A mechanical leg comprises a frame, a retractable member, a wheel, an extension and retraction driving member, a travel driving member, an auxiliary leg, and an auxiliary wheel. The extension and retraction driving member is located on a side of the frame. The retractable member is connected to the extension and retraction driving member. The wheel is connected to the retractable member. The wheel is further connected to the travel driving member. A first end of the auxiliary leg is connected to the auxiliary wheel, and a second end of the auxiliary leg is located on the frame. The retractable member extends under the driving of the extension and retraction driving member to drive the wheel to jump. The wheel is driven by the travel driving member to move. When the auxiliary wheel contacts the ground, the mechanical leg moves with the rolling of the wheel and the auxiliary wheel.

A roll stabilizer in the form of a stabilizer bar which has a connecting portion at each end. The connecting portion is configured such that at least two bores are arranged on a circle arc. The center point of the circle arc constitutes the upper pivot point of the connecting element.

A vehicle includes a chassis, an axle, and a sway bar assembly coupled between the chassis and the axle. At least one actuator is configured to move the sway bar assembly relative to the axle to thereby move at least a portion of the chassis toward or away from the axle to adjust an attitude of the vehicle.

There is provided a stabilizer for a vehicle, including a torsion bar fixed to a car body and configured to be rotated about a longitudinal axis of rotation without changing a position, two arm links connected to both ends of the torsion bar, and two drive links connected to each of the two arm links through a ball joint so as to be able to be rotated three-dimensionally, in which the two drive links are configured to, during cornering of the vehicle, adjust a degree of torsion of the torsion bar by rotating about an axis of rotation of a strut assembly or a steering knuckle connected to the two drive links.

An adjustable anti-roll bar arrangement for a vehicle, comprising a bracket configured to be mounted in a fixed relationship to a chassis or a an axle of the vehicle, a linear actuator connected to the bracket, a guided element, the linear actuator being configured to drive the guided element along a first geometrical axis, a supporting shaft mounted to the bracket and defining a second geometrical axis which has a different extension compared to the first geometrical axis, an anti-roll bar, and a stabilizer stay having a first end connected to the anti-roll bar, and a second end movably connected to and supported by the supporting shaft, the second end being also connected to the guided element such that when the linear actuator drives the guided element along the first geometrical axis, the second end follows the motion along the second geometrical axis. The invention also relates to a vehicle comprising such an arrangement.

There is provided a stabilizer for a vehicle, including a torsion bar fixed to a car body and configured to be rotated about a longitudinal axis of rotation without changing a position, two arm links connected to both ends of the torsion bar, and two drive links connected to each of the two arm links through a ball joint so as to be able to be rotated three-dimensionally, in which the two drive links are configured to, during cornering of the vehicle, adjust a degree of torsion of the torsion bar by rotating about an axis of rotation of a strut assembly or a steering knuckle connected to the two drive links.

A vehicle includes wheels, suspension links, a torsion bar, and electronically controlled dampers. The suspension links support the wheels. The torsion bar generates a force to resist a tilting of the vehicle in the body roll direction. The electronic control dampers connect the torsion bar to the suspension links. At least a portion of each suspension links is located in front of the corresponding electronically controlled damper.

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.

An adjustable anti-roll bar arrangement for a vehicle, comprising a bracket configured to be mounted in a fixed relationship to a chassis or a an axle of the vehicle, a linear actuator connected to the bracket, a guided element, the linear actuator being configured to drive the guided element along a first geometrical axis, a supporting shaft mounted to the bracket and defining a second geometrical axis which has a different extension compared to the first geometrical axis, an anti-roll bar, and a stabilizer stay having a first end connected to the anti-roll bar, and a second end movably connected to and supported by the supporting shaft, the second end being also connected to the guided element such that when the linear actuator drives the guided element along the first geometrical axis, the second end follows the motion along the second geometrical axis. The invention also relates to a vehicle comprising such an arrangement.

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.