WO2001012483A1

WO2001012483A1 - Method and device for measuring status variables of a vehicle.

Info

Publication number: WO2001012483A1
Application number: PCT/EP2000/007772
Authority: WO
Inventors: Ulrich LÜDERS; Georg Roll; Thomas Raste; Rainer Oehler; Karl Izsak; Michael Latarnik
Original assignee: Continental Teves Ag & Co. Ohg; Latarnik, Christine
Priority date: 1999-08-13
Filing date: 2000-08-10
Publication date: 2001-02-22
Also published as: WO2001012483A8; EP1311416A1

Abstract

The invention relates to a method and a device for measuring status variables of vehicles, whereby at least one parameter indicating the tendency of a vehicle to tilt around its longitudinal axis is measured and evaluated to detect the control or regulating parameters of the regulating system of a vehicle. In order to react as quickly as possible to the danger of vehicle tilting by conducting a regulating operation, at least one parameter indicating the tilting tendency of the vehicle is measured by continuously detecting said measuring variable in at least one degree of the vehicle on the inner and outer curve based on the measuring variable detected with the aid of wheel or wheel force sensors and which reflect the lateral force exerted on the tire or wheel and/or the contact force exerted on the tire or wheel. The direct forces exerted on the tire or wheels or the parameters derived therefrom and/or the signals formed by the correction variables or values such as filtered parameters are used as control or regulating parameters .

Description

Method and device for determining vehicle condition quantities

The invention relates to a method for determining vehicle state variables, in which at least one variable that is indicative of the vehicle tilting tendency about the vehicle longitudinal axis and is evaluated for determining control or regulating variables of a motor vehicle control system is evaluated according to the preamble of claim 1 and a device according to the preamble of claim 11.

Vehicles with a high center of gravity and soft suspension tend to tip around the longitudinal axis in extreme steering maneuvers.

Systems are known which attempt to recognize the approaching tipping by comparing the measured lateral acceleration of the vehicle with a threshold value of, for example, 0.5 g (DE 196 32 943 Cl). In such cases, there is usually an active braking or throttling of the engine power in order to limit the vehicle's longitudinal speed and thus indirectly to reduce the lateral acceleration. It is also possible to brake only the wheels on the outside of the curve. As a further signal for a risk of tipping, the measured signal of a steering angle sensor is used as standard, for example in connection with a signal representing the roll angle, in order to violent steering reactions of the driver must also be assessed (EP 0 758 601 A2).

These known systems have the disadvantage that the limitation of the dynamics always depends on fixed thresholds, for example the lateral acceleration, without taking into account the respective loading condition, i.e. the actual center of gravity and the loading distribution, the condition of the suspension and the road etc. The result of this is that a vehicle with a low center of gravity and favorable weight distribution can often be restricted too much in terms of its driving dynamics. On the other hand, a very unfavorably loaded or overloaded vehicle with aged suspension can tip despite the detection device if the set thresholds are too high for the situation.

Attempts have already been made to determine a state variable which is dependent on the change in the center of gravity and which represents the risk of tipping over, this state variable being based on the lateral acceleration acting on the vehicle's center of gravity and / or the pitch angle and / or the vehicle speed and / or the steering angle and / or the yaw rate be (WO 00/03900). The correlation of the change in

The center of gravity with the respective state size, however, requires a great deal of effort in the acquisition and evaluation of the signals indicative of the vehicle tipping tendency, which leads to a delay in the formation of the control or regulation size, the impending risk of tipping being recognized only after the signals have been correlated.

The object of the invention is to create a method and a device which are as fast as possible Reaction to a risk of tipping over is permitted by means of a regulating intervention.

This object is achieved by the features of claims 1 and 11.

Advantageous developments of the invention are specified in the subclaims.

Since at least one parameter (s) that is indicative of the tendency of the vehicle to tip over by continuously recording these measured variables on at least one inside of the curve, from measured variables that were determined with the aid of tire or wheel force sensors and that reflect the tire or wheel lateral forces and / or the tire or wheel contact forces and -external vehicle wheel is determined and the determined direct tire or wheel forces themselves or variables derived therefrom, such as filtered variables, and / or signals formed with the inclusion of correction variables or values are used as control variables, a quick reaction to a risk of tipping is possible , because forces in the longitudinal and transverse or vertical directions can be easily calculated using the tire or wheel force sensors. Calculating these forces therefore only takes a short time. It is therefore advisable to use precisely these forces as a parameter for a tendency of the vehicle to tip over, in order to be able to carry out a control intervention in the most direct way, in particular a braking intervention on the front wheel or the front wheels on the outside of the curve. In addition, these forces also allow a risk of a vehicle tipping over to be predicted, since this process announces itself beforehand by lifting the wheels on the inside of the curve, ie losing their contact forces. Depending on the axle load distribution either the inside front wheel or the inside rear wheel may be affected earlier. The method for detecting impending tipping conditions in vehicles therefore preferably determines these states by monitoring the rare-force information on the inside and outside of the vehicle wheels via the direct tire or wheel forces themselves or signals derived therefrom.

Advantageously, the looming tipping situations are detected reliably and early with the help of tire or wheel force information. This force information reflects the exact driving condition so that all parameters such as the height of the center of gravity, weight shift, state of the suspension, road condition etc. are included.

The method and the device according to the invention thus offer the advantage that an intervention to prevent tipping about the longitudinal axis is activated exactly after a short period of regular death. This time can be adapted to the needs or circumstances and can e.g. 100 ms. An intervention can also take place directly without entry time. This means that the driver-independent, tilt-stabilizing intervention takes place directly when the vehicle actually threatens to tip over (lateral force = 0), or immediately or after an upstream detection according to the invention, after a regular time. In this way, a vehicle with a favorable center of gravity and good suspension is generally allowed to drive more dynamically than an unfavorably loaded vehicle or in poor condition.

At least one associated tilt prevention threshold value is expediently determined for the at least one parameter. There is a tendency for the vehicle to tip over if the parameter exceeds the tilt prevention threshold that as a function of further measured quantities, which were determined with conventional sensors, such as wheel speed sensors, and / or which reflect the current driving situation (cornering, straight-ahead driving, coefficient of friction). The variable tilt prevention threshold can be dependent on the coefficient of friction, lateral acceleration, cornering radius and the like. the like can be individually assigned to each vehicle for each driving condition so that timely, situation-adapted, early detection of the risk of tipping is possible. A risk of tipping is recognized if the difference in the lateral forces between the inside and outside wheel exceeds a threshold value which is a function of the lateral forces, the longitudinal forces and the vehicle speed, or a function of the lateral forces and their time derivatives, the longitudinal forces and the vehicle speed is.

In the event of a vehicle tipping tendency, this at least one tilt prevention threshold value is exceeded at certain points or over a defined period, preferably by the difference in lateral forces between the inside and outside wheel in successive or closely spaced control cycles, depending on the characteristic variable or the temporal gradient of the characteristic variable , The risk of tipping is consequently considered to be recognized if at least one of the tipping prevention threshold values is exceeded over a defined period of time, that is to say by the lateral force differences of various control cycles which follow one another or are closely spaced in time. A risk of tipping is still recognized if the difference in the lateral forces between the inside and outside wheel of any axle or both axles exceeds the tipping prevention threshold value selectively or over a longer period of time. Furthermore, a risk of tipping is considered to be recognized if the temporal gradient of the difference between the lateral force of the inside and outside wheel of an axle or all axles exceeds the threshold value. A risk of tipping is recognized if the lateral force of an inside wheel falls below a lower threshold value, while the lateral force of the outside wheel exceeds a high threshold value or if the lateral force of the outside wheel exceeds a high threshold value.

The conditions that the lateral force of a wheel on the inside of the curve falls below a lower threshold value, while the lateral force of the wheel on the outside of the curve exceeds a high threshold value or that the lateral force of the wheel on the outside of the curve exceeds a high threshold value can be considered selectively or over a longer period, with a risk of tipping over is then considered recognized if the conditions are fulfilled over a longer period of time or selectively. According to one embodiment, these conditions only have to be fulfilled on one or both axes, either selectively or over a longer period of time. A risk of tipping is then recognized when the lateral force of an inside wheel first exceeds a maximum and then decreases, while the lateral force of the outside wheel continues to increase. According to a further embodiment, a risk of tipping is recognized if the lateral force of a wheel on the inside of the curve initially exceeds a maximum and then decreases, while the lateral force of the wheel on the outside of the curve continues to increase.

An advantageous device for determining vehicle condition variables, in which at least one variable indicative of the vehicle tipping tendency about the vehicle longitudinal axis is measured and evaluated in an evaluation unit for determining control or control variables for a motor vehicle control system, has tire or wheel force sensors which Detect variables that represent the tire or wheel side forces and / or the tire or wheel contact forces, and in which the evaluation unit determines at least one characteristic variable (s) from the continuously recorded measurement variables on at least one vehicle wheel inside and outside the curve, the determined direct tires - or wheel forces themselves or signals derived therefrom and / or formed with the inclusion of correction variables or values, such as filtered variables, are fed to the control system as control variables. The tilting states are preferably determined by monitoring the rare force information on the inside and outside of the vehicle wheels, preferably using the direct tire or wheel forces themselves or signals derived therefrom, such as filtered variables.

Sensors for the lateral acceleration, the yaw rate or the steering angle are not required.

According to one embodiment of the invention, a determination unit is provided which determines at least one associated tipping prevention threshold value for the at least one characteristic variable, the dependence on further measurement variables which were determined with conventional sensors, such as wheel speed sensors, and / or which reflect the current driving situation ( Cornering, straight ahead, coefficient of friction) is formed, and that a comparison unit is provided which compares the parameter with the tipping prevention threshold value, and which the comparator provides to the vehicle control system as a control or control variable. Device for recognizing impending tipping conditions in vehicles, A risk of tipping is recognized when the difference in lateral forces between the inside and outside wheel exceeds a threshold value that is a function of the lateral force, the longitudinal force and the vehicle speed. Furthermore, a risk of tipping is recognized when the difference in lateral forces between the outer and inner wheels exceeds a threshold value which is a function of the lateral forces and their time derivatives, the longitudinal forces and the vehicle speed. Furthermore, a risk of tipping is considered to be recognized if one of the threshold values is exceeded over a defined period of time, that is to say the rare force differences of various control cycles that follow one another or are closely spaced in time. According to a further exemplary embodiment, a risk of tipping is considered to be recognized if the difference in the lateral forces between the inside and outside wheel of any axis or both axles exceeds the at least one tipping prevention threshold value selectively or over a longer period of time. According to an exemplary embodiment, a risk of tipping is also recognized if the time gradient of the difference between the lateral force of the inside and outside wheel of an axle or all axles exceeds the tipping prevention threshold. Furthermore, a risk of tipping is considered to be recognized if the time gradient of the difference between the lateral force of the outer and inner wheel of an axle or all axles

Tilt prevention threshold exceeded selectively or over a longer period. According to an exemplary embodiment, the device determines a risk of tipping if the lateral force of an inside wheel falls below a lower tipping prevention threshold, while the lateral force of the outside wheel exceeds a high tipping prevention threshold. A risk of tipping is also recognized if the lateral force of the wheel on the outside of the curve exceeds a high threshold value.

According to an exemplary embodiment, the conditions that the lateral force of an inside wheel falls below a lower tilt prevention threshold, while the lateral force of the outside wheel exceeds a high tilt prevention threshold or that the lateral force of the outside wheel exceeds a high threshold, selectively or over a longer period of time must be fulfilled on one or both vehicle axles.

A risk of tipping is preferably recognized when the lateral force of an inside wheel first exceeds a maximum and then decreases, while the lateral force of the outside wheel continues to increase. According to an exemplary embodiment, this condition must be met on both axes.

The force information is preferably determined with the aid of tire sidewall torsion sensors.

An exemplary embodiment of the invention is shown in the drawing and is described in more detail below. Show it

Fig. 1 shows the distribution of forces on a vehicle axle when cornering a motor vehicle

2 shows a diagram of the course of the lateral forces on an inside and outside vehicle wheel

Fig. 3 is a block diagram of a device The device 10 for determining vehicle state variables, in which at least one variable indicative of the vehicle tipping tendency about the vehicle longitudinal axis and measured in an evaluation unit 11 for determining control or regulating variables for a motor vehicle control system 12 is shown schematically in FIG. 3. It has tire or wheel force sensors 13, 14, which detect variables that reflect the tire or wheel lateral forces and / or the tire or wheel contact forces. In the evaluation unit 11, at least one parameter (s) is determined from the continuously recorded measured variables (tire or wheel forces) on at least one vehicle wheel inside and outside the curve, the direct tire or wheel forces determined themselves or variables derived therefrom, such as filtered variables and / or signals formed with the inclusion of correction variables or values are fed to the control system 12 as control variables. In a determination unit 15, at least one, for the at least one characteristic, associated tilt prevention threshold value is determined, which is a function of further measured variables, which were determined with sensors, such as wheel speed sensors, and / or which reflect the current driving situation (cornering, driving straight ahead, coefficient of friction ), educated. A comparison unit 16 compares the parameter with the tilt prevention threshold value and makes the comparison result available to the motor vehicle control system 12 as a control or regulating variable. The determination unit 15 determines the tilt prevention threshold value THR according to the relationship THR - = f (F,, F _{} a} , F _xl , F _xa , v), with F _yj , F _yfi = lateral forces F _y on the inside and outside wheel, F _xl , F _xa = longitudinal forces F _x on the inside and outside wheel and the vehicle speed v or according to the relationship THR = f (F, F _a , F, F _ia , F _l , F _xa , v), mt F _y „F _ya = lateral forces F _y on the inside and outside wheel, F, F = time derivative of lateral forces F on the inside of the curve and Outer wheel, F, F _ιa = longitudinal forces F _x on the inside and outside wheel and the vehicle speed v.

The comparison unit 16 sums the determined tire or wheel forces, in particular lateral forces, on the at least one vehicle wheel inside and outside the curve of any vehicle axle or all vehicle axles and determines the characteristic variable (s) from the difference in the lateral forces. The comparison unit 16 compares at least one of the tilt prevention threshold values with the characteristic variable or the time gradient of the characteristic variable selectively or over a defined period of time, preferably from the difference in the lateral forces between the inside and outside wheel in successive or closely spaced control cycles. The evaluation unit 11 gives one for the function of the comparison result, such as when the tilt prevention threshold value is exceeded

Vehicle tilt tendency indicative control or rule size for the motor vehicle control system.

The size indicative of the vehicle tipping tendency is determined as follows:

In order to assess the tipping behavior of the vehicle, the lateral forces of the wheels are essentially used. If the lateral force of a wheel on the inside of a curve falls below a low threshold value, while the side force of the wheel on the outside of the curve exceeds a high threshold value, this is a clear indication of a greatly reduced value Riot force on the inner wheel, so that a risk of tipping can be considered as given.

This fact is explained in accordance with FIG. 1 below. Any axis of a vehicle in cornering is shown. There is a weight on this axle that is identical to the sum of the wheel contact forces:

, + F = G _Λ

The part of the centrifugal force to be compensated by the wheels of the axle is identical to the sum of the lateral forces:

F _{, a} = m _A * a _y (2)

There is a connection between the contact force and the lateral force of any wheel

Based on the facts described above, some effective methods are now described in order to recognize a tendency or danger of vehicle tipping in good time without imposing early restrictions on the driving dynamics of the vehicle.

There is a risk of tipping if the difference in the lateral forces of an axle exceeds a threshold value that is a function of the lateral forces themselves, the longitudinal forces and the vehicle speed:

Δ> THR () With

THR = f (F _lJ , F _{} fi} , F, _J , F _xl , v) (5;

and ΔF, = F y ,, ° F., (β:

The force information can be the direct tire or wheel forces or further processed signals, such as force signals filtered with different time constants. An improvement of the method consists in carrying out the threshold value not only depending on the lateral forces themselves but also on the gradients of the lateral forces:

THR ^ AF ^ F ^ F ^ F ^ F ^ F ^ v) (7)

Different exemplary embodiments result from assuming the risk of tipping as given when the difference in the lateral forces on any axis or on both axes exceeds the threshold value according to equation (5) or (7):

F _iar -F _W. > THR or F _yoh -F _yh > THR (8)

or

F, _Al . - F, ₁ > 7HR and F _AA - F _yJJ ,> THR (9)

A further improvement in the monitoring of the tipping behavior can be achieved in that an intervention is not only initiated selectively via a hard threshold crossing, but that the force relations are observed over a certain period of time in accordance with equations (4) to (9) and thus a time chain of determined force values is evaluated:

^ _v [i +] = F i ₊ \] - F _ι [i ₊ l] Δ ^ + 2] = F / ₊ 2] - F _Jv [/ + 2]

ΔF ₁ [/ ₊ y] = F ^ [+;] - F ^, [/ + y]

for i = any control cycle, i + 1 = subsequent control cycle etc.

A risk of tipping is recognized if the values ΔF _r [z] meet the conditions from equations (4) or (8) or (9) over a defined period of time.

Another important criterion for recognizing the risk of tipping is the temporal gradient of the lateral force difference of one or all axes, since the gradient represents the dynamics of the lifting process:

dΔF

> THR dt: n:

wherein the threshold value THR can again be formed according to equation (5) or (7).

A further criterion for recognizing the risk of tipping is that the lateral force on the inside of the curve falls short of a small threshold value while the lateral force on the outside of the curve exceeds a high threshold value or the sole exceeding of a high threshold value by the lateral force on the outside of the curve:

F,, <THR and Fy, a> TH ^R h, gh (12:

or just

F, _a > THR _hlgh (13!

Another very safe method to detect dangerous lifting of the wheels on the inside of the curve is to observe a characteristic course of the lateral forces of an axle over time. This course is shown in principle in FIG. 2. Initially, both lateral forces on an axle increase due to increasing transverse dynamics. The lateral force on the inside of the curve reaches a maximum at a certain lateral acceleration and then decreases continuously, while the lateral force on the outside of the curve continues to increase.

This can be explained physically as follows:

First, the contact force of the wheel on the inside of the curve decreases as the lateral acceleration increases:

m F _ι = - * (g * c / 2 - a _v * h) (14: c

There is a simplified relationship between the contact force and the lateral force of the wheel and assuming that there is a sufficient coefficient of friction

F _{x J} = F _{: ι} * ag (15) From equations (14) and (15) follows

a, m _Λ

^F r, = - ^: (g * c 12 - a * h) (16) g * c

The lateral force on the outside wheel is opposite:

F "= G _A * a _y / g - F" (17)

These equations for the inside wheel and the outside wheel have the characteristic shown in FIG. 2.

A method or a device for checking the typical characteristic of the two lateral forces of an axis according to the above equation and FIG. 2 is proposed for recognizing the situation.

If the lateral force maximum on the inner wheel is exceeded, the lateral force of the inner wheel then decreases and the lateral force of the outer wheel increases further, a risk of tipping is recognized.

The signals and parameters used have the following meaning:

F. any longitudinal force

F _v any side force

For lateral force on the _{inside of the} curve

F _vu lateral force on the outside of the curve

F,! ,, ',,!.' Inside lateral force at the front

F, \ .ι, .l, ι, inside lateral force behind F, outside lateral force at the front

F _(ή outer lateral force at the rear

F Derivation of the lateral force on the inside of the curve

F _{1 (7} time derivative of the lateral force on the outside of the curve

F, inside riot force

_For outside contact force

G _A axle-related weight of the vehicle m _A axle-related mass of the vehicle α, lateral acceleration of the vehicle c track width of the vehicle h center of gravity of the vehicle g gravitational acceleration

Claims

Expectations

Method for determining vehicle condition variables, in which at least one variable which is indicative of the vehicle tipping tendency about the longitudinal axis of the vehicle and is evaluated for determining control or regulating variables of a motor vehicle control system is characterized in that on the basis of the measured variable, which is determined with the aid of tire or wheel force sensors and which represents the tire or wheel lateral forces and / or the tire or wheel contact forces, at least one parameter (s) indicative of the tendency to tip over is determined by continuously recording this measured variable on at least one inside and outside vehicle wheel and the determined direct tire or wheel forces themselves or variables derived therefrom, such as filtered variables and / or signals formed with the inclusion of correction variables or values, are used as control variables.

A method according to claim 1, characterized in that at least one associated tipping prevention threshold value is determined for the at least one parameter and there is a tendency for the vehicle to tip over if the parameter exceeds the tipping prevention threshold value, which is dependent on further measured variables which are compared with conventional sensors, such as wheel speed sensors , were determined, and / or the current Play driving situation (cornering, straight ahead, coefficient of friction), is formed.

3. The method according to claim 1 or 2, characterized in that the Kippverhmderungs-threshold value is formed depending on the lateral forces, the longitudinal forces and the vehicle speed.

4. The method according to claim 1 or 2, characterized in that the tilt prevention threshold is formed as a function of the lateral forces and their time derivatives, the longitudinal forces and the vehicle speed.

5. The method according to any one of claims 1 to 4, characterized in that the determined tire or wheel forces, in particular lateral forces, are compared to each other on the at least one inside and - outside vehicle wheel of any vehicle axle or all vehicle axles and the difference of the lateral forces as a parameter (n) is used.

6. The method according to any one of claims 1 to 5, characterized in that at least one of the Kippverhmderungs threshold values of the characteristic variable or the time gradient of the characteristic variable selectively or over a defined period, preferably from the difference in lateral forces between the outside and inside wheel in successive or temporally close to each other Control cycles, if the vehicle tipping tendency is exceeded.

7. The method according to any one of claims 1 to 6, that at least one lower tipping prevention threshold of the lateral force of the inside wheel and / or at least one upper tipping prevention threshold of the lateral force of the outside wheel in the present vehicle tipping tendency at one point or over a longer period of time any vehicle axis or on all vehicle axes is exceeded.

8. The method according to any one of claims 1 to 7, characterized in that the course of the parameter is detected and evaluated and when the lateral force of an inner wheel first exceeds a maximum and then decreases, while the lateral force of the outer wheel continues to increase to the presence of a Tipping tendency is closed.

9. The method according to claim 8, characterized in that the course of the parameters on at least two vehicle axles is detected and evaluated.

10. The method according to any one of claims 1 to 10, characterized in that the tire forces are determined with the aid of tire side wall torsion sensors.

1. Device for determining vehicle condition variables, in which at least one variable indicative of the vehicle tilting tendency about the vehicle longitudinal axis is measured and evaluated in an evaluation unit for determining control or regulating variables for a motor vehicle control system, characterized in that tire or wheel force sensors are provided are the variables that record the tire or wheel side forces and / or the tire or wheel contact forces and that the evaluation unit determines at least one characteristic variable (s) from the continuously recorded measured variables on at least one vehicle wheel inside and outside the curve, the determined direct tires - or wheel forces themselves or signals derived therefrom and / or formed with the inclusion of correction variables or values, such as filtered variables, are fed to the control system as control variables.

12. The apparatus according to claim 11, characterized in that a determination unit is provided which determines at least one associated tipping prevention threshold value for the at least one characteristic variable, which threshold value is determined as a function of further measurement variables which were determined using conventional sensors, such as wheel speed sensors, and / or which reflect the current driving situation (cornering, driving straight ahead, coefficient of friction), and that a comparison unit is provided which compares the characteristic variable with the anti-tipping threshold value and makes the comparison result available to the vehicle control system as a control variable.

3. Apparatus according to claim 11 or 12, characterized in that the determination unit forms the tilt prevention threshold THR according to the relationship THR = f (F _y ,, F _ya , F _xl , F _xa , v), with F _yj , F _ya = Lateral forces

F _v on the inside and outside wheel, F _xi , F _xa = longitudinal forces F _x on the inside and outside wheel and the vehicle speed v.

14. The apparatus of claim 11 or 12, characterized in that the determining unit, the anti-tip threshold 7HR according to the relationship

THR = f (F _γl , F _yo , F _y ,, F _ya , F _x ,, F _xo , v) forms, with F _yi , F _ya = side forces F _γ on the inside and outside wheel, F _γj , F _va = Time derivative of lateral forces F _y on the inside and outside wheel, F _xl , F _xa = longitudinal forces F _x on the inside and outside wheel and the vehicle speed v.

15. The device according to one of claims 12 to 14, characterized in that the comparison unit, the determined tire or wheel forces, in particular lateral forces, on the at least one inside and outside of the vehicle wheel of any vehicle axle or all vehicle axles and the difference from the lateral forces Characteristic (s) forms.

6. Device according to one of claims 11 to 15, characterized in that the comparison unit at least one of the Kippverhmderungs-threshold values with the characteristic or the time gradient of the characteristic point or over a defined period, preferably from the difference in lateral forces between the outside and - inner wheel in successive or temporally closely spaced control cycles, and the evaluation unit outputs a control or control variable for the motor vehicle control system that is indicative of the tendency to tip over, depending on the comparison result, such as when the tilt prevention threshold value is exceeded.

17. The device according to one of claims 11 to 16, characterized in that the determining unit forms at least a lower anti-tipping threshold value from the lateral force of the inside wheel and / or at least one upper anti-tipping threshold value from the lateral force of the outer wheel, and if in the Comparative unit of at least one of the tilt prevention threshold values is exceeded at certain points or over a longer period of time on any vehicle axle or on all vehicle axles by the at least one parameter, the evaluation unit outputs a control or control variable for the motor vehicle control system that is indicative of the vehicle tilt tendency.

8. Device according to one of claims 11 to 17, characterized in that the evaluation unit detects and evaluates the course of the parameter and when the lateral force of an inside wheel first exceeds em maximum and then decreases, while the lateral force of the outside wheel continues to increase, one for the tendency of the vehicle to tip outputs indicative control or control variables for the motor vehicle control system.

19. The apparatus according to claim 18, characterized in that the evaluation unit detects and evaluates the course of the parameters on at least two vehicle axles.

20. Device according to one of claims 11 to 19, characterized in that tire sidewall torsion sensors are provided which determine the tire forces.