KR102417608B1 - Vehicle having active roll stabilizer and control method thereof - Google Patents

Abstract

The present invention relates to a vehicle having an active roll stabilizer and a control method therefor, and an object of the present invention is to effectively suppress rolling that may occur while the vehicle is running. To this end, a method for controlling a vehicle according to the present invention includes the steps of determining a driver's intention to accelerate; selecting one of an active roll stabilizer acceleration mode and an active roll stabilizer normal mode according to the driver's will to accelerate; and performing reverse-phase control of the active roll stabilizer acceleration mode to offset the load movement of the vehicle due to lateral acceleration by increasing the roll angle of the vehicle when the active roll stabilizer acceleration mode is selected.

Description

A vehicle having an active roll stabilizer and a method for controlling the same

The present invention relates to a vehicle, and to an apparatus and method for securing driving stability of the vehicle.

The rolling phenomenon of a vehicle refers to an inclination or shaking occurring along the lateral direction of the vehicle. There are various causes of rolling phenomenon while a vehicle is driving. The centrifugal force generated when a vehicle turns a curved section while driving may be the cause of the rolling phenomenon. Alternatively, side-to-side shaking of the vehicle caused by the uneven surface of the road on which the vehicle is traveling may also be another cause of the rolling phenomenon. Rolling impairs the driving stability of the vehicle and reduces the ride quality. Even heavy rolling can cause the car to roll over.

According to one aspect, an object of the present invention is to effectively suppress rolling that may occur while a vehicle is driving.

According to an aspect of the present invention, there is provided a method for controlling a vehicle according to the present invention, comprising: determining a driver's intention to accelerate; selecting one of an active roll stabilizer acceleration mode and an active roll stabilizer normal mode according to the driver's will to accelerate; and performing reverse-phase control of the active roll stabilizer acceleration mode to offset the load movement of the vehicle due to lateral acceleration by increasing the roll angle of the vehicle when the active roll stabilizer acceleration mode is selected.

In the vehicle control method described above, the reverse phase control of the active roll stabilizer acceleration mode may include: calculating a reverse phase control amount of the active roll stabilizer acceleration mode when the roll angle of the vehicle exceeds a preset reference value; and controlling the torque of the active roll stabilizer according to the reverse phase control amount of the active roll stabilizer acceleration mode.

In the vehicle control method described above, the reverse phase control of the active roll stabilizer acceleration mode further includes estimating a wheel vertical drag by an actuator of the active roll stabilizer.

In the vehicle control method described above, the reverse phase control of the active roll stabilizer acceleration mode further includes correcting the wheel vertical drag by adding a spring-loaded weight action force to the wheel vertical drag for each wheel.

In the vehicle control method described above, selecting the active roll stabilizer acceleration mode when the driver's will to accelerate exceeds a preset reference value; The active roll stabilizer normal mode is selected when the driver's will to accelerate is equal to or less than the preset reference value.

In the vehicle control method described above, when the active roll stabilizer normal mode is selected, the torque of the active roll stabilizer for reducing the roll angle of the vehicle is controlled based on a difference between the estimated roll angle of the vehicle and the target roll angle.

An active roll stabilizer for a vehicle according to the present invention for the above purpose includes: a motor provided to generate torque of the stabilizer bar; According to the driver's will to accelerate, any one of the active roll stabilizer acceleration mode and the active roll stabilizer normal mode is selected, and when the active roll stabilizer acceleration mode is selected, the roll angle of the vehicle is increased to increase the lateral acceleration. and a control unit for controlling the motor to perform reverse-phase control of the acceleration mode of the active roll stabilizer for offsetting the load movement of the vehicle.

In the above-described active roll stabilizer for a vehicle, the controller is configured to control the reverse phase of the active roll stabilizer acceleration mode when the roll angle of the vehicle exceeds a preset reference value for the reverse phase control of the active roll stabilizer acceleration mode compute ; The torque of the active roll stabilizer is controlled according to the reverse phase control amount of the active roll stabilizer acceleration mode.

In the above-described active roll stabilizer for a vehicle, the controller estimates a wheel vertical drag by an actuator of the active roll stabilizer for reverse phase control of the active roll stabilizer acceleration mode.

In the above-described active roll stabilizer for a vehicle, the controller corrects the wheel vertical drag by adding a spring-loaded weight action force to the wheel vertical drag for each wheel in order to control the reverse phase of the active roll stabilizer acceleration mode.

In the above-described active roll stabilizer for a vehicle, the control unit is configured to select the active roll stabilizer acceleration mode when the driver's will to accelerate exceeds a preset reference value; The active roll stabilizer normal mode is selected when the driver's will to accelerate is equal to or less than the preset reference value.

In the active roll stabilizer for the vehicle described above, the controller is configured to reduce the roll angle of the vehicle based on a difference between the estimated roll angle and the target roll angle of the vehicle when the active roll stabilizer normal mode is selected control the torque of

According to one aspect, by effectively suppressing rolling that may occur while the vehicle is driving, it provides an effect of improving the turning acceleration performance, driving stability, and riding comfort of the vehicle.

1 is a view showing motion characteristics that may appear while driving of a vehicle.
2 is a view showing the structure of an active roll stabilizer (ARS) of a vehicle according to an embodiment of the present invention.
3 is a view showing a stabilizer control system according to an embodiment of the present invention.
4 is a diagram illustrating a method for controlling a stabilizer according to an embodiment of the present invention.
5 is a diagram illustrating characteristics of an ARS acceleration mode and an ARS normal mode of a vehicle according to an embodiment of the present invention.
6 is a diagram illustrating an ARS reverse phase control according to an ARS acceleration mode of a vehicle according to an embodiment of the present invention.

1 is a view showing motion characteristics that may appear while driving of a vehicle.

As shown in FIG. 1 , while the vehicle 100 is driving, motion characteristics such as rolling, yawing, and pitching may appear depending on the condition of the road surface and the curvature of the road. Rolling refers to a lateral movement using the longitudinal axis of the vehicle 100 as a rotation axis. The yaw refers to a left-right movement with the vertical axis of the vehicle 100 as a rotation axis. Pitching refers to movement in the front-rear direction using the transverse axis of the vehicle 100 as the rotation axis.

2 is a view showing the structure of an active roll stabilizer (ARS) of a vehicle according to an embodiment of the present invention.

As shown in FIG. 2 , active roll stabilizers 202F and 202R are installed on each of a Front Axle 204F and a Rear Axle 204R of the vehicle 100 . The active roll stabilizers 202F and 202R may be electromechanical actuators.

The active roll stabilizers 202F and 202R may include a motor 252 and a control unit 254 , a multi-stage gearbox 256 and an Elastomer Decoupling Unit 258 . A hydraulic cylinder may be employed in place of the motor 252 .

In general, a stabilizer is a device for suppressing a vehicle body from tilting left and right or shaking from side to side. A general stabilizer works when the left and right wheels show different motions by installing both ends of the torsion bar spring on the suspension (lower arm) to suppress the left and right shaking of the vehicle body. Since the conventional general stabilizer cannot control the size of rigidity and the direction of distortion, it is impossible to actively cope with the driving situation of the vehicle.

The active roll stabilizer 202 according to the embodiment of the present invention shown in FIG. 2 can freely adjust the size and direction of rigidity, thereby actively coping with the driving situation of the vehicle 100 . For example, the magnitude and direction of rigidity of the active roll stabilizer 202 may be adjusted by adjusting the torque of the motor 252 described in FIG. 2 . When a hydraulic cylinder is employed instead of the motor 252, the size of the hydraulic pressure is adjusted.

Such an active response may include effectively suppressing the rolling of the vehicle 100 . For example, when the rolling of the vehicle 100 is small, the torque of the motor 252 is adjusted to be small, and conversely, when the rolling of the vehicle 100 is large, the torque of the motor 252 is adjusted to be large.

The active roll stabilizer 202 generates a lateral moment between the unsprung weight and the upper spring weight to control the roll posture of the spring upper weight. At this time, by the action/reaction of the stabilizer, a moment in the opposite direction acts on the spring load. As a result, the wheel vertical drag changes when the active roll stabilizer is activated. Here, the spring means a spring of the suspension provided for each drive shaft. The unsprung weight refers to the weight of a portion of the vehicle 100 that is not supported by the spring of the suspension. On the contrary, the spring weight means the weight of a portion supported by the spring of the suspension among the weight of the vehicle 100 .

Tire force is the maximum friction force a tire can produce. The vehicle 100 drives, brakes, and turns within the limits of tire force. The tire force according to the vertical load has a non-linear characteristic. When a lateral load transfer occurs in the vehicle 100 , the sum of the tire forces of the left and right tires decreases due to the non-linear characteristic of the tire force. That is, the sum of the tire forces of the left and right wheels decreases as the load transfer increases.

3 is a view showing a stabilizer control system according to an embodiment of the present invention.

The control unit (ARS) 254 controls the overall operation of the active roll stabilizer 202 . The control unit 254 controls the torque of the motor 252 of the active roll stabilizer 202 to suppress the roll of the vehicle 100 in cooperation with another electronic control unit (ECU) provided in the vehicle 100 . do.

To this end, the control unit 254 receives the state information of the vehicle 100 detected by the sensor unit 302 . For example, the sensor unit 302 detects state information of the vehicle 100 including a steering angle and lateral acceleration of the vehicle 100 , an accelerator pedal operation amount (Accelerator Position), and a drive shaft torque, and transmits the detection result to the control unit 253 . ) to pass To this end, the sensor unit 302 may include a steering angle sensor, a lateral acceleration sensor, an accelerator pedal sensor, and a drive shaft torque sensor. The steering angle and lateral acceleration of the vehicle 100 may be used to estimate the actual roll angle of the vehicle 100 and calculate a target roll angle required to secure the stability of the vehicle 100 . Estimation of the roll angle can be expressed by the following equation.

<Equation 1> Estimated roll angle = atan((vehicle parameter * lateral acceleration)/(height of center of gravity - height of roll sensor))

In addition, the accelerator pedal operation amount and the drive shaft torque can be used to determine the driver's will to accelerate. The determination of the driver's will to accelerate may be expressed by the following equation.

<Equation 2> Acceleration will = gain * accelerator pedal operation amount * engine torque

In addition, the control unit 254 receives information on the wheel vertical drag of the vehicle 100 from an Electronic Stability Controller (ESC) 304 . The control unit 254 calculates a spring-loaded force applied by the active roll stabilizer 202 and provides it to the body posture control unit 304 . The wheel normal drag can be expressed by the following equation.

<Equation 3> Wheel vertical drag = vehicle load / 4 + (longitudinal acceleration * vehicle parameter) + (lateral acceleration * vehicle parameter)

In addition, the control unit 254 transmits the target torque to the motor 252 through communication with the motor (actuator) 252 and receives information on the actual torque from the motor 252 . That is, the control unit 254 sends a target torque (torque command) to the motor 252 to cause the motor 252 to generate a torque of a desired magnitude and direction. The target torque is calculated using the estimated roll angle described above, the driver's will to accelerate, and the wheel vertical drag. The target torque can be expressed by the following equation.

<Equation 4> Target torque (normal mode) = gain * (target roll angle - actual roll angle)

<Equation 5> Target torque (reverse phase control mode) = gain * driver's acceleration will * (vertical drag of turning outer ring - vertical drag of turning inner ring)

In addition, the control unit 254 secures information on the magnitude and direction of the actual torque of the stabilizer 202 through a torque sensor (not shown).

In the previous description, it has been mentioned that information on the force applied by the spring load is transmitted from the control unit 254 to the vehicle body posture control unit 304 . The control unit 254 refers to the actual torque of the stabilizer 202, the unique characteristics (parameters) for each model of the vehicle 100, and the unique characteristics (parameters) for each model of the stabilizer to estimate the force acting on the spring load. The spring-loaded force acting force can be expressed by the following equation.

<Equation 6> Spring load action force = Stabilizer torque * Stabilizer parameter

When the control unit 254 of the active roll stabilizer 202 and the vehicle body attitude control unit 304 perform cooperative control with each other, the body attitude control unit 304 controls the body attitude control unit 304 under the spring estimated by the control unit 254 of the active roll stabilizer 202 . The normal wheel drag force can be corrected using the information on the weight action force.

The correction of the wheel vertical drag can be expressed as a value obtained by adding the wheel vertical drag of Equation 3 and the spring-loaded weight action force of Equation 6 above.

<Equation 7> Wheel vertical drag compensation = (wheel vertical drag for each wheel) + (spring load weight action force)

4 is a diagram illustrating a method for controlling a stabilizer according to an embodiment of the present invention. The method for controlling the stabilizer according to the embodiment of the present invention shown in FIG. 4 effectively suppresses rolling that may occur while the vehicle 100 is driving, thereby improving the turning acceleration performance, driving stability, and riding comfort of the vehicle 100 . This is the control method of the proposed active roll stabilizer.

First, the control unit 254 receives the state information of the vehicle 100 detected by the sensor unit 302 (402). For example, the controller 254 receives the state information of the vehicle 100 including the steering angle and lateral acceleration of the vehicle 100, the accelerator pedal operation amount (Accelerator Position), and the drive shaft torque from the sensor unit 302 . The steering angle and lateral acceleration of the vehicle 100 may be used to estimate the actual roll angle of the vehicle 100 and calculate a target roll angle required to secure the stability of the vehicle 100 . In addition, the accelerator pedal operation amount and the drive shaft torque can be used to determine the driver's will to accelerate. In addition, the control unit 254 receives information on the wheel vertical drag of the vehicle 100 from an Electronic Stability Controller (ESC) 304 .

The controller 254 determines the driver's will to accelerate by using the accelerator pedal manipulation amount and the drive shaft torque ( 404 ). For example, when the magnitude of the accelerator pedal operation amount and the drive shaft torque are small, it may be determined that the driver's will to accelerate is also small. Conversely, when the magnitude of the accelerator pedal operation amount and the drive shaft torque are large, it may be determined that the driver's will to accelerate is also large.

When the determination of the driver's intention to accelerate is completed, the controller 254 compares the driver's will to accelerate with a preset reference value ( 406 ). The comparison between the driver's acceleration intention and the preset reference value is to bend the 'ARS acceleration mode' and the 'ARS normal mode'. In an embodiment of the present invention, if the driver's will to accelerate exceeds a preset reference value (relatively high), the 'ARS acceleration mode' is proceeded, and conversely, if the driver's will to accelerate is less than or equal to a preset reference value (if relatively low) Proceed to 'ARS Normal Mode'.

If the driver's will to accelerate exceeds a preset reference value (YES in 406), the controller 254 proceeds to the 'ARS acceleration mode'. To this end, it is first checked whether the actual roll angle of the vehicle 100 exceeds a preset ARS reverse phase control reference value ( 408 ). If the actual roll angle of the vehicle 100 does not exceed the preset ARS reverse phase control reference value (No in step 408 ), the process returns to step 402 .

Conversely, if the actual roll angle of the vehicle 100 exceeds the preset ARS reverse phase control reference value (YES in 408), the controller 254 calculates the ARS acceleration mode reverse phase control amount (410). The ARS acceleration mode reverse phase control is to offset the load movement of the vehicle 100 due to lateral acceleration by increasing the roll angle of the vehicle 100 . In addition, the control unit 254 lowers the ARS reverse phase control reference value to quickly reflect the driver's will to accelerate. In addition, the control unit 354 calculates a difference in the vertical drag between the left and right wheels using the wheel vertical drag calculated by the vehicle body posture control unit 304, and based on the difference in the vertical drag between the left and right wheels, the active roll stabilizer 202 Calculate the target torque of

Next, the control unit 254 controls the motor 252 of the active roll stabilizer 202 based on the calculated ARS acceleration mode reverse phase control amount, thereby controlling the torque of the magnitude and direction required to suppress the rolling phenomenon occurring in the current vehicle 100 . to be generated in the active roll stabilizer 202 .

In addition, the control unit 254 refers to the actual torque of the stabilizer 202, the unique characteristics (parameters) for each model of the vehicle 100, and the unique characteristics (parameters) for each model of the stabilizer to estimate the force acting on the spring load. . The information on the spring-loaded weight action force estimated as described above is transmitted from the control unit 254 to the vehicle body posture control unit 304 . When the control unit 254 of the active roll stabilizer 202 and the vehicle body attitude control unit 304 perform cooperative control with each other, the body attitude control unit 304 controls the body attitude control unit 304 under the spring estimated by the control unit 254 of the active roll stabilizer 202 . The normal wheel drag force can be corrected using the information on the weight action force.

In the aforementioned step 406 , if the driver's will to accelerate is less than or equal to a preset reference value (No in 406 ), the controller 254 proceeds to the 'ARS normal mode'. To this end, it is first checked whether the actual roll angle of the vehicle 100 exceeds a preset ARS normal reference value ( 418 ). If the actual roll angle of the vehicle 100 does not exceed the preset ARS normal reference value (No in 418 ), the process returns to step 402 .

Conversely, if the actual roll angle of the vehicle 100 exceeds the preset ARS normal reference value (YES in 418 ), the controller 254 calculates the ARS normal mode control amount ( 420 ). The ARS normal mode control amount means a target torque for reducing the roll angle of the vehicle 100 based on a difference between the estimated roll angle (or the measured roll angle) of the vehicle 100 and the target roll angle. That is, when the actual roll angle of the vehicle 100 exceeds the ARS normal reference value, the controller 354 controls the ARS normal mode control (in a direction to suppress the roll angle of the vehicle) in order to secure the driving stability of the vehicle 100 . ) is carried out. The target torque of the active roll stabilizer 202 may be calculated based on the difference between the estimated roll angle and the target roll angle of the vehicle 100 and the degree of the driver's intention to accelerate.

Next, the control unit 254 controls the motor 252 of the active roll stabilizer 202 based on the calculated ARS normal mode control amount so that the torque of the magnitude and direction required to suppress the roll phenomenon occurring in the current vehicle 100 is to be generated by the active roll stabilizer 202 .

In addition, the control unit 254 refers to the actual torque of the stabilizer 202, the unique characteristics (parameters) for each model of the vehicle 100, and the unique characteristics (parameters) for each model of the stabilizer to estimate the force acting on the spring load. . The information on the spring-loaded weight action force estimated as described above is transmitted from the control unit 254 to the vehicle body posture control unit 304 . When the control unit 254 of the active roll stabilizer 202 and the vehicle body attitude control unit 304 perform cooperative control with each other, the body attitude control unit 304 controls the body attitude control unit 304 under the spring estimated by the control unit 254 of the active roll stabilizer 202 . The normal wheel drag force can be corrected using the information on the weight action force.

5 is a diagram illustrating characteristics of an ARS acceleration mode and an ARS normal mode of a vehicle according to an embodiment of the present invention.

In the control of the active roll stabilizer of the vehicle according to the embodiment of the present invention, the ARS acceleration mode is entered when the driver's will to accelerate exceeds the ARS reverse phase control reference value.

The control amount of the stabilizer 202 in the ARS normal mode is proportional to the difference between the target roll angle and the actual roll angle (ARS normal mode control amount ∝ (target roll angle - actual roll angle)).

The control amount of the stabilizer 202 in the ARS reverse phase mode is proportional to the difference between the outer ring normal drag and the inner ring normal drag (ARS reversed phase mode control amount ∝ (outer ring normal drag - inner ring normal drag)).

The ARS reverse phase control reference value is smaller than the ARS normal reference value (ARS reverse phase control reference value < ARS normal reference value). This is to reflect the driver's will to accelerate and improve the turning acceleration performance quickly.

As shown in FIG. 5B , by designating the maximum value of the ARS reverse phase control, excessive roll phenomenon is prevented and driving stability of the vehicle 100 is secured.

6 is a diagram illustrating an ARS reverse phase control according to an ARS acceleration mode of a vehicle according to an embodiment of the present invention.

6(A) is a view showing the rolling phenomenon of the vehicle 100 when the ARS is not operated. As shown in FIG. 6(A) , a roll phenomenon occurs due to turning or shaking of the vehicle 100 when the ARS is not operated.

6(B) is a diagram illustrating a case in which ARS reverse phase control is performed according to an embodiment of the present invention. In FIG. 6B , a solid curved arrow indicates a roll caused by lateral acceleration caused by turning or shaking of the vehicle 100 . In FIG. 6(B) , a solid straight arrow indicates the load movement by the roll of the automobile 100 . In FIG. 6(B) , a dashed-dotted curved arrow indicates an additional roll by ARS reverse phase control according to an embodiment of the present invention. In FIG. 6(B), a dashed-dotted straight line arrow shows the load movement according to an additional roll by ARS reverse phase control according to an embodiment of the present invention. In Figure 6 (B), the double-dotted straight line arrow shows the spring weight action force by the ARS reverse phase control according to the embodiment of the present invention. In Figure 6 (B), the three-dot chain straight arrow shows the force applied to the spring load by the ARS reverse phase control according to the embodiment of the present invention.

When the vehicle 100 turns in a curved section while driving, if a roll phenomenon of a magnitude and a direction exceeding the reference value occurs, the actuator of the active roll stabilizer 202 operates to control the posture of the spring weight. The active roll stabilizer 202 moves between the over-spring weight and the un-spring weight. When the actuator operates in the direction of restraining the roll, the roll in the upward and middle direction of the spring is suppressed, and the center of gravity moves toward the center line of the vehicle 100, thereby reducing the load movement. However, according to the law of action/reaction, a force acts in the opposite direction to the force acting on the spring weight according to the action/reaction law on the unsprung weight due to the actuator action. Therefore, vertical drag is applied to the left and right wheels in the same direction as the load movement by the roll. At this time, since the vertical drag applied by the actuator operation is larger than the amount of load movement reduced according to the movement of the center of gravity caused by the operation of the active roll stabilizer 202, the left and right wheels of the left and right wheels compared to before the operation of the active roll stabilizer 202 The vertical drag difference increases further. However, since the load does not change, the sum of the vertical drag forces of the left and right wheels is the same. Therefore, when the active roll stabilizer 202 is operated, the vertical load of the turning inner ring is reduced, and thus the possibility of wheel slip of the turning inner ring occurring due to the reduction of the friction force of the turning inner ring is increased. In addition, the difference in the vertical drag between the left and right sides of the tire increases, so that the maximum tire force sum decreases when considering the nonlinear tire characteristics, thereby reducing the maximum driving force of the tire.

The above description is merely illustrative of the technical idea, and various modifications, changes, and substitutions will be possible without departing from the essential characteristics by those skilled in the art of the present invention. Therefore, the embodiments disclosed above and the accompanying drawings are for explanation rather than limiting the technical idea, and the scope of the technical idea is not limited by these embodiments and the accompanying drawings. The scope of protection should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of rights.

100 : car
202: Active Roll Stabilizer
204: suspension
252: motor
254: control
256: multi-stage gearbox
258: elastomeric decoupling unit
302: sensor unit
304: body posture control unit

Claims (12)

determining the driver's intention to accelerate;
selecting one of an active roll stabilizer acceleration mode and an active roll stabilizer normal mode according to the driver's will to accelerate;
and performing reverse phase control of the active roll stabilizer acceleration mode to offset the load movement of the vehicle due to lateral acceleration by increasing the roll angle of the vehicle when the active roll stabilizer acceleration mode is selected. Way. According to claim 1, wherein the reverse phase control of the active roll stabilizer acceleration mode,
calculating a reverse phase control amount of the active roll stabilizer acceleration mode when the roll angle of the vehicle exceeds a preset reference value;
and controlling the torque of the active roll stabilizer according to the reverse phase control amount of the active roll stabilizer acceleration mode. The method according to claim 2, wherein the reverse phase control of the active roll stabilizer acceleration mode comprises:
The method of controlling a vehicle further comprising the step of estimating a wheel vertical drag by an actuator of the active roll stabilizer. The method according to claim 3, wherein the reverse phase control of the active roll stabilizer acceleration mode comprises:
The method of controlling a vehicle further comprising the step of correcting the wheel vertical drag by adding a spring-loaded weight action force to the wheel vertical drag for each wheel. The method of claim 1,
select the active roll stabilizer acceleration mode when the driver's will to accelerate exceeds a preset reference value;
and selecting the active roll stabilizer normal mode when the driver's will to accelerate is less than or equal to the preset reference value. The method of claim 1,
and controlling a torque of an active roll stabilizer to reduce a roll angle of the vehicle based on a difference between an estimated roll angle and a target roll angle of the vehicle when the active roll stabilizer normal mode is selected. a motor provided to generate torque of the stabilizer bar;
According to the driver's will to accelerate, any one of the active roll stabilizer acceleration mode and the active roll stabilizer normal mode is selected, and when the active roll stabilizer acceleration mode is selected, the roll angle of the vehicle is increased to increase the lateral acceleration. and a control unit for controlling the motor to perform reverse-phase control of the acceleration mode of the active roll stabilizer for offsetting the movement of the vehicle's load. The method of claim 7, wherein the control unit for reverse-phase control of the active roll stabilizer acceleration mode,
calculating a reverse phase control amount of the active roll stabilizer acceleration mode when the roll angle of the vehicle exceeds a preset reference value;
An active roll stabilizer for a vehicle that controls a torque of the active roll stabilizer according to a reverse phase control amount of the active roll stabilizer acceleration mode. The method of claim 8, wherein the control unit for reverse-phase control of the active roll stabilizer acceleration mode,
An active roll stabilizer for a vehicle for estimating a wheel vertical drag by an actuator of the active roll stabilizer. 10. The method of claim 9, wherein the control unit for the reverse phase control of the active roll stabilizer acceleration mode,
An active roll stabilizer for a vehicle that compensates the wheel vertical drag by adding a spring-loaded force to the wheel vertical drag for each wheel. The method of claim 7, wherein the control unit,
select the active roll stabilizer acceleration mode when the driver's will to accelerate exceeds a preset reference value;
and selecting the active roll stabilizer normal mode when the driver's will to accelerate is equal to or less than the preset reference value. The method of claim 7, wherein the control unit,
An active roll stabilizer for a vehicle that controls a torque of the active roll stabilizer for reducing a roll angle of the vehicle based on a difference between an estimated roll angle and a target roll angle of the vehicle when the active roll stabilizer normal mode is selected.

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