Abstract: An adjustable stabilizer bar assembly is disclosed. An adjustable stabilizer bar assembly includes a cylindrical housing, a first primary half bar, a splined cylindrical housing, a second primary half bar, a splined torsion bar and a slidable assembly. The primary and secondary half bars are mounted to a vehicle suspension via the cylindrical housings. The splined torsion bar is disposed between the two cylindrical housings. The assembly allows for adjustable multi-rate stabilization means made by either the driver or an automatic control system, which may sense vehicle velocity, lateral acceleration or any other suitable operating variable.

Abstract: A system and method for preventing a vehicle rollover is disclosed. The system includes a vehicle suspension unit and a programmable control unit. The vehicle suspension unit is located proximate to each of the vehicle road wheels for maintaining a predefined vehicle body height with respect to a road surface. The control unit is in communication with the vehicle suspension unit for actuating the vehicle suspension device after control unit has received a vehicle rollover notification signal to prevent vehicle rollover.

Abstract: The present invention relates to grommets. In particular, the present invention relates to grommets used within vehicle suspension systems. In preferred embodiments, the dome end of the grommet comprises an anular extension that engages a fastener or bolt extending through the grommet.

Abstract: An active chassis system of a motor vehicle, in particular a passenger vehicle having two axles with two wheels each. Each wheel is supported on the vehicle body via a spring element and a hydraulic piston-cylinder unit acting as a damper and as a hydraulic actuator for introducing additional force between the wheel and the body. A hydraulic supply line is assigned to each of the working chambers of the actuator, such that each working chamber is supplied with hydraulic pressure from a delivery pump. The working chambers of two actuators of a vehicle axle having the smaller cross-sectional area are connected directly to one another, and a directional valve is used for the roll control mode of operation. The directional valve is a pilot-operated directional valve whose control pressure is tapped in parallel with a controllable throttle.

Abstract: A suspension system connects a wheel support to a vehicle body to confer on the wheel support, relative to the body, a degree of camber freedom and a degree of freedom of vertical deflection of the suspension, which freedoms are independent of one another. The suspension system includes an anti-roll device capable of controlling the roll of the body, the anti-roll device being arranged to influence the camber variation as a function of the difference between the vertical deflection of a wheel relative to that of the opposite wheel on the same axle. The system includes suspension elements whose respective inner ends are connected to a rocker for pivoting movement about respective pivot axes that are fixed spacially relative to the rocker.

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 vehicle roll stabilizer for the chassis of a motor vehicle is provided, with its actuator (3, 38) being energized with independent energy, as necessary, for counteracting a roll. The actuator (3, 38) is provided with at least one additional energy accumulator (33a, 57), with its stored energy additionally counteracting the roll.

Abstract: An axle suspension system for a load-bearing vehicle is described which comprises first and second mounting brackets secured to the longitudinally extending frame members of the vehicle. First and second lower control arms are pivotally secured at their forward ends to the first and second mounting brackets and extend rearwardly therefrom. First and second axle supports are positioned rearwardly of the first and second mounting brackets and have the rearward ends of the first and second lower control arms pivotally secured thereto. An axle and wheel assembly is secured to the first and second axle supports. First and second air springs are operatively secured to the first and second axle supports. A stabilizer bar assembly is provided and combines the functions of a stabilizer bar and upper control arms.

Abstract: An improved vehicle sway control assembly designed to limit excessive side swaying of front engine rear axle driven motor vehicles 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 system is disclosed for controlling the roll of a motor vehicle. The system comprises a selective lock connected between an unsprung portion of the vehicle and a sprung portion of the vehicle.

Abstract: A vehicle suspension system of a motor vehicle includes a plurality of suspension devices mounted on the vehicle with respect to right and left wheels of the vehicle, respectively, a first behavior controller that controls the motion of each of the suspension devices when a vehicle body undergoes a first behavior, and a second behavior controller that controls the motion of each of the suspension devices when the vehicle body undergoes a second behavior, independently of the first behavior controller.

Abstract: The twist-beam axle (10) comprises a central cross-member (11) compliant to torsion and a pair of trailing arms (12) fixed to side end portions (11a) of the cross-member (11) for articulated connection of the axle to the vehicle body and for support of the rear wheels. Each trailing arm (12) is formed by a pair of first, transversely inner half-shells (18, 19), that is, a front half-shell and a rear half-shell, respectively, securely connected to each other and to the respective end (11a) of the cross-member (11), and by a second transversely outer half-shell (20), securely connected to the pair of first half-shells (18, 19) so as to form therewith a structure having a closed cross-section.

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 torsion beam suspension member using two u-shaped, stamped members that are superimposed and welded to form a torsion arm. No additional torsion tube or bar is needed. Tuning holes (rectangular, oblong, round or any other suitable shape) are used to change or tune the torsional resilience of the suspension. In the preferred embodiment, the tuning holes are oblong and located near the center of the cross member. The tuning holes are selected based on having target value for torsional compliance or resilience. The size, quantity and location of the tuning hole are chosen based on computer analysis. An optimization or iterative process is used to arrive at the final hole size, quantity and location.

Abstract: In rear wheel suspensions, which suspend left and right rear wheels independently, to downsize, reduce in weight and simplify a stabilizer without specifically strengthening the same. Upper and lower arms which form suspension arms in a double wishbone structure are swingably supported by a front arm supporting frame and a rear arm supporting frame provided on front and rear sides of a rear cushion. A cross portion of a stabilizer is swingably supported by the stabilizer brackets provided on a front surface of the rear arm supporting frame, and left and right ann portions extending toward the front are arranged upwardly of the left and right upper arms so as to be placed inside thereof in plan view respectively, and distal ends thereof are connected to the left and right upper arms respectively.

Abstract: An articulated loader has an articulated chassis and two A-frames. The points of the A-frames face each other. The articulated chassis includes a front portion and a rear portion. Likewise, there is a front or first A-frame and a rear or second A-frame. The A-frames are connected to the overall chassis at points close to but offset from the point of vehicle articulation via ball joints and via hydraulic suspension cylinders toward the wider portions of the “A”s. The vehicle is propelled along the ground by independently driven tracks. The invention includes a feature to limit the motion of the suspension system based on the load applied to the suspension cylinders, i.e., the pressure experienced by the head end of the suspension cylinders. This is accomplished via pilot operated check valves.

Abstract: A strut suspension can include a shock-absorber/spring assembly having a lower portion mountable at one end to an upper portion of the steering knuckle. A transverse link can be connectible to the steering knuckle at a location opposite from the shock-absorber/spring assembly. A rocker arm can be supportable for pivotal movement from the vehicle body and can be pivotally connectible to the shock-absorber/spring assembly from the steering knuckle. A push rod can be pivotally connectible to the rocker arm and can extend between the rocker arm and the transverse link. The upper end of the shock-absorber/spring assembly can be connected to either an inboard or outboard portion of the rocker arm, while an upper end of the push rod is connected to the other of the outboard or inboard portion of the rocker arm.

Abstract: A roll stabilizer for a vehicle includes a resilient member operatively connected between a movable end and a fixed end, and structure for activating and deactivating operation of the stabilizer by affecting compression of the resilient member.

Abstract: Vehicle suspension system applicable to vehicles provided with rolling arrangements that have a resistance to the roll, pitch vertical rebound, and axle crossing movement such that allows a weight distribution on every rolling arrangement. The rolling arrangements are connected to a central device that is attached to the vehicle body. The central device includes elastic devices that receive the movements and forces originated in each rolling arrangement because of the weight variations and dynamic forces created when the vehicle is traveling. Vertical forces and movements detected in the vehicle wheels are transmitted to the central device through hydraulic and/or mechanical devices.

Abstract: A suspension structure for the front and rear wheels of an automobile, wherein the suspension structure of the front and rear wheels respectively is mounted with a first member traversably supporting an upper portion of a knuckle and a second member traversably supporting a lower portion of a knuckle, and the ratio of the length of the first member mounted at the front wheel relative to the length of the second member is designed to be shorter than the ratio of the length of the first member relative to the length of the second member, such that the automobile is tilted forward when the automobile rolls, thereby improving the rolling and turning/maneuvering stability of the automobile.

Abstract: The invention relates to a roll stabilizer for the chassis of a motor vehicle, comprising an actuator (3), which is mounted between anti-roll bar halves (1, 2) and which rotates these about a rotation axis in opposite directions as necessary. The curved path carriers (4, 5) of the actuator that are assigned to the roll stabilizer halves (1, 2) are each provided with a curved path (17, 18) inside of which a coupling element (13) is guided that can be displaced along these curved paths (17, 18) via an actuating drive (7, 10). The U-shaped or V-shaped curved path (18) of one curved path carrier (5) has two curved path branches (19, 20) that are arranged in a mirror symmetric manner in relation to a longitudinal central plane containing the rotation axis of the actuator (3).

Abstract: A torsion beam type suspension device comprises a pair of trailing arms (1) spaced from each other axially of an axle and connected at front ends thereof to a car body and at rear ends thereof rotatably supporting wheels through brackets, and a torsion beam (2) extending axially of the axle and interconnecting the pair of trailing arms (1) by connecting portions (6) at both ends, the rear ends of the pair of trailing arms (1) being connected to the brackets (8) through rubber cushions, whereby the steering stability can be improved without raising problems about cost, weight and space or without impairing NVH performance associated with road noise, trembling feeling and harshness.

Abstract: A rollover protecting system for a vehicle comprising an actuator for pushing out an upper arm to an external direction of the vehicle by pivoting a pivot arm such that a tire produces a positive camber in relation to the road surface. Protruding ends are formed on a shoulder part of the tire for reducing a contact surface of the tire to the road, thereby reducing the lateral force applied to the tire and preventing an occurrence of rollover.

Abstract: A stabilizer bar assembly has a stabilizer bar and a pair of bushing assemblies. Each bushing assembly has an elastomeric bushing disposed around the stabilizer bar and an outer metal member disposed around the elastomeric bushing. The elastomeric bushing has a molded in rate plate to increase the stiffness of the elastomeric bushing. The outer metal member compresses the elastomeric bushing between the stabilizer bar and the outer metal member to a prespecified percent of compression. When the stabilizer bar rotates with respect to the outer metal member, the compression of the elastomeric bushing stops movement between the elastomeric bushing and the stabilizer bar and between the elastomeric bushing and the outer metal member. A fastening strap is attached to the outer metal member to attach the stabilizer bar assembly to a vehicle.

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: An equalizer bar itself serving as a suspension device of a track-type vehicle has spring effects imparted through torsional deformation relative to vertical oscillatory movements of track frames. Arm portions are fixed in directions opposite to each other in two ends of an equalizer bar main body. Free end portions of the arm portions are individually supported in the track frames to be rotatable in directions opposite to each other. The track frames are therefore regulated in the magnitudes of oscillatory movements according to the spring effects of the equalizer bar main body, whereby travel-time oscillations, oscillatory movements, and/or the like of the vehicle body are sufficiently restrained.

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: A method of limiting expansion of a spring member on a vehicle, wherein the spring member is biased between a sprung mass portion of the vehicle and an unsprung mass portion of the vehicle is provided. This method includes the following steps described in this paragraph. The order of the steps may vary, may be sequential, may overlap, may be in parallel, and combinations thereof, if not otherwise stated. At least one condition of the vehicle is sensed. A one-way mechanism is activated for a first period of time after the at least one condition is sensed to be exceeding a certain threshold level. Further expansion of the spring member is prevented or restricted or hindered using the one-way mechanism while the one-way mechanism is activated, but the activated one-way mechanism allowing the spring member to be further compressed.

Abstract: A suspension for a steering axle includes two links extending from the axle laterally inwardly to be attached to a lateral shackle plate. The lateral shackle plate is pivotally attached to the vehicle frame. The links may be two separate members, or may be a single V-shaped member. The links operate to transfer lateral loads between the two sides of a vehicle receiving the suspension.

Abstract: A holding device for a wheel suspension stabilizer bar has a coupling element connected to a suspension fork of a suspension strut and a bracket of the suspension strut. The attachment is effected over a relatively large base to achieve a stable connection or link of the stabilizer bar to the suspension strut or suspension fork.

Abstract: A damping and stiffness system for a vehicle suspension system including at least two forward and two rearward wheel assemblies each associated with vehicle resilient support means (27-30) between a vehicle body and the wheel assemblies. The damping and stiffness system including: a wheel ram (11-14) with at least a compression chamber (45-48) between each wheel assembly and the vehicle body and a load distribution unit (76). The load distribution unit (76) includes two pairs of chambers (77-80), each chamber (77-80) being divided into front (89, 90) and back (91, 92) system chambers (which vary in volume proportionally and in opposite senses therein with piston motion) and the remaining pitch chambers (93-96) by interconnected pistons (81-84) supported therein. The compression chamber (45-48) of each wheel ram (11-14) is in fluid communication with a respective system chamber (89-92) wherein the vehicle is primarily supported by the vehicle resilient support means (27-30).

Abstract: The twist-beam axle (10) comprises a central cross-member (11) compliant to torsion and a pair of trailing arms (12) fixed to side end portions (11a) of the cross-member (11) for articulated connection of the axle to the vehicle body and for support of the rear wheels. Each trailing arm (12) is formed by a pair of first, transversely inner half-shells (18, 19), that is, a front half-shell and a rear half-shell, respectively, securely connected to each other and to the respective end (11a) of the cross-member (11), and by a second transversely outer half-shell (20), securely connected to the pair of first half-shells (18, 19) so as to form therewith a structure having a closed cross-section.

Abstract: A roll control system for a motor vehicle comprising a torsion bar (16); a first hydraulic actuator (12) connected to one end (20) of the torsion bar and connectable to an axle (34) of the vehicle; a second hydraulic actuator (14) connected to the other end (28) of the torsion bar and connectable to the axle of the vehicle; a hydraulic control system (62) connected to the hydraulic actuators and including a source of fluid pressure (66), a fluid reservoir (68), at least one supply valve (74, 76), and a pressure control valve (70); and an electrical control system (64) controlling the hydraulic system dependent on sensed vehicle conditions; wherein each hydraulic actuator comprises a rebound chamber (42, 52) and a compression chamber (40, 50) separated by a piston (38, 48), and a piston rod (18, 26) attached to the piston and extending through and out of the rebound chamber; wherein, during straight line motion of the vehicle, the electrical control system actuates the supply valve or valves to isolate the reb

Abstract: A crossmember device is provided which is adapted to be installed between a pair of strut/shock towers of a vehicle. The crossmember device includes a left brace and right brace each having an upper, intermediate and lower portion. The left and right brace are interconnected in a X configuration, wherein the center of the interconnection is between the intermediate and lower portions of the left and right brace. A planar body mounting flange provides gusseting structure to interconnect the left and right brace. A strut/shock tower flange assembly is swivel attached to each distal end of the upper portions of the left and right brace.

Abstract: A hydropneumatic, level-regulated axle suspension for the front wheel axle and rear wheel axle on vehicles, in particular vehicles whose large axle load spread is large, having two double-acting hydraulic suspension cylinders, whose cylinder spaces are each connected to a first accumulator and whose annuli on the piston side are connected to a second accumulator, the axle suspension for the front axle (39) and the rear axle (40) being designed as a reversible double-function axle suspension, so that each axle (39, 40) is switchable both as an oscillating axle (in the cylinder transverse combination) and as a stabilizing axle (in the cross combination).

Abstract: An apparatus for preloading a torsion bar includes an adjuster arm that is adapted to be attached to and extend radially from a torsion bar and includes a free end with an involute surface formed thereon. An adjustment nut is adapted to be rigidly attached to a support member for the torsion bar adjacent a free end of the adjuster arm. An adjustment bolt having a free end for engaging the involute surface of the adjuster arm is threadably engaged in the adjustment nut. When the adjuster arm is attached to the torsion bar and the adjustment nut is attached to the support member, rotation of the adjustment bolt rotates the adjuster arm and the torsion bar about a longitudinal axis of the torsion bar thereby changing a preload applied to the torsion bar. The adjustment bolt remains perpendicular to the involute surface while the adjuster arm rotates.

Abstract: The present invention relates to an air suspension and an electronically controlled suspension system. The air suspension comprises an air piston installed between a vehicle body and an axle of a vehicle to absorb a vibration or shock that the axle receives from a road when the vehicle travels; a rubber tube airtightly coupled to an upper end of the air piston to function as an air spring; a cap airtightly coupled to an upper portion of the rubber tube; a volume expander connected to the inside of the rubber tube to expand a pressure acting volume of the air spring; and a volume control valve for opening or closing the connection between the inside of the rubber tube and the volume expander to determine the pressure acting volume of the air spring. According to the present invention, there is an advantage in that when a lateral motion occurs at the vehicle mounted with the air suspension, a spring rate of the air spring is controlled to rapidly and efficiently stabilize the movement of the vehicle.

Abstract: A rear axle of a passenger vehicle whose wheel mount is guided by five individual suspension links, at least two of which are coupled above the midpoint of the wheel and at least two are coupled essentially beneath the midpoint of the wheel, and the so-called steering rod as the fifth link is coupled behind the midpoint of the wheel (as seen in the direction of travel). The two upper transverse links are situated in front of a spring element (as seen in the direction of travel) and/or a shock absorber element, which is located between the vehicle body and one of the lower suspension links. The steering rod is pitched at an angle of sweep with respect to the transverse direction of the vehicle. The coupling points on the wheel mount side of the two upper suspension links and/or the lower suspension links are offset in height with respect to one another and neither the two upper suspension links nor the lower transverse link and the (lower) frame side bar describes a common plane.

Abstract: In the torsion beam axle suspension of the present invention, by providing mounts formed on one end of each of trailing arms with a three-dimensional slant angle, when a transverse force is applied to a turning outer wheel at a rear suspension during cornering of a vehicle, toe-in characteristics are induced, and at the same time a transverse rigidity of the mounts can be increased.

Abstract: A closed pneumatic synchronization system is described, wherein two actuators are connected to each other by conduits transferring air or other gas in such a way that when one actuator is forced up or down, the changes in air pressure cause the other actuator to move in the same direction. The ability of gases to expand and contract cushions the shocks to the chassis caused by changes in the terrain or direction of travel, and the communication between the actuators keeps the chassis parallel to the terrain. No sensors are needed.

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 wheel suspension with a transverse leaf spring (1a–1c) which is articulated at both ends on wheel carriers. The transverse leaf spring shaped symmetrically to the vehicle longitudinal axis (L) has a curved profile with a middle region (1a) offset parallel to the wheel axis. The transverse leaf spring is supported on the vehicle body by means of two transverse leaf spring bearings (2) with high lateral rigidity. The curved profile of the transverse leaf spring with four arcs (1d, 1e) allows for a bending of the middle region (1a) to take place essentially without a change in the tread width.

Abstract: A vehicle stability control system is provided, which includes a movable tongue member and a ratchet mechanism. The movable tongue member is adapted to move between a first tongue position and a second tongue position. The ratchet mechanism is adapted to be mechanically coupled to a movable unsprung mass portion and to a sprung mass portion of a vehicle when the vehicle stability control system is operably installed on the vehicle. The ratchet mechanism comprising a ratchet tooth, such that the ratchet mechanism is adapted to restrict a movement of the unsprung mass portion away from the sprung mass portion when the tongue member is moved toward the second tongue position and into the ratchet tooth, and wherein the tongue member does not restrict the movement of the unsprung mass portion relative to the sprung mass portion when the tongue member is in the first tongue position.

Abstract: A stabilizer apparatus for a vehicle including: a pair of stabilizer bars which are rotatably supported by respective two support portions disposed on a body of the vehicle to be away from each other and which are disposed such that proximal ends of the pair of stabilizer bars are opposed to each other; and an actuator which includes: (a) a housing having a generally cylindrical shape; (b) a motor disposed inside the housing near to one of opposite end portions thereof; and (c) a decelerator which is disposed inside the housing near to the other of the opposite end portions thereof so as to be connected to the motor and which has an output portion, the housing being unrotatably connected to the proximal end of one of the pair of stabilizer bars while the output portion of the decelerator is connected to the proximal end of the other of the pair of stabilizer bars, thereby enabling the pair of stabilizer bars to be connected to each other by the actuator to be rotatably driven relative to each other, the motor

Abstract: In a method for controlling the wheel suspension of a motor vehicle having an anti-roll bar for a front axle, an anti-roll bar connected to a rear axle, at least one sensor, one control unit and a circuit including an operating medium with a supply reservoir, a directional control device and an actuator for each anti-roll bar with each actuator being assigned a particular section of the circuit, different sections of the circuit are in control of different actuators so as to be actuated in opposite directions to one another as a function of vehicle operating conditions, in order to improve the traction of the vehicle on uneven underlying surfaces.

Abstract: A damper system is connected between pivotal components of a vehicle suspension system to inhibit movement of the components during a condition of potential vehicle roll. The system can be actively or passively controlled. The damper system can have a single damper or multiple dampers and may be connected to work in conjunction with vehicle stabilizers including torsion bars, single compensator stabilizing systems and dual compensator stabilizing systems. In the compensator stabilizing systems, the damper can be separate from the compensators or integral with the compensators. The dampers also can be formed as integral structures with shock absorbers. The dampers can be of various types, including but not limited to linear dampers and rotary dampers.

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: A wheel suspension system for suspending wheels rotatably supported by axle members for a vehicle is comprised of a pair of trailing arms which extends in a vehicle longitudinal direction and are connected to the axle members, respective; a pair of torsion bar cases which extend in a vehicle lateral direction and whose lateral outside portion is connected to the trailing arm; a pair of torsion bars which are connected to lateral inside portions of the torsion bar cases and whose lateral outside portions are connected to a vehicle body; and a connecting beam which extends in the vehicle lateral direction and connects the pair of torsion bar cases.

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: The invention concerns a method and a system for extending the mobility of a vehicle, which consists in substantially reducing the load borne by a wheel of the vehicle when the pressure in the tyre of the said wheel is abnormally low.