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 twist-beam axle for motor vehicles, includes two longitudinal control arms, and a transverse strut interconnecting the longitudinal control arms and having over a major portion of its length a doubled-walled cross section of V-shaped or U-shaped configuration, thereby defining an inner profile and an outer profile. The inner and outer profiles support one another at least over predetermined portions to define a contact zone therebetween for receiving a friction-reducing additive.

Abstract: An anti-roll suspension for a vehicle chassis 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 independent steerable air suspension system includes a torsional member to interconnect independent longitudinally extending suspension arms. The torsional member ties together the suspension arms to minimize side loads upon an air spring to increase vehicle roll stiffness. Bending moment due to the wheel load offset, braking, and other side-skid loads are transmitted through the suspension arms and the torsional member. In another embodiment, the suspension system includes an additional lateral support member which provides a rigid square-shaped suspension system which further increases rigidity.

Abstract: A number of embodiments of four-wheeled vehicle suspension systems have interrelated front and rear shock absorbers so as to provide good control under normal suspension travel as well as resistance toward leaning, pitching, diving and squatting. In each embodiment, the normal fluid dampers having only a single shock absorber valve therein are interrelated with pressure controls that comprise four hydraulic cylinder portions which communicate with each other through various paired arrangements so as to provide this control and simplification of damping.

Abstract: An axle assembly for a suspension system of a vehicle includes an elongate axle member adapted to rotatably receive wheels of a vehicle, a first arm member operatively associated with the axle member and flexibly connected, in use, to a chassis of the vehicle, a second arm member operatively associated with the axle member and flexibly connected, in use, to the chassis, and a first ram operatively associated with the first arm member and the axle member. The axle assembly is incorporated, in use, into a suspension system as a roll control component of the suspension system. The arrangement is such that when expansion or contraction of the ram is restricted, rotation of the axle member relative to the first arm member is restricted and roll of the vehicle is resisted, and when expansion or contraction of the ram is permitted, rotation of the axle member relative to the first arm member is permitted and articulation of the axle member is permitted.

Abstract: A vehicle roll control system uses two accelerometers (38, 40) on the vehicle to detect body roll and then filters out higher frequency roll movements as indicative of a rough road surface. The system also monitors vehicle speed, and increases roll stiffness in response to measured increase in vehicle speed, but decreases roll stiffness in response to detected rough road surfaces.

Abstract: An antiroll suspension for a vehicle chassis having laterally spaced wheels, the suspension comprises an axle assembly for rotatably mounting each of a pair of laterally spaced wheels, a spring assembly supporting the chassis on each of the axle assemblies, a moveable arm connected between the spring and the chassis, and an anti roll linkage connected between said chassis and the moveable arm of the axles of the suspension system being responsive to a lateral force on said chassis, and structured to translate lateral force on the chassis to 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 vehicle and lower the up force side of the vehicle.

Abstract: An assembly for use as part of a vehicle suspension system includes an adjustable roll rate that is automatically adjusted responsive to maneuvers of the vehicle. A stiffener element is coupled with a stabilizer bar. The stiffener element increases the roll rate responsive to the vehicle wheels being turned. In one example, the stiffener element is a metallic plate that rotates into various positions responsive to the vehicle wheel being turned. The further the wheel turns, the further the plate rotates and the greater the increase in the roll rate.

Abstract: An antiroll suspension for a vehicle chassis having laterally spaced wheels, the suspension comprises an axle assembly for rotatably mounting each of a pair of laterally spaced wheels, a spring assembly supporting the chassis on each of the axle assemblies, a moveable arm connected between the spring and the chassis, and an anti roll linkage connected between said chassis and the moveable arm of the axles of the suspension system being responsive to a lateral force on said chassis, and structured to translate lateral force on the chassis to 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 vehicle and lower the up force side of the vehicle.

Abstract: An assembly for use as part of a vehicle suspension system includes an adjustable roll rate that is automatically adjusted responsive to maneuvers of the vehicle. A stiffener element is coupled with a stabilizer bar. The stiffener element increases the roll rate responsive to the vehicle wheels being turned. In one example, the stiffener element is a metallic plate that rotates into various positions responsive to the vehicle wheel being turned. The further the wheel turns, the further the plate rotates and the greater the increase in the roll rate.

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: 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: An electromechanical stabilizer for the chassis of a vehicle, particularly a motor vehicle, is provided having an actuator which is integrated between two stabilizer halves and, as required, rotates the two stablizer halves with respect to one another by a rotation angle. The actuator consists of an electric motor as well as of a transmission connected to the output side of this electric motor. The transmission has a transmission ratio which changes as a function of the angle of rotation. The transmission is designed such that the smallest possible transmission ratio occurs in the neutral position while the stabilizer halves are not rotated with respect to one another. For large angles of rotation, this transmission ratio changes in the “infinite” direction. The transmission having a variable transmission ratio can be constructed for example, as a hypocycloidal transmission with linear guides or as an eccentric transmission.

Abstract: A rear suspension having an axle with a generally U-shaped or V-shaped twist beam is provided. The twist beam on its extreme ends is penetrated by the corresponding control arms. The control arms of the present invention penetrate through apertures provided into the twist beam. The first and second walls of the twist beam are brought toward one another to allow the control arm to penetrate through the respective first and second apertures provided in the walls of the twist beam. After insertion through the walls of the twist axle, the twist axle is allowed to angularly expand again to its free state wherein it locks the twist beam to the control arm. A slight weld may be added to further ensure the connection of the control arm to the twist beam.

Abstract: A suspension system includes a damper assembly to provide an anti-roll capability to a vehicle torsion bar suspension system. The damper assembly is attached to each torsion bar. To selectively couple and decouple the rotational motion of the torsion bars. In one embodiment the damper assembly selectively links rotational motion of the torsion bar anchor arms to transfer an anti-roll force from one suspension link to the opposite suspension link.

Abstract: A twist-beam axle for motor vehicles, includes two longitudinal control arms, and a transverse strut interconnecting the longitudinal control arms, wherein the transverse strut and/or the longitudinal control arms is/are partially hardened.

Abstract: An improved torsion suspension system designed to limit excessive side sway conditions with a popular torsion suspension system. The improved system uses a torsion shackle bracket that bolts to the second flanged shell half used on the existing torsion suspension system. The system also includes an anti-sway rod that connects at one end to an axle mounted on the torsion shackle bracket. The opposite end of the anti-sway rod is connected to the motor vehicle frame or to a selectively attached bracket attached to the frame located across from the torsion shackle bracket. In the preferred embodiment, the anti-sway rod extends to an opposite side of the motor vehicle. During use, the ends of the anti-sway rod are able to rotate around the axles so that the shackle is able to move vertically and provide a softened ride. The rod is sufficiently rigid to limit the lateral movement of the second flanged shell half, thereby limiting side sway.

Abstract: A tilting trailer suspension which has forwardly disposed, independent swingarms pivotally attached to a trailer main platform and a second u-shaped perimeter frame attached to the rear portion of the swingarms and extending over the swingarms converging at a latching point on the trailer tongue. Each swingarm has a stub axle mounted at its forward end for wheel attachment. A spring is mounted between the forward end of each swingarm and the perimeter frame to provide suspension. Tilting is accomplished by unlatching the u-shaped perimeter frame from the tongue portion of the main frame and raising it so that the swingarms pivot about the connection to the main frame. The rearward end of the trailer platform drops to the ground at a low angle, while the u-shaped perimeter frame assumes an upwardly extending attitude.

Abstract: A vehicle roll control system has a torsion bar and a first arm extending substantially perpendicular to the torsion bar. The first arm is fixed to the torsion bar at one end and connectable to one of the axles at the other end. A hydraulic actuator is attached to the torsion bar; and a control connected to the hydraulic actuator controls the operation thereof on detection of a predetermined vehicle condition. The hydraulic actuator comprises a housing, a piston making a sealing sliding fit inside the housing to define a first fluid chamber and a second fluid chamber, and a piston rod connected to the piston and extending through the second fluid chamber and out of the housing.

Abstract: An anti-roll suspension system for a motor vehicle includes a plurality of double-acting cylinders coupling the unsprung and sprung portions of the vehicle. The upper fluid chamber of each cylinder is exclusively connected to the lower fluid chamber of the laterally opposite cylinder to create a fluid circuit having first and second portions which hydraulically link the cylinders. When the vehicle is subjected to a centrifugal force, the position of the sprung portion rotates relative to the position of the unsprung portion of the vehicle. This relative rotation is resisted by the tendency to substantially equalize the forces acting on pistons of the first and second cylinders, thereby reducing the tendency of the sprung portion of the vehicle to roll. An alternate embodiment includes a valve which is operable in either of a recirculating mode and cross-flow mode.

Abstract: An automotive vehicle sway bar assembly includes two opposed sway bar members interconnected by a hydraulically actuated latch operable to effectively decouple the sway bar members. Alternatively, the sway bar assembly may include an integral center section interconnecting the opposed sway bar members and the latch is operable to modify the effective stiffness of the assembly. The latch includes a housing with two opposed latch members axially moveable relative to each other between fully engaged positions for transmitting torque from one sway bar member to the other or partially disengaged to effectively decouple the sway bar members from each other. An anti-backlash lock member is engageable with one sway bar latch member to reduce backlash created by a splined connection when the latch members are fully engaged with each other.

Abstract: A suspension system for a vehicle includes two laterally spaced front and rear wheel assemblies, each assembly including a wheel and a wheel mounting, permitting movement of the wheel in a generally vertical direction, bounce support devices supporting the vehicle body, and roll control devices controlling roll attitude. The roll control devices include respective second coupling devices interconnecting the longitudinally adjacent wheel assemblies, and further include transfer devices interconnecting the second coupling devices of each pair of longitudinally adjacent wheel assemblies.

Abstract: A vehicle roll control system including a torsion bar having a longitudinal axis and first and second end portions disposed along the longitudinal axis. A first arm includes a passive end fixed to the first end of the torsion bar and extending transverse to the longitudinal axis. A second arm is provided having an active end rotatably coupled to the second end portion of the torsion bar and also extending transverse to the longitudinal axis. The opposite ends of the first and second arms are each configured to couple to the vehicle chassis. An actuator including a cam locking element is provided for selectively locking and unlocking the active end of the second arm to thereby selectively prevent and allow rotation of the active arm relative to the torsion bar.

Abstract: A suspension system that restricts side-to-side airflow between air springs on opposite sides of a vehicle or trailer. In one embodiment, active airflow discs in suspension ports of a valve operate in two modes; restrictive and non-restrictive. A disc attains a non-restrictive mode when air is exhausted from an air spring. A disc attains a restrictive mode when air is injected into the suspension port from the valve toward an air spring. Airflow discs in opposing suspension ports both attain a non-restrictive state to rapidly dump air from the springs and lower vehicle ride height. In another embodiment, a pneumatic circuit includes one-way check valves, in fluid communication with opposing air springs, aligned to restrict airflow between the opposing springs under uneven loading conditions. A pair of electronic solenoids acts in concert with the check valves to selectively inflate or deflate the air springs.

Abstract: A suspension system includes a stabilizer bar having a first and a second segment attached to respective vehicle suspension members. The first and a second segments are selectively coupled by a decoupler assembly to provide coordinated or uncoordinated movement of the first and second suspension members. The decoupler assembly is preferably in communication with a controller and sensors located adjacent the vehicle wheel assemblies. The controller interprets the signals from the sensors and determines whether the decoupler assembly should be activated. In some embodiments, a limited slip can be achieved between said first and second stabilizer bar segments.

Abstract: A sand buggy has a main frame. A pair of connection rods are disposed on the main frame. A positioning seat which is connected to the connection rods has two lower rotating shafts. A movable mount has two pairs of lug panels to receive the lower rotating shafts. Two front shock absorbers are connected to a-suspension arm and a positioning plate. A first and a second positioning mounts are disposed on the main frame. A first movable seat is inserted in the first positioning mount. A pair of first lug plates are disposed on the first suspension link. A second movable seat is inserted in the second positioning mount. A pair of second lug plates are disposed on the second suspension link. A first rear shock absorber is positioned by the first lug plates. A second rear shock absorber is positioned by the second lug plates. A main shaft is connected to the first and the second rear shock absorbers.

Abstract: An anti-roll system for vehicles includes first and second hinge shafts mounted in connectors, which connect left and right lower control arms to a vehicle body. The first and second hinge shafts rotates as the left and right lower control arms respectively undergo movement, and when one of the hinge shafts is rotated in one direction, and the other is rotated in the opposite direction.

Abstract: A motor vehicle fitted with a system for controlling the camber (&thgr;) of the wheels of the vehicle on a bend, including, for each wheel of at least one front axle and/or rear axle of the vehicle, a suspension having a pair of suspension upper and lower arms, articulated at their outboard ends to a hub carrier and attached at their inboard ends to the body of the vehicle. The lower and upper arms of each pair are articulated at their respective inboard ends to a pivot transfer lever which is, in turn, mounted on the body by an articulation, the axis of rotation of which is contained in a longitudinal and vertical plane of the vehicle, the pivot transfer lever being capable of pivoting in such a way as to incline the wheels on the appropriate side.

Abstract: An apparatus (12) for use in a vehicle suspension (10) comprises an anti-roll bar (28) having opposite first and second end portions (30 and 32). An intermediate portion (34) is interposed between the first and second end portions (30 and 32) and is subjected to torsional forces when the first and second end portions (30 and 32) move relative to one another. The apparatus (12) further comprises an actuator (48) for attaching at least one of the first and second end portions (30 and 32) to a part of the vehicle suspension (10). The actuator (48) comprises a cylinder (52) for retaining fluid (54) and a piston assembly (56) for dividing the cylinder into two chambers (81 and 83). The piston assembly (56) is movable axially within the cylinder (52). The piston assembly (56) includes structure forming orifices (144) for interconnecting the two chambers (81 and 83) of the cylinder (52).

Abstract: A torsion bar suspension for an automotive vehicle includes powered means for remotely adjusting the trim height of the vehicle by varying the torque applied to the torsion bars. Height adjustment may be up or down or both from a normal running height. The suspension may be made capable of lowering vehicle height to allow entry into or passage through a low clearance location, such as a parking garage or overpass. Alternatively, the suspension could be capable of raising the vehicle height for passage over rough terrain. Various embodiments of adjusting mechanisms are disclosed including, for example, lever and wheel type torsion adjusting means with linear or rotary actuators.

Abstract: A motor vehicle chassis structure which includes an independent suspension system including left and right suspension components for left and right wheels (4, 8) respectively for gripping and travelling along a road surface, each of which suspension components is arranged to allow a constrained up and down movement of the respective wheel relative to the vehicle chassis structure, characterised in that the upper suspension components on one side of the vehicle are cross-linked with the upper suspension components on the other side of the vehicle by a connecting rod (10, 11) and an offset pivot shaft assembly (9, 5), so as to constrain the plane of each wheel towards an orientation which is normal to the road surface while allowing the chassis structure to move vertically and to roll relative to said wheels during cornering, acceleration, deceleration and combinations thereof.

Abstract: A non-torque reactive air suspension exhibiting excellent roll stability characteristics is shown to include frame hangers mounted to frame rails extending longitudinally on opposite sides of a vehicle. Longitudinally extending beams are connected to the frame hangers at one end and extend parallel to the frame rails. At their other ends, the beams are joined by a crossbrace extending laterally across the vehicle centerline. In a central portion thereof, the beams have an axle pivot bore to which an axle clamp assembly is connected, the axle clamp assembly clamping a drive axle housing for the vehicle. The axle pivot bore is generally aligned with the drive axle. A control rod assembly is connected to suspension or frame components. Together with the beams, the control rod assembly forms a parallelogram configuration wherein the beams form the lower linkages of that configuration and the control rods included within the control rod assembly form the upper linkages of that configuration.

Abstract: Actuator having at least three coupling elements connected with stabilizers (3, 5) and coupling splines (4, 16, 17), wherein one axially movable coupling element (10) is prestressed by a spring (11) while the other coupling elements are firmly connected with said stabilizers, and a pressure chamber (12) whose internal pressure regulates the disengagement operation.

Abstract: An apparatus (12) for use in a vehicle suspension (10) comprises an anti-roll bar (28) having opposite first and second end portions (30 and 32). An intermediate portion (34) is interposed between the first and second end portions (30 and 32) and is subjected to torsional forces when the first and second end portions (30 and 32) move relative to one another. The apparatus (12) further comprises an actuator (48) for attaching at least one of the first and second end portions (30 and 32) to a part of the vehicle suspension (10). The actuator (48) comprises a cylinder (52) for retaining fluid (54) and a piston assembly (56) for dividing the cylinder into two chambers (81 and 83). The piston assembly (56) is movable axially within the cylinder (52). The piston assembly (56) includes structure forming orifices (144) for interconnecting the two chambers (81 and 83) of the cylinder (52).

Abstract: Vehicle suspension movements are transmitted to an anti-roll mechanism which is pivotally mounted on the vehicle for movement about the pitch axis thereof to accommodate normal ride motion of the vehicle in which wheels on opposite sides of the vehicle move equally. Vehicle roll is controlled by an anti-roll mechanism includes a torsion bar which is loaded by the suspension movement. Roll stiffness is controlled by adjusting the lever arm through which suspension movement is transmitted to the torsion bar by a lever arrangement commonly referred to as a Watt's link to assure that the change in the length of the lever arm is directly proportional to the change in the control in the cockpit. Accordingly, linear control is assured, and the torsion bar and lever arms do not appreciable deflect during cornering.

Abstract: A stabilizer bar assembly for a vehicle having a pair of laterally-spaced wheels. The stabilizer bar assembly includes first and second stabilizer bar members and a clutch assembly. Each of the first and second stabilizer bar members is coupled to one of the pair of laterally-spaced wheels. The clutch assembly is coupled to the first and second stabilizer bar members and is operable in a first condition and a second condition. Operation of the clutch assembly in the first condition permits the first and second stabilizer bar members to rotate independently of one another so as to the stabilizer bar assembly from copying the motion of one of the wheels to the other one of the wheels. Operation of the clutch assembly in a second condition couples the first and second stabilizer bar members for rotation with one another, so as to reduce vehicle body roll.

Abstract: An automotive suspension is provided having a leaf spring coupled to a chassis of a vehicle and having a spring eye having a serrated inner surface. The system further has a spring pin having a serrated outer surface coupled to the serrated inner surface of the spring eye, and a fixing bracket limiting rotation of the spring pin relative to the vehicle chassis.

Abstract: A vehicle suspension control system that allows substantially vertical motion of each wheel relative to the vehicle body includes front and rear resilient support means for supporting the body, a front roll stabilization assembly interconnecting at least one forward pair of wheels and a rear roll stabilization assembly interconnecting at least one rearward pair of wheels. Each roll stabilization assembly includes at least one lateral torsion bar (2) and a double-acting hydraulic actuator (3) interconnected to the at least one lateral torsion bar (2), the front and rear hydraulic actuators (3) being interconnected by first and second fluid conduits (5). Roll moments applied to the vehicle body generate pressure within the fluid conduits (5) thereby transmitting the roll moment into each lateral torsion bar (2).

Abstract: Vehicle suspension movements are transmitted to an anti-roll mechanism which is pivotally mounted on the vehicle for movement about the pitch axis thereof to accommodate normal ride motion of the vehicle in which wheels on opposite sides of the vehicle move equally. Vehicle roll is controlled by an anti-roll mechanism includes a torsion bar which is loaded by the suspension movement. Roll stiffness is controlled by adjusting the lever arm through which suspension movement is transmitted to the torsion bar by a lever arrangement commonly referred to as a Watt's link to assure that the change in the length of the lever arm is directly proportional to the change in the control in the cockpit. Accordingly, linear control is assured, and the torsion bar and lever arms do not appreciable deflect during cornering.

Abstract: A system for roll stabilization of vehicles, in particular motor vehicles, is described, where actuating arrangements are provided. At least one sensor detects a roll parameter, and at least one slewing drive is arranged between halves of the front and/or rear chassis stabilizer, thus creating an initial stress of the stabilizer halves to reduce or suppress the rolling motion and, in the event of roll, applying a counter-torque to the vehicle body as a function of output signals of the sensor. The slewing drive is an electromechanical slewing drive and includes an arrangement for locking the swiveling of the stabilizer halves with respect to one another.

Abstract: A vehicle roll control system is disclosed in which a pair of vertically spaced lateral accelerometers (28, 30) are used to measure lateral acceleration as well as vehicle body roll and to measure cornering acceleration by measuring the lateral acceleration not produced by body roll.

Abstract: The present invention relates to an improved vehicle suspension system. More particularly, the present invention relates to an independent suspension system for light and medium duty trailers which utilizes a flexible bladder mounted between the vehicle frame and the axle. The flexible bladder is housed within a casing to control the flow of air into the bladder and to provide for flexible movement of the axle relative to the vehicle frame. In the preferred embodiment, the flexible bladder is a traditional break-chamber housing and multiple break-chamber housings may be utilized to increase the load-carrying capacity of the trailer.

Abstract: A link assembly for connecting a stabilizer crank arm and a suspension arm in a vehicle suspension system. The link assembly includes a barrel-shaped spacer having dome-shaped opposite ends. The spacer body has an axial bore therethrough which receives a bolt or stud shaft. The spacer spaces the crank arm and suspension system arm. Grommets on opposite ends of the shaft resiliently hold the arms against the spacer.

Abstract: Apparatus is disclosed for mounting a spring to a connecting arm forming a portion of a vehicle wheel suspension in which the apparatus includes a connector affixed to the end of the spring and disposed on one side of the connecting arm, a lock disposed on the other side of the connecting arm, and fasteners extending through the connecting arm for attaching the connector to the lock.

Abstract: A vehicle suspension system includes a hydraulic anti-roll mechanism in which a pair of suspension arms (10a, 10b), on opposite sides of the vehicle, are mounted to the vehicle body pivots (16a, 16b). A pair of hydraulic struts (22a, 22b) are connected between the suspension arms and the body (14). The struts are asymmetrically mounted so that one is inboard of its suspension arm pivot and the other is outboard of its suspension arm pivot. The two lower chambers of the struts (22a, 22b), through which the connecting rods (32) of the pistons extend, are hydraulically interconnected, and so are the two upper chambers.

Abstract: A straight line linkage mechanism for a solid axle of a motor vehicle (referable to alternatively as a “Chan-Cameron mechanism” or as a “Chan-Cameron linkage mechanism”) includes a main bar, a tie rod and a shackle. The shackle is preferably configured as an “A-arm”, having its legs pivotally connected to a solid axle. The apex of the shackle is pivotally connected to a first end of the main bar. The opposite second end of the main bar is pivotally connected to the frame. The tie rod is pivotally connected at one end to a mid-range location of the axle and, at its opposite end, pivotally to a mid-point location of the main bar. The connection locations of the main bar are spaced apart twice as far as the connection locations of the tie rod. In operation, as the axle moves vertically relative to the frame in response to the wheels encountering irregular terrain, the first end of the main bar will tend to move horizontally.

Abstract: An automotive suspension system for increasing roll safety adapted to restrict twist at a tip portion of a leaf spring when an automobile tilts to one direction to add the returning force of the leaf spring to that of the stabilizer, thereby significantly decreasing rolling of the body and effectively securing high safety, the system for generating twist when the car rolls around including: side frames arranged lengthwise at left and right sides of a body; leaf springs mounted to an axle via a U-bolt; and a stabilizer with both edges being mounted to ends of the axle to decrease rolling of the body; serration formed at an internal surface of a spring eye in the end of the leaf spring and at an outer surface of the spring pin for corresponding insertion; a hitching edge with its lower portion being protruded as the upper portion of the edge of the spring pin is eliminated in a semicircular shape; and an insertion hole formed with a stopper protruded toward the center from the upper portion to restrict rotation

Abstract: A hydraulic and pneumatic cylinder (10) for use on a vehicle (100) to improve the handling of the vehicle in a turn or curve. The cylinder repositions the rear wheel (108) of the vehicle in response to a change in the speed of the vehicle. When the vehicle enters a turn and decelerates, the piston of the cylinder moves to the extended position. When the vehicle exits the turn and accelerates, the piston of the cylinder moves to the compressed position.

Abstract: A selectively releasable anti-sway bar for a vehicle having a frame and at least one pair of opposed wheels attached to the frame by a spring-type suspension system. The apparatus includes a torsional bar assembly and control arm connectors is attached to the suspension system adjacent to each of the opposed wheels. A releasable scissors linkage is located between one end of the torsional bar assembly and one end of at least one of the control arm connectors. The scissors linkage includes a first arm rigidly connected to one end of the torsional bar assembly. A second arm is pivotally connected to the same end of the torsional bar assembly adjacent to the first arm and connected at the its other end to one end of at least one of the control arm connectors. In the preferred embodiment, a key-and-slot arrangement selectively rigidly connects the second arm to the first arm.