A method for the active roll stabilization of a vehicle (50) by way of a roll stabilizer (30). The roll stabilizer (30) includes a stabilizer rod (32), a stabilizer housing (34) and a stabilizer motor (36), arranged inside the stabilizer housing (34), so that a first end of the stabilizer rod (32) is connected at to a wheel (52) of the vehicle and at a second end thereof is mounted to be rotated by way of the stabilizer motor (36). The method including the steps of obtaining a first set-point value of a rod torque of the stabilizer rod (32); obtaining a second set-point value of a motor rotation angle of the stabilizer motor (36); limiting the second set-point value based on an absolute value and/or a gradient of the first set-point value; and inputting the second set-point value into a control sequence (20) as a guide magnitude.

A method for operating an adjustable roll stabilizer for a motor vehicle. The adjustable roll stabilizer has an actuator which relative to a rotational axis can be rotated through a system angle in order to twist two stabilizer sections connected to it about the rotational axis relative to one another. The stabilizer sections are each coupled to a respective wheel suspension at a radial distance away from the rotational axis, and, starting from a target angle to be set at the actuator and having regard to the actual system angle and other parameters of the adjustable roll stabilizer and/or the motor vehicle equipped with it, a position-rotational speed regulator determines a target motor torque on the basis of which a motor of the actuator is controlled, so that having regard to the target angle and the actual system angle, the target motor torque is checked for plausibility.

A method for manufacturing a hollow spring member having a hollow steel spring rod having terminal sealed portions at both ends thereof. Each terminal sealed portion has a rotationally symmetric shape in which an axis passing through a center of the spring rod is an axis of symmetry. Each terminal sealed portion has an end wall portion including an end face; an arc-shaped smoothly curved surface between an outer peripheral surface of the spring rod and the end face, and a hermetically closed distal-end-center closure portion on the axis passing through the center of the spring rod. The method includes forming each of the end portions of the spring rod by forming a chamfered portion on an inner or outer peripheral side of the end portion of a hollow wire, the end portion having an opening portion at a distal end, heating the end portion of the hollow wire having the chamfered portion, and spinning the heated end portion to be gathered toward the axis from the outer peripheral side by a jig. The end wall portion, which includes the distal-end-center closure portion, is formed by the distal end of the end portion being joined together on the axis.

A vehicle disclosed herein may include: a vehicle body including a front compartment; a drive disposed in the front compartment and configured to drive a wheel; a plurality of brackets attaching the drive to the vehicle body; a stabilizer extending in a right-left direction of the vehicle in the front compartment and connecting a left front suspension and a right front suspension to each other; and a plurality of bushes attaching the stabilizer to the vehicle body, wherein the plurality of bushes may include a first bush located frontward of the drive, the plurality of brackets may include a first bracket located rearward of the first bush, and at least a part of the first bracket may be located above the first bush.

A torsion bushing includes a body portion defining a torsion rod-receiving bore, one or more helical flexion ribs defining at least a portion of the torsion rod-receiving bore, and a helical lubrication reservoir adjacent to the one or more helical flexion ribs. The torsion bushing may be included in a torsion busing assembly that further includes a bracket. The bracket may have a saddle to receive the torsion bushing, and one or more flanges for coupling the bracket to a frame. The torsion bushing may be included in a torsion rod assembly that further includes the bracket and a torsion rod.

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.

Provided is a vehicular holding device that, in an ON state, holds a vehicle component in a state where displacement of the vehicle component in an axial direction is restrained, and that, in an OFF state, holds the vehicle component in a state where displacement of the vehicle component in the axial direction is possible. The vehicular holding device includes at least one engagement part, a cam mechanism, and an axial direction restraining part. The at least one engagement part is at a position where the engagement part engages with an engaged part in the ON state, and is at a position where the engagement part is separated from the engaged part in the OFF state. The cam mechanism displaces the at least one engagement part from the OFF-state position to the ON-state position. The axial direction restraining part receives axial-direction force acting on the at least one engagement part.

A stabilizer is a stabilizer including: a main body cylinder portion which is elastically deformable; and a pair of connection portions respectively connected to a pair of left and right suspension devices, wherein a fixed shaft portion which is solid and fixed to the main body cylinder portion is provided to the connection portion, wherein the fixed shaft portion includes a fitting portion fitted into the main body cylinder portion and a large diameter portion connecting the fitting portion and the connection portion and formed to have a diameter larger than that of the fitting portion.

A stabilizer bar has a first connected position and a second disconnected position. One side-bar is fixed to a housing while the other side-bar is fixed to a tulip within the housing. The housing has a plurality of axial grooves. The tulip defines a plurality of slots which are aligned with the grooves when the vehicle is level. A nut has a plurality of pins that extend radially such that the nut is torsionally coupled to the housing. In a first connected position, the pins fit within the slots of the tulip to torsionally couple the nut and the housing to the tulip. To facilitate a second disconnected position, a motor driven actuator moves the nut axially such that the pins no longer engage the slots. When motor power is withdrawn, a spring pushes the nut back to the first connected position.

A stabilizer unit for a vehicle and a method for manufacturing such a stabilizer unit, the stabilizer unit comprising a stabilizer bar, at least one bearing including a flange, made of plastic material, including at least one retaining portion and one groove including a cradle portion, wherein the stabilizer bar passes through the groove of the flange and is secured to the flange by means of a vulcanized elastomer layer.