Abstract: A method of processing a stabilizer bar assembly includes casting a metal anti-shift collar onto a prefabricated stabilizer bar. The metal anti-shift collar may be a zinc alloy, an aluminum alloy, or a magnesium alloy, for example.

Abstract: Apparatus for the active stabilization of the rolling of a vehicle that has at least two axles that each have at least two wheels. The axles are each equipped with a transverse stabilizer that is hydraulically actuated by a directional control valve. The transverse stabilizers are operated by respective hydraulic motors. A pressure supply pump applies different hydraulic pressure levels through respective pressure limiting valves. The directional control valve is actuated hydraulically by a directly controlled control valve.

Abstract: A four-wheel vehicle is provided with an in-wheel motor in each of a front wheel and a rear wheel and has approximately the same roll center heights of the front wheel and the rear wheel. The relation between a change in a kingpin offset and a change in a wheel stroke for at least any one of the front wheel and the rear wheel of the four-wheel vehicle is determined based on at least any one of braking force distribution and driving force distribution between the front wheel and the rear wheel.

Abstract: An anti-roll bar is attached directly to first and second control arms in a vehicle suspension. The anti-roll bar includes a central body portion that extends in a lateral direction, and first and second legs that extend from the central body portion in a longitudinal direction. The first and second legs are attached to inboard surfaces of the first and second control arms. The anti-roll bar is positioned such that the central body portion does not extend outwardly beyond longitudinal ends of the first and second control arms, and does not extend vertically below lower surfaces of the first and second control arms. This configuration allows the vehicle suspension to be packaged within a smaller space, and improves ground clearance.

Abstract: A stabiliser bar assembly for a suspension arrangement in a vehicle has a first diameter D1. The stabiliser bar assembly includes a first housing with a resilient first bushing and a second housing with a resilient second bushing allowing pivotal movement of the stabiliser bar about the first and second housings. The stabiliser bar include a receiving arrangement for the first bushing, the receiving arrangement including a pair of bulges each having at their apexes a second diameter D2 exceeding the first diameter D1. The receiving arrangement includes two peripheral surfaces inclining towards a midsection with a decreasing cross-sectional area from the apex of the bulges to the midsection. The first bushing and the second bushing are the same. A stabiliser bar with or without the receiving means can be mounted with the same bushings.

Abstract: Anti-roll system especially for a vehicle, comprising system control means, a tank (4) and a pump (3) for a hydraulic fluid, and two or more stabilizers, each stabilizer comprising an actuator (5, 6) which is arranged to control the relevant stabilizer's moment in dependency of the hydraulic pressure at the actuator's terminals. Each actuator has either one or both of its terminals (A, B) connected to a first terminal (I) of a pressure control module (8) which has a second terminal (II) connected to the tank's inlet side and a third terminal (III) to the pump's outlet side. The control means and each control module are arranged to supply a fluid pressure at its first terminal under control of said control means. The pressure control modules (8) may comprise a series connection of two pressure control valves (1, 2) e.g. pressure relief or limitation valves. As an alternative the pressure control modules (8) comprise a three-way pressure control valve (9), e.g. a three-way pressure reduction valve.

Abstract: A stabilizer bar assembly for an automotive vehicle includes a stabilizer bar, a bushing mounted to the stabilizer bar, and a support ring mounted onto the stabilizer bar adjacent the bushing to provide a stop to prevent the bushing from moving axially along the stabilizer bar. The support ring has a plurality of inwardly extending projections. Each of the inwardly extending projections has a distal end in contact with an outer surface of the stabilizer bar. The distal ends of the inwardly extending projections are welded to the outer surface of the stabilizer bar to secure the support ring onto the stabilizer bar.

Abstract: The invention relates to a switchable stabilizer device for the axle of a motor vehicle. Herein, the actuating device comprises a roll stabilizer and an actuatorically switchable coupling device (6) with two clutch devices (7, 8) and a locking sleeve (9). According to the present invention, the stabilizer device is characterized by a shifting device for shifting the locking sleeve (9) by means of mechanical power transmission. Herein, the shifting device has a servo-electric transmission drive element (4). The present invention provides a robust and compact switchable roll stabilizer, which can be produced cost-efficiently. At the same time, the present invention allows for the actuatoric support of the opening movement as well as the locking movement of the stabilizer coupling with very short shifting times. The switchable stabilizer according to the present invention is suitable for motor vehicles, for example, which are employed off-road as well as on the road.

Abstract: A roll control actuator for a stabilizer bar includes an outer housing that is fixed to a first bar portion and a shaft that is fixed to a second bar portion. The shaft is helically connected to a piston that is received within an interior chamber formed inside the outer housing. The piston separates the interior chamber into first and second fluid chambers. An anti-rotation mechanism is fixed to the outer housing and cooperates with the piston to restrict the piston to axial movement relative to the outer housing. The first and second fluid chambers are selectively pressurized to control roll stiffness by moving the piston within the outer housing.

Abstract: A stabilizer device for an axle of a motor vehicle. The axle has a roll stabilizer (2) and for each wheel at least one wheel guide control arm (1). The chassis-side articulation of the wheel guide control arm (1) is connected to an end area of the roll stabilizer (2) such that a twisting actuation of the roll stabilizer (2) takes place due to an inward deflection motion of the wheel guide control arm (1). An end of the roll stabilizer (2) is received in a hollow shaft (6) connected to the wheel guide control arm (1). The hollow shaft (6) is mounted in a chassis-side bearing flange (3) and the bearing flange (3) can be elastically connected to the vehicle. The stabilizer device is used especially to eliminate the conflicts of design goals between the requirements of uncoupling structure-borne noise and comfort of the chassis, on the one hand, and immediate response characteristic of the stabilizer, on the other hand.

Abstract: A roll control system comprising a front torsion bar; a front first hydraulic actuator attached to the front torsion bar; a rear torsion bar; a rear first hydraulic actuator attached to the rear torsion bar; and control means connected to the hydraulic actuators and controlling the operation thereof on detection of a predetermined vehicle condition; wherein each hydraulic actuator comprises a first fluid chamber and a second fluid chamber; wherein the control means comprises a source of fluid pressure, a fluid reservoir, a pressure control valve fluidly connected between the pressure source and the reservoir, two pressure relief valves each having two positions to selectively fluidly connect the fluid chambers of the hydraulic actuators either to the pressure source or to the fluid reservoir, and a directional valve fluidly connected between the pressure relief valves and the fluid chambers of the hydraulic actuators; wherein the pressure relief valves and the directional valve are positioned on detection of

Abstract: A roll control system comprising a front torsion bar; a front first hydraulic actuator; a front second hydraulic actuator; a rear torsion bar; a rear first hydraulic actuator; a rear second hydraulic actuator; and control means connected to the hydraulic actuators and controlling the operation thereof on detection of a predetermined vehicle condition; wherein each hydraulic actuator comprises a first fluid chamber and a second fluid chamber; wherein the control means comprises a source of fluid pressure, a fluid reservoir, a pressure control valve fluidly connected between the pressure source and the reservoir, and at least three pressure relief valves each having two positions to fluidly connect the fluid chambers of the hydraulic actuators either to the pressure source or to the fluid reservoir; wherein the pressure relief valves are positioned on detection of the predetermined vehicle condition to apply a fluid pressure to the first fluid chamber of the first front hydraulic actuator and to the second flui

Abstract: An axial-direction intermediate portion (21) of a torsion beam is pressed so as to have a substantially V-shape cross section. The axial direction intermediate portion (21) includes an outer wall (21a) and an inner wall (21b). Plural protrusions (21a1) (convex portions) formed on the outer wall (21a) are in contact with the inner wall (21b). The plural protrusions (21a1) are arranged at predetermined intervals on one straight line along an axial direction of the torsion beam. An inter-wall space (21c) having a width equivalent to a height of the protrusions (21a1) is formed between the outer wall (21a) and the inner wall (21b). The width of the inter-wall space (21c) is set to a predetermined value, considering torsional rigidity and a shear center position of the torsion beam.

Abstract: A suspension system for a vehicle, including: (a) 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 (b) a controller configured to control the displacement force generated by controlling operation of the motor. The controller includes (b-1) 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 (b-2) 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: A vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch. The clutch includes a plurality of engagement pins that can be selectively moved via an actuator to effect the uncoupling of the stabilizer bar members. The actuator is configured to apply a force to the moving element concentrically about the axis along which the moving element translates. A method for operating a vehicle stabilizer bar assembly is also provided.

Abstract: An anti-tip system is provided for improving the stability of a powered vehicle, such as a powered wheelchair. The vehicle includes a drive-train assembly pivotally mounted to a main structural frame. A suspension system biases the drive-train assembly and its connected anti-tip wheel to a predetermined resting position. The drive-train assembly bi-directionally rotates about a pivot in response to torque applied to or acceleration forces on the vehicle. A linkage arrangement is provided and is characterized by a suspension arm pivotally mounting to the main structural frame about a pivot at one end thereof and an anti-tip wheel at the other end. The linkage may further include at least one link operable to transfer the bi-directional displacement of the drive-train assembly to the suspension arm. The link may include a bell crank member and/or may be resiliently compressible.

Abstract: A roll control actuator, a roll control system, and a roll control strategy for controlling the roll of a motor vehicle are disclosed. The actuator comprises a selective lock connected between an unsprung portion of the vehicle and a sprung portion of the vehicle. The system comprises such an actuator. The strategy comprises utilizing locking and unlocking thresholds to control the locked state of such an actuator.

Abstract: The present invention relates to an axle suspension for heavy vehicles, in particular trucks, comprising an axle beam which bears axle parts projecting over at oppositely disposed sides, each axle part preferably bearing a wheel drive; an axle beam bearing which permits upward and downward movements of the axle beam as well as pendular movements of the axle beam around a substantially lying pendular axis transverse to the longitudinal direction of the axle parts; a spring device for the resilient support of the upward and downward movements of the axle beam at a vehicle frame; and also a pendular damping device for the damping of the pendular movements of the axle beam.

Abstract: A stabilizer assembly unit having a first stabilizer and a sun gearwheel connected non-rotatably to one end of the stabilizer includes at least one rotary drive acting on a planetary gearwheel which meshes with the sun gearwheel. For a vehicle axle having at least two wheels, a separate stabilizer assembly unit according to any of the preceding claims may be provided for each of the wheels. In a chassis assembly unit for a vehicle having a body and a stabilizer assembly unit, the internally geared wheel is connected non-rotatably to the vehicle body.

Abstract: A hydraulic pressure control apparatus for stabilizers controls hydraulic fluid in a hydraulic communication path hydraulically connecting cylinders each operatively connected to each stabilizer of a vehicle. The apparatus includes a spool valve provided in the hydraulic communication path. The spool valve includes a housing, a spool accommodated in the housing, first and second spool chambers defined by the spool and the housing, and a biasing member for biasing the spool.

Abstract: Four shock absorbers are connected to a control cylinder. The control cylinder includes a housing body portion having two cylinder chambers which are divided by a partition wall portion; and a piston assembly which is formed by coupling two pistons with each other using a coupling rod. Two outer side control chambers and two inner side control chambers are connected to respective absorber chambers. Pressure receiving areas of outer side pressure-receiving surfaces and inner side pressure-receiving surfaces of the pistons and damping characteristics of the shock absorbers are set such that a direction in which the piston assembly moves in a region where an operation speed is low is opposite to a direction in which the piston assembly moves in a region where the operation speed is high.

Abstract: A system for rolling angle reduction in a motor vehicle includes a stabilizer (10) and a piston/cylinder unit (12) coupled to one end of the stabilizer (10). The cylinder (14) of the piston/cylinder unit (12) is mounted in a hollow joint (24) so as to be swivellable in several directions.

Abstract: A stabilizer control device for a vehicle includes a first and second stabilizer bars, a housing fixed to an end portion of the second stabilizer bar so as to arrange an end portion of the first stabilizer bar adjacent to the end portion of the second stabilizer bar, a rotational torque reducing mechanism having an input portion fixed to the first stabilizer bar and the housing and reducing a relative rotational torque between the housing and the first stabilizer bar and outputting, a hollow member including the first stabilizer bar so as to rotatably support the first stabilizer bar within the housing and fixed with an output portion of the rotational torque reducing mechanism so as to rotatably support the output portion within the housing, and a clutch mechanism arranged between the hollow member and the housing for engaging and disengaging therebetween.

Abstract: A stabilizer bar with a lateral retention collar is provided. The lateral retention collar is cast onto the stabilizer bar and can be made from a zinc-aluminum alloy. In addition, the lateral retention collar is cast onto the stabilizer bar using a die casting machine. The lateral retention collar has an axial sleeve with a flange that extends radially therefrom. In some instances, the flange has a width in the axial direction, with the width being between 5 and 50% of an overall axial width of the lateral retention collar. In addition, the flange has a radial thickness that is between 5 and 100% greater than the radial thickness of the sleeve. Casting of the lateral retention collar onto the stabilizer bar can provide a push-off load of greater than 5,000 pounds.

Abstract: A vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch. The clutch includes a moving element that can be selectively moved via an actuator to effect the uncoupling of the stabilizer bar members. The actuator is configured to apply a force to the moving element concentrically about the axis along which the moving element translates. The clutch is configured to transmit torque from one of the stabilizer bar members to the other stabilizer bar member concentrically about the axis. A method for operating a vehicle stabilizer bar assembly is also provided.

Abstract: An improved vehicle sway control assembly designed to limit excessive side swaying of an axle of a vehicle during all driving conditions. The system utilizes two frame brackets (77), (97), one axle/spring bracket (129), and two rods (35), (67). The first rod (35) has one end attached to a frame bracket (77) and the other end to the axle/spring bracket (129). It incorporates a telescoping feature allowing the rod end nearest the frame bracket (77) to telescope. The second rod (67) is attached on the opposite side to a frame bracket (97) on one end and a mid section plate (34) on the telescoping rod (35) on the other end. The counter rotational arch of the second rod (67) will force the telescoping rod (35) to extend thus canceling the telescoping rod (35) arch curve travel if it were a solid rod. The overall design will limit axle (166) to frame (78) side movement while providing near straight vertical axle (166) travel.

Abstract: A stabilizer bar includes at least one bushing that is adapted for mounting to a vehicle structure. A crimp ring is secured to the stabilizer bar to prevent relative axial movement between the bushing and the stabilizer bar. The crimp ring initially has a horse-shoe or C-shape that allows the crimp ring to be easily slid onto the stabilizer bar right next to the bushing. The crimp ring is then deformed around the stabilizer bar to permanently secure the crimp ring to the stabilizer bar.

Abstract: A stabilizing apparatus and method that replaces the existing shock absorber of a road vehicle that works to resist the initiation of body roll during cornering. It seeks to counter act the forces being generated by the vehicle suspension springs that exacerbate the rollover propensity of vehicles during certain steering maneuvers.

Abstract: A stabilizer control apparatus operating to contort stabilizer bars ensures the stability of a vehicle, even in the event that one of the front and rear stabilizer bars of the vehicle is stuck in a contorted state.

Abstract: A roll control system for a vehicle including: two double-acting rams (1, 2) at the first end of the vehicle and two single acting rams (3, 4) at the second of the vehicle; each double-acting ram (1, 2) including a first and a second fluid chamber (17, 18, 21, 22); each single-acting ram (3, 4) including a first fluid chamber (19, 20); a first lateral conduit (27) providing fluid communication between the first fluid chamber (17, 18) of the double-acting ram (1, 2) on a first side of the vehicle and the second fluid chamber (21, 22) of the double-acting ram (1, 2) on a second side of the vehicle, a first longitudinal conduit (29) providing fluid communication between the first fluid chamber (19, 20) of the single-acting ram (3, 4) on the first side of the vehicle and the first lateral conduit (27), forming a first fluid circuit; a second lateral conduit (28) providing fluid communication between the first fluid chamber (17, 18) of the double-acting ram (1, 2) on the second side of the vehicle and the second f

Abstract: A hydraulic control circuit (100) comprises a source (180) of fluid pressure having a fluid inlet (201) and a fluid outlet (202); a fluid reservoir (181) fluidly connected to the fluid inlet of the pressure source; an attenuation means (111) having a fluid inlet (203) fluidly connected to the fluid outlet of the pressure source, and a fluid outlet (204); a pressure control valve (199) fluidly connected to the fluid inlet of the attenuation means and to the fluid reservoir or the fluid inlet of the pressure source; and one or more valves (82-84) fluidly connected to the fluid outlet of the attenuation means.

Abstract: Selective actuation device (1) including an actuator (5) operating on an actuation mechanism (2). The mechanism (2) is equipped with at least one shaft (7) connected to a pusher element (8) to actuate a first operating group (12, 13) and with a rotating element (53) that moves between an activation mode, in which said element (53) acts on a second operating group (9, 10), and a rest mode where the activation of the first operating group (12, 13) is disengaged by the second operating group (9, 10).

Abstract: A structure of removably mounting a tower connecting bar between top surfaces of right and left strut towers by bolts and nuts. The tower connecting bar has a pipe and annular circular plates attached to opposite ends of the pipe. The circular plates are mounted to the top surfaces of the towers by the bolts and nuts. Upper ends of suspension struts are fastened to the top surfaces of the towers by bolts and nuts. The circular plates have through holes for allowing the strut-mounting nuts to escape when the towers and circular plates are mated together. The through holes provide access to loosen the strut-mounting nuts.

Abstract: A vehicle attitude control apparatus has suspensions Sfl, Srl, Sfr, and Srr that suspend each of front-left, rear-left, front-right and rear-right wheels Wfl, Wrl, Wfr, and Wrr; electric motors 21, 22, 23 and 24 that independently drive each of four wheels; lateral acceleration sensor 31; and controller 32. The controller 32 calculates the roll angle and roll direction of a vehicle body BD by using the detected lateral acceleration. Further, the controller 32 increases or decreases the driving torques generated by the electric motors 21 to 24 by a driving torque changing amount in accordance with the calculated roll angle and roll direction.

Abstract: A dynamic handling system hose for use in a vehicle anti-rollover system, wherein the dynamic handling system hose comprises: a tubular body comprising a polymeric material exhibiting (1) zero or near zero expansion coefficient, (2) sufficient flexibility to withstand rough terrain, (3) high tensile strength, (4) low elongation, (5) high tolerance to extreme temperature ranges, (6) high resistance to hydrocarbon fluids, and (7) relatively low weight compared to conventionally used hose materials in anti-rollover systems; a reinforcement around the tubular body; and a protective cover surrounding the tubular body and the reinforcement, and a coupler for coupling the dynamic handling system hose to an appropriate actuator in a vehicle anti-rollover system are described.

Abstract: In a vehicle suspension system, suspension arms are attached to the right and left sides of a vehicle body frame, a knuckle is attached to the ends of the suspension arms, a front shock absorber is provided between the vehicle body frame and the suspension arm on each side of the frame, and a stabilizer bar is provided extending between the right and left suspension arms. The stabilizer bar extends between rigid right and left shock support members provided on the ends of the suspension arms. The rigid shock support members are coupled to the knuckle, and also support the lower ends of the front shock absorbers. Costs of the suspension system are reduced by providing the rigid support member in combination with the stabilizer bar, since the shape of a suspension arm can be simplified without requiring particular increase in rigidity.

Abstract: A stabilizer control device includes a pair of stabilizer bar positioned between right, left wheels of a vehicle, an electric motor, an actuator positioned between said pair of the stabilizer bar, the actuator comprising the electric motor, and a control means for controlling the electric motor in accordance with a turning state of the vehicle. At least one motor relay positioned in parallel with corresponding number of coil of the electric motor. The motor relay is short circuited when electric power is not supplied to the electric motor.

Abstract: A stabilizer assembly for a motor vehicle, including a first stabilizer and a second stabilizer, which are rotatable relative to each other, is characterized in that each stabilizer is engaged by one linear actuator each.

Abstract: The lower side of a fuel tank positioned above a torsion beam is downwardly convexly formed, and the torsion beam is also downwardly convexly bent in correspondence to the lower side of the fuel tank, thereby providing a sufficient capacity of the fuel tank and space for allowing the torsion beam to smoothly operate therein.

Abstract: A tilting suspension system is provided for two wheels (2, 3) of a vehicle (200) disposed on a common axle with the module comprising a rigid frame (17) adapted to be firmly fixed to the chassis of the vehicle so as to be tilted together with the whole vehicle and a tilting arm (14) pivotally linked to the rigid frame. The tilting of the rigid frame is obtained as a result of the counter torque arising when activating hydraulic actuating means (101, 102) pivotally interposed between the tilting arm (14) and the rigid frame (17), with the tilting arm being pivotally connected to shock absorbers (18). The tilting module further comprises suspension arms (10, 11, 12, 13) pivotally connected to the rigid frame, with the suspension arms supporting, in cooperation with supporting uprights, the two wheels thus allowing both tilting and steering of the two wheels. The hydraulic actuating means (101, 102) are actuated by a hydraulic pump (112) driven by an electric motor (108).

Abstract: An active roll stabilization system of a vehicle having an axle with at least two wheels, wherein the axle is provided with a roll stabilizer that is actuated by means of a hydraulic device. The hydraulic device is actuated and controlled by at least one pressure control valve with a preselected pressure level by a pressure supply device, such as a pump. In order to reduce the costs for producing such an active roll stabilization system, the pressure control valve is pilot-operated by a pressure control pilot valve.

Abstract: A stabilizer bar assembly for a vehicle suspension system is disclosed. The stabilizer bar assembly has a stabilizer bar that is provided with an annular ring. The annular ring is either formed as an upset or assembled to the stabilizer bar. A bushing having a groove on its inner diameter is assembled to the stabilizer bar at the annular ring that centers the stabilizer bar against transverse displacement. A second bushing is secured to the stabilizer bar at a location spaced from the annular ring. The first and second bushings secure the stabilizer bar to right and left frame rails. The annular ring may have a square, tapered or spherical cross-section.

Abstract: A split electromechanical motor vehicle stabilizer having a locking device, and a method for roll stabilization are described. A split motor vehicle stabilizer is provided for roll stabilization, having a built-in electromechanical actuator for bracing two stabilizer parts against one another, including at least an electric motor, a gear unit, and a locking device which can lock a housing for the actuator to a rotor in the electric motor. The housing is connected to one of the stabilizer parts, and a gear unit output shaft is connected to the other stabilizer part for the purpose of transmitting torque. The housing and the rotor can be locked in only one position relative to one another after the locking device is activated, and that is the normal position for the two halves of the stabilizer in which they are not braced against one another.

Abstract: In a stabilizer control apparatus for a vehicle, a stabilizer includes a pair of stabilizer bars disposed between a right wheel and a left wheel of the vehicle, and an actuator having an electric motor and a speed reducing mechanism disposed between the stabilizer bars. A turning determination device is provided for determining change in turning operation of the vehicle. And, a controller is provided for changing a control parameter of the electric motor in response to the result determined by the turning determination device, to control a torsional rigidity of the stabilizer. As for control parameters of the electric motor, may be employed a desired value of electric current for actuating the electric motor, for example.

Abstract: An adjuster device includes (a) a shaft held by a vehicle body; (b) an arm extending from the shaft in a direction intersecting an axial direction of the shaft; (c) an actuator causing one of rotation of the shaft and axial movement of the shaft in the axial direction; and (d) a motion converter converting the one of the rotation of the shaft and the axial movement of the shaft, into the other of the rotation of the shaft and the axial movement of the shaft. The arm is connected at a distal end portion thereof to one of at least one suspension arm, so as to enable the rotation of the shaft to cause change in a vertical distance between a wheel and the vehicle body. The shaft is connected to one of the at least one suspension arm and/or to an axle carrier, so as to enable the axial movement of the shaft to cause change in an alignment of the wheel. Also disclosed is an adjusting system including the adjuster device.

Abstract: A stabilizer control device comprises a pair of a first stabilizer bar and a second stabilizer bar, an actuator the actuator including a first member and a second member, the first member including a bearing portion to which the first stabilizer bar is connected, the second member to which the second stabilizer bar is connected so as to generate a rotation relative to the first member, a spline shaft portion having a first external spline formed on the first stabilizer bar, an internal spline formed on an inner peripheral surface of the bearing portion of the first member, a groove portion is formed on a part of the spline shaft portion, and a toothed elastic member provided in the groove portion so as to fit to the internal spline of the bearing portion.

Abstract: An axle beam suspension system for a mobile vehicle, the system includes a main vehicle body, an axle attached to the main vehicle body, a control bar, and a track bar. The track bar includes a controlling connection portion. A first end of the track bar is attached at a lateral attachment to a lateral joint connection portion of the main vehicle body. A second end of the track bar is attached at a pivot attachment to a pivot joint portion on the axle. The control bar has a first end attached at a control attachment to a control joint connection portion of the main vehicle body and a second end attached at a fourth attachment to the controlling connection portion of the track bar. A lateral portion of an axle-pivoting-movement is transferred into lateral movement of the axle beam suspension system.

Abstract: A vehicle roll control system for a vehicle has a hydraulic actuator attached to a torsion bar. The system includes first and second pressure control valves fluidly connected in series between a pressure source and a reservoir, and a directional valve fluidly connected between the pressure control valves and the hydraulic actuator. The control valves are actuated to control the fluid pressure within the hydraulic actuator to either extend or compress the hydraulic actuator based on the detection of a predetermined vehicle condition for controlling vehicle roll.

Abstract: A roll control system for a vehicle is disclosed. The roll control system includes front and rear stabilizer bars, first and second magnetorheological actuators, and an electronic control system. The first magnetorheological actuator is disposed between the front stabilizer bar and the front suspension on one side of the vehicle, and a first droplink is disposed between the front stabilizer bar and the front suspension on the other side of the vehicle. The second magnetorheological actuator is disposed between the rear stabilizer bar and the rear suspension on one side of the vehicle, and a second droplink is disposed between the rear stabilizer bar and the rear suspension on the other side of the vehicle. The electronic control system is responsive to a vehicle operating characteristic and is in signal communication with the first and second magnetorheological actuators.

Abstract: A method for producing a tubular bar, more particularly a stabilizer bar, is provided. The method comprises providing a tubular bar of desired size having an outer and inner surface, heating the bar to an elevated temperature, quenching the bar by application of a cooling fluid to the surfaces of the bar, and forming the tube to a desired shape without annealing. The method further provides for the composition of a high-strength, high formability carbon steel alloy to be used in conjunction with the method. Advantageously, the bar is formable without thermal processing subsequent to quenching. In this fashion, metal tubular bars, such as stabilizer bars, may be formed at reduced cost.