A roll stabilizer for a motor vehicle includes a torsion bar and a vibration damper located on the torsion bar. The vibration damper is configured to vibrate relative to the torsion bar. The vibration damper includes two half-shells formed together about the torsion bar. Damper elements are disposed between the half-shells. The damper elements can be adjusted via an adjustment component to alter the rigidity of the damper elements.

A tuned mass damper includes a damper mass having a first mass portion and a second mass portion connected by a third mass portion. The first mass portion, the second mass portion, and the third mass portion form a U-shaped configuration of the damper mass. The damper mass is configured to separate within the third mass portion in response to a force transferred to the damper mass of the tuned mass damper to allow relative motion between the first mass portion and the second mass portion. The damper mass may include geometric features that promote rotation of the tuned mass damper relative to an axis, when subjected to impact loads.

A rotary damper for a motor vehicle includes at least one damper element for damping the relative movement of a first mass located on the wheel-suspension side and of a second mass located on the vehicle-body side, with at least one vibration absorber (8) being arranged on the rotary damper (1).

A rotary damper for a motor vehicle includes at least one damper element for damping the relative movement of a first mass located on the wheel-suspension side and of a second mass located on the vehicle-body side, with at least one vibration absorber (8) being arranged on the rotary damper (1).

Disclosed are a suspension mount structure of an electrified vehicle and a method for evaluating performance thereof. The suspension mount structure includes an upper structure of the electrified vehicle; and a suspension on which the upper structure is mounted, wherein vibration occurring at a location below the suspension is transmitted to the suspension via an axle and then is transmitted to the upper structure via the suspension, wherein the suspension includes a spring and a damper, wherein the spring and the damper are connected in series to each other and are connected in series to the upper structure.

Disclosed are a suspension mount structure of an electrified vehicle and a method for evaluating performance thereof. The suspension mount structure includes an upper structure of the electrified vehicle; and a suspension on which the upper structure is mounted, wherein vibration occurring at a location below the suspension is transmitted to the suspension via an axle and then is transmitted to the upper structure via the suspension, wherein the suspension includes a spring and a damper, wherein the spring and the damper are connected in series to each other and are connected in series to the upper structure.

Aspects of the present invention relate to a active roll bar damper assembly (1) suitable for an active roll bar (5). The active roll bar damper assembly (1) includes a first subassembly (15-1) and a second subassembly (15-2) for mounting to the active roll bar (5). The first subassembly (15-1) includes a rigid first mass (17) having a first aperture (27). At least one first spring (21-n) is disposed in the first aperture (27) for positioning between the active roll bar (5) and the first mass (17). The second subassembly (15-2) includes a rigid second mass (37) having a second aperture (47). At least one second spring (41-n) is disposed in the second aperture (47) for positioning between the active roll bar (5) and the first mass (17). The first and second masses (17, 37) are configured to engage each other to limit compression of the first and second springs (21-n, 41-n). Aspects of the present invention also relate to an active roll control system (3) including an active roll bar damper assembly (1); and a vehicle (V).

Aspects of the present invention relate to a active roll bar damper assembly (1) suitable for an active roll bar (5). The active roll bar damper assembly (1) includes a first subassembly (15-1) and a second subassembly (15-2) for mounting to the active roll bar (5). The first subassembly (15-1) includes a rigid first mass (17) having a first aperture (27). At least one first spring (21-n) is disposed in the first aperture (27) for positioning between the active roll bar (5) and the first mass (17). The second subassembly (15-2) includes a rigid second mass (37) having a second aperture (47). At least one second spring (41-n) is disposed in the second aperture (47) for positioning between the active roll bar (5) and the first mass (17). The first and second masses (17, 37) are configured to engage each other to limit compression of the first and second springs (21-n, 41-n). Aspects of the present invention also relate to an active roll control system (3) including an active roll bar damper assembly (1); and a vehicle (V).

A wheel link device for a motor vehicle has a wheel link as a first component, and a vibration absorber designed as a rotational absorber, wherein the vibration absorber has an absorber mass as a second component, which can be pivoted relative to the wheel link about a pivot axis, and has at least one coupling element, which is elastically deformable to damp the vibrations in the event of a respective relative rotation between the components about the pivot axis. At least one elastically deformable first buffer is provided, which in an idle position of the wheel link device is spaced apart from at least one of the components and therefore the first buffer prevents the wheel link from directly hitting the absorber mass. An elastically deformable second buffer is provided, which in the idle position is supported on both components.

A wheel link device for a motor vehicle has a wheel link as a first component, and a vibration absorber designed as a rotational absorber, wherein the vibration absorber has an absorber mass as a second component, which can be pivoted relative to the wheel link about a pivot axis, and has at least one coupling element, which is elastically deformable to damp the vibrations in the event of a respective relative rotation between the components about the pivot axis. At least one elastically deformable first buffer is provided, which in an idle position of the wheel link device is spaced apart from at least one of the components and therefore the first buffer prevents the wheel link from directly hitting the absorber mass. An elastically deformable second buffer is provided, which in the idle position is supported on both components.