Abstract: Provided is an active roll control apparatus for controlling a stiffness value of a stabilizer bar by moving the stabilizer bar, which is installed between left and right wheels of a vehicle and extends in a first direction, and a stabilizer link connected with the stabilizer bar to improve turning stability of the vehicle by actively controlling roll stiffness of the vehicle. The active roll control apparatus includes rotating shafts having one ends connected to both ends of the stabilizer bar, moving units into which the rotating shafts are inserted and which are movable along outer side surfaces of the rotating shafts in a second direction perpendicular to the first direction, and a driving unit configured to rotate the rotating shafts to move the moving units.

Abstract: The present invention relates to a rear suspension system of a coupled torsion beam which comprises a torsion beam and trailing arms connected to ends of the torsion beam by welding, wherein a gap with a predetermined length is formed between the torsion beam and the trailing arm.

Abstract: A stabilizer arrangement for a chassis of a motor vehicle, including at least one element, which entirely or partially compensates for vehicle movements, in the region of a wheel suspension connected to the stabilizer arrangement, wherein the element is activatable via flexible lines wherein the flexible lines can be guided by a central control unit via openings arranged in the stabilizer bearing substantially below the stabilizer, as seen in the vertical direction of the vehicle, to the element interacting with a stabilizer.

Abstract: A torque rod assembly includes a pair of end joint assemblies with a thin wall connecting tube disposed between them. The end joint assemblies each include an eye which is friction welded to the thin wall connecting tube. The use of the thin wall connecting tube and the friction welding process allow the friction weld to be located immediately adjacent a bore extending through the eye. The eyes and the thin wall connecting tube can be cast, extruded or formed from steel, aluminum or cast iron.

Abstract: A chassis frame (1) including connection members (13) each configured by a pipe that is connected to a vehicle body frame. Each connection member (13) is provided with an attachment part (2) at an end of the pipe. The attachment part (2) includes a flat attachment face (21) formed by flatly crashing an end of the pipe to form the overlapped portion where a plate of the pipe is overlapped. The flat attachment face (21) is provided on a center in left and right direction of the overlapped portion. A shape of the end of the pipe is a substantially gate shape in its cross section. The attachment part (2) further includes longitudinal ribs (22) bending from the flat attachment face (21) to both left and right sides of the overlapped portion.

Abstract: An active roll control system that actively controls roll by changing roll strength of a stabilizer bar by varying a connection position of a stabilizer link, which connects both ends of the stabilizer bar on a subframe with a suspension arm, on the suspension arm. The suspension arm includes a rail unit that has a top opening and includes slide rails arranged in a vehicle width direction within the rail unit, and guides a connector connected with the lower end of the stabilizer link along the slide rails. In addition, an actuator unit of the suspension arm has a driving shaft connected with the connector and provides a forward and rearward driving force to the connector.

Abstract: It is an object to effectively enhance rigidity of a subframe installed to couple a pair of right and left wheel suspension members, with a simple structure, and allow a stabilizer to be adequately installed. A subframe (3) installed to couple a pair of right and left wheel suspension members (2) together comprises a cross member (31) provided with a lateral-link support portion (14, 18) supporting an end of the lateral link (5, 6), a pair of right and left side members (33) each extending from a respective one of opposite vehicle-widthwise outer ends of the cross member (31), in a vehicle longitudinal direction; and a pair of right and left reinforcing members (35) each reinforcing a coupling section between the lateral-link support portion (14, 18) of the cross member (31) or a vicinity thereof, and a respective one of the side members (33).

Abstract: An active roll control device varies a position of a stabilizer link connecting a stabilizer bar with a suspension arm such that torsion rigidity of the stabilizer bar is varied to actively control the roll. A penetrating slot is formed in the suspension arm and may include a sliding unit that includes a rail plate disposed in a housing disposed at a lower side of the penetrating slot along a vehicle width direction and connects a connector that is movably disposed on the rail plate with a lower end of the stabilizer link to guide the stabilizer link along a width direction of the vehicle, and a drive unit having a lead screw as a rotation shaft through a three joint mounting portion that engages a screw connector connected to a hinge portion of the stabilizer link to transfer a driving torque to the stabilizer link.

Abstract: A suspension arrangement for a wheel suspension of a motor vehicle includes an output lever hinged directly or indirectly to a wheel control element and configured as a flexible spring of defined spring rate. A transverse torsion-bar spring acts on the output lever, with an actuator adjusting a pretension of the torsion-bar spring.

Abstract: A bushing attachment assembly for a vehicle stabilizer bar is provided. The mounting structure includes a bushing, a bracket assembly, and a bracket mount, which may be configured to couple the bracket assembly and bushing to a vehicle frame. The bracket assembly may include an outer pre-compression component and an inner retention component. The bushing may be disposed within a cavity formed between the outer pre-compression component and the inner retention component. The bushing may also define a central bore configured to receive a vehicle stabilizer bar. Each of the respective outer pre-compression and inner retention components may include planar tabs or other similar retention features configured to engage one another to form a compression assembly, which applies and maintains a compressive load upon the bushing.

Abstract: A stabilizer device having high reliability and light weight is provided. The stabilizer device has a stabilizer consisting of a torsion part and arm parts each extending from both ends of the torsion part and having an overall shape of a square bracket, a “]” shape, a bushing for fixing the stabilizer to an automobile body arranged at both ends of the torsion part, and a resin misalignment preventing member which has a contacting part contacting with the bushing, which is arranged neighboring the bushing, and which is integrally formed with the torsion part and covering all therearound in a predetermined range of axial direction of the torsion part.

Abstract: Provided is a tubular torsion beam for rear suspensions of vehicles, which is produced according to a more durable design capable of improving roll stiffness and roll strength of the tubular torsion beam. The tubular torsion beam is produced by pressure-forming a tubular steel member through hydroforming such that the tubular torsion beam has a cross-section varying along an entire length thereof, with opposite ends having a closed cross-section and mounted to respective trailing arms, a middle portion having a V-shaped open cross-section, and a transitional portion having a varying cross-section and connecting the middle portion to each of the opposite ends. During the process of manufacturing the tubular torsion beam, the opposite ends of the tubular steel member are fed using respective axial punches of a hydroforming machine, so that the opposite ends are thicker than the middle portion.

Abstract: A suspension apparatus is disclosed for which vehicle handling stability can be obtained. An upper arm (14), a damper unit (16), and a stabilizer (17) are connected in this order to a knuckle (13) from outside of the vehicle body in a width direction of the vehicle body. The reaction force of the stabilizer is used as a moment in the camber direction, and causes interference in the camber direction. As a result, a camber change during a reverse phase stroke is increased over a camber change during a same-phase stroke, and turning performance of the vehicle is improved.

Abstract: A combined tramp rod and anti-roll bar is secured between a rear axle beam and the chassis of a vehicle. The tramp rod and anti-roll bar has an intermediate portion, a right arm and a left arm that are connected by bushings to either the rear axle beam or the frame of the vehicle. The combined tramp rod and anti-roll bar provides roll stiffness control and also resists wind-up of the rear axle when high torque loads are applied to the rear axle. D-bushings that resist sliding movement of the intermediate portion in combination with the splayed arms provide improved compliance understeer performance when lateral loads are applied to the rear suspension.

Abstract: A wheel suspension for a motor vehicle has a transverse control arm that can be attached to a vehicle body by way of bearings and can be rotated about a longitudinal axis, and a body spring configured as a torsion bar spring for absorbing rotational movements of the transverse control arm about the longitudinal axis. The body spring is disposed on the transverse control arm so as to rotate with it, with a first end. An electromechanical actuator for changing the angle of rotation of the body spring is disposed at a second end of the body spring. The wheel suspension has a damping element. The second end of the body spring is connected with a stress relief spring that is configured as a torsion bar spring, disposed coaxially with the body spring, and can be attached to the vehicle body.

Abstract: A variable stiffness stabilizer device (1) has a stabilizer bar (2) and actuators (3). The stabilizer bar (2) has a torsion bar (4) extending in the lateral direction (X1) of a vehicle and arms (6) connected through bend portions (5) to the ends (4a, 4b) of the torsion bar (4) and bendingly deformed according to the strokes of wheel supporting members (11). Variable bending stiffness parts (13; 130) of the arms (6) are rotatable about the axes (C1) of the arms (6), so that the bending stiffness of the arms (6) can be changed according to their rotational positions. The actuators (3) rotationally drive the variable bending stiffness parts (13; 130) about the axes (C1) to adjust the rotational positions of the variable bending stiffness parts (13; 130).

Abstract: An active stabilizer bar system includes an impeller slidably encased in a housing which separates the housing into a sealed first cavity and a second cavity. On forced application of fluid through at least one of the ports, the impeller is axially moved along the housing which rotates at least one rotor with respect to the housing to vary the forces applied by the stabilizer bar on the vehicle suspension.

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 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: The stiffening device of the present invention is provided between left and right shock absorber support portions formed in a vehicle body, and includes a left side shaft and a right side shaft fixed to the left and right shock absorber support portions, respectively, and a rotation allowing portion that connects the left side shaft and right side shaft in a vehicle width direction central portion of the vehicle body, and allows the left side shaft and right side shaft to rotate. Fixing locations in which the left side shaft and right side shaft are fixed to the shock absorber support portions are disposed further toward a vehicle front side than the position of a rod axis of the shock absorber in the vicinity of the shock absorber support portion.

Abstract: A roll control system comprising a front torsion bar; a front first hydraulic actuator; a front second hydraulic actuator; a rear torsion bar; a rear first hydraulic actuator; a rear second hydraulic actuator; and control means connected to the hydraulic actuators and controlling the operation thereof on detection of a predetermined vehicle condition; wherein each hydraulic actuator comprises a first fluid chamber and a second fluid chamber; wherein the control means comprises a source of fluid pressure, a fluid reservoir, a pressure control valve fluidly connected between the pressure source and the reservoir, and at least three pressure relief valves each having two positions to fluidly connect the fluid chambers of the hydraulic actuators either to the pressure source or to the fluid reservoir; wherein the pressure relief valves are positioned on detection of the predetermined vehicle condition to apply a fluid pressure to the first fluid chamber of the first front hydraulic actuator and to the second flui

Abstract: A suspension structure is provided having a shock absorber for dampening the vibration from a wheel and a stabilizer for suppressing the up and down strokes in opposite phases generated from opposing wheels on a vehicle. The end portion of the stabilizer is connected to the lower end portion of the shock absorber.

Abstract: A vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch. The clutch includes a plurality of engagement pins that can be selectively moved via an actuator to effect the uncoupling of the stabilizer bar members. The actuator is configured to apply a force to the moving element concentrically about the axis along which the moving element translates. A method for operating a vehicle stabilizer bar assembly is also provided.

Abstract: There is provided a torsion beam of a vehicle suspension in which a upper portion and the lower portion of the torsion beam are bent in the front-to-rear direction alone of the vehicle along the longitudinal axis of the torsion beam, and a pair of tails is rounded at both front and rear ends of the torsion beam of the vehicle and formed different from each other in size, a rear tail of the pair of tails which is formed at the rear portion of the vehicle is larger than a front tail formed in the front portion of the torsion beam, the upper and lower portions of the torsion beam are gradually apart from each other with at least two predetermined slopes as they goes from the middle portion to both distal end of the torsion beam. Therefore, roll stiffness is increased and durability is improved.

Abstract: A lateral displacement preventing device for a stabilizer, the device including a flat plate having a first end portion and a second end portion and having an upper surface which contacts the stabilizer and a lower surface at a side that is opposite from the upper surface, and cut-out step portions formed by recessing each of an upper surface of the first end portion and a lower surface of the second end portion. The flat plate is wrapped, along a surface of the plate, around an outer periphery of the stabilizer at a predetermined position thereon and clamped, the cut-out step portions are overlapped, and both of the end portions are fixed at overlapping portions thereof.

Abstract: A suspension system includes first and second wheel carriers, a stabilizer having a first end and a second end, the stabilizer being coupled to the wheel carriers, a first cylinder/piston unit being arranged between the first end of the stabilizer and the first wheel carrier and a second cylinder/piston unit being arranged between the second end of the stabilizer and the second wheel carrier. Each cylinder/piston unit is a double-acting cylinder/piston unit and the two cylinder/piston units are cross-connected.

Abstract: Method and arrangement for providing a suspension for a wheel on a motor vehicle. The wheel suspension includes a stub axle (36, 37) connected to a stub axle carrier (34, 35), a suspension arm (18, 19) which connects the stub axle carrier to the vehicle, and a stabilizer bar (9) fixed transversely to the longitudinal axis of the vehicle. The suspension arm (18, 19) is fixed against rotation to an outer end (14, 15) of the stabilizer bar and rotatably attached in at least one position (22, 23) axially separated from the outer end of the stabilizer bar. The invention also relates to a vehicle provided with such an arrangement.

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

Abstract: A stabilizer assembly unit having a first stabilizer and a sun gearwheel connected non-rotatably to one end of the stabilizer includes at least one rotary drive acting on a planetary gearwheel which meshes with the sun gearwheel. For a vehicle axle having at least two wheels, a separate stabilizer assembly unit according to any of the preceding claims may be provided for each of the wheels. In a chassis assembly unit for a vehicle having a body and a stabilizer assembly unit, the internally geared wheel is connected non-rotatably to the vehicle body.

Abstract: A stabilizer bar system for an automotive vehicle includes a stabilizer bar having a circular cross section and a rigid sleeve applied to a section of the outer circumference of the stabilizer bar. The sleeve has a number of circumferentially extending grooves and lands which mate with corresponding grooves and lands formed in an inner cylindrical surface of an elastomeric bushing which is overlaid upon the sleeve. The elastomeric bushing and sleeve may be mated such that relative rotation is allowed at the interface of the bushing and sleeve. Alternatively, the bushing and sleeve may be locked so that no relative rotation may occur at the interface of the bushing and sleeve.

Abstract: A supplemental torsion suspension system for a vehicle having primary suspension system is provided along with a method of use thereof. The supplemental system has a rotateable torsion bar and a lever arm extending from the torsion bar for engagement with a control member of the primary suspension system. An actuator is coupled to the torsion bar and is operative to impart selective rotational movement to the torsion bar and the lever arm. A corresponding application of an applied adjustment force is imparted on the member of the primary suspension system through the lever arm of the supplemental suspension system to move and/or maintain the vehicle at a desired ride height.

Abstract: A vehicle suspension system includes a trailing arm, an air spring, and a shock absorber for providing a smooth ride in a vehicle. A bracket pivotally mounts one end of the trailing arm to the frame of the vehicle while the other end of the trailing arm is joined to the frame by a shock absorber and an air spring. The shock absorber and the air spring both extend from the trailing arm to the frame and mount to the trailing arm at a position rearward of the axle. The shock absorber is mounted to the trailing arm rearward of the air spring.

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

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

Abstract: A saddle type vehicle for attaining an appropriate weight distribution and a low centroid position. Suspension mechanisms are each composed of an upper arm and lower arms, the upper and lower arms being disposed in vertically spaced positions. A shock absorber is interposed between the upper arm and a body frame. A stabilizer is disposed between both suspension mechanisms. A lower end of the shock absorber is pivotably connected to the front-side lower arm, while an upper end of the shock absorber is pivotably connected to an inside position in the vehicular transverse direction of the body frame.

Abstract: A rear suspension apparatus for a motor vehicle having a differential gear case (2) disposed between rear right- and left-wheels (1R, 1L), which is of a torsion beam type. In the rear suspension apparatus, a central portion (12a) of a torsion beam (12) for rotatably supporting the rear right- and left-hand wheels (1R, 1L) is curved to run along the configuration of the differential gear case (2), and is disposed at the rear of the differential gear case (2). A suspension damper (16) stretched between the torsion beam (12) and the vehicle body is disposed to be inclined upwardly and forwardly.

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 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 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 front wheel suspension system for a vehicle includes a wheel carrier for supporting a wheel, an upper control arm for mounting to an upper end of the wheel carrier, a lower control arm for mounting to a lower end of the wheel carrier, and a strut assembly for mounting on the lower control arm to absorb up-and-down impacts transmitted from the wheel, the strut assembly being inclined in a direction and designed to apply damping force to the lower control arm when the vehicle wheel bumps. A device is provided to generate a reacting force acting against the damping force of the strut assembly, the reacting force being applied to the lower control arm to compensate for the damping force.

Abstract: A suspension system includes a torsion bar attached to a vehicle frame member by an adjuster assembly including a spring biasing anchor arm. The biasing member provides an elastic resistance to torsion bar rotation for suspension system vibrations below a predetermined torsional force. However, when the predetermined torsional force is exceeded, the elastic resistance of the biasing member is overcome and the anchor arm rotates into contact with the stop. Further suspension system vibrations are absorbable by the torsion bar with stiffer resistance to provide a stiffer suspension response. The stiffer suspension is thus provided when required, such as when cornering, while allowing a smooth ride when not required, such as during normal straight travelling.

Abstract: Actuator having at least two coupling parts (4, 5) which are connected with a stabilizer (2, 13) and have coupling splines (10, 11) wherein one coupling part (5) is axially movable and prestressed by a spring (9) while the other coupling part (4) is firmly connected with a housing (1), and a pressure chamber (8) is between the coupling splines (10, 11), the inner pressure of which regulates the disengagement process.

Abstract: A camber angle control type suspension system including a trailing arm pivotally connected to a vehicle body, a pair of swing arms connected to the vehicle body by means of damping members, and torsion bars for connecting the trailing arm to the swing arms.