DE102019213259B4 - Method for detecting damage to a mechanical component of an adjustable roll stabilizer - Google Patents

Abstract

Method for detecting damage to a mechanical component (9a, 9b) of an adjustable roll stabilizer (1) of a motor vehicle, the adjustable roll stabilizer (1) having an actuator (2) which is operable to change two stabilizer sections (6a, 6b) connected thereto rotating an axis of rotation (3) in relation to one another by determining a motor setpoint torque for controlling the actuator (2) on the basis of a system setpoint torque, in order to influence the rolling behavior of the motor vehicle, with damage to the mechanical component (9a, 9b ) the following steps are carried out: determination of a neutral position of the actuator (2), comparison of the neutral position of the actuator (2) with a plausibility limit, whereby in the event that the neutral position of the actuator (2) exceeds the plausibility limit and at the same time the engine target torque a tolerance value, this is recognized as an indication of damage to the mechanical component (9a, 9b) of the adjustable roll stabilizer (1).

Description

The invention relates to a method for detecting damage to a mechanical component of an adjustable roll stabilizer of a motor vehicle according to claim 1.

It is known from motor vehicle technology, in particular chassis technology, to influence the roll or roll behavior of motor vehicles by means of so-called roll stabilizers. The basic structure is an essentially C-shaped torsion bar, which is rotatably mounted in the central area relative to the vehicle body and whose outer, opposite ends are each coupled to a wheel suspension by means of coupling elements, so-called pendulum supports. With this construction, the roll stabilizer ensures that the body of the vehicle not only deflects on the outside of the curve when cornering (caused by the centrifugal force), but also that the wheel on the inside of the curve is lowered slightly. Roll stabilizers improve the vehicle's directional stability and reduce the lateral inclination of the vehicle body (roll), making cornering safer and more comfortable.

In order to further increase vehicle stability and driving comfort, it is known to make roll stabilizers of this type adjustable. In this case, the roll stabilizer includes an actuator and is divided into two stabilizer sections that can be rotated relative to one another about a rotational axis with the aid of the actuator. By twisting the stabilizer sections relative to each other, a rolling movement of the vehicle body is generated in a targeted manner or a rolling movement of the vehicle body caused by external influences is counteracted in a targeted manner. Adjustable roll stabilizers are known from the prior art, the actuator of which has an electric motor which is drive-connected to a mechanical gear, in particular in the form of a multi-stage planetary gear, in order to achieve suitable speeds or torques. In this context, an example is DE 10 2016 219 399 A1 referred.

In addition to the structural design of an adjustable roll stabilizer, controlling it appropriately also poses a technical challenge DE 10 2009 043 070 A1 known.

In operational use of an adjustable roll stabilizer on a motor vehicle, one or more components in the power flow can be damaged if large forces are introduced into the active roll stabilization system, for example due to road surface excitations. In particular, the coupling elements, which each couple an outer end of a stabilizer section of the roll stabilizer to an associated wheel suspension, the so-called pendulum supports, are the weakest component in the power flow. In the event of an excessively high force, a pendulum support may buckle.

A damaged, e.g. kinked, pendulum support can only transfer forces for anti-roll control to a limited extent. As a rule, when the pendulum support is bent on one side of the vehicle, the geometry of the roll stabilization system and thus of the chassis is asymmetrical due to the change in distance between the end of the stabilizer section and the wheel suspension. In addition, using a conventional control strategy results in an incorrect support torque and, under certain circumstances, when the motor vehicle is driving straight ahead, there is a strong lateral inclination of the vehicle body. In the event of damage to a mechanical component of the adjustable roll stabilizer, in particular in the case of a kinked or otherwise damaged pendulum support, vehicle stability or at least vehicle comfort can no longer be fully guaranteed.

WO 2015/ 007 280 A1 relates to a method for detecting overstressing of an active roll stabilizer with two stabilizer parts that can be rotated relative to one another by a torsion angle by means of a rotary drive, with a ratio of the torsion angle to an applied torque of the rotary drive being determined and overstressing being determined if the ratio is outside a predetermined tolerance range . There, overstressing is defined as, for example, plastic deformation and fractures of the stabilizer parts, for example in the form of torsion bar springs, the rotary drive, for example its housing, mechanical connections or fixings of the roll stabilizer to vehicle components, for example the vehicle body, wheel carriers, pendulum supports, stabilizer bearings or the like. The specification does not contain any reference to the determination of a neutral position, rather a tolerance range for small torsion angles is provided there in order to avoid an erroneous determination of an overload.

DE 10 2013 203 441 A1 relates to an operating procedure for a single-axle roll stabilization system and mentions a learning process for determining a zero position, but contains no reference to the detection of damage.

DE 10 2013 205 370 A1 describes a method for controlling a chassis stabilization arrangement by switching between angle regulation and torque regulation depending on the driving condition of the vehicle and/or the load state of the chassis stabilization arrangement, with the torque regulation providing effective self-protection of the chassis stabilization arrangement and/or other vehicle or chassis components from damage caused by overload offers.

It is an object of the present invention to specify a method with which damage to a mechanical component of an adjustable roll stabilizer can be detected. The method should be able to be carried out with the simplest possible design means.

• Bestimmen einer Neutralposition des Aktuators,
• Vergleich der Neutralposition des Aktuators mit einer Plausibilitätsgrenze, wobei im Fall, dass die Neutralposition des Aktuators die Plausibilitätsgrenze überschreitet und zugleich das Motor-Sollmoment über einem Toleranzwert liegt, dies als Anzeichen für eine Beschädigung einer mechanischen Komponente des verstellbaren Wankstabilisators erkannt wird.

The object is achieved by a method according to the features of claim 1. This involves a method for detecting damage to a mechanical component of an adjustable roll stabilizer of a motor vehicle, the adjustable roll stabilizer having an actuator that can be operated and two stabilizer sections connected thereto to twist an axis of rotation against each other by determining a target engine torque for controlling the actuator on the basis of a target system torque in order to influence a rolling behavior of the motor vehicle. According to the invention, the following steps are carried out to detect damage to the mechanical component:

• determining a neutral position of the actuator,
• Comparison of the neutral position of the actuator with a plausibility limit, in the event that the neutral position of the actuator exceeds the plausibility limit and at the same time the engine target torque is above a tolerance value, this is recognized as an indication of damage to a mechanical component of the adjustable roll stabilizer.

Accordingly, it was initially recognized that adequate vehicle stability and a high level of driving comfort can only be guaranteed if all mechanical components of the adjustable roll stabilizer are in perfect condition. In particular, the weakest components in the power flow of a roll stabilization system, the pendulum supports, can be damaged, for example buckling, when high forces are applied. Although a kinked pendulum support is deformed, it still creates a connection between the stabilizer section and the wheel suspension, albeit in a modified and possibly less defined manner due to reduced rigidity of the pendulum support. In the event of buckling, forces or movements can often still be transmitted at least to a limited extent. The damage is therefore not always easy to recognize from the outside or from the driver of the vehicle. For simple and reliable detection of damage, the idea was developed of carrying out a measure that initially serves a different purpose, namely determining a neutral position of the actuator, in order to then compare this neutral position of the actuator with a plausibility limit. If the neutral position of the actuator exceeds the plausibility limit and at the same time - as part of the roll control - the engine target torque determined on the basis of a system target torque is above a tolerance value, it can be concluded that a mechanical component of the adjustable roll stabilizer is damaged.

The neutral position of the actuator is, in particular, a learned position, in particular in the form of a rotation angle of the actuator, which is learned during driving of the motor vehicle equipped with the adjustable roll stabilizer. The teaching preferably takes place each time the motor vehicle is started as part of an automatically performed system function and is used to compensate for asymmetrical loading and/or small chassis asymmetries. In this way, when the motor vehicle is driving straight ahead, it should be avoided that the electric motor of the actuator of the adjustable roll stabilizer has to constantly generate a motor torque, which could easily result in overloading during prolonged operation and/or which would at least cause unnecessary energy consumption. With the method according to the invention, damage to a mechanical component of an adjustable roll stabilizer can be detected using existing means.

As already described in the introduction, the mechanical component is preferably a connection, in particular a pendulum support, which mechanically couples the end of a stabilizer section facing away from the actuator to an associated wheel suspension of the associated wheel. The method is generally suitable for detecting damage to the mechanical component. Deformation, in particular buckling of the mechanical component, is the primary damage that can be identified during the process.

According to an advantageous embodiment of the method, it is conceivable that the neutral position of the actuator is continuously learned while the motor vehicle is being driven.

The neutral position of the actuator is expediently learned by driving the motor vehicle equipped with the adjustable roll stabilizer straight ahead, preferably over a specifiable learning period and/or over a specifiable learning distance, the rotation angle of the actuator at which the actuator is torque-free being regarded as the neutral position of the actuator. In other words, the neutral position of the actuator is that learned position, in particular a rotation angle of the actuator, below which the actuator is torque-free when the motor vehicle is traveling straight ahead, ie there is no longer any engine torque present. With an ideal symmetry of vehicle body and chassis, the connection points of the pendulum supports are at the same height as the ground.

The neutral position of the actuator taught in the manner described above can, by definition, also include an angular offset (also known as "angular offset") in the sense of a rotation of the stabilizer sections relative to one another about an axis of rotation, in order in this way to protect the actuator from overload.

In normal driving with undamaged mechanical components of the adjustable roll stabilizer, determining and adopting the neutral position of the actuator serves to set the actuator free of torque when the motor vehicle is driving straight ahead and thus protect against overloading and also not unnecessarily increase the energy requirement of the actuator. The invention recognized that if a mechanical component such as a pendulum support of the adjustable roll stabilizer is damaged, an angular offset desired in connection with the neutral position of the actuator (to compensate for loading or chassis asymmetries) can increase excessively. In other words, the angular offset reaches an implausible range, which can be diagnosed by the fact that the neutral position of the actuator that was determined exceeds a specifiable plausibility limit. If such an implausibility exists, an advantageous development of the method also checks whether an even greater angular offset would be necessary to achieve freedom from torque of the actuator, with damage to a mechanical component of the adjustable roll stabilizer being detected if the answer is yes. In other words, it was recognized that if an angular offset is reached that is no longer plausible and there is a need for an even greater angular offset even in this implausible range, a kinked pendulum support can be assumed.

The ride height of the wheels is expediently also taken into account as part of the method described for determining the neutral position of the actuator. This is recorded in particular by means of a ride height sensor assigned to the respective wheel.

According to the method described above, damage is preferably detected only after a specifiable error tolerance time has elapsed. This is to ensure that implausible values that occur only briefly do not trigger premature, possibly inaccurate, damage detection.

• 1 einen verstellbaren Wankstabilisator für ein Kraftfahrzeug in schematischer Ansicht,
• 2 eine graphische Darstellung einer Regelstrategie eines verstellbaren Wankstabilisators.

The invention is explained in more detail below with reference to a drawing. This also results in further advantageous refinements of the invention. In the drawing shows:

• 1 an adjustable roll stabilizer for a motor vehicle in a schematic view,
• 2 a graphical representation of a control strategy of an adjustable roll stabilizer.

To illustrate the field of application of the invention shows 1 first an adjustable roll stabilizer 1 in a schematic view. The adjustable roll stabilizer 1 is part of a chassis, not shown in full, of a motor vehicle (not shown). Only a vehicle body 10 of the motor vehicle is indicated by reference symbols. The roll stabilizer 1 is also part of an axle of the motor vehicle, for example the front axle and/or rear axle of the motor vehicle can be equipped with the adjustable roll stabilizer 1 .

How 1 shows, a left wheel 7a and a right wheel 7b, which is arranged on the opposite side of the vehicle, are each connected to the vehicle body 10 via a link arrangement 8a or 8b, which is not to be explained in any more detail. Wheel 7a and link arrangement 8a or wheel 7b and link arrangement 8b thus each form a unit and are each coupled to one end of an associated stabilizer section 7a or 7b of the adjustable roll stabilizer 1 via a pendulum support 9a or 9b. The left-hand stabilizer section 6a and the right-hand stabilizer section 6b are connected to one another in the center of the vehicle via an actuator 2, which is shown as a substantially cylindrical body.

In a way that is known per se, the adjustable roll stabilizer 1 is mounted so that it can rotate about an axis of rotation 3 relative to the vehicle body 10; which according to 1 enclose a region of the respective stabilizer section 6a or 6b facing the actuator 2--shown in simplified form--in a U-shape.

The actuator 2 shown here as a cylindrical body essentially comprises a housing (not specified) that is essentially rotationally symmetrical with respect to the axis of rotation 3, in which an electric motor 4 and a multi-stage planetary gear 9 and a speed sensor 13 (each only indicated by reference numbers) are arranged are. The stabilizer sections 6a and 6b are drive-connected to one another via the electric motor 4 and the multi-stage planetary gear 5 . When the actuator 2 is stationary, the two stabilizer sections 6a, 6b are rigidly connected to one another via the stationary electric motor 4 and the multi-stage planetary gear 5 drive-connected thereto. However, due to the operation of the electric motor 4, the stabilizer sections 6a, 6b can be rotated relative to one another about the axis of rotation 3, depending on the direction of rotation of the electric motor 4. The multi-stage planetary gear 5 specifies a fixed speed ratio between the drive (electric motor 4) and the output (right-hand stabilizer section 6b coupled to the gear output). The adjustable roll stabilizer 1 can thus be adjusted in a way that is known per se.

Depending on the operating state of the adjustable roll stabilizer 1 or the vehicle equipped with it, torsion of the stabilizer sections 6a, 6b coupled to one another via the actuator 2 can occur, depending on which a moment M _system acting around the axis of rotation 3 develops. This moment M _system is present at the actuator 2 in the form of a system moment.

With the help of the roll stabilizer 1, a roll moment M _Wank can be supported, which acts between the vehicle body 10 and the wheels 7a, 7b. The roll moment M _{Wank that} can be supported can be influenced by adjusting the roll stabilizer 1 . For needs-based control of the roll stabilizer 1, the left wheel 7a and the right wheel 7b are each assigned a ride height sensor 12a or 12b, which enable detection of wheel lifting movements of the respective wheel and in the form of a ride height for the left wheel z7a or ride height for the output right wheel z7b. In addition, the rotation of the electric motor 4 can be detected via the rotation speed sensor 13 and is output in the form of a rotation speed signal as the motor rotation speed n.

The regulation of the 1 The adjustable roll stabilizer 1 shown schematically is based on the 2 illustrated control strategy explained in more detail below. Accordingly, a so-called system setpoint torque is included as an input variable in the regulation of the adjustable roll stabilizer 1 . This is a variable specified by the vehicle, which corresponds to the moment M _system acting around the axis of rotation 3 (cf. 1 ) corresponds, which is to be supported by the adjustable roll stabilizer 1 at the level of the actuator, which means that the actuator 2 - comprising electric motor 4 and transmission 5 - is to attack with the direction of rotation about the axis of rotation 3. Via the kinematic interaction of the adjustable roll stabilizer 1, the wheel suspensions 7a, 7b, 8a, 8b, 9a, 9b and the connections 11a, 11b to the vehicle body 10, the adjustable roll stabilizer 1 thus supports - at vehicle level - an axle-related roll moment M _Wank (see Fig . 1 , running around the longitudinal direction of the vehicle).

The system target torque is converted via a known system stiffness into a torsion angle for the torque requirement, with the known system stiffness being composed of individual stiffnesses, in particular the stiffness of the stabilizer itself (stabilizer sections, gears, housing, any decoupling elements, pendulum support, stabilizer bearing and the like) .

At the same time, a variable for compensating for disturbances is included in the regulation of the adjustable roll stabilizer. For this purpose, wheel movement data, recorded by level sensors assigned to the wheels, in the form of level signals (wheel-specific) as well as a characteristic value table for a decoupling angle (with previously determined vehicle-specific data) are used to determine a so-called "zero moment angle", i. H. that angle which corresponds to the outer angle of rotation of the adjustable roll stabilizer, caused, for example, by an uneven road, and which would make the actuator of the adjustable roll stabilizer torque-free. The two angles determined in this way, namely the angle of rotation for the torque requirement and the zero torque angle, are then added to form a setpoint angle.

• - unter zusätzlicher Berücksichtigung eines Rückkopplungssignals des Motors - eine Solldrehzahl ermittelt, die wiederum in einen Drehzahl-Regler eingeht. Der Drehzahl-Regler ermittelt auf Grundlage der Solldrehzahl sowie einer Rückkopplung vom Elektromotor (Drehzahl) ein Motor-Sollmoment zur Ansteuerung des Elektromotors. Das Motor-Sollmoment wird wiederum einer feldorientierten Regelung zugeführt, die
• - wiederum unter Berücksichtigung von Rückkopplungssignalen des Elektromotors - den Elektromotor 4 des Aktuators 2 ansteuert. Ein vom Elektromotor 4 erzeugtes Motorausgangsmoment wird - nun auf mechanischem Wege - über ein Getriebe 5 (mehrstufiges Planetenradgetriebe) zu einem System-Moment gewandelt, das zwischen den Stabilisatorabschnitten (vergl. 1 Bezugszeichen 6a und 6b) wirkt.

The target angle is then fed to a cascaded position/speed controller. This includes a position controller that is based on the incoming target angle

• - With additional consideration of a feedback signal from the engine - determines a setpoint speed, which in turn is used in a speed controller. On the basis of the setpoint speed and feedback from the electric motor (speed), the speed controller determines a motor setpoint torque for controlling the electric motor. The motor setpoint torque is restored rum supplied to a field-oriented regulation, the
• - controls the electric motor 4 of the actuator 2 - again taking into account feedback signals from the electric motor. An engine output torque generated by the electric motor 4 is converted - now mechanically - via a gear 5 (multi-stage planetary gear) to a system torque that is transmitted between the stabilizer sections (cf. 1 Reference numerals 6a and 6b) acts.

This in 2 The control scheme shown is advantageously used on a system as shown in 1 illustrated adjustable roll stabilizer 1. By using the control principle described there, an incoming system setpoint torque is converted via the system stiffness into a setpoint angle, from which a motor setpoint torque is determined by means of a position speed controller, with the motor being subjected to corresponding motor currents, the roll stabilizer is adjusted.

In a motor vehicle with an adjustable roll stabilizer 1, as based on 1 and 2 described with regard to its structure and function or control strategy, is equipped on one or more axles, asymmetric loading can occur during operational use. In this context, this means that the motor vehicle is loaded unequally on the right and left side of the vehicle in relation to its longitudinal axis. In the simplest case, this results from the fact that different numbers of people or, overall, people of different weights get into the vehicle on the left and right. With a symmetrical chassis structure and an undamaged roll stabilization system, the actuator 2 would then have to bring the stabilizer sections 6a and 6b from a mutually untwisted position into a mutually twisted position to an appropriate degree in order to bring the vehicle body 10 into an upright position in terms of lateral inclination. In order to keep the vehicle body 10 in this tilt-free alignment, the actuator 2 (when the vehicle is traveling straight ahead on level ground) would have to continuously apply a certain torque.

Alternatively, the actuator 2 would also have to continuously apply a torque if the stabilizer sections 6a and 6b were to be kept in a state that was not twisted relative to one another in view of the asymmetrical loading.

To protect against overloading of the actuator 2 and to reduce the energy consumption of the actuator 2, the assumption of a so-called "neutral position" of the actuator 2 is therefore expediently provided. This neutral position of the actuator is defined as a position learned during driving of the motor vehicle in the form of a rotation angle of the actuator 2, the neutral position being in particular that rotation angle of the actuator 2 at which the actuator 2 is torque-free. Depending on the loading condition of the motor vehicle, it can therefore be the case that the neutral position of the actuator 2 includes an angular offset in the sense of a rotation of the stabilizer sections 6a, 6b relative to one another about the axis of rotation 3.

When driving the motor vehicle over a particularly uneven roadway, large forces can be introduced into the adjustable roll stabilizer due to roadway excitations. In this case, the vertical movements of the wheels 7a, 7b or the wheel suspensions 8a, 8b are transmitted via an associated pendulum support 9a, 9b to a respective end of a stabilizer section 6a, 6b. If a critical load is exceeded, damage can occur, in particular buckling of the pendulum supports 9a, 9b. A kinked pendulum support 9a, 9b may still be able to establish a connection between the respective wheel suspension 8a, 8b and the associated stabilizer section 6a, 6b, but a damaged pendulum support usually has a significantly reduced load capacity, and the deformation of the pendulum support also causes that the kinematics of the roll stabilization system change. Driving stability and driving comfort of the vehicle can therefore no longer be guaranteed or at least deteriorate. There is therefore a need to be able to detect damage to a mechanical component such as a pendulum support 9a, 9b of an adjustable roll stabilizer 1 at an early stage.

Within the scope of the invention, a method is carried out to detect damage to a pendulum support 9a, 9b, in which first the neutral position of the actuator 2 is determined (and also set) in the manner described above. In particular, this neutral position is tracked in the form of an angular offset (also called “angular offset”) in such a way that when the motor vehicle is traveling straight ahead, no engine torque is applied to the actuator.

After the neutral position of the actuator has been determined, a comparison is made with a plausibility limit. In this way it can be observed that an angular offset required to assume the neutral position reaches an implausible range (exceeds the plausibility limit) and at the same time the motor setpoint torque (output variable of the position speed controller as in connection with 2 explained) above a tolerance value (this would be the case if even implausible If an even greater angular offset would be necessary in the area), this is an indication that a pendulum support 9a, 9b is damaged.

The determination of the neutral position and the comparison with the plausibility limit as well as the comparison of the desired engine torque with a tolerance value are preferably carried out automatically as part of a programmable routine. When damage is detected, a suitable error reaction can be triggered (eg an error signal is output to the driver in optical and/or acoustic form and/or the roll stabilizer reacts, such as assuming a specific operating state). An error reaction is advantageously triggered only after a definable error tolerance time has elapsed. To determine the neutral position of the actuator 2, it is expedient to take into account the height Z7a, Z7b of the wheels 7a, 7b.

Reference List

1

adjustable roll stabilizer

2

actuator

3

axis of rotation

4

electric motor

5

multi-stage planetary gear

6a, 6b

left (or right) stabilizer bar section

7a, 7b

left (or right) wheel

8a, 8b

left (or right) handlebar arrangement

9a, 9b

left (or right) pendulum support

10

vehicle body

11a, 11b

left (or right) stabilizer bearing

12a, 12b

Level sensor left (or right) wheel

13

speed sensor

z7a, z7b

Height of left (or right) wheel

MWake

rolling moment (axle related)

MSystem

system moment

n

engine speed

Claims (10)

Method for detecting damage to a mechanical component (9a, 9b) of an adjustable roll stabilizer (1) of a motor vehicle, the adjustable roll stabilizer (1) having an actuator (2) which is operable to change two stabilizer sections (6a, 6b) connected thereto rotating an axis of rotation (3) in relation to one another by determining a motor setpoint torque for controlling the actuator (2) on the basis of a system setpoint torque, in order to influence the rolling behavior of the motor vehicle, with damage to the mechanical component (9a, 9b ) the following steps are performed: determining a neutral position of the actuator (2), Comparison of the neutral position of the actuator (2) with a plausibility limit, in the event that the neutral position of the actuator (2) exceeds the plausibility limit and at the same time the engine setpoint torque is above a tolerance value, this is an indication of damage to the mechanical component (9a, 9b) of the adjustable roll stabilizer (1) is detected. procedure after claim 1 , characterized in that the mechanical component (9a, 9b) is a connection, in particular a pendulum support, which connects the end of a stabilizer section (6a, 6b) facing away from the actuator with an associated wheel suspension (8a, 8b) of the associated wheel (7a, 7b) mechanically coupled. procedure after claim 1 or 2 , characterized in that damage is a deformation, in particular a buckling of the mechanical component (9a, 9b). Method according to one of the preceding claims, characterized in that the neutral position of the actuator (2) is a position learned in particular when the motor vehicle equipped with the adjustable roll stabilizer (1) is being driven, in particular in the form of a rotation angle of the actuator (2). Method according to one of the preceding claims, characterized in that the neutral position of the actuator (2) can be learned continuously while the motor vehicle is being driven. Method according to one of the preceding claims, characterized in that the neutral position of the actuator (2) is learned by driving the motor vehicle equipped with the adjustable roll stabilizer (1) straight ahead, preferably over a specifiable learning period and/or over a specifiable learning distance, the neutral position of the Actuator (2) that angle of rotation of the actuator (2) is considered at which the actuator (2) is torque-free. Method according to one of the preceding claims, characterized in that the neutral position of the actuator (2) can include an angular offset in the sense of a rotation of the stabilizer sections (6a, 6b) relative to one another about the axis of rotation (3) in order in this way to Motor vehicle and / or chassis asymmetry to protect the actuator (2) from overload. Method according to one of the preceding claims, characterized in that the neutral position of the actuator (2) is continuously redetermined during driving operation and checked for plausibility, in the case of implausibility it is additionally checked whether, in order to achieve freedom from torque of the actuator (2), a still larger angular offset would be necessary, with the affirmative case damage to the mechanical component (9a, 9b) of the adjustable roll stabilizer (1) being detected. Method according to one of the preceding claims, characterized in that the height (z7a, z7b) of the wheels (7a, 7b) is also taken into account to determine the neutral position of the actuator (2). Method according to one of the preceding claims, characterized in that damage is detected only after a predeterminable error tolerance time has elapsed.

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