DE102014000068A1 - Method, control device and vehicle dynamics control system for stability control of a vehicle - Google Patents

Abstract

The invention relates to a method for stability control of a vehicle (1) having at least the following steps: determining wheel slippage (s_HA_1, s_HA_2) of wheels (HA_1, HA_2) of a driven axle (HA) of the vehicle (1) and of yawing behavior (ω, β ) of the vehicle (1), evaluating the driving state of the vehicle (1) as a function of the determined wheel slippage (s_HA_1, s_HA_2) and the determined yaw behavior wherein a first criterion (K1) for the wheel slip and a second criterion for the yaw behavior are checked, if the first criterion and the second criterion are fulfilled, determination of an admissible drive torque acting on the driven wheels (HA_1, HA_2), and adaptation of a current actual drive torque to the permissible drive torque.

Description

The invention relates to a method, a control device and a vehicle dynamics control system for stability control of a vehicle, in particular a commercial vehicle.

Stability control systems of vehicles generally serve to make selective braking interventions or interventions in the engine control or drive unit of the vehicle in critical driving situations of the vehicle.

Unstable states of the vehicle can occur, inter alia, when cornering on a road surface with a low coefficient of friction. For this purpose, as stability control systems yaw regulations, z. As ESC (electronic stability control) known by selective interference with individual wheel brakes, z. B. also diagonally opposite wheel brakes, counteract instabilities. Furthermore, traction control systems, also known as ASR or traction control, are known in which it is determined whether the driven wheels spin, d. H. have positive wheel slip.

A positive wheel slip here means a wheel slip in which the wheel peripheral speed is greater than the travel speed of the vehicle at this point and therefore spin the wheels on the ground. In traction control systems, positive-slip driven wheels are braked, either by active engagement of the wheel brake or by intervention in the engine control, i. H. a reduction of the drive torque.

Traction control systems are initially provided for straight ahead driving.

The DE 44 14 129 C2 describes a method for determining a maximum permissible drive torque of a motor vehicle engine for vorsteuernden avoiding unstable driving conditions when cornering. To determine the permissible driving forces in the vehicle longitudinal direction or X direction, a known as Kammscher circle approach is used in which the forces acting on the wheel in its wheel contact surface forces are represented as vectors and added. The comb circle serves to take into account that a maximum transferable force of the tire on the roadway can be understood as a vector addition of the forces acting in the different directions, in particular also the longitudinal direction and the transverse direction.

The DE 198 44 912 A1 describes a device and a method for influencing the propulsion of a vehicle, in which the lateral acceleration of the vehicle and the driving speed are detected and from this engine interventions to change the propulsion are determined.

The DE 10 2010 039 482 A1 relates to the driving stability of a vehicle with two front wheels and one rear wheel. A lateral acceleration, a yaw rate, and a vehicle speed of the vehicle are determined to compare the yaw rate with a quotient of the lateral acceleration and the vehicle speed, and perform vehicle dynamics control in response thereto. As a condition of the control of the drive motor torque, a traction slip can additionally be compared with a slip threshold.

The DE 10 2008 019 194 A1 describes a anti-tilt control method. Such control methods are particularly relevant for driving with high friction between vehicle tires and the road.

The DE 198 44 467 B4 describes a traction control method for a vehicle having a plurality of wheels, in which target longitudinal forces of the drive wheels and target slip ratios are determined.

The DE 10 2009 022 302 A1 describes a method for controlling or regulating a two-lane vehicle, in which axle-individual rolling moment supports are set on the front axle and rear axle.

The DE 10 2010 003 951 A1 describes a method for stabilizing a two-wheeler with laterally slipping rear wheel.

Thus, a variety of control methods for influencing the drive torque as a function of driving dynamics variables is known.

Generally, however, it is difficult to detect an unstable condition when cornering on a low-friction road sufficiently fast to adjust the drive torque.

The invention has for its object to provide a method, a control device and a vehicle dynamics control system for stability control of a vehicle, which allow a fast and safe driving stability control when cornering on a road surface with low coefficient of friction.

This object is achieved by a method according to claim 1, a control device according to claim 13 and a vehicle dynamics control system according to claim 14. The dependent claims describe preferred developments.

According to the invention thus initially an unstable situation or an unstable vehicle of the vehicle detected by the wheel slip of the driven wheels is determined.

The driven wheels are according to the invention, in particular the rear wheels of a rear axle of the vehicle, without additional drive a further axis.

Furthermore, a yaw behavior of the vehicle is determined. In order to determine the yaw behavior, in particular a deviation of the desired yaw rate from the actual yaw rate may serve, alternatively the float angle of the vehicle may be used as an alternative. Subsequently, the driving state of the vehicle is evaluated as a function of the wheel slip of the driven wheels and the yaw behavior in two criteria and determines a permissible drive torque, to which subsequently the current actual drive torque can be adjusted by driving a drive unit.

In a particularly preferred embodiment, the determination of the additional drive torque takes place on the basis of friction value considerations, in particular by determining permissible transferable forces between the tire and the roadway; For this purpose, the Kamm circle or a total force consideration based on the Kamm circle is preferably used if sufficient data are available for such a valuation. For this purpose, an additional total force can be determined on the basis of in particular an axle load of the driven axle and a required lateral force can be determined from a transverse acceleration in the area of the axle; If appropriate, the lateral acceleration can be determined from the yaw rate and a further vehicle dynamics parameter such as the vehicle speed or wheel speeds of the driven wheels.

Thus, from the Radaufstandskraft and based on the Kamm circle an allowable longitudinal force is determined from which then the allowable drive torque can be determined and adjusted.

The invention offers several advantages:
The measured variables or driving dynamics quantities to be detected are first to be determined by low sensor effort; Thus, the vehicle generally already has wheel speed sensors for existing control systems such as ABS or ASR. The additional yaw rate sensor does not require much equipment and is already available in many control systems.

The subsequent determination of the wheel slip and the deviation of the desired yaw rate from the actual yaw rate require little effort. Even a determination of a Kamm circle is associated with a relatively low computational effort. The stability intervention by influencing the engine control or the management of the drive device can by a corresponding signal interface, for. B. via the in-vehicle data bus, done with little effort.

The invention is based on the finding that, in particular in a stationary cornering of a vehicle on a road with a low coefficient of friction an unstable state is recognized in part only very late and so can quickly high instability and a loss of cornering force of the driven rear wheels Slingshot of the vehicle occur. By specifically performing a comparison of the target yaw rate with the actual yaw rate and positive wheel slip, i. H. a spin of the driven rear wheels is checked, such instability can be determined quickly and with little effort.

In particular, the method according to the invention can also be used as a further development of a drive slip control system (ASR) serving for pure longitudinal control by considering the yaw rate in addition to the slip of the driven wheels. Thus, the inventive method can be integrated into existing management systems or driving stability control systems.

The method according to the invention or the control device of a vehicle dynamics control system according to the invention can thus determine a maximum permissible drive torque or engine torque and pass it on to an engine control unit via an interface. The inventive method can also be incorporated into existing electronic stability regulations such as ESC with selective braking of individual wheels.

If it is not possible to determine the coefficient of friction via the Kamm circle due to the required information or measured data, a slip-based calculation with adaptation via constants can be carried out, for example. B. by characteristics or a reduction of the current drive torque by predetermined factors or constants.

The method according to the invention can take place, in particular, as a regulation of the yaw rate by adapting the drive torque; Thus, with permanent deviation of the desired yaw rate from the actual yaw rate, even after the correction of the drive torque, if necessary, the allowable nominal drive torque can be further reduced. If the drive slip is reduced at the driven rear wheels and the deviation of the target and the actual yaw rate falls below a certain control threshold, the drive torque can be increased or released again.

An imminent overdrive in stationary circular travel can thus be reduced or avoided quickly and by timely engine control; thus a significant security gain is possible. Since braking interventions according to the invention can initially be avoided and primarily a control of the drive torque is sought, the gain in comfort is considerable; By contrast, braking interventions with a low coefficient of friction can quickly lead to further driving stabilities, and wear of the wheel brakes can also be reduced as a result.

The invention will be explained below with reference to the accompanying drawings of some embodiments. Show it:

1 a vehicle with a driving stability system according to an embodiment of the invention in a curve in a plan view;

2 a flowchart of a method according to the invention.

A vehicle 1 , preferably a commercial vehicle, driving on a roadway 2 according to 1 describes a left turn. The vehicle 1 has a front axle VA with steered front wheels VA_1 and VA_2 and a rear axle HA with wheels HA_1, HA_2. An engine-transmission unit not described in detail here 3 with a motor control device 4 drives the rear wheels HA_1 and HA_2 of the rear axle HA.

A driving dynamics control device 5 serves, inter alia, for controlling a braking system, not shown here, for the functionalities of an ABS, a stability program such as ESP or ESC for selective braking of the individual wheels VA_1, VA_2, HA_1, HA_2 and for changing the engine torque by outputting control signals S2 to the engine indicating controller 4 which in turn via engine control signals S1, the engine-transmission unit 3 controls. Here, the engine control device 4 Also be provided for example for controlling a transmission actuator or include a transmission control device with.

The driving dynamics control device 5 reads about wheel speed sensors 9 at the rear wheels HA_1 and HA_2 and in principle also not shown wheel speed sensors of the front wheels VA_1 and VA_2 wheel speeds n_VA_1, n_VA_2, n_HA_1, n_HA_2 off. Furthermore, the vehicle dynamics control device relates 5 Motor information signals S3 from the motor controller 4 with information about that from the engine-transmission unit 3 on the rear wheels HA_1 and HA_2 controlled drive torque M, continue z. B. on the engine speed, possibly also the transmission ratio of each engaged gear.

Furthermore, a yaw rate sensor 6 provided, the yaw rate signal S4 to the vehicle dynamics control device 5 outputs. The signals S2, S3, S4 and S5 can advantageously via an in-vehicle data bus, z. B. the CAN bus are output. The driving dynamics control device 5 has an interface 10 for outputting and receiving the signals S2, S3, S4, S5.

The driving dynamics control device 5 Thus, an actual yaw rate ω_act is taken from the yaw rate signal S4. Furthermore, the driving dynamics control device 5 a desired yaw rate ω_soll known to be present in dynamic driving stability. Thus, the vehicle dynamics control device 5 in a manner known per se, adjust a driving stability by selectively controlling the wheel brakes of the individual wheels VA_1, VA_2, HA_1, HA_2 in the context of a stability system such as ESP or ESC; Furthermore, the driving dynamics control device 5 via control signals S2, the engine control device 4 to control the drive torque M of the engine-transmission device 3 set, in particular in the context of traction control (ASR). The vehicle 1 thus has a vehicle dynamics control system 12 on that the driving dynamics control device 5 , Wheel speed sensors 9 and a yaw rate sensor 6 having

The vehicle 1 moves in a direction of travel F at a vehicle speed v, a longitudinal acceleration a = dv / dt and a yaw rate ω; according to 1 the vehicle drives 1 in a left turn, and thus with a nonzero yaw rate ω, from a yaw rate sensor 6 is measured and represents the time derivative of the yaw angle. A deviation of the direction of travel F from a longitudinal axis L of the vehicle 1 is referred to as the slip angle β.

The driving dynamics control device 5 performs an inventive method for driving stability control, in which after the start in step St0 below
according to step St1 - recording the vehicle dynamics data - takes the vehicle dynamics control device 5 the wheel speeds of the left and right rear wheels n_HA_1, n_HA_2, possibly also the wheel speeds of the left and right front wheel n_VA_1, n_VA_2, and determines the slip s_HA_1 of the left rear wheel HA_1 and the slip s_HA_2 of the right rear wheel HA_2, ie the slip of the two driven rear wheels HA_1 and HA_2 of the rear axle HA. Basically, the slippage of the two driven rear wheels HA_1 and HA_2 also directly from another control device, for. B. an ABS recorded. Furthermore, the driving dynamics control device takes 5 the yaw rate ω as yaw rate signal S4.

The steps St2, St3 then relate to the situation detection or detection of a state of the vehicle 1 :
Step St2: it is determined as a first criterion K1, whether the slippage of the left and right rear wheels s_HA_1 and s_HA_2 are sufficiently large, that is above a lowest limit tresh0; if this is true, the two rear wheels HA_1 and HA_2 are in a (not negligible) traction, in which they turn faster than it corresponds to the vehicle speed v; There is thus a spinning of the drive wheels and no brake slip. If this is not satisfied, the process is reset before step St1, otherwise, according to branch y, step St3 is performed.

Step St3:

If an actual yaw rate ω_act is present as yaw rate measurement signal S4, a control deviation is determined as the difference between the actual yaw rate ω_act and the target yaw rate ω_setpoint and the control deviation | ω_act -ω_setpoint | compared to a first threshold (first control threshold) tresh1; Thus, it is checked whether a second criterion K2 is satisfied, according to which the first threshold value tresh1 (first control threshold) is exceeded, ie. H. whether K2: | ω_act - ω_soll | ≥ tresh1 is satisfied?

In this case, the second criterion K2 can also be set to exact signs, wherein it is determined whether an oversteer and no understeer is present, ie in the present case, the yaw rate ω in the direction of the arrow 1 positive, and there is an oversteer if the actual yaw rate ω_ ist is greater than the target yaw rate ω_soll, where furthermore | ω_act - ω_soll | ≥ tresh1 applies.

Furthermore, as part of the second criterion K2, the slip angle β will advantageously be compared with a second threshold value tresh2, ie. H. whether the amount of the slip angle β is greater than the second threshold tresh2; d. H. whether | β | > tresh2 is satisfied?

If the second criterion K2 is met as well, the permissible drive torque M_setpoint is determined after branch n in steps St4 to St6, which is to be dimensioned such that a stable driving situation exists.

For this purpose, a wheel contact force Fz_HA_1 and Fz_HA_2 is determined in each case in step St4 first for the two rear wheels HA_1 and HA_2, that is to say the respectively vertically acting force; this can first be used as each half of an axle load AL, ie the axle load is distributed in half on the two rear wheels HA_1 and HA_2. In other embodiments, the dynamic behavior of the yaw rate ω and the vehicle speed v can be taken into account, so that z. B. in the left turn shown due to the inertia of the vehicle 1 the right-hand rear wheel HA_2 on the outside of the curve experiences a stronger wheel contact force than the left-hand rear wheel HA_1 on the inside of the curve.

In step St5, the respective wheel contact forces Fz_HA_1 and Fz_HA_2 and a lateral acceleration q at the rear axle HA and based on a mathematical model a maximum permissible longitudinal force X_HA_1 and X_HA_2 of the two rear wheels HA_1 and HA_2 is determined, which indicates which longitudinal forces on the two rear wheels HA_1 and HA_2 can be transmitted. For this purpose, the theory of the Kamm circle is used, according to which the vector sum VS_1 and VS_2 of the maximum transferable forces for each tire or each wheel, in this case also for the rear wheels HA_1 and HA_2, lies on a resulting path. In simple terms, this resulting trajectory or curve can be regarded as a circle; in the case of more accurate models, an ellipse can be used here.

Thus, a Kamm circuit is formed from the wheel contact forces Fz_HA_1 and Fz_HA_2, which indicates a maximum total guide force as vector sum VS_1 and VS_2 of the forces; Furthermore, the lateral acceleration Qq_HA_1 and Fq_HA_2 required in the transverse direction is determined from the lateral acceleration q. From the respective vector sum VS_1 and VS_2 and the respective required lateral force Fq_HA_1 and Fq_HA_2, the further permissible longitudinal force X_HA_1 and X_HA_2 is then determined as a vector difference for each rear wheel HA_1 and HA_2.

In the subsequent step St6, the permissible engine torque M_setpoint is then determined from the permissible longitudinal forces X_HA_1 and X_HA_2 on the basis of engine characteristics or the data transmitted via the engine information signal S3 via the engine torque, the engine ratio and transmission ratio, which for a stable driving situation or a stable driving situation Driving condition is just allowed. For step St6, a knowledge of the ratio, in particular also of drive torque M, of the longitudinal forces X_HA_1 and X_HA_2 applied by the rear wheels HA_1 and HA_2 is thus used.

In the subsequent step St7, the thus determined permissible engine torque M_setpoint is then set by the driving dynamics control device 5 a corresponding control signal S2 to the motor control device 4 to set the drive torque M and / or the choice of a corresponding gear outputs.

Subsequently, in step St8, after the adaptation of the current drive torque M_act to the permissible drive torque M_setpoint, the system deviation, ie, ω_actual-ω_setpoint and the slippages S_HA_1 and S_HA_2, are further checked; it can, for. For example, it can be checked whether the control deviation ω_act-ω_soll has fallen below a third threshold value tresh3. If this is not the case, ie if a permanent or only slightly changing control deviation ω_act -ω_setpoint is observed, the drive torque M can be further reduced.

According to step St9, it is checked whether the slippages s_HA_1 and s_HA_2 have degraded on the rear wheels HA_1 and HA_2, i. H. have fallen below a fourth threshold tresh4, and whether the control deviation | ω_act - ω_soll |, d. H. the deviation of the actual yaw rate ω_act from the target yaw rate ω_setpoint falls below a lower control threshold, the fifth threshold value tresh5; if this is not the case, it is reset according to branch n before step St1. If this is the case, however, then according to step St10, the drive torque M is subsequently released again successively. This can be done in particular by means of a ramp, d. H. with linear increase of the drive torque to the value provided by the engine control unit based on the driver's specification.

LIST OF REFERENCE NUMBERS

1

vehicle

2

roadway

3

Motor-gearbox unit

4

Motor control means

5

Vehicle dynamics control means

6

Yaw rate sensor

9

wheel speed sensors

10

interface

12

Stability control system

VA

Front

HA

rear axle

M

drive torque

HA_1

left rear wheel

HA_2

right rear wheel

VA_1

left front wheel

VA_2

right front wheel

AL

axle load

F

direction of travel

L

longitudinal axis

a

Longitudinal acceleration

n

branch

q

lateral acceleration

v

driving speed

y

branch

β

float angle

ω

yaw rate

S1

Motor control signal

S2

control signal

S3

Motor-information signal

S4

Yaw rate signal

S5

Wheel speed signals

st0

Start step

St1

Step - recording the vehicle dynamics data

St 2

Step - determination of slippage

St3

Step - yaw rate determination

St 4

Step - Radaufstandskraftermittlung

St5

Step - longitudinal force determination

St6

Step - Engine torque determination

St7

Step - Setting Engine Control

St8

Step - Check control deviation

St9

Step - Checking slip

St 10

Step - release drive torque

K1

first criterion

K2

second criterion

ω_ist

Actual yaw rate

ω_soll

Target yaw rate

n_VA_1

Wheel speed left front wheel

n_VA_2

Wheel speed right front wheel

n_HA_1

Wheel speed left rear wheel

n_HA_2

Wheel speed right rear wheel

s_HA_1

Slip left rear wheel

s_HA_2

Slip right rear wheel

Fz_HA_1

Radaufstandskraft left rear wheel

Fz_HA_2

Wheel rests right rear wheel

X_HA_1

Longitudinal left rear wheel

X_HA_2

Longitudinal right rear wheel

Fq_HA_1

Lateral force, lateral force li. rear wheel

Fq_HA_2

Lateral force, cornering force right rear wheel

M_set

permissible engine torque (target torque)

Damn

current drive torque (actual engine torque)

| ω_act - ω_soll |

deviation

tresh0

lowest limit

tresh1

first threshold

tresh2

second threshold

tresh3

third threshold

tresh4

fourth threshold

tresh5

fifth threshold

VS_1

Vector sum (left rear wheel)

VS_2

Vector sum (right rear wheel)

VS1

Overall guiding force (left rear wheel)

VS2

Overall driving force (right rear wheel)

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 4414129 C2 [0006]
• DE 19844912 A1 [0007]
• DE 102010039482 A1 [0008]
• DE 102008019194 A1 [0009]
• DE 19844467 B4 [0010]
• DE 102009022302 A1 [0011]
• DE 102010003951 A1 [0012]

Claims (14)

Method for stability control of a vehicle ( 1 ) comprising at least the following steps: determining wheel slippage (s_HA_1, s_HA_2) of wheels (HA_1, HA_2) of a driven axle (HA) of the vehicle ( 1 ) and a yaw behavior (ω_ist, β) of the vehicle ( 1 ) (St1), evaluating the driving condition of the vehicle ( 1 ) as a function of the determined wheel slip (s_HA_1, s_HA_2) and of the determined yaw behavior (St2, St3), a first criterion (K1) for the wheel slip and a second criterion (K2) for the yaw behavior being checked if the first criterion (K1 ) and the second criterion (K2) are satisfied, determining a permissible drive torque (M_soll) acting on the driven wheels (HA_1, HA_2) (St4, St5, St6), and adapting a current actual drive torque (M_act) to the permissible one Drive torque (M_soll) (St7, St8, St9). Method according to claim 1, characterized in that it is checked in the first criterion (K1) whether all driven wheels (HA_1, HA_2) of the driven axle (HA) have a drive slip (s_HA_1, s_HA_2) above a lowest limit value (tresh_0) ( St 2). A method according to claim 1 or 2, characterized in that in the evaluation of the yaw behavior of the vehicle ( 1 ) in the second criterion (K2) a target yaw rate (ω_soll) with an actual yaw rate (ω_ist) of the vehicle ( 1 ) is compared and it is determined whether a deviation of the target yaw rate (ω_soll) from the actual yaw rate (ω_ist) is above a first threshold value (tresh1). (St3) A method according to claim 3, characterized in that the second criterion (K2) is only met if an oversteer of the vehicle ( 1 ) is present at a greater actual yaw rate (ω_act) than the target yaw rate (ω_setpoint). A method according to claim 1 or 2, characterized in that a slip angle (β) of the vehicle with a second threshold (tresh2) is compared and the second criterion (K2) is satisfied only if a determined actual slip angle (β) on the second Threshold (tresh2) is. Method according to one of the preceding claims, characterized in that during the determination of the permissible drive torque (M_soll) on the driven wheels (HA_1, HA_2) attacking longitudinal guiding forces and / or a friction behavior of the driven wheels (HA_1, HA_2) are determined. (St4, St5) A method according to claim 6, characterized in that when determining the permissible drive torque (M_soll) a required cornering force (Fq_HA_1, Fq_HA_2) is determined, for example, from a calculated or calculated lateral acceleration (q) on the driven axle (HA). (ST5) A method according to claim 7, characterized in that from an axle load (AL) or a vehicle mass acting on the driven wheels (HA_1, HA_2) wheel contact forces (Fz_HA_1, Fz_HA_2) are determined, and from the respective wheel contact force (Fz_HA_1, Fz_HA_2) a permissible Total guide force (VS1, VS2) is determined, and from the permissible total guide force (VS1, VS2) and the determined cornering force determined (Fq_HA_1, Fq_HA_2) a permissible longitudinal guide force (X_HA_1, X_HA_2) and from this the permissible drive torque (M_soll) is determined. (St4, St5, St6) A method according to claim 8, characterized in that the determination of the permissible longitudinal guide force from the permissible Gesamtführungskraft (VS1, VS2) and the determined required cornering force (Fq_HA_1, Fq_HA_2) on the basis of a vector addition, in particular based on a Kammschen friction circle, is determined. (ST5) Method according to one of claims 7 to 9, characterized in that in the absence of the principles for determining the cornering force (Fq_HA_1, Fq_HA_2) and / or the longitudinal guide force (X_HA_1, X_HA_2) the permissible drive torque (M_soll) from the current drive torque ( M_ist) is determined on the basis of a characteristic curve and / or a proportional factor. Method according to one of the preceding claims, characterized in that after the adaptation of the actual drive torque (M_act) to the permissible drive torque (M_setpoint) it is checked whether the deviation of the actual yaw rate (ω_act) from the desired yaw rate (ω_setpoint) is below a third threshold value (tresh3) has fallen, and in the event that this is not the case, the permissible drive torque (M_soll) is further reduced and the current drive torque (M_act) is adapted to the reduced permissible drive torque (M_soll) (St8). Method according to one of the preceding claims, characterized in that after the adjustment of the current drive torque (M_ist) to the allowable drive torque (M_soll) is checked whether the wheel slippage (s_HA_1, s_HA_2) below a fourth threshold (tresh4) have and whether the deviation of the actual yaw rate (ω_ist) from the target yaw rate (ω_soll) has fallen below a fifth threshold (tresh5), and in the presence of these conditions, the drive torque (M) is released or increased again. (ST9) Control device ( 5 ) for a vehicle dynamics control system for stability control of a vehicle ( 1 ), in particular commercial vehicle, which is set up to carry out a method according to one of the preceding claims and an interface ( 10 ) for receiving wheel speed signals (n_HA_1, n_HA_2) and a yaw rate signal (S4) and for outputting control signals (S2) for driving a drive control device ( 4 ) for setting a drive unit ( 3 ) of the vehicle ( 1 ) having. Driving dynamics control system ( 12 ) for a vehicle ( 1 ) having a driving dynamics control device ( 5 ) according to claim 13, wheel speed sensors ( 9 ) and a yaw rate sensor ( 6 ) having.

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