Abstract: The present invention provides a torsion attenuator for a vehicle frame having first and second longitudinal frame rails extending substantially parallel to a longitudinal axis. A torsion attenuator in accordance with one embodiment of the present invention includes first and second brackets coupled to the first and second frame rails, respectively. The torsion attenuator further includes a cable coupled at a first end to the first bracket, and coupled at a second end to the second bracket. A torsion attenuator in accordance with the present invention provides that the torsional loads are distributed to the frame rail system, rather than to the individual rails. Such a torsion attenuator may be especially advantageous in suspension systems that employ air springs.

Abstract: A method of manufacturing a torsion bar includes a first shaping step of reducing a diameter of a round bar steel material according to cold drawing work so as to have a hardness including an inside through a surface layer of 320 or more to 450 or less by Vickers hardness (HV), and a second shaping step of cutting a midway area of the steel material in the longitudinal direction so as to obtain a spring portion.

Abstract: A torsion device for facilitating opening and closing a gate attached to a support. The device broadly includes a first section, a second section, and a coupling section. The second section includes an angled portion and a contact portion. The angled portion is operable to be substantially inserted into the gate such that the contact portion generally abuts an interior surface of the gate when the gate is substantially opened. The coupling section couples the first section and the second section such that opening of the gate causes a torsional force to be applied by the device to facilitate opening and closing of the gate. The abutting of the contact portion improves functionality and reduces damage to the gate caused by the torsional force.

Abstract: An automotive suspension stabilizer bar includes a fiber-reinforced composite rod having sets of fibers oriented at 0°, +45°, and ?45° with respect to the longitudinal axis of the rod. Each end of the rod is secured to a respective light metal arm by first positioning the rod end in a recess in the arm and then crimping the arm about the rod end. The result is a lightweight, corrosion-resistant stabilizer bar.

Abstract: A composite support comprising, a composite tube that is provided with an outer diameter and includes a first fiber layer including a resin and glass fibers that have been wound around a mandrel, a second fiber layer including glass fibers that have been wound around the first fiber layer, and an outermost fiber layer including glass fibers that is located around the second fiber layer, a housing that is at least in part spirally shaped and located around at least a portion of the composite tube, a plurality of fittings, wherein at least one of the fittings includes an aluminum and an anchoring surface, and the anchoring surface is provided with a diameter that is smaller than the outer diameter of the composite tube and secures, at least in part, the fitting to the composite tube, so that, after assembly, the fitting and the composite tube are generally coaxial.

Abstract: A torsion bar suspension assembly is provided that includes a control arm supported by a frame. The torsion bar extends along a longitudinal axis having a first end portion connected to the control arm and a second end portion engaging the frame. A contact arm is connected to the torsion bar and is arranged between the first and second end portions. The contact arm is spaced from the frame in a first position and engages the frame in a second position. A first spring rate is provided when the contact arm is spaced from the frame between the first and second positions. Once the contact arm engages the frame between second and third positions, a second spring rate is provided that is different from the first spring rate.

Abstract: Disclosed are a stabilizer with conventionally unattainable, extreme swift effectiveness and an air leaf suspension using the stabilizer. The stabilizer has a stabilizer bar 18 which is U-shaped when seeing from above and which has a portion 18a laterally extending along and rotatably connected to an axle 3, and a pair of upwardly convergent stabilizer links 19 which connect opposite longitudinally extending ends of the stabilizer bar to a chassis frame side above them.

Abstract: A torsion bar suspension assembly is provided that includes a control arm supported by a frame. The torsion bar extends along a longitudinal axis having a first end portion connected to the control arm and a second end portion engaging the frame. A contact arm is connected to the torsion bar and is arranged between the first and second end portions. The contact arm is spaced from the frame in a first position and engages the frame in a second position. A first spring rate is provided when the contact arm is spaced from the frame between the first and second positions. Once the contact arm engages the frame between second and third positions, a second spring rate is provided that is different from the first spring rate.

Abstract: A vehicle seat has a back mounted to pivot on a seat proper by a locking mechanism, and urged forwards by a torsion bar formed by a metal wire which has two ends fixed respectively to the back and to the seat proper. The metal wire constituting the torsion bar forms at least one spiral comprising a plurality of adjacent turns.

Abstract: A twist-beam axle for motor vehicles, includes two longitudinal control arms, and a transverse strut interconnecting the longitudinal control arms and having over a major portion of its length a doubled-walled cross section of V-shaped or U-shaped configuration, thereby defining an inner profile and an outer profile. The inner and outer profiles support one another at least over predetermined portions to define a contact zone therebetween for receiving a friction-reducing additive.

Abstract: The disclosure concerns an elastic articulation designed to be linked to a vehicle body suspension arm and capable of operating in torsion and of carrying a substantial part of the body weight, comprising an inner reinforcement 8, an outer reinforcement 9 enclosing the inner reinforcement, and an elastomeric sleeve 7, arranged between the inner and outer reinforcements and whereof the inner and outer peripheral surfaces are linked without any possibility of sliding to said inner and outer reinforcements. The disclosure is further characterized in that the outer reinforcement 9 is configured so as to be able to be fixed directly to the body of a vehicle, without any intermediate rigid support part.

Abstract: An automotive suspension stabilizer bar includes a fiber-reinforced composite rod having sets of fibers oriented at 0°, +45°, and −45° with respect to the longitudinal axis of the rod. Each end of the rod is secured to a respective light metal arm by first positioning the rod end in a recess in the arm and then crimping the arm about the rod end. The result is a lightweight, corrosion-resistant stabilizer bar.

Abstract: A connecting component connecting two members, such as a suspension component and a vehicle component, dampens vibrations and produces springing forces. The connecting component is formed by a steel strip including a plurality of holes. A sealing strip is secured to the upper surface of the steel strip to contain fluid for damping, and springing strips are secured to the upper surface of the steel strip to provide for springing forces. The steel strip is rolled to form the connecting component, trapping the fluid between the sealing strips. As the connecting component is a linking element with several degrees of freedom, different springing and damping rates are possible at each degree of freedom.

Abstract: An improved torsion suspension system designed to limit excessive side sway conditions with a popular torsion suspension system. The improved system uses a torsion shackle bracket that bolts to the second flanged shell half used on the existing torsion suspension system. The system also includes an anti-sway rod that connects at one end to an axle mounted on the torsion shackle bracket. The opposite end of the anti-sway rod is connected to the motor vehicle frame or to a selectively attached bracket attached to the frame located across from the torsion shackle bracket. In the preferred embodiment, the anti-sway rod extends to an opposite side of the motor vehicle. During use, the ends of the anti-sway rod are able to rotate around the axles so that the shackle is able to move vertically and provide a softened ride. The rod is sufficiently rigid to limit the lateral movement of the second flanged shell half, thereby limiting side sway.

Abstract: A modular anti-sway bar assembly for heavy duty vehicles. The anti-sway bar has multiple components including a main torsion bar which is equipped at each end with a splined connecting surface. The splined ends of the main torsion bar allow it to be easily disconnected and removed from the vehicle. Each of the splined ends of the main torsion bar is gripped by an arm, which is generally horizontally oriented and which is connected by a vertical link to a wheel end. The main torsion bar is guided along its length and restrained from axial motion by a pair of support bushings, each of which is held in a pocket in a suspension side plate. The main torsion bar passes through openings in the side plates.

Abstract: An accessory for coupling the A-arm of a vehicle to its torsion bar through a rigid member that relocates the relative position of the two components by a predetermined offset distance that raises the torsion bar with respect to the ground. As a result, the position of the torsion bar is elevated and the ground clearance of the vehicle's undercarriage is increased. By rigidly positioning the coupling mechanism between the A-arm and the torsion bar so that the distance of the point of attachment from the A-arm's pivot point in the frame remains substantially the same, the torsional effect of the torsion bar is retained without material change. Therefore, the safety and driving characteristics of the vehicle are not noticeably altered.

Abstract: An automotive suspension stabilizer bar includes a fiber-reinforced composite rod having sets of fibers oriented at 0°, +45°, and −45° with respect to the longitudinal axis of the rod. Each end of the rod is secured to a respective light metal arm by first positioning the rod end in a recess in the arm and then crimping the arm about the rod end. The result is a lightweight, corrosion-resistant stabilizer bar.

Abstract: A vehicle suspension assembly is provided that includes a vehicle frame. A suspension member is pivotally supported on a portion of the frame. A torsion bar having a longitudinal axis and first and second opposing ends is supported between the vehicle frame and a suspension member by its ends. The torsion bar is twisted about the longitudinal axis in response to the suspension member pivoting relative to the frame. Resin coated reinforcing fibers are secured to the exterior surface of the torsion bar at an angle relative to the longitudinal axis. The torsion bar may be hollow to reduce the weight of the torsion bar. The resin coated carbon fibers are cured to the exterior surface by an oven or by induction heating.

Abstract: A suspension arm busing having an outer pipe fixed to one end of a suspension arm, an inner pipe positioned within the outer pipe, and a cushion spring inserted between the outer pipe and the inner pipe and coupled to an inner surface of the outer pipe and an outer surface of the inner pipe, for absorbing external forces transmitted to the outer pipe and the inner pipe.

Abstract: An element forming a suspension joint and torsion spring, characterized in that it comprises an outer tubular sub-frame, an inner tubular sub-frame and an intermediate connecting sleeve made from an elastomer material which is joined without any possible slippage of the outer and inner sub-frames; said elastomer sleeve comprises at least two cell structures extending along the circumference thereof, whereby the radial rigidity of the joint is reduced in a significant manner in at least a number of directions without significantly reducing the torsional rigidity thereof.

Abstract: The present invention discloses a fluid-free mesh bearing damper, e.g., for a flywheel energy storage device. The disclosed mesh bearing damper is uniquely suitable for use in combination with flywheel assemblies, which typically are evacuated by one or more pumps to create a vacuum to substantially minimize energy loss due to air friction, because, among others, the disclosed bearing damper does not use fluids, e.g., pressurized oil, that may affect deleteriously the operation of the pumps. Moreover, the disclosed bearing damper damps vibrations, i.e., reduces the amplitude of the vibrations, induced by the rotating shaft, deflection of the shaft, and/or by the misalignment, or eccentricity, of the shaft; substantially lowers the load on the bearings, which enhances the life of the bearings and facilitates magnetic levitation; and transfers heat away from the bearings, which, further, enhances the life of the bearings. The disclosed bearing damper comprises at least one, e.g.

Abstract: An improved torsion bar and socket system for a motor vehicle is provided. The socket includes a main hexagonal shaped opening having a plurality of scalloped openings extending therefrom. The socket includes a contact wall that defines a portion of the main hexagonal opening and an extending wall extending therefrom at an angle. The contact wall is adapted to contact the torsion bar and either apply rotational force thereto or receive rotational force therefrom. The extending wall is formed tangent to a circular wall which is also tangent to another contact wall. The circular wall and extending wall form a scalloped opening which is used during insertion of the torsion bar into the socket.

Abstract: A suspension arm bushing of a vehicle adapted to complement characteristics of bushing applied to a suspension arm to thereby decrease deformation thereof, the bushing comprising: an outer pipe fixed to one end of a suspension arm; an inner pipe positioned at an inner side f the outer pipe; and a clockwork-type cushion spring inserted between the outer pipe and the inner pipe, one end thereof being coupled to an inner surface of the outer pipe and the other end thereof being coupled to an outer surface of the inner pipe, for absorbing external force transmitted to the outer pipe and the inner pipe.

Abstract: An improved torsion shock absorber has a curved clevis rocker arm and a solid rocker arm. Mounting holes are formed through one rounded end each of the rocker arms and bush holes through opposite rounded ends, each having symmetrical notches respectively machined along the inner circumferences. A torsion shaft of a spring steel is inserted into the bush holes of the rocker arms, and into the holes of corresponding mounting rings and a torque seat, a faced washer and a bushing are placed in the bush hole opening of the solid rocker arm, and a C-shaped circlip is fitted into each of the two ends of the torsion shaft. The mounting holes of the clevis rocker arm and the solid rocker arm are then attached to different force receiving entities.

Abstract: A rear suspension apparatus for a motor vehicle having a differential gear case (2) disposed between rear right- and left-wheels (1R, 1L), which is of a torsion beam type. In the rear suspension apparatus, a central portion (12a) of a torsion beam (12) for rotatably supporting the rear right- and left-hand wheels (1R, 1L) is curved to run along the configuration of the differential gear case (2), and is disposed at the rear of the differential gear case (2). A suspension damper (16) stretched between the torsion beam (12) and the vehicle body is disposed to be inclined upwardly and forwardly.

Abstract: A stabilizer bar is provided having a varying cross-section along the length of the bar. In particular, the stabilizer bar includes a first cross-sectional area and a second cross-sectional area that is different than the first cross-sectional area. A first surface at least partially defines the second cross-sectional area. The first surface has a non-circular shape with primary and secondary load bearing directions bearing different maximum loads in each of the directions. The shape of the second cross-sectional area may be arranged so that the primary load bearing direction is generally aligned with the highest load. Similarly, the shape of the second cross-sectional area may be arranged in a manner to bear the highest torsional load. The stabilizer bar may be solid or hollow. Preferred shapes may include egg-shaped or elliptical shaped surfaces. Alternatively, the stabilizer bar may have a generally uniform cross-sectional area along its length with the non-circular shape described above.

Abstract: Stabilizer (1) for motor vehicles which has a toroidal cross section, and which is formed of several stabilizer sections that, together, create a U-shape having a pair of U-legs (2) connected by a U-back (3) via arcuately shaped transitional shoulder areas (4). The stabilizer (1), as a pipe stabilizer, is able to withstand the required number of load cycles even under very high stress or enables even greater weight reduction under normal stresses, by important stabilizer sections having an increased strength as compared to other stabilizer sections by either dimensioning, and/or increasing the carbon content of an outer and/or inner surface layer of the stabilizer (1) by carburization, and also, optionally, by at least partially shot peening the inner surface, preferably at least in the transitional shoulder areas (4).

Abstract: The present invention relates to a torsion bar for tilting the cabin of an automobile, particularly related to a torsion bar having a different number of serrations on its ends, which can improve the assembling work of the torsion and the tilting effect of the cabin. When the torsion bar is assembled to the hinge bracket and the torsion bar arm, at least one serration on the ends of the torsion bar are automatically arranged in a straight line and torque is not applied on the torsion bar.

Abstract: An element forming a suspension joint and torsion spring, characterized in that it comprises an outer tubular sub-frame, an inner tubular sub-frame and an intermediate connecting sleeve made from an elastomer material which is joined without any possible slippage of the outer and inner sub-frames; said elastomer sleeve comprises at least two cell structures extending along the circumference thereof, whereby the radial rigidity of the joint is reduced in a significant manner in at least a number of directions without significantly reducing the torsional rigidity thereof.

Abstract: A torsion spring for connecting a first member and a second member that are aligned along a longitudinal axis and that rotate about that axis together. The torsion spring includes a first molded plastic end that mates with the first member, a second molded plastic end that mate with the second member, and an elastic member that connects the first and second molded plastic ends together. The elastic member is for providing a force that biases the second member relative to the first member. The elastic member can be made of molded plastic arms or an elastic compound such as rubber.

Abstract: A stabilizer bar apparatus for use in a suspension of a motor vehicle includes a hollow tubular member (22) having first and second arms (24,26) disposed at opposite ends of a center section (28). The center section is adapted to be rotatably attached to a chassis and the first and second arms are adapted to attach to first and second wheel suspensions, respectively. A first radial protrusion (38) is circumferentially formed on an outer surface of the hollow tubular member and extends radially outward from the outer surface to a first predetermined height sufficient to retain the stabilizer bar under lateral loading. Additionally, a stress dispersing formation is (46) formed on an inner surface of the hollow tubular member opposite the first radial protrusion so as to disperse stress that would otherwise concentrate in the hollow tubular member adjacent to the first radial protrusion.

Abstract: Stabilizer (1) for motor vehicles which has a toroidal cross section, and which is formed of several stabilizer sections that, together, create a U-shape having a pair of U-legs (2) connected by a U-back (3) via arcuately shaped transitional shoulder areas (4). The stabilizer (1), as a pipe stabilizer, is able to withstand the required number of load cycles even under very high stress or enables even greater weight reduction under normal stresses, by important stabilizer sections having an increased strength as compared to other stabilizer sections by either dimensioning, and/or increasing the carbon content of an outer and/or inner surface layer of the stabilizer (1) by carburization, and also, optionally, by at least partially shot peening the inner surface, preferably at least in the transitional shoulder areas (4).

Abstract: A torsional damper significantly reduces vibrations in a steering system of a motor vehicle. The torsional damper (12) includes a housing (30) defining an interior (42) and flanges (34) for secure attachment to a structural member (28) of the motor vehicle. The torsional damper also includes a pump (78) driven by rotational movement of a steering shaft. The housing includes first and second chambers (120, 124) disposed within the interior and in fluid communication with the pump and each other through a fluid track (60). The housing also includes a diaphragm partitioning the first and second chambers and a predetermined stiffness. The fluid track is sized so as to establish a critical frequency above which steering shaft cyclic rotational motions are attenuated and below which steering shaft cyclic rotational motions are unaffected.

Abstract: An adjustable torsion damper has a mount which is divided in the longitudinal direction thereof into two submounts made of a material conductive to magnetism. Located between the two submounts is a portion nonconductive to magnetism. The mount is provided at an upper end thereof and a lower end thereof with a first round hole and a second round hole. The first round hole runs between the submounts. A magnetic block is rotatably disposed in the first round hole. A rotary shaft is rotatably disposed in the second round hole. The rotary shaft is made of a material conductive to magnetism. The value of torsional moment of the rotary shaft changes along with the magnetic block in motion.

Abstract: In a wheel suspension of a vehicle such as an automobile assembled from a pair of trailing arms arranged to extend substantially longitudinally of the vehicle in a laterally symmetrical relationship thereto with each front end thereof being pivotably mounted to the vehicle body while each rear end thereof rotatably supporting a corresponding one of either a pair of front wheels or a pair of rear wheels, and a torsion beam arranged to extend substantially laterally of the vehicle between the pair of trailing arms with opposite ends thereof being firmly connected thereto by welding, so as to form a link assembly assembled by a weld seam formed therebetween, the link is formed with at least one notch adjacent to a weld seam for relieving a surface tensile stress exerted across the weld seam according to a force acting between the trailing arms and the torsion beam.

Abstract: A servo valve for a power assisted steering gear for producing an auxiliary steering force corresponding to twist between an input member and an output member which are connected to each other by a torsion bar is disclosed. There is provided a sleeve member surrounding a torsion bar and having first and second ends. The first end is prevented from being rotated with respect to the torsion bar. The second end is provided with an opening extending along the radius of the sleeve member. A plunger-containing hole extending in the radial direction is formed in an intermediate part between opposite ends of the torsion bar, and plungers are contained in the containing hole which are movable forward and backward. The plungers are urged forward by a helical compression spring interposed between the plungers. Each of the urged plungers is engaged with an edge of the opening serving as a holding arrangement, to increase the torsional rigidity of the torsion bar at the time when the valve is neutral.

Abstract: The invention relates to an automotive vehicle with a torsion bar suspension for wheels mounted at one end of a road arm the other end of which is permanently connected to one end of each of a pair of concentrically mounted internal and external torsion bars, the internal torsion bar being at its other end secured against rotation in an anchor block at the side of the vehicle opposite from the road arm and the other end of the external torsion bar being rotatable on the anchoring block and provided with a radially extending arm cooperating with an abutment the position of which is adjustable.

Abstract: A torsion element (1) for a steering valve is provided. The torsion element (1) comprises a torsionally elastic rod member (2) having axially opposite first and second end areas (3, 4) which are rotatable relative to one another. The rod member (2) has a circumferentially spaced plurality of radially and axially extending indentations (10) adjacent the second end area. A generally tubular, torsionally stiff sleeve member (6) encircles the rod member (2) and is fixedly attached to the first end area (4) of the rod member. The sleeve member (6) includes a circumferentially spaced plurality of radially and axially extending grooves (9) which align with and radially overlie the plurality of indentations (10) in a neutral steering condition. The sleeve member (6) further includes a circumferentially spaced plurality of radial slots (7).

Abstract: A torsion bar has a torsion bar arm and a torsion bar back connected thereto in one piece. Successive longitudinal sections are provided with different cross-sections. Consequently, a permissible maximal tension is not exceeded at any point and a relative weight optimum is achieved.

Abstract: A vibration isolator grommet comprises a sleeve and an annular elastomeric element. The sleeve has a cylindrical portion with a radially outwardly extending flange at one end thereof. The elastomeric element has a flange underlying the flange on the sleeve, a cylindrical portion telescoped over the cylindrical portion of the sleeve, and a radially inwardly extending portion initially underlying the cylindrical portion of the sleeve but movable radially outwardly upon axial advancement of the sleeve relative to the elastomeric element to lock the grommet in a workpiece.

Abstract: A torsion damping device having comprising two coaxial parts (11A, 11B), one primary, one secondary, which are mounted for rotation of one with respect to the other against the action of circumferentially acting resilient member (12) and friction member (13). According to the invention, the friction member (13) has at least one thin plate element (50) which, being carried by one of the coaxial parts (11A, 11B), extends obliquely with respect to the axis (A) of the assembly and bears through its edge (51) against the other one of the coaxial parts (11A, 11B), and which is subjected, on its surface (52) that faces away from the axis (A) of the assembly, to the action of a modulating member (53) which is responsive to centrifugal force, for example a spring of the coil spring type loaded with weights.

Abstract: A power steering gear including a spool shaft, a pinion head, a torsion bar between the spool shaft and the pinion head, and a rotary detent which resists twisting of the torsion bar including an annular first ball seat rotatable as a unit with a pinion head end of the torsion bar, an annular second ball seat facing the first ball seat, a plurality of detent notches in the first and second ball seats facing each other in pairs, a plurality of detent balls between the facing pairs of detent notches, a plain cylindrical sleeve around the torsion bar rigidly connected at a first end thereof to the second ball seat, a pair of radial abutments on the torsion bar near a spool shaft end thereof, and a pair of cantilever springs at a second end of the cylindrical sleeve having lateral deflection strokes perpendicular to a longitudinal centerline of the torsion bar and ramps which resiliently capture therebetween the radial abutments.

Abstract: In a mounting arrangement for a torsion bar of a torsion bar vehicle wheel suspension wherein the torsion bar is mounted at its one end to a cross link of a vehicle wheel suspension the other end of the torsion bar is connected to a mounting shoe which is engaged with the vehicle chassis only by the torque forces transmitted through the torsion bar.

Abstract: This is a shock- and/or vibration-damping mount (9) between a first and snd mass. It comprises a substantially straight cable comprising a plurality of multiwire strands, the cable comprising at least one portion (25) having a bulged middle part (26) forming a central cavity (27).

Abstract: The present invention relates to a torsion bar assembly for use in a vehicle suspension system. The torsion bar is elongated and has axially adjacent sections, one section being more rigid than the other. A protruding bracket is fixed to the torsion bar proximate the meeting point between two sections of the torsion bar. A stop is fixed to the vehicle and disposed to engage the protruding bracket when torsional forces acting on the torsion bar exceed a predetermined level.

Abstract: A rear end of a torsion bar is fixed to a distal portion of a spring plate so that the rear end of the torsion bar is in a position other than front to rear direction of a cross member. Thus, when a load is applied to the suspension system in the front to rear direction, the spring plate elastically deforms in this direction. Therefore, the suspension system can prevent the torsion bar from directly contacting the cross member. Also, the suspension arm has two arm portions each of which is supported by two pivot portions. The body has sufficient rigidity against a load applied in the lateral direction thereof. When a load is applied in the front to rear direction, the spring plate elastically deforms, thereby moving the suspension system in this direction. When a load is applied in the vertical direction of the body, the torsion bar twists. With this reaction force, a suspension force takes place and the spring plate bends. Thus, an excessive bending force is not applied to the torsion bar.

Abstract: When drilling in soil and simultaneous loading of casing tube, it is desirable to be able to use casing tubes of plastic material such as PEH-plastic. This is made possible by a special design of a casing shoe giving a strong joint between the casing shoe and the casing tube. The casing shoe is made of metal and has a part which is perforated with holes filled with the plastic material. Tube couplings between the casing tubes can also be joined to the tubes in the same way as the casing shoe. In other words, they can be made of metal and each have one part perforated with holes filled with the plastic material.

Abstract: The invention relates to a metal torsion bar for vehicle suspension, including a straight central part which has a circular cross-section, the central part extending longitudinally between two fixing heads suitable for being rigidly fixed to other mechanical members, the torsion bar being work-hardened by pretwisting and at least the central part of the torsion bar having an annular cross-section. According to the invention, the cross-section of the central part has a radially outside plasticized zone, which has been deformed plastically by the pretwisting, and a radially inside elastic zone, which has been deformed elastically by the pretwisting, the cross-section of the central part of the torsion bar having a total area S and the plasticized zone having an area Sp such that their ratio Sp/S is at least equal to 0.5 and at most equal to 0.6.

Abstract: The torsion beam for a suspension is formed of a hollow shaft having a cross section substantially of the shape of an inverted letter U. It, therefore, can be manufactured simply and is enabled to enjoy light weight and improved torsional rigidity. This torsional rigidity can be adjusted and the amount of offset of the joined parts of opposite wheel supporting members from the other component parts can be freely adjusted. The end plates are constructed of a plurality of mutually joined end plates and the torsion beam is joined by welding to the surface for mounting the beam after the end plates have been machined. Thus, the torsion beam type suspension is manufactured with a relatively simple equipment, with the result that cost of equipment and the cost of production are lowered.

Abstract: A motorcycle rear wheel frame is pivotally mounted to the motorcycle main frame. A torsion bar is positioned on the pivot axis, with one end of the bar rotationally fixed with respect to the main frame. The other end of the bar is fixed to the rear frame so that pivotal movement of said rear frame with respect to the main frame is primarily absorbed by said torsion bar.