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.

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.

A lower arm 13 of a double wishbone type suspension device includes a substantially linear lateral arm 19 of which one end is connected to a vehicle body and the other end is connected to a knuckle 11 and a compression arm 20 of which one end is connected to the vehicle body and the other end is connected to a middle portion of the lateral arm 19 in the vehicle width direction, the lateral arm 19 is connected to a lower end of a stabilizer link 31 at the inside of a hole portion 19a opened to an upper surface of the lateral arm, and the other end of the compression arm 20 is connected to the lateral arm 19 at bifurcated portions 20a and 20b interposing the hole portion 19a from the inside and the outside in the vehicle width direction.

A suspension system for a vehicle having a frame includes a first interface member configured to be positioned on a first lateral side of the frame and a second interface member configured to be positioned on an opposing second lateral side of the frame. The first interface member and the second interface member are positioned along a common central axis. The suspension system also includes a first swing arm coupled to the first interface member and configured to rotate about the common central axis, a second swing arm coupled to the second interface member and configured to rotate about the common central axis, and a sway bar coupled to the first interface member and the second interface member. The sway bar is positioned coaxially with the common central axis and extends between the first swing arm and the second swing arm.

A suspension system for a vehicle having a frame includes a first interface member configured to be positioned on a first lateral side of the frame and a second interface member configured to be positioned on an opposing second lateral side of the frame. The first interface member and the second interface member are positioned along a common central axis. The suspension system also includes a first swing arm coupled to the first interface member and configured to rotate about the common central axis, a second swing arm coupled to the second interface member and configured to rotate about the common central axis, and a sway bar coupled to the first interface member and the second interface member. The sway bar is positioned coaxially with the common central axis and extends between the first swing arm and the second swing arm.

A vehicle having an axle assembly and a wheel end support housing. The axle assembly may have a differential assembly. The wheel end support housing may be mounted to a frame rail and may be spaced apart from the axle assembly. A linkage may operatively connect the differential assembly to a wheel end assembly may be mounted to the wheel end support housing.

A vehicle having an axle assembly and a wheel end support housing. The axle assembly may have a differential assembly. The wheel end support housing may be mounted to a frame rail and may be spaced apart from the axle assembly. A linkage may operatively connect the differential assembly to a wheel end assembly may be mounted to the wheel end support housing.

A stabilizer for a chassis of a vehicle, having a curved stabilizer body (2) that forms a torsion spring, with a pendulum support (5, 6) and with a connecting section (7, 8, 46, 48), the connecting section (7, 8, 46, 48) is made of a metal and connects the stabilizer body (2) to the pendulum support (5, 6). The connecting section (7, 8, 46, 48) and the stabilizer body (2) are connected to one another by a snap-in and/or latch joint. To reduce assembly effort and expense and, at the same time, to join the stabilizer body (2) to the pendulum support (5, 6) in a secure manner, the stabilizer (1) and the pendulum support (5, 6) are characterized in that the connecting section has an opening (22) in which a plastic bearing shell (11) is arranged for fitting of a joint ball (23) of the pendulum support (5, 6).

There is provided a stabilizer for a vehicle, including a torsion bar fixed to a car body and configured to be rotated about a longitudinal axis of rotation without changing a position, two arm links connected to both ends of the torsion bar, and two drive links connected to each of the two arm links through a ball joint so as to be able to be rotated three-dimensionally, in which the two drive links are configured to, during cornering of the vehicle, adjust a degree of torsion of the torsion bar by rotating about an axis of rotation of a strut assembly or a steering knuckle connected to the two drive links.

There is provided a stabilizer for a vehicle, including a torsion bar fixed to a car body and configured to be rotated about a longitudinal axis of rotation without changing a position, two arm links connected to both ends of the torsion bar, and two drive links connected to each of the two arm links through a ball joint so as to be able to be rotated three-dimensionally, in which the two drive links are configured to, during cornering of the vehicle, adjust a degree of torsion of the torsion bar by rotating about an axis of rotation of a strut assembly or a steering knuckle connected to the two drive links.