A stabilizer bushing for adhesive use including: a tubular rubber elastic body whose inner circumferential surface being configured to be adhered to a stabilizer bar; a bracket mounted onto an outer circumferential surface of the rubber elastic body and configured to be attached to a vehicle body; and concave/convex mated parts provided on axially opposite portions between the rubber elastic body and the bracket, the concave/convex mated parts protruding radially outward, wherein a mated height dimension of the concave/convex mated part is varied in a circumferential direction, and is made small at a position of input of a main radial load in the rubber elastic body.

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces. More particularly, the present invention relates to trail compliant side-by-side all terrain vehicles.

A stabilizer adhesive bearing for a vehicle stabilizer may comprise an annular sleeve having a resilient inner contour for coaxial arrangement on the vehicle stabilizer. The resilient inner contour of the annular sleeve may comprise on a side facing the vehicle stabilizer a three-dimensionally structured surface with an adhesive receiving volume. The three-dimensionally structured surface has a maximum roughness depth (R.sub.max) greater than 45 m and a core roughness depth (R.sub.K) of at least 65% relative to the maximum roughness depth (R.sub.max) of the three-dimensionally structured surface. The maximum roughness depth (R.sub.max) is a total of the reduced tip height (R.sub.pk) and the reduced groove depth (R.sub.vk). Further, the reduced tip height (R.sub.pk), the reduced groove depth (R.sub.vk), and the core roughness depth (R.sub.K) may be determined in accordance with EN ISO 13565-2: December 1997.

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 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.

This stabilizer device is provided with first and second stabilizers and a joint device that can be switched between and ON-state and an OFF-state. The ON-state is a state in which a force inputted to one of the stabilizers can be transmitted to the other stabilizer, and the OFF-state is a state in which said transmission is disabled. The joint device has at least one engagement part that can be displaced to an engagement position and a non-engagement position. In addition, the joint device assumes the ON-state when the at least one engagement part is in the engagement position, and assumes the OFF-state when the at least one engagement part is in the non-engagement position.

This stabilizer device is provided with first and second stabilizers and a joint device that can be switched between and ON-state and an OFF-state. The ON-state is a state in which a force inputted to one of the stabilizers can be transmitted to the other stabilizer, and the OFF-state is a state in which said transmission is disabled. The joint device has at least one engagement part that can be displaced to an engagement position and a non-engagement position. In addition, the joint device assumes the ON-state when the at least one engagement part is in the engagement position, and assumes the OFF-state when the at least one engagement part is in the non-engagement position.

A vehicle includes a frame, a first mounting bracket, a second mounting bracket, and a sway bar assembly. The frame includes a first member including a first opening and a second member including a second opening. The first mounting bracket is disposed proximal the first member and includes a first panel and a second panel. The first panel is substantially parallel to a surface of the first member and defines a bar opening that is substantially aligned with the first opening. The second panel extends substantially perpendicular to the first panel and includes an aperture that is substantially aligned with the bar opening. The sway bar assembly includes a bar having a first end and a second end. The bar extends through the first opening and the second opening and is rotatably coupled to the first mounting bracket and the second mounting bracket.

A stabilizer bushing installed on a stabilizer bar is made of two divided parts of rubber or the like to prevent or decrease generation of a gap in a bonding surface. The stabilizer bushing installed on an outer periphery of the stabilizer bar by adhesion includes divided rubber bushings of an upper rubber bushing and a lower rubber bushing. Before adhesion, both end portions of the upper and lower rubber bushings, respectively, in a circumferential direction are tapered so that an overlapping amount between the upper and lower rubber bushings increases toward the outer periphery side of the bushings. After adhesion, a bonding surface is bonded by pressure.

A bracket for a vehicle stabilizer is provided and includes an elastomer element for receiving a stabilizer spring, a first and a second bracket element. The first and the second bracket elements are connectable in such a way that the elastomer element is fixed between the first and the second bracket elements. A connection means for connecting the first and the second bracket elements is formed on the first and second bracket elements, the connection means has at least one connection pin and a connection recess. In a connection state of the first bracket element and of the second bracket element, the connection pin is inserted into the connection recess, and in the connection state the connection pin is frictionally fixed in the connection recess and/or the connection pin is riveted in the connection recess in a positive manner and/or the connection pin is cohesively fixed in the connection recess.