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: The present invention provides a method of controlling an actuator assembly for suspension systems. The actuator assembly control method of the present invention is possible to control the actuator assembly according to conditions of vehicle velocity and steering angle or vehicle velocity and steering angular velocity, thus reducing energy consumption, thereby increasing the efficiency of the actuator assembly.

Abstract: A system is provided for use on large vehicles of the type wherein the vehicle frame (12) is supported on vehicle axle assemblies (14, 20, 22) through air bags (26, 30, 32), and each air bag has a lower end coupled to the lower end of an arm such as a swing arm (112) whose upper end is pivotally mounted on the frame. The height of the air bag is sensed by a pair of tilt sensors (50, 52), one on a tilt arm such as the swing arm (112), that has one end pivotally connected to the vehicle frame and an opposite end at least pivotally connected to the vehicle axle assembly. The other sensor senses tilt of the vehicle frame about an axis parallel to the axes of pivoting of the tilt arm. Each tilt sensor senses tilt of its location with respect to gravity, and the difference in tilt indicates air bag height.

Abstract: A method for operating active stabilizers in a motor vehicle includes an on-road mode and an off-road mode. In the on-road mode a stabilizer is activated and deactivated in dependence on operating parameters of the motor vehicle, in particular the travel speed and/or the lateral acceleration and/or a level sensor system, wherein in the activated state rolling motions of the vehicle are reduced by introducing torque into the stabilizer or stabilizers that counteracts the rolling motion. In the off-road mode, the stabilizer is deactivated up to a given travel speed or, in case of an alternate jouncing of the wheels, a control of the stabilizer is performed such that a downward force of the rebounding wheel is increased. Wheel slip may be used as a parameter when controlling the stabilizers. A motor vehicle having active stabilizers is also provided.

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: A height controlling apparatus for controlling at least one actual height as a relative position of (a) a body of a vehicle and (b) at least one wheel of the vehicle relative to each other, the apparatus including at least one height controlling actuator which changes the at least one actual height; and an actuator control device which controls the at least one height controlling actuator so that the at least one actual height approaches at least one target height.

Abstract: The present invention is a vehicle stability system that affords safe turn with higher speed as well as maximum brake performance and resists rollover by using one or more electrical and mechanical modes to shift the center of gravity of the vehicle into a more stable position in the event of a turn condition. A preferred embodiment of the present invention utilizes an active tilt control to tilt the vehicle in the opposite direction to the vehicle's natural inclination to tilt. A second preferred embodiment utilizes a shifting weight, that is a ballast or any heavy part of the vehicle to move the center of gravity toward to side of the vehicle tending to lift up during a tilt condition. The first and second preferred embodiments can be used alone or in combination to create a more dynamic stable condition for the vehicle in turn mode.

Abstract: A rollover control method and a system thereof for accurately predicting the occurrence of a rollover and protecting passengers therefrom.

Abstract: In a method for controlling the wheel suspension of a motor vehicle having an anti-roll bar for a front axle, an anti-roll bar connected to a rear axle, at least one sensor, one control unit and a circuit including an operating medium with a supply reservoir, a directional control device and an actuator for each anti-roll bar with each actuator being assigned a particular section of the circuit, different sections of the circuit are in control of different actuators so as to be actuated in opposite directions to one another as a function of vehicle operating conditions, in order to improve the traction of the vehicle on uneven underlying surfaces.

Abstract: A method of densensitizing includes determining a relative roll angle, determining when the vehicle is in a transitional maneuver, and when the vehicle is in a transitional maneuver, setting a roll signal for control to the relative roll angle, reducing control effort and controlling a safety system (38) correspondingly.

Abstract: In a stabilizer control apparatus for a vehicle, a stabilizer includes a pair of stabilizer bars disposed between a right wheel and a left wheel of the vehicle, and an actuator having an electric motor and a speed reducing mechanism disposed between the stabilizer bars. A turning determination device is provided for determining change in turning operation of the vehicle. And, a controller is provided for changing a control parameter of the electric motor in response to the result determined by the turning determination device, to control a torsional rigidity of the stabilizer. As for control parameters of the electric motor, may be employed a desired value of electric current for actuating the electric motor, for example.

Abstract: A system is disclosed for controlling the roll of a motor vehicle. The system comprises a selective lock connected between an unsprung portion of the vehicle and a sprung portion of the vehicle.

Abstract: In a stabilizer control apparatus for a vehicle, a stabilizer includes a pair of stabilizer bars disposed between a right wheel and a left wheel of the vehicle, and an actuator having an electric motor disposed between the stabilizer bars. A turning determination device is provided for determining a turning operation of the vehicle. And, a controller is provided for controlling the electric motor in response to the result determined by the turning determination device. The electric motor is substantially prohibited from being fed with electric current, when the turning operation of the vehicle is being decreased.

Abstract: In the operation of work machines of the type required to carry heavy loads over uneven ground conditions, it is oftentimes desirable to provide the work machine with a way to automatically maintain the chassis in a substantially horizontal condition. The present invention provides a work machine having a chassis and at least one elongate member having a first end rotatably coupled with the chassis. Also provided is a controller and a position sensor coupled to at least one of the elongate members which generates a position signal indicative of an orientation of the elongate member relative to the chassis and relays the position signal to the controller. The controller, in response to the position signal, determines an actual height of the chassis from the position signal and adjusts the actual chassis height to conform to a controller-inputted desired chassis height.

Abstract: A system is provided for use on large vehicles of the type wherein the vehicle frame (12) is supported on vehicle axle assemblies (14, 20, 22) through air bags (26, 30, 32), and each air bag has a lower end coupled to the lower end of an arm such as a swing arm (112) whose upper end is pivotally mounted on the frame. The height of the air bag is sensed by a pair of tilt sensors (50, 52), one on a tilt arm such as the swing arm (112), that has one end pivotally connected to the vehicle frame and an opposite end at least pivotally connected to the vehicle axle assembly. The other sensor senses tilt of the vehicle frame about an axis parallel to the axes of pivoting of the tilt arm. Each tilt sensor senses tilt of its location with respect to gravity, and the difference in tilt indicates air bag height.

Abstract: An active suspension system for a vehicle including elements for developing and executing a trajectory plan responsive to the path on which the vehicle is traveling. The system may include a location system for locating the vehicle, and a system for retrieving a road profile corresponding to the vehicle location.

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

Abstract: A rolling control apparatus and method for controlling rolling of a vehicle controls braking force applied to at least one wheel of the vehicle. The apparatus and method set a target roll angle of the vehicle based on a rolling state of the vehicle, calculate a total control quantity for achieving the target roll angle, based on a running condition of the vehicle, and control the braking force applied to each wheel of the vehicle, based on the total control quantity.

Abstract: The system is intended to have the ability to differentiate between various characteristic driving maneuvers, so that a special triggering algorithm of restraint devices can be initiated for each class of driving maneuvers. This system has an acceleration sensor that measures the acceleration of the vehicle in the direction of its vertical axis. A classifier is provided which, when the measured acceleration is above a threshold of 1 g, decides on a driving maneuver in which the vehicle lifts upward on one side, as when driving on a ramp. If the measured acceleration is between 0 g and 1 g, then the classifier decides on a driving maneuver during which the vehicle tips downward on one side, as when driving on a slope.

Abstract: A hydraulic system for a vehicle suspension, the hydraulic system being a portion of a roll control component of the vehicle suspension, the hydraulic system including a front hydraulic ram, a rear hydraulic ram, a first hydraulic volume extending, in use, between a first chamber of the front hydraulic ram and a first chamber of the rear hydraulic ram, a second hydraulic volume extending, in use, between a second chamber of the front hydraulic ram and a second chamber of the rear hydraulic ram, at least one accumulator in fluid communication with at least one hydraulic volume, and a fluid flow restrictor adapted to restrict the rate of fluid flow between the at least one accumulator and the corresponding at least one hydraulic volume during cornering of the vehicle.

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

Abstract: A vehicle suspension device having, for each suspension system, a suspension including a spring and a reversible electric actuator acting in parallel with the spring. The device includes provision for controlling the electric actuators of each of the suspension systems so that they each develop a force having two components: a damping component opposing the deflection speed and a trim correction component, the said trim correction components applying a trim correction torque to the suspended mass.

Abstract: A device for the suspension and for roll stabilization of motor vehicles achieves the required roll stiffness as well as the required lift stiffness without any additional springs by coordinating the ratio of the piston areas to the piston ring areas of the spring cylinders with simultaneous active engagement by an actuator integrated between the cross-wired lines.

Abstract: A device for stabilizing a vehicle is described. For this purpose, the device includes first determination device with which at least two vehicle motion quantities describing the vehicle motion, in particular in the direction transverse to the vehicle, are determined. Furthermore, the device includes second determination device with which a characteristic quantity is determined for each of the vehicle motion quantities. The second determination includes an adjustment device with the help of which the variation over time of the characteristic quantities is adjusted to the vehicle's behavior. In addition, the device device includes a control device with which intervention quantities are determined at least as a function of the vehicle motion quantities and the characteristic quantities, which are supplied to an actuator system for performing at least brake interventions and/or engine interventions with which the vehicle is stabilized.

Abstract: A method and system of activating a safety device of a vehicle having x, y and z-axes. The method includes generating a y-acceleration signal representative of the acceleration of the vehicle in the y-axis, generating an angular-rate signal representative of the angular velocity of the vehicle with respect to the x-axis, calculating a vehicle angle having a relationship to the angular-rate signal and being representative of the angle of the vehicle about the x-axis, determining an angular-rate threshold having a relationship to the vehicle angle and the y-acceleration signal, comparing the angular-rate signal to the angular-rate threshold, and activating a safety device when the magnitude of the angular-rate signal is greater than the angular-rate threshold.

Abstract: A method for improving side roll, initially based on a conceivably unfavorable motor vehicle load to indicate a stability-critical transversal acceleration or related variable when the vehicle begins to travel. By observing the motor vehicle during travel, information on real mass distribution can be obtained. Whenever there is a danger of tilting during cornering, braking occurs in at least the front wheel that is located towards the outside of the bend, resulting in a reduction of lateral forces and transversal acceleration. An additional active motor vehicle suspension can also be provided.

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

Abstract: An apparatus for controlling a semi-active suspension system of a vehicle including at least one shock absorber using magneto-rheological fluids. The shock absorber has a rebound valve and a compression valve which are configured such that damping forces of the shock absorber generated in rebound strokes and compression strokes being controlled independently. The apparatus comprises a normal driving control unit for determining a ride value (Sride) and a filtered vehicular vertical velocity (vi) based on a vertical vehicular acceleration, an anti-roll control unit for determining a roll value (Sroll) based on a velocity and a steering angle of the vehicle, and a damping force adjusting unit for controlling the rebound valve and the compression valve of the shock absorber based on the roll value (Sroll), the ride value (Sride) and the filtered vehicular vertical velocity (vi) under a predetermined condition.

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

Abstract: A device for estimating a rolling condition of a body of a vehicle having: a unit for estimating a first quantity (&phgr;, &ggr;V, Gy, Ff) corresponding to roll angle (&phgr;) of the vehicle body around a rolling axis; a unit for estimating a second quantity corresponding to a change rate (&phgr;) of the roll angle of the vehicle body; a unit for estimating a third quantity indicating a relative magnitude (&phgr;/&phgr;limit, &ggr;V/(&ggr;V)limit, Gy/Gylimit, Ff/Fflimit) of the first quantity with reference to a first limit value predetermined therefor; a unit for estimating a fourth quantity indicating a relative magnitude (&phgr;/&phgr;limit) of the second quantity with reference to a second limit value predetermined therefor; and a unit for estimating the rolling condition as a combination of the third and fourth quantities such that the rolling condition is intensified along with increase of the third quantity as well as increase of the fourth quantity.

Abstract: A wheel support assembly comprising a leg coupled to a wheel and rotatably coupled within a journal, wherein the end of the leg opposite the wheel is provided with a lateral planar surface, and a base plate is provided over the journal with a collar secured to the base plate and having a substantially flat surface is secured around the inner leg with the substantially flat surface provided over the planar surface. The wheel support assembly is also provided with a spring secured to a spring plate and means for rotating the base plate relative to the spring plate.

Abstract: An axle assembly with level control, in particular with a pneumatic suspension. Changes in level which may, if appropriate, become necessary on both vehicle sides take place incrementally and with continuous alternation between the vehicle sides, i.e. the left-hand and right-hand vehicle sides are alternately raised or lowered.

Abstract: In an active roll control system for a vehicle, anti-roll bars (26, 30) are provided with actuators (28, 32) which can provide a torque in the anti-roll bars to control vehicle body roll. Under certain cornering conditions when the vehicle is liable to over-steer, the pressure supply to the actuators is pulsed so that the front wheels of the vehicle tend to break away more easily, thereby reducing over-steer.

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

Abstract: A vehicle suspension system control unit (40) is arranged to determine from a lateral accelerometer (42) and vehicle speed sensor (44) when the vehicle is executing a series of opposite turns in a slalom type manner which are likely to cause a build-up of body roll. In this situation the roll control system is modified from a regime in which some body roll is allowed, to a regime in which body roll is substantially prevented thereby to prevent the build up of body roll during slalom type maneuvers.

Abstract: A stabilizer arrangement for a motor vehicle for coupling two wheels of a vehicle axle line includes a first stabilizer part assigned to one wheel and a second stabilizer part assigned to the other wheel. An actuator couples the stabilizer parts and makes possible a pretensioning of the stabilizer parts. The first stabilizer part is connected non-rotationally with a first actuator connection and the second stabilizer part is connected non-rotationally with a second actuator connection. In order to provide stabilizer arrangements which can be used within the scope of large-scale production, at least one of the stabilizer parts is connected either directly with the associated actuator connection by a self-welded connection, such as friction welded connection or a laser welded connection, or is connected indirectly with the associated actuator connection over a coupling element, connected non-rotationally with the stabilizer part.

Abstract: A method for improving the traction between a road surface and a motor vehicle having a pair of front wheels and a pair of rear wheels which engage the road, each front wheel mounted on a front axle, each rear wheel mounted on a rear axle, one of the axles being a driven axle, and a two-part undercarriage roll stabilizer system including a front and a rear undercarriage stabilizer, each the undercarriage stabilizer comprising an actuating drive operatively coupled to a the pair of wheels, and for reducing the stopping distance along the road in which the motor vehicle can be stopped. The method includes: determining a coefficient of friction between at least two wheels and the road surface; comparing the coefficients of friction; and tensioning the actuating drives diagonally, the wheel contact forces between diagonally opposite wheels and the road surface thereby being one of increased and decreased in response to the determined coefficient of friction between a wheel and the road surface.

Abstract: A vehicle rollover sensing apparatus and method are provided for detecting an overturn condition of the vehicle. The rollover sensing apparatus includes an angular rate sensor for sensing attitude rate of change of a vehicle and producing an output signal indicative thereof. The rollover sensing apparatus also has an integrator for integrating the sensed attitude rate of change signal over a variable time window and producing an attitude angle. The rollover sensing apparatus further includes a deployment logic for comparing the attitude angle and attitude rate of change to a pair of variable threshold value with a gray-zone that varies based on time, and an output for deploying a vehicle overturn condition signal based on the comparison. Adaptive bias removal and output minimum logic reduces bias and noise associated with the sensed signal.

Abstract: A suspension system (20) controls the amount of compressible fluid (42) within struts (28) to determine spring rate coefficients (Ks) and dampening coefficients (Bs) for the struts (28). The spring rate and dampening coefficients (Ks, Bs) are selected to provide forces (F) which are a sum of several components, which include a desired target static force (Fd) for balancing various forces acting upon a vehicle chassis, comparison of the target strut force (Fd) to the actual force (F) applied by the respective struts (28), comparison of velocity ({dot over (z)}5) of the chassis relative to a selected reference datum, and a ride height error (erh). Frequency dependant filtering decreases the spring rate coefficients (Ks) when changes in position (Zs) are detected at frequencies (&ohgr;) beneath a threshold level (&ohgr;K), and decreases the dampening coefficients (Bs) when changes in velocity ({dot over (z)}s) are detected at frequencies (&ohgr;) above a threshold level (&ohgr;B).

Abstract: An X-type hydro-pneumatic vehicle suspension system has diagonally opposite wheel support cylinders cross connected rod side to bore side to make a pair of discrete hydraulic circuits for each pair of diagonally opposite wheels of the vehicle. Each discrete circuit has two gas charged accumulators, one near the front and one near the rear. The gas chambers of accumulators in the two pairs of discrete hydraulic circuits are connected in a variety of ways to equalize pressures between the pairs of circuits.

Abstract: A vehicle roll rigidity control device comprises a control unit and an actuator which can adjust an attenuation force installed between the vehicle front wheel and body. The control unit reduces the attenuation force of the actuator and increases the ability of the vehicle to turn around when the vehicle is in a turn transient state. When the sequential steering operation to the left and right is performed, the controller increases the attenuation force of the actuator and increase the roll rigidity of the front wheels.

Abstract: A roll control system for installation between axially aligned wheels of a motor vehicle, the roll control system comprising a torsion bar; a first hydraulic actuator attached to one end of the torsion bar and attachable to one of the wheels; a second hydraulic actuator attached to the other end of the torsion bar and attachable to the other wheel; and an electronic control unit monitoring one or more predetermined vehicle operating conditions; wherein the first and second hydraulic actuators are substantially identical, each comprising a compression chamber containing hydraulic fluid, a rebound chamber containing hydraulic fluid, a movable piston between and fluidly isolating the compression chamber and the rebound chamber, a piston rod connected to the piston and extending through the rebound chamber, a gas chamber containing pressurised gas acting on the hydraulic fluid in the rebound chamber, and an electrically operated valve between the compression chamber and the rebound chamber and actuated by the con

Abstract: A driving stabilizer has a rotary actuator located between spider parts supporting stabilizer arms. Flanges associated with the spider parts and supported by the spider parts form end covers of the rotary actuator. A central part adjacent to the flanges includes an outer body formed by an annular jacket spanning a gap between the flanges and an inner body. The outer body and inner body are mutually rotatable and axially secured with respect to one another and each non-rotatably connected to a respective one of the spider parts via a respective one of the flanges.

Abstract: 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 first hydraulic actuator (24) attached to one end (28) of the torsion bar and attachable to one of the wheels; a second hydraulic actuator (24) attached to the other end (28) of the torsion bar and attachable to the other wheel; and an electronic control unit (26) monitoring one or more predetermined vehicle operating conditions; wherein the first and second hydraulic actuators are substantially identical, each comprising a compression chamber (30) containing hydraulic fluid, a rebound chamber (32) containing hydraulic fluid, a movable piston (34) between and fluidly isolating the compression chamber and the rebound chamber, a piston rod (58) connected to the piston and extending through the rebound chamber, a gas chamber (38) containing pressurised gas acting on the hydraulic fluid in the compression chamber, a compressible spring means (80) biasing the pisto

Abstract: A tilting-body vehicle, in which the control system for the body tilt comprises an emergency system. In the event of a failure of a normally effective main system, the emergency system permits an emergency operation at least for a limited time. Three body positions are made possible depending on the transverse acceleration of the vehicle: namely, maximum tilt to the left, upright position and maximum tilt to the right. The emergency system is controlled via an inertia mass.

Abstract: An X type hydro-pneumatic vehicle suspension system has diagonally opposite wheel support cylinders cross connected rod side to bore side to make a pair of discrete hydraulic circuits for each pair of diagonally opposite wheels of the vehicle. Each discrete circuit has two gas charged accumulators, one near the front and one near the rear. The gas chambers of accumulators in the two pairs of discrete hydraulic circuits are connected in a variety of ways to equalize pressures between the pairs of circuits.

Abstract: A vehicle suspension system comprising a hydraulic roll control actuator 4 controlled by a hydraulic circuit 10. The circuit 10 includes a valve block having a pressure line 18a supplied by a pump 12 and a return line 20a, and a pressure control valve 22 for controlling the flow of hydraulic fluid from the pressure line 18a to the return line 20 to control the hydraulic pressure drop between them. Two actuation control valves 24, 26 allow connection of the actuators between the pressure and return lines to control the actuating force produced by the actuators. A control unit 30 is arranged to connect the actuators 4 only when the desired actuating force is greater than a minimum value corresponding to a minimum pressure drop which can be produced by the pressure control valve 22, and to determine the minimum pressure drop from measurement of the temperature of a part of the hydraulic system.

Abstract: A hydraulic shock system adapter apparatus for use in combination with a pre-existing shock system and pre-existing steering arm which are typically installed on a vehicle. With the apparatus being actuated by the steering arm and automatically increases dampening compression on the outside shock and decreases dampening compression on the inside shock when the vehicle is turned.

Abstract: A suspension system for a vehicle includes a wheel carrier for rotatably supporting a wheel, an upper control link having a first end coupled to an upper end of the wheel carrier and a second end proximal to a vehicle body, a lower control link having a second end coupled to a lower end of the wheel carrier and a second end proximal to the vehicle body, a reciprocating hydraulic actuator disposed such that its reciprocating motion becomes perpendicular to a vertical direction of the vehicle body, a converter for converting the reciprocating motion of the reciprocating hydraulic actuator into an up-and-own motion of the upper and lower control links, and an electronic control part for controlling an operation of the reciprocating hydraulic actuator in accordance with a driving condition of the vehicle.

Abstract: A vehicle roll stabilizing system uses front and rear stabilizer assemblies (23, 24) which each use a stabilizer bar (24) and a hydraulic ram (33, 35) to resist vehicle roll. Selector valves (43, 44) select pressure from a pump (36) or return hydraulic oil to a reservoir (37) according to 4 modes, two of which the selector valve is in an on and an off condition, respectively. A diverter valve (73) operates to control the pump pressure in proportion to lateral acceleration to provide an actuator effort which resists roll during vehicle cornering. This effort is provided up to a limit equivalent to a lateral acceleration of approximately 0.4 g after which roll is allowed to increase, either by keeping the pump pressure (and hence effort) constant or by increasing the pump pressure at a reduced rate.