A sway-bar actuator for a vehicle includes a motor that rotationally operates a lead rod to axially operates a push rod. Operation of the push rod axially operates an attachment fork between an engaged position and a disengaged position. The engaged position is characterized by a unified operation of opposing stabilizing bars. The disengaged position is characterized by independent rotational operation of the opposing stabilizing bars. A sensor rod is coupled to and operates axially with the attachment fork. A sensor assembly has a rotator and a sensor magnet. Axial operation of the sensor rod produces a rotational operation of the sensor magnet. The sway-bar actuator includes an encoder, where a rotational position of the sensor magnet relative to the encoder corresponds to an axial position of the attachment fork and the push rod relative to the engaged and disengaged positions.

A bushing assembly for a stabilizer bar in a vehicle includes a split ring defining a passageway engaging with an outer surface of the stabilizer bar, an outer diameter surface, a first split ring end, a second split ring end, and at least one axial retention flange disposed at either the first split ring end or the second split ring end. The bushing assembly includes an elastomer bushing defining an inner diameter, an outer diameter, a first bushing end, a second bushing end, a first axial flange disposed at the first bushing end, and a second axial flange at the second bushing end. At least one of the first axial flange and the second axial flange abut against the at least one axial retention flange of the split ring to create a zero clearance condition. The bushing assembly also includes a strap clamp securing the bushing assembly to the vehicle.

An apparatus for controlling a stabilizer bar including: a steering angular velocity detection unit configured to detect a steering angular velocity of a vehicle in operation; a steering angle detection unit configured to detect a steering angle of the vehicle; and a control unit configured to determine whether the vehicle is turning, based on the steering angular velocity information and the steering angle information of the vehicle, and perform clutch coupling by driving a clutch of a stabilizer bar having the clutch applied thereto, when it is determined that the vehicle is turning. The control unit decides a clutch coupling time period in response to an instantaneous turning velocity of the vehicle, and performs the clutch coupling in response to the decided clutch coupling time period.

A stabilizing arrangement for a tilting running gear of a non-rail-borne vehicle is disclosed. The stabilizing arrangement includes a balance beam configured to have each end coupled to a respective suspension side of a multi-track running gear axle of the tilting running gear. A pivot bearing is connected to a frame or body of the vehicle and defines a stationary axis of rotation. The pivot bearing rotatably supports the balance beam about the stationary axis of rotation. At least one stabilizing element is connected to the balance beam and is supported with respect to a frame or body of the vehicle. The at least one stabilizing element is configured to provide a reaction force to counteract a tilting moment of the vehicle. A non-rail-borne vehicle comprising the stabilizing arrangement also is disclosed.

The invention provides a production method for stabilizers which produces with high productivity in a compact production line, without tempering. The production method for stabilizers of the invention includes: forming a steel bar material containing at least C: 0.15 wt % to 0.39 wt %, Mn, B and Fe into a product shape by bending; and quenching the bent steel bar material in a medium having a heat transfer coefficient higher than or close to that of water.

An active roll control apparatus is provided. To adjust a stiffness value of the stabilizer bar by moving a stabilizer bar installed between left and right wheels of a vehicle and extending in a first direction and a stabilizer link connected to the stabilizer bar, the active roll control apparatus includes a sliding part having one side connected to the stabilizer bar and the other side connected to the stabilizer link to slide the stabilizer link in a second direction perpendicular to the first direction, and a movement restricting part installed at the sliding part to restrict movement when the sliding part slides.

A wheel suspension for a motor vehicle including a wheel carrier supporting a wheel. The wheel carrier connected via at least one upper camber link, a lower control arm, and a lateral toe link to the vehicle body or subframe. A stabilizer rod connects to the wheel carrier. The wheel suspension including a damper unit and a spring unit wherein the stabilizer rod and the damper unit connect to the wheel carrier at a common connecting point.

An active roll stabilizer includes a divided torsion bar (1) having torsion bar parts (2, 3) which are arranged one behind the other along a torsion bar axis. An actuator (4) for transmitting torsional torques to the torsion bar (1) is provided. An electric motor (7) and a transmission (6) connected to the electric motor (7) are arranged in an actuator housing (5). The actuator housing (5) is connected to the one torsion bar part (2) for conjoint rotation and the transmission (6) is connected, on the output side, to the other torsion bar part (3) for conjoint rotation. A motor housing (11) of the electric motor (7) is connected, by means of only one of the two axial ends of said motor housing, to the actuator housing (5) for conjoint rotation.

A vehicle stabilizer system, including: a stabilizer device and a switching mechanism to switch a roll suppressing function by a stabilizer bar between an effective state in which the roll suppressing function is rendered effective and an ineffective state in which the roll suppressing function is rendered ineffective; and a controller configured to determine whether a lateral acceleration of a vehicle body is greater than a threshold lateral acceleration and control the switching mechanism to render the roll suppressing function effective when the lateral acceleration is greater than the threshold lateral acceleration and ineffective when the lateral acceleration is not greater than the threshold lateral acceleration, wherein the controller employs, as a determination lateral acceleration for determining whether the lateral acceleration is greater than the threshold lateral acceleration, a smaller one of an actual lateral acceleration and an estimated lateral acceleration estimated based on a turning degree of the vehicle.

According to one embodiment, a stabilizer manufacturing device includes a first forming unit and a second forming unit. The first forming unit includes a first forming mandrel, a holding member and a first bending roller. The first forming mandrel includes a first forming portion having an arc shape when viewed from above, and a support portion which supports a workpiece. The first bending roller moves along the first forming portion. The second forming unit includes a second forming mandrel, a holding member and a second bending roller. The second forming mandrel includes a second forming portion having an arc shape when viewed from above, and a support portion which supports the workpiece. The second bending roller moves along the second forming portion.