A cantilever bushing assembly anchors the central torsional section of a vehicular stabilizer bar in a cantilevered manner relative to a vehicle understructure. The bushing assembly comprises a bracket having a pocket centered on a pocket axis that coincides with a longitudinal axis of the stabilizer bar. Two plastic outer cans are cooperatively slidable into the pocket. Each outer can has an anti-rotation lobe received in respective keyways formed in the pocket. A rubber buffer is bonded to each outer can. Each rubber buffer has a frusto-cylindrical inner bearing surface that forms an arcuate portion of an interior bushing diameter. The inner bearing surface is post-vulcanization bonded to the central torsional section of the stabilizer bar. An arched rate plate is embedded within each rubber buffer. The rubber buffers compress in the area of the inner bearing surfaces and constrict about the central torsional section of the stabilizer bar.

Disclosed is a self-balancing device for self-propelled off-road RV box body. The self-balancing device includes an auxiliary beam body for connecting with a bottom end of the RV box body, a front triangular balance beam body, a rear triangular balance beam body and an axle-holding device for connecting with a RV chassis girder. The front triangular balance beam body and the rear triangular balance beam body are arranged close to both ends of the auxiliary beam body respectively. The axle-holding device is arranged between the front triangular balance beam body and the rear triangular balance beam body. Both the front triangular balance beam body and the rear triangular balance beam body include a hard limit structure for limiting a swing angle of the RV box body. The axle-holding device includes a soft limit structure for horizontally resetting the RV box body.

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 cantilever bushing assembly anchors the central torsional section of a vehicular stabilizer bar in a cantilevered manner relative to a vehicle understructure. The bushing assembly comprises a bracket having a pocket centered on a pocket axis that coincides with a longitudinal axis of the stabilizer bar. Two plastic outer cans are cooperatively slidable into the pocket. Each outer can has an anti-rotation lobe received in respective keyways formed in the pocket. A rubber buffer is bonded to each outer can. Each rubber buffer has a frusto-cylindrical inner bearing surface that forms an arcuate portion of an interior bushing diameter. The inner bearing surface is post-vulcanization bonded to the central torsional section of the stabilizer bar. An arched rate plate is embedded within each rubber buffer. The rubber buffers compress in the area of the inner bearing surfaces and constrict about the central torsional section of the stabilizer 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.

An air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit includes a first leveling valve configured to adjust independently the height of a first side of the vehicle. The second pneumatic circuit includes a second leveling valve configured to adjust independently the height of a second side of the vehicle. The first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle.

An air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit is configured to independently adjust air pressure of a first side of the vehicle. The second pneumatic circuit is configured to independently adjust air pressure of a second side of the vehicle. The system is configured to establish pneumatic communication between the first and second pneumatic circuits when the air management system is not independently adjusting the adjust air pressure of the first side of the vehicle and the air pressure of the second side of the vehicle in the cross-flow mode.

A joint realizing higher rigidity without increasing the wall thickness provided with a base part 12, a pair of side parts 14, 14 extending from the two end parts of the base part 12 in the first direction D1 to the same side in the second direction D2 vertical to the first direction D1, the pair of side parts 14, 14 being formed with fastening holes 14H at the center in a third direction D3 vertical to both the first direction D1 and second direction D2, and a closed part 16 formed between the pair of side parts 14, 14 as an extended region of the base part 12 and pair of side parts 14, 14 at least at one end in the third direction D3.

The present invention relates to a stabilizer for a vehicle which is installed between a pair of wheels of the vehicle and includes a first bar disposed to extend in a width direction of the vehicle; an actuator supported by a vehicle body of the vehicle and coupled to the first bar and a first connecting member to move the first bar in the width direction of the vehicle; and a second bar having one side connected to the first bar and the other side connected to one side of a wheel supporter which supports one wheel of the pair of wheels of the vehicle, wherein, when the first bar is moved in the width direction of the vehicle, the other side of the second bar is moved so that the one side of the wheel supporter is moved in an upper direction or a lower direction of the vehicle.

The ECU of the stabilizer control apparatus determines, based on a high frequency component of a wheel acceleration and a low frequency component of a wheel speed difference, whether a road surface state is a rough road state or a smooth road state. When the road surface state is determined to be the rough road state, the ECU sets a turning determination threshold to a rough road threshold. When the road surface state is determined to be the smooth road state, the ECU sets the threshold to a smooth road threshold. When a turning determination parameter is greater than the threshold, the ECU sets each of first, second, and third cylinders to a lock state to increase rigidity of stabilizers. When the turning determination parameter is smaller than the turning determination threshold, the ECU sets each of the cylinders to a free state to decrease the rigidity of the stabilizers.