The disclosure relates to a coupling device for a stabilizer of a suspension. The coupling device has a first coupling portion and a second coupling portion that is supported thereon. One coupling portion has a connection location for the stabilizer and another coupling portion has a connection location for a wheel suspension. and the coupling device also has a locking device, which, in a locking position, limits a relative movement of the second coupling portion with respect to the first coupling portion in a first direction. In order to better protect a stabilizer from overload, the locking device is configured in a release position to release the relative movement when a first force acting between the connection locations exceeds a threshold value.

A roll stabilizer for a motor vehicle having a housing (137, 237) with a first stabilizer element (110, 210) coupled to the housing and an electric motor (150, 250) located in the housing (137, 237). The transmission (160, 260) is coupled to the electric motor (150, 250) on a drive side, and the output side of the transmission (160, 260) is coupled to a second stabilizer element (115, 215) such that the stabilizer elements are electromechanically rotatable with respect to one another. The electric motor is designed as a Vernier motor.

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.

Provided is a vehicular suspension device that achieves both of improvement in driving stability and improvement in vehicle movement performance. The vehicular suspension device includes a suspension capable of adjusting a roll center height by control of an actuator, and a roll center controller. The controller includes a traveling state corresponding height determination unit configured to determine the roll center height of the suspension in accordance with a predetermined rule on the basis of vehicle speed information and road surface information, and an actuator controller configured to control the actuator so that the roll center height reaches the roll center height determined by the unit.

A characteristic is set to a first transmission force characteristic. A sensitivity is set to a first sensitivity. The maximum value of the square of a product of a value representing the first transmission force characteristic and a value representing the first sensitivity in a predetermined frequency range preset so as to include a frequency at which the value representing the first transmission force characteristic takes a peak value is set to an evaluation indication value. A complex spring constant in the vehicle longitudinal direction of the rear wheel suspension is set so that the evaluation indication value takes the minimum value out of values in a variable range of the evaluation indication value.

An arm cover comprises a main part and a front part. These parts are configured such that when the rear suspension takes a standard vehicle-weight position, these parts are respectively inclined rearwardly and downwardly, wherein an angle of inclination of the inclined front part is smaller than that of the inclined main part. When the rear suspension takes the standard vehicle-weight position, a front edge of the front part is located at a higher level than a bottom face portion of a under cover, and when the rear suspension takes a rebound position, the front edge of the front part is located at a position which is higher than a level of the bottom face portion of the under cover and close to a rear end portion of the under cover.

The present invention relates to an improved control system of the trim of motorcycles with more than two wheels. More in particular, it relates to motorcycles which have at least three wheels and can lean sideways by virtue of the presence of a so-called wheel tilting system. The present invention improves on prior art HTS hydro-pneumatic systems, to improve the vehicle trim, particularly while cornering with the leaned vehicle.

The present invention relates to an improved control system of the trim of motorcycles with more than two wheels. More in particular, it relates to motorcycles which have at least three wheels and can lean sideways by virtue of the presence of a so-called wheel tilting system. The present invention improves on prior art HTS hydro-pneumatic systems, to improve the vehicle trim, particularly while cornering with the leaned vehicle.

An anti-roll bar assembly comprising a disconnect assembly element defining a first one of a male or female connector, and a shaft defining a second one of a male or female connector is disclosed. The disconnect assembly element and the shaft are fixed to each other via the male and female connectors without the need for any welding connection.

An anti-roll bar assembly comprising a disconnect assembly element defining a first one of a male or female connector, and a shaft defining a second one of a male or female connector is disclosed. The disconnect assembly element and the shaft are fixed to each other via the male and female connectors without the need for any welding connection.