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 stabilizer bar includes having bends forming angled portions. The angled portions are supported by bushings that are secured by straps to a vehicle frame. The stabilizer bar rotates about a axis. The bushings supporting the stabilizer bar have an axes that are transverse to the pivotal axis of the stabilizer bar and to one another. The bushings have flared or thickened portions at their outer ends to provide additional bushing material since the misaligned pivotal axis permits the stabilizer bar to deflect the bushing as it rotates. The straps may be cupped so that they laterally locate the bushings as the stabilizer bar rotate about its pivotal axis.

Abstract: A suspension assembly includes an inventive bushing having an integrated bushing and strap supporting a stabilizer bar. The bushing includes a body having a hole for receiving the stabilizer bar. A base of the body may include a cut so that the bushing can be spread apart to insert the stabilizer bar through the cut and into the hole. The bushing includes a shell around the exterior of the body that provides legs which are used to secure the inventive bushing to the vehicle frame. The shell includes one or more layers of cords similar to the steel belting of a tire to provide structural integrity to the shell. Layers of cords can be arranged at angles relative to one another to provide increased lateral stability.

Abstract: Dual, diagonal bars to reduce vehicle roll and pitch rates, thereby stabilizing the vehicle, are disclosed. One bar attaches linking the left front suspension to the right rear suspension, and the other bar links the right front suspension and the left rear suspension. Attachment points link alternate corners rather than being on the same axle. The bars are attached to the suspension with additional attachment to either the suspension or the chassis. The primary means of mounting, or attaching, the bars is in at least four spots for each bar. There may be a need to add one additional mount, or more, per bar along the long section of the bar between the front and rear chassis mounts to control flex and provide a more pleasant ride. The opposing end of the bar is attached to the rear suspension outboard near the spring mount on a live rear axle, or on the control arm of an independent rear suspension. A sleeve could replace the two mounts that are on the suspension.

Abstract: A pneumatic front suspension assembly for an industrial vehicle comprises: a front axle linked to a pair of side-members, and a pair of airbags for adjusting the height of the axle relative to the side-members. On each side, there is provided a rigid arm whereof one end is articulated relative to the side-members, and the other end receives the axle and the lower part of the suspension air bags; a pair of connecting rods mutually articulated about a pin substantially parallel to the axle, one of said connecting rods, the upper connecting rod, being articulated relative to the side-member, the other connecting rod, the lower connecting rod, being articulated relative to the rigid arm, and a generally U-shaped additional element, forming an anti-roll bar, and including a transverse rod linked to the lower connecting rods at their articulation points with the rigid arms, and branches located on either side of the transverse rod, and linked to the lower connecting rods.

Abstract: A stabilizer (1) used in a vehicle is provided by a tubular element (2) with a middle section (3) and two end sections (4a and 4b), where the end sections (4a and 4b) is bent at an angle relative the middle section (3) so that the stabilizer (1) attains a U-shape. Section surfaces perpendicular to the longitudinal/center axes (A3 and/or A4) of the tubular element at the middle section (3) and/or the end sections (4a and 4b) are of a shape where one of two vectors (V1 and V2) in the plane of a section surface is longer than the other, both vectors originating from the center of gravity of the section surface (P), extending to the periphery of the tubular element and being at an angle relative to each other. A method of manufacturing a stabilizer is also disclosed.

Abstract: Disclosed herein is a torsion beam axle-type rear suspension, which simplifies and minimizes the shape and size of a rubber bush that prevents oversteer due to lateral force generated during a turning movement of a vehicle, by causing toe-in.

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

Abstract: An axle suspension arrangement for rigid axles in vehicles with a frame having a pair of longitudinal beams. The suspension arrangement includes at least one first longitudinal control arm extending substantially in the longitudinal direction of the vehicle, each longitudinal control arm being connected to the vehicle by a first pivotal joint and being connected to the vehicle axle by a second pivotal joint. The arrangement further includes a second longitudinal control arm connected to the vehicle by a third pivotal joint and connected to the vehicle axle by a fourth pivotal joint, the control arms being arranged on each side of the vehicle approximately at the same level, positioned above the first control arm, and a stabilizer bar counteracting lateral tilting movements of the axle. The stabilizer bar is arranged directly between and fixedly attached to the second longitudinal control arms at its ends. There is further disclosed a vehicle provided with such an axle suspension.

Abstract: A control arm for use with a vehicle suspension having first and second elongated channel sections. Each of the channel sections including an upper flange portion, a lower flange portion and a web portion combined to form a substantially C-shaped cross-section. The web portion further having an indentation or recess extending longitudinally along the length of the respective channel sections, the indentation or recess creating a protrusion or rib member in the web portion and acts as a strengthening member providing additional rigidity to the first and second elongated channel sections. The channel sections are placed adjacent and connected at the respective web portions. An isolator, such as a compressible or flexible member is secured to the respective first and second ends of the connected first and second channel sections.

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 pair of longitudinal leaf spring suspension arms.

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: A suspension component for an automobile, such as a stabilizer bar, is provided and includes at least one localized portion having a strengthened outer surface. The localized portion is positioned at a location of highest stress along the suspension component. A method of forming the suspension component is also disclosed.

Abstract: A device for selectively compressing and decompressing an anti-sway bar. The device replaces the hand crank on traditional anti-sway bars and relieves drivers of having to get our to their vehicles to compress or decompress the anti-sway bar by hand. A lever is used to compress the anti-sway bar. The lever's head is attached to the anti-sway bar at the same position as the old hand crank, using the bolts and nuts from the hand crank. The lever is raised with the assistance of an electric motor that is controlled by a switch in the cab of the towing vehicle. The motor turns a screw that extends through a nut in the handle of the lever. Micro-switches are used to automatically stop the electric motor when the lever has reached a desired position.

Abstract: A stabilizer assembly (10; 110; 210) for a motor vehicle, including a first stabilizer (12; 112; 212) and a second stabilizer (16; 116; 216), which are rotatable relative to each other, is characterized in that each stabilizer is engaged by one linear actuator (14, 18; 114, 118; 214, 218) each.

Abstract: Roll stabilizer for the chassis of a motor vehicle having an actuator (3) arranged between stabilizer halves (1, 2) and rotating them relative to one another around a rotational axis, when necessary. The actuator (3) is provided with a failsafe device (34), which connects the two stabilizer halves (1, 2) in a torque proof manner, when necessary.

Abstract: A stabilizer bar (D) for controlling the roll of an automotive vehicle has left and right sections (16, 18) joined together at a coupling (20) including a housing (36) on one of the sections and on a rotor (38) on the other section, with the rotor being in the housing. The coupling also includes a piston (40) which displaces axially in the housing in response to relative rotation between the sections, and this varies the volume in a housing cavity (80) behind it. That cavity is connected to a valve (22) having a restrictor (98) that carries an electrical coil (104). Both the valve and housing cavity contain a rheological fluid (82). The cease with which the piston displaces in the housing controls the stiffness of bar, and that depends on the viscosity of the fluid in the valve. The magnetic field produced by the coil controls the viscosity of the fluid.

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 failsafe actuator for returning an actuator driven element to a failsafe position in case of a failure condition is provided. The failsafe actuator may include mechanical or electrical means to provide a failsafe function. Such a failsafe actuator may be used in a stabilizer bar system of a vehicle to ensure that at least one stabilizer bar is returned to a failsafe or engaged condition should a failure condition occur when the stabilizer bar is disengaged. Various failure conditions can include loss of electrical power to the actuator or some internal actuator failures.

Abstract: A torsion suspension includes two longitudinal control arms having front ends and rear ends in travel direction and a torsion axle extending transversely to and interconnecting the longitudinal control arms. A bearing assembly swingably supports the front ends of the longitudinal control arms in relation to a vehicle body. Coupled to each the rear ends of the longitudinal control arms are transverse control arms for absorbing lateral forces.

Abstract: A vehicle axle construction comprises a suspension for supporting the axle from first and second frame rail members. Elongated support members extend forwardly from respective locations along the frame rail members that are rearwardly of the axle and are clamped or otherwise coupled to the axle. A single pivot may be utilized to couple the respective rearmost end portions of the supports to the respective frame members. The forward ends of the supports may be coupled to respective air springs. Desirably, at least a portion of each air spring is positioned forwardly of the axle. In addition, at least one lateral stabilizer rigidifies the suspension. An alternative suspension utilizes leaf springs. A double acting rack-and-pinion steering mechanism may be rigidly coupled to the axle for use in steering the wheels of the vehicle.

Abstract: An axle support for a front axle of a motor vehicle, a stabilizer is disposed on the front side which can be fixed by holding elements. Each holding element is constructed for fastening the stabilizer and is simultaneously used as a so-called crash support which has a protective and energy-absorbing effect in the event of an impact.

Abstract: The vehicle to which the suspension system is applied comprises an engine (6), a frame (1) and a rear rigid bridge (2), characterised in that the suspension system comprises first (3) and second (4) suspension means articulated from an end to the frame (1) and from the other end to the rear rigid bridge (2), being the distance between the two ends of the first suspension means (3) different from the distance between the two ends of the second suspension means (4). It permits that rear rigid bridge to be adapted completely to the ground, independently of its irregularities, maintaining the rest of the vehicle completely flat.

Abstract: A vehicle suspension system includes a pair of equalizing beams, two pairs of axle housings each having a lower portion connected to opposite ends of the equalizing beams, two pairs of linkage arms operably connected to an upper portion of each of the axle housings and with a vehicle frame, and a pair of air cylinders operably connected to the equalizing beams at a point located between the ends of the beams and with the vehicle frame. The system further includes a torsional beam extending between the first and second air cylinders, wherein the torsional beam provides the operable connection between the first cylinder and the point of the first equalizing beam located between the ends of the first equalizing beam, and the operable connection between the second cylinder and the point of the second equalizing beam located between the ends of the second equalizing beam.

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: An adjustable stabilizer bar assembly is disclosed. The adjustable stabilizer bar assembly includes a cylindrical housing; a first primary half bar, having an inner end and an outer end, wherein the inner end of the first primary half bar is mounted to the cylindrical housing and the outer end of the first primary half bar is mounted to a vehicle suspension; a splined cylindrical housing; a second primary half bar, having an inner end and an outer end, wherein the inner end of the second primary half bar is mounted to the splined cylindrical housing and the outer end of the second primary half bar is mounted to the vehicle suspension; a splined torsion bar, adjustably disposed between the cylindrical housing and the splined cylindrical housing; and a slidable assembly, disposed about the second primary half bar, wherein the slidable assembly can slide back and forth along the second primary half bar to uncover a portion of the splined torsion bar.

Abstract: A vehicle roll-rod includes a front insulator, rear insulator, rod, front stopper, rear stopper, and middle stopper. The roll-rod restrains and attenuates rolling of relatively small movements occurring during driving. The vehicle roll-rod also restrains and attenuates rolling of large movements occurring in the event of a force of impact and vibration during rapid accelerations, sudden stops, or turning on/off the ignition key of the engine.

Abstract: A stabilizer bar assembly includes a stabilizer bar having a bushing, a bushing retainer in mechanical compressive engagement with the bushing, and a mounting bracket adapted to connect the stabilizer bar to an automotive vehicle. The bushing retainer can have a uniform outer diameter such that the bushing is compressed uniformly over the entire length of the bushing retainer, or, alternatively, the bushing retainer can have a stepped outer diameter such that the bushing is compressed differently within discrete sections along the length of the bushing retainer. A method of inducing a pre-load onto a bushing that supports a stabilizer bar includes: providing a stabilizer bar, placing a bushing onto the stabilizer bar, placing a bushing retainer, having an first outer diameter onto the bushing, and reducing the outer diameter of the bushing retainer to a second diameter that is smaller than the first diameter.

Abstract: The present invention provides a torsion beam suspension including a left spindle that rotably supports a left wheel of rear wheels, a right spindle that rotably supports a right wheel of the rear wheels, a left trailing arm, a right trailing arm, a left bush, a right bush, and a torsion beam for connecting the left trailing arm arid the right trailing arm. The torsion beam has a U-shaped open section in which openings are formed in a rear portion of the car body, the open section of the torsion beam is enlarged and is located closer to the rear portion of the car body as the openings are closer to the left and right trailing arms, and the torsion beam comprises ribs having closed sections which are increased as the enlarged open section is closer to the left and right trailing arms.

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 stabilizer for a motor vehicle has a torsion bar divided into two shafts (1 and 2). The two shafts (1 and 2) are connected to one another via a mechanical coupling. The coupling has a locking disk, which is connected to a first of the two shafts (1), rotating with it in unison, and on the circumference of which at least one locking area is formed, and a housing (3), which is connected to the second shaft (2), rotating with it in unison. At least one locking mechanism (10), which is complementary to the locking area and engages the locking area in the coupled state of the coupling, is mounted movably on the housing (3). Furthermore, a spring (11), by which the locking mechanism (10) is pretensioned in the direction of the locking disk, is connected to the housing (3) and to the locking mechanism (10).

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: 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 hollow stabilizer made of a steel pipe, comprises: a torsion portion extending in a width direction of a vehicle body; a pair of right and left arm portions positioned at both end sides of the torsion portion; and a plurality of curved portions which are bent in an arc shape in any of the torsion portion, the arm portions and portions therebetween. Bending radii of the plurality of curved portions are different from each other.

Abstract: A roll decreasing structure of a suspension for front and dead axles of a commercial vehicle, wherein an axle is inserted into a body of a mounting member mounted at a frame. A base arm mounted with a wheel attached to an external side of the axle via a key, whereby the axle is mounted at the other end with a torsion bar case to which an end of a torsion bar composed of a straight spring steel is mounted by way of serrations.

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: An air spring suspension for a rear axle of truck is stabilized using a trailing link constructed from a hollow, rectangular tube. The air spring is positioned between a portion of the trailing link extending beyond the rear axle and turning inwardly on the vehicle and the frame rails of the truck's chassis. An auxiliary spring is provided by a half leaf mounting beneath the trailing link. The suspension can provide cornering stabilization by providing a connecting link between the ends of the trailing links.

Abstract: A torsion beam type suspension and a forming method of a torsion beam are disclosed. 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: A variable rate bushing passively controls the stiffness of a stabilizer bar. During normal vehicle operation, the stabilizer bar is compliant. As twist increase, the resistance increases. In one embodiment, the variable rate bushing includes at least one void which compresses as the vehicle turns. As the stabilizer bar axially twists, the void compresses and the rate of the bushing increases, reducing axial twist and increasing stiffness of the stabilizer bar. In one embodiment, the voids are teardrop shaped, arc shaped, or bone shaped. Alternatively, the bushing includes an inner layer of softer material and an outer layer of harder material to control stabilizer bar stiffness. Also, the bushing may include a molded insert made of a hard material inserted into a softer material to control the stiffness of the stabilizer bar.

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

Abstract: 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 stabilizer bar assembly for an automotive vehicle includes a stabilizer bar, a bushing mounted to the stabilizer bar that has a first stiffness in a first radial plane, and a second stiffness in a second radial plane approximately perpendicular to the first radial plane, a bushing retainer in mechanically compressive engagement with the bushing such that the bushing is in frictional engagement with the stabilizer bar, thereby preventing relative movement of the bushing and the stabilizer bar, and a mounting bracket adapted to connect the stabilizer bar to the automotive vehicle.

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

Abstract: A failsafe actuator for returning an actuator driven element to a failsafe position in case of a failure condition is provided. The failsafe actuator may include mechanical or electrical means to provide a failsafe function. Such a failsafe actuator may be used in a stabilizer bar system of a vehicle to ensure that at least one stabilizer bar is returned to a failsafe or engaged condition should a failure condition occur when the stabilizer bar is disengaged. Various failure conditions can include loss of electrical power to the actuator or some internal actuator failures.

Abstract: A stabilizer bar for controlling the roll of an automotive vehicle has left and right sections, each provided with a torsion rod and a torque arm. The torsion rods are aligned along a transverse axis and attached to a structural component of the vehicle, while the torque arms are connected to the left and right control arms of the vehicle's suspension system. In addition, the bar has a coupling between the torsion rods of the two sections for controlling the torsional stiffness of the bar. The coupling includes a rotor fitted to one of the torsion rods and a housing fitted to the other torsion rod, with the housing receiving the rotor, such that a cavities exist between the rotor and housing. Both the rotor and housing carry vanes, that alternate so that the vanes of the rotor are located between the vanes of the housing. The cavities contain a magneto-rheological fluid.

Abstract: A stabilizer bar for controlling the roll of an automotive vehicle has left and right sections, each provided with a torsion rod and a torque arm. The torsion rods are aligned along a transverse axis and attach to a structural component of the vehicle, while the torque arms are connected to the left and right control arms of the vehicle's suspension system. In addition, the bar has a coupling between the torsion rods of the two sections for controlling the torsional stiffness of the bar. The coupling includes a rotor fitted to one of the torsion rods and a housing fitted to the other torsion rod, with the housing receiving the rotor, such that a cavity exists between the rotor and housing. Both the rotor and housing carry vanes, that alternate so that the vanes of the rotor are located between the vanes of the housing. The cavity enclosed by the housing contains a magneto-rheological fluid.

Abstract: Aftermarket lift kits move the torsion bar cross member to the bottom of the frame in order to keep the torsion bars parallel to the frame. This makes them susceptible to damage from objects such as rocks when driving off road. The skid plate protects the cross member from being damaged or even torn off while driving over rough terrain.

Abstract: An axle suspension for rigid axles of vehicles, especially air-suspension (e.g., with air shock absorbers/air springs) utility vehicles, is presented, in which a twistable four-point connecting rod (4), which is connected in an articulated manner to the vehicle axle (3), on the one hand, and to the vehicle body (1a, 1b), on the other hand, and which is connected to the vehicle axle (3) and to the vehicle body (1a, 1b) by four said joints (5, 6, 7, 8) each located at spaced locations from one another in the transverse direction of the vehicle. The four-point connecting rod is arranged above the vehicle axle (3). At least one axle strut (11, 12), which extends in the longitudinal direction of the vehicle and connects the vehicle axle (3) to the vehicle body (1a, 1b) in a vertically movable manner, is arranged on each side of the vehicle for guiding the axle. At least one air spring assembly unit (19, 20) is arranged between the vehicle axle (3) and the vehicle body (1a, 1b) for spring suspension.

Abstract: A stabilizer arrangement for a motor vehicle has a torsion bar with two bar parts with first ends which can each be connected with a wheel suspension of a wheel axle having two wheels. The stabilizer arrangement, in addition, has a clutch with first and second clutch elements. The clutch form-lockingly connects or separates two second ends of the bar parts situated adjacent to one another. For a form-locking connection, each clutch element has at least two form closure elements. When the clutch is separated, each clutch element can be rotated relative to the other. The stabilizer arrangement also has an operating device for the separation of the clutch. In order to simplify the operating device of the clutch, the form closure elements of the first or second clutch element form engaging elements movably linked thereto. For a separation of the clutch, the engaging elements are movable independently of one another. The elements are displaceable independently of one another by the operating device.