CN112566826A

CN112566826A - Rollover prevention device and method for preventing vehicle from rolling over and vehicle

Info

Publication number: CN112566826A
Application number: CN201980053935.7A
Authority: CN
Inventors: J·莱布兰德; S·胡梅尔; O·荣特; G·黑佩勒尔; H·特尔格斯
Original assignee: Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Current assignee: Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date: 2018-08-13
Filing date: 2019-07-23
Publication date: 2021-03-26
Also published as: WO2020035270A1; DE102018119574A1

Abstract

An anti-rollover device (110) for preventing a vehicle (100) from rolling over comprises an identification means (115) and an output means (120). The identification device (115) is designed to identify an imminent rollover of the vehicle (100) using at least one driving parameter signal (125) which represents a driving parameter of the vehicle (100) during driving operation and to provide a tilt signal (130) in response to the identification. The output device (120) is designed to output a steering signal (135) to a steering device (105) of the vehicle (100) in order to counteract a rollover of the vehicle (100) using the inclination signal (130).

Description

Rollover prevention device and method for preventing vehicle from rolling over and vehicle

Technical Field

The present invention relates to an anti-rollover device and a method for preventing a vehicle from rolling over and a vehicle having an anti-rollover device.

Background

In vehicles, in particular in trailers with a high center of gravity, there is a risk of tipping during cornering. In order to avoid this, the wheels can be braked, whereby not only the lateral acceleration of the center of gravity is reduced due to the resulting reduction in the vehicle speed, but also the tilting moment is reduced due to the reduction in the lateral guiding force of the wheels.

Disclosure of Invention

Against this background, the object of the present solution is to provide an improved rollover protection device for protecting a vehicle against rollover, an improved method for protecting a vehicle against rollover, and a vehicle having an improved rollover protection device.

This object is achieved by an anti-rollover device for preventing a vehicle from rolling over, a method for preventing a vehicle from rolling over and finally a vehicle with an improved anti-rollover device according to the independent claims.

An advantage achievable by the proposed solution is that an impending tip over can be prevented particularly effectively by the anti-tip over device proposed here. In this case, the vehicle can be advantageously prevented from rolling over even when one wheel of the vehicle has been lifted from the roadway or when a plurality of wheels of the vehicle have been lifted from the roadway. Advantageously, the various embodiments of the solution described herein can be used both in connection with semi-automated driving vehicles and in connection with manually controlled vehicles.

An anti-rollover device for preventing rollover of a vehicle includes an identification device and an output device. The detection device is designed to detect an imminent rollover of the vehicle using at least one driving parameter signal, which represents a driving parameter of the vehicle during driving operation, and to provide a tilt signal in response to the detection. The output device is configured for outputting a steering signal to a steering device of the vehicle in order to counteract a rollover of the vehicle in case of use of the tilt signal.

The driving mode may be a manual driving mode, which may be understood as a mode of operation of the vehicle in which the vehicle is controlled by the driver, for example manually. However, the driving operation may also be a partially automated driving operation. The driving operation may be a driving operation of the vehicle, for example, in a curve. By actuating the steering device of the vehicle, the acceleration of the center of gravity of the vehicle can be advantageously changed, so that tilting or tipping of the vehicle can be prevented. The actuation of the steering device can support the driver of the vehicle to perform a steering intervention which results in a corresponding change in the steering angle of at least one wheel. Additionally or alternatively, the manipulation of the steering device may prevent the driver from performing steering interventions that may increase the risk of rollover.

For example, the steering signal may be used to indicate to the driver that a potentially dangerous driving condition exists via a torque on the steering wheel. This moment can additionally or alternatively make it difficult for the driver to perform a steering movement which can increase the risk of rollover.

To this end, the output device may be configured to output a steering signal, which is configured to adjust or change the steering angle of the steering device and additionally or alternatively to adjust or change the steering wheel torque. For this purpose, the steering signal can be output to an interface to an actuator which is suitable for applying a torque which can be sensed by the driver of the vehicle to the steering wheel of the steering device in the case of direct or indirect actuation by the steering signal. This torque can prevent the driver from performing steering motions in the steering wheel or allows steering motions in a certain direction, for example. Alternatively or additionally, the torque can prevent the driver from performing a steering movement that is disadvantageous with regard to the risk of rollover. The torque may also be adapted to indicate to the driver that a rollover is imminent. According to various embodiments, the steering signal can be configured to cause a one-time torque or a suitable torque profile over time on the steering wheel. For example, the steering signal may be configured to prompt the driver to decrease or increase the steering angle or to deflect to another direction. Thus, for example, in a curve, the magnitude of the lateral acceleration can be advantageously reduced by turning the steering angle back in the direction of the straight-driving position. By steering in the opposite direction, even lateral accelerations with opposite signs can be established. In addition or alternatively, the steering signal can also be designed to adjust or vary the steering wheel torque, for example, as a function of the current driving state, for example the current steering angle and/or steering wheel torque. Thus, for example, in a curve, a further continuation of the steering (zulenken) in one direction can be made difficult and/or a reversal of the steering in the opposite direction can be facilitated by the steering signal, in order to facilitate a stable further steering intervention or to make a worsening further steering intervention easier for the driver in the manual driving mode. This may advantageously provide the driver with an indication of the steering movement required to stabilise the vehicle.

The driving parameter may represent a wheel parameter of a wheel of the vehicle. The wheel parameter may be, for example, wheel speed and/or wheel torque. From the wheel parameters, the presence or absence of ground adhesion of the wheel can be inferred.

The driving parameter may represent a steering angle, for example a steering angle of a steering device or a steering angle of a vehicle wheel. From the steering angle, the risk of tilting can be inferred, for example, in conjunction with the driving speed.

The driving parameter may represent an inertia value of the vehicle during the driving operation. The inertial value may be a value sensed by an inertial sensing device or inertial sensor of the vehicle, such as a lateral acceleration of the vehicle. The lateral acceleration of the vehicle may give a direct indication of an impending or occurred tilt.

The driving parameter may represent a vehicle configuration value of the vehicle during the driving operation. The vehicle configuration values may represent adjustments and/or sizing instructions for the vehicle. The settings may relate, for example, to the road situation of the vehicle, depending on the type of construction. The dimensioning can, for example, indicate the loading state of the vehicle. The vehicle configuration values may be stored in a data storage in the vehicle and may be read by the anti-rollover device. Such driving parameters can lead to conclusions about whether the following conditions exist: in which a vehicle rollover is facing or may be imminent. Advantageously, several of the driving parameters mentioned can be used individually or in combination in order to be able to detect a risk of tilting as precisely as possible.

In this case, it is advantageous if the detection device is configured according to one embodiment to detect an imminent rollover of the vehicle if the driving parameter or a processed driving parameter determined using the driving parameter is in a predetermined relationship with the limit value. The limit value may be a stored or readable limit value that may indicate an impending tip over. For example, the limit value can represent, taking into account the current driving situation of the vehicle, for example, a lateral acceleration at which the wheel is likely to be or has indeed been lifted from the driving path. By comparing the current driving parameters with at least one of these limit values, it is possible to quickly detect the imminent rollover. The detection device can be designed, for example, to detect an imminent rollover of the vehicle if the driving parameter corresponds to a limit value or exceeds or falls below a limit value.

The rollover protection device may additionally or alternatively have a transmitting device which is designed to transmit a torque signal for generating a torque at least one wheel of the vehicle in order to generate the driving parameter. By means of such a torque signal, it is possible to determine, for example as a driving parameter, whether a wheel is arranged on the roadway or is arranged to be lifted from the roadway, while simultaneously reading the wheel speed of the wheel. For example, the inside wheels of a curve, which are particularly at risk of lifting in the curve, can be actuated by means of a torque signal and can therefore be tested.

According to one embodiment, the output device can be configured for outputting a braking signal to at least one braking device of the vehicle in the case of the use of the inclination signal in order to bring about braking of at least one wheel of the vehicle. The braking signal can be a signal which is coordinated with the steering signal. For example, the braking signal can be output using the driving parameter signal and/or the steering signal. This combination of effects on the steering device and the braking device of the vehicle can improve the effectiveness in rollover protection of the vehicle.

It is also advantageous if the output device is designed as an indicator device for outputting an indicator signal to the vehicle when a tilt signal is used, in order to produce a visually and/or audibly perceptible indication of an imminent rollover of the vehicle or to produce operating instructions for the vehicle driver. The driver can thus be warned or supported in further steps.

The vehicle with the steering device has an anti-rollover device which is formed in one of the variants described above. The vehicle may be a truck, such as a truck, or a trailer, which may be referred to as a trailer. The height of the vehicle may be greater than the width of the vehicle. Such a vehicle can advantageously be protected particularly effectively against tipping by the anti-tipping device.

The method for preventing a vehicle from rolling over has an identifying step, a providing step, and an outputting step. In the detection step, an imminent rollover of the vehicle is detected using a driving parameter signal, which represents a driving parameter of the vehicle during a driving operation. In the providing step, a tilt signal is provided in response to the identifying step. In the output step, a steering signal is output to a steering device of the vehicle in order to counteract a rollover of the vehicle, using the inclination signal.

The method can be implemented, for example, in software or hardware or in a hybrid form of software and hardware, for example, in a controller. The task on which the solution is based can also be solved quickly and efficiently by means of the embodiment variant of the solution in the form of a method.

Drawings

Embodiments of the solution presented herein are set forth in detail in the following description with reference to the accompanying drawings. Shown here are:

FIG. 1 is a schematic cross-sectional view of a vehicle having a steering apparatus and an anti-rollover device for preventing the vehicle from rolling over according to one embodiment;

FIG. 2 is a schematic cross-sectional view of a vehicle having a steering apparatus and an anti-rollover device, according to one embodiment;

FIG. 3 is a schematic illustration of a vehicle having a steering apparatus and an anti-rollover device, according to one embodiment;

FIG. 4 is a schematic view of a vehicle having a steering apparatus and an anti-rollover device, according to one embodiment; and

FIG. 5 is a flow chart of a method for preventing a vehicle from rolling over according to one embodiment.

In the following description of an advantageous embodiment of the solution, the same or similar reference numerals are used for elements which are shown in the various figures and which function similarly, wherein repeated descriptions of these elements are omitted.

Detailed Description

Fig. 1 shows a schematic cross-sectional view of a vehicle 100 with a steering device 105 and an anti-rollover device 110 for preventing the vehicle 100 from rolling over according to one embodiment. The vehicle 100 is shown exemplarily from behind and already in a tilting movement to the right. This tilting motion is for example caused by the vehicle 100 turning to the left too fast. If a steering movement to the right, i.e. a steering movement towards the side of the vehicle 100 where the tilting is about to occur, is performed, the tilting movement can be counteracted.

The anti-rollover device 110 is configured to prevent the vehicle 100 from rolling over. To this end, the anti-rollover device 110 according to one embodiment includes a recognition device 115 and an output device 120. The identification device 115 is designed to identify that the vehicle 100 is about to roll over using at least one driving parameter signal 125, which represents a driving parameter of the vehicle 100 during driving operation, and to provide a tilt signal 130 in response to the identification. The output device 120 is configured for outputting a steering signal 135 to the steering device 105 of the vehicle 100 in order to counteract a rollover of the vehicle 100, using the inclination signal 130.

According to this embodiment, the anti-rollover device 110 is arranged in or on the vehicle 100. According to one embodiment, the anti-rollover device 110 is integrated in a controller for a driving assistance system of the vehicle 100 or in the steering device 105.

The steering device 105 of the vehicle 100 comprises a steering wheel 140 for manually steering the vehicle 100 by the driver or is at least coupled with the steering wheel 140. According to this embodiment, the steering device 105 comprises a steering sensor 145 configured for sensing the steering angle and/or the steering torque of the steering wheel 140, or the steering device 105 is at least coupled with the steering sensor 145. According to this embodiment, the vehicle 100 further comprises at least one first wheel 150 and a second wheel 155 arranged oppositely on the axle of the wheel 150. According to one embodiment, the steering sensor 145 or another steering sensor is configured for detecting a steering angle of at least one of the

wheels

150, 155.

According to this embodiment, the first wheel 150 has a wheel sensor 160 and/or a wheel drive 165 and/or a wheel brake 170. The wheel sensor 160 is configured to sense a wheel speed and/or a wheel torque of the wheel 150. The wheel drive device 165 is configured to drive the wheel 150. The wheel braking device 170 is configured to brake the wheel 150. According to one embodiment, the second wheel 155 has a corresponding sensor 160 and/or a

corresponding device

165, 170, as does the first wheel 150.

According to this embodiment, the vehicle 100 comprises an inertial sensing device 175 configured for sensing an acceleration in the driving direction of the vehicle 100 and/or a lateral acceleration and/or a rotation rate of the vehicle 100.

According to this exemplary embodiment, identification device 115 is designed to read sensor data of steering sensor 145 and/or wheel sensor 160 and/or inertial sensor device 175 as driving parameter signal 125 via one or more corresponding interfaces.

According to this exemplary embodiment, the detection device 115 is designed to detect that the vehicle 100 is about to roll over if the driving parameter or a processed driving parameter determined using the driving parameter is in a predetermined relationship with the limit value 180. To this end, the identification means 115 according to this embodiment is configured for reading the limit value 180 from the anti-rollover device 110 and/or from a device arranged outside the anti-rollover device 110 or outside the vehicle 100 as a stored value. According to this exemplary embodiment, the identification device 115 is designed to process the driving parameter and/or to compare the driving parameter or the processed driving parameter to the limit value 180. If a plurality of driving parameters are used, a plurality of limit values can be used, or values derived from a plurality of driving parameters can be compared with the limit value 180 or a further limit value. From the result of this comparison, the probability of an impending tip over or the tilt angle of the tilt process that has started can be determined.

According to this exemplary embodiment, output device 120 is configured to output a steering signal 135, which is configured to set or change a steering angle and/or a steering wheel torque of steering device 105 or steering wheel 140. To this end, according to one embodiment, the steering device 105 has an actuator configured for applying a torque to the steering wheel 140 in order to set the steering angle required by the steering signal 135 and, additionally or alternatively, to cause the wheel torque required by the steering signal 135.

According to this embodiment, the output device 120 is further configured for outputting a braking signal 182 to the wheel braking device 170 of the first wheel 150 and/or the second wheel 155 and/or to a further braking device of the vehicle 100 in case the inclination signal 130 is used, in order to cause a braking of the vehicle 100. The running speed of the vehicle 100 is reduced by braking, thereby reducing the risk of tilting. According to one exemplary embodiment, the braking signal 182 is output in a targeted manner to the

wheels

150, 155 of the vehicle 100, the braking of which results in a reduction of the lateral acceleration of the vehicle 100 when it is tilted.

According to this embodiment, the output device 120 is configured as an indication device for outputting an indication signal to the vehicle 100 in case of use of the inclination signal 130 in order to cause a visually and/or audibly perceptible indication of an impending rollover of the vehicle 100 or to cause an operating instruction for a driver of the vehicle 100. The display device is embodied, for example, as a display which can be viewed by the driver. For example, the display device is designed to display a directional arrow, which points in the direction to be deflected, using the display signal.

According to this embodiment, the anti-rollover device 110 proposed here also has a transmitting device 185 which is configured for transmitting a torque signal 190 for generating a torque to at least one

wheel

150, 155 of the vehicle 100 in order to generate a driving parameter. For example, the torque signal 190 is provided to the wheel brakes 170 of the wheels 150 via an interface. Since the wheel 150 is already airborne, the wheel 150 is braked more strongly than if the wheel 150 still had ground adhesion to the road 195. According to one embodiment, the braking of the wheel 150 is detected as a driving parameter using the wheel sensor 160. Alternatively, the torque signal 190 is provided to the wheel drive 165 via an interface. Since the wheel 150 is already airborne, the wheel 150 is accelerated more strongly than if the wheel 150 also had ground adhesion. According to one embodiment, in the case of using the wheel sensor 160, the acceleration of the wheel 150 is detected as a running parameter. Thus, by evaluating the braking or acceleration of the wheel 150, it may be determined whether the wheel 150 has ground adhesion. According to this embodiment, the wheel parameter is the wheel speed and/or the wheel torque of the first wheel 150. Alternatively, the wheel parameter indicates the lift state of the wheel 150, i.e. whether the wheel 150 has been lifted or still has ground contact. According to this embodiment, the identification device 115 reads the driving parameter signal 125 from the wheel sensor 160 on the first wheel 150.

According to an alternative embodiment, in addition or alternatively, the steering angle and/or the inertia values sensed by the inertia sensor system 175 and/or vehicle configuration values of the vehicle 100 stored or read in a vehicle memory are read as driving parameters during driving operation.

According to the illustrated embodiment, the vehicle 100 is shown in an inclined state during driving operation, wherein at least the first wheel 150 is arranged to be lifted from the driving road 195. According to this embodiment, at least the second wheel 155 has ground contact with the road of travel 195. According to this embodiment, using the driving parameter signal 125 representing the wheel speed sensed by the first wheel 150 in response to the torque signal 190, the identification means 115 identifies an impending tip-over of the vehicle 100 due to a wheel lift of the first wheel 150 and provides the tilt signal 130 in response to the identification. According to this embodiment, the identification device 115 provides the tilt signal 130 immediately upon identifying an impending tip over. The output device 120 outputs a steering signal 135 to the steering device 105 to counter rollover of the vehicle 100 using the tilt signal 130. According to this embodiment, the output device 120 outputs the turn signal 135 immediately after reading the tilt signal 130. According to this embodiment, the steering torque or hand torque of the steering wheel 140 is changed by the steering signal 135, so that a continuation of the steering by the driver is made difficult and/or a reverse steering by the driver is made easy. In addition, according to this embodiment, the output device 120 immediately outputs the brake signal 182 in the case of using the tilt signal 130.

Fig. 2 shows a schematic cross-sectional view of a vehicle 100 with a steering device 105 and an anti-rollover device 110 according to an embodiment. Here, it may be an embodiment of the vehicle 100 with the anti-rollover device 110 described with reference to fig. 1. According to this embodiment, the structure of the anti-rollover device 110 is shown.

The anti-rollover device 110 proposed here achieves rollover protection of a commercial vehicle by means of a steering torque intervention or by means of a combined steering torque and braking intervention.

According to this embodiment, the anti-rollover device 110 has been integrated or can be integrated into a driver assistance system of the vehicle 100 for performing a driver assistance function for improving the driving safety of the commercial vehicle.

As according to this embodiment, there is a risk of rollover during cornering for the vehicle 100, in particular for a vehicle 100 or trailer with a high center of gravity. In order to avoid the identified imminent rollover, according to this embodiment, the

wheels

150, 155 are braked, thereby reducing both the center of gravity lateral acceleration due to the reduction in vehicle speed and the tilting moment due to the reduction in lateral guiding force of the

wheels

155, 150. Since the potential for the roll protection in a vehicle 100 in which the wheels 150 have been lifted from the road in a curve is limited only by braking, the anti-rollover device 110 advantageously increases the effectiveness of the roll protection by adding steering and the resulting impact on the driver.

The vehicle 100 with the associated high center of gravity is resisted, according to one embodiment, against an impending rollover, or, according to an alternative embodiment, a combination of vehicles with an associated high center of gravity, by the anti-rollover device 110 outputting a steering signal 135 that reduces the magnitude of the lateral acceleration by appropriately slewing the steering angle in the direction of a straight attitude, or establishes even a lateral acceleration of opposite sign by steering in the opposite direction.

If the vehicle 100 or vehicle combination shown here is turned with a sufficiently high center of gravity, vehicle 100 lean can occur if the center of gravity lateral acceleration is too high. Such a tilt is detected by the anti-rollover device 110 as a result of the sensed lateral acceleration approaching a critical value or as a result of the wheel lifting, which can be detected by means of individual torque manipulation of the wheels by means of the torque signal 190 and by means of a simultaneous evaluation of the measured wheel speeds. According to one embodiment, the torque signal 190 causes the driving or braking of the

wheels

150, 155.

In the case of a positive identification, according to this exemplary embodiment, the driver is predefined, based on the current driving state, by means of the steering signal 135, a suitable steering wheel torque using driving parameters in the form of the speed of the vehicle 100, the estimated height of the center of gravity and/or the lateral acceleration. According to this embodiment, the steering wheel moment makes it difficult to further continue steering, thereby making it difficult to increase the lateral acceleration, and gives the driver an indication of the steering motion required to stabilize the vehicle 100. According to this embodiment, this intervention is coordinated with the braking intervention of the functions already available.

According to one embodiment, the anti-rollover device 110 integrates steering into rollover protection also when driving manually, in addition to the existing rollover protection achieved by braking intervention. In this case, the anti-rollover device 110 uses the interface of the existing steering control device according to one embodiment, and uses the steering wheel torque, steering wheel angle and/or current specification of the motor integrated into the steering device according to one embodiment in order to generate the superimposed steering wheel torque. Figure 2 shows the structure of the modular tip over guard.

According to one embodiment, the lateral acceleration is reduced by a braking intervention and the resulting reduction of the speed and the lateral guiding moment. Thereby reducing the roll moment, which can prevent tipping. According to one embodiment, in the case of additional use of the steering effected by the anti-rollover device 110, in addition to the previous braking intervention, the driver is also indicated that the tilt limit has been reached by applying the steering wheel torque. According to one embodiment, the steering wheel torque is applied before the braking intervention or after the braking intervention, depending on the situation. Thus, in the event that the vehicle may or has already tipped over, hand moments are advantageously brought to the driver. The additional hand moment reduces the probability of a wrong behavior of the driver. This hand moment counteracts the build-up of lateral acceleration, thus reducing the risk of tilting, compared to variants in which only the braking process is activated.

The following are functional examples of the anti-rollover device 110:

the vehicle 100 or vehicle combination with a high center of gravity is turned manually. A lateral acceleration is established which causes the vehicle 100 or the trailer to start tilting, see also fig. 3 and 4. The anti-rollover device 110, which can also be referred to as a computing unit, now actuates the inside-of-curve wheels 150 with a test torque and evaluates the wheel speed in order to detect a wheel lift. The test torque is applied, for example, using the torque signal described with reference to fig. 1. If at least one wheel 150 has been identified as having lost contact with the ground, the vehicle 100 is immediately braked in a suitable manner. At the same time, a hand moment on the steering device is requested by the anti-rollover device 110, which resists the driver from turning further into the curve. This hand moment not only makes it more difficult to turn further in, but also indicates the system expectations to the driver. If instead of wheel lifting a near-critical lateral acceleration is detected, the above is done analogously. In order to correctly evaluate the situation by means of the recognition device 115, measured data in the form of steering angle and hand steering torque of the steering and/or measured data in the form of acceleration and/or rate of rotation of the inertial sensor device 175 and/or measured data in the form of wheel speeds of the

wheels

150, 155 and information about the vehicle configuration are taken into account or read as the driving parameter signal 125.

Fig. 3 shows a schematic view of a vehicle 100 with a steering device and an anti-rollover device according to an embodiment. Here may be a vehicle 100 with an anti-rollover device as described with reference to fig. 1 or 2. According to this embodiment, according to which the vehicle 100 is in a curve extending to the left, a view through the windscreen of the vehicle 100 is shown, wherein the anti-rollover device recognizes the lifting of the curve-inner wheels of the vehicle 100 from the road on which it is traveling and/or recognizes a lateral acceleration of the vehicle 100 about the transverse axis y that exceeds a limit value. According to this embodiment, the anti-rollover device 110 induces a rightward hand moment of the steering wheel 140 to prevent an impending rollover.

The x-direction shown corresponds to the longitudinal axis of the vehicle, the y-direction corresponds to the transverse axis, and the z-direction corresponds to the vertical axis.

Fig. 4 shows a schematic view of a vehicle 100 with a steering device and an anti-rollover device according to an embodiment. Here may be a vehicle 100 with an anti-rollover device as described with reference to fig. 1, 2 or 3. The lateral acceleration ay in the y direction is shown, which leads to a tilting of the vehicle.

FIG. 5 illustrates a flow chart of a method 500 for preventing a vehicle from rolling over, according to one embodiment. Here, this may be a method 500 that can be manipulated, implemented and/or realized by one of the anti-rollover devices described in one of the aforementioned figures.

The method 500 has an identification step 505, a provision step 510 and an output step 515. Optionally, according to this embodiment, the method 500 further has a further output step 520, an indication step 525 and/or a sending step 530.

In an identification step 505, an imminent rollover of the vehicle is identified using a driving parameter signal representing a driving parameter of the vehicle during a driving operation. In a providing step 510, a tilt signal is provided in response to the identifying step 505. In an output step 515, the steering signal is output to a steering device of the vehicle in order to counteract a rollover of the vehicle, using the inclination signal.

According to this exemplary embodiment, in an identification step 505, an imminent rollover of the vehicle is identified using the driving parameter signals as driving parameters which represent the wheel parameters of the vehicle wheels and/or the steering angle and/or the inertia value and/or the vehicle configuration value of the vehicle during driving operation. According to this exemplary embodiment, in an identification step 505, an imminent rollover of the vehicle is identified if the driving parameter or a processed driving parameter determined using the driving parameter is in a predetermined relationship with the limit value. According to this exemplary embodiment, in an output step 515, a steering signal is output, which is designed to set or change the steering angle and/or the steering wheel torque of the steering device.

According to this embodiment, in a further output step 520, a braking signal is output to a braking device of the vehicle in the case of using the inclination signal in order to bring about braking of the vehicle. According to this embodiment, the further output step 520 is performed simultaneously with the output step 515. According to this embodiment, in an indication step 525, an indication signal is output to an indication device of the vehicle in case of a tilt signal being used, in order to cause a visually and/or audibly perceptible indication of an impending rollover of the vehicle or to cause operating instructions for the driver of the vehicle. According to this embodiment, in a transmitting step 530, a torque signal for generating a torque on at least one wheel of the vehicle is transmitted in order to generate the driving parameter. According to this embodiment, the sending step 530 is performed before the identifying step 505.

If an embodiment comprises an "and/or" connection between a first feature and a second feature, this can be interpreted as such: this example has both the first and second features according to one embodiment, while having either only the first or only the second feature according to another embodiment.

List of reference numerals

100 vehicle

105 steering device

110 anti-tipping device

115 recognition device

120 output device

125 driving parameter signal

130 tilt signal

135 turn signal

140 steering wheel

145 steering sensor

150 first wheel

155 second wheel

160 wheel sensor

165 wheel drive device

170 wheel braking device

175 inertial sensing device

180 limit value

182 brake signal

185 transmitting device

190 torque signal

195 road

300 bend

500 method for preventing vehicle rollover

505 identification step

510 providing step

515 output step

520 further output step

525 indicating step

530 sending step

Claims

1. An anti-rollover device (110) for preventing a vehicle (100) from rolling over, wherein the anti-rollover device (110) comprises the following features:

an identification device (115) configured for identifying an impending tip over of the vehicle (100) using at least one driving parameter signal (125) representing a driving parameter of the vehicle (100) during driving operation and providing a tilt signal (130) in response to the identification; and

an output device (120) configured for outputting a steering signal (135) to a steering device (105) of the vehicle (100) in order to counteract a rollover of the vehicle (100) if the tilt signal (130) is used.

2. The anti-rollover device (110) according to claim 1, wherein the driving parameters represent wheel parameters of wheels (150, 155) of the vehicle (100) and/or steering angles and/or inertia values and/or vehicle configuration values of the vehicle (100) during driving operation.

3. The rollover protection apparatus (110) according to one of the preceding claims, wherein the identification device (115) is configured for identifying that the vehicle (100) is about to rollover when the driving parameter or a processed driving parameter determined using the driving parameter is in a predetermined relationship with a limit value (180).

4. The anti-rollover device (110) according to one of the preceding claims, having a transmitting device (185) configured for transmitting a torque signal (190) for generating a torque on at least one wheel (150, 155) of the vehicle (100) in order to generate the driving parameter.

5. The anti-tipping device (110) according to one of the preceding claims, wherein the output device (120) is configured for outputting the steering signal (135) configured for adjusting or changing a steering angle and/or a steering wheel moment of the steering device (105).

6. The anti-rollover device (110) according to one of the preceding claims, wherein the output device (120) is configured for outputting a braking signal (182) to a braking device (170) of the vehicle (100) in order to cause braking of at least one wheel (155) of the vehicle (100) if the tilt signal (130) is used.

7. The anti-rollover device (110) according to one of the preceding claims, wherein the output device (120) is configured as an indication device for outputting an indication signal to the vehicle (100) in case of use of the tilt signal (130) in order to cause a visually and/or audibly perceptible indication of an impending rollover of the vehicle (100) or to cause operational directions for a driver of the vehicle (100).

8. A vehicle (100) having a steering device (105) and an anti-rollover device (110) according to one of the preceding claims.

9. A method (500) for preventing a vehicle (100) from tipping, wherein the method (500) comprises the steps of:

identifying (505) an impending rollover of the vehicle (100) using a driving parameter signal (125) which represents a driving parameter of the vehicle (100) during a driving operation;

providing (510) a tilt signal (130) in response to the identifying step (505); and

outputting (510) a steering signal (135) to a steering device (105) of the vehicle (100) using the tilt signal (130) in order to counteract a rollover of the vehicle (100).