Methods for stabilizing the roll of a motor vehicle

Abstract

Method for roll stabilization of a motor vehicle by means of an adjustable roll stabilizer (1), comprising an actuator (2) which can be controlled depending on vehicle parameters in order to rotate two connected stabilizer sections (6a, 6b) relative to each other about an axis of rotation (3), wherein the stabilizer sections (6a, 6b) are each coupled to a wheel suspension (7a, 7b, 8a, 8b, 9a, 9b) radially from the axis of rotation (3), wherein vertical acceleration signals (a7a, a7b) of individual wheels (7a, 7b) are taken into account for the control of the actuator (2), characterized in that, in the presence of a signal for a roll acceleration of the vehicle body (10), the compression velocity (v(rel)) of a wheel (7a, 7b) is directly calculated from the roll acceleration of the vehicle body (10). and the wheel acceleration (a7a, a7b) is determined.

Description

[0001] The invention relates to a method for roll stabilization of a motor vehicle by means of an adjustable roll stabilizer according to the features of claim 1 and a roll stabilization system according to claim 11.

[0002] In automotive engineering, particularly chassis engineering, it is known to influence the roll and pitch behavior of vehicles using so-called roll stabilizers. The basic design consists of an essentially C-shaped torsion bar spring, which is rotatably mounted in the middle relative to the vehicle body. Its outer, opposing ends are connected to a wheel suspension via coupling elements, known as pendulum links. This design ensures that, when cornering, the vehicle body not only compresses on the outside side (due to centrifugal force), but also that the inside wheel is slightly lowered. Roll stabilizers improve the vehicle's directional stability and reduce body roll, thus making cornering safer and more comfortable.

[0003] To further enhance vehicle stability and ride comfort, it is known to design such roll stabilizers to be adjustable. In this case, the roll stabilizer comprises an actuator and is divided into two stabilizer sections that can be rotated relative to each other about an axis of rotation by means of the actuator. By rotating the stabilizer sections relative to each other, a roll movement of the vehicle body is deliberately generated, or a roll movement of the vehicle body caused by external influences is deliberately counteracted. Adjustable roll stabilizers are known from the prior art, the actuator of which has an electric motor that is connected to a mechanical transmission, in particular in the form of a multi-stage planetary gear unit, to achieve suitable speeds or torques. In this context, reference is made to DE 10 2016 219 399 A1 by way of example.

[0004] Besides the constructive design of an adjustable roll stabilizer, its appropriate control also presents a technical challenge.

[0005] In this context, reference should be made to EP 1 362 720 A1, which describes a method for operating an adjustable roll stabilizer for a four-wheeled motor vehicle. The adjustable roll stabilizers, each assigned to a vehicle axle, are rotated relative to each other by means of an actuator appropriately controlled by an electronic control unit, taking into account the lateral acceleration, vehicle speed, and steering angle of the motor vehicle.To prevent unwanted copy movements, which are transmitted by a roll stabilizer, particularly when encountering uneven road surfaces, it is proposed that, in addition to the aforementioned vehicle parameters (lateral acceleration, vehicle speed, steering angle), the height signals of the individual wheels relative to the vehicle body should also be taken into account. This would allow the respective stabilizer section to at least partially track the vertical movement of the wheel in the event of relative movement caused by road irregularities. This active tracking of a stabilizer section, based on the detected height of an individual wheel, allows for at least partial compensation of disturbances in the roll stabilization system caused by road irregularities.

[0006] A disadvantage of this approach is that accurately and with high temporal resolution measuring wheel height requires significant engineering effort. Typically, a wheel's height is measured indirectly, for example, by indirectly measuring the swivel angle of a control arm in the wheel's suspension. The wheel's height relative to the vehicle body is then inferred from this value; the inaccuracies inherent in this calculation are accepted. In addition to these inaccuracies, a measurement signal acquired in this way is slightly delayed compared to the actual wheel height. This delay, when used for a control system like the one described for compensating for the typically high-frequency disturbances from the road surface, results in reduced control performance.

[0007] Reference is also made to DE 10 2013 110 953 A1, DE 10 2016 104 944 A1, DE 10 2006 001 436 A1 and DE 10 2010 051 807 A1, from which methods with the general features of claim 1 are known.

[0008] It is an object of the present invention to provide a method for roll stabilization of a motor vehicle, with which roll stabilization of increased quality is possible with reasonable design effort. In particular, a means should be provided to further reduce the disruptive influences on roll stabilization caused by uneven road surfaces. In addition, a corresponding system for roll stabilization of a motor vehicle should be provided.

[0009] The aforementioned problem is initially solved by a method according to the features of claim 1. This method is for roll stabilization of a motor vehicle by means of an adjustable roll stabilizer, comprising an actuator that can be controlled depending on vehicle parameters in order to rotate two connected stabilizer sections relative to each other about an axis of rotation, wherein the stabilizer sections are each coupled to a wheel suspension radially from the axis of rotation. According to the invention, the method is characterized in that vertical acceleration signals of individual wheels are taken into account for controlling the actuator, wherein, when a signal for roll acceleration of the vehicle body is present, the compression velocity of a wheel is directly calculated from the roll acceleration of the vehicle body and the wheel acceleration.This therefore requires that a suitable sensor for detecting the body roll acceleration is present on the vehicle body.

[0010] According to the invention, it was initially recognized that for active roll stabilization of a motor vehicle using an adjustable roll stabilizer, it is advantageous to be able to reduce or compensate for the negative influence of movements of individual wheels of the motor vehicle caused by uneven road surfaces. Given the design difficulty and associated effort of accurately and with high temporal resolution determining the height of an individual wheel relative to the vehicle body, the invention developed the idea of ​​using the vertical acceleration of an individual wheel for controlling the actuator of the adjustable roll stabilizer instead of (or in addition to) its height. Accordingly, the roll stabilization method utilizes wheel-specific acceleration signals in the vertical direction.

[0011] This allows for advantageous roll stabilization based on individual wheel acceleration, compensating for disturbances caused by road irregularities. The acceleration sensors required for this purpose can be mounted on or in close proximity to the vehicle wheel with relatively little structural effort. Due to the immediate proximity to the wheel, the vertical acceleration signal is of high quality, exhibiting particularly low time lag and high accuracy due to minimal interference.

[0012] According to an advantageous further development of the method, the vertical acceleration signals of the wheels are used in such a way that, in the case of a vertical acceleration of a wheel caused by unevenness of the road surface, the stabilizer section assigned to it is at least partially adjusted by appropriate control of the actuator of the detected vertical acceleration of the wheel in order to reduce or avoid an influence of the road surface unevenness on the roll moment supported by the adjustable roll stabilizer.

[0013] To efficiently utilize the vertical acceleration signals of the wheels for the desired compensation of disturbances caused by road irregularities, an advantageous further development of the method involves using the vertical acceleration signals of the wheels to feed forward the speed control of the actuator. This can be done in various ways.

[0014] A preferred embodiment of the method provides that a vertical acceleration signal of a wheel is converted into a suspension velocity of the respective wheel based on a model calculation, in particular based on a so-called quarter-vehicle model. Within the scope of the invention, the suspension velocity of a wheel is understood to be the relative velocity between the associated wheel carrier and the vehicle body.

[0015] Advantageously, for modeling in the form of a quarter-vehicle model, values ​​for the quarter-vehicle mass, body spring rate, and body damping are defined, preferably based on completed driving tests. The modeling therefore requires that parameterization has first been carried out – for example, in previously conducted driving tests – in order to obtain usable values ​​for the quarter-vehicle model.

[0016] Modeling in the form of a quarter-vehicle model provides a simple way to determine the compression speed of a wheel.

[0017] The method for roll stabilization is advantageously designed such that a suspension velocity is first calculated for the wheel of each side of the vehicle, and then, based on a calculated difference between the suspension velocities of the left wheel and the right wheel, a target speed for the actuator is calculated via a kinematic conversion, which represents a feedforward signal for the speed controller of the actuator.

[0018] The vertical acceleration signals of the wheels are preferably detected by acceleration sensors arranged on the wheels or at least near the wheels.

[0019] The actuator control provided according to the invention, taking into account the vertical acceleration signals of individual wheels, is particularly relevant for compensating for disturbances caused by uneven road surfaces. More generally, the actuator is controlled within the framework of the vehicle's roll stabilization by means of a control unit – of whatever design – depending on vehicle parameters such as lateral acceleration, vehicle speed, and / or steering angle.

[0020] According to a preferred embodiment of the roll stabilization method, the actuator is specifically controlled on the basis of a position signal in the form of a target angle, which is converted into a target speed via a position controller.

[0021] Advantageously, the target speed is supplied to a speed control system, which converts the target speed into a motor target torque, on the basis of which a motor of the actuator is controlled, in particular via a field-oriented control system.

[0022] The aforementioned problem is also solved by a roll stabilization system according to claim 12. This is a roll stabilization system configured to perform a method of the type described above.

[0023] The invention is explained in more detail below with reference to a drawing. Further advantageous embodiments of the invention also become apparent from this drawing. The drawing shows: Fig. 1. An adjustable roll stabilizer for a motor vehicle in schematic view, Fig. 2 a graphical representation of a control strategy of an adjustable roll stabilizer, Fig. 3 a schematic representation of a quarter vehicle model, Fig. 4 A schematic representation to explain the determination of the suspension velocity based on the vertical wheel acceleration.

[0024] To illustrate the field of application of the invention, the following is shown: Fig. Figure 1 shows a schematic view of an adjustable roll stabilizer 1. The adjustable roll stabilizer 1 is part of the chassis of a (not shown) motor vehicle, which is not fully depicted. Only the vehicle body 10 is indicated by reference numerals. The roll stabilizer 1 is also part of an axle of the motor vehicle; for example, the front axle and / or rear axle of the motor vehicle may be equipped with the adjustable roll stabilizer 1.

[0025] How Fig. As shown in Figure 1, a left wheel 7a and a right wheel 7b located on the opposite side of the vehicle are each connected to the vehicle body 10 via a linkage assembly 8a and 8b, respectively, which will not be explained in detail. Wheel 7a and linkage assembly 8a, and wheel 7b and linkage assembly 8b, thus each form a unit and are each coupled to an end of a corresponding stabilizer section 6a and 6b of the adjustable roll stabilizer 1 via a pendulum support 9a and 9b, respectively. The left stabilizer section 6a and the right stabilizer section 6b are connected to each other at the center of the vehicle via an actuator 2, which is depicted as a substantially cylindrical body.

[0026] In a manner known in itself, the adjustable roll stabilizer 1 is rotatably mounted about a rotational axis 3 relative to the vehicle body 10; for this purpose, a left stabilizer mounting 11a and a right stabilizer mounting 11b are used, which according to Fig. 1. Enclose a U-shaped area of ​​the respective stabilizer section 6a or 6b facing the actuator 2 - simplified representation.

[0027] The actuator 2, depicted here as a cylindrical body, essentially comprises a housing (not further specified) that is substantially rotationally symmetrical with respect to the axis of rotation 3. An electric motor 4, a multi-stage planetary gear 5, and a speed sensor 13 (each indicated only by reference numerals) are arranged within this housing. The stabilizer sections 6a and 6b are connected to each other via the electric motor 4 and the multi-stage planetary gear 5. When the actuator 2 is stationary, the two stabilizer sections 6a and 6b are rigidly connected to each other via the stationary electric motor 4 and the multi-stage planetary gear 5 connected to it. However, the operation of the electric motor 4 allows the stabilizer sections 6a and 6b to be rotated relative to each other about the axis of rotation 3, depending on the direction of rotation of the electric motor 4.The multi-stage planetary gear 5 provides a fixed speed ratio between the input (electric motor 4) and the output (right stabilizer section 6b coupled to the gear output). This allows the adjustable roll stabilizer 1 to be adjusted in a manner known from its own perspective.

[0028] Depending on the operating state of the adjustable roll stabilizer 1 or the vehicle equipped with it, a torsion can occur in the stabilizer sections 6a, 6b coupled to each other via the actuator 2, depending on which a moment M acting about the axis of rotation 3 System developed. This moment M System The signal is present at actuator 2 in the form of a system moment.

[0029] With the help of the roll stabilizer 1, a roll moment M can be reduced. Wank The roll moment M is supported between the vehicle body 10 and the wheels 7a, 7b. The roll moment M that can be supported can be adjusted by adjusting the roll stabilizer 1. WankTo influence the roll stabilizer 1 as needed, a height sensor 12a is assigned to the left wheel 7a and a height sensor 12b to the right wheel 7b, respectively. These sensors detect wheel travel movements of the respective wheels and output them as a height value z7a for the left wheel and z7b for the right wheel. Additionally, the rotation of the electric motor 4 can be detected via the speed sensor 13 and output as a speed signal, i.e., the motor speed n.

[0030] The regulation of the in Fig. 1. The adjustable roll stabilizer 1, shown schematically, is based on the in Fig. The control strategy shown in Figure 2 is explained in more detail below. Accordingly, the control of the adjustable roll stabilizer 1 uses a so-called system setpoint torque as an input variable. This is a value specified by the vehicle, which corresponds to the torque M acting about the axis of rotation 3. System (cf.) Fig. 1) corresponds to the variable roll stabilizer 1, which is to be supported at the level of the actuator, and which is therefore to act on the actuator 2 – comprising electric motor 4 and gearbox 5 – with a direction of rotation about the axis of rotation 3. Through the kinematic interaction of the variable roll stabilizer 1, the wheel suspensions 7a, 7b, 8a, 8b, 9a, 9b and the connections 11a, 11b to the vehicle body 10, the variable roll stabilizer 1 thus supports – at the level of the vehicle – an axle-related roll moment M. Wank from (see above) Fig. 1, running along the longitudinal direction of the vehicle).

[0031] The system target torque is converted into a twist angle for the torque requirement via a known system stiffness, whereby the known system stiffness is composed of individual stiffnesses, in particular the stiffnesses of the stabilizer itself (stabilizer sections, gearbox, housing, possibly decoupling elements, pendulum support, stabilizer bearing and the like).

[0032] In parallel, a parameter for compensating for disturbances is incorporated into the control system of the adjustable roll stabilizer. This involves using wheel movement data, recorded by wheel height sensors in the form of individual wheel height signals, as well as a characteristic table for a decoupling angle (using previously determined vehicle-specific data) to determine a so-called "zero-torque angle." This angle corresponds to the external rotation angle of the adjustable roll stabilizer, caused, for example, by an uneven road surface, and would render the actuator of the adjustable roll stabilizer torque-free. The two angles determined in this way—the rotation angle for the torque request and the zero-torque angle—are then added to obtain a target angle.

[0033] The target angle is then fed to a cascaded position-speed controller. This includes a position controller that derives the desired angle from the incoming target angle. - Taking into account a feedback signal from the motor - a target speed is determined, which is then fed into a speed controller. Based on the target speed and feedback from the electric motor (rotational speed), the speed controller determines a target motor torque for controlling the electric motor. The target motor torque is then fed into a field-oriented control system, which - again taking into account feedback signals from the electric motor - the electric motor 4 of the actuator 2 is controlled. A motor output torque generated by the electric motor 4 is converted - now mechanically - via a gearbox 5 (multi-stage planetary gearbox) into a system torque, which is applied between the stabilizer sections (cf. Fig. 1 Reference numerals 6a and 6b) apply.

[0034] The in Fig. The control scheme shown in section 2 is advantageously applied to a system like the one in Fig. 1. Adjustable roll stabilizer shown. 1. In the control principle described therein, an incoming system target torque is converted into a target angle via the system stiffness, from which a motor target torque is determined by means of a position-speed controller, whereby the motor is supplied with corresponding motor currents, thus adjusting the roll stabilizer.

[0035] As demonstrated by Fig. 2 in combination with Fig. As explained in section 1, according to the control scheme for roll stabilization described therein, a “zero-moment angle” is incorporated into the determination of the target angle, whereby the zero-moment angle is determined from a characteristic value table for the decoupling angle as a function of incoming wheel movement data (height of the wheels).

[0036] Alternatively or additionally, the inventive method for roll stabilization of a motor vehicle provides that vertical acceleration signals a7a, a7b of individual wheels 7a, 7b are used to control the actuator 2 (cf. Fig. 1) are taken into account. Accordingly, instead of or in addition to the elevation signals z7a, z7b of wheels 7a, 7b, vertical acceleration signals a7a, a7b of wheels 7a, 7b are used, which is done in the manner described below.

[0037] In general, the vertical acceleration signals of the wheels are used in such a way that, in the case of a vertical acceleration of a wheel 7a, 7b caused by unevenness in the road surface, the stabilizer section 6a, 6b assigned to it is at least partially adjusted to the detected vertical acceleration of the wheel 7a, 7b by corresponding control of the actuator 2, in order to influence the roll moment M supported by the adjustable roll stabilizer 1. Wankto reduce or avoid unevenness in the road surface.

[0038] In addition to or deviating from the one in Fig. In the control scheme shown in Figure 2, the vertical acceleration signals of wheels 7a, 7b can be used for the feedforward control of the speed controller of actuator 2 (see Figure 2). Fig. 2) utilize. According to one embodiment of the invention, this is done on the basis of a model calculation based on a so-called quarter-vehicle model.

[0039] In this context, it should be noted Fig. Reference is made to Figure 3, which provides a schematic representation of a quarter-vehicle model. The schematic side view—greatly simplified—shows a "quarter" (e.g., the rear, left wheel 7a) of a motor vehicle supported on a wheel 7a. The model is based on the assumption that a quarter-vehicle mass 20 is supported against the road surface 23 via the wheel 7a by means of a suspension spring 21 and a suspension damper 22. During operation, i.e., when the wheel 7a rolls over a road surface 23, vertical movements of the wheel 7a, and thus of the quarter-vehicle mass 20, occur when there is unevenness in the road surface.

[0040] The wheel 7a is accelerated vertically with an acceleration a7a, moves at a velocity v7a, and has a height z7a. The mass 20, or the superstructure 20 of the quarter vehicle, is accelerated vertically by the wheel movement, transmitted via the superstructure spring 21 and the superstructure damper 22 (slightly simplified), with a vertical acceleration a20, moves at a velocity v20, and has a height z20.

[0041] Knowing the vertical wheel speed of the left wheel 7a and the vertical speed of the body of the quarter vehicle v20, a compression speed v(rel) can be calculated as the difference between the two quantities, as shown in the Fig. 3 is represented as an equation. Therefore: v(rel)=v7a−v20.

[0042] To use the quarter-vehicle model, knowledge of the values ​​of quarter-vehicle mass 20, characteristic value of the body spring 21, and characteristic value of the body damping 22 is necessary, which are determined for this purpose in previously conducted driving tests. The quarter-vehicle model ultimately serves to convert a sensor-detected vertical acceleration signal a7a or a7b of a wheel 7a, 7b into a compression velocity v(rel) of the respective wheel 7a, 7b. In this context, it should be noted that Fig. 4 referred to, which provides a schematic representation to explain the determination of the suspension velocity based on the vertical wheel acceleration.

[0043] Accordingly, a vertical wheel acceleration a7a of the left wheel (here used as an example only for the left wheel, but equally applicable to the right wheel), caused by an excitation 24 (unevenness of the road surface), is used to calculate a vertical velocity v7a of the left wheel 7a by integrating over time. By further integrating over time, a height z7a of the left wheel, i.e., vertical path information for the left wheel 7a, is calculated.

[0044] The vertical wheel speed of the left wheel v7a is also included as a subtrahend in the calculation of the suspension velocity v(rel).

[0045] In a parallel loop, the vertical velocity v20 of the quarter vehicle is determined. For this purpose, the previously calculated height z7a and the height z20 of the quarter vehicle are fed into an integrator. The resulting relative motion between the wheel and the body is fed into a single-mass oscillator (body spring) f(21). Simultaneously, the compression velocity v(rel) is fed into a single-mass oscillator for the body damper f(22). The combined values ​​from f(21) and f(22) are fed into a single-mass oscillator for the quarter vehicle f(20), which provides a vertical acceleration a20 of the quarter vehicle as its output.

[0046] This vertical acceleration a20 of the quarter vehicle is in turn converted into a vertical velocity of the quarter vehicle v20 by integration over time, in order to provide, on the one hand, the height of the quarter vehicle z20 after further integration over time, and on the other hand, to determine the compression velocity v(rel) by the aforementioned difference calculation with the vertical wheel velocity v7a.

[0047] For each side of the vehicle, the following can be accessed according to the in Fig. As described in the diagram 4, the compression velocity v(rel) of each wheel 7a, 7b relative to the vehicle body is continuously calculated. Subsequently, based on a calculated difference between the compression velocities of the left wheel 7a and the right wheel 7b, a target speed for the actuator 2 is calculated via a kinematic conversion, which represents a feedforward signal for the actuator's speed controller. Reference sign 1 adjustable roll stabilizer 2 Actuator 3. Rotation axis 4 electric motor 5 multi-stage planetary gear 6a, 6b left (or right) stabilizer section 7a, 7b left (or right) wheel 8a, 8b left (or right) handlebar arrangement 9a, 9b left (or right) pendulum support 10 Vehicle body 11a, 11b left (or right) stabilizer bearing 12a, 12b Height sensor left (or right) wheel 13 Speed ​​sensor 14a, 14b vertical accelerometer left (or right) wheel 20 Mass (or structure) quarter vehicle 21 Assembly spring 22 body dampers 23 lanes 24 Suggestions f(20) Single mass oscillator (quarter vehicle) f(21) Single mass oscillator (superstructure spring) f(22) Single mass oscillator (body damper) a7a, a7b vertical wheel acceleration left (or right) wheel v7a, v7b vertical wheel speed left (or right) wheel z7a, z7b Height of left (or right) wheel a20 vertical acceleration quarter vehicle v20 vertical velocity quarter vehicle z20 Height of quarter vehicle v(rel) compression speed M Wank Rolling moment (axis-related) M System System moment n engine speed

Claims

[1] Method for roll stabilization of a motor vehicle by means of an adjustable roll stabilizer (1), comprising an actuator (2) which can be controlled depending on vehicle parameters in order to rotate two connected stabilizer sections (6a, 6b) about an axis of rotation (3) relative to each other, wherein the stabilizer sections (6a, 6b) are coupled radially from the axis of rotation (3) to a wheel suspension (7a, 7b, 8a, 8b, 9a, 9b), wherein vertical acceleration signals (a7a, a7b) of individual wheels (7a, 7b) are taken into account for the control of the actuator (2), characterized by , that when a signal for a roll acceleration of the vehicle body (10) is present, the compression velocity (v(rel)) of a wheel (7a, 7b) is directly calculated from the roll acceleration of the vehicle body (10) and the wheel acceleration (a7a, a7b). [2] Method according to claim 1, characterized by, that the vertical acceleration signals (a7a, a7b) of the wheels (7a, 7b) are used in such a way that, in the event of a vertical acceleration of a wheel (7a, 7b) excited by unevenness of the road surface (23), the stabilizer section (6a, 6b) assigned to it is at least partially adjusted to the detected vertical acceleration of the wheel (7a, 7b) by corresponding control of the actuator (2), in order to prevent an influence on the roll moment (M) supported by the adjustable roll stabilizer (1). Wank ) through the roadway (23) to reduce or avoid. [3] Method according to claim 1 or 2, characterized by , that the vertical acceleration signals (a7a, a7b) of the wheels (7a, 7b) are used to feedforward control of a speed controller of the actuator (2). [4] Method according to any of the preceding claims, characterized by, that a vertical acceleration signal (a7a, a7b) of a wheel (7a, 7b) is converted into a suspension velocity (v(rel)) of the respective wheel (7a, 7b) on the basis of a model calculation, in particular based on a quarter vehicle model. [5] Method according to claim 4, characterized by , that for the modeling in the form of the quarter vehicle model, specifications are made regarding the values ​​of quarter vehicle mass (20), body spring (21) and body damping (22), which are preferably based on driving tests carried out. [6] Method according to any of the preceding claims, characterized by, that a suspension velocity (v(rel)) is calculated for the wheel (7a, 7b) of each side of the vehicle, and subsequently, based on a calculated difference of the suspension velocities (v(rel)) of the left wheel (7a) and the right wheel (7b), a target speed for the actuator (2) is calculated via a kinematic conversion, which represents a feedforward signal for the speed controller of the actuator (2). [7] Method according to any of the preceding claims, characterized by , that the vertical acceleration signals (a7a, a7b) of the wheels (7a, 7b) are detected by acceleration sensors (14a, 14b) arranged on the wheels (7a, 7b) or at least near the wheels. [8] Method according to any of the preceding claims, characterized by , that the actuator (2) is controlled by means of a control device depending on vehicle parameters such as lateral acceleration, vehicle speed and / or steering angle of the vehicle. [9] Method according to any of the preceding claims, characterized by , that the actuator (2) is controlled on the basis of a position signal in the form of a target angle, which is converted into a target speed via a position controller. [10] Method according to claim 9, characterized by , that the target speed is supplied to a speed control which converts the target speed into a motor target torque, on the basis of which a motor (4) of the actuator (2) is controlled, in particular via a field-oriented control. [11] System for roll stabilization configured to perform a method according to any of the preceding claims.

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