FORM 2
The Patent Act 1970
(39 of 1970)
&
The Patent Rules, 2005
COMPLETE SPECIFICATION
(See Section 10 and Rule 13)
TITLE OF THE INVENTION
“AUTOMOTIVE ANTI-ROLL SUSPENSION SYSTEM FOR A VEHICLE
WITH ANTI-ROLL BARS”
APPLICANT
TATA MOTORS LIMITED
an Indian company having its registered office
at Bombay house, 24 Homi Mody Street, Hutatma Chowk,
Mumbai 400001, Maharashtra, India
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes and ascertains the nature of this invention and the manner in which it is to be performed:-

FIELD OF THE INVENTION [0001] The present disclosure relates to an anti-roll suspension system. More particularly an automotive anti-roll suspension system for a vehicle with anti-roll bars to make vehicle safe while driving on normal road condition.
BACKGROUND
[0002] Although the anti-roll bar is essential to make the vehicle safe for driving on normal road conditions, it is proven to be detrimental in off-road driving conditions. The wheels tend to travel to high magnitudes during off-roading. When one wheel of vehicle experiences a vertical motion, it transfers this motion to the vehicle body, rolling it onto one side. After sufficient travel, the vehicle body can be leaned to such a degree that it rolls-over/tip-over. Therefore, it severely impairs an off-roading vehicle’s off-roading capabilities.
[0003] In addition to being a detriment to off-roading capabilities, the anti-roll bar also introduces a severe and uncomfortable jarring motion to the vehicle when traversing broken pavement as the fast wheel jerks are transferred severely because of the additional stiffness introduced to the vehicle’s body roll. This makes the ride more uncomfortable when traversing on broken roads.
[0004] Accordingly, there is a need of a suspension system that overcomes the above mentioned problem.
OBJECT OF THE INVENTION
[0005] The principal object of the embodiments herein is to provide an automotive anti-roll suspension system for a vehicle with anti-roll bars to prevent body roll during high-speed cornering and make vehicle safe while driving on normal road condition.
[0006] Another object of the embodiments herein is to provide an anti-roll bar which is divided into two parts and coupled by a coupling sleeve for enabling the user to vary the suspensions roll stiffness, automatically or manually.

[0007] Another object of the embodiments herein is to provide an anti-roll suspension system that re-engages the two anti-roll bars back to its default state of engagement when an unfortunate event such as vehicle’s electrical system or battery failure is detected.
[0008] Another object of the embodiments herein is to provide a logic control circuit for receiving input from a driver to dis-engage the anti-roll bars and performing a correct sequence of dis-engagement and re-engagement based on various states of the anti-roll bars.
SUMMARY
[0009] In one aspect object is satisfied by providing an anti-roll suspension system for a vehicle. The anti-roll suspension system comprising a first anti-roll bar, a second anti-roll bar, a coupling sleeve, a pivot lever, a switch, an electromagnet, and a controlling mechanism. The first anti-roll bar having a first end and a second end, wherein the first end of the first anti-roll bar pivotally connected to a first wheel of the vehicle. The second anti-roll bar having a first end and a second end, wherein the first end of the second anti-roll bar is pivotally connected to a second wheel of the vehicle. The coupling sleeve for pivotally connecting the second end of the first anti-roll bar with the second end of the second anti-roll bar. The pivot lever actuates the coupling sleeve to couple and decouple the first anti-roll bar with the second anti-roll bar to transfer motion between the first wheel and the second wheel. The controlling mechanism including a linear actuation solenoid and a spring unit structured to pull and push the pivot lever. The linear actuation solenoid of the controlling mechanism is in energized state to pull the pivot lever, thereby decoupling the first anti-roll bar with the second anti-roll bar, and the linear actuation solenoid is in free state to enable pushing of the pivot lever by the spring unit for coupling the first anti-roll bar with the second anti-roll bar.
[0010] Further, the pivot lever to actuate the coupling sleeve for changing a position of the coupling sleeve. The switch senses the disengagement or re-engagement of the first anti-roll bar and the second anti-roll bar. The

electromagnet controls the disengagement or re-engagement of the first anti-roll bar and the second anti-roll bar.
[0011] In an embodiment, the second end of the first anti-roll bar and the second end of the second anti-roll bar are externally splined.
[0012] In an embodiment, the anti-roll suspension system comprises an intermediate gear with internal splines matching to external splines of the first anti-roll bar and the second anti-roll bar, wherein the coupling sleeve slides along external teeth’s of the intermediate gear, comprises a retaining clip installed on a suitable groove in the external splines of the first anti-roll bar and the second anti-roll bar to axially lock the intermediate gear in one direction.
[0013] In an embodiment, the pivot lever comprises two fork arms with holes to accept a sliding bush to run in circumferential outer race of the coupling sleeve.
[0014] Further, the anti-roll suspension system comprises a linear actuation solenoid to pull the pivot lever when the linear actuation solenoid is energized; and a plunger connected to the pivot lever to transfer a motion of the linear actuation solenoid to the pivot lever.
[0015] In an embodiment, the pivot lever pushes the coupling sleeve onto one of the first anti-roll bar and the second anti-roll bar based on the motion of the linear actuation solenoid to disengage the first anti-roll bar and the second anti-roll bar.
[0016] In an embodiment, the linear actuation solenoid is de-energize once the first anti-roll bar and the second anti-roll bar are disengaged and the electromagnet is energized to hold disengaged position of the first anti-roll bar and the second anti-roll bar.
[0017] In an embodiment, the contactor switch senses stroke of the plunger and the contactor switch is closed when the stroke is complete.
[0018] In an embodiment, the anti-roll suspension system comprises a return spring within the linear actuation solenoid to assist in engagement of the first anti-roll bar and the second anti-roll bar.

[0019] In an embodiment, the electromagnet is de-energized such that return spring in the linear actuation solenoid re-engage the first anti-roll bar and the second anti-roll bar when the first wheel and the second wheel are on same ground level.
[0020] In an embodiment, the anti-roll suspension system comprises a force sensitive resistor at an end of stroke of the plunger to sense the re-engagement of the first anti-roll bar and the second anti-roll bar.
[0021] In an embodiment, the anti-roll suspension system comprises a housing, a rubber stopper to absorb a mechanical shock, and two stopper bolts at the housing to provide a physical stop to movement of the pivot levers while a rubber stopper absorbs the mechanical shock.
[0022] In an embodiment, the force sensitive resistor installed in between the rubber stopper and the housing.
[0023] In an embodiment, the vehicle’s electrical system comprises a logical circuit configured for receiving dis-engagement command from a driver of the vehicle to dis-engage the first anti-roll bar and the second anti-roll bar, determining whether the state of the vehicle, and preforming a correct sequence of dis-engagement and re-engagement based on the state of the vehicle.
[0024] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating preferred embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF FIGURES [0025] This connector is illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the

various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0026] FIG. 1 illustrates a front view of an anti-roll suspension system, according to embodiments as disclosed herein;
[0027] FIG. 2 illustrates a front sectional view of the anti-roll bar with coupling assembly, according to embodiments as disclosed herein;
[0028] FIG. 3 illustrates a bisectional view of the anti-roll bar with coupling assembly, according to embodiments as disclosed herein;
[0029] FIG. 4 illustrates a perspective view of the anti-roll suspension system, according to embodiments as disclosed herein;
[0030] FIG. 5 illustrates a bisectional view of the anti-roll suspension when disengaging anti-roll bar, according to embodiments as disclosed herein;
[0031] FIG. 6 illustrates a bisectional view of the anti-roll system when engaging anti-roll bar, according to embodiments as disclosed herein; and
[0032] Fig. 7 illustrates a flow chart detailing the working of the control unit.

Reference Numeral

Sr. No Description
1 Intermediate gear
2 Retaining clip
3 Coupling sleeve
4 Pivot lever
5 Housing
6 Linear Actuation Solenoid
7 Plunger
8 Return spring
9 Switch
10 Holding Electromagnet
11 Force sensitive resistor
12 Rubber stopper
13 Stopper bolt
14 Sliding bush
15 Anti-roll bar

DETAILED DESCRIPTION OF THE INVENTION
[0033] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. Also, the various embodiments described herein are not necessarily mutually exclusive, as some embodiments can be combined with one or more other embodiments to form new embodiments. The term “or” as used herein, refers to a non-exclusive or, unless otherwise indicated. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein can be practiced and to further enable those skilled in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0034] The accompanying drawings are used to help easily understand various technical features and it should be understood that the embodiments presented herein are not limited by the accompanying drawings. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawings. Although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another.
[0035] Referring now to the drawings, and more particularly to FIGS. 1 through 6, there are shown preferred embodiments.
[0036] FIG. 1 illustrates a front view of an anti-roll suspension system, according to embodiments as disclosed herein. The anti-roll suspension system for a vehicle. The anti-roll suspension system comprises a first anti-roll bar (1a), a second anti-roll bar (1b), a coupling sleeve (2), a switch (4) and an electromagnet (5). The first anti-roll bar (1a) having a first end and a second

end in which the first end of the first anti-roll bar (1b) is pivotally connected to a first wheel of the vehicle. The second anti-roll bar (1b) having a first end and a second end in which the first end of the second anti-roll bar (1b) is pivotally connected to a second wheel of the vehicle. The coupling sleeve (2) for pivotally connecting the second end of the first anti-roll bar (1a) with the second end of the second anti-roll bar (1b). The pivot lever (3) actuates the coupling sleeve (2) for changing a position of the coupling sleeve (2). The pivot lever (3) comprises two fork arms with holes to accept a sliding bush (15) to run in circumferential outer race of the coupling sleeve (2). The switch (4) to sense the disengagement or re-engagement of the first anti-roll bar (1a) and the second anti-roll bar (1b). The electromagnet (5) to control the disengagement or re-engagement of the first anti-roll bar (1a) and the second anti-roll bar (1b). [0037] Unlike the conventional suspension system, the anti-roll bar which is divided into two parts and coupled by a coupling sleeve (2). The first anti-roll bar (1a) and the second anti-roll bar (1b) operates to assist in maintaining the vehicle body (i.e., the sprung mass) in a substantially horizontal orientation when viewed along the vehicle's longitudinal roll axis. For example, when a vehicle turns to the left, the inertial force raises the left side of the vehicle body and lowers the right side of the vehicle body. The combined relative rise of vehicle body induces axial twist of the anti-roll bar (1a and 1b). The axial twist (or rotation) of central rod urges the relative downward movement of reaction arm, and the relative upward movement of reaction arm. This results in an upward anti-roll force on the right side of the vehicle body and a corresponding downward anti-roll force on the left side of the vehicle body, thereby resisting roll of the body induced by the left turn. It will be understood by one skilled in the art that an identical effect occurs, but at opposite sides, during turns in the opposite direction (i.e., to the right). Further, it will be appreciated by one skilled in the art that the torsional force exerted by the anti-roll bar (1a and 1b) varies in inverse proportion to the length of the rod being twisted. That is, as the length of horizontal rod decreases, the torsional force increases.

[0038] The construction of a vehicle suspension is well known to those skilled in the art and will be only briefly described herein. The description fits equally well to any automotive suspension assembly. The invention herein has application to both front and rear wheels vehicle suspension systems.
[0039] FIG. 2 illustrates a front sectional view of the anti-roll bar with coupling assembly, according to embodiments as disclosed herein. The suspension system comprises an intermediate gear (6), a retaining clip (7), a housing (8), a linear actuation solenoid (9), a plunger (10), a return spring (11), a force sensitive resistor (12), a rubber stopper (13), a stopper bolt (14) (shown in FIG. 3), and a sliding bush (15) (shown in FIG. 3). In an embodiment, the anti-roll bar (1) is split into two halves namely the first anti-roll bar (1a) and the second anti-roll bar (1b) respectively. The ends where the two halves meet are externally splined.
[0040] The intermediate gear (6) with internal splines (matching to the anti-roll bar’s external spline) and external spline with tolerances to allow sliding along its teeth is installed onto external spline of the two the anti-roll bars (1a and 1b). The intermediate gear (6) is axially locked in one direction by a retaining clip (7) installed onto a suitable groove in the anti-roll bar’s external spline. A coupling sleeve (2) with internal spline meshes with the intermediate Gear’s external spline. This coupling sleeve can slide along the intermediate gear’s teeth. This allows it to change its state from being meshed with both the intermediate gear (6) or being on only one of them. By changing the positioning/state of the coupling sleeve (2) the two halves of anti-roll bars (1a and 2b) can be configured to transfer torque among themselves or not i.e. engaged or disengaged. The coupling sleeve is actuated with the help of the pivot lever (3) which is pivoted from the middle and is actuated with the help of the linear actuation solenoid (9). The pivot lever (3) has two fork arms with holes to accept the sliding bush (15) (shown in FIG. 3) to run in circumferential outer race of the coupling sleeve (2).
[0041] The linear actuation solenoid (9) generates the magnetic field to move a Plunger (10). This plunger (10) is connected to the pivot lever (3) by a

Rod End. When the linear actuation solenoid (9) is energized, it pulls the plunger (10) in. As the pivot lever (3) is pivoted in the middle, it pushes the coupling sleeve (2) onto one of the anti-roll bars (1a and 1b). This disengages the two halves of the anti-roll bars (1a and 1b). The linear actuation solenoid (9) cannot be kept energized for long periods of time as its coils can get damaged by the high current it draws followed by its heating. Furthermore, there is the internal return spring (11) within the linear actuation solenoid (9) which helps in returning the complete system back to its condition of “Engaged”. Therefore, a holding electromagnet (5) is used to retain this retracted position. Hence, it is desirable to de-energize the linear actuation solenoid (9) once the two anti-roll bars (1a and 1b) have been disengaged and keep the holding electromagnet (5) energized to hold this position. In an embodiment, the plunger (10) is made up of a material with good magnetic permeability and has an integral armature (flat face) to adhere to the holding electromagnet (5). To sense completion of the plunger’s (7) stroke, there is the contactor switch (4) at the end of its stroke. This switch (4) is closed by the plunger (10) once its stroke is complete. In this manner, successful disengagement of the two anti-roll bars (1a and 1b) is sensed and the linear actuation solenoid (9) is de-energized and the holding electromagnet (5) is kept energized to hold this position.
[0042] FIG. 3 illustrates a bisectional view of the anti-roll bar with coupling assembly, according to embodiments as disclosed herein. In an embodiment, wherein the pivot lever (3) comprises two fork arms with holes to accept a sliding bush (15) to run in circumferential outer race of the coupling sleeve (2).
[0043] FIG. 4 illustrates a perspective view of the anti-roll suspension system, according to embodiments as disclosed herein.
[0044] FIG. 5 illustrates a bisectional view of the anti-roll suspension when disengaging anti-roll bar, according to embodiments as disclosed herein.
[0045] In an alternate embodiment, the FIG. 6 show engagement of the two halves of the anti-roll bars (1a and 1b). To re-engage the two anti-roll bars

(1a and 1b), the holding electromagnet (5) is de-energized. The return spring (8) in linear actuation solenoid (9) re-engages the two halves of anti-roll bars (1a and 1b). It is paramount that the two anti-roll bars (1a and 1b) re-engage when their two arms are in the same plane i.e. when the two wheels are on the same ground level. To ensure this correct re-engagement, the coupling sleeve (2) and intermediate gears (6) have their sliding spline teeth omitted at diametrically opposite sides. Since the coupling sleeve (2) is under constant spring force from the return spring (8) once re-engagement is issued, it “snaps” onto the other anti-roll bars (1a and 1b) the moment they align. There is a force sensitive resistor (12) at the end of plunger’s (7) extension stroke to sense if the re-engagement has been successful. It is installed in between a rubber stopper (13) and the housing (8). Also, there are two stopper bolts (14) (as shown in FIG. 3) at the housing (8) which provide a physical stop to pivot Lever’s (3) movement while the rubber stopper (13) absorbs the mechanical shock. The return spring (11) also serves as an electrical failsafe. If in an unfortunate event the vehicle’s electrical system fails to function or the Battery dies, the return spring (11) re-engages the two anti-roll bars (1a and 1b). If the failure occurs when the two anti-roll bars (1a and 1b) are disengaged, the system returns back to its default state of engaged.
[0046] In another embodiment, this complete operation is handled by a Logic Control Circuit which does the task of receiving input from the driver to dis-engage the Anti-Roll Bars, communicating to the driver of various states of the Anti-Roll bar and to perform the correct sequence of dis-engagement and re-engagement. It also performs a key safety function of re-engaging the Anti-Roll Bars if the driver forgets to re-engage them once he/she returns to normal driving roads when the vehicle crosses a specific speed threshold for a specified amount of time. Unlike the conventional suspension system, when a vehicle body (i.e., the sprung mass) rolls beyond the threshold level, restrictor is actuated to reduce axial twist of anti-roll bars (1a or 1b), thereby reducing the torsional length.

[0047] When a dis-engagement command is issued by the driver, the vehicle may not be in a flat road condition i.e. the two wheels might not be on level ground. This tightens up the coupling assembly and doesn’t allow the linear actuation solenoid (9) to dis-engage the two anti-roll bars (1a and 1b). This is mitigated by giving pulses of energization to the linear actuation solenoid (9) with the help of the logic control circuit. The driver is asked to drive for a couple of meters at slow speed during which the two anti-roll bars (1a and 1b) align and they disengage. During this time the driver is given an indication of the system attempting to disengage the two anti-roll bars (1a and 1b)). The anti-roll bars (1a and 1b) are kept axially aligned with the help of Bushes in the housings (8). Their axial locating (axial locking) is maintained by Intermediate Gear’s (6) face which rests onto the retaining clip (7). The other end of the intermediate gear (6) rests on a Bush’s Flange. This Bush rests axially onto the housing (8). Upon assembly of housings (8), the components, by their assembly design reach their intended assembly positions and are finally locked in.
[0048] An example construction and operations are described in the following paragraphs.
CONSTRUCTION
[0049] In a system of anti-roll bars (1a and 1b) as illustrated in figure 4, first end is connected to the wheels, second end is externally splined. The second end of anti-roll bars (1a and 1b) is externally splined as shown in the FIG. 2. First end of the two anti-roll bars (1a and 1b) is supported as shown in the FIG. 4, while the second end is supported by bushes. Second end of the anti-roll bars (1a and 1b) are connected to intermediate gears (6) by the external splines on second end. The intermediate gears are restrained from moving in one direction along the axis of second end of anti-roll bars (1a and 1b) by a pair of retaining clips (7) in a configuration as shown in figure 2. The retaining clips (7) are installed onto a suitable groove of the second end of anti-roll bars (1a and 1b). The opposite direction of movement is restrained when one end of intermediate gears (6) rests on flat face of a bush. Since this bush’s

flat face also rests on the housing (8), when the two halves of housing (8) are fixed together by a suitable arrangement, the intermediate gears are restrained in both the directions along the axis of rotation of second ends of anti-roll bars’(1a and 1b) rotational axis. This construction also maintains a suitable separation in between second ends of anti-roll bars (1a and 1b). The bush is also used to maintain axial alignment of first and second anti-roll bar (1a and 1b) while allowing them to rotate about the axis of their second end.
[0050] A coupling sleeve (2) is rotationally coupling the two intermediate gears (6), thereby the two anti-roll bars (1a and 1b) by their external splines. External splines on the intermediate gear (6) and corresponding internal splines on the coupling sleeve (2) are toleranced so that coupling sleeve (2) may slide along the length of their teeth. The coupling sleeve (2) and intermediate gear (6) has omitted teeth at two diametrically opposite directions so that the first and second anti-roll bars (1a and 1b) always re-engage at an angular position where their first ends are at the same level.
[0051] The coupling sleeve (2) has circumferential groove to accept two sliding bush (15) at diametrically opposite locations as shown in figure 3 and 2. The sliding bush’s (15) cylindrical section is inserted into a suitable hole on either arm ends of the pivot lever (3) as shown in figure 3. The pivot lever (3) has a stem at its top and a hole to pivot from, which is situated in between the sliding bushes (15) and the stem as shown in figure 3. A rod end’s ball is inserted into stem of the pivot lever (3) while the other end is connected to a second plunger by suitable means. The second plunger is connected to the first plunger (10) by a suitable method. The first plunger (10) slides freely inside the linear actuation solenoid (9).
[0052] An electromagnet (5) is installed onto one of the housings (8) as shown in figure 2 to receive a suitably designed structure integral to the second plunger. The suitably designed structure of second plunger is positioned such that when maximum distance that the first plunger (10) can move inside of the linear actuation solenoid (9) has been reached, the structure of second plunger comes in contact with electromagnet (5). Simultaneously, a switch (4) integral

to the linear actuation solenoid (9) senses closes when maximum inward travel of the first plunger (10) to linear actuation solenoid (9) has been reached.
[0053] A spring unit (11) is also installed in between the first plunger (10) and linear actuation solenoid (9). A shock absorbing unit (13) is installed on one of the housings (8) as shown in figure 2. Also, a stopper bolt (14) provides a physical stop to the continuous extension movement of the first plunger (10). In between the shock absorbing unit (13) and one of the housings (8) a force sensing unit (12) is also installed.
OPERATION
[0054] The Logic Control Circuit performs the following operates:
i. Speed below safe limit - The control unit always checks for vehicle speed so that the anti-roll bars (1a and 1b) are not disengage or remain disengaged when the vehicle crosses a safe speed.
ii. Command to disengage – The control unit awaits command from the driver to disengage the anti-roll bars (1a and 1b).
iii. ARB disconnected – The control unit checks the state of switch (4) to infer if the anti-roll bars (1a and 1b) are disengaged.
iv. Energize electromagnet (5) – The electromagnet (5) is energized to retain the position of second plunger. This maintains the disengaged state of anti-roll bars (1a and 1b).
v. De-energize electromagnet (5) – The electromagnet (5) is de-energized to free the second plunger so that the spring unit (11) moves the coupling sleeve (2) to engaged configuration of intermediate gears (6) thereby the anti-roll bars (1a and 1b).

vi. Energize linear actuation solenoid (9) – The linear actuation solenoid (9) is energized so that it may pull in the first plunger (10) towards itself and finally disengage the anti-roll bars (1a and 1b).
vii. De-energize linear actuation solenoid (9) – The linear actuation solenoid (9) is de-energized to free state so that the spring unit (11) may extend the first plunger (10) and re-engage the anti-roll bars (1a and 1b).
viii. Indicate the user – The user is informed of disengaged state of anti-roll bars (1a and 1b). [0055] Once the control unit receives command from the user, it checks if the vehicle is travelling below safe speeds. This is to ensure that the anti-roll bars (1a and 1b) are not disengaged when the vehicle is travelling at high speeds as disengaged anti-roll bars (1a and 1b) may lead to roll over/tip over of the vehicle. The control unit awaits the command to disengage the anti-roll bars (1a and 1b). When the control unit receives such command, it checks the existing state of anti-roll bars (1a and 1b) by monitoring the state of switch (4). If switch (4) is closed, it conveys that the anti-roll bars (1a and 1b) are disengaged because the complete length to which the first plunger (10) can travel has been achieved and coupling sleeve is on one of the first anti-roll bar (1a) as shown in figure 5. If switch (4) is open, it means that the two anti-roll bars (1a and 1b) are engaged. The control unit in this case energizes the linear actuation solenoid (9) to pull in the first plunger (10). Also the electromagnet (5) is energized to hold the disengaged position of the coupling sleeve (2). During this operation the control unit checks on the switch (4) to check if the disengaged state of anti-roll bars (1a and 1b) has been achieved. Once control unit senses disengagement of the anti-roll bars (1a and 1b) by sensing the closure of switch (4), it de-energizes the linear actuation solenoid (9) and keeps the electromagnet (5) energized to hold this disengaged state of anti-roll bars (1a and 1b). This is done so that the linear actuation solenoid (9) does not

continue to draw in large amounts of current during its stable state of disengagement of anti-roll bars (1a and 1b). At the end the user is indicated of successful disengagement of anti-roll bars (1a and 1b).
[0056] When the user gives a command to re-engage the anti-roll bars (1a and 1b), the control unit de-energizes the linear actuation solenoid (9) and electromagnet (5). Henceforth, the spring unit (11) returns the coupling sleeve (2) to the position as shown in the FIG. 2, engaging the anti-roll bars (1a and 1b). Meanwhile, the teeth omission in coupling sleeve (2) and intermediate gear’s (6) external as described before ensures that the two anti-roll bars (1a and 1b) re-engage when their first ends are on the same level. This ensures that the anti-roll bars (1a and 1b) once re-engaged have the wheels at their second ends at the same ground level.
[0057] In an event when the vehicle speed reaches above a safe limit and the two anti-roll bars (1a and 1b) are dis-engaged, the control unit de-energizes the linear actuation solenoid (9) and electromagnet (5). This ensures safety of user and the vehicle. The user is also indicated of this change of state of the anti-roll bars (1a and 1b).
[0058] When the rod end moves under the influence of spring unit (11) to engage the anti-roll bars (1a and 1b), the limit of its movement is dictated by the stopper bolts (14) as shown in figure 3. A shock absorbing unit (13) as shown in figure 2 provides a softer stop to the rod end. A force sensing unit (12) provides a feedback of re-engagement of the anti-roll bars (1a and 1b). Because of the installation configuration of force sensing unit (12), when the first plunger (10) completes its extension stroke, it gives a feedback to the control unit. The control unit then gives appropriate indication to the user re-engagement of the anti-roll bars (1a and 1b).
[0059] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are

intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

We Claim:
1. An anti-roll suspension system for a vehicle, comprising:
a first anti-roll bar (1a) having a first end and a second end, wherein the first end of the first anti-roll bar (1b) is connected to a first wheel of the vehicle;
a second anti-roll bar (1b) having a first end and a second end, wherein the first end of the second anti-roll bar (1b) is connected to a second wheel of the vehicle;
a coupling sleeve (2) structured to couple the second end of the first anti-roll bar (1a) with the second end of the second anti-roll bar (1b); and
a pivot lever (3) actuates said coupling sleeve (2) to couple and decouple said first anti-roll bar (1a) with said second anti-roll bar (1b) to transfer motion between said first wheel and said second wheel, and
a controlling mechanism including a linear actuation solenoid (9) and a spring unit (11) structured to pull and push said pivot lever (3),
wherein said linear actuation solenoid (9) of the controlling mechanism is in energized state to pull said pivot lever, thereby decoupling said first anti-roll bar with said second anti-roll bar, and said linear actuation solenoid is in free state to enable pushing of said pivot lever by said spring unit for coupling said first anti-roll bar with said second anti-roll bar.
2. The anti-roll suspension system as claimed in claim 1, wherein an
intermediate gear (6) includes an internal spline matching to an
external spline of the first anti-roll bar (1a) and the second anti-roll
bar (1b), and an external spline to enable the coupling sleeve (2) to
slide along the intermediate gear (6) to enable coupling and decoupling
of said first anti-roll bar (1a) and the second anti-roll bar (1b).

3. The anti-roll suspension system as claimed in claim 2, wherein said first anti-roll bar (1a) and the second anti-roll bar (1b) includes a retaining clip (7) to axially lock the intermediate gear (6) in one direction.
4. The anti-roll suspension system as claimed in claim 1, wherein the pivot lever (3) includes a fork arm with holes to accept a sliding bush (15) to run in circumferential outer race of the coupling sleeve (2).
5. The anti-roll suspension system as claimed in claim 1, wherein the controlling mechanism includes a first plunger (10) connected to the pivot lever (3) to transfer the motion of the linear actuation solenoid (9) to the pivot lever (3).
6. The anti-roll suspension system as claimed in claim 1, wherein the linear actuation solenoid (9) is de-energized to free state once the first anti-roll bar (1a) and the second anti-roll bar (1b) are disengaged, then an electromagnet (5) is energized to hold disengaged position of the first anti-roll bar (1a) and the second anti-roll bar (1b).
7. The anti-roll suspension system as claimed in claim 6, wherein said electromagnet (5) when energized holds a second plunger (20) to hold disengaged position of the first anti-roll bar (1a) and the second anti-roll bar (1b).
8. The anti-roll suspension system as claimed in claim 5, wherein said first plunger (10) triggers a switch (4) to sense the disengagement or re-engagement of the first anti-roll bar (1a) and the second anti-roll bar (1b) by sensing completion of a stroke of the first plunger (10) by closing the switch (4).

9. The anti-roll suspension system as claimed in claim 1, wherein the spring unit (11) structured within the linear actuation solenoid (9) to engage the first anti-roll bar (1a) with the second anti-roll bar (1b).
10. The anti-roll suspension system as claimed in claim 7, wherein the electromagnet (5) is de-energized to enable the spring unit (11) in the linear actuation solenoid (9) to re-engage the first anti-roll bar (1a) and the second anti-roll bar (1b) when the first wheel and the second wheel are on same ground level.
11. The anti-roll suspension system as claimed in claim 10, wherein the spring unit (11) triggers a force sensing unit (12) to sense completion of re-engagement of the first anti-roll bar (1a) and the second anti-roll bar (1b) at the end of the stroke of the plunger (10).
12. The anti-roll suspension system as claimed in claim 11, wherein the force sensing unit (12) is structured in a shock absorbing unit (13) to sense completion of the re-engagement of the first anti-roll bar (1a) and the second anti-roll bar (1b) by sensing end of the stroke of the first plunger (10).
13. The anti-roll suspension system as claimed in claim 12, wherein said shock absorbing unit (13) is housed in a housing (8) to absorb mechanical shock from the spring unit (11) at the end of the stroke of the first plunger (10), and said housing (8) includes a stopper bolt (14) to provide a physical stop to the movement of the pivot lever (3) while the shock absorbing unit (13) absorbs the mechanical shock.
14. The anti-roll suspension system as claimed in claim 1, wherein a control unit receives input from a user and a vehicle speed sensor to

enable engagement and disengagement of the first anti-roll bar (1a) and the second anti-roll bar (1b).
15. The anti-roll suspension system as claimed in claim 14, wherein the control unit senses speed of said vehicle and engages the first anti-roll bar (1a) and the second anti-roll bar (1b) when the speed of the vehicle is greater than a predefined speed.