Method and apparatus for damping the roll of a vehicle structure

Abstract

A method for damping the roll of a structure (104) of a vehicle (100) comprises the steps of providing an anti-roll moment signal (126) representing an anti-roll moment (110) for damping the roll motion of the structure (104) relative to a horizontal line (105); or providing an additional anti-roll moment signal (128) representing an additional anti-roll moment (112) for damping the roll motion of the structure (104) relative to the ground.

Description

Technical Field

[0001] The present invention relates to a method and a device for damping the roll of a structure of a vehicle. Background Art

[0002] When driving on a curve or uneven road, the vehicle may roll. Stabilizers can be used to reduce this roll. Summary of the Invention

[0003] Against this background, the present invention provides an improved method and an improved device for damping the roll of a vehicle structure. Advantageous embodiments emerge from the following description.

[0004] The roll of the vehicle can be damped relative to the horizon or relative to the ground. Depending on the circumstances, one form or the other of damping may be advantageous. The "horizon" may be understood as an artificial horizontal plane.

[0005] A method for damping the roll of a vehicle structure comprises the following steps:

[0006] providing an anti-roll moment signal representing an anti-roll moment for damping a roll motion of the structure relative to a horizontal line; or providing an additional anti-roll moment signal representing an additional anti-roll moment for damping a roll motion of the structure relative to a ground surface.

[0007] The vehicle can be a land vehicle, such as a passenger vehicle or a truck. A "structure" can be the vehicle's body. "Roll" can be understood as the rotational movement of the structure about the vehicle's longitudinal axis. During a roll, a roll moment may act on individual axles of the vehicle. "Axles" can be the vehicle's front and rear axles. Roll can be counteracted by a suitable counter-torque, which can be generated, for example, by a stabilizer device of the vehicle or by the combined action of stabilizer devices assigned to the individual axles of the vehicle. As stabilizer devices, known active stabilizers can be used, such as torsion bars or adjustable spring systems assigned to the wheels. The aforementioned counter-roll moment can be used to damp the roll of the vehicle's structure relative to the horizontal. This is also known as the skyhook method. The aforementioned additional counter-roll moment can be used to damp the roll of the vehicle's structure relative to the ground. This is also known as the groundhook method. By applying damping, roll can be reduced or eliminated. The “rolling movement of the structure” may be, for example, a rolling velocity or a rolling acceleration or a movement signal (based on which the rolling movement can be inferred).

[0008] Advantageously, as a further step, the method comprises determining the quality of a roll signal, which represents a roll motion of the structure relative to the horizontal, wherein the anti-roll moment signal is provided as a function of the quality of the roll signal. In this way, it is advantageously possible to select, depending on the quality of the roll signal, the manner in which the anti-roll moment signal is provided, in particular whether this anti-roll moment signal is used to damp the roll motion of the structure relative to the horizontal (skyhook) or to damp the roll motion of the structure relative to the ground (groundhook).

[0009] The method for providing the anti-roll moment signal can be selected in various ways. It is conceivable that the selection can be made manually by the driver, for example, or automatically (depending in particular on the quality of the roll signal). Independently of this, the selection can preferably also be changed during driving operation of the vehicle, i.e., it is possible to switch between the aforementioned skyhook method and the aforementioned groundhook method. Thus, advantageously, the type of anti-roll moment signal provided can be changed during driving operation of the motor vehicle, in particular whether the anti-roll moment signal represents an anti-roll moment for damping a roll motion of the structure relative to the horizontal or an anti-roll moment for damping a roll motion of the structure relative to the ground.

[0010] The quality can be determined using a suitable determination method. "Quality" can be understood, for example, as a signal figure of merit or the signal-to-noise ratio of the roll signal. For example, "quality" can be the magnitude of the probability that the roll motion indicated by the roll signal actually exists. For example, if a roll signal of higher quality is present, an anti-roll moment signal for damping the roll relative to the horizon can be provided. In contrast, if a roll signal of lower quality is present, an additional anti-roll moment signal for damping the roll relative to the ground can be provided. In this way, damping can be performed either relative to the horizon or relative to the ground, depending on the quality of the roll signal used as the basis for the damping.

[0011] For example, in the providing step, if the quality is greater than a threshold, the anti-roll moment signal can be provided; and if the quality is less than the threshold, the further anti-roll moment signal can be provided. In this way, it is possible to select whether to apply damping relative to the horizontal or relative to the ground by a simple threshold comparison.

[0012] Here, in the step of providing, the roll signal can be used to provide the counter-roll moment signal. In this way, a signal that is already present can be activated.

[0013] For example, in the step of providing, a proportionality factor can be used to provide the anti-roll moment signal, the proportionality factor defining the ratio between the roll motion (e.g., the roll acceleration of the structure) and the anti-roll moment. In this way, if the roll motion increases, the anti-roll moment can be increased; and if the roll motion decreases, the anti-roll moment can be decreased.

[0014] The method may include the step of determining the roll signal using sensor signals, wherein the sensor signals represent signals detected by a roll velocity sensor and / or a roll acceleration sensor and / or at least one vertical acceleration sensor of the vehicle. Thus, a "roll signal" may be a signal provided directly by the sensor or a pre-processed signal. In this way, the roll signal can be based on different sensor signals depending on the vehicle's sensor system. Using a vertical acceleration sensor rather than a sensor that directly detects roll motion can be more cost-effective.

[0015] In the step of providing, the further anti-roll moment signal may be provided using an additional roll signal representing the roll motion of the structure relative to the ground. The additional roll signal may be read in parallel with the roll signal, or only when the quality of the roll signal is deemed insufficient. If the roll signal and the additional roll signal are read continuously, it is possible to switch very quickly between damping relative to the horizon and damping relative to the ground.

[0016] For example, the method may comprise the step of determining the further roll signal using a sensor signal representing a wheel motion of at least one wheel of the vehicle. For example, such a sensor signal may be provided by at least one wheel motion sensor of the vehicle.

[0017] According to one embodiment, in the providing step, either the anti-roll moment signal or the additional anti-roll moment signal can be provided, depending on a driving state signal representing the driving state of the vehicle. For example, the driving state signal can indicate the lateral acceleration and / or longitudinal acceleration of the vehicle. In this way, it is possible to select whether to apply damping relative to the horizontal or relative to the ground, depending on the current driving state and regardless of the figure of merit of the roll signal. This can be advantageous, for example, if a double lane change is detected as the driving state.

[0018] The driving state signal can also be used to adapt the anti-rolling moment signal or other anti-rolling moment signal. In this way, for example, the intensity of the damping can be adapted depending on the current driving state.

[0019] Advantageously, the steps of the corresponding method can be performed using a device for damping the roll of the vehicle's structure. To this end, the device can, for example, include a determining device and a providing device. Such a device can be an electronic instrument that processes electronic signals (for example sensor signals) and outputs control signals depending on these electronic signals. The device can have one or more suitable interfaces, which can be designed as hardware and / or software. In a hardware design, the interface can, for example, be part of an integrated circuit that implements the functions of the device. The interface can also be an inherent integrated circuit or at least partially composed of discrete components. In a software design, the interface can be a software module that, for example, exists on a microcontroller in addition to other software modules. According to different embodiments, the device can include a stabilizer device or be connected to a corresponding stabilizer device. Correspondingly, the device can include one or more sensor devices and / or processing devices for providing a roll signal and optionally further roll signals and / or status signals, or include an interface to a corresponding device.

[0020] Also advantageous is a computer program product having a program code that can be stored in a machine-readable carrier (e.g. a semiconductor memory, a hard disk memory or an optical memory) and that is used to execute the method described in the above embodiments when the program is executed on a computer or device. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The invention is explained in more detail by way of example with the aid of the accompanying drawings. In the drawings:

[0022] Figure 1 shows a schematic diagram of a vehicle having an apparatus for damping the roll of a structure of the vehicle according to one embodiment;

[0023] Figure 2 shows a schematic diagram of a vehicle having an apparatus for damping the roll of a structure of the vehicle according to one embodiment; and

[0024] Figure 3 A flow chart illustrating a method for damping the roll of a structure of a vehicle according to one embodiment. DETAILED DESCRIPTION

[0025] In the following description of preferred exemplary embodiments of the present invention, elements illustrated in different figures and having similar functions are provided with the same or similar reference numerals, wherein a repeated description of these elements is omitted.

[0026] Figure 1A schematic diagram of a vehicle 100 is shown having an apparatus 102 according to one embodiment for damping the roll of a structure 104 of the vehicle 100. The vehicle 100 is embodied, for example, as a two-axle vehicle 100 having two axles 106 each with two wheels 108.

[0027] Vehicle 100 has a transverse axis, a longitudinal axis, and a vertical axis. The longitudinal axis is oriented transversely to axles 106. When structure 104 of vehicle 100 rolls (e.g., due to cornering), structure 104 performs a rolling motion in the form of a rotational movement about the longitudinal axis. The resulting rolling moment is distributed across both axles 106.

[0028] The device 102 is designed to dampen, i.e., reduce or eliminate, the roll of the structure 104 and, therefore, the vehicle 100. To this end, either an anti-roll moment 110 is generated, which damps the roll of the structure 104 relative to the horizontal 105, or a further anti-roll moment 112 is generated, which damps the roll of the structure 104 relative to the ground.

[0029] Damping relative to the horizontal line 105 enables a stable position of the structure 104, regardless of the conditions of the ground on which the vehicle is traveling. This can be compared to the connection of the structure to a fixed "skyhook" during travel. According to exemplary embodiments, the horizontal line 105 can be understood as a straight line above the vehicle 100. If the vehicle 100 is traveling on a horizontal plane, the horizontal line 105 can correspond to a mathematical horizontal line 105. Alternatively, other definitions of the horizontal line can be used, such as an imaginary natural horizontal line.

[0030] The device 102 comprises a providing device 120 which is designed to provide, depending on the quality 122 of the roll signal 124, either an anti-roll moment signal 126 representing the anti-roll moment 110 for damping the roll movement of the structure 104 relative to the horizontal line 105, or a further anti-roll moment signal 128 representing the further anti-roll moment 112 for damping the roll movement of the structure 104 relative to the ground.

[0031] For example, the providing device 120 is designed to provide the anti-roll moment signal 126 or the further anti-roll moment signal 128 to a stabilizer device 130, which is designed to generate the anti-roll moment 110 in a manner controlled by the anti-roll moment signal 126 and to generate the further anti-roll moment 112 in a manner controlled by the further anti-roll moment signal 128. The stabilizer device 130 includes, for example, one or more active stabilizers. Here, known active stabilizers assigned to, for example, the axle 106 or the wheel 108 can be activated.

[0032] According to the exemplary embodiment shown, the device 102 includes a determination device 132 designed to determine the quality 122 of the roll signal 124 and to provide it to the provision device 120. The quality 122 can be either an absolute quality value or a quality level (e.g., good or bad). For example, if the signal merit of the roll signal 124 is greater than a threshold, the quality can be described as good; and if the signal merit is less than the threshold, the quality can be described as bad. The "signal merit" can relate to a suitable characteristic of the roll signal 124, such as the signal-to-noise ratio or the signal strength. Alternatively, the quality 122 is determined directly by the provision device 120. Regardless of whether the quality 122 is defined as a quality value or a quality level, the provision device 120 is designed, for example, to provide the anti-roll moment signal 126 if the quality 122 is greater than the threshold, and to provide a further anti-roll moment signal 128 if the quality is less than the threshold.

[0033] Roll signal 124 represents the roll motion of structure 104 relative to horizontal 105. Since anti-roll moment signal 126 is used to damp structure 104 relative to horizontal 105, according to one embodiment, providing device 120 is configured to use roll signal 124 to provide anti-roll moment signal 126. Here, anti-roll moment signal 126 is generated based on roll signal 124, for example, using a lookup table or an assignment rule. For example, anti-roll moment signal 126 is generated such that a proportionality exists between anti-roll moment 110 and the roll motion of structure 104 relative to horizontal 105. For example, a predetermined proportionality factor is used to achieve a change in anti-roll moment 110 when a change in roll motion is detected.

[0034] Roll signal 124 is provided by signal determination device 134. Depending on various embodiments, signal determination device 134 is designed to determine roll signal 124 directly or to determine the roll signal from at least one sensor signal through signal processing. If signal determination device 134 includes a roll velocity sensor 136 for sensing the roll velocity of structure 104 and / or a roll acceleration sensor 138 for sensing the roll acceleration of structure 104, roll signal 124 may correspond to the directly sensed sensor signal. If signal determination device 134 includes at least one vertical acceleration sensor 140 for sensing at least one vertical acceleration of structure 104, roll signal 124 may be determined based on the sensor signal of vertical acceleration sensor 140. Therefore, signal determination device 134 may determine roll signal 124 in different ways depending on the sensor devices installed in vehicle 100. Known methods for determining the roll motion of structure 104 may be employed.

[0035] According to one embodiment, the providing device 120 is designed to use the further roll signal 142 to provide the further anti-roll moment signal 128, which represents the roll motion of the structure 104 relative to the ground. "Ground" is understood, for example, to be the lane in which the vehicle 100 is currently located. For example, the providing device 120 is designed to generate the further anti-roll moment signal 128 from the further roll signal 142 using a further lookup table or a further assignment rule.

[0036] According to one embodiment, the providing device 120 is designed to use the further roll signal 142 in addition to or instead of the roll signal 124 to provide the anti-roll moment signal 126 .

[0037] According to one exemplary embodiment, the device 102 includes an additional signal determination device 144 designed to determine an additional roll signal 142 based on the wheel motion of at least one wheel 108. For example, the additional signal determination device 144 includes at least one wheel motion sensor 146 assigned to one of the wheels 108, which is coupled to the corresponding wheel 108 in order to sense the motion of the wheel 108 and provide it in the form of a corresponding sensor signal. For example, the wheel motion sensor 146 is designed to sense the position, velocity, and / or acceleration of the corresponding wheel 108. According to one exemplary embodiment, the signal determination device 144 includes a plurality of wheel motion sensors 146, so that, for example, the wheel motions of all wheels 108 can be sensed and used to determine the additional roll signal 142.

[0038] According to one embodiment, providing device 120 is configured to determine whether to provide anti-roll torque signal 126 or another anti-roll torque signal 128, depending on driving state signal 148 and independently of the quality of roll signal 124. Driving state signal 148 indicates the driving state of vehicle 100 and is provided, for example, by computing device 150. Computing device 150 is configured, for example, to calculate the driving state as the longitudinal acceleration and / or lateral acceleration of vehicle 100, or to calculate the driving state using the longitudinal acceleration and / or lateral acceleration. For example, computing device 150 is configured to calculate the type of driving maneuver currently being performed by vehicle 100 as the driving state. A driving maneuver, for example, is a single lane change or a double lane change of vehicle 100. For example, providing device 120 is configured to always provide anti-roll torque signal 126 or another anti-roll torque signal 128, depending on the driving state indicated by driving state signal 148.

[0039] According to one embodiment, providing device 120 is designed to also determine whether to provide anti-roll moment signal 126 or further anti-roll moment signal 128 depending on the quality of roll signal 124, while adapting the magnitude of anti-roll moment 110 or further anti-roll moment 112 depending on driving state signal 148. In this way, the magnitude of the damping of the rolling motion of structure 104 can be adapted to the current driving state. For example, the magnitude of the damping can be selected during a braking operation as indicated by the driving state (as opposed to during a constant speed of vehicle 100).

[0040] Device 102 enables implementation of a method for damping vehicle roll motions. Here, the skyhook concept can be transferred to roll motions. Advantageously, both skyhook and groundhook solutions can be used, for example, when controlling active structural vibration dampers.

[0041] The described approach can be used, for example, in a vehicle 100 in the form of a passenger vehicle (PKW) equipped with two active roll stabilization systems (also called stabilizers). If vehicle 100 travels through alternating, less frequent ground excitation regions, a control strategy implemented by device 102 can prevent structure 104 (also called vehicle structure) from exciting rolling motions due to the alternating, less frequent ground excitation regions. Active roll stabilization systems can also be combined with conventional (passive) stabilizers.

[0042] According to one embodiment, the structural roll motion is first detected by using a structural roll velocity signal provided by the vehicle 100, or by time integration of a structural roll acceleration signal provided by the vehicle 100, or by model-based conversion of at least two structural vertical acceleration signals, or by model-based conversion of four wheel motion variables (these wheel motion variables are indicative of, for example, vertical wheel position, wheel speed, or wheel acceleration).

[0043] For example, a roll velocity sensor 136 is used to provide a structural roll velocity signal, for example, a roll acceleration sensor 138 is used to provide a structural roll acceleration signal, and for example, two vertical acceleration sensors 140 provide a structural vertical acceleration signal. For example, a wheel motion sensor 146 provides four wheel motion variables.

[0044] According to one embodiment, a skyhook approach is used if the structure roll velocity signal, or the time integral of the structure roll acceleration signal, or the structure roll acceleration signal, or the model-based conversion of at least two structure vertical acceleration signals, or at least two structure vertical acceleration signals (depending on which of these signals or signals is used to determine the roll motion of the structure 104) has a sufficient signal figure of merit. Here, a counter torque 110 is provided, for example, which is related to the roll velocity of the structure 104 relative to the horizontal 105 and is intended to damp the structure motion about the roll axis.

[0045] If the aforementioned signal (i.e., the structure roll velocity signal, or the time integral of the structure roll acceleration signal, or the structure roll acceleration signal, or the model-based conversion of at least two structure vertical acceleration signals, or at least two structure vertical acceleration signals) or the roll signal 104 does not have sufficient signal quality, the roll motion of the structure 104 relative to the ground is damped ("ground hook"). According to one embodiment, the additional counter torque 112 is determined not as a function of the structure roll acceleration relative to the horizontal 105, but as a function of the relative roll acceleration between the structure 104 and the wheel 108 or the roadway.

[0046] According to one embodiment, the counter-torque 110 and / or the additional anti-roll torque 112 are selected to be proportional to the roll acceleration. If desired, in another embodiment, a torque is selected that depends on another input (e.g., driving speed). To this end, for example, the status signal 148 can be included in the provision of the counter-torque 110 and / or the additional anti-roll torque 112.

[0047] Figure 2 A schematic diagram of a vehicle 100 is shown, which has a device 102 for damping the roll of a structure 104 of the vehicle 100 according to one embodiment. Figure 1 Embodiment of the vehicle described. The purely schematic diagram shows a section through the vehicle 100 along its vertical and transverse axes. The vehicle 100 is located on a ground surface 200, which here is a roadway.

[0048] One of the axles 106 of the vehicle is shown with a stabilizer 210, which may be a stabilizer 210 provided by means of a Figure 1 Part of the aforementioned stabilizer arrangement. The stabilizer 210 is implemented as a two-part torsion bar with a first stabilizer element 211 and a second stabilizer element 212. One end of the first stabilizer element 211 is connected to a first wheel suspension element 213 of the vehicle 100, and one end of the second stabilizer element 212 is connected to a second wheel suspension element 214 of the vehicle 100. For example, the ends of the stabilizer elements 211 and 212 are designed as arms (preferably bent or curved approximately in the direction of travel) that are connected to the wheel suspension elements 213 and 214, respectively, via articulated pivot struts 217 and 218. The wheel suspension elements 213 and 214 are, for example, oppositely arranged transverse links of the vehicle 100. Each stabilizer element 212 and 213 is fastened to the chassis or to the structure 104 in the form of the vehicle body 100, via a structural support 219 that is rotatable about a common rotation axis DD. In this case, the axis of rotation DD corresponds, by way of example, to the transverse axis of vehicle 100 .

[0049] One end of each stabilizer element 211, 213, facing the center of vehicle 100, is mechanically coupled to at least one electric motor of a three-phase drive 220, serving as an actuator. The three-phase drive 220 is designed to rotate the stabilizer elements 211, 212 in opposite directions about the axis of rotation DD using control signals (e.g., the anti-roll torque signal 126 and the further anti-roll torque signal 128, or signals derived therefrom). The control signals may, for example, be signals calculated based on field-oriented control. By rotating the stabilizer elements 211, 212 in opposite directions, the wheel suspension elements 213, 214 are moved, and the roll of the vehicle body can be counteracted (e.g., when cornering). According to one exemplary embodiment, the vehicle 100 is equipped with a device 102 connected to the three-phase drive 220 and designed to provide the control signals.

[0050] Figure 3 A flow chart showing a method for damping the roll of a vehicle structure according to one embodiment is shown. Figure 1 The device shown is used to implement the method.

[0051] The method comprises: step 301, in which the quality of a roll signal is determined, the roll signal being representative of a roll motion of a structure relative to a horizontal line; and step 303, in which an anti-roll moment signal is provided, depending on the quality of the roll signal, the anti-roll moment signal being representative of an anti-roll moment for damping the roll motion of the structure relative to the horizontal line, or a further anti-roll moment signal is provided, the further anti-roll moment signal being representative of a further anti-roll moment for damping the roll motion of the structure relative to the ground.

[0052] A roll signal can be read or determined. Optionally, in step 305, the roll signal is determined using, for example, a sensor signal or as a sensor signal. The sensor signal may correspond, for example, to a signal detected by a roll velocity sensor and / or a roll acceleration sensor and / or at least one vertical acceleration sensor of the vehicle.

[0053] Optionally, the method includes step 307, in which a further roll signal is determined using a sensor signal representing a wheel motion of at least one wheel of the vehicle. For example, the further roll signal is determined using four sensor signals provided by wheel motion sensors of the vehicle. A wheel motion sensor can be assigned to each wheel of the vehicle.

[0054] Optionally, the method comprises a step 309 of calculating a driving state signal representing the driving state of the vehicle, which driving state signal can be used in step 303 to provide an anti-roll torque signal or a further anti-roll torque signal.

[0055] List of Reference Numerals

[0056] 100 vehicles

[0057] 102 devices

[0058] 104 Structure

[0059] 105 Horizontal Line

[0060] 106 Axles

[0061] 108 wheels

[0062] 110 Anti-roll moment

[0063] 112 Additional anti-roll moment

[0064] 120 Provide device

[0065] 122 Quality

[0066] 124 Roll signal

[0067] 126 Anti-roll torque signal

[0068] 128 Additional anti-roll torque signal

[0069] 130 Stabilizer device

[0070] 132 Determine the device

[0071] 134 Signal determination device

[0072] 136 Roll velocity sensor

[0073] 138 Roll acceleration sensor

[0074] 140 vertical acceleration sensor

[0075] 142 Additional roll signal

[0076] 144 Signal determination device

[0077] 146 Wheel Motion Sensor

[0078] 148 Status signal

[0079] 150 computing device

[0080] 200 Ground

[0081] 210 Stabilizer

[0082] 211 First stabilizer element

[0083] 212 Second stabilizer element

[0084] 213 First wheel suspension element

[0085] 214 Second wheel suspension element

[0086] 217 First Swinging Pillar

[0087] 218 Second swing support

[0088] 219 Structural support

[0089] 220 three-phase drive

[0090] 301 Steps to Determine Quality

[0091] 303 provided steps

[0092] 305 Steps to determine the roll signal

[0093] 307 Steps for determining additional roll signals

[0094] 309 Operation steps

Claims

1. A method for damping the roll of a structure (104) of a vehicle (100), wherein the method comprises the following steps: providing an anti-roll moment signal (126), the anti-roll moment signal representing an anti-roll moment (110) for damping a roll motion of the structure (104) relative to a horizontal line (105); or providing a further anti-roll moment signal (128), the further anti-roll moment signal representing a further anti-roll moment (112) for damping a roll motion of the structure (104) relative to a ground (200), the method comprising the further steps of: determining (301) a quality (122) of a roll signal (124), said roll signal representing a roll movement of the structure (104) relative to a horizontal line (105), wherein the anti-roll moment signal (126) is provided depending on the quality (122) of the roll signal (124), the type of provision of the anti-roll moment signal (126) being changeable during driving operation of the vehicle, said anti-roll moment signal being an anti-roll moment (110) representing a roll movement of the structure (104) relative to a horizontal line (105) or being an anti-roll moment signal representing an anti-roll moment for damping a roll movement of the structure (104) relative to a ground (200), The quality is the signal figure of merit or the signal-to-noise ratio of the roll signal or the magnitude of the probability that the roll motion indicated by the roll signal actually exists.

2. The method according to claim 1, characterized in that In the providing step (303), the anti-roll moment signal (126) is provided if the quality (122) is greater than a threshold value; and the further anti-roll moment signal (128) is provided if the quality (122) is less than the threshold value.

3. The method according to claim 1, wherein In the providing step (305), the roll signal (124) is used to provide the anti-roll moment signal (126).

4. The method according to claim 3, characterized in that In the providing step (303), the anti-roll moment signal (126) is provided using a proportionality factor that defines the ratio between the roll motion of the structure (104) and the anti-roll moment (110).

5. The method according to claim 1, characterized in that The step (305) of using a sensor signal to roll determine the signal (124), the sensor signal representing a signal detected by a roll velocity sensor (136) and / or a roll acceleration sensor (138) and / or at least one vertical acceleration sensor (140) of the vehicle (100).

6. The method according to claim 1, characterized in that In the providing step (303), the further anti-roll moment signal (128) is provided using a further roll signal (142), the further roll signal being representative of the roll motion of the structure (104) relative to the ground (200).

7. The method according to claim 6, characterized in that A step (307) of determining the further roll signal (142) using a sensor signal representing a wheel movement of at least one wheel (108) of the vehicle (100).

8. The method according to claim 1, characterized in that In the providing step (303), either the anti-roll moment signal (126) or the further anti-roll moment signal (128) is provided, depending on a driving state signal (148) representing the driving state of the vehicle (100).

9. A device (102) adapted to carry out and / or control the steps of the method according to one of the preceding claims in a corresponding unit. 10 . A computer program product having a program code stored on a machine-readable carrier, for carrying out the method according to claim 1 , when the program is executed on a device.

Images