An anti-roll device equips an axle assembly of a motor vehicle and comprises two connecting rods of which one comprises a part of coupling means comprising: a housing subdivided into two parts by a piston and comprising two inlets-outlets communicating with the two parts and an intermediate inlet-outlet communicating with at least one of the parts depending on the position of the piston, a fluid reservoir supplying a conduit coupled to the intermediate inlet-outlet, two non-return means coupled to the inlets-outlets and to the conduit, and an electrically operated valve coupled to the inlets-outlets and placed either in an open state ensuring a connection between the parts and the fluid reservoir via the intermediate inlet-outlet, or in a closed state allowing fluid discharge out of the housing only through the intermediate inlet-outlet.

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.

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.

Provided is an active roll control apparatus for controlling a stiffness value of a stabilizer bar by moving the stabilizer bar, which is installed between left and right wheels of a vehicle and extends in a first direction, and a stabilizer link connected with the stabilizer bar to improve turning stability of the vehicle by actively controlling roll stiffness of the vehicle. The active roll control apparatus includes rotating shafts having one ends connected to both ends of the stabilizer bar, moving units into which the rotating shafts are inserted and which are movable along outer side surfaces of the rotating shafts in a second direction perpendicular to the first direction, and a driving unit configured to rotate the rotating shafts to move the moving units.

The present disclosure provides a sway bar for a suspension system of a motor vehicle. The sway bar includes a first lever arm for attachment to a left wheel suspension component and a second lever arm for attachment to a right wheel suspension component. The sway bar further includes a torsion spring device in connection between the first lever arm and the second lever arm to provide variable torsional stiffness. The torsion spring device includes a first torsion bar, a second torsion bar, and a clutch connected to the first torsion bar and the second torsion bar. The clutch is configured to move between a disengaged position and an engaged position where both of the first and second torsion bars transmit torque between the first and second lever arms to provide torsional stiffness.

A convertible link for use with an anti-sway bar is provided. The convertible link includes a hydraulic cylinder having a link tube and a fluid shaft. The fluid shaft includes a piston coupled to a first end of the fluid shaft, wherein the fluid shaft and the piston are slidably coupled within the link tube. Fluid flows in and out of the hydraulic cylinder to move the hydraulic cylinder between a fixed and a moveable condition. In the fixed position the fluid shaft does not move with respect to the link tube and the anti-sway bar is operational to control roll. In the moveable condition the fluid shaft is moveable with respect to the link tube and the anti-sway bar is not operational to control roll.

A stabilizer assembly for a two-track vehicle comprises: a first and a second stabilizer section; a spring element between the stabilizer sections; a hydraulic actuator having an actuator outer part and an actuator inner part, each of which is non-rotatably connected to one of the stabilizer sections, and an intermediate element connected to the actuator outer part and actuator inner part respectively via outer and inner engagement means, wherein one of the engagement means has a pitch component in the axial direction and the other runs parallel to the longitudinal axis, so that a relative rotational movement of the actuator parts is converted into an axial movement of the intermediate element, wherein the intermediate element pressurises a first and second hydraulic chamber respectively; the hydraulic chambers being hydraulically connected to one another with interposition of a control element.

The present disclosure provides a sway bar for a suspension system of a motor vehicle. The sway bar includes a first lever arm for attachment to a left wheel suspension component and a second lever arm for attachment to a right wheel suspension component. The sway bar further includes a torsion spring device in connection between the first lever arm and the second lever arm to provide variable torsional stiffness. The torsion spring device includes a first torsion bar, a second torsion bar, and a clutch connected to the first torsion bar and the second torsion bar. The clutch is configured to move between a disengaged position and an engaged position where both of the first and second torsion bars transmit torque between the first and second lever arms to provide torsional stiffness.

The present disclosure relates to a semi-active stabilizer device which may adjust the rigidity of a stabilizer bar according to a traveling state of a vehicle, and may include a first stabilizer bar, a second stabilizer bar, an outer housing which has a hollow portion formed therein, an inner housing which is inserted into the hollow portion of the outer housing to rotate relatively, an elastic member which applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation, and a stopper which limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation, thereby improving riding comfort upon traveling on a straight road, and improving traveling stability upon traveling on a curved road.

A vehicle suspension system includes suspension arms mounted to a vehicle body frame to be pivotable between a low rolling posture and a high rolling posture and an anti-roll bar unit. The anti-roll bar unit includes a main anti-roll bar and a sub anti-roll bar. The sub anti-roll bar extends at least partially parallel with the main anti-roll bar. In the low rolling posture of the suspension arms, the main anti-roll bar and the sub anti-roll bar are not in contact with each other. In the high rolling posture of the suspension bars, the main anti-roll bar and the sub anti-roll bar are in contact with each other to increase stiffness of the anti-roll bar unit.