An all-terrain vehicle is provided. The vehicle includes a lateral stabilizer bar and a shock absorber. The lateral stabilizer bar further includes a main bar, two side bars and ball-pin connecting rods. The side bars are connected to two sides of the main bar respectively and bent backward relative to the main bar, ends of the side bars are disposed on a suspension assembly, the main bar is disposed at the front end of a frame and located in front of a radiator, the ends of the two side bars are connected to the ball-pin connecting rods respectively, and the ball-pin connecting rods are disposed on the upper rocker arm. The side bars and the ball-pin connecting rods of the lateral stabilizer bar are located on an inner side of the shock absorber.

A tag axle system for a concrete mixing vehicle including an axle including a right wheel assembly and a left wheel assembly, an actuator coupled to the axle to move the axle between a raised position and a lowered position relative to a vehicle chassis, a stabilizer mount plate structured to be coupled to the vehicle chassis, a stabilizer bar rotationally coupled to the stabilizer mount plate, a right stabilizer bar arm rigidly coupled to the stabilizer bar and coupled to the right wheel assembly, and a left stabilizer bar arm rigidly coupled to the stabilizer bar and coupled to the left wheel assembly.

The present disclosure discloses an all-terrain vehicle which includes: a frame, a left-front suspension assembly connected with a left side of the frame and including a left-upper rocker arm and a left-lower rocker arm, the left-upper rocker arm is located above the left-lower rocker arm; a right-front suspension assembly connected with a right side of the frame and including a right-upper rocker arm and a right-lower rocker arm, the right-upper rocker arm is located above the right-lower rocker arm; a lateral stabilizer bar mounted on the frame and arranged above the left-upper rocker arm and the right-upper rocker arm, and a steering gear mounted on the frame and located below the lateral stabilizer bar.

A method of operating an adjustable roll stabilizer for a motor vehicle. The stabilizer has an actuator which can be rotated through a system angle about a rotational axis to apply a system torque and rotate two stabilizer sections relative to one another about the axis. The stabilizer sections are coupled at a radial distance from the axis to a respective wheel suspension, and depending on the system angle and under the external influence of movements of the wheel suspensions, twist relative to one another through a stabilizer angle. In the context of a perturbation magnitude regulation, the actuator is controlled based on the stabilizer angle determined from height levels of the wheels, by virtue of a stored relationship for the roll stabilizer and/or motor vehicle. The plausibility of the stored relationship between the wheel height levels and the stabilizer angle is checked by a model calculation.

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.

A bush for a stabilizer is configured so that surface pressure at an adhered surface of a hole of the bush is uniform in adhering the bush to a bar of the stabilizer, whereby necessary adhesive strength is obtained. A bush has a body part that includes a rectangular part with a rectangular shape and a curving part having a curved shape at an outer circumferential part thereof. The body part has a side surface part on which a protruding part is formed so as to protrude outwardly. When contained in a U-shaped part of a bracket shown in FIG. 3B, the rectangular part is arranged at a straight line part of the U-shaped part, the curving part is arranged at a circular arc part of the U-shaped part, and the protruding part is pressed toward the body part by an inner surface of the U-shaped part.

A vehicle powertrain proactive damping system includes a plurality of proactive damping structures mounted on a powertrain structure with each proactive damping structure includes a magneto rheological elastomer (MRE). An electromagnet is associated with each proactive damping structure. A control unit includes a processor circuit. A sensor obtains vibration data regarding the powertrain structure. A LIDAR sensor is mounted on the vehicle and is electrically connected with the control unit. The LIDAR sensor provides data to the control unit indicative of upcoming road surface conditions to be experienced by the vehicle. Based on data from at the sensor and the LIDAR sensor, the processor circuit is constructed and arranged to control voltage to the electromagnets to selectively adjust a rigidity of the associated proactive damping structure so as to control vibrational effects on the powertrain structure.

A stabilizer manufacturing apparatus for manufacturing a stabilizer to which rubber bushes are heat-bonded is provided with a curing furnace in which high-frequency induction heating is performed, a conveyor for conveying the stabilizer in a conveying direction through the curing furnace, the rubber bushes being pressure-bonded to bonding locations on the stabilizer on which an adhesive layer is formed, power supply devices for supplying power to coils used in the high-frequency induction heating, and coils for generating a magnetic field in portions to be heated of the stabilizer near the bonding locations and for heating the portions to be heated; the coils being separated by a predetermined distance from the portions to be heated of a predetermined number of stabilizers conveyed in the conveying direction.

An all-terrain vehicle includes a frame, a transmission, an axle support, a driving shaft and a rear suspension assembly. The transmission is mounted on the frame. The driving shaft is coupled between the transmission and the axle support. The rear suspension assembly includes left and right rear suspension subassemblies symmetrically arranged at left and right sides of the frame. Each of the left and right rear suspension subassemblies includes an upper control min and a lower control arm, the upper control arm has a first end pivotally coupled to the frame and a second end pivotally coupled to the axle support, the lower control arm has a first end pivotally coupled to the frame and a second end pivotally coupled to the axle support, and a junction of the first end of the upper control arm and the frame is located behind the driving shaft.

Provided is a method of manufacturing a stabilizer bar with a rubber bush including manufacturing a rubber bush without an intermediate plate by subjecting a rubber composition containing butadiene rubber and natural rubber as a polymer to vulcanization molding; applying a thermosetting adhesive onto at least one of an inner peripheral surface of the rubber bush and an outer peripheral surface of the stabilizer bar, to thereby form a thermosetting adhesive layer; inserting and fitting the stabilizer bar into the rubber bush; holding the rubber bush with a fixing jig such that the rubber bush is compressed at a rate of 0% to 5%, at 25° C., in a direction of the stabilizer bar fitted into the rubber bush; and heating the rubber bush in the state to cure the thermosetting adhesive, to thereby bond and fix the rubber bush onto the stabilizer bar.