Abstract: A vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch. The clutch includes a moving element 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. The clutch is configured to transmit torque from one of the stabilizer bar members to the other stabilizer bar member concentrically about the axis. A method for operating a vehicle stabilizer bar assembly is also provided.

Abstract: An improve spring rate of a stabilizer is provided with an extended spring length. An inner rotary part (4) of an oscillating motor (2) and a second stabilizer part (1) are connected to one another with a non-positive connection (force transmitting friction connection) designed such that the axial center of the force-transmitting length of the second stabilizer part (1) and the axial center of the force-transmitting length of the inner rotary part (4) are located on a common radial plane. The non-positive connection between the inner rotary part (4) and a fitting cylinder (14) of the second stabilizer part (1) is formed either from a shrunk-on fit or a toothed part (21) and a fitting part (22), wherein the toothed part (21) and the fitting part (22) are likewise shrunk on.

Abstract: A stabilizer apparatus including: (a) torsion bars; (b) a cylinder device including a movable piston and cooperating with the piston to define a fluid chamber accommodating therein a working fluid; and (c) a mechanism configured to hold the piston in a movement end position when the torsion bars are positioned in a neutral angular position, move the piston away from the movement end position when the torsion bars are rotated away from the neutral angular position, and move the piston toward the movement end position when the torsion bars are rotated toward the neutral angular position. The apparatus is capable of switching between a state that allows the piston to be moved in both the opposite directions by allowing outflow and inflow of the working fluid from and into the fluid chamber and another state that allows the piston to be moved only toward the movement end position by allowing only one of the outflow and inflow of the working fluid.

Abstract: A stabilizer system for a vehicle, including: (a) a stabilizer bar (28) including (a-1) a torsion bar portion (90), and (a-2) an arm portion (92) that extends from the torsion bar portion toward a wheel (12) of the vehicle; and (b) an actuator (32) including (b-1) a motor (40), and (b-2) a speed reducer (42) that reduces a speed of the motor while transmitting a force of the motor to the torsion bar portion of the stabilizer bar. The stabilizer bar generates a stabilizing force which is dependent on a reaction generated as a result of torsion of the torsion bar portion, and which forces the wheel and the vehicle body in a direction toward each other or a direction away from each other. The actuator allows the stabilizer bar to generate the stabilizing force whose magnitude is dependent on a magnitude of the motor force and is changeable depending on an amount of rotation of the torsion bar portion.

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: An active vibration insulator includes an electromagnetic actuator, a controller, and a bad-roads processor. The electromagnetic actuator generates vibrating forces depending on electric-current supplies. The controller carries out vibrating-forces generation control. In the vibrating-forces generation control, the electric-current supplies are made variable so as to actively inhibit vibrations generated by an on-vehicle vibration generating source of a vehicle from transmitting to a specific part of the vehicle based on cyclic pulsating signals output from the on-vehicle vibration generating source. Thus, the controller lets the electromagnetic actuator generate the vibrating forces. The bad-roads processor stops the vibrating-forces generation control effected by the controller when the vehicle travels on bad roads.

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 stabilizer system for a vehicle including: a stabilizer apparatus which includes: a stabilizer bar connected at opposite ends thereof to respective wheel holding members which respectively hold left and right wheels of the vehicle; and an actuator which changes rigidity of the stabilizer bar in accordance with an operational amount of the actuator from a neutral position; and a control device which determines a target operational amount of the actuator based on a roll-moment-index amount indicative of roll moment that acts on a body of the vehicle, wherein the control device determines the target operational amount such that the target operational amount is made different for different directions of the roll moment that acts on the body of the vehicle and controls an operation of the actuator based on the determined target operational amount.

Abstract: A stabilizer is provided for a motor vehicle with two shafts (2, 3), which extend in the transverse direction of the vehicle, can be coupled with one another via a mechanical coupling (40) and are in functional connection with wheels of the motor vehicle with their ends facing away from the coupling (40). A first shaft is connected to a first coupling portion designed as a locking disk and a second shaft is connected to a second coupling portion, which cooperates with the locking disk (7) and is designed as a locking device (8).

Abstract: An actuator is provided for a two-part stabilizer, which builds up a spring rate in its opened position. A hydraulic absorbing unit (9) is arranged on the axle of the switchable coupling unit (8). The absorbing unit is connected to one stabilizer part (4), on the one hand, and to the other stabilizer part (5), on the other hand. The absorbing unit forms at least one pressure chamber (32) and a suction chamber (33) and assumes a blocked position in the locked position of the switchable coupling (8) and counteracts the relative twisting motion between the two stabilizer parts (4, 5) at a hydraulic spring rate in the opened position of the switchable coupling (8).

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: In a stabilizer control apparatus for controlling a torsional rigidity of a stabilizer of a vehicle, an actual lateral acceleration and a calculated lateral acceleration are obtained. Then, influence amount caused by the calculated lateral acceleration is set to be greater than influence amount caused by the actual lateral acceleration, when the vehicle is moving straight, whereas the influence amount caused by the actual lateral acceleration is set to be increased, with the turning operation of the vehicle being increased, to actively control the rolling motion of the vehicle body.

Abstract: A method and system for coordinating a vehicle stability control system with a suspension damper control sub-system includes a plurality of dampers, each of which are controlled directly by the suspension damper control sub-system. A plurality of sensors sense a plurality of vehicle parameters. A supervisory controller generates vehicle damper commands based on the plurality of vehicle parameters for each of the dampers. A damper controller in electrical communication with the supervisory controller receives the vehicle damper commands and generates sub-system damper commands based on a portion of the plurality of vehicle parameters for each of the dampers. The damper controller also determines if any of the vehicle damper commands for any one of the dampers has authority over the corresponding sub-system damper command.

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: A reduction gear includes a rotatable carrier, a ring gear rotatably fitted in an offset supporting hole in the carrier, and first and second sun gears having first and second outer teeth meshed with first and second inner teeth of the ring gear, respectively. The rotation of the carrier is reduced in speed and outputted as relative rotation of the first and second sun gears. Thus, it is possible to secure a large reduction ratio although in a small structure having a small number of components. Also, it is possible to change the reduction ratio by a slight design change of the number of teeth in one or both of the outer teeth of the first and second sun gears, thereby improving the versatility.

Abstract: A stabilizer system for a vehicle includes a stabilizer bar and an actuator and that executes a control actively changing stiffness of the stabilizer bar in accordance with roll moment acting on a body of the vehicle. Each of a situation in which the vehicle is running straightforward and a situation in which a torque generating direction of a motor of the actuator changes in opposite direction plural times is identified as a specific situation. In the specific situation, a control of changing an operation mode of the motor such that presence or absence of occurrence of resistance of the actuator against its operation by external input force is changeable, and a control of limiting a supply current to the motor such that the torque generating direction of the motor is inhibited from coinciding with a direction away from a neutral position are executed.

Abstract: Apparatus for the active stabilization of the rolling of a vehicle that has at least two axles that each have at least two wheels. The axles are each equipped with a transverse stabilizer that is hydraulically actuated by a directional control valve. The transverse stabilizers are operated by respective hydraulic motors. A pressure supply pump applies different hydraulic pressure levels through respective pressure limiting valves. The directional control valve is actuated hydraulically by a directly controlled control valve.

Abstract: A stabilizer system including stabilizer control portions which change respective elastic forces of front-wheel-side and rear-wheel-side stabilizer bars. When an abnormality occurs to one of the stabilizer control portions, the other control portion is controlled according to a changed control rule corresponding to the abnormality. In the case where the front-wheel-side stabilizer control portion 20 is abnormally fixed to a damping-force producing mode, the rear-wheel-side stabilizer control portion 22 is controlled to the damping-force producing mode. In the case where the front-wheel-side stabilizer control portion 20 is abnormally fixed to an elastic-force producing mode, the rear-wheel-side stabilizer control portion 22 is controlled according to a normal control rule. Since the control rule is changed according to the nature of the abnormality, the vehicle can enjoy improved running stability.

Abstract: A stabilizer system, for use in a vehicle, exhibiting an appropriate rolling-restraining effect to restrain rolling of a body of the vehicle. An electronic control unit includes a control-start-timing reference-relative-rotation-position determining portion that determines a reference relative-rotation position of two stabilizer bars from which a relative-rotation amount of the two stabilizer bars is counted when a rolling-restraining control is performed. In the stabilizer system, when a lateral acceleration exceeds a reference value, the rolling-restraining control is started; and a relative-rotation position of the two stabilizer bars when the lateral acceleration exceeds the reference value is determined as the reference relative-rotation position of the two stabilizer bars. Thus, an appropriate reference relative-rotation position of the two stabilizer bars can be easily determined and accordingly an appropriate rolling-restraining effect of the two stabilizer bars can be exhibited.

Abstract: A stabilizer system for a vehicle including: a stabilizer apparatus which includes: a stabilizer bar connected at opposite ends thereof to respective wheel holding members which respectively hold left and right wheels of the vehicle; and an actuator which changes rigidity of the stabilizer bar in accordance with an operational amount of the actuator from a neutral position; and a control device which determines a target operational amount of the actuator based on a roll-moment-index amount indicative of roll moment that acts on a body of the vehicle, wherein the control device determines the target operational amount such that the target operational amount is made different for different directions of the roll moment that acts on the body of the vehicle and controls an operation of the actuator based on the determined target operational amount.

Abstract: The invention relates to a method of producing a divided tube stabilizer having a swivel motor (2) mutually coupling two tube stabilizer halves (3, 4), a first tube stabilizer half (3) being non-rotatably connected with a first connection part (5) of the swivel motor, and a second stabilizer half (4) being non-rotatably connected with a second connection part (6) of the swivel motor (2). In order to achieve that the tube stabilizer halves can be easily linked in a non-rotatable manner with the connection parts of the swivel motor, the following process steps are suggested: a. The tube ends to be connected with the connection parts (5, 6) of the swivel motor (2) are expanded and upset in one working step by means of a mandrel (20); b. the tube stabilizer halves (3, 4) with the expanded and upset ends are shaped to their final shape by bending; c. the finished bent tube stabilizer halves (3, 4) are subjected to a heat treatment; d.

Abstract: The invention relates to a switchable stabilizer device for the axle of a motor vehicle. Herein, the actuating device comprises a roll stabilizer and an actuatorically switchable coupling device (6) with two clutch devices (7, 8) and a locking sleeve (9). According to the present invention, the stabilizer device is characterized by a shifting device for shifting the locking sleeve (9) by means of mechanical power transmission. Herein, the shifting device has a servo-electric transmission drive element (4). The present invention provides a robust and compact switchable roll stabilizer, which can be produced cost-efficiently. At the same time, the present invention allows for the actuatoric support of the opening movement as well as the locking movement of the stabilizer coupling with very short shifting times. The switchable stabilizer according to the present invention is suitable for motor vehicles, for example, which are employed off-road as well as on the road.

Abstract: A roll control actuator for a stabilizer bar includes an outer housing that is fixed to a first bar portion and a shaft that is fixed to a second bar portion. The shaft is helically connected to a piston that is received within an interior chamber formed inside the outer housing. The piston separates the interior chamber into first and second fluid chambers. An anti-rotation mechanism is fixed to the outer housing and cooperates with the piston to restrict the piston to axial movement relative to the outer housing. The first and second fluid chambers are selectively pressurized to control roll stiffness by moving the piston within the outer housing.

Abstract: A stabilizer system for a vehicle, including: (a) a stabilizer bar (28) including (a-1) a torsion bar portion (90), and (a-2) an arm portion (92) that extends from the torsion bar portion toward a wheel (12) of the vehicle; and (b) an actuator (32) including (b-1) a motor (40), and (b-2) a speed reducer (42) that reduces a speed of the motor while transmitting a force of the motor to the torsion bar portion of the stabilizer bar. The stabilizer bar generates a stabilizing force which is dependent on a reaction generated as a result of torsion of the torsion bar portion, and which forces the wheel and the vehicle body in a direction toward each other or a direction away from each other The actuator allows the stabilizer bar to generate the stabilizing force whose magnitude is dependent on a magnitude of the motor force and is changeable depending on an amount of rotation of the torsion bar portion.

Abstract: The invention is a panhard bar that can alter the tracking offset while the car is in motion, and allow the driver of the car the ability to change the tracking as the driver desires, thus improving the turning ability of the car as the track condition changes. The present invention mechanically lengthens or shortens the panhard bar thus moving the axle to the left or right. This then changes the tracking of the front to rear wheels. Adjusting means are placed in reach of the driver to accomplish the change. In another embodiment the adjustment means is not controlled by the driver, but rather by a characteristic reaction of the car. The adjustments means may respond to the front wheels turning to the left or right, to deceleration forces indicating a turn on the track is approaching, and to acceleration forces indicating the straightaway of the track is approaching.

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: An actuator is provided for a two-part stabilizer, which builds up a spring rate in its opened position. A hydraulic absorbing unit (9) is arranged on the axle of the switchable coupling unit (8). The absorbing unit is connected to one stabilizer part (4), on the one hand, and to the other stabilizer part (5), on the other hand. The absorbing unit forms at least one pressure chamber (32) and a suction chamber (33) and assumes a blocked position in the locked position of the switchable coupling (8) and counteracts the relative twisting motion between the two stabilizer parts (4, 5) at a hydraulic spring rate in the opened position of the switchable coupling (8).

Abstract: A pressure-medium actuated swivel motor includes a cylinder with closed ends and an inside surface with a pair of diametrically opposed axially extending ribs, and a motor shaft with a pair of diametrically opposed axially extending vanes, wherein the vanes and the ribs bound first and second pairs of diametrically opposed working chambers between the motor shaft and the cylinder. First and second pressure medium ports are connected to respective first and second pairs of working chambers, each pair being connected by an interconnection channel through the shaft. A movable separating element which divides a compensating space in the piston into a first and second compensating subspaces, wherein the first compensating subspace is connected to the first pair of working chambers, and the second compensating subspace is connected to the second pair of working chambers.

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

Abstract: A reduction gear includes a rotatable carrier, a ring gear rotatably fitted in an offset supporting hole in the carrier, and first and second sun gears having first and second outer teeth meshed with first and second inner teeth of the ring gear, respectively. The rotation of the carrier is reduced in speed and outputted as relative rotation of the first and second sun gears. Thus, it is possible to secure a large reduction ratio although in a small structure having a small number of components. Also, it is possible to change the reduction ratio by a slight design change of the number of teeth in one or both of the outer teeth of the first and second sun gears, thereby improving the versatility.

Abstract: A stabilizer control device for a vehicle includes a first and second stabilizer bars, a housing fixed to an end portion of the second stabilizer bar so as to arrange an end portion of the first stabilizer bar adjacent to the end portion of the second stabilizer bar, a rotational torque reducing mechanism having an input portion fixed to the first stabilizer bar and the housing and reducing a relative rotational torque between the housing and the first stabilizer bar and outputting, a hollow member including the first stabilizer bar so as to rotatably support the first stabilizer bar within the housing and fixed with an output portion of the rotational torque reducing mechanism so as to rotatably support the output portion within the housing, and a clutch mechanism arranged between the hollow member and the housing for engaging and disengaging therebetween.

Abstract: The present invention relates to an active, divided stabilizer for of motor vehicle having an installed electric pivot motor for roll regulation, which comprises at least one actuating drive made of electric motor and pivot motor transmission and a housing, at least one housing part being connected to an associated stabilizer part for torque transmission. The present invention is distinguished in that the housing part has an axially oriented, central recess, into which the stabilizer part extends essentially up to its end, and the connection for torque transmission between the housing part and the associated stabilizer part is located there.

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

Abstract: To provide a small-sized stabilizer control apparatus for actively restraining a roll of a vehicle body within an output range of an electric motor, and certainly providing a torsion spring characteristic inherently owned by a stabilizer bar, if the output exceeds the range. A stabilizer actuator having an electric motor and a speed reducing mechanism is disposed between a pair of stabilizer bars disposed between a right wheel and a left wheel. The inverse of the product of a normal efficiency and a reverse efficiency of the speed reducing mechanism {1/(?P·?N)} is equal to or greater than 1.17 and equal to or smaller than 3.75, and the output of the electric motor is controlled to be held or reduced, when the turning state has come to be out of such a range that the rolling motion of the vehicle body can be actively controlled.

Abstract: An improve spring rate of a stabilizer is provided with an extended spring length. An inner rotary part (4) of an oscillating motor (2) and a second stabilizer part (1) are connected to one another with a non-positive connection (force transmitting friction connection) designed such that the axial center of the force-transmitting length of the second stabilizer part (1) and the axial center of the force-transmitting length of the inner rotary part (4) are located on a common radial plane. The non-positive connection between the inner rotary part (4) and a fitting cylinder (14) of the second stabilizer part (1) is formed either from a shrunk-on fit or a toothed part (21) and a fitting part (22), wherein the toothed part (21) and the fitting part (22) are likewise shrunk on.

Abstract: A stabilizer assembly for a motor vehicle, including a first stabilizer and a second stabilizer, which are rotatable relative to each other, is characterized in that each stabilizer is engaged by one linear actuator each.

Abstract: A stabilizer control device includes a pair of stabilizer bar positioned between right, left wheels of a vehicle, an electric motor, an actuator positioned between said pair of the stabilizer bar, the actuator comprising the electric motor, and a control means for controlling the electric motor in accordance with a turning state of the vehicle. At least one motor relay positioned in parallel with corresponding number of coil of the electric motor. The motor relay is short circuited when electric power is not supplied to the electric motor.

Abstract: An apparatus for controlling stiffness of an anti-roll bar for a vehicle includes an anti-roll bar provided with piezoelectric ceramics, the anti-roll bar interconnecting both lower arms of a vehicle suspension system, a power converter connected to a power supply to change an amount of electric power and to supply the electric power to the piezoelectric ceramics of the anti-roll bar, and a controller connected to the power converter to calculate an amount of the electric power needed for providing the piezoelectric ceramics with optimal stiffness based on previously stored vehicle speed and steering angle in response to data detected by a vehicle speed sensor and a steering angle sensor and to control the power converter such that the calculated electric power can be supplied to the piezoelectric ceramics.

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 stabilizer control device includes a stabilizer having torsion bars and a brushless motor having an exciting coil, a rotating direction switching device switching a rotating direction of the brushless motor, an excitation control device for controlling power supplied to the exciting coil, a vehicle state detecting device, a rotating state detecting device, a roll control device for reducing a rolling movement of the vehicle, a brake mode by which all the switching elements of one of the first switching element group and the second switching element group are controlled to be in a conducting state, and all the switching elements of the other of the first switching element group and the second switching element group are controlled to be in a non-conducting state; and a brake mode executing device for executing the brake mode in accordance with the state of the roll control device.

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

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

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

Abstract: A roll control system for a vehicle is disclosed. The roll control system includes front and rear stabilizer bars, first and second magnetorheological actuators, and an electronic control system. The first magnetorheological actuator is disposed between the front stabilizer bar and the front suspension on one side of the vehicle, and a first droplink is disposed between the front stabilizer bar and the front suspension on the other side of the vehicle. The second magnetorheological actuator is disposed between the rear stabilizer bar and the rear suspension on one side of the vehicle, and a second droplink is disposed between the rear stabilizer bar and the rear suspension on the other side of the vehicle. The electronic control system is responsive to a vehicle operating characteristic and is in signal communication with the first and second magnetorheological actuators.

Abstract: An adjustable stabilizer bar assembly is disclosed. An adjustable stabilizer bar assembly includes a cylindrical housing, a first primary half bar, a splined cylindrical housing, a second primary half bar, a splined torsion bar and a slidable assembly. The primary and secondary half bars are mounted to a vehicle suspension via the cylindrical housings. The splined torsion bar is disposed between the two cylindrical housings. The assembly allows for adjustable multi-rate stabilization means made by either the driver or an automatic control system, which may sense vehicle velocity, lateral acceleration or any other suitable operating variable.

Abstract: A stabilizer system for a vehicle including: a pair of stabilizer apparatus provided for a front-wheel side and a rear-wheel side of the vehicle, each including a stabilizer bar connected at its opposite ends to respective wheel holding members for supporting left and right wheels, an actuator which includes an electric motor and which changes, by an operation of the motor, roll-restraining force exerted by the stabilizer bar, and a driver disposed between the motor and an electric power source for driving the motor; and a control device which controls the motor of each stabilizer apparatus via the driver and thereby controls an operation of the actuator, wherein the control device includes an under-both-driver-no-power-supply-state control portion which controls at least one of the drivers of the two stabilizer apparatus to be placed into a phase-interconnection operation state in which terminals of respective phases of the motor are electrically connected to each other, when both of the drivers of the two s

Abstract: An Active Roll Control System for a motor vehicle that utilizes small valves to control large flows. Flow is supplied by a hydraulic pump which is powered in some fashion by the motor vehicle. Flow is directed to the actuators by a three-position-four-way valve that is controlled by two pairs of small ABS style solenoid valves. This allows for a minimum of power to be supplied by the vehicle to operate the system. Also, this valve arrangement allows a desirable failure mode whereby hydraulic fluid is locked into the hydraulic actuators, there by locking in the anti-roll bar in case of a system failure.

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: To provide a small-sized stabilizer control apparatus for actively restraining a roll of a vehicle body within an output range of an electric motor, and certainly providing a torsion spring characteristic inherently owned by a stabilizer bar, if the output exceeds the range. A stabilizer actuator having an electric motor and a speed reducing mechanism is disposed between a pair of stabilizer bars disposed between a right wheel and a left wheel. The inverse of the product of a normal efficiency and a reverse efficiency of the speed reducing mechanism {1/(?P·?N)} is equal to or greater than 1.17 and equal to or smaller than 3.75, and the output of the electric motor is controlled to be held or reduced, when the turning state has come to be out of such a range that the rolling motion of the vehicle body can be actively controlled.