A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. An electronically controlled connector to provide a remotely controllable physical connection and disconnection capability between a first location on a vehicle and the first end of the sway bar; and the second end of the sway bar coupled to a second location on the vehicle.

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.

This invention pertains to sway bar systems, and a method of controlling their operation. Specifically, the present invention relates to provide a way of adjusting the response characteristics of a sway bar system by changing the structure of the typical sway bar links and regulating the modified structure by utilizing an electronically adjustable sway bar link. Said electronically adjustable sway bar link comprises a twin tube cylinder filled with mixed incompressible fluid and pressurized gas and forms a determined volume in order to host pressurized gas higher than fluid flow regulation functions, permitting a directional control valve to always remain fully submerged in incompressible fluid and to modify the fluid path between each tube of said twin tube cylinder, allowing closed or opened fluid flow operation, determined by a controlling device receiving an electronic input and piloting said directional control valve.

An anti-roll bar for a vehicle. The anti-roll bar includes a first bar portion for connection to a left-side wheel suspension of the vehicle and a second bar portion for connection to a right-side wheel suspension of the vehicle, and an actuator unit connecting the first bar portion and the second bar portion to each other for transferring torque between the first bar portion and the second bar portion. The actuator unit has a first selectable mode providing a first predetermined torque ratio between the first bar portion and the second bar portion, and a second selectable mode providing a second predetermined torque ratio between the first bar portion and the second bar portion. The first torque ratio and the second torque ratio are different from each other.

Provided is a stabilizer assembly that allows a coupling member to make smooth slide movement. To this end, a stabilizer assembly for a vehicle comprises; a first stabilizer, a second stabilizer, and a clutch mechanism. The clutch mechanism includes a clutch case; a first engagement portion; a second engagement portion; an engagement slider; an actuator; a first protrusion; a second protrusion; and a collar fitted on outer peripheral surfaces of the first and second protrusions across a mating point thereof while the first and the second protrusions are set their front ends butted against each other, the collar having an outer diameter size not exceeding a size of the groove-bottom diameter of the engagement grooves.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm to the bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A valve selectively controls flow of a damping fluid between an inner chamber of the body and a remote chamber. In the locked state, flow of the damping fluid is restricted at least in a direction from the inner chamber to the remote chamber, and movement of the arm is transferred through the link to the bar. In the unlocked state, flow of the damping fluid is permitted in this direction, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

A suspension assembly for a vehicle may include a first stabilizer bar operably coupled to a first wheel on a first side of the vehicle, a second stabilizer bar operably coupled to a second wheel on a second side of the vehicle, and an chassis coupler comprising an inverter housing and an actuator assembly. The actuator assembly may be operable to arrange the first stabilizer bar and the second stabilizer bar in a selected one of a connected state, a disconnected state, and an inverted state. The inverter housing may be alternately constrained to one of the first stabilizer bar or the chassis coupler based on a position of the actuator assembly to define each of the connected state, the disconnected state and the inverted state.

A suspension assembly for a vehicle suspension system may include a lower control arm, an upper control arm, a damper, and a drop link. The lower control arm may be operably coupled to a chassis of a vehicle via a first bushing assembly and a second bushing assembly. The first and second bushing assemblies may each pivot about an axis substantially parallel to a longitudinal centerline of the vehicle. The upper control arm may be operably coupled to the chassis. The damper may be operably coupled to the lower control arm to dampen pivoting motion of the upper and lower control arms relative to the chassis. The drop link may operably couple the lower control arm and an anti-roll bar that includes a disconnect assembly to translate a roll motion into a force exerted on the lower control arm in a direction substantially parallel to the axis.

A stabilizer bar assembly having a pair of bar members and a clutch assembly with a first and second couplers, which are fixedly coupled to the bar members, a coupling sleeve and a rotary lock. The coupling sleeve matingly engages the first coupler. The coupling sleeve is movable along an axis between a first position, in which the coupling sleeve is disengaged from the second coupler to permit relative rotation between the stabilizer bar members about the axis, and a second position in which the coupling sleeve is engaged to the first and second couplers. The rotary lock has lock members that are fixedly coupled to the coupling sleeve and the second coupler. The lock members engage one another when the coupling sleeve is in the second position to inhibit relative movement about the rotational axis between the coupling sleeve and the second coupler.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm to the anti-roll bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A physical feature selectively locks or unlocks the slidable shaft with respect to the body. The physical feature may include a locking pin, interference with a locking ball, etc. In the locked state, translation of the slidable shaft is restricted, and movement of the arm is transferred through the link to the bar. In the unlocked state, translation of the slidable shaft is permitted, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.