# US 9,517,676 B2 · Method and device for stabilizing a vehicle against rolling movements

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- Number: US 9,517,676 B2
- Document ID: US9517676B2
- Status: Granted
- Kind: B2
- Application number: 14/332,199
- Filed: 2014-07-15
- Published: 2015-01-15
- Granted: 2016-12-13
- Earliest claimed: 2013-07-15
- Assignees: Ford Global Technologies, LLC
- Applicants: Ford Global Technologies, LLC
- Inventors: Ralf Schmierer
- Web page: https://patentgrep.com/patent/US9517676B2

## CPC

- B60G 21/055: Stabiliser bars
- B60G 3/06: the arm being rigid
- B60G 7/001: {Suspension arms, e.g. constructional features (B60G7/006 takes precedence)}
- F16F 7/1005: {characterised by active control of the mass}
- F16F 7/116: on metal springs
- B60G 2200/142: with a single lateral arm, e.g. MacPherson type
- B60G 2204/1224: End mounts of stabiliser on wheel suspension
- B60G 2206/11: the arm being a radius or track or torque or steering rod or stabiliser end link
- B60G: VEHICLE SUSPENSION ARRANGEMENTS (air-cushion vehicles B60V; {cycle suspensions B62K25/00})
- F16F: SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION

## Abstract

An anti-rolling stabilizer for a motor vehicle is provided. The stabilizer includes a U-shaped torsion bar having an elongated base and two free ends. The elongated base is coupled to a vehicle frame and each of the free ends is coupled to one of a right-hand and a left-hand wheel-guiding element via a respective coupling bar. Each of the coupling bars includes an NVH vibration absorber configured to counteract vibrations of the respective coupling bar or of the respective wheel guiding element to which the coupling bar is configured to connect, wherein the NVH absorber counteracts vibrations in one or more predetermined frequency ranges without counteracting vibrations in other frequencies.

## Claims

### Claim 1

A method for stabilizing a motor vehicle against rolling movements by means of a U-shaped torsion bar, an elongated base of which is coupled to a vehicle frame and free ends of which are each connected via a respective coupling bar to a right-hand or a left-hand wheel guiding element, comprising:
tuning a first vibration absorber configured to be mounted to a first of the coupling bars to counteract vibrations of the first coupling bar or of the wheel guiding element connected to the first coupling bar in one or more predetermined frequency ranges;
attaching the first vibration absorber to the first coupling bar such that the first vibration absorber and the first coupling bar vibrate as a unitary mass;
tuning a second vibration absorber configured to be mounted to a second of the coupling bars to counteract vibrations of the second coupling bar or of the wheel guiding element connected to the second coupling bar in one or more predetermined frequency ranges; and
attaching the second vibration absorber to the second coupling bar such that the second vibration absorber and the second coupling bar vibrate as a second unitary mass.

### Claim 2 (depends on 1)

The method of claim 1, wherein at least one of attaching the first vibration absorber to the first coupling bar and attaching the second vibration absorber to the second coupling bar comprises attaching at least one of a first and second passive vibration absorber to a respective one of the first coupling bar and the second coupling bar.

### Claim 3 (depends on 1)

The method of claim 1, wherein attaching the first vibration absorber to the first coupling bar comprises attaching a longitudinal edge of a first elongated fin to the first coupling bar.

### Claim 4 (depends on 3)

The method of claim 3, wherein attaching the second vibration absorber to the second coupling bar comprises attaching a longitudinal edge of a second elongated fin to the second coupling bar.

### Claim 5 (depends on 1)

The method of claim 1, wherein at least one of attaching the first vibration absorber to the first coupling bar and attaching the second vibration absorber to the second coupling bar comprises directly mounting the at least one of the first vibration absorber and the second vibration absorber to a respective one of the first coupling bar and the second coupling bar.

### Claim 6 (depends on 1)

The method of claim 1, wherein at least one of attaching the first vibration absorber to the first coupling bar and attaching the second vibration absorber to the second coupling bar comprises mounting the at least one of the first vibration absorber and the second vibration absorber to a rigid, elongate, central portion of a respective one of the first coupling bar and the second coupling bar.

### Claim 7

A coupling bar for a vehicle suspension, comprising:
a vibration absorber comprising a fin extending from a longitudinal groove of the coupling bar between first and second ends of the coupling bar, wherein the fin has a height in a plane passing through a longitudinal axis of the coupling bar and a width normal to the height, and wherein the height is greater than the width.

### Claim 8 (depends on 7)

The coupling bar of claim 7, wherein the vibration absorber is configured to vibrate with the coupling bar as a unitary mass.

### Claim 9 (depends on 7)

The coupling bar of claim 7, wherein the vibration absorber is directly attached to the coupling bar.

### Claim 10 (depends on 7)

The coupling bar of claim 7, wherein the vibration absorber is formed integrally with the coupling bar.