Abstract: A motor vehicle rear suspension includes left and right trailing links mounted, at respective forward ends thereof, to a vehicle body for pivoting movement about a transversely-extending axis. The trailing links extend rearward from the axis, and each has a wheel carrier attached thereto adjacent a rear end thereof. Left and right leaf springs are fixed, at respective forward ends thereof, to the vehicle body and extend rearward therefrom alongside and generally parallel with their respective trailing links. Rear ends of the leaf springs contact their respective trailing links and applying spring-force thereto.

Abstract: A chassis arrangement (10), in particular for utility vehicles (1), with at least one axle (3) that extends transverse to the travel direction and carries wheels (4). Movement of the axle (3) is damped by vibration dampers (11) provided with end sections (15), and with at least one stabilizer assembly (12) that has two longitudinally extending sections (13) and a transverse section (14) that connects the longitudinally extending sections. An end section (15) of the vibration damper (11) is held directly on and is connected to the stabilizer assembly (12) on an extension (16, 17) of the transversely orientated section (14) beyond the longitudinal section (13).

Abstract: A test apparatus for simulated testing of a motor vehicle on at least one test bench includes a frame structure in the form of a functional model of the motor vehicle structure. The frame structure includes a front frame section with a functional front axle model, a rear frame section with a functional rear axle model and a middle frame section arranged between the front frame section and the rear section. The length of frame structure is variably adjustable.

Abstract: A full motion racing simulator is configured based on a real motor vehicle and includes wheels, a vehicle frame, and an actuating system for pivotably supporting the vehicle frame on the wheels. The actuating system includes a plurality of actuating assemblies each including a connecting structure pivotably connecting the vehicle frame to a corresponding one of the wheels, an actuator pivotably mounted to the vehicle frame, a push element pivotably connected to the connecting structure, and a rocker arm rotatably mounted to the vehicle frame and pivotably connected to the actuator and the push element. Upon actuation of the actuator, the actuator causes the rocker arm to rotate relative to the vehicle frame and to push the push element such that the push element causes the connecting structure to pivot relative to the wheels and to move the vehicle frame.

Abstract: A suspension coil spring, when assembled to a suspension device, in which a spring reaction axis is positioned coincident with or sufficiently close to a load input axis, and the design and manufacture of coil springs are facilitated. Namely, A suspension coil spring (19) in a free state is formed so that a coil axis (AC) is bent in V-shape at bend point (PB) and the distance from the end turn center (CU) of the upper seating surface (38) to an imaginary coil axis (AI) is an upper inclination amount (VU), and the distance from the end turn center (CL) to the imaginary coil axis (AI) is a lower inclination amount (VL). When the suspension coil spring (10) is interposed between spring seats (22, 24) in the suspension device and compress along a strut axis, the spring reaction axis of the suspension coil spring (10) is inclined and offset with respect to the imaginary coil axis (AI) according to the inclination amounts (VU, VL).

Abstract: A roll control system is provided that includes first and second dampers each having fluid. A pump fluidly interconnects the first and second dampers. A motor is connected to the pump. A controller is in communication with the motor. The controller is configured to command the motor to drive the pump and transfer fluid between the first and second actuators in a desired direction in response to a roll signal. The pump provides fluid from one of the first and second dampers to the other of the first and second dampers in response to being driven by the motor. The roll control system can be used on front and rear axles to provide improved overall stability for the vehicle. In one example, a common motor is used to drive first and second pumps, which are respectively associated with the front and rear axles.

Abstract: A pneumatic front suspension assembly for an industrial vehicle comprises: a front axle linked to a pair of side-members, and a pair of airbags for adjusting the height of the axle relative to the side-members. On each side, there is provided a rigid arm whereof one end is articulated relative to the side-members, and the other end receives the axle and the lower part of the suspension air bags; a pair of connecting rods mutually articulated about a pin substantially parallel to the axle, one of said connecting rods, the upper connecting rod, being articulated relative to the side-member, the other connecting rod, the lower connecting rod, being articulated relative to the rigid arm, and a generally U-shaped additional element, forming an anti-roll bar, and including a transverse rod linked to the lower connecting rods at their articulation points with the rigid arms, and branches located on either side of the transverse rod, and linked to the lower connecting rods.

Abstract: A balance suspension system for a vehicle having a body and at least four wheels (FR, FL, BR, BL) independently supported for movement between upper and lower positions relative to the body, the suspension system includes a balance mechanism adapted to support suspension forces in the vehicle and a plurality of actuating elements (73, 74, 78, 79) which are responsive respectively to the positions of the wheels relative to the body and are operable on spaced apart points on the balance mechanism. The system also includes control means for controlling relative movement between the balance mechanism and the body. The control means act to redistribute suspension forces between the body and the wheels, thereby to induce predetermined suspension behaviour.

Abstract: A roll control actuator (34) for installation between first and second axially aligned parts (14,16) of a torsion bar (12) has a cylindrical housing (36) connectable by an end wall (38) to the second part of the torsion bar. A rod (40) is positioned inside the housing, extends out of the other end (42) of the housing, and is connectable to the second part of the torsion bar. A cylindrical inner sleeve (46) is positioned inside the housing between the housing and the rod; and the housing, the rod, and the inner sleeve are coaxial on an axis (A), with the rod being rotatable about the axis relative to the housing.

Abstract: A vehicular suspension system for a vehicle includes at least one pair of transversely adjacent front surface engaging members and at least one pair of transversely adjacent back surface engaging members for supporting a body of the vehicle. The suspension system further includes a first force transmitting device interconnecting the at least one pair of transversely adjacent front surface engaging members, and a second force transmitting device interconnecting the at least one pair of transversely adjacent back surface engaging members. The force transmitting devices transfer forces between the interconnected surface engaging members. Each force transmitting device includes an adjustment device for progressively varying the magnitude and direction of the force transferred between the associated surface engaging members by the force transmitting devices as a function of the relative positions of and the load applied to at least two pairs of the interconnected surface engaging members.

Abstract: A vehicle suspension apparatus operating between the sprung and unsprung masses of a vehicle includes a pendular anti-roll bar connected to the vehicle and a pair of links which connect the bar to the wheels. The anti-roll bar includes a pair of selectively activated anti-roll bar restrictors mechanically communicating with the central rod of the anti-roll bar. In response to the roll above a predetermined threshold, at least one of the restrictors is actuated in order to clamp the roll bar and prevent axial twist of the central rod beyond the actuated restrictor, thereby varying the torsional length of the roll bar central rod. The change in the torsional length of the central rod correspondingly changes the stiffness of the roll bar.

Abstract: A vehicle suspension apparatus operating between the sprung and unsprung masses of a vehicle includes a pendular anti-roll bar connected to the vehicle and a pair of links which connect the bar to the wheels. The anti-roll bar includes a pair of selectively activated anti-roll bar restrictors mechanically communicating with the central a rod of the anti-roll bar. In response to the roll above a predetermined threshold, at least one of the restrictors is actuated in order to clamp the roll bar and prevent axial twist of the central section beyond the actuated restrictor, thereby varying the torsional length of the roll bar central rod. The change in the torsional length of the central rod correspondingly changes the stiffness of the roll bar.

Abstract: A roll correction system for use in a vehicle including a body, wheels, and a suspension coupling the body to the wheels includes a roll correction apparatus hydraulically actuated by a hydraulic signal indicative of a roll direction. A hydraulic signal source provides the hydraulic signal conditioned to indicate a roll position in response to a first steering direction. A countersteer correction element maintains the condition of the hydraulic signal to indicate the roll direction in response to countersteer in a second steering direction opposite the first steering direction as would occur, for example, in a skid.

Abstract: A control valve for an antiroll suspension for a vehicle, the valve having a body, sliding valve element which is coupled to a pendulum arm through a linkage so that the valve element slides when the pendulum moves on cornering of the vehicle, the valve including a pressure inlet port between lands, a return port and outlet ports which are coupled to hydraulic rams in the vehicle suspension, whereby the valve element operates to control pressure at the outlet ports so as to actuate the rams to thereby reduce body roll on the vehicle. Restricted flow through ducts past pistons and end chambers to ducts and return port provides an increasing pressure differential to generate forces on the valve element which tend to oppose the displacement of the valve element whereby the valve element moves to an equilibrium position which is dependent on the forces transmitted to it from the pendulum arm. An antiroll suspension for a vehicle including the valve is also disclosed.