71 results about "Anti-roll bar" patented technology

A roll stability control system (18) for an automotive vehicle (10) includes an active anti-roll bar system (62) and a rollover sensor (40) that generates a roll attitude signal indicative of a pending rollover of the vehicle. A controller (26) controls the active anti-roll bar system (62) to prevent the vehicle from rolling over in response to the roll attitude signal. The controller (26) may also control a brake system (60). The brake system may be used in addition to the active anti-roll bar system to prevent rollover of the vehicle.

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

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.

The invention provides a self compensation floating swing arm independent suspension system, comprising a self compensation floating swing arm independent suspension device and a centrifugal force control scissors-type anti-roll bar device. The two mechanisms can be used in combination or independently and are applicable to both front wheels and rear wheels. The self compensation floating swing arm independent suspension system guarantees that wheels perform line bounce along a vertical direction of a car body on various kinds of road surfaces when a car runs at a low speed or at a high speed or makes turns and guarantees maximum contact area between the wheels and the road surfaces, with the parameters of king pin angle, toe-in angle, camber angle, wheel track, and axle base being maintained the same as original parameters; and, when the car makes turns, the centrifugal force control scissors-type anti-roll bar device works automatically, offsets a roll force with a force equal to the roll force in magnitude and opposite to the roll force in direction, and enables the car body to lower automatically, thereby improving anti-roll capacity and realizing idealization of controllability, safety, stability and comfort of the car. The self compensation floating swing arm independent suspension system has a simple structure, excellent performance, and low cost, and is easy to realize.

A ladder is stabilized in a plurality of planes so it will not twist, slide or fall once it is in place. Telescoping legs are mounted on each side rail of the ladder, a cable system acts as a harness rail and an anti-roll bar is mounted on top of each side rail. The cable system allows the harness to be extended on an extension ladder.

A trailing arm suspension is provided for use in a heavy-duty vehicle. The suspension includes a frame and a pair of spaced apart trailing arms that each include a forward portion pivotally supported by the frame. The trailing arms extend longitudinally from the forward portion to a rearward portion. An anti-roll bar includes opposing end portions and a central portion transverse to and extending between the end portions. The end portions are respectively arranged longitudinally along a portion of the trailing arms and are pivotally secured respectively to the trailing arms. The end portions may be secured to the trailing arms by threaded fasteners and further supported on the trailing arm by a bracket having a bushing. At least a portion of the end portion is received in a pocket or channel in the trailing arm so that the end portion does not extend below the trailing arm.

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.

An adjustable anti-roll bar for a vehicle having a suspension that is moveable with respect to the vehicle chassis is disclosed, the adjustable anti-roll bar including a flexible member having a flexible member first side, a flexible member second side, a flexible member proximal end adapted to be coupled to said suspension and a flexible member distal end; a frame operably positioned on said flexible member first side; a sliding member operably positioned on said flexible member second side, said sliding member having a sliding member proximal end and a sliding member distal end, said sliding member proximal end defining a first fulcrum about which said flexible member will bend when said suspension applies force in a first direction to said flexible member proximal end; and an actuating member operably coupled to said sliding member, said actuating member operable to cause said sliding member to move with respect to said flexible member, whereby a position of said first fulcrum with respect to said flexible member moves and a spring rate of said adjustable anti-roll bar changes.

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

The present invention provides a heavy duty suspension system including a frame and a pair of spaced apart trailing arms. The trailing arms have at least a portion with an open bottom and flanges extending away from the opening. The trailing arm preferably has a generally U-shaped cross-section over a substantial portion of its length. An axle has opposing end portions pivotally supported respectively on the trailing arms. A V-rod includes first and second spaced apart ends extending to a common third end with the first and second ends preferably pivotally attached to the frame. The third end is preferably pivotally attached to the axle. The V-rod provides lateral stability and defines a pinion angle with the trailing arms. The trailing arms extend longitudinally from the forward portion to a rearward portion. An anti-roll bar includes opposing end portions and a central portion transverse to and extending between the end portions. The end portions are respectively arranged longitudinally along a portion of the trailing arms and are pivotally secured respectively to the trailing arms.

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.

The invention discloses an active anti-roll bar. The anti-roll bar comprises a left half anti-roll bar, a right half anti-roll bar, a left planetary gear set, a right planetary gear set, a magnetic powder clutch, a double-rotor motor and an ECU and is characterized in that the magnetic powder clutch comprises a drive end and a driven end, and the magnetic powder clutch selectively combines or separates the drive end and the driven end; the double-rotor motor comprises an inner rotor and an outer rotor, the inner rotor is connected to the drive end of the magnetic powder clutch and penetrates the magnetic powder clutch to be connected with the sun gear of the left planetary gear set, the leading-out end of the outer rotor is connected with the driven end of the magnetic powder clutch through a flange and a bolt, and the other output end of the outer rotor is connected with the sun gear of the right planetary gear set; the ECU is electrically connected with the double-rotor motor and themagnetic powder clutch. The active anti-roll bar has the advantages that suspension roll angle rigidity can be changed actively and steplessly, whole-vehicle high-speed roll stability, whole-vehiclelow-speed suspension comfortableness and a system failure protecting function are also achieved, independent travel control of a left suspension and a right suspension can be achieved, active roll canbe achieved, and vehicle body lateral collision passive safety is increased.

The present invention provides a heavy duty suspension system including a frame and a pair of spaced apart trailing arms. The trailing arms have at least a portion with an open bottom and flanges extending away from the opening. The trailing arm preferably has a generally U-shaped cross-section over a substantial portion of its length. An axle has opposing end portions pivotally supported respectively on the trailing arms. A V-rod includes first and second spaced apart ends extending to a common third end with the first and second ends preferably pivotally attached to the frame. The third end is preferably pivotally attached to the axle. The V-rod provides lateral stability and defines a pinion angle with the trailing arms. The trailing arms extend longitudinally from the forward portion to a rearward portion. An anti-roll bar includes opposing end portions and a central portion transverse to and extending between the end portions. The end portions are respectively arranged longitudinally along a portion of the trailing arms and are pivotally secured respectively to the trailing arms.

The invention discloses an electronic control separate type active anti-roll bar and an anti-side-roll method. The active anti-roll bar comprises a left torsion bar, a right torsion bar, an active control module, a relative displacement sensor and a steering wheel angle sensor. The active control module comprises an ECU, a torque motor, a left drive straight gear, a right drive straight gear, a left drive bevel gear, a right drive bevel gear, a left driven bevel gear, a right driven bevel gear, a left torsion bar gear, a right torsion bar gear, a planetary gear, a left electromagnetic clutch, a planetary gear electromagnetic clutch and a right electromagnetic clutch. The running working conditions of a car are detected through the relative displacement sensor and the steering wheel angle sensor. The functions of unilateral active side roll prevention, double-side active side roll prevention and passive side roll prevention are achieved according to the side roll preventing requirements of the different running working conditions.

A suspension system for a cab of an off-road vehicle includes a superstructure configured to receive a cab frame. The superstructure forms a framework, the corners of which receive suspension assemblies and dampers. The suspension assemblies include one or more springs or resilient elements to resist suspension motion, and the dampers provide dampening of the motion. Lateral and longitudinal suspension motions are resisted by links between the corners of the superstructure. An anti-roll bar reduces roll. The entire suspension system may be pre-assembled and then joined to the vehicle chassis frame. The cab frame may then be placed on the suspension system. Parts of the suspension system may interface with and be housed by roll-over protective structures.

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.

An anti-roll bar device with a variable rigidity has a first arm assembly having multiple first joining units, a second arm assembly having multiple second joining units, and a variable rigidity unit mounted between the first arm assembly and the second arm assembly and having multiple abutment portions and a variable rigidity coefficient. The first and second joining units are staggered with each other annularly and abut the abutment portions. When a vehicle passes a bumpy terrain, a slight force is exerted on the variable rigidity unit and is absorbed by the variable rigidity unit, such that the vehicle can be kept from tilting and shaking up and down. When the vehicle is in cornering, a larger force is exerted on the variable rigidity unit to increase a rigidity of the variable rigidity unit, such that the variable rigidity unit can transfer torques to keep the vehicle from tilting.

An anti roll bar assembly is provided having opposing over tubes that are fixed to a torsional spring at both ends. The torsional spring is suspended within a main support tube which also rotatably receives each over tube. Torque arms are fabricated to be positioned along each over tube such that an inter torque arm width is less than a torsional spring length.

A suspension system for providing a suspension between wheels and a frame of a vehicle is provided. The system includes an arm beam pivotally mounted to the frame at its proximate end and coupled at its distal end to a guiding assembly enabling the arm beam to pivot in a vertical direction and to be restrained in lateral directions perpendicular to the vertical direction. The arm beam includes: (a) a spring and damper assembly near its distal end for providing a dampened resilient mount for the suspension; (b) a wheel axle beam coupled to the arm beam for bearing a load borne by the wheels transmitted directly in-line with a central axis of the spring and damper assembly; and (c) a stabilizer coupled between the arm beam and the frame, the stabilizer resisting a lateral rolling motion of the vehicle. The stabilizer is included between the proximate end of the arm beams and their damper and spring assemblies for rendering the system more compact.

The invention discloses a traction connecting rod mechanism for railway vehicles. A traction rod assembly, a power-assisted steering device and an overload protection device are arranged on an anti-roll bar assembly; one end of the traction rod assembly is connected with the anti-roll bar assembly; two ends of the power-assisted steering device and the overload protection device are respectively connected with one group of anti-roll bar assemblies. An oil pressure spring in an oil pressure spring assembly mounted between the two groups of anti-roll bar assemblies always provides tension outwards, and the turning power of the traction connecting rod mechanism can be increased, so that the vehicles are easy to turn; and moreover, the oil pressure spring is an elastic part and is capable of buffering acting force of the rails on a bogie while turning, so that the bogie can be well protected. A transverse casing in a transverse connecting rod assembly mounted between two groups of anti-roll bar assemblies can be automatically broken when a vehicle load is extremely high, so that the frame is prevented from being damaged.

The invention discloses an electric stretchable door stopper, wherein a stretchable device comprises a spiral driving rod (5), a spiral stretchable cover (1) and a plastic sliding sleeve (3); the spiral stretchable cover (1) is provided with a limiting anti-roll bar (4), the plastic sliding sleeve (3) is provided with a limiting anti-roll groove (13), the spiral driving rod (5) is connected with the spiral stretchable cover (1) through a thread, and the plastic sliding sleeve (3) is installed outside the spiral stretchable cover (1). Limiters (2) and (14) are arranged at both ends of the limiting anti-roll groove (13), a power supply (11) is connected with a switch (12), a motor (10) is fixedly connected with a gear (9), and a gear (6) is fixedly arranged on the spiral driving rod (5); the motor (10) drives the gear (9) to rotate, the gear (9) drives the gear (6) to rotate and the gear (6) drives the spiral driving rod (5) to rotate so as to further drive the spiral stretchable cover (1) to stretch. The door stopper is controlled to stretch by electric control and has the characteristics of safety, impact resistance and the like.

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

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

The invention discloses a double cross arm independent rear suspension of an equation type racing car and a method for controlling the linear rigidity thereof, the suspension comprises connecting blocks arranged on both sides of a frame, the two connecting blocks are respectively hinged with a group of connecting plates, anti-roll rods are arranged between the two groups of connecting plates, eachanti-roll rod is provided with an anti-roll rod lifting lug which is fixed on the frame; a third spring is arranged between the two connecting blocks, the third spring comprises a piston base, a first limit table edge is arranged on the piston base, a piston front rod is arranged at the front part of the piston base, a second limit table edge is arranged at the tail end of the piston front rod, adamping spring is arranged between the first limit table edge and the second limit table edge; the bottoms of the connecting blocks at the two sides are provided with supporting seats which are fixedat the two sides of the frame. In addition, the suspension also can effectively reduce the head-up angle change, enable the posture of the car body to recover more quickly and improve the response time.