DE102017208045A1 - Roll stabilizer with sensors for state detection - Google Patents

Abstract

Proposed is a roll stabilizer (4) for a motor vehicle with two mutually about a longitudinal axis of the stabilizer (14) rotatably interconnected stabilizer parts (12, 13) and an actuator (26) for relative rotation of the two stabilizer parts (12, 13). According to the invention, the roll stabilizer (4) comprises at least one first sensor (33, 34) arranged in a first stabilizer section (37) of the first stabilizer part (12) and a second sensor (35) arranged in a second stabilizer section (38) of the second stabilizer part (13) , 36), by means of which in each case one, in particular static and / or dynamic, state of the associated stabilizer section (37, 38) of the respective associated stabilizer part (12, 13) can be detected.

Description

The present invention relates to a roll stabilizer for a motor vehicle according to the closer defined in the preamble of the independent claim.

From the DE 10 2009 028 386 A1 a stabilizer device for a motor vehicle is known, which comprises a housing arranged in an actuator for relative rotation of two stabilizer parts. The actuator includes a stator and a rotor. In order to be able to determine the current position of the rotor relative to the stator, the stabilizer device comprises a sensor device integrated in the housing. Furthermore, the stabilizer device comprises a second sensor device, which is likewise arranged in the housing of the stabilizer device. The second sensor device comprises a first part which is connected to the housing and a second part which is connected to the control device arranged in the housing. The control device has no direct connection to the housing and therefore experiences no torsional deformation in contrast to the housing when a torque is applied to the stabilizer device. By means of the second sensor device can thus be sensed a torsional deformation of the housing.

An object of the present invention is to further improve a roll stabilizer according to the aforementioned type.

The problem underlying the invention is solved by the features of the independent claim. Further advantageous embodiments will become apparent from the dependent claims and the drawings.

Proposed is a roll stabilizer for a motor vehicle with two mutually about a longitudinal axis of the stabilizer rotatably interconnected stabilizer parts. Furthermore, the roll stabilizer comprises an actuator for relative rotation of the two stabilizer parts. The roll stabilizer comprises at least a first sensor. This first sensor is arranged in a first stabilizer section of the first stabilizer part. Furthermore, the roll stabilizer comprises a second sensor. This second sensor is arranged in a second stabilizer section of the second stabilizer part. The at least one first and at least one second sensor is designed in such a way that by means of the latter in each case a current state of the associated stabilizer section of the respective associated stabilizer part can be detected. Preferably, the sensors are designed such that by means of these a static and / or dynamic state of the associated stabilizer portion of the respective associated stabilizer part can be detected. Preferably, the state of the sensory monitored stabilizer section may be described by torsion, flexure, position, orientation and / or motion. Advantageously, therefore, at least the sensory immediately monitored stabilizer sections and in particular over the two stabilizer parts can be monitored and her respective state can be determined. With the sensors can thus be determined preferably whether a stabilizer section moved out of a zero position, in particular translationally shifted and / or twisted is. Furthermore, it can preferably be determined whether one of the two stabilizer sections moves. Furthermore, it is also possible to make precise statements about the movement of the respective stabilizer section, for example, whether there is a uniform and / or accelerated movement. Advantageously, the influence of the roll stabilizer on the suspension of the motor vehicle as well as vice versa, the influence of the introduced via the suspension forces and / or moments analyzed on the roll stabilizer and evaluated to improve the handling and / or the results of a control device, such as an ESP Control unit and / or a control device of the roll stabilizer, be used to control a vehicle actuator.

It is advantageous if the first and second sensor are arranged symmetrically to each other.

It is also advantageous if at least one of the two sensors is designed in such a way that by means of the latter at least one position, orientation and / or movement of the associated stabilizer section can be detected. This position, orientation and / or movement is preferably detectable in relation to a reference object, in particular a mounting bearing of the roll stabilizer and / or a virtual coordinate system. In this way, it can be determined whether the stabilizer section, to which the respective sensor is assigned, is moved, how it is moved, how it is oriented and / or where it is located.

Furthermore, it is advantageous if at least one of the two sensors is designed such that by means of this a rotation angle, a rotational speed and / or a rotational acceleration can be detected. Preferably, such a trained sensor is arranged in particular in the region of a support of the roll stabilizer. Additionally or alternatively, it is advantageous if at least one of the two sensors is designed such that by means of this a linear movement, a linear velocity and / or a linear acceleration of the associated stabilizer section can be detected. One Such trained sensor is preferably arranged on a stabilizer end of the respective stabilizer part, in which the roll stabilizer is pivotally connected to a suspension.

It is advantageous if at least one of the two sensors is an inertial sensor, in particular an acceleration sensor and / or position sensor.

In an advantageous development, at least one of the two sensors is arranged outside a housing of the roll stabilizer. Advantageously, therefore, the position, orientation and / or movement of the roll stabilizer, in particular its stabilizer parts, relative to the vehicle, in particular a vehicle body, are detected.

Furthermore, it is advantageous if at least one of the two sensors is arranged in the region of a torsion bar spring element of the associated stabilizer part, in particular protruding from the housing. Advantageously, therefore, the condition of the two torsion bar spring elements, i. whose position, orientation and / or movement are detected. In this way, a conclusion about the position, orientation and / or movement of the roll stabilizer relative to a structure of the motor vehicle is possible.

It is also advantageous if the roll stabilizer is U-shaped and / or the two, in particular frontally protruding from the housing, torsion spring elements each have a along the longitudinal axis of the stabilizer extending longitudinal portion and / or extending transversely to the longitudinal axis of the stabilizer cross section. When installed, the longitudinal section of the roll stabilizer thus extends substantially in the transverse direction of the motor vehicle and / or the transverse section of the roll stabilizer substantially in the longitudinal direction of the motor vehicle. Preferably, the longitudinal sections of the two torsion spring elements and the housing are arranged one behind the other and rotatable about the common longitudinal axis of the stabilizer.

It is advantageous if at least one of the two sensors is arranged in the longitudinal section extending along the longitudinal axis of the stabilizer and / or in the transverse section of the associated torsion bar spring element extending transversely to the longitudinal axis of the stabilizer.

It is also advantageous if the two stabilizer parts, in particular in the region of their respective torsion bar spring element, are rotatably mounted in a respective mounting bearing about the longitudinal axis of the stabilizer. The body bearings therefore serve to support the roll stabilizer, in particular its torsion bar spring elements about the longitudinal axis of the stabilizer rotatably relative to the vehicle body.

In order in particular to be able to determine the state of the longitudinal section of the respective associated stabilizer part, it is advantageous if at least one of the two sensors is arranged in the region of one of the two supports. By means of the at least one body bearing the associated stabilizer part, in particular in the region of its torsion bar spring element, rotatably mounted about the longitudinal axis of the stabilizer.

Additionally or alternatively, it is advantageous if the two sensors, that is to say both the sensor assigned to the first stabilizer part and the second stabilizer part, are arranged in the region of a stabilizer end. Preferably, the roll stabilizer has at its respective stabilizer end a connecting joint, by means of which the roll stabilizer with a suspension element, preferably a pendulum support, a wheel suspension of the motor vehicle is rotatably articulated.

It is advantageous if at least one of the sensors is integrated in a bearing, in particular in one of the mounting bearings and / or one of the connecting joints, of the roll stabilizer. In this case, the respective sensor is preferably arranged protected inside a joint housing.

In an advantageous development of the invention, the roll stabilizer has a control device for controlling and / or regulating the actuator. Preferably, the control unit is designed such that by means of the latter, in particular based on a first sensor value detected by the first sensor and on the basis of a second sensor value detected by the second sensor, an actual torque of the roll stabilizer can be determined. Preferably, the actual moment is that moment that, taking into account all moments acting on the roll stabilizer and / or moments generated by the roll stabilizer, the actual actual torque is.

It is advantageous if the control device is embodied such that by means of the latter the first and second sensor values can be related to each other and / or a difference value can be determined, in particular estimated and / or calculated from these.

It is also advantageous if the control device is designed such that by means of this a rotation of the roll stabilizer about its longitudinal axis of the stabilizer, in particular relative to a stationary coordinate system and / or the vehicle body, can be determined.

In an advantageous embodiment of the invention, the control unit is designed such that by means of this, the cause of the rotation can be determined. Preferably, the control unit is designed such that it can determine whether the detected rotation is caused by the roll stabilizer itself, in particular its actuator and / or at least one of its torsion bar spring elements, or by an external force transmitted to the roll stabilizer from the designated wheel suspension element.

It is also advantageous if the control unit is embodied in such a way that it can be used to estimate and / or calculate a vertical height offset of at least one intended wheel carrier of the motor vehicle relative to the vehicle structure by means of the first and / or second sensor value.

It is advantageous if based on at least one sensor value, in particular by the offset of the two sensor values, a bearing force, a twisting angle, a rotational acceleration, an acceleration in a spatial direction and / or a wheel contact force can be determined.

• 1 eine schematische Rückansicht eines Fahrzeugs im Bereich einer Fahrzeugachse und
• 2 eine Draufsicht eines Wankstabilisators der Fahrzeugachse in schematischer Darstellung.

The invention is explained in more detail with reference to drawings. Show it:

• 1 a schematic rear view of a vehicle in the region of a vehicle axle and
• 2 a plan view of a roll stabilizer of the vehicle axle in a schematic representation.

1 shows a motor vehicle 1 , in particular a car, in a greatly simplified representation. According to the in 1 shown rear view, the motor vehicle 1 a vehicle axle 2 on. The vehicle axle 2 can be a front and / or rear axle. The vehicle axle 2 includes a vehicle body 3 , The vehicle construction 3 may be a body of the motor vehicle and / or a subframe. The vehicle axle 2 is formed to the vehicle central axis substantially axisymmetric. It includes two wheels 5 . 6 which are each rotatably mounted on a wheel carrier, not shown here. Furthermore, the vehicle axle includes 2 Wheel suspension elements, over which the respective wheel 5 . 6 directly or indirectly with the vehicle body 3 , in particular articulated, are connected. For clarity, is in 1 only one of these suspension elements 7 provided with a reference numeral.

The vehicle axle 2 includes at least one handlebar 8th . 9 about the respective wheel carrier so on the vehicle body 3 hinged is that the wheel 5 . 6 opposite the vehicle body 3 can move vertically. For suspension and / or damping of this vertical movement, the vehicle axle 2 a shock absorber 10 . 11 on. The shock absorber 10 . 11 may include a separate spring element and a separate damper element. Alternatively, however, these can also be combined in one component.

According to 1 includes the vehicle axle 2 furthermore a roll stabilizer 4 , The roll stabilizer 4 is presently designed as an active and / or electromechanical roll stabilizer. The roll stabilizer comprises two stabilizer parts 12 . 13 which are rotatably connected. The two stabilizer parts 12 . 13 are connected together in such a way that they are about a longitudinal axis 14 of the stabilizer are rotatable relative to each other. According to the in 1 illustrated installation position of the roll stabilizer 4 the longitudinal axis extends 14 of the stabilizer substantially in the vehicle transverse direction.

Furthermore, the roll stabilizer includes 4 two bodybuilders 15 . 16 , each one of the two stabilizer parts 12 . 13 rotatably store. The two stabilizer parts 12 . 13 are thus not only relative to each other, but also together around the longitudinal axis 14 the stabilizer rotatable. About the two Aufbaulager 15 . 16 is the roll stabilizer 4 rotatable on the vehicle body 3 , ie in particular hinged to the body and / or on the subframe.

According to 1 and 2 includes the roll stabilizer 4 a housing 17 , The housing 17 is in a central region of the roll stabilizer 4 arranged. Front side protrudes from the housing 17 in each case a torsion bar spring element 18 . 19 from. In the torsion bar spring element 18 . 19 it is preferably a curved tube, in particular of a spring steel. The construction warehouse 15 . 16 are in the range of the torsion bar spring elements according to the present embodiment 18 . 19 arranged. Furthermore, preferably one of the two torsion bar spring elements 18 . 19 , In this case, the first torsion bar spring element 18 , rotatably with the housing 17 connected. The other of the two torsion bar spring elements, in this case the second torsion bar spring element 19 , is rotatable inside the case 17 stored (see. 2 ). Alternatively, the housing could 17 also be divided into two, in which case each one of the two parts rotatably with the associated torsion bar spring element 18 . 19 is formed and / or connected.

According to 1 is the respective torsion bar spring element 18 . 19 at its respective stabilizer end 20 . 21 articulated with one of the suspension elements 7 connected. According to the present embodiment, the suspension elements are 7 as a pendulum support 22 . 23 executed. In particular for articulated connection with this pendulum support 22 . 23 has the roll stabilizer 4 at the respective stabilizer end 20 . 21 a connecting joint 24 . 25 , in particular a ball joint, on.

As in particular from 2 shows, the roll stabilizer includes 4 an actuator 26 , The actuator 26 is preferably an electric motor. Furthermore, this is inside the case 17 arranged. About the actuator 26 can the two stabilizer parts 12 . 13 against each other about the longitudinal axis 14 of the stabilizer to be twisted.

To control this relative rotation, the roll stabilizer 4 according to 2 Furthermore, a control unit 27 on. According to the present embodiment, it is an integrated control device 27 that in the case 17 is integrated. According to 2 includes the roll stabilizer 4 Furthermore, a transmission 28 which is also inside the case 17 is arranged. In the transmission 28 it is preferably a planetary gear. The control unit 27 thus controls the designed as an electric motor actuator 26 , in particular rotationally fixed to the housing 17 is connected, such that a torque across the transmission 28 on the second stabilizer part 13 is transmitted. This will be the second stabilizer part 13 relative to the first stabilizer part 12 twisted.

As in particular from 2 shows, the roll stabilizer 4 essentially a U-shape. So have the torsion bar elements 18 . 19 each a longitudinal section 29 . 30 on, extending along the longitudinal axis 14 extends. The housing 17 and the two longitudinal sections 29 . 30 Accordingly, they are arranged substantially one behind the other and / or coaxially with each other. Furthermore, the two torsion bar spring elements comprise 18 . 19 one transverse section each 31 . 32 which is transverse to the longitudinal axis 14 of the stabilizer and / or to the respective longitudinal section 29 . 30 extends. According to the in 1 shown mounting position, the transverse section extends 31 . 32 of the respective torsion bar spring element 18 . 19 thus substantially in the longitudinal direction of the motor vehicle 1 ,

According to 2 includes the roll stabilizer 4 at least a first sensor 33 . 34 and at least a second sensor 35 . 36 , each one of the two stabilizer parts 12 . 13 assigned. The sensors 33 . 34 . 35 . 36 are each in a stabilizer section 37 . 38 the respectively associated stabilizer part 12 . 13 arranged. By the term "first stabilizer section 37" below is a section of the first stabilizer part 12 , in particular of the first torsion bar spring element 18 , Are defined. According to the in 2 illustrated embodiment, two such first stabilizer sections 37 represented, in particular a first in the area of the first bodybuilder 15 and a second in the area of the first stabilizer end 20 , In an analogous manner, the term "second stabilizer section 28" of the second stabilizer part is also 13 to understand.

About the sensors 33 . 34 . 35 . 36 can each have a state of the associated stabilizer section 37 . 38 the respectively associated stabilizer part 12 . 13 be recorded. Accordingly, for example, a static state of the respective stabilizer section 37 . 38 be determined, ie where this stabilizer section 37 . 38 located relative to a coordinate system and / or how this is oriented to this coordinate system. Additionally or alternatively, via the sensors 33 . 34 . 35 . 36 a dynamic state of the associated stabilizer section 37 . 38 be recorded. Accordingly, for example, a movement of the respective stabilizer section 37 . 38 , in particular a rotational and / or translatory movement, are detected. In this case, the movement can be detected in particular via the detection of a movement direction, a movement speed and / or a movement acceleration.

The sensors 33 . 34 . 35 . 36 may in particular be designed such that by means of these a rotation angle, a rotational speed, and / or a rotational acceleration of the respective associated stabilizer section 37 . 38 can be detected. Additionally or alternatively, the sensors 33 . 34 . 35 . 36 be formed such that by means of these a linear movement, a linear velocity and / or a linear acceleration of the respective associated stabilizer section 37 . 38 can be detected. With the sensors 33 . 34 . 35 . 36 These are preferably inertial sensors, in particular acceleration sensors and / or yaw rate sensors.

According to a in 2 illustrated embodiment, a first sensor 33 in the area of the first construction camp 15 be arranged. The corresponding second sensor 35 is therefore in the area of the second construction camp 16 arranged. The first and second sensor 33 . 35 can in the respective Aufbaulager 15 . 16 be integrated. Preferably, in the field of bodybuilders 15 . 16 arranged sensors 33 . 35 such that it has a rotational angle, a rotational speed and / or a rotational acceleration relative and / or between the associated stabilizer section 37 . 38 and the construction warehouse 15 . 16 , in particular the vehicle body 3 , can capture.

Additionally or alternatively, according to 2 a first sensor 34 in the area of the first connecting joint 24 be arranged. Preferably, in this case, a corresponding second sensor 36 in the area of the second connecting joint 25 arranged. The first and second sensor 34 . 36 can in the respective connecting joint 24 . 25 be integrated.

According to the preceding description can therefore according to a first embodiment, the first sensor 33 and the second sensor 35 in the area of the respective superstructure warehouse 15 . 16 be arranged. In this case, thus, the state of the respective stabilizer part 12 . 13 in each associated first stabilizer section 37 and second stabilizer section 38 of the respective longitudinal section 29 . 30 be determined. The respective stabilizer sections 37 . 38 In this case, they are located in the area of the corresponding bodybuilder 15 . 16 ,

According to an alternative second embodiment, the first sensor 34 in the area of the first connecting joint 24 and the second sensor 36 in the area of the second connecting joint 25 be arranged. Here is the first sensor 34 and the second sensor 36 preferably designed such that it has a linear movement, a linear velocity and / or a linear acceleration of the associated stabilizer section 37 . 38 can determine. The associated stabilizer section 37 . 38 is in this case in the range of the respective stabilizer end 20 . 21 , Because the stabilizer ends 20 . 21 and / or the connecting joints 24 . 25 from the longitudinal axis 14 are radially spaced from the stabilizer, change these in a compression and / or rebound of the respective associated wheel 5 . 6 their position relatively strong. With the sensors arranged in the corresponding area 34 . 36 the state, in particular the position, orientation and / or movement, of these stabilizer sections 37 . 38 be determined.

In a third alternative embodiment, the roll stabilizer 4 both in the field of bodybuilders 15 . 16 arranged sensors 33 . 35 as well as in the area of connecting joints 24 . 25 arranged sensors 34 . 36 include.

According to the preceding description, the at least one first sensor 33 . 34 as well as the at least one second sensor 35 . 36 outside the case 17 arranged. So these are according to the in 2 illustrated embodiment in the region of each of the housing 17 protruding torsion bar spring elements 18 . 19 arranged. The in the field of bodybuilders 15 . 16 arranged sensors 33 . 35 are here in particular in the region of the first and second transverse section 31 . 32 of the respective torsion bar spring element 18 . 19 , Additionally or alternatively, the sensors are located 34 . 36 in the area of the cross section 31 . 32 the respectively associated torsion bar spring element 18 . 19 ,

The control unit 27 is with the at least one first sensor 33 . 34 and with the at least one second sensor 35 . 36 connected. It receives from the at least one first sensor 33 . 34 a first sensor value, by means of which the control unit draw conclusions about the state of the first stabilizer part 12 can pull. Furthermore, the controller receives 27 from the at least one second sensor 35 . 36 a second sensor value, by means of which the control unit 27 a conclusion about the state of the second stabilizer part 13 can pull. The control unit 37 is formed such that this on the basis of the at least one first sensor 33 . 34 detected first sensor value and on the basis of the at least one second sensor 35 . 36 detected second sensor value is an actual torque of the roll stabilizer 4 can determine. For this purpose, the control unit 27 , In particular by means of a stored in the control unit mathematical model, the first and second sensor value to each other in relation. In this case, in particular the sensor values of the respectively mutually symmetrically arranged sensors, ie the first sensor 33 and the second sensor 35 or the first sensor 34 and the second sensor 36 , related to each other.

Furthermore, the controller determines 27 based on the corresponding sensor values at least one difference value. The control unit 27 is thus designed such that this is a rotation of the roll stabilizer 4 can determine about its longitudinal axis of the stabilizer. Furthermore, the control unit is preferably designed such that by means of this it can be determined whether the determined rotation by the roll stabilizer 4 himself, especially from his actuator 26 and / or at least one of its torsion bar spring elements 18 . 19 , or caused by an external force. The external force is here on the wheels 5 . 6 and / or the suspension, in particular the respective pendulum support 22 . 23 , on the roll stabilizer 4 transfer.

The control unit 27 Furthermore, it is preferably configured such that by means of the latter, based on the first and / or second sensor value, a vertical height offset of at least one of the two wheels 5 . 6 relative to the vehicle body 3 determinable, in particular estimable and / or calculable, is.

LIST OF REFERENCE NUMBERS

1.

motor vehicle

Second

vehicle axle

Third

vehicle body

4th

roll stabilizer

5th

first bike

6th

second wheel

7th

suspension element

8th.

first handlebar

9th

second handlebar

10th

first shock absorber

11th

second shock absorber

12th

first stabilizer part

13th

second stabilizer part

14th

Longitudinal axis of the stabilizer

15th

first construction warehouse

16th

second construction warehouse

17th

housing

18th

first torsion bar spring element

19th

second torsion bar spring element

20th

first stabilizer end

21st

second stabilizer end

22nd

first pendulum support

23rd

second pendulum support

24th

first connecting joint

25th

second connecting joint

26th

actuator

27th

control unit

28th

transmission

29th

first longitudinal section

30th

second longitudinal section

31st

first cross section

32nd

second cross section

33rd

first sensor in the area of the first bodybuilder

34th

first sensor in the area of the first connection joint

35th

second sensor in the area of the second bodybuilder

36th

second sensor in the region of the second connecting joint

37th

first stabilizer section

38th

second stabilizer section

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 102009028386 A1 [0002]

Claims (12)

Roll stabilizer (4) for a motor vehicle with two stabilizer parts (12, 13) connected to each other about a longitudinal axis of the stabilizer (14) and an actuator (26) for relative rotation of the two stabilizer parts (12, 13), characterized in that Roll stabilizer (4) at least one first sensor (33, 34) arranged in a first stabilizer section (37) of the first stabilizer part (12) and a second sensor (35, 36) arranged in a second stabilizer section (38) of the second stabilizer part (13). comprises, by means of which in each case one, in particular static and / or dynamic, state of the associated stabilizer section (37, 38) of the respective associated stabilizer part (12, 13) can be detected. Roll stabilizer after the previous one Claim 1 , characterized in that at least one of the two sensors (33, 34; 35, 36) is designed such that by means of this at least one position, orientation and / or movement of the associated stabilizer section (37, 38) can be detected. Anti roll stabilizer after one of the previous ones Claims 1 to 2 , characterized in that at least one of the two sensors (33, 34, 35, 36) is designed such that by means of this a rotation angle, a rotational speed, a rotational acceleration, a linear movement, a linear velocity and / or a linear acceleration of the associated stabilizer section (37 , 38) is detectable. Anti roll stabilizer after one of the previous ones Claims 1 to 3 , characterized in that at least one of the two sensors (33, 34, 35, 36) is disposed outside a housing (17) of the roll stabilizer (4) and / or in the region of a torsion bar spring element (18, 19) of the associated stabilizer part (12, 13). is arranged. Roll stabilizer after the previous one Claim 4 , characterized in that at least one of the two sensors (33, 34; 35, 36) in a longitudinal section (29, 30) extending along the longitudinal axis of the stabilizer (14) and / or in a transverse to the longitudinal axis of the stabilizer (14 ) extending transverse portion (31, 32) of the associated torsion spring element (18, 19) is arranged. Anti roll stabilizer after one of the previous ones Claims 1 to 5 , characterized in that at least one of the two sensors (33, 34, 35, 36) in the region of a body bearing (15, 16) is arranged. Anti roll stabilizer after one of the previous ones Claims 1 to 6 , characterized in that at least one of the two sensors (33, 34; 35, 36) in the region of a stabilizer end (20, 21), in particular in a connecting joint (24, 25) for connection to a suspension element (7) is arranged. Anti roll stabilizer after one of the previous ones Claims 1 to 7 Characterized in that the roll stabilizer (4) has a control device (27) for controlling and / or regulating the actuator (26), detected by means of which by way of the first sensor (33, 34) the first sensor value and a (from the second sensor 35 , 36) detected second sensor value, an actual torque of the roll stabilizer (4) can be determined. Roll stabilizer after the previous one Claim 8 , characterized in that the control device (27) is designed such that by means of this the first and second sensor value can be set in relation to one another and / or a difference value can be determined from these. Anti roll stabilizer after one of the previous ones Claims 8 to 9 , characterized in that the control device (27) is designed such that by means of this a rotation of the roll stabilizer (4) about its longitudinal axis of the stabilizer (14) can be determined. Roll stabilizer after the previous one Claim 10 , characterized in that the control device (27) is designed such that by means of this is determined whether the determined rotation by the roll stabilizer (4) itself or by one of the designated wheel suspension element (7) on the roll stabilizer (4) transmitted external Force is caused. Anti roll stabilizer after one of the previous ones Claims 8 to 11 , characterized in that the control device (27) is designed such that by means of this on the basis of the first and / or second sensor value, a vertical height offset of a designated wheel carrier is determinable relative to a vehicle body.

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