The rocking control device for a two front wheels rocking vehicle includes a controller that executes a first rocking control which assists a rocking of the two front wheels rocking vehicle and a second rocking control which assists the two front wheels rocking vehicle so that the two front wheels rocking vehicle self-stands at a rocking balanced position where a rocking moment of the vehicle body is canceled out in a lateral direction, wherein controller is configured to switch the first rocking control and the second rocking control to OFF state, and is configured to operate the first rocking control and the second rocking control in combination.

A vehicle suspension having a first load-bearing component assembly and a second load-bearing component assembly. The first and second load bearing component assemblies are adapted to be transversely positioned across from each other on a vehicle chassis. Each load-bearing component assembly comprises a wheel hub, an upper control arm having an apex portion and a base portion, and a lower control arm having an apex portion and a base portion, and each wheel hub is supported between the apex portions of the upper control arm and the lower control arm of the respective load-bearing component assemblies. The base portion of each of the upper and lower control arms of the respective load-bearing component assemblies is adapted to be pivotally secured to a vehicle chassis to permit upward and downward vertical movement of each wheel hub, relative to a rest state, in response to load variations. A directionally-dependent heave spring assembly is adapted to be transversely secured to a vehicle chassis, the heave spring assembly is coupled to the first load-bearing component assembly and to the second load-bearing component assembly and exhibits resiliency in opposition to upward vertical movement of both wheel hub assemblies relative to their rest states, and exhibits substantially no resiliency in opposition to downward vertical movement of both wheel assemblies relative to their rest states.

A wheel alignment mechanism having a control arm connector, which is adapted for connection to a vehicle suspension control arm positioned between a vehicle chassis and a vehicle wheel, and which has an elongate portion; an inner support frame having a first surface and a second surface on a side of the inner support frame opposing the first surface, the elongate portion of the control arm connector positioned against the first surface at a select one of a first set of plural mounting locations on the first surface, with the first set of plural mounting locations being disposed in a first direction; and an outer support frame adapted to receive a wheel mounting, the connector having a third surface, the second surface of the inner support frame being positioned against the third surface at a select one of a second set of plural mounting locations on the third surface, and with the second set of plural mounting locations being disposed in a second direction approximately perpendicular to the first direction. Means are provided for securing the control arm connector to the inner support frame and the inner support frame to the outer support frame.

A rocking control device for a two front wheels rocking vehicle includes a high rigidity self-standing controller that executes a high rigidity self-standing control that locks the rocking of the two front wheels rocking vehicle and that assists a self-standing of the two front wheels rocking vehicle, a switch that switches the high rigidity self-standing control to ON or OFF state, and an offset cancellation controller that executes an offset cancellation control that maintains the self-standing state of the two front wheels rocking vehicle until a predetermined traveling state when the high rigidity self-standing control is switched off.

Embodiments of a suspension for a vehicle is provided. The suspension includes, for example, a frame and a locking assembly. The locking assembly inhibits tipping of a frame of the vehicle when tipping of the frame is detected.

An air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit is configured to independently adjust air pressure of a first side of the vehicle. The second pneumatic circuit is configured to independently adjust air pressure of a second side of the vehicle. The system is configured to establish pneumatic communication between the first and second pneumatic circuits when the air management system is not independently adjusting the adjust air pressure of the first side of the vehicle and the air pressure of the second side of the vehicle in the cross-flow mode.

Motor vehicle comprising a drive system arranged in a compartment at the front of a vehicle, a cradle (2) comprising a platform (4) fastened in this compartment in the region of a floor of the vehicle, an anti-roll bar (10) fastened in the vertical direction above the platform (4), and an impact device (30) fastened to a front edge (20) of the platform (4), behind an impact block fastened to a powertrain of this vehicle, in order, in the event of a recoil of this powertrain, to allow the impact block to bear on the impact device (30), which deforms, the impact device (30) comprising an upper part projecting above the platform (4), which, in the event of a large deformation, bears on the anti-roll bar (10).

A suspension kit is provided for use in heavy duty vehicles having an independent front suspension including air springs, the kit includes an anti-roll bar having two ends, each end configured for connection to the front suspension in operational relationship to an associated one of two front wheel assemblies, at least one ping tank in fluid communication with an associated one of the air springs, a valve in fluid communication between each at least one ping tank and the associated air spring, a control switch connected to each valve for moving the valve between an open position, allowing fluid communication between the at least one ping tank and the air spring, and a closed position, closing fluid communication between the at least one ping tank and the air spring. An associated front suspension is also provided.

The present invention relates to a forecarriage of a rolling motor vehicle with three or four wheels, comprising: a forecarriage frame (16); at least one pair of front wheels (10, 10) kinematically connected to each other and to the forecarriage frame by a kinematic roll mechanism (20) which enables the same to roll in a synchronous and specular manner; a roll control system (100) comprising a rod (110) having a first (111) and a second end (112) opposite each other which connect by means of hinging means (101, 101; 102, 102) a first (60) and a second anchoring portion (60) of forecarriage (8) directly to each other. At least one of said first and second anchoring portions is subject to roll movements of said two front wheels. The hinging means are configured to passively follow the movements of the two anchoring portions. The hinging means (101, 101) at the first end of the rod comprise at least a first roll hinge (101) which has its hinge axis substantially orthogonal to a rolling plane of the two front wheels and is connected to the first anchoring portion. The roll control system comprises a first damper device suitable to dampenin a predetermined angular rangethe rotation movements of the rod with respect to the first roll hinge at the first end (111). The above angular range corresponds to the angular roll range of the rod.

An active suspension control system and method for individually controlling a suspension assembly of each wheel of a vehicle in response to driving conditions, each suspension assembly including an adjustable suspension spring having a hollow, fluidically sealed cylinder and a piston having a shaft and a head, the cylinder having an upper chamber divided from a lower chamber by the piston head, the lower chamber being adjacent to the piston shaft coupled to the corresponding wheel assembly, each chamber of the upper and lower chambers of the suspension spring having a port fluidly coupled to a fluid line and a valve of a valve assembly, wherein the extension or retraction of each adjustable suspension spring is controlled by an electronic controller by selectively introducing and/or removing a volume of a fluid from the upper and/or lower chambers of said adjustable suspension spring through the fluid line.