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

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

Abstract: A vehicle suspension utilizes a shunt linkage assembly between first and second torsion springs to change effective lengths of the first and second torsions springs in jounce and roll modes of operation. A first lever arm couples the first torsion spring to a first wheel and a second lever arm couples the second torsion spring to a second wheel component. The shunt linkage assembly acts as a tension-compression link between the opposed first and second lever arms. During jounce the first and second torsion springs would have one effective length, and during roll the first and second torsion springs would have a shorter effective length to provide roll stiffness that is greater than jounce stiffness.

Abstract: A method for forming a stabilizer bar includes providing a metal bar having first and second ends, and die casting first and second receptacles over the respective first and second ends.

Abstract: A stabilizer control device for vehicle includes a pair of stabilizer bars (31, 32) provided between a left wheel and a right wheel of a vehicle, and an actuator including a reduction mechanism (RD) connecting between said pair of stabilizer bars (31, 32) and a motor (M) connected to the reduction mechanism (RD) for providing torsion force to said pair of stabilizer bars (31, 32) through the reduction mechanism (RD) wherein the reduction mechanism (RD) comprises a first gear (25) and a second gear (26) for generating relative rotational speeds differential therebetween, the first gear (25) and the second gear (26) are coaxially placed adjacent to each other, and opposed side faces of stabilizer bars (31, 32) are adjacently connected with the first gear (25) and the second gear (26) respectively and disposed in the reduction mechanism (RD).

Abstract: The piston 10 is constituted so as to rotate relative to the first cylinder 8 while moving relative to the first cylinder 8 in the axial direction when fluid is supplied to and discharged from the interior of the first cylinder 8, and the piston 16 is constituted to be incapable of rotation relative to the second cylinder 9, but capable of movement relative to the second cylinder 9 in the axial direction. Hence when fluid is supplied to and discharged from the interior of the first cylinder 8, the piston 10 is caused to rotate relative to the first cylinder 8 while moving relative to the first cylinder 8 in the axial direction, and the piston 16 is caused to move relative to the second cylinder 9 in the axial direction but prevented from rotating relative to the second cylinder 9. As a result, torsional elasticity is generated in shaft portions 4a and 5a.

Abstract: In a three-wheeled vehicle provided with a power transmission mechanism for transmitting the output of an engine to left and right rear wheels via a continuously variable transmission, a gear box and inner shafts of drive shafts as left and right output shafts, the inner shafts which are output shafts of the gear box are provided apart in a longitudinal direction of the body. The overall length of the drive shafts can be increased. When the rear wheel is vertically moved, an angle of the bend of the drive shaft can be minimized. Further, the tread of the wheels can be reduced. Therefore, the width of the body can be reduced and the mobility of the vehicle can be enhanced. In addition, the gear case can be separate from the crankcase and attached to the crankcase with the differential mechanism being housed in the separate gear case.

Abstract: A vehicle stabilizer bar bushing assembly has an elastomeric bushing and a bushing liner. The bushing liner is internal to the bushing and is not bonded to the bushing prior to be assembled onto the vehicle stabilizer bar. Both the bushing and the bushing liner have ledges at the opposing edges of the structures, to limit movement of the bushing underneath a mounting bracket and to limit movement of the bushing over the bushing liner. The bushing liner is formed of a polymeric material having a relatively low coefficient of friction and is flexible to permit formation of non-linear configurations of the bushing liner.

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

Abstract: A bearing element for a motor-vehicle stabilizer, in particular of a vehicle suspension and shock-absorbing system. The bearing element includes two half shells, each of which comprises an inner shell and an outer shell that are connected to one another via an elastic intermediate layer disposed between the respective inner shell and the corresponding outer shell permits a twisting of the inner shell with respect to the outer shells and simultaneously reduces vibration transmission.

Abstract: A suspension for, and a method for suspending, a vehicle having a body is provided. The suspension includes a first suspension assembly and a second suspension assembly. The first suspension assembly extends between a first surface contact assembly and the body, and the second suspension assembly extends between a second surface contact assembly and the body. The first and second suspension assemblies each have a transverse instant center. The first suspension assembly and the second suspension assembly are aligned so that a vertical centerline of each surface contact assembly lies within a transverse vertical plane that extends therebetween. The transverse instant center of each suspension assembly is located within the transverse vertical plane, below a roll center located within the transverse vertical plane.

Abstract: An independent rear suspension for a vehicle having a chassis and a pair of rear wheels including a pair of IRS units. Each IRS unit includes an X-shaped lower control arm with a forward pivot connection to the chassis in front of the centerline of the driven sprocket and a rearward pivot connection behind the centerline, and a camber link connected to the chassis at a single pivot connection behind the centerline. Each IRS unit also includes a shock absorber coupled with an anti-sway bar to the lower control arm at a mount, and including a secondary spring in series with a main spring.

Abstract: Various embodiments of variable rate stabilizer bars are disclosed, including apparatus, vehicle, and kit implementations. Embodiments may have first and second stabilizer bar members. Each stabilizer bar member may be adapted to be operatively coupled to a respective, opposite ground-engaging element of a vehicle. Each stabilizer bar member may be configured to experience a torque about their longitudinal axis upon movement of the respective ground-engaging element relative to the vehicle when operatively coupled to the ground-engaging elements. Embodiments may have a torque transfer regulator, which may be operatively coupled to both stabilizer bar members. The torque transfer regulator may be configured to transfer a portion of the torque experienced by one of the stabilizer bar members to the other stabilizer bar member. Some embodiments may provide for active control of the degree of torque transfer from one ground-engaging element's suspension system to the other.

Abstract: A mounting structure of an automobile stabilizer bar includes a support bracket fixed at one end thereof to a lateral surface of a crossmember. The other end of the support bracket protrudes out toward the side of a vehicle body. At least one bushing is coupled to a stabilizer bar and affixed onto the support bracket. A bushing bracket is formed in an arch shape for enclosing the periphery of the bushing. A stud bolt is attached at one end to each outer surface of the bushing bracket. The other end of the stud bolt penetrates each lateral surface of the support bracket. A pipe member into which the stud bolt penetrates is coupled to each lateral surface of the support bracket. A coupling nut is coupled to one end of the stud bolt after the stud bolt passes through the pipe member.

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: (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 tandem axle suspension assembly includes a pair of walking beams disposed substantially parallel to a vehicle longitudinal axis supporting first and second axles. A link plate is pivotally attached to each of the walking beams and is pivotal about an axis transverse to the longitudinal axis. A first and a second link include pivotal connections between the link plate and a vehicle frame member. Vertical movement of the walking beams causes a corresponding rotation of the link plate to compensate for longitudinal displacement of the pivotal links with the first and second links and minimize longitudinal displacement of the walking beams.

Abstract: A stabilizer control apparatus includes a first torsion bar, a second torsion bar, and a connecting and disconnecting means including a rotation member rotating as a unit with the first torsion bar, and a housing accommodating therein the rotation member so as to be rotatable and forming two pressure chambers, the two pressure chambers being filled with a fluid. The connecting and disconnecting means generates a connecting state in which a movement of the fluid to the two pressure chambers is blocked so that a relative rotation between the first torsion bar and the second torsion bar is prohibited and a disconnecting state in which a movement of the fluid to the two pressure chambers is allowed so that the relative rotation between the first torsion bar and the second torsion bar is allowed.

Abstract: The present invention provides a lateral link for suspension systems wherein the distance between opposite ends of the lateral link increases in a tight or sudden turn, so as to enhance controllability, stability, and riding comfort of the vehicle.

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 roll control actuator for a stabilizer bar includes an outer housing that is fixed to a first bar portion and a paddle member that is fixed to a second bar portion. The roll control actuator includes multiple fluid chambers with different fluid volumes. A control is used to selectively adjust roll stiffness of the stabilizer bar and includes a control valve in fluid communication with an accumulator. The first and second stabilizer bars can rotate relative to each other when the control valve is open to decrease roll stiffness and provide good ride quality. When the control valve is open, fluid flows freely between the fluid chambers. The first and second bar portions are hydraulically locked together when the control valve is closed to increase roll stiffness during cornering maneuvers. When the control valve is closed, the accumulator is isolated from the roll control actuator and fluid flow through the fluid chambers cannot occur due to differing fluid volumes.

Abstract: A suspension reinforcing kit for use with a vehicle having a tow hitch and a suspension having suspension arms to which wheels of the vehicle are mounted. The suspension reinforcing kit has a supporting member for connection to the tow hitch and a reinforcing arrangement including a resilient member for mounting to the supporting member. The reinforcing arrangement is designed to engage at least one of the suspension arms of the vehicle. In use, the resilient member will tend to resist a compression movement of the at least one suspension arm.

Abstract: To provide a vehicle stabilizer for high stress in which fatigue life of a bending portion can be prolonged and which can exhibit excellent durability. A configuration of a bending portion 16, to which a maximum stress is applied and which is the most fragile part, of a vehicle stabilizer for high stress 10 is formed in a state which satisfies conditions: 0<??4 and (?×d/R)?2, wherein d represents a material diameter before bending process, R represents a radius of bending of the bending portion 16, d1 represents a short radius of a cross section of the bending portion 16, d2 represents a long radius of a cross section of the bending portion 16, and a flat rate ?0 of a cross section of the bending portion 16 is represented by the following equation: ?=(d2?d1)/d2×100. Accordingly, concentration of shearing stress on the bending portion 16 during a load input can be suppressed to prevent the vehicle stabilizer for high stress 10 from being broken due to the concentration of stress on the bending portion 16.

Abstract: A stabilizer for vehicles has a torsion portion extending in a width direction of a vehicle, arm portions extending in a forward or backward direction from both side end portions of the torsion portion, straight portions provided in a vicinity of both side end portions of the torsion portion, the straight portions extending along with an axial direction thereof, leading end portions of the arm portions, the leading end portions of the arm portions being mounted to the vehicle, and the straight portions being mounted to the vehicle via bushes, and a stopper provided at one of the straight portions, the stopper preventing the straight portions from moving more than a predetermined distance in an axial direction with respect to the bush.

Abstract: A twist axle suspension for an automotive vehicle comprises first and second trailing arms, each having a front end and a rear end joined by an intermediate portion providing a weld site. The front ends of the trailing arms have pivots pivoted to the body of the automotive vehicle and the rear ends of the trailing arms support spring and damped rear wheels of the automotive vehicle. A perforated twist axle having first and second end sections abuts and is welded to the trailing arms at the weld sites. An arcuate apex portion joins the perforated walls to provide the twist axle with a V-shaped cross section having a shear center line disposed above the arcuate portion, the shear center being spaced a selected distance H above the axes about which the trailing arms pivot.

Abstract: A vehicle suspension component includes a first suspension member having a connection portion for connection to a second suspension member. A retention member is formed on the first suspension member near the connection portion for resisting relative lateral movement between the first suspension member and the second suspension member. The retention member is formed in a band shape partially or completely around the first suspension member.

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: A stabilizer bar for an automotive vehicle is provided having an end link mounted to at least one end thereof. One end of the end link includes a bore in which is received a spherical bearing, such that forces transferred directly from the stabilizer bar to the end link are transferred through the spherical bearing. The second end of the end link is adapted to connect to a component of the vehicle's suspension system.

Abstract: A stabilizer control apparatus for controlling a torsional rigidity of a stabilizer arranged between a right wheel and a left wheel of a vehicle includes a turning state detecting device for detecting a turning state quantity of the vehicle, and a switching device for switching the torsional rigidity of the stabilizer and including a first position in which a first torsional rigidity is achieved and a second position in which a lower torsional rigidity than the first torsional rigidity is achieved. The switching device switches between the first position and the second position based on the turning state quantity detected by the turning state detecting device. Further, the switching device switching the first position to the second position when a state in which the turning state quantity detected by the turning state detecting device is equal to or smaller than a predetermined value continues for a predetermined time or more.

Abstract: A suspension apparatus for a vehicle includes a stabilizer bar, a hydraulic cylinder, a lever, and a link. The stabilizer bar has a torsion bar portion assembled to an axle. One arm portion of the stabilizer bar is assembled to the frame via the hydraulic cylinder and the lever. The hydraulic cylinder is assembled to the frame at a first connection point on the cylinder body. The lever is connected at a second connection point to the arm portion, is connected at a third connection point to the link, and connected at a fourth connection point to the piston rod. The link is connected at a fifth connection point to the cylinder body. The intersection between a straight line passing through the first and second connection points and a straight line passing through the third and fifth connection points is located near the axis of the piston rod.

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: It is a purpose in a divided stabilizer to increase the springy lengths of the two stabilizer components. The stabilizer components (1, 1?, 2, 2?) have respective rotary parts (4, 4?, 5, 5?) attached and the rotary parts in turn have respective rotary wings (14, 16) attached. A cover flange (8?) is formed at the outer rotary part (4?). An outer rotary wing (14) is radially inwardly directed and attached to the outer rotary part (4?). An inner rotary wing (16) is radially outwardly directed and is attached to the inner rotary part (5?). A second stabilizer part (2, 2?) is attached to the inner rotary part (5?), wherein the outer rotary part (4?) with the outer rotary wing (14) moves relative to the liner rotary part (5?) with the inner rotary wing (16) up to the point where the outer rotary wing (14) contacts the inner rotary wing (16). The rotary wings (14, 16) are rotatable relative to each other up to a predetermined angle. The stabilizer is coordinated in parallel to an axle of a vehicle.

Abstract: Coupling mechanism for a vehicle anti-roll bar comprising a first piece able to be fixed to a first half-bar, a second piece able to be fixed to a second half-bar, the second piece being so arranged as to be moveable in rotation about an axis of rotation A relative to the first piece. The mechanism includes at least one elastically deformable elongate element coupled to the first and second pieces so that relative rotation of the first and second pieces about the axis of rotation A causes elastic flexion deformation of the at least one elongate element, the mechanism including an actuator able to position the at least one elongate element in a first state in which the said at least one elongate element presents a first flexion stiffness for the said elastic flexion deformation, and a second state in which the said at least one elongate element presents a second flexion stiffness for the said elastic flexion deformation.

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

Abstract: A mechanical stop is adapted to be mounted onto a rigid bar and includes a single piece conically shaped body having a plurality of inwardly extending projections. Each of the inwardly extending projections have a distal end that is contoured to match an outer surface of the bar. The distal ends define an opening. The conically shaped body is adapted to be plastically deformed to a substantially flat shape after being placed onto the rigid bar. The opening includes a first dimension larger than the rigid bar prior to being plastically deformed and a second dimension smaller than the rigid bar after being plastically deformed. After the conically shaped body is plastically deformed into a substantially flat shape, the distal ends will frictionally engage the outer surface of the rigid bar to secure the mechanical stop thereon.

Abstract: A device for the connection of a wheel axle housing with a chassis of a vehicle, comprising a stabilizer with a torsion element that is mounted in the chassis, to first arms, the rigidly attached to corresponding end portions of torsion element, to second arms, that are articulatedly connected with the first arms, and at least two spring/suspension elements with a first member, that is connected with the wheel axle housing, and a second member that is connected with the chassis. According to the invention, torsion element is mounted in the chassis, in the second arms is connected with the wheel axle housing and extend essentially vertically upwardly therefrom. The spring/suspension elements have third arms that are rigidly attached with the corresponding end portions of torsion element, and with the first member.

Abstract: A materials handling vehicle may include a vehicle frame, a drive wheel, a first caster assembly located on the right side of the drive wheel, and a second caster assembly located on the left side of the drive wheel. A weight distribution assembly connects the first or second caster assembly to the vehicle frame and may include an adjustable preload mechanism to provide a preload force to the first or second caster assembly.

Abstract: A roll bar (1?) for a motor vehicle is proposed according to the present invention, with an unsplit torsion bar (5?), which is rotatably fastened to a vehicle chassis (3), is connected to two opposite wheel suspensions (4?) of the said axle of the vehicle, and has a torsion area for the elastic coupling of spring action movements of the opposite wheel suspensions (4?), wherein the roll bar (1?) has, furthermore, a first torsion tube (8?), which surrounds the unsplit torsion bar (5?) at least in a first partial area (B?) of its torsion area, and whose first end (8a?) is connected to the unsplit torsion bar (5?), rotating in unison therewith, and whose second end (8b?) can be connected to the unsplit torsion bar (5?) by means of a clutch arrangement (9?) in such a way that it selectively rotates in unison therewith, so that the torsional stiffness of the roll bar (1?) can be varied.

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: Disclosed are a stabilizer with conventionally unattainable, extreme swift effectiveness and an air leaf suspension using the stabilizer. The stabilizer has a stabilizer bar 18 which is U-shaped when seeing from above and which has a portion 18a laterally extending along and rotatably connected to an axle 3, and a pair of upwardly convergent stabilizer links 19 which connect opposite longitudinally extending ends of the stabilizer bar to a chassis frame side above them.

Abstract: A vehicle suspension device includes a camber mechanism which imparts to the wheels a degree of freedom of the camber relative to the suspension elements. The wheels are linked to the suspension elements so that the camber movement of each wheel permits, around a mean position of the wheel, an instantaneous centre of rotation (CIR r/s). A camber connection structure transmits the camber movements of one wheel to another wheel. The instantaneous position of the instantaneous centre of rotation within the camber plane for a zero camber of a wheel satisfies the following condition: Z?(0.75)Y?(0.12158)R wherein Z and Y are the ordinate and abscissa, respectively, of the instantaneous position, and R is the wheel radius.

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: In a three-wheel vehicle, right and left suspension arms are independently attached to a front swinging shaft and a rear swinging shaft so that the suspension arms can swing vertically, and the front swinging shaft and the rear swinging shaft function as a swinging shaft for swinging the body frame. A swinging mechanism is provided to restrict lateral rotation of the body frame.

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: An interconnected suspension for a vehicle having right and left control arms is disclosed. The suspension includes a buffer interconnected to the right and left control arms, and a mounting bracket for the buffer, being disposed at tip end portions of the right and left control arms.

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 mounting structure of an automobile stabilizer bar includes a support bracket fixed at one end thereof to a lateral surface of a crossmember. The other end of the support bracket protrudes out toward the side of a vehicle body. At least one bushing is coupled to a stabilizer bar and affixed onto the support bracket. A bushing bracket is formed in an arch shape for enclosing the periphery of the bushing. A stud bolt is attached at one end to each outer surface of the bushing bracket. The other end of the stud bolt penetrates each lateral surface of the support bracket. A pipe member into which the stud bolt penetrates is coupled to each lateral surface of the support bracket. A coupling nut is coupled to one end of the stud bolt after the stud bolt passes through the pipe member.

Abstract: An actuator assembly for an active chassis of a motor vehicle that includes an actuator is disclosed. The actuator includes a first rack and a second rack, and a drive pinion that is in operative engagement with the first and second racks. Substantially linear movement of the first and second racks in opposite directions causes rotational movement of the drive pinion. The assembly also includes a locking mechanism wherein the locking mechanism prevents rotation of the drive pinion and linear movement of the racks.