A system for active roll control for a vehicle body is provided and includes a sensor operable to monitor a tilt of the body and a suspension system. The suspension system includes an active sway bar including a first bar portion, a second bar portion, and an active roll control motor disposed between the first bar portion and the second bar portion. The active roll control motor is operable to turn the first bar portion in relation to the second bar portion. The system further includes a computerized active roll control controller which is operative to monitor a driving mode including one of straight-line driving and rounding a curve on a road, monitor an output of the sensor, determine a desired roll moment based upon the driving mode and the output of the sensor, and control the active roll control motor based upon the desired roll moment.

A tensioning device for attachment to a vehicle suspension system reduces play at ends of a pan hard bar (track bar) of the vehicle suspension system, remedying instabilities that can occur in vehicle suspensions. The device can include a bracket clamped to the pan hard bar at a point between the ends of the pan hard bar, or may be otherwise mounted to a bracket formed on the pan hard bar in OEM installations. The other end of the device is secured to the frame or the axle of the vehicle, generally near an end of the pan hard bar. The device is pre-tensioned to apply force at the ends of the pan hard bar, and includes a damping plunger to also damp forces that vibrate the ends of the pan hard bar, further loosening attachments. The tension is field-adjustable and may be tuned for various applications.

A damping system of a two-track vehicle includes a passive stabilizer having a torsion bar which runs in a vehicle transverse direction and having lever elements which adjoin the torsion bar at the end sides and which are connected to mutually oppositely situated wheel suspension arrangements of an axle of the vehicle. Two actuators are assigned to respective wheels of the wheel suspension arrangements and are mounted on the vehicle body. Each actuator has a drive by way of which a torque can be exerted on that section of the stabilizer which faces toward the respective wheel. Here, the actuators are in the form of electric motors and are designed to dampen vertical vibrations of the respective wheel or of the so-called unsprung mass, and/or vibrations of the vehicle body in a frequency range between 0 Hertz and at least 20 Hertz, through suitable regulation of the drive of the actuators and thus also through active introduction of forces into the system.

A torsion spring assembly for a wheel suspension of a motor vehicle, including two torsion bars arranged coaxially one inside another and also a spring element, which is arranged axially-parallel to the two coaxial torsion bars, and can be mounted on the motor vehicle body via a bearing position, wherein the radial outer hollow-cylindrical torsion bar can be mounted on the motor vehicle body side and is connected in a rotationally-fixed manner to an output lever fastenable on a wheel guiding element and the radial inner torsion bar is connected in a rotationally-fixed manner to the outer torsion bar and is connected in a rotationally-fixed manner via a coupling to the spring element.

A switchable stabilizer assembly of a vehicle, in particular for roll stabilization. The stabilizer assembly includes a first stabilizer half and a second stabilizer half, both coupled to a wheel of the vehicle, where the first and second stabilizer halves are coupled rotatably relative to each other about their longitudinal axis by a hydraulic actuator. The actuator has at least two working chambers filled with a hydraulic medium and has at least one fluid-conducting connection of variable flow cross section between the at least two working chambers. The working chambers are not elastically deformable. Instead, a spring element is arranged in the at least two working chambers and/or in at least two further working chambers of the actuator and is supported between a rotor and a stator of the actuator. The flow cross section of the fluid-conducting connection can be varied depending on the vibration frequency of the stabilizer assembly.

An active suspension control unit may include an actuator having an active roll stabilization (ARS) structure to variably adjust response characteristics of a suspension, and a controller for determining a driving situation of a vehicle through information input from a sensor, and determining a final desired control value of the actuator based on a desired relative suspension vertical force value set in advance according to the driving situation and a difference value generated by a difference between left and right wheel's relative suspension vertical velocities.

An adjustable roll stabilizer (9), for a chassis of a motor vehicle, having an actuator (13) arranged between two partial sections (10,11) of a stabilizer. The actuator has an actuator housing (20) and an output (21) and is designed to produce a torsional moment acting between the two partial sections. A damping element (23,25) is arranged outside of the actuator.

A semi-active anti-roll stabilizer bar capable of controlling the stiffness thereof by virtue of the elastic force of a spring is disclosed. When the stabilizer bar is rotated during general travelling, the stabilizer bar has roll stiffness attributable to the repulsive force due to the spring constant thereof. When the stabilizer bar is greatly rotated during turning of the vehicle, the springs are closely compressed, with the result that the stabilizer bar has the same high stiffness as that of a general stabilizer bar.

A clamp for securing a link to a bar or a rod in order to accommodate multiple connection points. The clamp or sway bar clamp includes multiple connection points for securing a link to a sway bar. The sway bar clamp goes over the end of the sway bar. It converts a sway bar with one connection point to a sway bar with multiple connection points to adjust flex of the sway bar.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.