Abstract: The invention relates to a stabilizer for a motor vehicle. Known one-piece stabilizers are designed either solely for operation in road traffic or solely for off-road operation. Two-piece stabilizers that comprise an engaging and disengaging clutch have disadvantages regarding quality and safety. The invention provides a clutch, drivers (14, 17) of which form at least two adjustable gaps in the peripheral direction. The gaps can be filled by at least two locking elements (25) that can be displaced to a certain extent. The locking elements (25) and said drivers (14, 17) are constantly in positive engagement with one another in the peripheral direction and are adjusted to one another in such a manner that the locking elements (25) and the drivers (14, 17) are interlocked without play in the locked final position and that they can be rotated towards one another across a limited angle in the unlocked final position.

Abstract: An antiroll and anti-pitch device for a vehicle having four wheels provided in a two-by-two arrangement, including a central resilient element, two central actuating elements, four wheel actuating elements, and four wheel transforming elements. Each of the wheel actuating elements is associated with one of the four wheels and capable of providing a transmitting force caused by a vertical force to which the associated wheel is subjected. The central resilient element is capable of opposing a force provided by a first of the central actuating element and a force provided by a second of the central actuating elements.

Abstract: A stabilizer for a vehicle suspension system having first and second pivotal components with an anchor above one of the pivotal components and an anchor below the other of the pivotal components. The stabilizer includes a bending member connected to the first and second anchors. The bending member can be of a variety of shapes to fit within the suspension systems architecture on various vehicles.

Abstract: Opposite ends of a torsion beam are connected to left and right trailing arms, and a spindle which supports a wheel is secured to a spindle support plate which is welded to each of the left and right trailing arms. Bent flanges which are formed in the outer periphery of a body of the spindle support plate, are fitted to the outer periphery of the end of trailing arm and secured by welding. With this arrangement, thermal warp of the body of the spindle support plate which supports spindle can be prevented, and not only can the mounting precision of the spindle be improved, but also the thickness of the spindle support plate can be reduced to reduce the weight.

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: The invention concerns a suspension system (1) designed to connect a wheel support (3) to a vehicle body (5), the said system comprising means (4) that confer on the wheel support, relative to the body, a degree of camber freedom and a degree of freedom of the vertical deflection of the suspension which are independent of one another, the said suspension system comprising an anti-roll device capable of controlling the roll of the body, the said anti-roll device being in addition arranged such that it influences the camber variation as a function of the difference between the vertical deflection of the said wheel relative to that of the opposite wheel on the same axle.

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: The present technique provides a stabilizer system comprising a plurality of piston cylinder assemblies, which have multiple interconnected chambers to provide cross compensation between suspension members coupled to those piston cylinder assemblies. The piston cylinder assemblies may have two or more chambers separated by pistons, which move in response to a load imposed on the suspension member coupled to that piston cylinder assembly. As the piston moves in response to movement of the corresponding suspension member, a fluid pressure is transmitted to another suspension member to distribute the load between the two suspension members.

Abstract: A vehicle's suspension determines most of the vehicle's handling characteristics. By coupling the steering angle to proportional weight jacking, control of the vehicle will be enhanced in both normal driving and emergency maneuvers. This improved suspension can be implemented without any electronics, it can be a strictly mechanical system. As the steering wheel is rotated into a turn, the corner balance of the vehicle would change via weight jacking, allowing better turn in. The greater the steering angle, the greater the weight jacking. Simple weight jacking can be used to promote oversteer at low speed and understeer at high speed. Vehicles in a spin or impending spin can also benefit from this invention because suspension characteristics will dynamically change to assist correction of these situations. Race cars would benefit from an increased variance in acceptable suspension adjustments, relative to current technology.

Abstract: An antisway bar extends transversely relative to a vehicle body. The antisway bar includes a pair of arm portions and a torsion portion extending between the arm portions. A pivot member is pivotally connected to a junction portion between the torsion portion and selected one of the arm portions. A link lever extends from the pivot member. A cylinder device includes a cylindrical case and a piston slidably received in the cylindrical case. The cylindrical case is connected to one of the selected arm portion and the link lever, and the piston is connected to the other of the selected arm portion and the link lever. A control system is provided to restrict the movement of the piston in the cylindrical case when actuated.

Abstract: An anti-shift collar prevents lateral movement of a stabilizer bar assembly. The anti-shift collar is thermally formed to a central segment of the stabilizer bar and is locked to the central segment thereby.

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

Abstract: The present invention provides a heavy duty suspension system including a frame and a pair of spaced apart trailing arms. The trailing arms each include a forward portion pivotally supported by the frame and extending longitudinally to a rearward portion. An axle has opposing end portions pivotally supported respectively on the trailing arms. A V-rod includes first and second spaced apart ends extending to a common third end with the first and second ends preferably pivotally attached to the frame. The third end is preferably pivotally attached to the axle. The V-rod provides lateral stability and defines a pinion angle with the trailing arms. Preferably, the longitudinal length of the V-rod and the length of the trailing arm from the pivotal attachment on the frame to the pivotal attachment on the axle are of equal length to provide a constant pinion angle during movement of the suspension system.

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: A vehicle suspension is provided that includes a frame supporting a pair of laterally spaced apart suspension members pivotally supported on the frame and movable in a vertical direction. Each of a pair of wheel ends is supported respectively on one of the suspension members. A stabilizer bar is supported on the frame laterally between the suspension members. The stabilizer bar includes opposing ends each respectively proximate one of the suspension members. Each of a pair of resilient stabilizer bar links respectively interconnects one of the ends and one of the suspension members and transmits torsional force to the stabilizer bar in response to movement of the suspension members in the vertical direction during roll conditions. The links have first and second deflection rates during the roll condition with the first rate being less than the second deflection rate.

Abstract: A vehicle roll control system for a vehicle having a hydraulic actuator attached to a torsion bar, and means for controlling the operation thereof on detection of a predetermined vehicle condition to either extend or compress the hydraulic actuator, the control means including pressure control valves that are actuated to control the fluid pressure within the hydraulic actuator.

Abstract: A trailing arm suspension is provided for use in a heavy-duty vehicle. The suspension includes a frame and a pair of spaced apart trailing arms that each include a forward portion pivotally supported by the frame. The trailing arms extend longitudinally from the forward portion to a rearward portion. An anti-roll bar includes opposing end portions and a central portion transverse to and extending between the end portions. The end portions are respectively arranged longitudinally along a portion of the trailing arms and are pivotally secured respectively to the trailing arms. The end portions may be secured to the trailing arms by threaded fasteners and further supported on the trailing arm by a bracket having a bushing. At least a portion of the end portion is received in a pocket or channel in the trailing arm so that the end portion does not extend below the trailing arm.

Abstract: A vehicle suspension is provided that includes a frame supporting a pair of laterally spaced apart suspension members pivotally supported on the frame and movable in a vertical direction. A pair of wheel ends is each supported respectively on one of the suspension members. A stabilizer bar is supported on the frame laterally between the suspension members. The stabilizer bar includes opposing ends each respectively proximate to one of the suspension members. A pair of resilient stabilizer bar links each respectively interconnect one of the ends and one of the suspension members and transmit torsional force to the stabilizer bar in response to movement of the suspension members in the vertical direction during roll conditions. The links have first and second deflection rates during the roll condition with the first rate being less than the second deflection rate.

Abstract: A connection of the stabilizer parts of a two-part stabilizer to an actuator is usually performed in a positive-locking manner, as a result of which an additional axial securing and hydraulic sealing toward the outside become necessary. To simplify the design and the manufacturing process, it is provided that the teeth between the outer rotary part (4) and the second stabilizer part (2) be made clearance-free and welded together by a circumferential weld seam (18), wherein the seam area is preheated to a temperature of 350° C. and subsequently cooled to a martensite content of 30% in the microstructure.

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 control rod suspension has at least one dampening structure having an outboard end and an inboard end. The inboard end is pivotally mounted to the vehicle frame. The outboard end is pivotally mounted to a king pin. A king pin rotatably connects the knuckle with a steer axle beam.

Abstract: The present invention is to provide a horizontal balance control system of motor vehicle comprising a pneumatic conveyor (or electromagnetic device) operable to actuate hydraulic devices, links, and other mechanical elements for generating a restraint force among wheels in the same line or not in the same line, a control means is operable to activate the pneumatic conveyor for outputting compressed gas to increase pressure of a valve thereof and enable wheels in the same line or not in the same line to rotate toward the same direction. By utilizing this, discomfort of a driver and one or more passengers due to moving forward or backward while the motor vehicle is braking or accelerating is eliminated.

Abstract: Disclosed herein are a torsion beam type suspension and a forming method of a torsion beam. In the torsion beam type suspension comprising a pair of left and right trailing arms connected to each other through a torsion beam, front ends of the trailing arms being used to mount a vehicle body by using joints, the torsion beam is obtained by forming an overall length of a pipe having a certain wall thickness by using a pressure forming process. In this case, end sections defined at both end portions of the torsion beam have a cross-sectional shape of a hollow oval, a center section defined at a center portion of the torsion beam has a cross-sectional shape of a hollow open loop, and middle sections defined between the center portion and both the end portions of the torsion beam have a cross-sectional shape of a hollow open loop. The loop of the middle sections defines an inner space larger than that defined by the loop of the center section.

Abstract: An adjustable anti-roll bar having a single set of mounting apertures whose roll rate is adjusted in the middle of the anti-roll bar. The roll rate is determined by the location of the junction of one torsion member to another; that is, an outer torsion member to an inner torsion member. In order to account for the presence of certain automotive components in the undercarriage area, the geometry of the anti-roll bar may be changed. The second embodiment meets this challenge for a specific vehicle by using two weldments of a specific size to relocate the adjustable middle section. Changing the length and angle of the lever arms of the first embodiment can do the same thing in many instances.

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 method of controlling the roll stiffness and roll moment distribution of a vehicle suspension system of a vehicle, the vehicle suspension system including front and rear vehicle support means for supporting the vehicle and any load carried by the vehicle, and at least one roll moment reaction means for providing a variable roll stiffness for the vehicle suspension system;

Abstract: (57) A roll control system (20) for installation between axially aligned wheels of a motor vehicle, the roll control system comprising a torsion bar (22); a damper (24) attached to one end (28) of the torsion bar and attachable to one of the wheels; and attachment means (25) attached to the other end (29) of the torsion bar and attachable to the other wheel; wherein the damper comprises an axially extending cylindrical housing (52); a piston (34) slidably mounted inside the housing; a piston rod (58) connected to the piston, extending out of one end (55) of the housing, and movable in an axial direction relative to the housing; a floating piston (35) slidably mounted in the housing between the piston and the other end of the housing; a compensation chamber (37) between the floating piston and the other end (54) of the housing containing a first pressurised fluid; a compression chamber (30) between the floating piston and the piston containing a second pressurised fluid; a rebound chamber (32) between the pist

Abstract: A decoupled anti-roll system comprising a left anti-roll bar fastened at one end to a left suspension arm, a right anti-roll bar fastened at one end to a right suspension arm, a clutch mounted to connect or separate the left and right anti-roll bars, oil pressure generating apparatus configured to generate oil pressure during a vehicle roll, an accumulator connected to the oil pressure generating apparatus, and actuators for activating the clutch via the oil pressure generated from the oil pressure generating apparatus to connect or separate the left and right anti-roll bars, whereby the left and right anti-roll bars are connected to each other only when a vehicle rolls, thus improving a car's ride and steering.

Abstract: In a device for minimizing the roll movement of vehicle bodies having rigid axles or independent suspensions, with a non-torsion bar mounted pivotably on the vehicle body and oriented approximately transversely to the vehicle longitudinal direction, and two parallel cantilever arms disposed approximately horizontally in a neutral position of the vehicle, essentially vertically oriented spring/damper units are supported between free ends of the cantilever arms and the vehicle wheel suspensions, the spring/damper units being cylinder/piston units filled with a hydraulic fluid, with the pistons in the cylinder/piston units being centered, free of play, so as to be pre-stressed between springs.

Abstract: The present invention provides an adjustable torsion bar anchor in a motor vehicle having a torsion bar coupled at one end to a movable suspension member. The adjustable torsion bar anchor comprises a bracket coupled to the vehicle. A socket is coupled to the bracket and is in co-axial alignment with the torsion bar. An anchor member is configured to couple to one end of the torsion bar and to rotably engage the socket. The torsion bar is then secured to the vehicle. Another embodiment of the adjustable torsion bar anchor includes another adjustable torsion bar anchor mounted on the vehicle with the tension rod of each anchor coupled to a tension tube configured to engage each tension rod and wherein the tension bar anchors are mounted opposite each other on a line traverse to the vehicle center line.

Abstract: An improved independent suspension system is provided for coupling a set of wheels to a vehicle body structure. The system includes independently pivotable swing arms, a shock absorber assembly and tie rods. The swing arms are attached to the vehicle body structure and to a respective wheel and the shock absorber assembly is mounted to the vehicle structure. The shock absorber assembly includes a biasing element, a joining arm and a linkage coupled to the joining arm and the biasing element. The suspension system further includes a tie rod connecting each swing arm to the joining arm. The joining arm is arranged to move in a lengthwise vehicle direction under control of the biasing element in response to road input to both wheels, and rotate about an attachment point without lengthwise movement to allow the tie rods to translate in opposite lengthwise direction in response to leaning of the vehicle.

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 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 air suspension anti-roll stabilization system includes air suspension devices, such as at least one pair of air bags air spring mounted upon an axle via leaf spring suspension arms of an associated vehicle on respective opposed sides of the longitudinal axis of the vehicle, with the axle being located at least partially with respect to the frame or chassis of the vehicle by means of a pair of leaf spring arms which are located on respective opposed sides of the longitudinal vehicle axis and of which each has one end mounted pivotally to the vehicle frame or chassis, wherein anti-roll means is connected rigidly between the part of longitudinal leaf spring suspension arms.

Abstract: A pair of tension cables are positioned around cams attached to the lower control arms of a vehicle suspension. Each tension cable includes a tension damper responsive to tension in the tension cables. Each tension damper includes a cylinder containing a fluid and a piston including at least one orifice attached to a rod. The piston divides the cylinder into a first and second compartment. The rod in connected to the tension cable. When the tension cable pulls on one end of the rod, the piston is pulled towards the tension cable. The fluid creates resistance in the tension damper as the fluid moves through the orifice from one compartment to the other compartment, damping vehicle roll. Control of the tension dampers can be passive, semi-active, or active.

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 rebo

Abstract: An anti-roll suspension for a vehicle chassis is disclosed having laterally spaced wheels, the suspension comprises an axle assembly for rotatably mounting each of a pair of laterally spaced wheels, a spring assembly and a lower control arm supporting the chassis on each of the axle assemblies, a moveable lever connected between the lower control arm and the suspension system being responsive to a lateral force on said chassis to shift the chassis laterally to the up force side of the suspension and to impose a vertical force on the down force side of the chassis so that the anti-roll linkage simultaneously lift the down force side of the chassis and lowers the up force side of the chassis.

Abstract: An anti-roll suspension system for a vehicle, including a steer able axle assembly mounting a pair of laterally spaced wheels on a vehicle chassis, a spring assembly supporting the chassis on each of the axle assemblies, a lever attaching each spring assembly to the vehicle chassis, and a roll compensating linkage connected to the lever of each spring assembly and being responsive to a steering movement to the chassis to translate the steering movement to a vertical movement on the suspension of the chassis to simultaneously lift the outside turn side of the vehicle and lower the inside turn side of the vehicle thereby counteracting roll of the chassis when in a turn.

Abstract: A transverse strut for a twist-beam axle of a motor vehicle is made of an extrusion profile and includes an outer tube and a bulbed land area extending inwardly from an inner wall surface of the outer tube and defined by a radial extension, which is smaller than an inner radius of the outer tube. The outer tube has a circumferential length and defines a central length portion, which is positioned in confronting relationship to the bulbed land area and recessed to form a gap over a portion of the circumferential length.

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

Abstract: A suspension system for a vehicle having at least one pair of forward and one pair of rearward wheels, including: a suspension arm (7-10) for each wheel providing at least partial location of the associated wheel, the suspension arm (7-8) Of the forward wheel being pivotally mounted to a vehicle body at a pivot position (11, 15, 12, 16) rearward to an axle line of the forward wheel, the suspension arm (9-10) of the rearward wheel being pivotally mounted to the vehicle body at a pivot position (13, 17; 14, 18) forward to an axle line of the rearward wheel; at least one lever arm (19-22) moving in conjunction with and extending radially from the pivot position (11-18) of each suspension arm (7-10); wherein at each respective side of the vehicle, a ram assembly (23, 24) is located between the lever arms (19-22) of the forward and rearward wheel, the ram assembly (23, 24) including at least a first (25, 27) and second (26, 28) variable volume fluid chamber, each fluid chamber (25-28) being in fluid communication

Abstract: A vehicle axle crosspiece includes inner and outer tubes extending crosswise of the vehicle, with the axially outer end of the outer tube being connected to a wheel arm on one side of the vehicle and the axially outer end of the inner tube being connected to a wheel arm on the other side of the vehicle. The inner and outer tubes are joined together by at least two axially-spaced antiroll articulations of elastomeric material housed between the inner and outer tubes. Each of the two antiroll articulations has its own radial stiffness and is assigned a coefficient proportional to its radial stiffness. The center of inertia of the antiroll articulations is closer to the wheel arm connected to the outer tube than to the wheel arm connected to the inner tube.

Abstract: An individual wheel suspension for vehicles built on a longitudinal frame and comprises a steering knuckle attachment, which at its lower, outer end is connected to and journalled in a wheel spindle. Also included is a pair of upper and lower torsion rod placed in the longitudinal direction of the vehicle and journalled in the steering knuckle attachment and a transverse section of the frame, to form a parallelogram. A transverse stabilizer bar is connected to the ends of one pair of the above corresponding torsion rod, which ends are facing away from the steering knuckle attachment and positioned on either side of the vehicle. The arrangement is also provided with a first shock absorber, placed between the lower end of the steering spindle attachment and the vehicle frame, as well as an adjustable suspension device, which connects the lower end of the steering spindle attachment and the vehicle frame.

Abstract: An integrated semi-independent suspension and drivetrain system including a swing arm with a swing mount, an axle assembly rotatable along a transverse axle rotation axis, an axle carrier for mounting the axle assembly, the axle carrier being rotatably mounted to the swing arm, a driven sprocket, a drive sprocket, a flexible coupling mechanically linking the driven sprocket to the drive sprocket, a roll movement device for allowing the flexible coupling to maintain the mechanical link between the driven and drive sprockets as the driven sprocket rolls about the suspension roll axis, and at least two shock mounts for mounting a shock absorber or a spring, the two shock mounts being positioned along sides of the axle carrier flanking the suspension roll axis at a distance away from the suspension roll axis. In another embodiment, the transverse axle rotation axis of the axle assembly is elevated above the suspension roll axis.

Abstract: A hydropneumatic suspension system for motor vehicles, having at least one hydropneumatic support aggregate and one automatic level control system cooperating with the aggregate, the automatic level control system, as a function of the lift position of the wheels, sending hydraulic fluid from the hydropneumatic pressure reservoir into the hydropneumatic suspension cylinders, or drawing hydraulic fluid from the hydropneumatic suspension cylinders into the pressure reservoirs, and the functions of suspension, roll stabilization, and automatic level control being able to be performed using the hydropneumatic suspension cylinders.

Abstract: A suspension system provides a pair of walking beams mounted parallel to a longitudinal main frame of a vehicle subframe. The walking beams support tandem axles. The walking beams are mounted to lower outboard brackets extending from each axle. A spherical joint extending from each longitudinal end of each walking beam engages the lower outboard brackets. Each walking beam is constrained against fore-aft movement through a pair of watts linkages. The watts linkages are separated by a lateral torsion tube. Each walking beam is connected to its respective watts linkages through a revolute joint and pivot relative to the torque tube. A pair of tie-rods are attached between each watts linkages and a fixed support. The tie rods include spherical joints at each end. Each axle is further restrained by a V-rod attached to an upper bracket extending from each axle.

Abstract: A stabilizer for a vehicle suspension system having first and second pivotal components with an anchor above one of the pivotal components and an anchor below the other of the pivotal components. The stabilizer includes a bending member connected to the first and second anchors. The bending member can be of a variety of shapes to fit within the suspension systems architecture on various vehicles.

Abstract: A suspension system includes a stabilizer bar having an integral ball link directly formed as each end of the stabilizer bar. Because the ball link is integral to the stabilizer bar, there are no bolts, nuts or other fasteners that limit the articulation of the end link relative to the stabilizer bar. The present invention thereby provides greater end link articulation and improved suspension system performance.

Abstract: A swing suppressing device includes a damper that may switch over between an expansion/retraction enable condition and an expansion/retraction disable condition; and a link mechanism for coupling the damper and the axle with each other. The damper is disposed with its expansion/retraction direction substantially in a horizontal direction between the vehicle body and the axle, and with its one end being connected to the vehicle body and the other end being connected to the axle through the link mechanism. The link mechanism converts the swing motion in the up-and-down direction of the axle and transmits it to the damper.

Abstract: Improvements for a vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch assembly to provide a vehicle with improved traction. A first improvement concerns a reserve powering apparatus for powering the clutch assembly in the event of an electrical failure that prevents the vehicle power source from transmitting electrical power to the clutch assembly. A second improvement concerns a speed sensing apparatus for inhibiting the operation of the stabilizer bar assembly in a disengaged condition if the speed of the vehicle is greater than or equal to a predetermined speed threshold. A third improvement concerns a logic for controlling the engagement and disengagement of a pair of stabilizer bar assemblies.

Abstract: An anti-roll suspension system for a vehicle, including a steer able axle assembly mounting a pair of laterally spaced wheels on a vehicle chassis, a spring assembly supporting the chassis on each of the axle assemblies, a lever attaching each spring assembly to the vehicle chassis, and a roll compensating linkage connected to the lever of each spring assembly and being responsive to a steering movement to the chassis to translate the steering movement to a vertical movement on the suspension of the chassis to simultaneously lift the outside turn side of the vehicle and lower the inside turn side of the vehicle thereby counteracting roll of the chassis when in a turn.