EP3621832A1

EP3621832A1 - Roll stabilizer having sensors for state determination

Info

Publication number: EP3621832A1
Application number: EP18718754.7A
Authority: EP
Inventors: Christian Stephan; Andreas Füssl; Axel BOLTA
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2017-05-12
Filing date: 2018-04-10
Publication date: 2020-03-18
Also published as: WO2018206209A1; DE102017208045A1

Abstract

The invention relates to a roll stabilizer (4) for a motor vehicle, comprising two stabilizer parts (12, 13), which are connected to each other for rotation relative to each other about a longitudinal axis of the stabilizer (14), and an actuator (26) for the 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 one second sensor (35, 36) arranged in a second stabilizer section (38) of the second stabilizer part (13), by means of which sensors a state, in particular static and/or dynamic state, of the associated stabilizer section (37, 38) of the associated stabilizer part (12, 13) can be sensed.

Description

Roll stabilizer with sensors for state detection

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 DE 10 2009 028 386 A1 a stabilizer device for a motor vehicle is known, which comprises an actuator arranged in a housing for the 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 portion of the second stabilizer isator 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 a static and / or dynamic state of the associated stabilizer section of the respective associated stabilizer part can be detected by means of these. 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 in relation to a reference object, in particular a body mount of the roll stabilizer and / or a virtual coordinate system. Tensystem, detectable. 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. Such a 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, thus, the state of the two torsion spring elements, ie their 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 projecting from the housing, torsion bar 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 at its respective stabilizer end to 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 by the roll stabilizer itself, in particular its actuator and / or at least one of its torsion bar spring elements, or by one of the caused suspension member is caused on the roll stabilizer transmitted external force.

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.

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

Figure 1 is a schematic rear view of a vehicle in the region of a vehicle axle and

Figure 2 is a plan view of a roll stabilizer of the vehicle axle in a schematic representation.

Figure 1 shows a motor vehicle 1, in particular a car, in a greatly simplified representation. According to the rear view shown in FIG. 1, the motor vehicle 1 has a vehicle axle 2. The vehicle axle 2 may be a front and / or rear axle. The vehicle axle 2 comprises a vehicle body 3. The vehicle body 3 may be a body of the motor vehicle and / or a subframe. The vehicle axle 2 is formed substantially axisymmetric to the vehicle central axis. It comprises two wheels 5, 6 which are each rotatably mounted on a wheel carrier, not shown here. Furthermore, the vehicle axle 2 comprises wheel suspension elements, via which the respective wheel 5, 6 are directly or indirectly connected to the vehicle body 3, in particular articulated. For reasons of clarity, only one of these wheel suspension elements 7 is provided with a reference numeral in FIG. The vehicle axle 2 comprises at least one link 8, 9 via which the respective wheel carrier is articulated on the vehicle body 3 such that the wheel 5, 6 can move vertically relative to the vehicle body 3. For suspension and / or damping of this vertical movement, the vehicle axle 2 has a shock absorber 10, 11. The shock absorber 10, 11 may comprise a separate spring element and a separate damper element. Alternatively, however, these can also be combined in one component.

According to FIG. 1, the vehicle axle 2 further comprises a roll stabilizer 4. In the present case, the roll stabilizer 4 is designed as an active and / or electromechanical roll stabilizer. The roll stabilizer comprises two stabilizer parts 12, 13 which are rotatably connected to each other. The two stabilizer parts 12, 13 are connected to one another such that they are rotatable relative to one another about a longitudinal axis 14 of the stabilizer. According to the mounting position of the roll stabilizer 4 shown in Figure 1, the longitudinal axis 14 of the stabilizer extends substantially in the vehicle transverse direction.

Furthermore, the roll stabilizer 4 comprises two mounting bearings 15, 16, each of which rotatably supports one of the two stabilizer parts 12, 13. The two stabilizer parts 12, 13 are thus not only relative to each other, but also rotatable together about the longitudinal axis 14 of the stabilizer. The roll stabilizer 4 is rotatably mounted on the vehicle body 3 via the two body supports 15, 16, i. in particular on the body and / or on the subframe hinged.

According to FIGS. 1 and 2, the roll stabilizer 4 comprises a housing 17. The housing 17 is arranged in a middle region of the roll stabilizer 4. Front side protrudes from the housing 17 each have a torsion spring element 18, 19 from. The torsion bar spring element 18, 19 is preferably a curved tube, in particular made of a spring steel. The body bearings 15, 16 are arranged in the region of the torsion bar spring elements 18, 19 according to the present exemplary embodiment. Furthermore, preferably one of the two torsion-bar spring elements 18, 19, in the present case the first torsion-bar spring element 18, is non-rotatably connected to the housing 17. prevented. The other of the two torsion bar spring elements, in this case the second torsion bar spring element 19, is rotatably mounted in the interior of the housing 17 (cf., FIG. 2). Alternatively, the housing 17 could also be divided into two, in which case each one of the two parts is rotatably formed with the associated torsion bar spring element 18, 19 and / or connected.

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

As can be seen in particular from FIG. 2, the roll stabilizer 4 comprises an actuator 26. The actuator 26 is preferably an electric motor. Furthermore, this is arranged in the interior of the housing 17. About the actuator 26, the two stabilizer parts 12, 13 are rotated against each other about the longitudinal axis 14 of the stabilizer.

In order to control this relative rotation, the roll stabilizer 4 according to FIG. 2 furthermore has a control unit 27. According to the present embodiment, it is an integrated control unit 27 which is integrated in the housing 17. According to FIG. 2, the roll stabilizer 4 furthermore comprises a gear 28, which is likewise arranged in the interior of the housing 17. The transmission 28 is preferably a planetary gear. The control unit 27 accordingly controls the actuator 26 designed as an electric motor, which is in particular non-rotatably connected to the housing 17, such that a torque is transmitted via the gear 28 to the second stabilizer part 13. As a result, the second stabilizer part 13 is rotated relative to the first stabilizer part 12.

As can be seen in particular from FIG. 2, the roll stabilizer 4 essentially has a U-shape. Thus, the torsion-bar spring elements 18, 19 each have a longitudinal section 29, 30 which extends along the longitudinal axis 14. The GE- Housing 17 and the two longitudinal sections 29, 30 are therefore arranged substantially one behind the other and / or coaxial with each other. Furthermore, the two torsion-bar spring elements 18, 19 each comprise a transverse section 31, 32 which extends transversely to the longitudinal axis 14 of the stabilizer and / or to the respective longitudinal section 29, 30. According to the installation position shown in FIG. 1, the transverse section 31, 32 of the respective torsion-bar spring element 18, 19 thus extends essentially in the longitudinal direction of the motor vehicle 1.

According to FIG. 2, the roll stabilizer 4 comprises at least one first sensor 33, 34 and at least one second sensor 35, 36, which are each assigned to one of the two stabilizer parts 12, 13. The sensors 33, 34, 35, 36 are each arranged in a stabilizer section 37, 38 of the respective associated stabilizer part 12, 13. The term "first stabilizer section 37" below defines a section of the first stabilizer part 12, in particular of the first torsion bar spring element 18. According to the exemplary embodiment shown in Figure 2, two such first stabilizer sections 37 are shown, in particular a first in the area of the first body bearing 15 and a second in the region of the first stabilizer end 20. Analogously, the term "second stabilizer section 28" of the second stabilizer part 13 is to be understood.

In each case a state of the associated stabilizer section 37, 38 of the respective associated stabilizer part 12, 13 can be detected via the sensors 33, 34, 35, 36. Accordingly, for example, a static state of the respective stabilizer section 37, 38 can be determined, ie, where this stabilizer section 37, 38 is relative to a coordinate system and / or how it is oriented to this coordinate system. Additionally or alternatively, a dynamic state of the associated stabilizer section 37, 38 can be detected via the sensors 33, 34, 35, 36. Accordingly, for example, a movement of the respective stabilizer section 37, 38, in particular a rotational and / or translatory movement, can be 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 may 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. The sensors 33, 34, 35, 36 are preferably inertial sensors, in particular acceleration sensors and / or yaw rate sensors.

According to an exemplary embodiment illustrated in FIG. 2, a first sensor 33 may be arranged in the region of the first mounting bearing 15. The corresponding second sensor 35 is accordingly arranged in the region of the second body bearing 16. The first and second sensors 33, 35 may be integrated into the respective body bearing 15, 16. Preferably, the sensors 33, 35 arranged in the region of the mounting bearings 15, 16 are designed such that they have a rotational angle, a rotational speed and / or a rotational acceleration relative and / or between the associated stabilizer section 37, 38 and the mounting bearing 15, 16, in particular the Vehicle structure 3, can capture.

Additionally or alternatively, according to FIG. 2, a first sensor 34 may be arranged in the region of the first connection joint 24. Preferably, in this case, a corresponding second sensor 36 in the region of the second connection joint 25 is arranged. The first and second sensors 34, 36 may be integrated in the respective connecting joint 24, 25.

According to the preceding description, according to a first embodiment, therefore, the first sensor 33 and the second sensor 35 may be arranged in the region of the respective body bearing 15, 16. In this case, the state of the respective stabilizer part 12, 13 in the respective associated first stabilizer section 37 and second stabilizer section 38 of the respective longitudinal section 29, 30 can thus be determined. The respective stabilizer sections 37, 38 are in this case in the region of the respectively corresponding body bearing 15, 16. According to an alternative second exemplary embodiment, the first sensor 34 may be arranged in the region of the first connection joint 24 and the second sensor 36 in the region of the second connection joint 25. Here, the first sensor 34 and the second sensor 36 are preferably designed such that they can determine a linear movement, a linear velocity and / or a linear acceleration of the associated stabilizer section 37, 38. The associated stabilizer section 37, 38 is in this case in the region of the respective stabilizer end 20, 21. Since the stabilizer ends 20, 21 and / or the connecting joints 24, 25 are radially spaced from the longitudinal axis 14 of the stabilizer, these change at a and / or rebound of each associated wheel 5, 6 relatively strong position. With the arranged in the corresponding area sensors 34, 36, the state, in particular the position, orientation and / or movement, these stabilizer sections 37, 38 are determined.

In a third alternative embodiment, the roll stabilizer 4 may comprise both the sensors 33, 35 arranged in the region of the mounting bearings 15, 16 and the sensors 34, 36 arranged in the region of the connecting joints 24, 25.

According to the preceding description, the at least one first sensor 33, 34 and the at least one second sensor 35, 36 are arranged outside the housing 17. Thus, these are arranged according to the embodiment shown in Figure 2 in the region of each projecting from the housing 17 torsion bar spring elements 18, 19. The sensors 33, 35 arranged in the region of the mounting bearings 15, 16 are in this case in particular in the region of the first and second transverse sections 31, 32 of the respective torsion-bar spring element 18, 19. Additionally or alternatively, the sensors 34, 36 are located in the region of the transverse section 31, 32 of the respectively associated torsion bar spring element 18, 19th

The control device 27 is connected to the at least one first sensor 33, 34 and to the at least one second sensor 35, 36. 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. Furthermore, the control unit 27 receives from the at least one second sensor 35, 36 a second sensor value, by means of which the control unit 27 can draw a conclusion about the state of the second stabilizer part 13. The control device 37 is configured such that it can determine an actual torque of the roll stabilizer 4 based on the first sensor value detected by the at least one first sensor 33, 34 and on the basis of the second sensor value detected by the at least one second sensor 35, 36. 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 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, are related to each other.

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

The control device 27 is further preferably designed 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 can be determined, in particular can be estimated and / or calculated. reference numeral

1. Motor vehicle

2. Vehicle axle

3. Vehicle body

4. roll stabilizer

5th first wheel

6th second wheel

7. Wheel suspension element

8. first handlebar

9. second handlebar

10th first shock absorber

11. second shock absorber

12. first stabilizer part

13. second stabilizer part

14. Longitudinal axis of the stabilizer

15th first construction warehouse

16th second construction warehouse

17. Housing

18. first torsion bar spring element

19. second torsion bar spring element

20. first stabilizer end

21st second stabilizer end

22nd first pendulum support

23. second pendulum support

24. first connecting joint

25th second connecting joint

26th actuator

27. Control device

28th gear

29 first longitudinal section

30th second longitudinal section

31 first cross section 32nd second cross section

33. first sensor in the area of the first bodybuilder

34. first sensor in the region of the first connection joint

35. second sensor in the region of the second bodybuilder

36. second sensor in the region of the second connecting joint

37. first stabilizer section

38. second stabilizer section

Claims

claims

1. 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), characterized in that the roll stabilizer (4) has 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.

2. roll stabilizer according to the preceding claim 1, characterized in that at least one of the two sensors (33, 34, 35, 36) is formed such that by means of this at least one position, orientation and / or movement of the associated stabilizer section (37, 38 ) is detectable.

3. roll stabilizer according to one of the preceding 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 linear acceleration of the associated stabilizer section (37, 38) can be detected.

4. roll stabilizer according to one of the preceding claims 1 to 3, characterized in that at least one of the two sensors (33, 34, 35, 36) 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.

5. roll stabilizer according to the preceding claim 4, characterized in that at least one of the two sensors (33, 34, 35, 36) in a along the longitudinal axis of the stabilizer (14) extending longitudinal portion (29, 30) and / or in a transversely extending to the longitudinal axis of the stabilizer (14) extending transverse portion (31, 32) of the associated torsion bar spring element (18, 19) is arranged.

6. roll stabilizer according to one of the preceding 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.

7. roll stabilizer according to one of the preceding 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 Connected to a suspension element (7) is arranged.

8. roll stabilizer according to one of the preceding claims 1 to 7, characterized in that the roll stabilizer (4) has a control device (27) for controlling and / or regulating the actuator (26), by means of which one of the first sensor (33, 34 ) and a second sensor value detected by the second sensor (35, 36), an actual torque of the roll stabilizer (4) can be determined.

9. roll stabilizer according to the preceding 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 to each other in relation and / or from these a difference value can be determined.

10. roll stabilizer according to one of the preceding claims 8 to 9, characterized in that the control device (27) is designed such that by means of this rotation of the roll stabilizer (4) about its longitudinal axis of the stabilizer (14) can be determined.

11. roll stabilizer according to the preceding 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.

12. roll stabilizer according to one of the preceding claims 8 to 11, characterized in that the control device (27) is designed such that by means of this based on the first and / or second sensor value, a vertical height offset of a designated wheel carrier is determined relative to a vehicle body.