Claims:WE CLAIM:
1. An anti-roll bar assembly 200 for a vehicle, the anti-roll bar assembly 200 comprising:
a left-side bar 210 coupled with a left suspension system of the vehicle, the left-side bar 210 having a hole;
a right-side bar 220 coupled with a right suspension system of the vehicle;
a cylindrical sleeve 230 mounted on the right side bar 220, and at other end configured to receive the left side bar 210;
a pin 232 slidably mounted on the cylindrical sleeve 230, the pin 232 having a first end and a second end, the pin 232 at the second end engagable with the hole of the left-side bar 210 for coupling the right-side bar 220 with the left-side bar 210; and
an actuating mechanism provided for moving the pin 232 to couple or decouple the right-side bar 220 and the left-side bar 210.
2. The anti-roll bar assembly 200 as claimed in claim 1, wherein the actuating mechanism comprises of a cam 320 mounted on a sliding rod 310, and movable by a hydraulic actuator 330, the cam 320 provided adjacent to the first end of the pin 232, whereby movement of the cam 320 causes the pin 232 to move and engage or disengage with the hole of the left-side bar 210.
3. The actuating mechanism as claimed in claim 1, wherein the actuating mechanism 500 comprises of a solenoid 510 having a spring-loaded plunger 520 with a coil of wire 530 surrounding the spring-loaded plunger 520, the spring-loaded plunger 520 provided at the first-end of the pin 232, the spring-loaded plunger 520 movable upon energizing the coil 530, whereby movement of the spring-loaded plunger 520 causes the pin 232 to move and engage or disengage with the hole of the left-side bar 210.
4. The anti-roll bar assembly 200 as claimed in claim 1, wherein the pin 232 is a spring loaded pin.
, Description:FIELD OF THE INVENTION
[001] The invention relates to an anti-roll bar assembly.

BACKGROUND OF THE INVENTION
[002] Most vehicles now have anti-roll bars. The anti-roll bar stiffens or stabilizes suspension of the vehicle to reduce vehicle body sway or roll angle of the vehicle, particularly when the vehicle is turning or cornering at a high-speed.
[003] Figure 1 illustrates an anti-roll bar 100. As shown, a rod 110 is adapted between a left suspension X and a right suspension Y interconnecting wheels Z of a vehicle. The rod 110 restricts relative vertical movement of the wheels Z, thereby reducing sway or roll of the vehicle. In this context, when a vehicle takes a turn, the center of gravity of the vehicle shifts to outer side of the vehicle, compressing suspension on the outer side and decompressing the suspension on the inner side leading to a differentiation in the left and right suspensions which increases the body roll of the vehicle. The anti-roll bar or rod 110, which connects both sides of the suspension restricts the amount of differentiation the suspension can have, and thus reduces body roll.
[004] The anti-roll bar once installed remains deployed at all times improving handling and stability of the vehicle. However, in certain conditions such as off-road conditions, anti-roll bar may not be required. Considering, the anti-roll is permanently installed, it is not possible to uninstall or disconnect the same.

SUMMARY OF THE INVENTION
[005] Accordingly, the present invention in one aspect provides an anti-roll bar assembly for a vehicle, the anti-roll bar assembly comprising a left-side bar coupled with a left suspension system of the vehicle, the left-side bar having a hole; a right-side bar coupled with a right suspension system of the vehicle; a cylindrical sleeve mounted on the right side bar, and at other end configured to receive the left side bar; a pin slidably mounted on the cylindrical sleeve, the pin having a first end and a second end, the pin at the second end engagable with the hole of the left-side bar for coupling the right-side bar with the left-side bar; and an actuating mechanism provided adjacent to the first end of the pin for moving the pin to couple or decouple the right-side bar and the left-side bar.

BRIEF DESCRIPTION OF THE DRAWINGS
[006] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 shows an anti-roll bar assembly as per prior-art.
Figure 2 shows an anti-roll bar assembly in accordance with an embodiment of the invention.
Figure 3 shows an anti-roll bar assembly in accordance with an embodiment of the invention.
Figure 4 shows an anti-roll bar assembly in accordance with an embodiment of the invention.
Figure 5 shows an anti-roll bar assembly in accordance with an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION
[007] The present invention is directed towards an anti-roll bar assembly, whereby the anti-roll bar assembly can be deployed depending upon driving conditions such as on-road or off-road driving condition.
[008] Figure 2 shows an anti-roll bar assembly 200 in accordance with an embodiment of the invention. The anti-roll bar assembly 200 is adapted between a left suspension system and a right suspension system of the vehicle. The anti-roll bar assembly 200 can be adapted at front or rear or both ends of the vehicle. The anti-roll bar assembly 200 comprises a left-side bar 210, a right-side bar 220, a cylindrical sleeve 230 and an actuating mechanism (shown in figures 3 to 5).
[009] The left-side bar 210 is coupled with the left suspension system of the vehicle, and the right-side bar 220 is coupled with the right suspension system of the vehicle. The right-side bar 220 as shown in the figures is juxtaposed/aligned with the left-side bar, and the cylindrical sleeve 230 enables coupling of the left-side bar 210 with the right-side bar 220. In an embodiment of the invention, the cylindrical sleeve 230 enables coupling or decoupling of the left-side bar 210 and the right-side bar 220 as per requirement of a driver so as to allow simultaneous or individual rotation of the left-side bar 210 and the right-side bar 220. In this regard, the left-side bar 210 and the right-side bar 220 can be coupled to rotate simultaneously for on-road operations and the left-side bar 210 and the right-side bar 220 can be decoupled to rotate individually for off-road operations.
[010] The cylindrical sleeve 230 is concentrically mounted at one end on one of the bars, say the right-side bar 210. On the other end, the cylindrical sleeve 230 is configured to receive the other bar i.e. the left-side bar 220. As shown in the figures, a pin 232 is provided on the cylindrical sleeve 230. The pin 232 is slidably mounted on the cylindrical sleeve 230, and extends from a first end to a second end. At the second end, the pin 232 is engagble with the left-side bar 210. The left-side bar 210 comprises of a hole for allowing the pin 232 to engage. Upon engaging the pin 232 with the left-side bar 210, the cylindrical sleeve 230 interconnects the left-side bar 210 with the right-side bar 220, and the left-side bar 210 and the right-side bar 220 act as a single component and provides resistance to roll motion. In an embodiment, the pin 232 is a spring loaded pin. Further, the actuating mechanism is provided for moving the pin 232.
[011] Figure 3 and 4 show an anti-roll bar assembly 200 in accordance with an embodiment of the invention. The anti-roll bar assembly 200 is the same as shown in figure 1, and comprises an actuating mechanism 300. The actuating mechanism comprises of a sliding rod 310, a cam 320, and a hydraulic actuator 330. The cam 320 is mounted on the sliding rod 310, and the hydraulic actuator 330 causes the sliding rod 310 to move, and thereby the cam 320. As shown in figures 3 and 4, the cam 320 is provided adjacent to the first end of the pin 232, whereby movement of the cam 320 causes the pin 232 to move and engage disengage with the hole of the left-side bar 210 as shown in figure 4 or disengage with the hole of the left-side bar 210 as shown in in figure 3.
[012] Figure 5 shows an anti-roll bar assembly 200 in accordance with an embodiment of the invention. The anti-roll bar assembly 200 is the same as shown in figure 2, and comprises an actuating mechanism 500. The actuating mechanism 500 comprises of a solenoid 510 having a spring-loaded plunger 520 with a coil of wire 530 surrounding the spring-loaded plunger 520. Upon energizing the coil 530, magnetic flux is generated which causes the spring-loaded plunger 520 to move. The spring-loaded plunger 520 is provided at the first end of the pin 232, whereby the spring-loaded plunger 520 causes the pin 232 to move and engage or disengage with the hole of the left-side bar 210.
[013] Further, a selection switch is provided inside a vehicle cabin and is operable manually by a driver to operate the actuating mechanism to couple or decouple the left-side bar 210 and right-side bar 220 of the anti-roll bar assembly 200 as per requirement.
[014] Advantageously, the present invention provides the driver the flexibility of deploying the anti-roll bar assembly as per the driving conditions.
[015] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.