Abstract: A torsion beam type suspension device is provided in which a trailing arm part and a torsion beam part are formed as a unit by press-forming a tailored blank material in which end parts of plate materials having different thicknesses are butt-welded via a weld part. A weld part of the tailored blank material comprises a U-shaped cross section in which front and rear side wall portions are connected via a bottom wall portion, and a pair of cutouts are formed at the edge of each of the side wall portions at positions sandwiching the weld part, and therefore, when the torsion beam part is twistedly deformed, shifting the concentration of stress from the weld part to the cutout enables peeling apart of the weld end part to be prevented and the durability of the torsion beam type suspension device to be enhanced.

Abstract: The invention relates to an arrangement of a stabilizer (26), which is configured in two parts, on a wheel suspension for a motor vehicle, comprising torsion bars (26b) which are separated from each other and are each articulated on wheel suspension elements (16) by means of an output lever (26a) and can be co-rotated in the same or opposite direction by means of associated actuating devices (30), wherein each torsion bar (26b) is extended with a hollow shaft (26e) which encompasses the torsion bar (26b) in order to increase the effective torsion length, the output lever (26a) being formed on the hollow shaft. According to the invention, the torsion bar (26b) is mounted in a fixed bearing (59) in the actuating device (30) and in an axial loose bearing (26d) in the hollow shaft (26e).

Abstract: A method enhances fatigue strength of ear portions which are high fatigue risk parts in a torsion beam almost without bringing about disadvantages in terms of productivity and cost. A torsion beam is formed with a portion of the tubular body into an approximately U-shape in cross section by crushing the portion of the tubular body in the radial direction and, thereafter, due to bending with a bottom line set as a belly side of bending, a bending strain of 2 to 6% in the tube longitudinal direction on a tensile side is imparted to the ear portions.

Abstract: A coupled torsion beam axle (CTBA) has improved compliance characteristics that can control a toe value of a rear wheel to be towed in during steering when the steering is performed in a simple structure. The CTBA includes trailing arms and carriers on which rear wheels are mounted via carrier brackets at both ends of a torsion beam, respectively, a center pipe penetrating in a longitudinal direction of a vehicle at the center of the torsion beam, and a steering rod of which one end is linked to the carrier and the other end is linked to the center pipe.

Abstract: A stabilizer for a vehicle suspension system includes a fixed housing having a canister and end caps forming an enclosure. A rod moves axially relative to the housing. Abutment members on the rod are separated by a spring and confront or telescope into end stops in the housing, depending upon a rotated position of the end stops relative to the abutment members.

Abstract: An anti-roll device for a vehicle may include a lower arm disposed at both sides of a sub-frame, a rotation mounter formed at a middle portion of the sub-frame, a spring unit of which the middle portion is rotatably disposed at the rotation mounter, and a push rod connected to both sides of the spring unit and the lower arm, wherein the spring unit includes a plate spring of which both end portions are bent in opposite directions, an engagement portion having an engagement hole in the middle portion thereof is formed, and a bolt hole is formed at both ends thereof, an assistant spring that is disposed at both sides of the engagement portion and an assemble hole is formed in the middle portion corresponding to the engagement hole, and an engagement yoke engaged with the plate spring and the assistant spring and disposed on the rotation mounter.

Abstract: An active roll control system that may be adapted to actively control roll stiffness of a vehicle by adjusting a mounting position of a stabilizer link connecting a suspension arm with a stabilizer bar of the vehicle on the suspension arm according to a driving condition of vehicle may include a driving unit which including a housing connected with a side of the suspension arm, a rail plate disposed within the housing, and a connector movable along the rail plate, and a stabilizer link of which one end may be connected with an end of the stabilizer bar and the other end may be connected with the connector through a first joint.

Abstract: An active roll control device utilizes driving torque to move a suspension arm side connection point of a stabilizer link connecting both sides of a stabilizer bar with a suspension arm along a sliding unit to actively control vehicle roll. The sliding unit may include slide rails, a load surface on an upper surface and a lower surface, and a guide surface on an inner side surface, a connector is connected to a pushrod of a drive shaft of the operating source and a lower end portion of the stabilizer link through a double ball joint, a plurality of load rollers rotatably disposed on an upper surface and a lower surface of the connector through a roller pin and contacts the load surface of the sliding rail, and guide rollers rotatably on the connector through a roller pin and contacts the guide surface of the sliding rail.

Abstract: An active roll control device varies a position of a stabilizer link connecting a stabilizer bar with a suspension arm such that torsion rigidity of the stabilizer bar is varied to actively control the roll. A penetrating slot is formed in the suspension arm and may include a sliding unit that includes a rail plate disposed in a housing disposed at a lower side of the penetrating slot along a vehicle width direction and connects a connector that is movably disposed on the rail plate with a lower end of the stabilizer link to guide the stabilizer link along a width direction of the vehicle, and a drive unit having a lead screw as a rotation shaft through a three joint mounting portion that engages a screw connector connected to a hinge portion of the stabilizer link to transfer a driving torque to the stabilizer link.

Abstract: An active roll control device utilizes a driving torque to move a suspension arm side connection point of a stabilizer link that connects both sides of a stabilizer bar with a suspension arm along a sliding unit such that roll of a vehicle is actively controlled. The sliding unit includes a linear shaft that extends in a vehicle width direction in a housing on the suspension arm, a linear bushing into which the linear shaft is inserted to be slidably moved along the linear shaft in the housing, and a bushing housing that is fixed on an external circumference of the linear bushing, a double ball joint is fixed on an inner side thereof to connect the bushing housing, and the double ball joint is connected to a drive shaft of the drive source through one end of a push rod and a lower end of the stabilizer link.

Abstract: An analytical methodology for the specification of progressive optimal compression damping of a suspension system to negotiate severe events, yet provides very acceptable ride quality and handling during routine events. In a broad aspect, the method provides a progressive optimal unconstrained damping response of the wheel assembly with respect to the body. In a preferred aspect, the method provides a progressive optimal constrained damping response of the wheel assembly with respect to the body, wherein below a predetermined velocity a conventional damper force is retained.

Abstract: An axle control element of a motor vehicle has a torsion spring system connected to a wheel control element via a rotary spring arm and fixedly supported on the vehicle body via a controllable actuator. The torsion spring system has a torsion spring rod nested inside a torsion spring tube. An actuator unit is spaced apart from the torsion spring system and is fixed on the vehicle body and a pivotally controllable drive lever is connected to the actuator unit. The drive lever is connected to a torsion spring tube, and an output lever is connected to a torsion spring rod and directly or indirectly via a coupling to the wheel control element. Alternatively, the drive lever is connected to a torsion spring rod, and the output lever is connected to a torsion spring tube and directly or indirectly via a coupling to the wheel control element.

Abstract: In a method of producing a stabilizer for installation in a bearing unit of a motor vehicle, each end portion of a strip-shaped metal element is provided with a closing contour. The metal element is shaped to assume an undulating configuration having a wave portion. After being placed in a tool, a stabilizer bar is pressed against a circumference of the wave portion of the undulating metal element and the wave portion is formed onto the stabilizer bar such that the wave portion has at least one section which is ironed and the ironed section is urged into forced contact with the stabilizer bar. The metal element is then bent to embrace the stabilizer bar, and the end portions of the metal element are connected by engaging the closing contours of the end portions with a defined incline to thereby form a closed limiter ring fixed to the stabilizer bar.

Abstract: A device for the protection of a rolling stabilization system for motor vehicles, having at least two stabilization devices includes at least one first hydraulically triggerable safety valve for locking at least the first stabilization device.

Abstract: A stabilizer bar or stabilizer link in fiber composite construction is of a monolithic construction without fiber interruption. The cross section geometry, the wall thickness, and the fiber orientation vary in axial direction and radial direction such that the requirements defined by the available construction space and the expected loads are fulfilled. The fiber orientation is adjusted axially and radially load-appropriately. The middle section of the stabilizer bar that is primarily torsion-loaded is reinforced with fibers oriented between +/?35° and +/?55° relative to the longitudinal axis and the end members that are primarily bending-loaded are reinforced with fibers oriented between +/?20° and +/?40° relative to the longitudinal axis. In the transitional areas between the middle section and the end members there are transitions between these fiber orientations relatively to the longitudinal axis.

Abstract: A suspension device for suspending a mass relative to a substructure. The suspension device comprises a spring/damper arrangement which is disposed between the mass and the substructure and dampens vibrations, and comprises at least one Watt's linkage. At least one of the pivot points of the Watt's linkage is movably connected to the mass and the substructure. The relative position between the pivot point, the mass and the substructure can be adjusted by at least one substantially linearly acting actuator. The suspension device is robust and suitable for determining the vertical degree of freedom of movement of a truck driver's cab, and for damping or preventing undesired movement of the driver's cab. At the same time, undesired rolling or tilting motion of the driver's cab can be actively controlled or prevented by using the actuators.

Abstract: In a vehicle-body stiffening device, a wind-receiving plate that receives traveling wind is fixed to a main bar portion of a lower bar that connects brackets formed at left and right lower sections of a suspension cross member to each other and supporting suspension lower arms. The wind-receiving plate receiving a traveling-wind pressure biases the main bar portion so as to generate bending stress. Due to this bending stress, a preload is generated between the left and right brackets. Since the preload is generated by the traveling-wind pressure, the preload is 0 (kg/mm) when the vehicle speed is 0 (km/h), but increases as the vehicle speed increases.

Abstract: The invention relates to a stabilizer arrangement for a motor vehicle, composed of a first stabilizer half, a second stabilizer half, and an actuator which couples the two stabilizer halves, wherein a first connecting section of the actuator is connected to the first stabilizer half, and a second connecting section of the actuator is connected to the second stabilizer half, in a rotationally fixed fashion and so as to be nondisplaceable in the axial direction. In this context, at least one connecting element is present which connects the stabilizer halves by their end sides to the connecting sections, and wherein the at least one connecting element is embodied as a pin connection, bolt connection or screw connection.

Abstract: The invention relates to a rear wheel suspension system for motor vehicles having a composite link axle that has two wheel-carrying longitudinal links that are each articulated pivotably on a vehicle body by one body-side pivoting bearing and a flexurally rigid, torsionally soft transverse strut that connects the longitudinal links to one another. The pivoting bearings are set at a predefined yaw angle in relation to an initial position with the pivoting bearing axes aligned with a connecting line between the centers of the pivoting bearings. The pivoting bearings are also set at a predefined roll angle relative to a horizontal plane.

Abstract: A saddle riding vehicle that allows the amount of roll to be reduced includes a vehicle body, a handle, and a suspension mechanism. The suspension mechanism is provided at a front portion of the vehicle body and supports a pair of left and right front wheels or a pair of left and right skis. The suspension mechanism includes a pair of left and right arm members and a pair of left and right air shock absorbers. The pair of left and right arm members supports the pair of front wheels or the pair of skis in a vertically movable manner. The pair of left and right air shock absorbers is coupled to the pair of arm members. The pair of left and right air shock absorbers each includes a cylinder, a piston, a piston rod, a first gas chamber, and a second gas chamber.

Abstract: Four electromagnetic shock absorbers (30) are provided with motors (40FL, 40FR, 40RL, 40RR). First current-carrying terminals (T1) of the motors (40FL, 40FR, 40RL, 40RR) are connected to one another by a ground line (61). Further, second current-carrying terminals (T2) of the motor (40FL) and the motor (40FR) are connected to each other by a front wheel roll damping line (62F). Second current-carrying terminals (T2) of the motor (40RL) and the motor (40RR) are connected to each other by a rear wheel roll damping line (62R). Second current-carrying terminals (T2) of the motor (40FL) and the motor (40RL) are connected to each other by a left wheel pitch damping line (63L). Second current-carrying terminals (T2) of the motor (40FR) and the motor (40RR) are connected to each other by a right wheel pitch damping line (63R). In this manner, appropriate damping forces can be generated with a simple configuration not only against vehicle bouncing but also against vehicle rolling and pitching.

Abstract: A vehicular torsion bar suspension device, which comprises a front torsion bar spring and a rear torsion bar spring respectively installed at front and rear suspensions of the vehicle. The opposite ends of the front and rear torsion bar springs on the same side are connected mutually by a connection mechanism, and are connected with a vehicle frame through a positioning device. The connection mechanism is mounted between the front and rear torsion bar springs on the same side, so that a linkage relationship is established between the front and rear torsion bar springs. The device improves the vibration situation of the vehicle when driving the vehicle on an uneven ground, and prevents the vehicle frame and vehicle body skeleton from suffering torsional force. As a result, the usage life of the vehicle is prolonged.

Abstract: A suspension system includes a plurality of suspension members, each suspension member including a housing having an interior surface that bounds a chamber and a piston slidably disposed within the chamber. The piston seals against the interior surface of the housing so as to separate the chamber into a first compartment and a second compartment, the first compartment and second compartment being filled with a gas. A first gas lines extends in fluid communication between the first compartment of a first suspension member and the second compartment of a second suspension member. A second gas lines extends in fluid communication between the second compartment of a first suspension member and the first compartment of a second suspension member.

Abstract: The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces. More particularly, the present invention relates to trail compliant side-by-side all terrain vehicles.

Abstract: A ball stud has a flange that outwardly projects in a radial direction of a stud portion. The flange has a concave portion that has a curved shape from a root to an outer circumferential portion in cross section. The concave portion is concave with respect to a straight line connecting an end on the root side and an end on the outer circumferential portion side of the curved shape. A dust cover has a lip to be abutted on a sealing portion and the flange of the ball stud. The lip is formed with a side lip portion. The side lip portion has a shape corresponding to the curved shape of the concave portion of the flange so as to be abutted on the concave portion.

Abstract: A stabilizer device includes a bar having a portion to be mounted to a vehicle body. A resin ring is integrally formed to the bar by a direct injection method, and a bush made of rubber is provided around the periphery of the resin ring. The bush is fixed to a member of the vehicle body side by a bracket. Since the contact area of the resin ring to the bar is secured by using the axial direction length of the bush, the movement strength of the bush in the axial direction can be improved even when there is size restriction. In the fixing construction of the stabilizer device, the movement of the bush to the bar can be sufficiently prevented even when the size restriction is severe.

Abstract: A stabilizer device having high reliability and light weight is provided. The stabilizer device has a stabilizer consisting of a torsion part and arm parts each extending from both ends of the torsion part and having an overall shape of a square bracket, a “]” shape, a bushing for fixing the stabilizer to an automobile body arranged at both ends of the torsion part, and a resin misalignment preventing member which has a contacting part contacting with the bushing, which is arranged neighboring the bushing, and which is integrally formed with the torsion part and covering all therearound in a predetermined range of axial direction of the torsion part.

Abstract: A stabilizer system is provided with a stabilizer bar configured to connect a left wheel and a right wheel of a vehicle to each other and suppress a roll of the vehicle by torsional reaction force, an actuator configured to control a relative torsional amount between a side of the left wheel and a side of the right wheel of the stabilizer bar, and a control device configured to control the actuator. The actuator can selectively operate in a permitting mode in which increase and decrease in the torsional amount is permitted or in a regulating mode in which the increase and decrease in the torsional amount is regulated.

Abstract: An axle suspension includes a vehicular frame and first and second mounting fixtures mounted in spaced relation beneath the vehicular frame. First and second swing arms have first and second ends and are substantially parallel. The first ends are pivotally mounted to the first mounting fixture for vertical pivotal movement about a substantially horizontal first pivot axis. An axle is positioned on top of and perpendicular to the first swing arm and the second swing arm. The axle is mounted toward the second end of the first swing arm and the second swing arm by underlying resilient elastomer bushings wherein limited movement of the axle is accommodated about a substantially horizontal second pivot axis. Air spring suspension is positioned between the axle and the frame wherein pivotal movement in an upward direction about the first pivot axis is dampened.

Abstract: The invention concerns a wheel suspension system for the non-steered wheels (16) of a motor vehicle, with a twist beam axle (2) which comprises two wheel-supporting trailing arms (3, 13) pivotably mounted on a motor vehicle body (15) and a cross member (6) connecting the trailing arms (3, 13) together, and a Watt linkage (8) also connecting the trailing arms (3, 13) together, at least one articulated holder (10) being integrated in each trailing arm (3, 13) itself for articulated coupling of the Watt linkage (8).

Abstract: Vehicle suspension having arms (6) and (7) for each wheel (14) and (15) respectively, each arm (6) having more than one sprung strut (18) and (19) of which two such struts each operates exclusively between two different arms. Each arm's rotational axis (28) and (38) respectively intersects a vertical longitudinal plane through the center of road contact with the wheel at a point (45) and (46) respectively on a straight lines (47) and (48) respectively between the center of contact with the road and a point at or near the anticipated center of gravity (49) of the suspended mass projected onto the plane. Preferably, the vehicle transmission avoids applying a moment about the arm's rotation axis, braking is attached to the arm and steering linkage is passed through or near the arm's axis of rotation.

Abstract: A roll stabilizer of a motor vehicle including a back (1,9) and legs (3, 14, 15) arranged at opposite ends of the back (1, 9), at an angle in reference to the back (1,9) and with a suspension force (Fz) being transmitted into the ends of the legs facing away from the back (1, 9) to torsion the back (1, 9), and a force sensor (22) is provided to determine the suspension force (Fz).

Abstract: Provided is a tubular torsion beam for rear suspensions of vehicles, which is produced according to a more durable design capable of improving roll stiffness and roll strength of the tubular torsion beam. The tubular torsion beam is produced by pressure-forming a tubular steel member through hydroforming such that the tubular torsion beam has a cross-section varying along an entire length thereof, with opposite ends having a closed cross-section and mounted to respective trailing arms, a middle portion having a V-shaped open cross-section, and a transitional portion having a varying cross-section and connecting the middle portion to each of the opposite ends. During the process of manufacturing the tubular torsion beam, the opposite ends of the tubular steel member are fed using respective axial punches of a hydroforming machine, so that the opposite ends are thicker than the middle portion.

Abstract: A low-end adjusting mechanism for vehicle suspensions useful for compensating rolling and pitching motions and for leveling purposes, in which a vehicle spring (1) having a longitudinal axis is mounted between two spring seats or receptacles (2, 3), and at least one spring seat can be adjusted in the direction of the longitudinal axis of the spring by rod shaped coupling elements which are mounted at both ends in an articulated or pivotable manner.

Abstract: A torsion beam type suspension has no risk that a beam body will directly contact with a fuel tank, or that a frontward projecting portion of a stabilizer will contact with the fuel tank. In a torsion beam type suspension in which a pair of trailing arms are connected to the beam body to form an H-shaped torsion beam, and both ends of the stabilizer separate from the torsion beam are connected to the trailing arms, both-side parts of the stabilizer 7 extending along the beam body 2a are attached to a vehicle body 4, a portion between vehicle body attachment parts 9 of the stabilizer 7 is curved downward, and the curved part 10 is disposed at the rear of the fuel tank 11 and in front of the beam body 2a.

Abstract: In a method of producing a stabilizer for installation in a bearing unit of a motor vehicle, each end portion of a strip-shaped metal element is provided with a closing contour. The metal element is shaped to assume an undulating configuration having a wave portion. After being placed in a tool, a stabilizer bar is pressed against a circumference of the wave portion of the undulating metal element and the wave portion is formed onto the stabilizer bar such that the wave portion has at least one section which is ironed and the ironed section is urged into forced contact with the stabilizer bar. The metal element is then bent to embrace the stabilizer bar, and the end portions of the metal element are connected by engaging the closing contours of the end portions with a defined incline to thereby form a closed limiter ring fixed to the stabilizer bar.

Abstract: A stabilizer bar is intended for use in a vehicle, and a torsion part of the stabilizer bar is fixed to the vehicle body by a fixing member. A resin sheathing is provided integrally on an outer peripheral surface of the stabilizer bar. The fixing member is composed of the sheathing, a rubber bush disposed on the outer periphery of the sheathing, and a mounting fixture for mounting the rubber bush on the vehicle body side so as to cover the outer periphery of the rubber bush. The sheathing and the rubber bush are immovably assembled to each other. Thus, there may be provided a vehicle stabilizer, highly durable, easily mountable and replaceable, low-cost, and highly operable.

Abstract: A stabilizer for installation onto a motor vehicle axle includes a stabilizer back and two legs which are connected to the stabilizer back to form a U-shaped, or C-shaped, or other suitably shaped structure. The stabilizer back is made of a composite material such as fiber composite, e.g. of glass fibers, carbon fibers, basaltic fibers, and metallic fibers.

Abstract: A stabilizer bar assembly is disclosed and comprises a bar and a bushing. The bushing is adhesively secured to the bar, includes a body and two reinforcing members and has two wedge-shaped depressions formed therein, each defining a volume. The body is an elastomeric monolith surrounding the bar and the reinforcing members. The reinforcing members have parts protruding from the body and, in the absence of external forces, are held in an operative configuration fixedly positioned relative to the bar by the body. The depressions are shaped and dimensioned such that, if the monolith were absent, each volume was occupied in form-fitting relation by a respective rigid wedge element held against movement relative to the bar, and the protruding portions of the reinforcing members were gripped about their exteriors, the reinforcing members would be securely held in said operative configuration. Methods and apparatus for forming the assembly are also disclosed.

Abstract: Forming a recess in an intermediate section in an axis direction of an outer peripheral face of a stabilizer bush allows the contact surface pressure between an inner peripheral face thereof and an outer peripheral face of a torsion portion to be low in a section where the recess is formed. Therefore, when the torsion portion twistedly deforms, slipping against the torsion portion starts from the intermediate section in the axis direction of the stabilizer bush, and the slipping spreads to opposite end parts in the axis direction, thus enhancing the ride comfort of a vehicle. Moreover, open ends of axially opposite end parts of the stabilizer bush, where no recess is formed, are put in intimate contact with the outer peripheral face of the torsion portion, thus preventing sand and mud from entering therefrom.

Abstract: A V-shaped torque rod includes an apex joint assembly that is attached to a component of a vehicle using only a single fastener. The apex joint assembly includes a housing, an inner metal, an elastomeric member disposed between the housing and the inner metal and a post that engages the inner metal. The single fastener extends through the inner metal and through the post to secure the apex joint assembly to the vehicle. The post can be a tapered post or the post can be a non-tapered post.

Abstract: The suspension system of the present invention broadly comprises a method of retrofitting an existing torsion axle suspension carried by a frame with an air spring comprising the steps of removing an original torsion axle that was fixed to a frame from the frame and mounting the torsion axle to at least one rotatable arm such that rotation of the arm causes vertical translation of the original torsion axle. The suspension system also comprises a retrofit kit for use with a torsion axle suspension system having a torsion axle and a spindle comprising a hanger bracket adapted to be attachable to the frame, a pivot arm for mounting to the hanger bracket and adapted for rotatably supporting the existing torsion axle, an air spring, a support assembly secured to the pivot arm for supporting the air spring, and an attachment for securing the pivot arm to the support assembly.

Abstract: An antiroll device for the suspension of a motor vehicle comprises a torsion bar and two lateral links articulated to this bar and to two lateral shock absorbers. At least one of the links (9) is telescopic and includes a piston (13) mounted so it can slide in a piston tube (14) via a rod (15) connected to the hinge connecting the link to the adjacent shock absorber, the piston being mobile due to the movement of this connection and cooperating in compression with return means (17) housed inside the said tube. The return means include two compressible stop components (18 and 19) which are designed to impart to the link a progressive stiffness which increases with the amplitude of the movements of the axis of the adjacent wheel (2a), so that this wheel is substantially uncoupled from the torsion bar or coupled to it for small or large-amplitude movements respectively.

Abstract: The invention relates to an anti-roll bar for a motor vehicle, the anti-roll bar being one-piece or multi-piece and being composed of a torsion rod (12) and bent rotating legs (14) on both sides, the free ends (16) of which can each be connected to a wheel suspension of the motor vehicle by means of swivel joints, wherein the anti-roll bar (11) is formed from a resin-bonded main body. According to the invention, the main body consists of a cord (4), which achieves stiffness by curing the resin. The cord (4) is introduced into a closed tool as a preform and resin is injected into the tool.

Abstract: A suspension for a rear or a front portion of a chassis for vehicles in which a pair of longitudinal stabilizer assemblies and an anti-sway stabilizer each use a same type of a stabilizer bar, with the longitudinal stabilizer assemblies pivotably connected on opposing sides of the chassis and the anti-sway stabilizer pivotably connected in transverse relation proximate an end of the chassis. The longitudinal stabilizer assemblies and the anti-sway stabilizer each include a portion of a saddle that extends around the axle and rigidly connects to the axle. A shock absorber connects between the saddle and the chassis.

Abstract: In a front wheel drive vehicle a traditional twist beam axle suffers from a short service life due to premature failures in intermediate areas between the end sections and the transitional section. A twist beam suspension is provided comprising a transverse strut (16) interconnecting longitudinal control arms (12). The transverse strut (16) may be formed from a tubular pipe. The tubular member may define a pair of tubular end sections (18), a deformed, U-shaped transitional section (20), and a pair of intermediate sections (22) between the end sections (18) and the transitional section (20). The intermediate section (22) may define a contour (28), known as a tongue. The tongue (28) enhances the flexibility in torsion and improves the stiffness in bending of the transverse strut (16). The tongue (28) may also include a concavity, to further aid in improving stiffness.

Abstract: A universal sway bar link has an elongated rod member adapted to be cut to a chosen length. A first rotula member including a main portion, a first releasable attachment means adapted to releasably connect to an end of the rod member, and a first suspension attachment means adapted to be releasably connected to a first suspension member of an automobile. A second rotula member fixedly attached to a second end of the rod member opposite the end used to attach the first rotula member, and including a main portion, and a second suspension attachment means adapted to be releasably connected to a second suspension member of the automobile.

Abstract: A strut type suspension system of a vehicle has the advantages of reducing a diameter of a stabilizer bar and improving a braking stability by disposing the stabilizer bar and a steering gear box at a front side. The suspension system includes a stabilizer bar and a steering gear box is fixed on a sub frame, wherein the stabilizer bar is disposed at a middle front portion between an upper panel and a lower panel forming the sub frame.

Abstract: A suspension system for a vehicle, including: four displacement force generators each having an electromagnetic motor and configured to generate, based on a motor force generated by the motor, a displacement force forcing sprung and unsprung portions of the vehicle toward or away from each other; and a controller configured to control the displacement force generated by controlling operation of the motor is disclosed. The controller includes a target-value determining portion configured to determine a target value of a displacement-force-relating amount of each of the four displacement force generators, and a target-value reducing portion configured to reduce the target value of the displacement-force-relating amount of a subjected device as one of the four displacement force generators, in accordance with a certain rule.

Abstract: Spring having a first part (1) and a second part (2) moveable relative to each other along a longitudinal axis (L), a gap (3) being provided between the first part (1) and the second part (2), the first part (1) being provided with permanent magnets (4,4?), the second part (2) including soft magnetic material, the second part (2) having a variable permeability along the longitudinal axis (L) thereof for a magnetic field provided by the permanent magnets (4,4?) of the first part (1), wherein the second part (2), for providing the variable permeability for magnetic field, is provided with at least two teeth (5,5?) of soft magnetic material which each face a permanent magnet (4,4?) with a facing surface when the first part (1) is in an aligned position relative to the second part (2), the gap extending between the two teeth and the corresponding permanent magnets, wherein, when the first part is moving out of the aligned position relative to the second part along a longitudinal axis, the total area of the facing