A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds.

A self-contained pneumatic anti-sway assist vehicle body roll control system to supplement existing vehicle suspension by means of sharing load support primary and secondary volumetric gas chamber pressures for soft ride over normal, level road surfaces; then by blocking said secondary gas chambers at load side of vehicle to summarily increase spring rate within its primary load support gas chamber for increased vehicle body suspension support during lateral forces encountered with right and left turns and/or with vehicle body lean when off-camber.

An electromechanical chassis actuator, for example an actuator of a roll stabilizer, for a motor vehicle has a torque measuring arrangement based on the inverse magnetostrictive principle. At least one electronic unit has a printed circuit board which is connected at least indirectly to an actuator housing through a rivet connection.

A roll stabilizer for a motor vehicle includes a plurality of sensors for detecting a plurality of measurement variables, in particular a torque sensor, a rotor position sensor and optionally an actuator temperature sensor. Each of the sensors resides on a separate sensor circuit board which is separate from a motherboard. The motherboard has electronics for evaluating the measurement variables detected by the sensors and/or for forwarding said measurement variables to an external control device.

A method of operating an adjustable roll stabilizer for a motor vehicle. The stabilizer has an actuator which can be rotated through a system angle about a rotational axis to apply a system torque and rotate two stabilizer sections relative to one another about the axis. The stabilizer sections are coupled at a radial distance from the axis to a respective wheel suspension, and depending on the system angle and under the external influence of movements of the wheel suspensions, twist relative to one another through a stabilizer angle. In the context of a perturbation magnitude regulation, the actuator is controlled based on the stabilizer angle determined from height levels of the wheels, by virtue of a stored relationship for the roll stabilizer and/or motor vehicle. The plausibility of the stored relationship between the wheel height levels and the stabilizer angle is checked by a model calculation.

A method for operating an adjustable roll stabilizer for a motor vehicle. The adjustable roll stabilizer has an actuator which relative to a rotational axis can be rotated through a system angle in order to twist two stabilizer sections connected to it about the rotational axis relative to one another. The stabilizer sections are each coupled to a respective wheel suspension at a radial distance away from the rotational axis, and, starting from a target angle to be set at the actuator and having regard to the actual system angle and other parameters of the adjustable roll stabilizer and/or the motor vehicle equipped with it, a position-rotational speed regulator determines a target motor torque on the basis of which a motor of the actuator is controlled, so that having regard to the target angle and the actual system angle, the target motor torque is checked for plausibility.

A method of operating an adjustable roll stabilizer (1) of a motor vehicle. The adjustable roll stabilizer (1) has an actuator (2) which can be rotated through a system angle () relative to a rotational axis (3) in order to twist two stabilizer sections (6a, 6b), connected thereto, relative to one another. The stabilizer sections (6a, 6b) are each a radial spaced away from the rotational axis (3) and each is coupled to a wheel suspension (7a, 7b, 8a, 8b, 9a, 9b). The method includes controlling the actuator with a field-orientated regulator (20) as a function of input signals which include at least a target motor torque (21), and checking the control of the actuator (2), brought about by the field-orientated regulator (20), for plausibility independently of the field-orientated regulator (20).

An active roll stabilizer includes a pair of stabilizer bars installed between left and right wheels of a vehicle and an actuator which connects the pair of stabilizer bars and transmits a rotational force to the pair of stabilizer bars, wherein the actuator includes a motor configured to generate the rotational force, a housing coupled to a portion between the pair of stabilizer bars and having the motor disposed inside the housing, a damping part disposed on an extension line of a rotational shaft of the motor inside the housing and configured to absorb vibrations generated at the motor and the pair of stabilizer bars, and a torque measurement sensing part configured to measure a torque transmitted by the rotational force inside the damping part.

An electromechanical roll stabilizer for a motor vehicle is disclosed. A housing has a motor unit that has a stator and a rotor integrated therein. A rotor position sensor board and an actuator torque sensor board are arranged between two stabilizer halves. The actuator torque sensor board has a digitization and transmission unit for digitizing the sensed torque and transmitting the digitized torque to a data forwarding module arranged on the rotor position sensor board. The rotor position sensor board has a rotor position detection unit for sensing and digitizing the rotor position and a data processing unit. The sensing of the rotor position can be triggered by at least one command signal of a controller to the rotor position detection unit. The data processing unit is provided to process the sensed measured values.

A switchable stabilizer assembly of a vehicle, in particular for roll stabilization. The stabilizer assembly includes a first stabilizer half and a second stabilizer half, both coupled to a wheel of the vehicle, where the first and second stabilizer halves are coupled rotatably relative to each other about their longitudinal axis by a hydraulic actuator. The actuator has at least two working chambers filled with a hydraulic medium and has at least one fluid-conducting connection of variable flow cross section between the at least two working chambers. The working chambers are not elastically deformable. Instead, a spring element is arranged in the at least two working chambers and/or in at least two further working chambers of the actuator and is supported between a rotor and a stator of the actuator. The flow cross section of the fluid-conducting connection can be varied depending on the vibration frequency of the stabilizer assembly.