Abstract:
A method and device are provided for determining the installation position of a sensor module in a vehicle—namely, for determining whether the sensor module has its longitudinal axis oriented longitudinally or transversely. The sensor module has a longitudinal acceleration sensor for measuring a longitudinal module acceleration in the direction of the longitudinal axis and/or a transverse acceleration sensor for measuring a transverse module acceleration transversely with respect to the longitudinal axis. To this end, while the vehicle is travelling, a measured longitudinal module acceleration and/or a measured transverse module acceleration is compared with a longitudinal vehicle acceleration and/or a transverse vehicle acceleration ascertained in another way. By the comparison, at least one degree of conformity is ascertained, which represents the conformity of a measured module acceleration with a calculated vehicle acceleration. The installation position of the sensor module is then determined by means of the degree of conformity.

Description:
FIELD OF THE INVENTION 
       [0001]    The present invention generally relates to a method and device for determining the installation position of a sensor module in a vehicle. 
       BACKGROUND OF THE INVENTION 
       [0002]    DE 100 02 685 A1 and EP 1 578 651 BI disclose systems by which faulty installation of sensors in a vehicle can be detected. Applicant&#39;s DE 100 02 685 A1 is based, for example, on the idea that a yaw angle speed sensor is installed rotated through 180° with respect to the desired angular position, that is, for example, inverted. Incorrect installation of this kind leads to implausible values of the yaw angle speed signal, which is output, and can therefore be detected. 
         [0003]    EP 1 578 651 BI is also based on the idea that sensors are incorrectly installed despite mechanical coding, and is therefore aimed at checking the installation position of a sensor during operation. 
       SUMMARY OF THE INVENTION 
       [0004]    Generally speaking, it is an object of the present invention to improve the determination of the installation position of sensor modules in a vehicle. 
         [0005]    A sensor module of a vehicle movement dynamics control system can have sensors, such as acceleration sensors for measuring acceleration in the direction of travel and/or transversely with respect to the direction of travel and, if appropriate, in the vertical direction, as well as a yaw rate sensor and, if appropriate, further sensors such as pitching rate sensors or rolling rate sensors. The sensor module can be embodied either with or without integrated control electronics in addition to the sensors. The sensor module can be functionally connected to further sensors, e.g., via an electrical, optical and/or radio link, such as wheel speed sensors for detecting wheel speed. Furthermore, the sensor module can be functionally connected, e.g., via an electrical, optical and/or radio link, to a steering angle sensor for detecting a steering angle. The control electronics counteract any veering off of the vehicle through selective braking of individual wheels. If the sensor module has only the sensors and no control electronics, the control electronics can be located in a separate module, which can be connected to the sensor module by means of corresponding signal lines or data lines. 
         [0006]    The sensor module can be installed, either with or without control electronics, in the vicinity of the center of gravity in a vehicle. Utility vehicles, for example, often have a carrying frame with longitudinal beams and transverse beams, which are provided with a standard hole matrix. 
         [0007]    Incorrect installation of the sensor module is not an uncommon problem in utility vehicles with standard hole matrices in transverse beams and longitudinal beams. For instance, if the sensor module is disassembled (e.g., during vehicle maintenance or a repair), there is the risk that the sensor module may not be mounted again at its original, proper installation location. That is, if, for example, the sensor module is provided for mounting on the longitudinal beam, there is the risk that, during maintenance or a repair, the sensor module may be accidentally attached to the transverse beam. Conversely, there is the risk that a sensor module that is provided for mounting on a transverse beam may be attached to the longitudinal beam. 
         [0008]    Incorrect mounting on the wrong beam can cause the sensor module to supply sensor signals that do not correspond to actual conditions during vehicle travel. Such faulty sensor signals can cause a vehicle movement dynamics control system to make incorrect interventions, which can, under certain circumstances, bring about dangerous driving states. 
         [0009]    In accordance with embodiments of the present invention, a method and a device are provided that can determine whether the sensor module is installed with its longitudinal axis longitudinally or transversely in the vehicle. Therefore, one of a plurality of possible installation states, in particular two installation states, can be detected, which result from the longitudinal beam and transverse beam being interchanged as the installation location. 
         [0010]    According to an embodiment of the present invention, the sensor module has a longitudinal acceleration sensor for measuring a module longitudinal acceleration in the direction of the longitudinal axis of the sensor module and/or a transverse acceleration sensor for measuring a module transverse acceleration transversely with respect to the longitudinal axis of the sensor module. The device, which can be the vehicle movement dynamics control system&#39;s control electronics, and which can include a suitably programmed processor, an application-specific integrated circuit or the like to effect the inventive method embodiments, includes a comparator, that compares the measured module longitudinal acceleration and/or the measured module transverse acceleration during vehicle travel against a vehicle longitudinal acceleration obtained in another way and/or a vehicle transverse acceleration obtained in another way. 
         [0011]    The vehicle longitudinal acceleration can be calculated, for example, from the wheel speeds or using position data of a satellite navigation system or using data of a vehicle-mounted radar system or by means of a second acceleration sensor. The vehicle transverse acceleration can be calculated, for example, from the vehicle speed and the vehicle yaw rate. In this context, the vehicle speed can be calculated, for example, from the wheel speeds or using position data of a satellite navigation system or using data of a vehicle-mounted radar system. Alternatively, the vehicle transverse acceleration can be measured using a further acceleration sensor. According to a further alternative, the vehicle transverse acceleration can be calculated exclusively from the wheel speeds. For this purpose, the wheel speeds of one or more wheels on the inside of a bend in the roadway and one or more wheels on the outside of the bend are taken into account. These wheel speeds provide definitive information about the radius of a bend and the vehicle speed, from which the transverse acceleration can be obtained. 
         [0012]    On the basis of the comparison by the comparator, at least one degree of correspondence, which represents the correspondence of a measured module acceleration and of a calculated vehicle acceleration, can be obtained. The installation position of the sensor module can be determined on the basis of the degree of correspondence, i.e., whether the sensor module is installed with its longitudinal axis longitudinally with respect to the longitudinal axis of the vehicle or transversely with respect to the longitudinal axis of the vehicle. 
         [0013]    It should be appreciated that a simple installation error can be readily detected without the need for complicated additional devices not otherwise installed in a modern vehicle. In addition, a vehicle movement dynamics control system can be protected against incorrect installation of its sensor module, in particular against a provided transverse installation and longitudinal installation being interchanged. 
         [0014]    According to another embodiment, during non-accelerated cornering, the degree of correspondence between the module longitudinal acceleration, which is measured at this time, and the vehicle transverse acceleration, which is calculated at this time, is obtained, and, if the degree of correspondence exceeds a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented transversely with respect to the vehicle. In this case, it is, in fact, clear that the installation position is not correct. In this case, for example, the signals of individual sensors can be interchanged in order to carry out the vehicle movement dynamics control process again with correct signals. However, if appropriate, the sensor values can be numerically converted so that the vehicle movement dynamics control system is supplied with correct values. However, if this is not possible, an error signal is advantageously output in order to signal the installation error. 
         [0015]    If the degree of correspondence specified above undershoots a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented longitudinally with respect to the vehicle. In this case, the orientation of the longitudinal axis of the sensor module corresponds to the longitudinal axis of the vehicle. It can then be assumed that the installation position is correct and no installation error has occurred. In such a case, the sensor signals are fed to the vehicle movement dynamics control system. 
         [0016]    In a further embodiment, during non-accelerated cornering, the degree of correspondence between the module transverse acceleration, which is measured at this time, and the vehicle transverse acceleration, which is calculated then, is obtained. If the degree of correspondence exceeds a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented longitudinally with respect to the vehicle. However, if the degree of correspondence undershoots a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented transversely with respect to the vehicle. In this embodiment, the measured module transverse acceleration and the calculated vehicle transverse acceleration are therefore combined with one another to provide definitive information about the installation position of the sensor module. 
         [0017]    According to a still further embodiment, during accelerated straight-ahead travel, the degree of correspondence between the module transverse acceleration, which is measured then, and the vehicle longitudinal acceleration, which is calculated then, is obtained. If the degree of correspondence exceeds a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented transversely with respect to the vehicle. However, if the degree of correspondence undershoots a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented longitudinally with respect to the vehicle. In this embodiment, the measured vehicle transverse acceleration is combined with the calculated module longitudinal acceleration to provide definitive information about the installation direction of the sensor module. 
         [0018]    In yet another embodiment, during accelerated straight-ahead travel, the degree of correspondence between the module longitudinal acceleration, which is measured then, and the vehicle longitudinal acceleration, which is calculated then, is obtained. If the degree of correspondence exceeds a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented longitudinally with respect to the vehicle. If the degree of correspondence undershoots a predetermined threshold, the installation position of the sensor module is determined such that its longitudinal axis is oriented transversely with respect to the vehicle. In this embodiment, the measured module longitudinal acceleration is therefore combined with the calculated vehicle longitudinal acceleration to provide definitive information about the orientation of the installation of the sensor module. 
         [0019]    Thus, it should be understood that the sensor signals that indicate a module longitudinal acceleration or a module transverse acceleration can be compared during vehicle travel with a vehicle longitudinal acceleration, calculated for example from the wheel speeds, and with a vehicle transverse acceleration, calculated for example from the vehicle speed and the yaw rate of the vehicle. If during non-accelerated cornering, the measured module longitudinal acceleration fits satisfactorily with the alternatively obtained vehicle transverse acceleration, i.e., for example, the calculated vehicle transverse acceleration, such that there is a high degree of correspondence between the measured module longitudinal acceleration and the calculated vehicle transverse acceleration, the installation position of the sensor module is likely not correct, i.e., it is likely that the sensor module has been installed on the transverse beam instead of on the longitudinal beam or on the longitudinal beam instead of on the transverse beam. 
         [0020]    If, during accelerated straight-ahead travel, the measured module transverse acceleration fits satisfactorily with the alternatively obtained, i.e., for example, calculated, vehicle longitudinal acceleration, it is also likely that the installation position is not correct, i.e., that the sensor module has been mounted on the transverse beam instead of on the longitudinal beam, or vice-versa. 
         [0021]    Also, the measured module longitudinal acceleration can be combined with the calculated vehicle longitudinal acceleration and the degree of correspondence thereof can be examined. If these accelerations correspond essentially, it is likely that the sensor module is correctly installed. On the other hand, if they do not approximately correspond, it is likely that the sensor module has been installed incorrectly. 
         [0022]    Furthermore, during non-accelerated cornering, the module transverse acceleration and the vehicle transverse acceleration can be compared. If these accelerations correspond essentially, it is likely that the sensor module is correctly installed. However, if they do not correspond, it is likely that the sensor module has been incorrectly installed. 
         [0023]    According to a further embodiment, non-accelerated cornering is detected if the calculated vehicle longitudinal acceleration is zero or below a lower longitudinal acceleration threshold value and the calculated vehicle transverse acceleration is above an upper transverse acceleration threshold value. On the other hand, accelerated straight-ahead travel is detected if the calculated vehicle longitudinal acceleration is above an upper longitudinal acceleration threshold value and the calculated vehicle transverse acceleration is zero or below a lower transverse acceleration threshold value. 
         [0024]    These upper threshold values permit unambiguous determination of the type of movement, i.e., whether non-accelerated cornering or accelerated straight-ahead travel is occurring. The lower threshold values permit measuring inaccuracies to be tolerated and, at the same time, the detection of the correct type of movement, i.e., non-accelerated cornering or accelerated straight-ahead travel. 
         [0025]    According to a further embodiment, the installation position is compared with a setpoint installation position and, when there is a discrepancy between these two installation positions, an error signal is generated. The error signal can be output as an acoustic and/or visual and/or haptic warning signal to warn the vehicle driver that sensors of the vehicle or of the vehicle movement dynamics control system will not operate correctly. The driver can then, for example, deactivate the functions of the vehicle movement dynamics control system manually. Additionally or alternatively, the deactivation can, also be carried out directly by means of the error signal in order to avoid malfunctions of the vehicle movement dynamics control system. 
         [0026]    According to a still further embodiment, the installation position is determined in an initialization mode of the sensor module and is permanently stored in the sensor module, the device for determining the installation position of the sensor module and/or in the vehicle. In this way, automatic detection of the installation position of a sensor module in the vehicle can already advantageously take place in the production works of the vehicle. As a result, parameterization becomes superfluous. Instead, the sensor module, the device for determining the installation position of the sensor module or the vehicle itself “learns” the installation position of the sensor module as long as the sensor module, the device or the vehicle is in the as-delivered state or initialization mode. The installation position is then automatically detected and stored for use during further operation of the vehicle. 
         [0027]    Still other objects and advantages of the present invention will in part be obvious and will in part be apparent from the specification. 
         [0028]    The present invention accordingly comprises the features of construction, combination of elements, arrangement of parts, and the various steps and the relation of one or more of such steps with respect to each of the others, all as exemplified in the constructions herein set forth, and the scope of the invention will be indicated in the claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0029]    The invention is discussed in greater detail below with reference to the accompanying drawings, in which: 
           [0030]      FIG. 1  is a simplified schematic plan view of a vehicle, illustrating possible installation positions of a sensor module, according to an embodiment of the present invention; 
           [0031]      FIG. 2  shows the possibilities for combining the measured module longitudinal accelerations and transverse accelerations and the calculated vehicle longitudinal accelerations and transverse accelerations according to embodiments of the present invention; and 
           [0032]      FIG. 3  is a flowchart illustrating an exemplary embodiment according to the invention. 
       
    
    
     LIST OF REFERENCE CHARACTERS 
       [0000]    
       
         
           
               10  vehicle 
               12  longitudinal beam 
               14  transverse beam 
               16  frame 
               18  driver&#39;s cab 
               20  axles of the front wheels 
               22  front wheels 
               24  rear axles 
               26  rear wheels 
               28  rotational speed sensor 
               30  sensor module 
               32  position on the transverse beam 
               34  position on the longitudinal beam 
               36  longitudinal axis of the sensor module 
               38  step for detecting accelerated straight-ahead travel 
               40  step for detecting a correct installation position 
               42  step for detecting an incorrect installation position 
               44  signal for correct installation 
               46  signal for incorrect installation 
               48  step for detecting non-accelerated cornering 
               50  step for detecting a correct installation position 
               52  step for detecting an incorrect installation position 
               54  signal for correct installation 
               56  signal for incorrect installation 
           
         
       
     
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0057]      FIG. 1  is a simplified schematic plan view of a vehicle  10 , which is preferably a utility vehicle, and, in the exemplary embodiment, a tractive unit. Vehicle  10  has a plurality of longitudinal beams  12  and a plurality of transverse beams  14 , which together form a frame  16 . The frame  16  supports vehicle body structures, in particular the driver&#39;s cab  18 . In addition, the axles  20  of the front wheels  22  and one or more rear axles  24  with rear wheels  26  are also arranged at least indirectly. 
         [0058]    The vehicle  10  has a vehicle movement dynamics control system. This is a driving assistance system that, through selective braking of individual front wheels  22  or rear wheels  26 , counteracts any veering off of the vehicle  10 . Through selective braking of individual wheels of these wheels  22 ,  26 , the vehicle movement dynamics control system attempts to prevent the vehicle  10  from skidding. For this purpose, a steering angle sensor is provided that detects a steering angle request of the driver with respect to the desired direction of travel. In addition, the vehicle  10  has rotational speed sensors  28  on the wheels  22 ,  26 , which detect the rotational speeds of the individual wheels  22 ,  26 . 
         [0059]    In addition, a speed of the vehicle  10  can be obtained by using the rotational speed sensors. 
         [0060]    A sensor module  30  is advantageously installed on the frame  16 , either on one of the transverse beams  14  or on one of the longitudinal beams  12 . According to  FIG. 1 , the sensor module  30  is installed at a position  32  on a transverse beam  14 . However, it can also be installed at a position  34  on a longitudinal beam. A reason for this may be that both the longitudinal beams  12  and the transverse beams  14  have a (standard) hole matrix with respectively identical distances between the holes into which the sensor module  30  can be screwed. The sensor module can, however, also be installed on brackets, which also permit different installation positions. 
         [0061]    The sensor module  30  can therefore be installed with its longitudinal axis  36  transversely in the vehicle, as would be the case with position  32 . The sensor module  30  can, however, also be installed longitudinally in the vehicle, as is represented by position  34 . This orientation does not lend itself to being interchanged randomly since the sensor module has at least one yaw rate sensor and one transverse acceleration sensor for measuring a module transverse acceleration transversely with respect to the longitudinal axis  36  of the sensor module  30  and a longitudinal acceleration sensor for measuring a module longitudinal acceleration in the direction of the longitudinal axis  36  of the sensor module  30 . If the longitudinal axis  36  of the sensor module  30  is oriented in the longitudinal direction of the vehicle  10 , the longitudinal acceleration sensor measures a longitudinal acceleration of the vehicle  10 , and the transverse acceleration sensor measures a transverse acceleration of the vehicle  10 . However, if the sensor module  30  is installed, for example, at the position  34  on a longitudinal beam  12 , the longitudinal acceleration sensor measures a transverse acceleration of the vehicle  10  and the transverse acceleration sensor measures a longitudinal acceleration of the vehicle  10 . 
         [0062]    The sensor module  30  can also have a further acceleration sensor for measuring a vertical acceleration of the sensor module. This, however, can be dispensed with for standard configurations of vehicle movement dynamics control systems. 
         [0063]    In addition, the sensor module  30  has a yaw rate sensor. The sensor module  30  can also have a rolling rate sensor and/or a pitching rate sensor. 
         [0064]    Interchanging installation positions  32 ,  34  can also cause incorrect values to be supplied by the rolling rate sensor and the pitching rate sensor. 
         [0065]    To determine the installation position of the sensor module  30 , the values measured by the sensors within the sensor module  30  are therefore compared with comparable variables, which are detected partially or completely outside the sensor module  30 . The vehicle longitudinal acceleration L sens  is calculated, for example, from the wheel speeds detected by the rotational speed sensors  28 . However, they can additionally or alternatively be calculated by means of position data of a satellite navigation system or by means of data of a vehicle-mounted radar system or measured by means of another acceleration sensor. The transverse acceleration of the vehicle  10  is calculated from the vehicle speed and the yaw rate. The yaw rate is obtained either with the yaw rate sensor of the sensor module  30  or with another yaw rate sensor. Since, with an installation position according to position  32  and with an installation position according to position  34 , both will obtain a yaw rate of the vehicle that is essentially the same in both cases, this yaw rate can also be used to calculate the vehicle transverse acceleration T yaw . Additionally or alternatively, the vehicle transverse acceleration can be measured by means of a further acceleration sensor and/or calculated from the wheel speeds. 
         [0066]    In this way, a module longitudinal acceleration L sens  is measured by means of the sensor module  30 . In addition, in this way, a module transverse acceleration T sens  is measured by means of the sensor module  30 . 
         [0067]    Also, the calculated or measured vehicle longitudinal acceleration L wheel  and the calculated or measured vehicle transverse acceleration T yaw  are obtained. 
         [0068]      FIG. 2  illustrates schematically how these measured variables of the module longitudinal acceleration L sens , and module transverse acceleration T sens  can be combined with the calculated or measured variables of the vehicle longitudinal acceleration L wheel  or vehicle transverse acceleration T yaw  in order to detect the installation position of the sensor module  30 . Overall, four possibilities of combining the measured accelerations with the calculated accelerations are obtained. 
         [0069]    Firstly, in the case of non-accelerated cornering, the measured module longitudinal acceleration L sens  can be compared with the calculated or measured vehicle transverse acceleration T yaw . If the measured module longitudinal acceleration L sens  corresponds essentially to the calculated or measured vehicle transverse acceleration T yaw , it is possible to infer therefrom that the longitudinal axis  36  of the control module  30  is oriented transversely with respect to the vehicle longitudinal axis. Since the acceleration values obtained will not correspond precisely, a degree of correspondence of the acceleration values is detected. If this degree of correspondence exceeds a predetermined threshold, the installation position of the sensor module  30  is detected such that the longitudinal axis  36  of the control module  30  is oriented transversely with respect to the vehicle  10 . This comparison is carried out in the case of non-accelerated cornering. 
         [0070]    On the other hand, if a degree of correspondence for the correspondence of the measured module longitudinal acceleration L sens  and of the calculated or measured vehicle transverse acceleration T yaw  undershoots a predetermined threshold, it is determined that the longitudinal axis  36  of the sensor module  30  is oriented longitudinally with respect to the vehicle. 
         [0071]    In addition, in the case of non-accelerated cornering, the measured module transverse acceleration T sens  can be compared with the calculated or measured vehicle transverse acceleration T yaw  and the degree of correspondence of these two acceleration values can be detected. If the degree of correspondence exceeds a predetermined threshold, the installation position of the sensor module  30  is detected such that its longitudinal axis  36  is oriented longitudinally with respect to the vehicle  10 . On the other hand, if the degree of correspondence undershoots a predetermined threshold, the installation position of the sensor module  30  is detected such that its longitudinal axis  36  is oriented transversely with respect to the vehicle. 
         [0072]    During accelerated straight-ahead travel, the measured module transverse acceleration T sens  can be compared with the calculated or measured vehicle longitudinal acceleration L wheel . If these acceleration values correspond essentially, i.e., the degree of correspondence between these acceleration values exceeds a predetermined threshold, the longitudinal axis  36  of the sensor module  30  is detected as oriented transversely with respect to the vehicle  10 . However, if the degree of correspondence undershoots a predetermined threshold, the installation position of the sensor module  30  is detected as being such that the longitudinal axis  36  of the sensor module is oriented longitudinally with respect to the vehicle  10 . 
         [0073]    In addition, during accelerated straight-ahead travel, the measured module longitudinal acceleration L sens  can be compared with the calculated or measured vehicle longitudinal acceleration L wheel . If these acceleration values correspond essentially, i.e., if the degree of correspondence between these acceleration values exceeds a predetermined threshold, the longitudinal axis  36  of the sensor module  30  is detected as oriented longitudinally with respect to the vehicle  10 . However, if the degree of correspondence undershoots a predetermined threshold, the installation position of the sensor module  30  is detected as being such that the longitudinal axis  36  of the sensor module  30  is oriented transversely with respect to the vehicle  10 . 
         [0074]    The differentiation between non-accelerated cornering or accelerated straight-ahead travel can be obtained from the yaw rate and the wheel speeds. In this context, threshold values, which have to be exceeded for a calculated or measured vehicle longitudinal acceleration L wheel  or a calculated or measured vehicle transverse acceleration T yaw  to be considered significant, are detected. 
         [0075]      FIG. 3  is a flowchart illustrating a method for determining the installation position of a sensor module in a vehicle according to an embodiment of the present invention. In step  38 , a determination is made as to whether accelerated straight-ahead travel is occurring. For this purpose, a check is made as to whether the absolute value of the calculated or measured vehicle longitudinal acceleration L wheel  is higher than an upper longitudinal acceleration threshold value SWL wheel O and, at the same time, whether the absolute value of the calculated or measured vehicle transverse acceleration T yaw  is smaller than a lower transverse acceleration threshold value SWT yaw U or is equal to zero. If these two conditions are met, the process moves to step  40  where a determination is made as to whether the sensor module  30  is installed as assumed. For this purpose, a check is made as to whether the absolute value of the measured module longitudinal acceleration L sens  is larger than an upper longitudinal acceleration threshold value SWL sens O. In addition, a determination is made as to whether the absolute value of the measured module transverse acceleration T sens  is smaller than a lower transverse acceleration threshold value. Finally, a degree of correspondence between the measured module longitudinal acceleration L sens  with the calculated or measured vehicle longitudinal acceleration L wheel  is obtained by forming differences between these two variables and forming the absolute value. If the difference between the two variables is small in absolute value, the degree of correspondence is large. This is detected because the difference is below a lower longitudinal acceleration difference threshold value SWL diff U. 
         [0076]    If each of the interrogations in step  38  is answerable in the affirmative, the sensor module  30  is correctly installed and the longitudinal axis  36  of the sensor module  30  is oriented longitudinally with respect to the vehicle  10 . 
         [0077]    If all the interrogations in step  38  can be answered in the affirmative, and therefore accelerated straight-ahead travel is detected, the process moves to step  42  where a determination is made as to whether the installation position corresponds to the assumed installation position. This includes determining whether the absolute value of the measured module longitudinal acceleration L sens  is smaller than a lower longitudinal acceleration threshold value SWL sens U and whether the absolute value of the measured module transverse acceleration T sens  is larger than an upper transverse acceleration threshold value SWT sens O. In addition, the degree of correspondence between the measured module longitudinal acceleration L sens  and the calculated or measured vehicle longitudinal acceleration L wheel  is obtained. For this purpose, the difference in absolute value between the two longitudinal acceleration values is obtained and checked as to whether it exceeds an upper longitudinal acceleration differential threshold value SWL diff O. If these three interrogations are answerable in the affirmative, the sensor module  30  is detected as not being installed as assumed, and as having its longitudinal axis  36  installed transversely with respect to the vehicle. 
         [0078]    The result of the evaluations in steps  40  and  42  is displayed, if appropriate, in steps  44  and  46 . In step  44 , a signal is generated for this purpose, which indicates that the installation position corresponds to the assumed installation position. In step  46 , an error signal is correspondingly generated, which indicates that the installation position does not correspond to the assumed installation position. 
         [0079]    If the conditions mentioned above in steps  40  and  42  are not met, step  38  is revisited. 
         [0080]    If a condition in step  38  is not met, i.e., no accelerated straight-ahead travel is occurring, a check is made as to whether, if appropriate, non-accelerated cornering is occurring. For this purpose, in step  48 , a determination is made as to whether the calculated vehicle longitudinal acceleration L wheel  is smaller in absolute value than a lower longitudinal acceleration threshold value SWL wheel U. In addition, in step  48 , a determination is made as to whether the calculated or measured vehicle transverse acceleration T yaw  is larger in absolute value than an upper transverse acceleration threshold value SWT yaw O. If both checks are answerable in the affirmative, non-accelerated cornering is detected. In this case, the process moves to step  50  and to step  52 . 
         [0081]    In step  50 , a determination is made as to whether the sensor module  30  has been installed in the correct installation position, i.e., as assumed, that is, with its longitudinal axis  36  longitudinally with respect to the vehicle. In step  52 , a determination is made as to whether the sensor module  30  has not been installed in the assumed installation position, i.e., has been installed with its longitudinal axis  36  transversely with respect to the vehicle. 
         [0082]    In step  48 , a check is made as to whether the measured module longitudinal acceleration L sens  is smaller in absolute value than a lower longitudinal acceleration threshold value SWL sens U. In addition, a determination is made as to whether the measured module transverse acceleration T sens  is larger in absolute value than an upper transverse acceleration threshold value SWT sens O. Finally, the degree of correspondence between the measured module transverse acceleration T sens  and the calculated or measured vehicle transverse acceleration T yaw  is obtained by determining whether the difference therebetween is smaller in absolute value than a lower transverse acceleration differential threshold value SWT diff U. If this difference is smaller in absolute value than this threshold value, a high degree of correspondence between the two transverse acceleration values is present. If these three interrogations are each answerable in the affirmative, in step  54 , a signal is generated to the effect that the installation position of the sensor module  30  corresponds to the assumed installation position. 
         [0083]    On the other hand, if one of the interrogations in block  50  is answerable in the negative, step  38  is revisited. 
         [0084]    In step  52 , a determination is made as to whether the installation position of the sensor module  30  does not correspond to the assumed installation position. For this purpose, a check is made as to whether the measured module longitudinal acceleration L sens  is larger in absolute value than an upper longitudinal acceleration threshold value SWL sens O. In addition, a determination is made as to whether the measured module transverse acceleration T sens  is smaller in absolute value than a lower transverse acceleration threshold value SWT sens U. 
         [0085]    Finally, a determination is made as to whether the difference between the measured module transverse acceleration T sens  and the calculated or measured vehicle transverse acceleration T yaw  is larger in absolute value than a lower transverse acceleration differential threshold value SWT diff U. 
         [0086]    If the above interrogations in step  52  are answerable in the affirmative, the installation position of the sensor module  30  is detected as not corresponding to the assumed installation position, and, in step  56 , a signal is generated to the effect that the installation does not correspond to the setpoint prescription. 
         [0087]    If in step  52  one of the interrogations is answerable in the negative, step  38  is revisited. 
         [0088]    With reference to  FIG. 3 , it has been explained, by means of steps  44  and  54 , that the installation position corresponds to the assumed installation position. However, it is also alternatively possible to detect in these steps that the installation position of the sensor module  30  is such that the longitudinal axis  36  of the sensor module  30  is oriented longitudinally with respect to the vehicle  10 . 
         [0089]    In a corresponding way, in steps  46  and  56 , it is possible to detect that the installation position does not correspond to the assumed installation position. However, it is also alternatively possible in these steps to detect that the installation position of the sensor module  30  is such that its longitudinal axis is not oriented longitudinally but rather transversely with respect to the vehicle. By comparing the specific installation position with a setpoint installation position, which has already been detected, it is possible to generate an error signal. This error signal can advantageously be output as an acoustic, visual and/or haptic warning signal in the driver&#39;s cab. The driver can therefore be warned that the vehicle movement dynamics control system could be operating incorrectly. The driver is therefore enabled to switch off the functions of the vehicle movement dynamics control system. However, alternatively or additionally, the error signal can also be used to switch off the functions of the vehicle movement dynamics control system automatically in order thereby to avoid incorrect interventions by the vehicle movement dynamics control system. 
         [0090]    This detected information relating to the installation position or orientation of the longitudinal axis  36  of the sensor module  30  can be stored in the sensor module or in the vehicle movement dynamics control system in an initialization mode, for example as soon as the vehicle leaves the production line, for the rest of the vehicle&#39;s life. It is therefore possible to use the same type of sensor module both for transversely installed and for longitudinally installed sensor modules without parameterization being necessary. This is advantageous with respect to increasing the numbers of identical sensor modules or vehicle movement dynamics control systems, and therefore with respect to reducing the manufacturing costs. 
         [0091]    Accordingly, it should be appreciated that the present invention permits simple detection of the installation position of a sensor module of a vehicle movement dynamics control system, specifically including with regard to whether the sensor module is installed with its longitudinal axis longitudinally or transversely in the vehicle. 
         [0092]    It will thus be seen that the objects set forth above, among those made apparent from the preceding description, are efficiently attained, and since certain changes may be made without departing from the spirit and scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. 
         [0093]    It is also to be understood that the following claims are intended to cover all of the generic and specific features of the invention herein described and all statements of the scope of the invention that, as a matter of language, might be said to fall therebetween.