Methods for classifying the driving conditions of vehicles and vehicles

Abstract

The present invention provides a method and vehicle that can classify and determine the driving conditions of a vehicle in a particularly advantageous manner. [Solution] The present invention relates to a method for classifying the driving state of a vehicle. The method uses an electronic computer to determine an actual torque value (46) that characterizes the current steering moment currently acting on the steering of the vehicle. An actual angle value that characterizes the current roll angle of the vehicle is determined. An actual speed value that characterizes the current driving speed of the vehicle and forms an actual value pair together with the associated actual angle value is determined. Depending on the actual value pair, one of the reference value pairs is selected from a reference characteristic map (37) which includes a plurality of reference angle values, a plurality of reference speed values, and a plurality of reference torque values, as a value pair belonging to the actual value pair, and a specific reference torque value is assigned to each reference value pair which includes exactly one reference angle value and exactly one reference speed value. The reference torque value (50) assigned to the selected reference value pair is determined.

Description

[Technical Field]

[0001] The present invention relates to a method for classifying the driving state of a vehicle. In addition, the present invention relates to a vehicle. [Background Art]

[0002] US2022 / 0126833A1 discloses a method in which road friction coefficient information indicating estimated road friction values for a plurality of regions surrounding a vehicle is received. From US10773725B1, a method is known in which a sensor of a vehicle is used to obtain an image indicating a road located ahead of the vehicle. From US2018 / 0037234A1, a method for estimating the friction coefficient of the wheels of a vehicle against an underlying surface is known. Furthermore, DE102009002245A1 discloses a method for determining the friction coefficient between a tire and a road surface in a vehicle. EP2290318B1 discloses a leaning vehicle. In addition, DE102019210807A1 discloses a steering system for a vehicle, having at least one sensor for determining a steering moment. [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] US2022 / 0126833A1 [Patent Document 2] US10773725B1 [Patent Document 3] US2018 / 0037234A1 [Patent Document 4] DE102009002245A1 [Patent Document 5] EP2290318B1 [Patent Document 6] DE102019210807A1 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] The object of the present invention is to provide a method and a vehicle that can particularly advantageously classify and determine the driving state of a vehicle. [Means for solving the problem]

[0005] This problem is solved by the method having the features described in claim 1 and the vehicle having the features described in claim 15, according to the present invention. Advantageous embodiments of the present invention are subject to the dependent claims.

[0006] A first aspect of the present invention relates to a method for classifying the current driving state of a vehicle, preferably configured as an automobile, particularly while the vehicle is in motion. This means, for example, that the method is carried out while the vehicle is in motion. The vehicle is driven, for example, along the ground, particularly forward, during the journey. The ground is, for example, a ground or constitutes a ground. As a result, for example, the automobile is driven along that ground. In particular, the ground is, for example, a roadway or constitutes a roadway. In particular, while the vehicle is driving on the ground, i.e. along the ground, the vehicle is supported on the ground downward in the vehicle-vertical direction. For example, the vehicle comprises at least one vehicle wheel. A vehicle wheel is also simply referred to as a wheel. The vehicle is supported on the ground via the vehicle wheel, particularly during the journey, and therefore during the method, with the vehicle downward in the vehicle-vertical direction. As a result, the vehicle wheel touches the ground, particularly directly, i.e., particularly directly, in contact with the ground. Thus, the vehicle wheel is the ground contact element of the vehicle. The vehicle is supported by ground contact elements in a downward direction in the vehicle's vertical direction, especially during travel, and therefore during operation. In particular, for example, the vehicle wheels include rims and tires. The tires are constructed particularly separately from the rims, stretched on the rims, and therefore supported by the rims, and are made of, for example, rubber. When the vehicle is traveling along the ground, and therefore preferably during operation, the vehicle is supported by the ground by ground contact elements in a downward direction in the vehicle's vertical direction. Thus, the ground contact elements roll, particularly directly, on the ground. As a result, the tires, in particular, roll, particularly directly, on the ground. In particular, the vehicle wheels are held in a configuration so as to be rotatable relative to the vehicle's configuration around a wheel axis. In this case, the vehicle wheels roll, particularly directly, during operation or during the travel of the vehicle wheels, and rotate, in doing so, relative to the configuration around a wheel axis. In particular, when the vehicle is configured as, for example, a two-wheeled vehicle with a single track, the components are steering elements of the vehicle, which are configured as, for example, forks, especially front forks. In this case, the steering elements are held on the chassis so as to be able to rotate around a pivot axis, also called a steering axis, relative to the chassis of the vehicle, which is configured as, for example, a frame, especially a lattice pipe frame.In this case, for example, the vehicle wheels designed as front wheels are steering elements and are rotatable with the chassis around the steering axis. By rotating the steering elements, and therefore the vehicle wheels, with respect to the chassis around the steering axis, the vehicle can be steered. That is, this allows the vehicle to turn corners, change direction, and change lane or trajectory. For example, a person using a vehicle, especially a male or female driver, can steer the vehicle by rotating the steering elements, and with the steering elements, the vehicle wheels, with respect to the chassis around the steering axis, that is, by doing so, the vehicle can turn corners, change direction, and change trajectory or lane. For this purpose, for example, a person using a vehicle, especially a person using it, can grasp, especially hold, the steering handpiece, and therefore the steering of the vehicle, with both hands. As a result, a person can apply force or torque to the steering piece and therefore to the steering, that is, introduce force or torque to the steering piece and therefore to the steering, through both hands, including the arms of the person. As a result, a torque generated by a person, also called human moment or human torque, is produced, which acts particularly around the steering shaft and acts as a steering torque.

[0007] This method, in particular of a vehicle, uses an electronic computing device to determine at least one actual torque value. The actual torque value characterizes, indicates, describes, or defines the steering moment, also called the steering torque, which acts on the steering of the vehicle. In particular, for example, the steering moment is the torque acting around the steering axis. This torque acts on the steering, for example, when a person exerts the aforementioned human moment on the steering, in particular on the steering elements, and through the steering elements. As a result, for example, the steering moment is the human moment, or arises as a result of the human moment. In particular, the steering moment consists of at least the human moment and additional torques distinct from the human moment. This torque is also called the steering moment component or multiple steering moment components (Lenkmomentenanteil). For example, the steering moment acting on the steering is detected using a measuring device, particularly of a vehicle. In this case, for example, the measuring device supplies a measuring device signal, particularly an electrical measuring device signal. In this process, for example, an electronic computer receives a signal from a measuring device. The measuring device signal characterizes the steering moment detected using the measuring device. As a result, for example, the measuring device signal includes the actual torque value. By receiving the measuring device signal, the electronic computer can determine the actual torque value. Furthermore, it is also conceivable that the electronic computer receives the measuring device signal and calculates the actual torque value in accordance with the received measuring device signal.

[0008] This method uses an electronic computer to determine at least one real angle value. The real angle value characterizes the vehicle's current roll angle. Roll is understood as the motion of the vehicle around its longitudinal direction, also called the longitudinal axis or vehicle longitudinal axis. The vehicle longitudinal direction is, in particular, along a hypothetical straight line, passing through the center of mass, also called the vehicle's center of gravity. The roll angle is the angle at which the vehicle rolls, in particular its current position, relative to its initial position, also called the neutral position, i.e., the angle at which it tilts around the longitudinal axis. Basically, the following can be considered: If the current roll angle, and therefore for example the real angle value, is zero, the vehicle is in the initial position described above, i.e., it is not tilted relative to its initial position in the lateral direction. However, if the current roll angle is a value other than zero, the vehicle is currently tilted at that angle around the longitudinal axis, in particular relative to the neutral position. As a result, the vehicle is, for example, currently in a tilted position different from the neutral position when viewed around the longitudinal axis. As a result, for example, the actual angle value is a value other than zero. For example, the current roll angle can be calculated using an electronic computer. Furthermore, it is conceivable that the current roll angle can be detected using a vehicle measuring device. In this case, the actual angle value characterizes the current roll angle detected using the measuring device.

[0009] In this method, at least one actual speed value is determined using an electronic computing device, also called a control device. The actual speed value, also simply called speed, characterizes the current speed of the vehicle. The vehicle travels at the travel speed, particularly forward, for example, especially during the aforementioned travel, and therefore during this method. In particular, the vehicle's current speed, i.e., the actual speed value, is not zero, and is particularly greater than zero. As a result, for example, during this method, i.e., the vehicle travels or is made to travel at this speed, particularly forward, along the ground. For example, the vehicle's current speed is measured, i.e., detected, using the vehicle's measuring device. As a result, for example, the actual speed value characterizes, i.e., indicates, describes, or defines the current measured speed. The determined actual angle value belongs to the determined actual speed value, and vice versa. As a result, the determined actual angle value and the determined actual speed value constitute an actual value pair. This is not necessarily understood to mean that the electronic computing device constructs the above-mentioned actual value pair from the actual angle value and the actual speed value. In other words, the electronic computer does not necessarily perform specific calculation steps to construct real-value pairs from real-value angle values ​​and real-value velocity values, or specific calculation steps to assign real-value angle values ​​and real-value velocity values ​​to real-value pairs. Rather, the obtained real-value angle values ​​and obtained real-value velocity values ​​are basically considered to be the values ​​that constitute the aforementioned real-value pairs. This is particularly important in order to explain this method clearly and understandably, using the term "real-value pair" below.

[0010] In this method, an electronic computer is used to select one of the reference value pairs as the value belonging to the actual value pair, in accordance with the actual value pair, that is, in accordance with the actual angle value and the actual speed value, from a reference characteristic map which includes multiple reference angle values, multiple reference speed values ​​and multiple reference torque values, and thus specifically read out, and assign one reference torque value to each reference value pair which includes exactly one reference angle value and exactly one reference speed value. For example, the reference characteristic map is a steering moment characteristic map, also called a reference steering moment characteristic map. Furthermore, for example, the characteristic map is a characteristic map obtained for a reference friction value. This will be explained in more detail below. For example, the reference friction value is a particularly high friction value, for example, a friction value exceeding the limit value.

[0011] The reference characteristic map is, in particular, a characteristic map of at least three dimensions or strictly three dimensions. The characteristic map represents, so to speak, a reference torque value over a reference angle value and a reference velocity value. It is conceivable that multiple reference value pairs may be assigned to each reference torque value. Furthermore, the same reference angle value may be part of multiple reference value pairs. Furthermore, the same reference velocity value may be part of multiple reference value pairs. The characteristic that each reference value pair contains exactly one reference angle value and exactly one reference velocity value, and in particular that exactly one of the reference value pairs is selected as the value pair belonging to the actual value pair, does not necessarily mean that the reference value pairs, i.e., the reference angle value and the reference velocity value, are actually stored and included in the reference characteristic map as reference value pairs. Rather, the term "reference value pair" is used only to make this method clear and easy to understand below. Therefore, the feature of selecting one of the reference value pairs in accordance with the actual value pair, i.e., in accordance with the actual velocity value and the actual angle value, in particular strictly, should be understood as selecting, and thus reading out, one of the reference angle values ​​and one of the reference velocity values ​​in particular strictly from the characteristic map in accordance with the actual value pair, i.e., in accordance with the actual velocity value and the actual angle value. In this case, the selected reference angle value and the selected reference velocity value belong to the obtained actual value pair, i.e., the obtained actual angle value and the obtained actual velocity value, and constitute, for example, a mere virtual reference value pair.

[0012] In this method, an electronic computer is used to determine the reference torque assigned to the selected reference value pair, specifically by reading it from a reference characteristic map, also simply called a characteristic map. This means that an electronic computer is used to determine one of the reference torques precisely, according to the selected reference angle value and the selected reference speed value.

[0013] An electronic computer is used to compare the calculated reference torque value with the actual torque value. This determines the difference between the calculated reference torque value and the calculated actual torque value, also known as the discrepancy. This difference is also expressed as the absence from the characteristic map of the actual torque value, i.e., from the calculated reference torque value. In other words, an electronic computer is used to compare the calculated reference torque value with the calculated actual torque value. During this comparison, the aforementioned difference between the calculated reference torque value and the calculated actual torque value is calculated.

[0014] To classify driving states, an electronic computer is used to assign the driving states to exactly one of several predetermined classes according to the difference. In this case, one class to which a driving state is assigned for classification is also referred to as the first class. For example, these classes are stored in an electronic data storage device and / or electrical data storage device, in particular, of the electronic computer. The method according to the present invention makes it possible to classify the current driving state of a vehicle in particular advantage. This makes it possible to realize a basis for advantageously operating the vehicle. In particular, in this method, at least one component of the vehicle can be operated according to the classification of the driving state. The operation of the vehicle component depends on the classification of the driving state. For example, using the component, an instruction signal that can be perceived visually and / or tactilely and / or audibly by, for example, a person currently using the vehicle, is output in particular around the component. The component is, for example, an electrical and / or electronic playback device (Wiedergabeeinrichtung), or includes one. Using the playback device, the instruction signal is output in particular around the playback device. Using instruction signals, for example, the class to which a driving state has been assigned or will be assigned can be communicated to the person using the vehicle. This allows the person to obtain particularly advantageous information about the vehicle's current driving state. As a result, for example, the person can adjust or modify the driving behavior to make the vehicle safer to drive. Assigning a driving state to a class is also referred to as categorizing driving states into a class.

[0015] One class into which driving conditions can be categorized is, for example, a safe driving condition, i.e., safe driving, which characterizes or describes it. As a result, it is possible to communicate to a person, for example, by outputting an instruction signal, that the vehicle's current driving condition is a safe driving condition, i.e., a stable driving condition.

[0016] In particular, to classify driving conditions, the driving conditions are selectively assigned to one class (first class) or second class according to the difference using an electronic computer, thereby classifying the driving conditions. For example, if a driving condition is assigned to the second class, i.e., categorized as the second class, and the second class is, for example, driving a car close to the limits of the vehicle, then a person can obtain information, for example, that they are currently driving the vehicle close to the limits of the vehicle, particularly by the output of an instruction signal. This can occur, for example, when the current friction between the ground and the vehicle wheels, and therefore the friction value characterizing the current friction between the vehicle wheels and the ground, is low, especially when it is lower than the aforementioned high friction value (reference friction value). As a result, a person can, for example, change their driving behavior, and in particular, change the current driving condition of the vehicle so that the current driving condition of the vehicle is no longer assigned to the second class but to the first class. This allows a person to shift the current driving condition of the vehicle from driving close to the limits to safer driving. As a result, people can drive vehicles safely.

[0017] This invention is based particularly on the following findings and considerations. Specifically, when a vehicle travels on the ground and only low friction occurs between the ground and the vehicle wheels, that is, only low friction values ​​characterizing low friction, this can be qualitatively determined by this method. For this purpose, a premise for particularly advantageous and particularly safe driving of the vehicle is established.

[0018] The starting point of this invention was initially based on the following assumption: that, in order to maintain the same predetermined circular trajectory during steady circular travel at a predetermined speed and inclination, i.e., roll angle, it is necessary to adjust or apply different steering moments for different friction values. Specifically, for reduced friction values, the steering moment needs to be changed towards the inside of the curve compared to travel at higher friction values. However, it was found that this effect is slight when the inclination is small, i.e., when the roll angle is small, and increases as the inclination increases. In particular, a vehicle configured as, for example, a motorbike, and therefore a single-track two-wheeled vehicle, when traveling around a curve at reduced friction values, approaches the limit inclination state for that friction value, thereby moving out of the so-called straight tire area. In this case, the limit inclination state is, for example, the following vehicle inclination state and roll angle. That is, beyond the limit inclination state, the vehicle's current roll angle causes the vehicle's wheels, and therefore the vehicle, to slip against the ground, and in particular slip out. Therefore, the steering moment to be set is different from the steering moment to be set for higher friction values. The measurement of steering moment has shown the following: the signal characterizing the measured steering moment may have a very low usable signal-to-noise ratio. Such a measurement of steering moment may have very low measurement accuracy. Therefore, the effect of setting a different steering moment for lower friction values ​​than for higher friction values ​​can only be recognized if the difference in steering moment set for lower friction values ​​is sufficiently large compared to the steering moment set for higher friction values. Thus, the method according to the present invention does not determine a friction value that characterizes the current friction between the vehicle wheels and the ground. The method according to the present invention classifies the driving conditions. For example, this is particularly necessary in the following cases: namely, when the vehicle is driving near or close to the limit, i.e., when the vehicle's driving on such ground is recognizable, and the friction between the ground and the vehicle wheels is low, i.e., the friction value is low, for example, below a certain level value.An advantage of the method of the present invention is that the aforementioned steering moment characteristic map, obtained for example for high friction values, is sufficient to classify and therefore determine driving conditions. The classification of driving conditions that can or can be performed within the framework of the method of the present invention is understood to mean determining the vehicle's particularly current driving condition, because by classifying driving conditions, the driving conditions can be qualitatively determined or evaluated.

[0019] In order to classify driving conditions in a particularly advantageous manner and thus enable particularly advantageous operation of the vehicle, in one embodiment of the present invention, at least one state value characterizing the driving conditions is determined using an electronic computer, according to at least one measured quantity measured using a vehicle detection device and affected by the driving conditions. At that time, in order to classify the driving conditions, the driving conditions are also assigned to one class according to the state parameters.

[0020] At that time, it has been shown that the following is particularly advantageous for realizing particularly advantageous operation. That is, to classify a driving state, when a state parameter has a first value and the difference, particularly at the same time, is smaller than a predetermined threshold, the driving state is assigned to one class. This one class is also referred to as a first class, or is the first among the classes. To classify a driving state, when the state parameter has a first value and the difference, particularly at the same time, is equal to or greater than a predetermined threshold, the driving state is assigned to a second class, which is different from the first class. To classify a driving state, when using an electronic computing device and the state parameter has a second value different from the first value, the driving state is assigned to a third class, which is different from the first class and the second class, independent of the difference, that is, independent of whether the difference is smaller than the predetermined threshold or equal to or greater than the threshold. Therefore, when the state parameter assumes the first value, this means that the first class and the second class can be distinguished sufficiently accurately depending on the difference. However, when the state parameter has the second value, for example, it is impossible to distinguish between the first class and the second class. Therefore, for example, it cannot be determined sufficiently accurately whether the current driving state of the vehicle corresponds to safe driving or driving close to a limit range. Thereby, erroneous information transmission to a driver can be advantageously prevented. As a result, particularly advantageous vehicle operation can be provided.

[0021] Further embodiments are characterized by the following: namely, the measured quantity includes or characterizes the vehicle speed. Alternatively or additionally, the measured quantity includes or characterizes the roll angle, also referred to as the inclination state. Alternatively or additionally, the measured quantity is or includes the time derivative of the roll angle, which is also referred to as the roll rate. Alternatively or additionally, the measured quantity is or includes the acceleration of the vehicle in the longitudinal direction, also referred to as the longitudinal acceleration. Alternatively or additionally, the measured quantity is or includes the acceleration of the vehicle in the lateral direction, also referred to as the lateral acceleration. This makes it particularly advantageous to determine whether the current driving state is suitable for separating driving states. Thus, the measured quantity includes or includes at least one driving behavior characteristic signal, namely the vehicle's particularly current driving behavior characteristic.

[0022] In order to classify the state particularly advantageously and thus enable particularly advantageous vehicle operation, in a further embodiment of the present invention, the actual torque value is obtained using an electronic computing device as follows. That is, at least one dynamic steering moment component acting on steering, which is also referred to as a steering system, and at least one first initial value characterizing a static steering moment component acting on steering are obtained using the electronic computing device. Accordingly, the first initial value is, for example, a sum or a representation of at least one dynamic steering moment component acting on steering and a static steering moment component acting on steering. In particular, the at least one first initial value describes or characterizes a static steering moment component and a plurality of, in particular all, dynamic steering moment components acting on steering, specifically such that the sum of the static steering moment component and at least one dynamic steering moment component, very particularly all dynamic steering moment components, is the first initial value. In addition, in this process, the actual torque is preferably obtained using the electronic computing device by obtaining at least one second initial value using the electronic computing device. The second initial value exclusively characterizes only the at least one dynamic steering moment component acting on steering with respect to the at least one dynamic steering moment component acting on steering and the static steering moment component acting on steering. To obtain the actual torque value, the actual torque value is obtained using the electronic computing device in accordance with the initial values, specifically by subtracting the second initial value from the first initial value.

[0023] In order to enable the determination of actual torque values, and therefore consequently quantities, from initial values ​​with particular advantage, in a further embodiment of the present invention, a second initial value is calculated using an electronic computer in accordance with the rotational speed of the vehicle wheels and / or further vehicle wheels of the vehicle, and / or the roll rate of the vehicle, and / or the roll acceleration of the vehicle, and / or the yaw acceleration of the vehicle, and / or the steering angle rate of the vehicle, and / or in particular the deceleration acting in the longitudinal direction of the vehicle, i.e., the negative acceleration of the vehicle, and / or the pressure in at least one wheel brake of the vehicle, and / or the gyro moment, also called the gyro torque of the vehicle. For example, the rotational speed of the vehicle is detected using a rotational speed sensor. The roll rate of the vehicle is the first time derivative of the roll angle. The roll acceleration of the vehicle is the second time derivative of the roll angle, i.e., the first time derivative of the roll rate. The yaw acceleration is, in particular, the first derivative of the yaw angle of the vehicle acting around the vehicle's vertical direction. The deceleration of the vehicle results from, for example, the braking of the vehicle. Wheel brakes are, for example, assigned to the wheels of a vehicle and configured to brake the wheels of the vehicle, and therefore the vehicle. Thus, wheel brakes configured as friction brakes, for example, are the service brakes of a vehicle.

[0024] In a further embodiment of the invention, to enable particularly advantageous determination of the actual torque value, a vehicle detection device is used to detect the torque acting on the steering as a steering moment. The actual torque value is then determined according to the detected torque. For example, the detection device is or includes a measuring device, or the detection device is part of a measuring device. For example, a first initial value is determined, particularly by measurement, according to the detected steering moment. For this purpose, for example, the detection device supplies a particularly electrical moment signal. The electrical moment signal characterizes the measured steering moment and, in this case, the first initial value. An electronic computer can receive the moment signal and thereby determine the first initial value. Therefore, for example, the steering moment includes a dynamic steering moment component and at least one static steering moment component. Furthermore, it is also conceivable that the electronic computer receives the moment signal and determines the first initial value from or in response to the moment signal. For example, the moment signal is a measuring device signal or part of or further than the measuring device signal.

[0025] For example, the actual torque value can be determined according to the output value by subtracting the second initial value from the first initial value.

[0026] In a further embodiment of the present invention, in order to determine the actual torque value particularly favorably, at least one influence value is determined using an electronic computer. The influence value characterizes the influence of the relative position between the vehicle and the person currently using the vehicle on the steering moment currently acting on the steering of the vehicle as follows: At least a position value is determined using an electronic computer. The position value is a detected quantity, particularly detected using the vehicle's sensor device, that characterizes a detected quantity that is affected by the relative position between the vehicle and the person using the vehicle. The influence value is determined according to the position value. At that time, the actual torque value is determined according to the influence value. The relative position is the position that the person currently using the vehicle occupies in relation to the vehicle. At that time, the relative position is also referred to as the seating position or driver's seating position. The background of this embodiment is that the relative position between the person using the vehicle and the vehicle, also referred to as the seating position or driver's seating position, can affect the overall steering moment, particularly when the seating position is deviated from the initial position, also referred to as the neutral position. This is especially true, for example, when the upper body of a person sitting in or on the seating system of a vehicle is offset from the vehicle's vertical axis or vertical axis, when viewed in the vehicle's lateral direction, and therefore in a plane also called the yz plane, which is spanned by the vehicle's lateral and vehicle's vertical directions, resulting in the upper body being tilted in the vehicle's lateral direction with respect to a vertical axis passing through the vehicle's center of gravity, for example, also called the center of mass. Furthermore, for example, the seating position may affect the steering moment, or may affect it by the following: when the position where a person sits, especially the buttocks, sitting on or inside the seating system, especially the current seating point, is offset from the vehicle's center of gravity, and therefore its vertical axis, when viewed in the vehicle's lateral direction, and therefore in the aforementioned plane, that is, when there is an offset from the vehicle's center of gravity, especially in the plane. Possible effects, i.e., the possible effects of the relative position on the steering moment, are determined by measurement, i.e., by detecting a measured quantity, and therefore by measuring the relative position, and are advantageously taken into consideration when detecting the actual torque. As a result, the vehicle's current driving state can be classified in a particularly advantageous way. Consequently, the vehicle's advantageous operation can be achieved.

[0027] The method according to the present invention does not necessarily require the step of detecting the amount using a sensor device.

[0028] However, this method has proven particularly advantageous because it allows for a particularly favorable consideration of relative position when detecting a quantity using a sensor device.

[0029] In order to enable particularly advantageous detection of relative position, in a further embodiment of the present invention, a vehicle sensor device is used as at least part of the sensor device.

[0030] A further embodiment is characterized by using a sensor device positioned on a person as at least part of the sensor device. This allows for particularly advantageous measurement, i.e., detection of the quantity to be measured, and therefore the relative position.

[0031] In further, particularly advantageous embodiments of the present invention, a sensor device is used as at least part of the sensor device, positioned on at least one portion of a person's clothing. This allows for the detection of relative position, and therefore the quantity to be measured, particularly advantageously and particularly comfortably for the person.

[0032] Finally, it has been shown that there is a particular advantage when the vehicle is configured as a single-track two-wheeled vehicle, especially a motorbike.

[0033] A second aspect of the present invention relates to a vehicle configured to carry out the method according to the first aspect of the present invention. Advantages and favorable embodiments of the first aspect of the present invention can be considered advantages and favorable embodiments of the second aspect of the present invention, and vice versa.

[0034] Further details of the present invention will become apparent from the following description of preferred embodiments in the accompanying drawings. [Brief explanation of the drawing]

[0035] [Figure 1]This is a schematic side view of a vehicle configured as a two-wheeled vehicle on a single track. [Figure 2] This flowchart explains how to classify a vehicle's current driving status. [Figure 3] This is a further flowchart that explains the method in more detail. [Figure 4] This is a further flowchart that explains the method in more detail. [Figure 5] This is a schematic diagram of the status automatics (Zustandsautomaten) that classify driving conditions in a favorable way. [Modes for carrying out the invention]

[0036] Figure 1 shows a schematic side view of vehicle 1, which is configured here as a single-track two-wheeled vehicle. In the embodiment shown in Figure 1, vehicle 1 is configured as a single-track motorcycle, more specifically a single-track motorbike. Vehicle 1 comprises strictly two vehicle wheels 2 and 3. Vehicle wheels 2 and 3 are arranged together, and therefore continuously, in the longitudinal direction of vehicle 1. The longitudinal direction of vehicle is indicated by a bidirectional arrow 4. In the embodiment shown in Figure 1, vehicle wheel 2 is the front wheel and vehicle wheel 3 is the rear wheel. Vehicle wheels 2 and 3 are also simply referred to as wheels. Vehicle wheels 2 and 3 are the ground elements of vehicle 1. Vehicle 1 is supported or can be supported by the ground 5, also referred to as the ground, via the ground elements, downward in the vehicle-vertical direction of vehicle 1. Vehicle 1 is driven along the ground 5 while vehicle 1 is supported by the ground elements, downward in the vehicle-vertical direction of vehicle 1. In this way, the ground elements roll on the ground 5, particularly directly. The vehicle's vertical direction is indicated by the bidirectional arrow 6. The vehicle's wheels 2 are held in the steering element 8 so as to be rotatable relative to the steering element 8 of the vehicle 1 around the wheel rotation axis 7. The steering element 8, which includes a steering fork 9 and a handle 10, is held in the chassis 11 so as to be rotatable relative to the chassis 11, which is configured as, for example, the frame of the vehicle 1, around a pivot axis also referred to as the steering axis L. For example, the handle 10 is a handlebar, or is composed of a handlebar. The steering element 8 and, together with the steering element 8, the vehicle's wheels 2 are rotatable relative to the chassis 11 around the steering axis L, and therefore steerable. A person currently using the vehicle 1 can grasp, in particular grip, the handle 10 with both hands. In this way, a person currently using the vehicle 1 can exert force or torque on the steering element 8, in particular via the handle 10, through their arms, including both hands. The steering element 8, and therefore the handle 10, are components of the steering 24 of the vehicle 1, also referred to as the steering system. As a result, a person can exert the aforementioned torque or force on the steering 24. The result is a torque, also called a human moment or human torque, that acts on the steering 24, particularly around the steering axis L.The steering element 8, i.e., the steering 24, and therefore the vehicle wheels 2, can be rotated relative to the chassis 11 around the steering axis L, thereby enabling the vehicle to curve, change direction, and change road or trajectory. The vehicle wheels 3 are held rotatably on the swing arm 13 of the vehicle 1, also referred to as the rear wheel swing arm. The swing arm 13 itself is held on the chassis 11 so as to be rotatable relative to the chassis 11 around the pivot axis S. Therefore, the swing arm 13 and the vehicle wheels 3 are held on the chassis 11 so as to be rotatable relative to the chassis 11 around the pivot axis S. When the vehicle 1 is traveling in a straight line in the longitudinal direction of the vehicle, particularly forward, and especially along a straight line, the wheel rotation axes 7 and 12 extend parallel to each other. In addition, the pivot axis S is the lateral direction of the vehicle 1. The lateral direction of the vehicle 1 is indicated by the bidirectional arrow 14 and is perpendicular to the plane of the figure in Figure 1. Vehicle 1 includes a seat 15, for example, held on a chassis 11. The seat 15 is also referred to as a seating device. Person P, who is currently using Vehicle 1, sits, for example, on the seat 15, in particular at the seating position. In this case, person is, for example, the driver of Vehicle 1. Person sits on the seat 15 and then grasps the steering wheel 10 with both hands, in particular gripping it. As a result, person can use both hands, via the steering wheel 10, to rotate the steering element 8, and therefore the steering 24, and thereby the vehicle wheels 2, relative to the chassis 11 around the steering axis L. This allows person to make Vehicle 1 travel around curves, change direction, and change trajectory, and thus steer Vehicle 1. In other words, in order to steer Vehicle 1, the steering element 8, and together with the steering element 8, the vehicle wheels 2, are pivotable relative to the chassis 11 around the steering axis L.

[0037] Vehicle 1 is equipped with an electronic computer device 17, also referred to as a control device. Using the electronic computer device 17, a method is implemented to classify the current driving state of Vehicle 1, as will be described in more detail below. In this method, for example, Vehicle 1 is driven along the ground 5 while being supported on the ground via ground contact elements that are downward in the vertical direction of the vehicle. Therefore, the ground contact elements roll particularly directly on the ground 5.

[0038] Vehicle 1 is equipped with a sensor device 45, which includes, for example, inertial measurement technology 18. Using the inertial measurement technology 18, the acceleration of vehicle 1 can be detected, in this case, for example, the acceleration of vehicle 1 in the lateral and / or longitudinal and / or vertical directions of vehicle 1. Furthermore, using the inertial measurement technology 18, the roll angle of vehicle 1 can be detected. Furthermore, it is conceivable that the roll rate, as the first time derivative of the roll angle, and / or the roll acceleration, as the second time derivative of the roll angle, can be detected using the inertial measurement technology 18, i.e., as the first time derivative of the roll rate and / or as the yaw acceleration. The sensor device 45 is equipped with a wheel rotation speed sensor (Raddrehzahlsensor) 19, also simply called a rotation speed sensor, located on the vehicle wheel 2. Using the wheel rotation speed sensor 19, the rotation speed of vehicle wheel 2 around the wheel rotation axis 7 can be detected. Furthermore, the sensor device 45 is equipped with a wheel rotation speed sensor 20, also simply called a rotation speed sensor, located on the vehicle wheel 3. The wheel rotation speed sensor 20 can be used to detect the rotation speed of the vehicle wheel 3 around the wheel rotation axis 12. Each of the vehicle wheels 2 and 3 is assigned, for example, a wheel brake. Each wheel brake can be a friction brake. In particular, each wheel brake can be configured as a disc brake. Preferably, each wheel brake is the service brake of the vehicle 1. The vehicle 1 can be braked using each service brake. In this case, the sensor device 45 includes, for example, a brake pressure sensor 21 assigned to the wheel brake assigned to vehicle wheel 2. The wheel brake assigned to vehicle wheel 2 is also called the first wheel brake. In this case, the brake pressure sensor 21 can be used to detect the first brake pressure, also simply called the first pressure, at the first wheel brake. The sensor device 45 also includes a second brake pressure sensor 22 assigned to vehicle wheel 3, which is assigned to the wheel brake also simply called the second wheel brake. The second brake pressure sensor 22 can be used to detect the second brake pressure, also simply called the second pressure, at the second wheel brake. Furthermore, the sensor device 45 includes, for example, a steering moment sensor 23.The steering moment sensor 23 can be used to detect the steering moment acting on the steering 24 around the steering axis L. In other words, the steering moment described above is the torque acting on the steering 24. This torque can be detected, for example, using the steering moment sensor 23 of the sensor device 45. In this case, for example, the steering moment is generated, exclusively or at least partially, from the aforementioned human torque. In other words, for example, the steering moment may correspond to human torque, i.e., it may be human torque. Alternatively, the steering moment consists of human torque and at least one or exactly one additional torque. Optionally, the sensor device 45 includes a steering angle sensor 25. The steering angle sensor 25 can be used to detect each steering angle around the steering axis L that allows the steering element 8 to pivot relative to the chassis 11 around the steering axis L.

[0039] To make vehicle 1 travel in a straight line, the steering element 8 is in a straight-line position with a steering angle of 0 degrees. Optionally, the sensor device 45 is equipped with a steering rate sensor 26. The steering rate sensor 26 can be used to detect the steering rate of the steering element 8 or the steering element 24. In particular, the steering rate is the first-order time derivative of the steering angle.

[0040] In particular, the method is performed while vehicle 1 is traveling. During the journey, vehicle 1 is driven along the ground 5. During this time, vehicle 1 is supported by the ground 5 in a downward direction in the vertical direction of the vehicle via its ground contact elements. In particular, the journey is a curved journey. In a curved journey, vehicle 1 travels through a curve, such as a right curve or a left curve, especially forward. As a result, for example, vehicle 1 is in an inclined state during the journey and when the method is performed, and therefore the roll angle has a value other than zero.

[0041] The roll angle of vehicle 1 can be detected, for example, using a sensor device 45, and particularly using inertial measurement technology 18.

[0042] For example, a sensor device 45 is used to detect and, therefore measure, a quantity called the detected quantity. The measured quantity is affected by the relative position between the vehicle 1 and the person currently using the vehicle 1, specifically the person sitting on the seat 15, in particular at the seating point, which is referred to as the seating position or driver's seating position. This means that the detected quantity characterizes, i.e., describes or includes, the relative position. An electronic computer 17 is used to determine, for example, the position value. The position value characterizes the measured, i.e., detected quantity. The relative position may, in particular, affect the steering moment currently acting on the steering 24. Depending on the position value, an influence value is determined using the electronic computer 17. As a result, the influence value characterizes the measured quantity, and therefore the relative position, and therefore the influence, i.e., the effect that the relative position has on the steering moment currently acting on the steering 24.

[0043] The method involves measuring the steering moment using, for example, a sensor device 45, particularly a steering moment sensor 23. The sensor device 45, particularly the steering moment sensor 23, provides, for example, an electrical measurement signal that characterizes, indicates, or describes the steering moment measured using the sensor device 45. In Figure 2, arrow 39 indicates the steering moment measured using the sensor device 45. Therefore, for example, arrow 39 indicates the measurement signal characterizing the measured steering moment. For example, the measurement signal 39 is filtered using a filter 40. The filtered measurement signal is a measurement value, or includes a measurement value, or is also referred to as a measurement value. The measurement value is used as a first initial value. The measurement signal described above is also referred to as the first measurement signal. Furthermore, the sensor device 45 is a detection device or includes a detection device. The detection device is used to measure a driving behavior characteristic quantity that describes the vehicle 1, particularly its current driving state, i.e., its current driving behavior characteristics. In this case, for example, the detection device, i.e., the sensor device 45, supplies a second measurement signal filtered using, for example, a second filter 42. In Figure 2, arrow 41 indicates a driving behavior characteristic quantity. Therefore, for example, arrow 41 indicates the second measurement signal. The second measurement signal is also referred to as the driving behavior characteristic signal. The driving behavior characteristic quantity includes, for example, the rotational speed of vehicle wheel 2, the rotational speed of vehicle wheel 3, the roll angle of vehicle 1, the roll rate of vehicle 1 as the first time derivative of the roll angle, the roll acceleration of vehicle 1 as the second time derivative of the roll angle, the yaw acceleration of vehicle 1, the steering angle rate, in particular the positive and / or negative acceleration of vehicle 1 acting in the longitudinal direction of the vehicle, the pressure of the first wheel brake, the pressure of the second wheel brake, and / or the acceleration of vehicle 1 acting in the vertical direction of the vehicle, and / or other parameters. Therefore, the detection device includes, indicates, characterizes, or depicts at least one measurement quantity. The measured quantity is particularly influenced by the current driving state and includes, indicates, characterizes, or describes a driving behavior characteristic quantity that is particularly influenced by the current driving state. In this case, for example, an electronic computer 17 is used to determine at least one state value that characterizes the current driving state of the vehicle 1, depending on at least one of the driving behavior characteristic quantities, particularly depending on a plurality of driving behavior characteristic quantities, and therefore depending on the measured quantity.

[0044] In Figure 2, arrow 43 indicates the first initial value described above. The first initial value characterizes the steering moment detected by the steering moment sensor 23, particularly filtered using filter 40. Alternatively or additionally, further driving characteristics among the driving characteristics may be, for example, the current speed of vehicle 1. Vehicle 1 is being driven along the ground 5 at its current speed, particularly forward, while vehicle 1 is supported by the ground 5 downward in the vehicle-vertical direction via the ground contact elements. Arrow 44 indicates the actual angle value. The actual angle value characterizes the current roll angle of vehicle 1, measured using the sensor device 45, particularly the inertial measurement technique 18, and filtered, for example, using filter 40. In addition, arrow 44 indicates the actual speed value. The actual speed value characterizes the current speed of vehicle 1, measured using the sensor device 45, particularly the inertial measurement technique 18, and filtered, particularly using filter 40. In Figure 2, a reference characteristic map is shown at 37. The reference characteristic map is stored, for example, in the electrical or electronic data storage device of the electronic computer 17. A real value pair consists of a real speed value characterizing the current travel speed of the vehicle 1 detected and thus measured using the sensor device 45, and a real value characterizing the current roll angle of the vehicle 1 measured and thus detected using the sensor device 45. The reference characteristic map 37 is, for example, determined for a reference friction value. The reference friction value is, for example, 1.0, and characterizes the friction between the vehicle wheels 2 and the ground (ground 5) or with other ground. The reference characteristic map 37 includes a plurality of reference angle values, a plurality of reference speed values, and a plurality of reference torque values. The reference characteristic map 37 assigns exactly one reference torque value to each reference value pair, each reference value pair containing exactly one reference angle value and exactly one reference speed value. Depending on the real value pair, one of the reference value pairs is selected from the reference characteristic map 37 as the value pair belonging to the real value pair. The reference torque value assigned to the selected reference value pair by the reference characteristic map 37 is determined using the electronic computer 17, i.e., read from the reference characteristic map 37. In Figure 2, arrow 46 indicates the static value M stationaerThis shows the actual torque value, also known as the reference torque value. The actual torque value is determined, in particular, by calculating the difference between the first initial value and the second initial value, which is shown by arrow 43 and arrow 47, using the electronic computer 17. The determined reference torque value is shown by arrow 50 in Figure 2.

[0045] In Figure 2, as shown by block 48, a comparison is performed using the electronic computer 17. In the comparison, the obtained reference torque value, indicated by arrow 50, is compared with the obtained actual torque value, indicated by arrow 46. In the comparison, the electronic computer 17 is used to compare the obtained reference torque value with the obtained actual torque value. At that time, the electronic computer 17 is used to calculate the difference between the obtained reference torque value and the obtained actual torque value, indicated by dM in Figure 3, during or as a result of the comparison. The difference dM is indicated by arrow 38 in Figure 3. Therefore, the difference dM is the output amount of the comparison mentioned above, indicated by arrow 38. Furthermore, block 48 shows the classification of the vehicle 1, particularly its current driving state. In this case, the classification is performed using the electronic computer 17.

[0046] Figure 5 shows pairs of distinct classes K1, K2, and K3. For example, classes K1, K2, and K3 are stored in the data storage device of the electronic computer 17, particularly in the electrical or electronic data storage device. In the classification of the vehicle 1's current driving state shown in block 48 in Figure 2, the electronic computer 17 is used to classify the vehicle 1's current driving state by assigning it to one of several predetermined classes K1, K2, and K3, in particular strictly, according to the difference dM. This means that in the classification using the electronic computer 17, the driving state of the vehicle 1 is assigned to one of the predetermined classes K1, K2, and K3, in particular strictly, according to the difference dM. Categorizing the driving state into one of the predetermined classes K1, K2, and K3, in particular strictly, is the classification shown in block 48 above.

[0047] In Figure 2, arrow 55 indicates the output quantity of the classification shown in block 48. This output quantity is the result of the classification. The result of the classification is, for example, at least one or exactly one classification value, or includes one such value. The classification value characterizes the classes K1, K2, and K3 into which the driving state was categorized or was categorized using the electronic computer 17 during the classification process. Thus, for example, Figure 5 shows the contents of block 48, i.e., the contents of the classification. In other words, for example, Figure 5 shows one or more processes performed during the classification process to classify the driving state.

[0048] For example, the steering moment acting on the steering 24, measured, i.e., detected using the steering moment sensor 23, consists of, for example, at least one or exactly one static steering moment component and at least one or more dynamic steering moment components. Static value M stationaer The actual torque value, also known as the static steering moment value, characterizes, for example, only the static steering moment component with respect to the static steering moment component and at least one dynamic steering moment component. In this case, for example, the second initial value indicated by arrow 47 characterizes at least one dynamic steering moment component, in particular multiple dynamic steering moment components. In this case, for example, the second initial value is subtracted from the first initial value.

[0049] In Figure 2, block 51 shows the parameters of vehicle 1, also referred to as vehicle parameters. The vehicle parameters characterize vehicle 1, and / or the current driving state of vehicle 1, for example. In addition, block 52 shows the correction factor. Block 53 shows that the dynamic steering moment component is calculated using the electronic computer 17, in accordance with at least a portion of the driving characteristics measured using the sensor device 45 and filtered, for example, by the filter 42. In addition, block 54 shows that a correction term, in particular as a correction torque, is calculated in accordance with the correction factor and in accordance with at least a portion of the driving characteristics measured using the sensor device 45 and filtered, for example, by the filter 42. The correction term is, for example, M korrThis is shown. The dynamic steering moment component is, for example, M dyn This is shown. For example, the correction term and the dynamic steering moment component are integrated into the second initial value in block 49, particularly by addition. This means, for example, that the second initial value includes the dynamic steering moment component and the correction term. In particular, the correction term and the dynamic steering moment component are integrated into the second initial value, for example by addition. The second initial value is subtracted from the first initial value, i.e., from the measured value, thereby subtracting the correction term and the dynamic steering moment component from the measured value (first initial value). Thus, for example, the actual torque value indicated by arrow 46 particularly favorably characterizes the static steering moment component of the steering moment that is actually currently acting on the steering 24 as measured by the sensor device 45.

[0050] For example, at least one component of vehicle 1 operates according to its classification, particularly according to its classification value. The component is, for example, a driver assist system of vehicle 1, or includes one. Alternatively or additionally, the component is, for example, an electric or electronic playback device of vehicle 1, or includes one. Using the playback device, for example, a visually and / or tactile and / or auditory perceptible instruction signal is output to a person currently using vehicle 1, near or in the vicinity of the playback device. This allows the person currently using vehicle 1 to obtain information about the classification or class to which the driving state was categorized. As a result, for example, the person can adjust its driving behavior so that it can safely guide vehicle 1.

[0051] In Figure 4, block 56 shows a check to determine whether the current driving state of vehicle 1 is suitable for classification. The check is performed using the electronic computer 17. During the check, the electronic computer 17 checks whether the current driving state of vehicle 1, also referred to as steering or driving operation, is suitable for classification, that is, suitable for performing classification, or how to perform classification. In this regard, block 56 shows that the electronic computer 17 is used to determine at least one state value that characterizes the driving state, indicated as m_flag in Figure 4, depending on at least one measured quantity that is measured using the sensor device 45 of vehicle 1 and is affected by the current driving state of vehicle 1. For this purpose, the sensor device 45 is, for example, a detection device that measures, i.e., detects the aforementioned measured quantity, or includes such a device. In this case, for example, the second measured signal, i.e., the driving behavior characteristic signal, is, includes, or characterizes the measured quantity. The measured quantities are, for example, the current speed of vehicle 1, and / or roll angle, and / or roll rate, and / or longitudinal acceleration of vehicle 1, and / or vertical acceleration of vehicle 1, or include these. Vertical acceleration is the acceleration in the vertical direction of the vehicle. To classify the driving state of vehicle 1, the driving state is categorized into one of classes K1, K2, and K3, depending on the state parameter m_flag.

[0052] Figure 5 shows a state automation that performs classification according to the difference dM and the state value. Class K1 is or characterizes the current safe driving state of vehicle 1. Therefore, if the current driving state is categorized as Class K1, the current driving state is classified as safe driving, i.e., a safe driving state. Class K2 is or characterizes the driving state of vehicle 1 that is close to the limit region of vehicle 1. That is, for example, it is or characterizes the driving of vehicle 1 on a surface where the friction value between the ground and each of the vehicle wheels 2, 3 is reduced. Reduced friction value is understood to be, for example, a friction value lower than a predetermined limit value or a predefined limit value. Therefore, if the current driving state of vehicle 1 is categorized as Class K2, this classifies the current driving state of vehicle 1 as driving close to the limit region, i.e., driving on a surface with reduced friction value. Class K3 is or characterizes the current driving state of vehicle 1 being unknown. Therefore, if the current driving state of vehicle 1 is categorized as, for example, Class K3, it can be presumed or required that no statement, determination, or conclusion can be drawn regarding the current driving state of vehicle 1, i.e., whether the current driving state of vehicle 1 is safe or close to the limit.

[0053] The state value can take two distinct values, for example, a first value and a second value, particularly strictly speaking. For example, the first value is 1. For example, the second value is 0. Therefore, for example, the state value may be either "true" corresponding to a value of 1, or "false" corresponding to a value of 0. When classifying, for example, particularly always, if the state parameter has a first value and the difference dM is less than a predetermined threshold G, the driving state of vehicle 1 is assigned to class K1, i.e., categorized as class K1. When classifying, particularly always, if the state parameter has a first value and the difference dM is greater than or equal to a predetermined threshold G, the driving state is assigned to class K2, which is different from the first class K1 and the third class K3, i.e., categorized as class K2. When classifying, particularly always, if the state parameter has a second value, the driving state is assigned to class K3, i.e., categorized as class K3, regardless of the difference dM. In particular, the characteristic that the driving state is always categorized into the third class K3, regardless of the difference dM, when the state parameter has a second value, is understood as follows: That is, regardless of whether the state parameter has a second value and the difference dM is less than, greater than, or equal to the threshold G, the driving state is always categorized into the third class K3, that is, regardless of whether the difference dM is greater than, less than, or equal to the threshold G. The background is as follows: That is, when it is determined that the state value has a second value, it is not possible to make any statement, decision, or estimation as to whether the current driving state is safe driving or driving close to the limit. This prevents the transmission of false information to the person currently using vehicle 1. [Explanation of Symbols]

[0054] 1 vehicle 2 Vehicle wheels 3. Vehicle wheels 4. Two-way arrow 5 Grounds 6. Two-way arrow 7 Wheel rotation axle 8 Steering Elements 9 Steering fork 10 handles 11 Chassis 12 Wheel rotation axles 13 Swingarm 14. Two-way arrow 15 sheets 17 Electronic computing equipment 18 Inertial measurement technology 19. Wheel rotation speed sensor 20 Wheel rotation speed sensor 21 Brake pressure sensor 22 Brake pressure sensor 23 Steering Moment Sensor 24 Steering 25 Steering angle sensor 26 Steering rate sensor 37. Reference Characteristics Map 38 Arrows 39 Arrow 40 blocks 41 Arrow 42 blocks 43 Arrows 44 Arrows 45 Sensor device 46 Arrows 47 Arrow 48 blocks 49 blocks 50 Arrows 51 blocks 51 blocks 52 blocks 53 blocks 54 blocks 55 Arrow 56 blocks dM difference L Steering axis m_flag status value G threshold

Claims

1. A method for classifying the driving state of a vehicle (1) using an electronic computer (17), Determine at least one actual torque value (46) that characterizes the current steering moment acting on the steering (24) of the vehicle (1), Determine at least one real angle value that characterizes the current roll angle of the vehicle (1) Characterize the current speed of the vehicle (1) and determine at least one actual speed value that constitutes an actual value pair together with the associated actual angle value. Depending on the actual value pair, one reference pair is selected from a reference characteristic map (37) which includes a plurality of reference angle values, a plurality of reference speed values, and a plurality of reference torque values, as the value pair corresponding to the actual value pair, and each of the plurality of reference value pairs is assigned only one reference angle value from the plurality of reference angle values, only one reference speed value from the plurality of reference speed values, and only one reference torque value from the plurality of reference torque values. Determine the reference torque value (50) assigned to the selected reference value pair, The obtained reference torque value (50) is compared with the obtained actual torque value (46), and the difference (dM) between the obtained reference torque value (50) and the obtained actual torque value (46) is determined. A method for classifying the aforementioned driving conditions, which involves assigning the driving conditions to only one of a predetermined set of classes (K1, K2, K3) according to the difference (dM).

2. The method according to claim 1, characterized in that, in accordance with at least one measured quantity measured using the detection device (45) of the vehicle (1) and affected by the driving state, the electronic computer (17) determines at least one state parameter (m_flag) that characterizes the driving state, and in order to classify the driving state, the driving state is assigned to one class according to the state parameter (m_flag).

3. In order to classify the aforementioned driving conditions, when the condition parameter (m_flag) has a first value and the difference (dM) is smaller than a predetermined threshold (G), the driving condition is assigned to one class (K1) as a first class (K1). In order to classify the driving state, when the state parameter (m_flag) has the first value and the difference (dM) is greater than or equal to the predetermined threshold (G), the driving state is assigned to the second class (K2) among the plurality of classes (K1, K2, K3), which is different from the first class (K1). The method according to claim 2, characterized in that, in order to classify the driving state, when the state parameter (m_flag) has a second value different from the first value, the driving state is assigned to a third class among the plurality of classes (K1, K2, K3), which is different from the first class (K1) and the second class (K2), without depending on the difference (dM).

4. The measured quantity is The aforementioned driving speed includes or characterizes, and / or The roll angle includes or characterizes, and / or The time derivative of the roll angle is included or characterized, and / or Includes or characterizes the acceleration of the vehicle (1) in the longitudinal direction of the vehicle (1), and / or The method according to claim 2 or 3, characterized in that it includes or characterizes the acceleration of the vehicle (1) in the lateral direction of the vehicle (1).

5. A method for determining the actual torque value (46) using the aforementioned electronic computer (17), That is, using the aforementioned electronic computer (17), Determine at least one first initial value (43) that characterizes at least one dynamic steering moment component acting on the steering (24) and at least one static steering moment component acting on the steering (24). Based on the at least one dynamic steering moment component acting on the steering (24) and the static steering moment component acting on the steering (24), at least one second initial value (47) is determined that characterizes only the at least one dynamic steering moment component acting on the steering (24). The method according to any one of claims 1 to 4, characterized in that the actual torque value (46) is determined according to the first initial value (43) and the second initial value (47).

6. Using the aforementioned electronic computer (17), The rotational speed of the vehicle wheels (2) of the vehicle (1), and / or the rotational speed of at least one further vehicle wheel (3) of the vehicle (1), and / or The roll rate of the vehicle (1), and / or, The roll acceleration of the vehicle (1), and / or, The yaw acceleration of the vehicle (1), and / or, The steering angle rate of the vehicle (1), and / or, The deceleration of the vehicle (1), and / or The pressure in at least one wheel brake of the vehicle (1), and / or Depending on the gyroscopic moment of the vehicle (1), The method according to claim 5, characterized in that the second initial value (47) is calculated.

7. The method according to any one of claims 1 to 6, characterized in that the torque acting on the steering (24) is detected as the steering moment using the detection device (45) of the vehicle (1), and the actual torque value (46) is determined according to the detected torque.

8. The method according to claim 7, with reference to claim 5 or 6, characterized in that the first initial value (43) is determined according to the torque detected using the detection device (45).

9. A method for determining at least one influence value that characterizes the influence of the relative position between the vehicle and the person using the vehicle (1) on the steering moment currently acting on the steering (24) of the vehicle (1), using the aforementioned electronic computer device (17), That is, using the aforementioned electronic computer (17), A sensor device (45) is used to detect an amount that is affected by the relative position between the vehicle (1) and the person (P) using the vehicle (1). At least one position value is determined that characterizes the detected amount, and The method according to any one of claims 1 to 8, characterized in that the influence value is determined according to the position value, and the actual torque value (46) is determined according to the influence value.

10. The method according to claim 9, characterized in that the detected amount is detected using the sensor device (45).

11. The method according to claim 10, characterized in that at least a part of the sensor device (45) is the sensor device (45) of the vehicle (1).

12. The method according to claim 10 or 11, characterized in that at least a part of the sensor device (45) is a sensor device placed on the person.

13. The method according to any one of claims 10 to 12, characterized in that at least a part of the sensor device (45) is a sensor device placed on at least one piece of clothing of the person.

14. The method according to any one of claims 1 to 13, characterized in that the vehicle (1) is configured as a two-wheeled vehicle on a single track.

15. A vehicle (1) configured to carry out the method described in any one of claims 1 to 14.

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