CN112440652A

CN112440652A - Method and apparatus for damping roll of a structure of a vehicle

Info

Publication number: CN112440652A
Application number: CN202010915672.0A
Authority: CN
Inventors: P·尼迈耶; M·贝尔; J·海牙; M·瑞德
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2019-09-03
Filing date: 2020-09-03
Publication date: 2021-03-05
Also published as: DE102019213268A1

Abstract

A method for damping roll of a structure (104) of a vehicle (100) includes the steps of: providing an anti-roll torque signal (126) representing an anti-roll torque (110) for damping roll motion of the structure (104) relative to the horizon (105); or providing a further anti-roll moment signal (128), the further anti-roll moment signal representing a further anti-roll moment (112) for damping a roll motion of the structure (104) relative to the ground.

Description

Method and apparatus for damping roll of a structure of a vehicle

Technical Field

The invention relates to a method and a device for damping the rolling of a structure of a vehicle.

Background

When driving in a curve or an uneven lane, the vehicle may roll. A stabilizer may be used to reduce this roll.

Disclosure of Invention

Against this background, the present invention provides an improved method and an improved apparatus for damping the roll of a structure of a vehicle. Advantageous embodiments result from the following description.

The roll of the vehicle can be damped relative to the horizon or relative to the ground. Depending on the circumstances, one form or another of damping may be advantageous. "horizontal" is to be understood as an artificial horizontal plane.

A method for damping a roll of a structure of a vehicle, comprising the steps of:

providing an anti-roll moment signal representing an anti-roll moment for damping roll motion of the structure relative to a horizontal line; or providing a further anti-roll moment signal representing a further anti-roll moment for damping roll movements of the structure relative to the ground.

The vehicle may be a land vehicle, such as a passenger or load-carrying motor vehicle. The "structure" may be a body of a vehicle. "roll" may be understood as a rotational movement of the structure about the longitudinal axis of the vehicle. During rolling, a roll moment may act on a separate axle of the vehicle. The "axles" may be the front and rear axles of the vehicle. The roll can be counteracted by a suitable counter moment, which can be generated, for example, by a stabilizer device of the vehicle or by the co-action of stabilizer devices assigned to individual axles of the vehicle. As stabilizer means, known active stabilizers can be used, which comprise, for example, torsion bar springs or adjustable spring systems assigned to the wheels. By means of the mentioned anti-roll moment, the roll of the structure of the vehicle with respect to the horizon can be damped. This is also known as the Skyhook (Skyhook) method. By means of the additional anti-roll moment mentioned, it is possible to damp the roll of the structure of the vehicle relative to the ground. This is also known as the ground hook (grouthok) method. By damping, roll can be reduced or eliminated. The "rolling movement of the structure" may be, for example, a rolling speed or a rolling acceleration or a movement signal (based on which a rolling movement can be deduced).

Advantageously, as a further step, the method comprises determining a quality of a roll signal representing a roll motion of the structure relative to a horizontal line, wherein the anti-roll moment signal is provided in dependence on the quality of the roll signal. In this way, it is advantageously possible to select, depending on the quality of the roll signal, in which way the anti-roll moment signal is provided, in particular whether this anti-roll moment signal is used to damp the roll movement of the structure relative to the horizontal (skyhook) or to damp the roll movement of the structure relative to the ground (ground-hook).

The manner in which the anti-roll moment signal is provided may be chosen differently. It is conceivable that the selection is made, for example, manually by the driver, or automatically (depending in particular on the quality of the roll signal). Independently of this, the selection can preferably also be changed during the driving operation of the vehicle, i.e. a change can be made between the previously mentioned skyhook method and the previously mentioned ground-hook method. It is therefore advantageous if the type of provision of the anti-roll moment signal, in particular whether the anti-roll moment signal represents an anti-roll moment for damping a roll movement of the structure relative to the horizon or an anti-roll moment for damping a roll movement of the structure relative to the ground, can be varied during driving operation of the motor vehicle.

The quality may be determined using a suitable determination method. "quality" can be understood, for example, as a signal merit or a signal-to-noise ratio of the roll signal. For example, the "quality" may be a magnitude of a probability that there is actually a roll motion indicated by the roll signal. For example, if there is a higher quality roll signal, an anti-roll torque signal may be provided for damping the roll relative to the horizon. In contrast, if there is a roll signal of lower quality, a further anti-roll torque signal for damping the roll relative to the ground may be provided. In this way, either damping with respect to the horizon or damping with respect to the ground can be performed depending on the quality of the roll signal used as a basis for damping.

For example, in the step of providing, if the quality is greater than a threshold value, the anti-roll moment signal can be provided; and if the quality is less than the threshold value, the further anti-roll moment signal can be provided. In this way, either damping with respect to the horizon or damping with respect to the ground can be selected by a simple threshold comparison.

Here, in the providing step, the anti-roll moment signal may be provided using the roll signal. In this way, a signal that is already present anyway can be enabled.

For example, in the step of providing, the anti-roll moment signal may be provided using a proportionality coefficient defining a proportion between roll motion (e.g., roll acceleration of the structure) and the anti-roll moment. In this way, if the roll motion increases, the anti-roll moment can be increased; and if the roll motion is reduced, the anti-roll moment can be reduced.

The method may comprise the step of determining the roll signal using a sensor signal representing a signal detected by a roll speed sensor and/or a roll acceleration sensor and/or at least one vertical acceleration sensor of the vehicle. Thus, the "roll signal" may be a signal provided directly by the sensor or a pre-processed signal. In this way, the roll signal may be based on different sensor signals depending on the sensor arrangement of the vehicle. In this case, it is possible to implement more cost-effectively using a vertical acceleration sensor instead of using a sensor that directly detects a roll movement.

In the step of providing, a further roll signal may be used to provide the further anti-roll moment signal, the further roll signal being indicative of a roll motion of the structure relative to the ground. The further roll signal may be read in parallel with the roll signal; or the further roll signal is read only if the quality of the roll signal is deemed insufficient. If the roll signal and the further roll signal are read continuously, it is possible to switch very quickly between damping with respect to the horizontal line and damping with respect to the ground.

For example, the method may comprise the step of determining the further roll signal using a sensor signal representing a wheel motion of at least one wheel of the vehicle. Such sensor signals may be provided by at least one wheel motion sensor of the vehicle, for example.

According to one specific embodiment, in the step of providing, depending on a driving state signal which is indicative of a driving state of the vehicle, either the anti-roll torque signal or the further anti-roll torque signal can be provided. For example, the driving state signal may indicate a lateral acceleration and/or a longitudinal acceleration of the vehicle. In this way, depending on the current driving state, it is possible to select whether damping is applied to the horizon or to the ground, independently of the merit value of the roll signal. This may be advantageous, for example, if a two-lane change is recognized as a driving state.

The driving state signal can also be used to adapt the anti-roll torque signal or a further anti-roll torque signal. In this way, the damping intensity can be adapted, for example, as a function of the current driving situation.

Advantageously, the steps of the corresponding method may be performed using a device for damping the roll of a structure of a vehicle. To this end, the device may for example comprise a determination means and a provision means. Such a device may be an electronic instrument which processes electronic signals (e.g. sensor signals) and outputs a control signal depending on these electronic signals. The device may have one or more suitable interfaces, which may be designed as hardware-oriented and/or software-oriented. In a hardware-wise design, the interface may be, for example, part of an integrated circuit that implements the functionality of the device. The interface may also be an inherently integrated circuit or be at least partially formed from discrete components. In software-oriented designs, the interfaces may be software modules that reside, for example, on a microcontroller, among other software modules. According to different embodiments, the device may comprise or be coupled with a corresponding stabilizer means. Correspondingly, the apparatus may comprise one or more sensor means and/or processing means for providing the roll signal and optionally further roll signals and/or status signals, or an interface with corresponding means.

Also advantageous is a computer program product having a program code which can be stored on a machine-readable carrier, for example a semiconductor memory, a hard disk memory or an optical memory, and which, when the program is implemented on a computer or a device, is used to carry out the methods of the embodiments described above.

Drawings

The invention is explained in more detail by way of example with the aid of the accompanying drawings. In the drawings:

fig. 1 shows a schematic view of a vehicle with an arrangement for damping a roll of a structure of the vehicle according to an embodiment;

FIG. 2 shows a schematic view of a vehicle having an apparatus for damping roll of a structure of the vehicle according to one embodiment; and is

FIG. 3 illustrates a flow diagram of a method for damping roll of a structure of a vehicle, according to one embodiment.

Detailed Description

In the following description of the preferred embodiments of the invention, elements shown in different figures and functioning similarly are given the same or similar reference numerals, wherein a repetitive description of these elements is omitted.

Fig. 1 shows a schematic view of a vehicle 100 having an apparatus 102 for damping a roll of a structure 104 of the vehicle 100 according to an embodiment. The vehicle 100 is illustratively embodied as a two-axle vehicle 100 having two axles 106 each having two wheels 108.

The vehicle 100 has a lateral axis, a longitudinal axis, and a vertical axis. The longitudinal axis is here oriented transversely to the vehicle axle 106. When the structure 104 of the vehicle 100 generates a roll (e.g., due to cornering), the structure 104 executes a rolling motion in the form of a rotational motion about a longitudinal axis. The rolling moment generated here is distributed over the two axles 106.

The device 102 is designed to damp, i.e., reduce or eliminate, roll of the structure 104 and thus the vehicle 100. To this end, either an anti-roll moment 110 is generated, which damps the roll of the structure 104 relative to the horizon 105; or an additional anti-roll moment 112 that dampens the roll of the structure 104 relative to the ground.

Damping with respect to the horizon 105 enables a steady position (ruhighstellung) of the structure 104 to be achieved independently of the state of the ground on which the vehicle is running. This can be compared to the connection of the structure to a fixed "Skyhook" (Skyhook) during travel. According to an embodiment, the horizontal line 105 may be understood as a straight line above the vehicle 100. The horizontal line 105 may correspond to a mathematical horizontal line 105 if the vehicle 100 is traveling on a horizontal plane. Alternatively, other horizontal line definitions may be used, such as a hypothetical natural horizontal line.

The device 102 comprises a providing means 120 designed to: depending on the quality 122 of the roll signal 124, either an anti-roll moment signal 126 is provided, which represents the anti-roll moment 110 for damping the roll movement of the structure 104 relative to the horizontal line 105; or to provide a further anti-roll moment signal 128 representing the further anti-roll moment 112 for damping the roll motion of the structure 104 relative to the ground.

For example, the provision device 120 is designed for providing the anti-roll moment signal 126 or the further anti-roll moment signal 128 to a stabilizer device 130, which is designed for generating the anti-roll moment 110 in a manner controlled by the anti-roll moment signal 126 and for generating the further anti-roll moment 112 in a manner controlled by the further anti-roll moment signal 128. The stabilizer device 130 includes, for example, one or more active stabilizers. Here, known active stabilizers assigned to, for example, the axles 106 or the wheels 108 can be activated.

According to the illustrated embodiment, the device 102 comprises a determination means 132 which is designed for determining the quality 122 of the roll signal 124 and providing it to the providing means 120. Here, the quality 122 may be either an absolute quality value or a quality level (e.g., good or bad). For example, if the signal figure of merit of the roll signal 124 is greater than a threshold, the quality may be referred to as being good; and if the signal figure of merit is less than the threshold, the quality may be referred to as bad. The "signal figure of merit" may relate to a suitable characteristic of the roll signal 124, for example to a signal-to-noise ratio or a signal strength. Alternatively, the quality 122 is determined directly by the providing means 120. Irrespective of whether the quality 122 is defined as a quality value or as a quality level, the providing means 120 is designed, for example, to: if the quality 122 is greater than the threshold, then an anti-roll torque signal 126 is provided; and if the quality is less than the threshold, an additional anti-roll torque signal 128 is provided.

The roll signal 124 represents the roll motion of the structure 104 relative to the horizon 105. Since the anti-roll moment signal 126 is used to seek to damp the structure 104 relative to the horizon 105, the providing means 120 is designed according to one embodiment to use the roll signal 124 to provide the anti-roll moment signal 126. Here, the anti-roll torque signal 126 is generated from the roll signal 124, for example, using a look-up table or assignment rule. For example, the anti-roll moment signal 126 is generated such that there is a proportion between the anti-roll moment 110 and the roll motion of the structure 104 relative to the horizon 105. For example, a predetermined scaling factor is used in order to achieve a change in the anti-roll moment 110 when a change in the roll motion is recognized.

The roll signal 124 is provided by a signal determination device 134. According to various embodiments, the signal determination device 134 is designed to determine the roll signal 124 directly or by signal processing from at least one sensor signal. The roll signal 124 may correspond to a directly sensed sensor signal if the signal determining means 134 comprises a roll-speed sensor 136 for sensing the roll speed of the structure 104 and/or a roll-acceleration sensor 138 for sensing the roll acceleration of the structure 104. If the signal determination device 134 includes at least one vertical acceleration sensor 140 for sensing at least one vertical acceleration of the structure 104, the roll signal 124 may be determined from the sensor signal of the vertical acceleration sensor 140. Thus, the signal determining device 134 may determine the roll signal 124 in different ways depending on the sensor device installed in the vehicle 100. Here, known methods for determining the roll motion of the structure 104 may be enabled.

According to one embodiment, the providing means 120 is designed to use the further roll signal 142 to provide a further anti-roll moment signal 128, which is indicative of a roll movement of the structure 104 relative to the ground. The "ground" is understood to mean, for example, the lane in which the vehicle 100 is currently located. For example, the providing means 120 are designed to generate the further anti-roll moment signal 128 from the further roll signal 142 using a further look-up table or a further assignment rule.

According to one embodiment, the providing means 120 is designed to use a further roll signal 142 in addition to or instead of the roll signal 124 to provide the anti-roll moment signal 126.

According to one embodiment, the device 102 has a further signal determination means 144 which is designed to determine a further roll signal 142 on the basis of the wheel movement of the at least one wheel 108. For example, the further signal determination device 144 comprises at least one wheel motion sensor 146 assigned to one of the wheels 108, which is coupled with the respective wheel 108 in order to sense and provide the motion of the wheel 108 in the form of a respective sensor signal. For example, the wheel motion sensors 146 are designed to sense the position, velocity, and/or acceleration of the corresponding wheel 108. According to one embodiment, the signal determination device 144 comprises a plurality of wheel motion sensors 146, such that, for example, wheel motions of all wheels 108 can be sensed and used to determine the further roll signal 142.

According to one exemplary embodiment, the provision device 120 is designed to decide whether the anti-roll moment signal 126 or the further anti-roll moment signal 128 is provided depending on the driving state signal 148 and independently of the quality of the roll signal 124. The driving state signal 148 represents the driving state of the vehicle 100 and is provided, for example, by an arithmetic device 150. The arithmetic device 150 is designed, for example, to: the running state is calculated as the longitudinal acceleration and/or the lateral acceleration of the vehicle 100, or the running state is calculated using the longitudinal acceleration and/or the lateral acceleration. For example, the arithmetic device 150 is designed to: the type of the currently performed travel operation of the vehicle 100 is calculated as the travel state. The running operation is, for example, a single lane change or a two lane change of the vehicle 100. For example, the providing means 120 is designed to: depending on the driving state indicated by the driving state signal 148, the anti-roll torque signal 126 is always provided or the further anti-roll torque signal 128 is always provided.

According to one embodiment, the providing means 120 is designed to decide whether to provide the anti-roll moment signal 126 or the further anti-roll moment signal 128 also depending on the quality of the roll signal 124, whereas the magnitude of the anti-roll moment 110 or the further anti-roll moment 112 is adapted depending on the driving state signal 148. In this way, the amount of damping of the roll movement of the structure 104 can be adapted to the current driving situation. For example, the amount of damping may be selected during a braking operation indicated as the running state (unlike during running of the vehicle 100 at a constant speed).

The device 102 enables implementation of a method for damping roll motions of a vehicle. In this case, the skyhook concept can be transferred to a tilting movement. Advantageously, a skyhook solution and a floor-hook solution can be used here, for example in the control of active structural vibration dampers.

The described solution can be used, for example, in a vehicle 100 in the form of a passenger motor vehicle (PKW) equipped with two active roll stabilizing systems (also referred to as stabilizers). If the vehicle 100 is driving through an alternating, less frequent ground excitation zone (bodenangungen), the excitation of roll motion by the structure 104 (also referred to as a vehicle structure) due to the alternating, less frequent ground excitation zone can be avoided by the control strategy implemented by the apparatus 102. It is also possible here to combine an active roll stabilization system with a conventional (passive) stabilizer.

According to one embodiment, a structure roll motion is first detected. This occurs by using the structural roll velocity signal provided by the vehicle 100, or by a time integral of the structural roll acceleration signal provided by the vehicle 100, or by a model-based scaling from at least two structural vertical acceleration signals, or by a model-based scaling from four wheel motion variables (which for example indicate vertical wheel position, wheel velocity or wheel acceleration).

The structural roll velocity signal is provided, for example, using a roll velocity sensor 136, the structural roll acceleration signal is provided, for example, using a roll acceleration sensor 138, and the structural vertical acceleration signal is provided, for example, by two vertical acceleration sensors 140. Four wheel motion variables are provided by, for example, wheel motion sensors 146.

According to one embodiment, the skyhook scheme is used if the structure roll velocity signal, or the time integral of the structure roll acceleration signal, or the model-based scaling of the at least two structure vertical acceleration signals, or the at least two structure vertical acceleration signals (depending on which of these signals or which of these signals used to determine the roll motion of the structure 104 is used) has a sufficient signal figure of merit. In this case, a counter-moment 110 is provided, which is dependent, for example, on the roll speed of the structure 104 relative to the horizon 105 and which should damp the movement of the structure about the roll axis.

If the mentioned signal (i.e. the structure roll velocity signal, or the time integral of the structure roll acceleration signal, or the model-based scaling of the at least two structure vertical acceleration signals, or the at least two structure vertical acceleration signals) or the roll signal 104 does not have sufficient signal quality, the roll motion of the structure 104 relative to the ground is damped ("ground hook"). According to one embodiment, the further counter-moment 112 is not determined from the structural roll acceleration relative to the horizon 105, but from the relative roll acceleration between the structure 104 and the wheels 108 or the lane.

According to one embodiment, the counter moment 110 and/or the further anti-roll moment 112 is/are chosen to be proportional to the roll acceleration. If necessary, in a further embodiment a torque is selected which is dependent on a further input (for example the driving speed). To this end, the status signal 148 may be included, for example, in the provision of the counter moment 110 and/or the further counter roll moment 112.

Fig. 2 shows a schematic view of a vehicle 100 having an apparatus 102 for damping a roll of a structure 104 of the vehicle 100 according to an embodiment. The exemplary embodiment can be an exemplary embodiment of a vehicle described with reference to fig. 1. The pure schematic view shows a cross section through the vehicle 100 along the vertical and lateral axes of the vehicle 100. The vehicle 100 is located on the ground 200, which is here a driveway.

One of the axles 106 of the vehicle is shown with a stabilizer 210, which may be part of the stabilizer arrangement mentioned with the aid of fig. 1. The stabilizer 210 is realized as a two-part torsion bar with a first stabilizer element 211 and a second stabilizer element 212. Here, one end of the first stabilizer element 211 is connected with a first wheel suspension element 213 of the vehicle 100, and one end of the second stabilizer element 212 is connected with a second wheel suspension element 214 of the vehicle 100. The ends of the

stabilizer elements

211, 212 are embodied here as arms (preferably bent or curved approximately in the direction of travel), which are connected to the

wheel suspension elements

213, 214 by means of articulated pivot struts 217, 218, respectively. The

wheel suspension elements

213, 214 are, for example, oppositely arranged transverse links of the vehicle 100. The

stabilizer elements

212, 213 are each fastened to the chassis or to the structure 104 in the form of the body of the vehicle 100 by means of a structural support 219 which can rotate about a common axis of rotation D-D. The axis of rotation D-D here corresponds exemplarily to a transverse axis of the vehicle 100.

The ends of the

stabilizer elements

211, 213 which are each directed toward the vehicle center of the vehicle 100 are mechanically coupled to at least one electric motor of the three-phase drive 220, which serves as an actuator. The three-phase drive 220 is designed such that: the

stabilizer elements

211, 212 are rotated in opposite directions about the rotational axis D-D using control signals, such as the anti-roll moment signal 126 and the further anti-roll moment signal 128 or signals derived therefrom. Here, the control signal represents, for example, a signal calculated based on field-oriented control (field-oriented regalling). The

wheel suspension elements

213, 214 are moved by rotating the

stabilizer elements

211, 212 in opposite directions and can counteract the roll of the vehicle body (for example during cornering). According to one embodiment, the vehicle 100 is equipped with a device 102 which is connected to the three-phase drive 220 and is designed to provide control signals.

FIG. 3 illustrates a flow diagram of a method for damping roll of a structure of a vehicle, according to one embodiment. The method can be carried out, for example, using the apparatus shown with the aid of fig. 1.

The method comprises the following steps: a step 301 in which the quality of a roll signal is determined, the roll signal being indicative of a roll movement of a structure relative to a horizontal line; and a step 303, in which, depending on the quality of the roll signal, an anti-roll moment signal is provided, which represents an anti-roll moment for damping a roll movement of the structure relative to the horizontal, or a further anti-roll moment signal is provided, which represents a further anti-roll moment for damping a roll movement of the structure relative to the ground.

The roll signal can be read or determined. Optionally, in step 305, the roll signal is determined, for example using the sensor signal or as the sensor signal. The sensor signal corresponds to a signal detected by a roll speed sensor and/or a roll acceleration sensor and/or at least one vertical acceleration sensor of the vehicle, for example.

Optionally, the method comprises a step 307 in which a further roll signal is determined using a sensor signal, which sensor signal is indicative of a wheel movement of at least one wheel of the vehicle. For example, four sensor signals are used to determine further roll signals, which sensor signals are provided by wheel motion sensors of the vehicle. Here, a wheel movement sensor can be assigned to each wheel of the vehicle.

Optionally, the method comprises a step 309 of computing a driving state signal representing a driving state of the vehicle, which driving state signal can be used in step 303 to provide the anti-roll moment signal or a further anti-roll moment signal.

List of reference numerals

100 vehicle

102 device

104 structure

105 horizon

106 axle

108 wheels

110 moment of anti-roll

112 additional anti-roll moment

120 providing device

122 quality

124 roll signal

126 anti-roll moment signal

128 additional anti-roll moment signal

130 stabilizer device

132 determination device

134 signal determination device

136 roll velocity sensor

138 roll acceleration sensor

140 vertical acceleration sensor

142 additional roll signal

144 signal determination device

146 wheel motion sensor

148 status signal

150 arithmetic device

200 ground

210 stabilizer

211 first stabilizer element

212 second stabilizer element

213 first wheel suspension element

214 second wheel suspension element

217 first oscillating strut

218 second swing post

219 structural support

220 three-phase driving device

301 step of determining quality

303 is provided

305 determining a roll signal

307 step of determining a further roll signal

309 step of operation

Claims

1. A method for damping a roll of a structure (104) of a vehicle (100), wherein the method comprises the steps of:

providing (303) an anti-roll moment signal (126) representing an anti-roll moment (110) for damping a roll motion of the structure (104) relative to a horizontal line (105); or providing a further anti-roll moment signal (128) representing a further anti-roll moment (112) for damping a roll motion of the structure (104) relative to the ground (200).

2. Method according to claim 1, characterized in that it comprises the further steps of:

determining (301) a quality (122) of a roll signal (124), the roll signal being representative of a roll motion of the structure (104) relative to a horizontal line (105), wherein the anti-roll moment signal (126) is provided in dependence on the quality (122) of the roll signal (124).

3. The method according to claim 2, characterized in that the type of providing the anti-roll moment signal (126) can be varied during driving operation of the vehicle, in particular whether the anti-roll moment signal represents an anti-roll moment (110) for damping a roll movement of the structure (104) relative to a horizontal line (105) or whether the anti-roll moment signal represents an anti-roll moment for damping a roll movement of the structure relative to a ground (200).

4. A method according to claim 2 or 3, characterized in that in the step of providing (303), if the quality (122) is larger than a threshold value, the anti-roll moment signal (126) is provided; and providing the further anti-roll moment signal (128) if the quality (122) is less than the threshold value.

5. The method according to one of the preceding claims, characterized in that in the step of providing (305) the roll signal (124) is used to provide the anti-roll moment signal (126).

6. The method according to claim 5, characterized in that in the step of providing (303), the anti-roll moment signal (126) is provided using a proportionality coefficient defining a proportionality between roll motion of the structure (104) and anti-roll moment (110).

7. Method according to one of the preceding claims, characterized by the step (305) of roll determining the signal (124) using a sensor signal representing a signal detected by a roll speed sensor (136) and/or a roll acceleration sensor (138) and/or at least one vertical acceleration sensor (140) of the vehicle (100).

8. The method according to one of the preceding claims, characterized in that in the step of providing (303), a further roll signal (142) is used for providing the further anti-roll moment signal (128), the further roll signal being representative of a roll movement of the structure (104) relative to the ground (200).

9. The method according to claim 8, characterized by the step (307) of determining the further roll signal (142) using a sensor signal representing a wheel movement of at least one wheel (108) of the vehicle (100).

10. Method according to one of the preceding claims, characterized in that in the step of providing (303), either the anti-roll moment signal (126) or the further anti-roll moment signal (128) is provided depending on a driving state signal (148) representing a driving state of the vehicle (100).

11. A device (102) adapted to implement and/or handle the steps of the method according to one of the preceding claims in a corresponding unit.

12. A computer program product having a program code stored on a machine-readable carrier for performing the method according to one of the preceding claims when the program is implemented on a device.