DE102019213275A1 - Method for roll stabilization of a motor vehicle - Google Patents

Abstract

A method for the roll stabilization of a motor vehicle by means of an adjustable roll stabilizer (1), comprising an actuator (2) which can be controlled depending on vehicle parameters in order to rotate two stabilizer sections (6a, 6b) connected therewith against each other about an axis of rotation (3), the Stabilizer sections (6a, 6b) radially away from the axis of rotation (3) are each coupled to a wheel suspension (7a, 7b, 8a, 8b, 9a, 9b), is characterized in that vertical acceleration signals (a7a, a7b) of individual wheels (7a, 7b) are taken into account.

Description

The invention relates to a method for roll stabilization of a motor vehicle by means of an adjustable roll stabilizer according to the features of claim 1 and a system for roll stabilization according to claim 12.

From motor vehicle technology, in particular chassis technology, it is known to influence the roll or roll behavior of motor vehicles by means of so-called roll stabilizers. The basic structure is a substantially C-shaped torsion bar spring which is rotatably mounted in the central area relative to the vehicle structure 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 vehicle's body not only compresses on the outside of the curve when cornering (due to 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.

To further increase the stability of the vehicle and the driving comfort, it is known to make such roll stabilizers adjustable. In this case, the roll stabilizer comprises an actuator and is divided into two stabilizer sections that can be rotated relative to one another with the aid of the actuator about an axis of rotation. By rotating the stabilizer sections relative to one another, 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 specifically counteracted. Adjustable roll stabilizers are known from the prior art, the actuator of which has an electric motor which, in order to achieve suitable speeds or torques, is in drive connection with a mechanical gear, in particular in the form of a multi-stage planetary gear. In this context, an example is given DE 10 2016 219 399 A1 referenced.

In addition to the structural design of an adjustable roll stabilizer, its appropriate control also represents a technical challenge.

In this context, reference is made to EP 1 362 720 A1 which describes a method for operating an adjustable roll stabilizer for a four-wheeled motor vehicle. The adjustable roll stabilizers assigned to a vehicle axle are each rotated against one another by means of an actuator suitably controlled by an electronic control unit, taking into account the transverse acceleration and driving speed as well as the steering angle of the motor vehicle. In order to avoid unwanted copying movements, which are transmitted by a roll stabilizer, especially on bumps in the road, it is proposed that, in addition to the vehicle parameters mentioned (lateral acceleration, driving speed, steering angle), ride height signals from the individual wheels in relation to the vehicle body are also taken into account in order to avoid the respective stabilizer section to at least partially track a relative movement of the wheel in the vertical direction caused by bumps in the road. This active tracking of a stabilizer section as a function of the detected height of an individual wheel makes it possible to at least partially compensate for a disturbance variable entering the roll stabilization in the form of uneven road surfaces.

A disadvantage of this is that an accurate and time-resolved detection of the height levels of the wheels requires a high level of design effort. For example, the level of a wheel is usually only measured indirectly, for example by indirect measurement of the pivot angle of a wishbone of the associated wheel suspension. This value is used to deduce the height of the wheel in relation to the vehicle body; the inaccuracies occurring in the calculation are accepted. In addition to inaccuracies that occur, a measurement signal recorded in this way is slightly delayed compared to the actual height of the wheel, which results in a deterioration in the quality of the control when the measurement signal is used for a control as described to compensate for generally high-frequency disturbance excitations from the roadway.

It is an object of the present invention to specify a method for roll stabilization of a motor vehicle with which roll stabilization of increased quality is possible with justifiable constructive effort. In particular, a possibility is to be created to further reduce disruptive influences on the roll stabilization caused by uneven roads. In addition, a corresponding system for the roll stabilization of a motor vehicle is to be specified.

The object mentioned at the beginning is achieved by a method according to the features of claim 1. This is a method for roll stabilization of a motor vehicle by means of an adjustable roll stabilizer, having an actuator that can be controlled depending on vehicle parameters, two to rotate associated stabilizer sections against each other about an axis of rotation, wherein the stabilizer sections are each coupled to a wheel suspension radially away from the axis of rotation. According to the invention, the method is characterized in that vertical acceleration signals from individual wheels are taken into account for the control of the actuator.

According to the invention, it was first recognized that it is advantageous for active roll stabilization of a motor vehicle by means of an adjustable roll stabilizer to be able to reduce or compensate for a negative influence of movements of individual wheels of the motor vehicle caused by uneven road surfaces. In view of the structural difficulty and the effort involved in recording the height of an individual wheel in relation to the vehicle body precisely and with high temporal resolution, the idea was developed according to the invention, instead of the height (or in addition to the height) of an individual wheel, its vertical acceleration for the control of the actuator of the adjustable roll stabilizer. Accordingly, the method for roll stabilization uses individual wheel acceleration signals in the vertical direction.

In an advantageous manner, roll stabilization can thus be carried out on the basis of the individual wheel acceleration, which provides compensation for disturbances caused by uneven road surfaces. Acceleration sensors required for this purpose can be attached to the vehicle wheel or in sufficient proximity to the vehicle wheel with relatively little constructive effort. Due to the immediate proximity of the wheel, the vertical acceleration signal has a high quality, in particular a small time offset and high accuracy due to low interference.

According to an advantageous development of the method, the vertical acceleration signals of the wheels are used in such a way that, in the event of a vertical acceleration of a wheel caused by unevenness in the roadway, the stabilizer section assigned to it is at least partially tracked by appropriate control of the actuator of the detected vertical acceleration of the wheel in order to influence it to reduce or avoid the roll moment supported by the adjustable roll stabilizer due to the uneven road surface.

For the time-efficient use of the vertical acceleration signals of the wheels within the scope of a desired compensation for disturbing influences caused by uneven road surfaces, an advantageous development of the method provides that the vertical acceleration signals of the wheels are used for precontrol of a speed controller of the actuator. This can be done in different ways.

A particularly preferred embodiment of the method provides that a vertical acceleration signal of a wheel is converted into a compression speed of the respective wheel on the basis of a model calculation, in particular based on a so-called quarter vehicle model. In the context of the invention, the compression speed of a wheel is understood to mean the relative speed between the associated wheel carrier and the vehicle body.

For the modeling in the form of a quarter vehicle model, specifications are advantageously made with regard to the values of quarter vehicle mass, body spring and body damping, which are preferably based on driving tests that have been carried out. The modeling therefore presupposes that a parameterization has first been carried out - for example in previously carried out driving tests - in order to obtain usable values for the quarter vehicle modeling.

Modeling in the form of a quarter vehicle model is a simple way of determining the deflection speed of a wheel. Alternatively or in addition, if a signal for a roll acceleration of the vehicle body is available, the deflection speed of a wheel can be calculated directly from the roll acceleration of the vehicle body and to determine the wheel acceleration. For this purpose, it is therefore necessary that a corresponding sensor for detecting the body roll acceleration is available on the vehicle body. Modeling based on the quarter vehicle model can then be omitted.

The method for roll stabilization is advantageously designed in such a way that a compression speed is first calculated for the wheel on each side of the vehicle, and then a target speed for the actuator is calculated based on a calculated difference between the compression speeds of the left wheel and the right wheel via a kinematic conversion represents a pre-control signal for the speed controller of the actuator.

The vertical acceleration signals of the wheels are preferably detected by acceleration sensors arranged on the wheels or at least close to the wheels.

The control of the actuator provided according to the invention, taking into account the vertical acceleration signals of individual wheels is particularly related to the compensation of disturbances caused by uneven road surfaces. In general, the actuator is controlled within the scope of the roll stabilization of the motor vehicle by means of a control device - regardless of its configuration - depending on vehicle parameters such as lateral acceleration, driving speed and / or steering angle of the vehicle.

According to a preferred embodiment of the method for roll stabilization, the actuator is specifically regulated on the basis of a position signal in the form of a target angle, which is converted into a target speed by a position controller.

It is advantageously provided that the setpoint speed is fed to a speed control which converts the setpoint speed into a setpoint motor torque, on the basis of which a motor of the actuator is controlled, in particular via a field-oriented control.

The object mentioned at the beginning is also achieved by a system for roll stabilization according to claim 12. This is a system for roll stabilization which is designed to carry out a method of the type described above.

• 1 einen verstellbaren Wankstabilisator für ein Kraftfahrzeug in schematischer Ansicht,
• 2 eine graphische Darstellung einer Regelstrategie eines verstellbaren Wankstabilisators,
• 3 eine schematische Darstellung eines Viertelfahrzeugmodells,
• 4 eine schematische Darstellung zur Erläuterung der Bestimmung der Einfederungsgeschwindigkeit auf Grundlage der vertikalen Radbeschleunigung.

The invention is explained in more detail below with reference to a drawing. This also gives rise to 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 graphic representation of a control strategy of an adjustable roll stabilizer,
• 3rd a schematic representation of a quarter vehicle model,
• 4th a schematic illustration to explain the determination of the compression speed on the basis of the vertical wheel acceleration.

To illustrate the field of application of the invention shows 1 first an adjustable roll stabilizer 1 in schematic view. The adjustable roll stabilizer 1 is part of a not completely shown chassis of a (not shown) motor vehicle. Only a vehicle body is of the motor vehicle 10 indicated by reference numerals. 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 with the adjustable roll stabilizer 1 be equipped.

How 1 shows are a left wheel 7a and a right wheel located on the opposite side of the vehicle 7b each via a link arrangement that is not to be explained in more detail 8a or. 8b with the vehicle body 10 connected. wheel 7a and handlebar assembly 8a or wheel 7b and handlebar assembly 8b thus each form a unit, and each have a pendulum support 9a or. 9b to one end of an associated stabilizer section 7a or. 7b of the adjustable roll stabilizer 1 coupled. The left stabilizer section 6a and the right stabilizer section 6b are in the center of the vehicle via an actuator shown as an essentially cylindrical body 2 connected with each other.

The adjustable roll stabilizer is known in and of itself 1 around an axis of rotation 3rd rotatable in relation to the vehicle body 10 stored, a left stabilizer bearing is used for this 11a and a right stabilizer mount 11b which according to 1 one to the actuator 2 facing area of the respective stabilizer section 6a or. 6b - shown in simplified form - grip around in a U-shape.

The actuator shown here as a cylindrical body 2 essentially comprises one with respect to the axis of rotation 3rd essentially rotationally symmetrical housing (unspecified) in which an electric motor 4th as well as a multi-stage planetary gear 9 and a speed sensor 13th (each indicated only by reference numerals) are arranged. About the electric motor 4th and the multi-stage planetary gear 5 are the stabilizer sections 6a and 6b in drive connection to each other. With the actuator stationary 2 are the two stabilizer sections 6a , 6b via the stationary electric motor 4th and the multi-stage planetary gear connected to the drive 5 rigidly connected to each other. By operating the electric motor 4th let the stabilizer sections 6a , 6b however, it depends on the direction of rotation of the electric motor 4th around the axis of rotation 3rd twist against each other. The multi-stage planetary gear is there 5 a fixed speed ratio between drive (electric motor 4th ) and output (right stabilizer section coupled with the gearbox output 6b ) in front. This is how the adjustable roll stabilizer 1 adjust in a manner known per se.

Depending on the operating status of the adjustable roll stabilizer 1 or the vehicle equipped with it, there may be a torsion of the actuator 2 stabilizer sections coupled to one another 6a , 6b come, depending on which a around the axis of rotation 3rd effective moment M _system developed. This moment M _system is on the actuator 2 in the form of a system moment.

With the help of the roll stabilizer 1 can be a moment of roll M _Wank be supported between the vehicle body 10 and wheels 7a , 7b works. By adjusting the roll stabilizer 1 the roll moment that can be supported M _Wank influence. For needs-based regulation of the roll stabilizer 1 are the left wheel 7a or the right wheel 7b one level sensor each 12a or. 12b assigned, which enable the detection of wheel stroke movements of the respective wheel and in the form of a height level for the left wheel z7a or height for the right wheel z7b output. In addition, the speed sensor 13th the rotation of the electric motor 4th detect and is in the form of a speed signal as the engine speed n issued.

The regulation of the in 1 adjustable roll stabilizer shown schematically 1 is based on the in 2 The control strategy shown is explained in more detail below. Accordingly, it goes into the regulation of the adjustable roll stabilizer 1 a so-called system setpoint torque as the input variable. This is a size specified by the vehicle, which is related to the axis of rotation 3rd acting moment M _system (see. 1 ) corresponds to that of the adjustable roll stabilizer 1 should be supported at the level of the actuator, which is on the actuator 2 - Comprehensive electric motor 4th and gears 5 - with sense of rotation around the axis of rotation 3rd to attack. Via the kinematic interaction of the adjustable roll stabilizer 1 , the suspension 7a , 7b , 8a , 8b , 9a 9b and the connections 11a , 11b to the vehicle body 10 is supported by the adjustable roll stabilizer 1 thus - at vehicle level - an axle-related rolling moment M _Wank Section. 1 , running around the longitudinal direction of the vehicle).

The system target torque is converted into a twist angle for the torque request using a known system rigidity, the known system rigidity being composed of individual rigidity levels, in particular the rigidity levels of the stabilizer itself (stabilizer sections, gearbox, housing, possibly decoupling elements, pendulum support, Stabilizer bearings and the like).

At the same time, a variable to compensate for disturbances flows into the regulation of the adjustable roll stabilizer. For this purpose, wheel movement data, recorded by the ride height sensors assigned to the wheels, in the form of ride height signals (for each wheel) and a table of characteristic values for a decoupling angle (with previously determined vehicle-specific data) are used to determine a so-called "zero torque 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 request and the zero torque angle, are then added to 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.

Das in 2 dargestellte Regelungsschema findet vorteilhaft Anwendung an einem wie in 1 dargestellten verstellbaren Wankstabilisator 1. Indem bei dem dort beschriebenen Regelungsprinzip ein eingehendes System-Sollmoment über die System-Steifigkeit in einen Sollwinkel umgerechnet wird, aus dem mittels eines Lage-Drehzahl-Reglers ein Motor-Sollmoment ermittelt wird, wobei der Motor mit entsprechenden Motorströmen beaufschlagt wird, erfolgt eine Verstellung des Wankstabilisators.The target angle is then fed to a cascaded position / speed controller. This includes a position controller that is derived from the incoming setpoint angle

• - with additional consideration of a feedback signal from the motor - a setpoint speed is determined, which in turn goes into a speed controller. The speed controller determines a motor setpoint torque for controlling the electric motor on the basis of the setpoint speed and feedback from the electric motor (speed). The target motor torque is in turn fed to a field-oriented control system, which
• - Again, taking into account feedback signals from the electric motor - the electric motor 4th of the actuator 2 drives. One from the electric motor 4th The engine output torque generated is - now mechanically - via a gearbox 5 (multi-stage planetary gear) converted to a system torque that is between the stabilizer sections (cf. 1 Reference number 6a and 6b ) works.

This in 2 The control scheme shown is advantageously used in one as in 1 illustrated adjustable roll stabilizer 1 . With the control principle described there, an incoming system target torque is converted into a target angle via the system rigidity, from which a target motor torque is determined by means of a position-speed controller, whereby the motor is subjected to corresponding motor currents, an adjustment takes place of the roll stabilizer.

As with 2 in combination with 1 explained, according to the control scheme for roll stabilization described there, a "zero torque angle" is included in the determination of the target angle, with the zero torque angle being determined from a table of characteristics for the decoupling angle as a function of incoming wheel movement data (wheel heights).

As an alternative or in addition to this, the method according to the invention for roll stabilization of a motor vehicle provides that for controlling the actuator 2 vertical acceleration signals a7a , a7b individual wheels 7a , 7b (see. 1 ) must be taken into account. Instead of or in addition to this, they become level signals z7a , z7b of the wheels 7a , 7b vertical acceleration signals a7a , a7b of the wheels 7a , 7b used, which is done in the manner described below.

In general, the vertical acceleration signals of the wheels are used in such a way that in the event of a vertical acceleration of a wheel caused by unevenness in the roadway 7a , 7b the stabilizer section assigned to this 6a , 6b through appropriate control of the actuator 2 the detected vertical acceleration of the wheel 7a , 7b is at least partially tracked to influence the adjustable roll stabilizer 1 supported rolling moment M _Wank by reducing or avoiding the unevenness of the road.

In addition to or deviating from the in 2 The control scheme shown here shows the vertical acceleration signals of the wheels 7a , 7b for precontrol of the speed controller of the actuator 2 (cf. 2 ) use. According to an exemplary embodiment of the invention, this takes place on the basis of a model calculation which is based on a so-called quarter vehicle model.

In this context, be on 3rd referenced, which provides a schematic representation of a quarter vehicle model. Shown in a schematic side view - greatly simplified - is a self on a wheel 7a supporting "quarter" (e.g. rear, left wheel 7a ) of a motor vehicle. The model is based on the assumption that there is a quarter of the vehicle mass 20th by means of a construction spring 21 and a body damper 22nd over the wheel 7a opposite the roadway 23 supports. When driving, ie when rolling the wheel 7a over a roadway 23 If the ground is uneven, the wheel will move vertically 7a or the quarter vehicle mass 20th of the quarter vehicle.

The wheel 7a is accelerated in the vertical direction a7a accelerates, moving at one speed v7a and indicates the height z7a on. The crowd 20th or the structure 20th of the quarter vehicle is transmitted by the body spring under the action of the wheel movement 21 and body damper 22nd (slightly simplified) on the structure 20th with a vertical acceleration a20 accelerates, moving at one speed v20 and indicates the height z20 on.

Knowing the vertical wheel speed of the left wheel 7a and the vertical speed of the superstructure of the quarter vehicle v20 can be a compression speed v (rel) as the difference between the two quantities, as in the 3rd represented as an equation. Hence: $$\text{v}\left(\text{rel}\right)=\text{v7a-v20}\text{.}$$

To use the quarter vehicle model, you need to know the values of quarter vehicle mass 20th , Characteristic value of the body spring 21 and characteristic value of the body attenuation 22nd necessary, which are determined for this purpose in previously carried out driving tests. The quarter vehicle model ultimately serves to generate a vertical acceleration signal recorded by sensors a7a or. a7b of a wheel 7a , 7b into a compression speed v (rel) of the respective wheel 7a , 7b to convert. In this context, be on 4th referenced, which provides a schematic illustration for explaining the determination of the compression speed on the basis of the vertical wheel acceleration.

This results in a detected vertical wheel acceleration a7a of the left wheel (here as an example only for the left wheel, equally transferable to the right wheel), caused by an excitation 24 (Unevenness of the road) by integration over time a vertical speed v7a of the left wheel 7a calculated. Through re-integration over time, it becomes a high point z7a of the left wheel, i.e. vertical path information for the left wheel 7a calculated.

The vertical wheel speed of the left wheel v7a is also used as a subtrahend in the calculation of the compression speed v (rel) on.

In a parallel loop is the vertical speed v20 of the quarter vehicle determined. To do this, go to the previously calculated altitude z7a as a subtrahend and the height level z20 of the quarter vehicle into an integrator. The resulting relative movement between the wheel and the body goes into a single mass oscillator (body spring) f (21) on. The compression speed goes parallel to this v (rel) into a single mass oscillator for the superstructure damper f (22) on. The merged values from f (21) and f (22) go into a single mass oscillator for the quarter vehicle f (20) , which as output variable is a vertical acceleration a20 of the quarter vehicle delivers.

This vertical acceleration a20 of the quarter vehicle, in turn, is converted into a vertical speed of the quarter vehicle through integration over time v20 converted to, on the one hand, after further integration over time, the height of the quarter vehicle z20 on the other hand, by forming the difference with the vertical wheel speed, as mentioned above v7a the compression speed v (rel) to determine.

For each side of the vehicle, the according to the in 4th The scheme shown in the illustration shows the compression speed v (rel) of the respective wheel 7a , 7b compared to the Vehicle body can be calculated continuously. Then, on the basis of a calculated difference in the compression speeds of the left wheel 7a and the right wheel 7b A target speed for the actuator via a kinematic conversion 2 calculated, which represents a pre-control signal for the speed controller of the actuator.

List of reference symbols

1

adjustable roll stabilizer

2

Actuator

3

Axis of rotation

4th

Electric motor

5

multi-stage planetary gear

6a, 6b

left (or right) stabilizer 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 mounting

12a, 12b

Level sensor left (or right) wheel

13th

Speed sensor

14a, 14b

vertical acceleration sensor left (or right) wheel

20th

Mass (or body) quarter vehicle

21

Construction spring

22nd

Body damper

23

roadway

24

Suggestion

f (20)

Single mass oscillator (quarter vehicle)

f (21)

Single mass oscillator (mounting spring)

f (22)

Single mass oscillator (superstructure damper)

a7a, a7b

vertical wheel acceleration left (or right) wheel

v7a, v7b

vertical wheel speed left (or right) wheel

z7a, z7b

Height of left (or right) wheel

a20

vertical acceleration quarter vehicle

v20

vertical speed quarter vehicle

z20

Height of quarter vehicle

v (rel)

Deflection speed

M _Wank

Roll moment (axis-related)

M _system

System moment

n

Engine speed

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102016219399 A1 [0003]
• EP 1362720 A1 [0005]

Claims (12)

A method for the roll stabilization of a motor vehicle by means of an adjustable roll stabilizer (1), having an actuator (2) which can be controlled depending on vehicle parameters in order to rotate two stabilizer sections (6a, 6b) connected to each other about an axis of rotation (3), the stabilizer sections (6a, 6b) radially away from the axis of rotation (3) are each coupled to a wheel suspension (7a, 7b, 8a, 8b, 9a, 9b), characterized in that vertical acceleration signals (a7a, a7b) of individual wheels (7a, 7b) are taken into account. Procedure according to Claim 1 , characterized in that the vertical acceleration signals (a7a, a7b) of the wheels (7a, 7b) are used in such a way that, in the event of a vertical acceleration of a wheel (7a, 7b) caused by unevenness in the roadway (23), the stabilizer section (6a , 6b) the detected vertical acceleration of the wheel (7a, 7b) is at least partially tracked by appropriate control of the actuator (2) in order to influence the roll moment (M _wank ) supported by the adjustable roll stabilizer (1) through the unevenness of the road surface (23) reduce or avoid. Procedure according to Claim 1 or 2 , characterized in that the vertical acceleration signals (a7a, a7b) of the wheels (7a, 7b) are used for precontrol of a speed controller of the actuator (2). Method according to one of the preceding claims, characterized in that a vertical acceleration signal (a7a, a7b) of a wheel (7a, 7b) is converted into a compression speed (v (rel)) of the respective wheel ( 7a, 7b) is converted. Procedure according to Claim 4 , characterized in that for the modeling in the form of the quarter vehicle model, specifications are made with regard to the values of the quarter vehicle mass (20), body spring (21) and body damping (22), which are preferably based on driving tests carried out. Method according to one of the preceding claims, characterized in that when a signal for a roll acceleration of the vehicle body is present, the compression speed v (rel) of a wheel (7a, 7b) is calculated directly from the roll acceleration of the vehicle body and the wheel acceleration (a7a, a7b) is determined. Method according to one of the preceding claims, characterized in that a compression speed (v (rel)) is calculated for the wheel (7a, 7b) on each side of the vehicle, and then based on a calculated difference in the compression speeds (v (rel)) of the left wheel (7a) and the right wheel (7b) a setpoint speed for the actuator (2) is calculated via a kinematic conversion, which represents a pre-control signal for the speed controller of the actuator (2). Method according to one of the preceding claims, characterized in that the vertical acceleration signals (a7a, a7b) of the wheels (7a, 7b) are detected by acceleration sensors (14a, 14b) arranged on the wheels (7a, 7b) or at least close to the wheels. Method according to one of the preceding claims, characterized in that the actuator (2) is controlled by means of a control device as a function of vehicle parameters such as lateral acceleration, driving speed and / or steering angle of the vehicle. Method according to one of the preceding claims, characterized in that the actuator (2) is regulated on the basis of a position signal in the form of a target angle, which is converted into a target speed by a position controller. Procedure according to Claim 10 , characterized in that the setpoint speed is fed to a speed control which converts the setpoint speed into a setpoint motor torque, on the basis of which a motor (4) of the actuator (2) is controlled, in particular via a field-oriented control. System for roll stabilization, which is designed to carry out a method according to one of the preceding claims.

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