A method for manufacturing a stabilizer, the stabilizer including a main body bar that is elastically deformable, and a pair of connecting plates that are separately connected to a pair of left and right suspension devices, the method including a forging step of forming the connecting pate by forging both end portions of a material tube, in which in the forging step, both end portions of the material tube are crushed in a radial direction to be formed into the connecting plate in a state where a sealing metal plate heated to a temperature equal to or higher than a melting point is disposed inside both end portions of the material tube heated to a temperature lower than the melting point.

Disclosed is a self-balancing device for self-propelled off-road RV box body. The self-balancing device includes an auxiliary beam body for connecting with a bottom end of the RV box body, a front triangular balance beam body, a rear triangular balance beam body and an axle-holding device for connecting with a RV chassis girder. The front triangular balance beam body and the rear triangular balance beam body are arranged close to both ends of the auxiliary beam body respectively. The axle-holding device is arranged between the front triangular balance beam body and the rear triangular balance beam body. Both the front triangular balance beam body and the rear triangular balance beam body include a hard limit structure for limiting a swing angle of the RV box body. The axle-holding device includes a soft limit structure for horizontally resetting the RV box body.

A wheel suspension system for a motor vehicle which includes a front axle having two front wheels, to each of which a front hydraulic cylinder is assigned, and a rear axle having two rear wheels, to each of which a rear hydraulic cylinder is assigned. The hydraulic cylinders in a hydraulic system are connected crosswise hydraulically. In order to implement active roll stabilization in a wheel suspension system, a hydraulic pump in the hydraulic system is connected hydraulically between the crosswise-connected hydraulic cylinders.

The ECU of the stabilizer control apparatus determines, based on a high frequency component of a wheel acceleration and a low frequency component of a wheel speed difference, whether a road surface state is a rough road state or a smooth road state. When the road surface state is determined to be the rough road state, the ECU sets a turning determination threshold to a rough road threshold. When the road surface state is determined to be the smooth road state, the ECU sets the threshold to a smooth road threshold. When a turning determination parameter is greater than the threshold, the ECU sets each of first, second, and third cylinders to a lock state to increase rigidity of stabilizers. When the turning determination parameter is smaller than the turning determination threshold, the ECU sets each of the cylinders to a free state to decrease the rigidity of the stabilizers.

A method for manufacturing a stabilizer, the stabilizer including a main body bar that is elastically deformable, and a pair of connecting plates that are separately connected to a pair of left and right suspension devices, the method including a forging step of forming the connecting plate by forging both end portions of a material tube, in which in the forging step, both end portions of the material tube are crushed in a radial direction to be formed into the connecting plate in a state where a sealing metal plate heated to a temperature equal to or higher than a melting point is disposed inside both end portions of the material tube heated to a temperature lower than the melting point.

This disclosure discloses a rear suspension system of an all-terrain vehicle and an all-terrain vehicle. The rear suspension system includes a left rear suspension assembly and a right rear suspension assembly, which include: an axle support; a main control arm, having a first outer end, a first inner end, and a second inner end; a front upper control arm, having a second outer end and a third inner end; and a rear upper control arm, having a third outer end and a fourth inner end, where a connection line between the first and second inner ends is L1, a center axis of the first outer end is L2, a connection line between the third and fourth inner ends is L3, a connection line between the second and third outer ends is L4, and L1, L2, L3, and L4 are parallel to each other.

An anti-roll wheel suspension system for vehicles includes a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The system further includes a centre part operatively connected to the first suspension spring and the first damper, and operatively connected to the second suspension spring and the second damper. The centre part is arranged between the first suspension spring and the second suspension spring, and between the first damper and the second damper. The centre part is movably arranged in a transverse direction. The centre part, when moving in the transverse direction upon activation from the first wheel and/or the second wheel, is configured for impacting the stiffness of the first suspension spring and/or the second suspension spring.

A suspension assembly for a vehicle may include a first stabilizer bar operably coupled to a first wheel on a first side of the vehicle, a second stabilizer bar operably coupled to a second wheel on a second side of the vehicle, and an chassis coupler comprising an inverter housing and an actuator assembly. The actuator assembly may be operable to arrange the first stabilizer bar and the second stabilizer bar in a selected one of a connected state, a disconnected state, and an inverted state. The inverter housing may be alternately constrained to one of the first stabilizer bar or the chassis coupler based on a position of the actuator assembly to define each of the connected state, the disconnected state and the inverted state.

An anti-roll wheel suspension system for vehicles includes a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The system further includes a centre part operatively connected to the first suspension spring and the first damper, and operatively connected to the second suspension spring and the second damper. The centre part is arranged between the first suspension spring and the second suspension spring, and between the first damper and the second damper. The centre part is movably arranged in a transverse direction. The centre part, when moving in the transverse direction upon activation from the first wheel and/or the second wheel, is configured for impacting the stiffness of the first suspension spring and/or the second suspension spring.

A tilt control system for a sidecar and a motorcycle. The tilt control system can include a main frame, a tilting frame, and an actuator. The actuator can be coupled to the main frame and to the tilting frame, and can be configured to control tilting of the tilting frame relative to the main frame. The tilt control system can include a sensor, and a controller in communication with the actuator and the sensor. The controller can be configured to determine an operating parameter based on sensor data received from the sensor, compare the operating parameter to a threshold criteria, and cause the actuator to control the orientation of the tilting frame relative to main frame, based on the comparison of the operating parameter to the threshold criteria.