MX2010001348A - Stabilising bar system of variable rigidity and rigid central segment. - Google Patents

Abstract

Described is a stabilising bar system of variable rigidity and rigid central segment comprising two flexible arms of variable rigidity and a central rigid segment for transmitting the differential vertical forces generated in each wheel towards the other wheel by means of spins over the longitudinal axis thereof without torque. Said system varies the rigidity thereof by means of displacing a sliding block located at each flexible arm of variable rigidity.

Description

STABILIZER BAR SYSTEM OF VARIABLE RIGIDITY AND RIGID CENTRAL SEGMENT Field of Invention The present invention relates to vehicle suspension systems, and more particularly, to a rigid segment stabilizer bar for a collapsible suspension system with a wide vertical travel of a commercial cargo or passenger transport vehicle which can cushion better torsional forces than those vehicles that have suspension systems with existing and common stabilizer bars.

Object of the Invention The object of the present invention is to provide a stabilizer bar for a collapsible suspension system. This stabilizer bar has a rigid central segment that is connected with two metal elastic athat provide the necessary flexibility to stabilize the vehicle against the lateral inclinations produced by the traffic in curves, by the inclination of the ground or the movement of the load; Likewise, these flexible elements are each assisted by an arrangement of flexible elements of progressive rigidity that allow to vary the rigidity of the flexible element of a rigid central segment stabilizer bar and thus, vary the stiffness of the entire suspension system to adjust the weight or height of the load, road conditions or desired driving dynamics.

Background.

In the automotive industry are usually used stabilizer bars that limit the lateral inclination of the vehicle, by applying an additional force to the springs or springs of the suspension to the wheel that is holding more strength, either by centrifugal force, by unevenness in the road, or by the movement of the load. These stabilizer bars usually have a U-shape, with the central part mounted transversely to the longitudinal axis, on pivots fixed to the chassis or the rear axle, and the perpendicular ends are attached to the axle or, if applicable, to the chassis by vertical a The customary mounting pivots are rubber bushings through which the stabilizer bar passes. The force exerted by the stabilizer bar is generated by the torsion of the central segment, and is practically zero when there is no lateral inclination, regardless of the load that the vehicle has or the vertical force produced by road irregularities.

However, these geometrical shapes limit the vertical displacement of the vehicle to approximately 15 centimeters, which in normal applications is usually sufficient, but in vehicles that have suspensions with greater displacements, not because the longitudinal segments would be misaligned with respect to the connecting aof the vehicle. system, leading to cause a failure or breakage of any of the components or the entire system, so suspension systems with wide vertical travel do not usually use stabilizer bars.

When designing a collapsible pneumatic suspension system of wide travel, which is composed of two subsystems, one normally elastic primary and one secondary normally rigid, which are connected in series and complement each other to vary the height of the chassis or frame of vehicles with respect to the ground in magnitudes of at least 3 times the route of a normal suspension, it is necessary to use a stabilizer bar that helps to stabilize the vehicle throughout the vertical travel of the suspension being able to withstand the forces generated by the lever athat in these cases are much larger due to the length of the aof the suspension and the stabilizer bar itself.

Similarly, use a flexible stabilizer bar in a suspension system that is mounted on large vehicles such as light trucks of load for the transport of load or passengers, would imply to use bars of a greater diameter to the bars normally used in order to maintain the necessary torsion from side to side of the central segment, which means greater weight and cost.

Likewise, it is necessary to be able to vary the rigidity of this stabilizer bar in order to obtain the best performance of the collapsible pneumatic suspension system either when the vehicle in which this system is mounted carries a load on it, or when it is empty, and so on. , get a comfortable, safe and stable driving vehicle at all times.

This is achieved with a stabilizer bar system consisting of 5 elements, a rigid central cylindrical segment described in the patent application MX / a / 2009/011903, at the ends of which are fastened two flexible arms described in the application patent MX / a / 2009/012502 and in which the arrangements of flexible elements of progressive rigidity described in the patent application MX / a / 2009/012501 are mounted, which are mounted to the chassis by means of the flange and union plate described in the patent application MX / a / 2009/011598.

In X a / 2009/012502 it is also described how the flexible arms are attached to the axle of the vehicle by means of a link or rope that is described in the patent application MX / a / 2009/012896.

It is worth mentioning that all these documents belong to the same inventor of the present. For this reason, the entire description made in each of the documents cited here is incorporated as a reference.

DESCRIPTION OF THE INVENTION.

The rigid segment stabilizer bar system, object of the present invention, consists of a rigid central cylindrical element transversely mounted on the frame or chassis of the vehicle, by means of two flanges fixed to respective flange-bearing plates. The flanges have bearings that allow the rod to rotate but prevent it from moving axially.

The ends of the central element extend beyond the flanges and on them are mounted the flexible arms of variable stiffness, which preferably have the form of flat and long blades, that is to say sole plates, which in turn are connected to the axle of the vehicle through a link.

These flexible elements are of sufficient length so that the vertical displacement of the suspension results in moderate angular movements in the rigid central segment and the connectors remain aligned between the axis and the ends of the elastic elements.

Likewise, these flexible arms of variable rigidity each have an arrangement of flexible elements of progressive rigidity formed by flat bars or sills that, when moving a sliding block along the arm, allow to increase or decrease the rigidity of the entire stabilizer bar system thus varying the rigidity of the entire suspension system in order to obtain the ideal performance for each driving condition without the need for an elaborate system of active suspension and systems electronic control The flexible arms of variable rigidity are attached at one end to the rigid central segment and on the other to a sliding connection system, or maroma, which transmits the movement of each end of the shaft to these elastic elements. In this way, the vertical movement without tilting will only cause both arms to move simultaneously without generating differential forces between them. However, as there is a circular movement in curves, road irregularities or displacement of the load, the axis will tend to move vertically more than one side of the other. This will cause the arms to have different displacements, thus generating the force that will compensate for the tilting of the vehicle to keep it parallel to the floor, increasing its stability.

The dimensions and mechanical characteristics of this stabilizer bar system are specially designed to provide sufficient rigidity to a collapsible pneumatic suspension system that exceeds the dimensions of a normal suspension system, even those of a system of suspension of dragged arm, as much in distance between axes, as in width of the vehicle and in vertical route of the suspended axle.

As an example, in the particular case of trucks adapted for transporting cars on platforms without rolling them, I recommend (without limiting the scope of the rights promoted with this patent, referring to the "inventive concept" contemplated in the legislation), the use of the stabilizing bar system of variable stiffness and rigid central segment to stabilize a collapsible pneumatic suspension system of wide travel that has been installed in the vehicle, both along the entire vertical travel of the suspension and to the different conditions of load and road to which the vehicle is subjected.

Another example of the present invention is in the case of heavy or tow trucks, construction machinery, agriculture, forestry or other vehicles and equipment operating on and off the roads, including those for civil and military use in the that you want to install a collapsible pneumatic suspension system or in which you want to improve the vehicle dynamics with a variable stiffness stabilizer bar without implementing an electronic control system.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 shows a perspective view of the stabilizing bar system of variable stiffness and rigid central segment.

Figure 2 shows a perspective view of the explosion of the assembly of the rigid central segment with the flexible arm on the right side.

Figure 3 shows a perspective view of the explosion of the assembly of one of the flexible arms.

Figure 4 shows a perspective view of the sliding block.

Figure 5A shows a perspective view of the rigid central segment.

Figure 5B shows a perspective view of a detail of the bar end of the rigid central segment.

Figure 6A shows a side view of the primary subsystem of the collapsible pneumatic suspension system in which the stabilizing bar system of progressive stiffness and rigid central segment is mounted, in which it is seen how this system is connected to the suspension.

Figure 6B shows a perspective view of the assembly described in Figure 6A.

Figures 7A 7B and 7C show three variants of the rigid central segment geometry for one of the embodiments of the present invention.

DESCRIPTION OF THE PREFERENTIAL MODALITIES OF THE INVENTION The preferred embodiment of the present invention, described in FIG. 1, consists of a stabilizing bar system of variable stiffness and rigid central segment (1000) for a collapsible pneumatic suspension system with a wide vertical travel of a commercial vehicle for the transport of load or passengers, which can better absorb and transmit the differential vertical forces as well as the torsional forces generated in the suspension, than those stabilizer bars common in this type of vehicle, and which consists of two flexible arms of variable rigidity (1020) and a rigid central segment (1010).

The flexible arms of variable stiffness (1020) in turn are each composed of two parts: a) A flexible central element (3010) shaped as a flat bar or sill (301 1) made in spring steel alloys by a forging process, 63.5mm wide by 9.5mm thick, placed so that its face wider is in the horizontal plane, has a length of between 60 and 80 cm and has been made a roll (3012) at one end, as described in the patent application MX / a / 2009/012502, and will absorb and will transmit the forces verticals generated in each of the wheels towards the rigid central segment (1010).

An arrangement of flexible elements of progressive stiffness (3020), such as that described in the patent application MX / a / 2009/012501 which is formed by a sliding block (4000) manufactured in carbon steel by a machining process, the which has three slots: one slot (4032) for the central flexible element and two slots (4031) for the flat bars, as well as a fixing hole (4020); and two flat bars or sills (3021) manufactured in alloys of spring steel by a forging process, with a length of between 60 and 80 cm, a width of 63.5 mm and 9.5 mm in thickness to which they have been made each one a fold (3022) and the holes (3023) necessary to fix in its place the sliding block (4000). These two flat bars (3021) are each mounted on the two flat faces of the central flexible element (3010) as shown in Fi 3, the fold (3022) with which they count is oriented outwards to accommodate the sliding block ( 4000), which will vary the rigidity of the whole assembly (1020) when being displaced along the arrangement of flat bars or sills (3021), causing a greater or lesser part of these flat bars to take part in the absorption of forces .

The rigid central segment (1010) is formed as a hollow cylindrical bar or tube (5010) manufactured in carbon steel alloys with a diameter of between 5.08 and 10.16mm, and a wall thickness of between 10 and 15mm, as described in the patent application MX / a / 2009/011903. This hollow bar has (5010) at its ends (5020) with machined rectangular grooves (5030) in which the flexible arms of variable stiffness (1020) will be held, which will be held in place by the fixing bolt (3050) which will pass through the hole (5040) also made at the ends (5020) of the hollow cylindrical bar (5010) which forms the rigid central segment (1010) perpendicular to the rectangular grooves (5030), as shown in the figure 5.

Likewise, the rigid central segment (1010) of the stabilizer bar system (1000), has in each of its bar ends (5020) a machining that can be from 3.175 mm to 6.35 mm deep, to allow a better coupling with the bushing (2020).

The main characteristic of the rigid central segment (1010) of the variable stiffness stabilizer bar system (1000), is that due to its dimensions and mechanical properties, it does not suffer deformations due to torsional forces, which allows the forces to be transmitted integrally differential verticals of a flexible arm of progressive stiffness (1020) to the other.

Another characteristic of the rigid segment (1010) is that it measures 25.4 cm (10 inches) more than the width of the chassis of the vehicle in which it is mounted to give space for the bushing (2020) and the protection washer (2030), but mainly to be able to hold the flexible arms (1020) with the clamp segments (3030).

The flexible arms of variable stiffness (1020) are fastened to the rigid central segment (1010) by two clamp segments (3030) which are mounted on the central flexible element (3010) and are held in place by the screw arrangement (3040) ), these clamp segments (3030) have the proper shape to guarantee a maximum contact area with the bar ends (5020) of the rigid central segment (1010) and in this way maintain a robust and resistant assembly.

The flexible arms of variable stiffness (1020), formed by the central Flexible Elements (3010) completely assembled with the arrangement of flexible elements of progressive stiffness (3020), the Sliding Block (4000) and the Clamp Segments (3030), are will assemble with the Rigid Central Segment (1010) of the stabilizer bar system (1000) as shown can be seen in Figure 2, which can also be seen that the Rigid Segment (1010) is mounted on the Bushing (2020) that is held in the Flange (2010) which in turn is held by the flange plate and of union (1030) by means of screws. The Protection Washer (2030) works to protect the Bushing (2020), which is made of polymeric or elastomeric material, from the friction that could be had with the assembly of the Flexible Arms of variable rigidity (1020) as well as with the Segments of Clamp (3030).

The main function of the stabilizing bar system of variable stiffness and rigid central segment (1000) is to provide stability to the suspension system, and this is achieved by adding the rigidity of the stabilizer bar system of variable stiffness and rigid central segment (1000 ) to the rigidity of the springs of the suspension system.

The flexible arms of variable stiffness (1020) will absorb the differential vertical forces caused by the vertical movement of the axle during the loading and unloading procedures of the vehicle, due to the road irregularities, the handling in curves or the displacement of the load on the vehicle. vehicle, and transmit them to the other wheel through following an arc path with the center of rotation in the rigid central segment (1010), which will rotate about its longitudinal axis to transmit them towards the other flexible arm (1020) and thus fulfill the stabilizing function of the system.

The system can vary its rigidity by displacing the sliding blocks (4000) along the flexible arms of variable rigidity (1020), making the flat bars (3021) that make up the arrangements of flexible elements of rigidity participate to a greater or lesser extent. progressive (3020) in the absorption and transmission of forces, increasing or decreasing the rigidity of the entire assembly (1020). This is done manually by removing a bolt and moving the sliding block (4000) to the desired position. It is worth mentioning that the positions designed for the sliding block (4000), as well as the dimensions of the elements of the flexible arms of variable stiffness (1020) and of the rigid central segment (1010) will be designed according to the dimensions and weight of the vehicle in the that this system of stabilizing bar of variable stiffness and rigid central segment (1000) is installed, as well as of the maximum weight of the load that it is desired to transport in the vehicle.

The stabilizing bar system of variable stiffness and rigid central segment (1000) is mounted on the chassis or frame of the vehicle by means of a pair of flange and union plates (1030) as described in the patent application MX / a / 2009 / 011598, which support the rigid central segment (1010), a plate at each end, through bushings (2020) made of nylon or other polymeric materials that allow the angular rotation of the rigid central segment (1010) but limit the axial or horizontal displacement thereof. These bushings (2020) are each mounted on a flange (2010) made of carbon steel alloys, which is mounted on the flange and union plate (1030) by screws. The assembly of flange plate (1030), flange (2010) and hub (2020), support the longitudinal and lateral forces that could be generated in the stabilizer bar system of variable stiffness and rigid central segment (1000) by the movement of the vehicle and the suspension system, while allowing rotation of the rigid central segment (1010) when it transmits differential vertical forces from one wheel to the other.

This is of the utmost importance since it allows the stabilizer bar system (1000) to be supported and the loading platform to be attached to the vehicle's chassis without having to weld or drill the chassis side members and thus weaken them or lose some mechanical property designed by the original manufacturer.

Likewise, it fulfills the function of limiting the vertical displacement of the suspension by functioning as an upper stop for the connecting arms (6050) of the primary subsystem of the pneumatic suspension system.

Collapsible This is achieved when when collapsing the suspension, the connecting arms (6050) of the primary subsystem of the collapsible pneumatic suspension system support the ends (5020) of the rigid central segment (1010) which, as mentioned above, exceed the length of the chassis vehicle.

As can be seen in figure 6A, and better in figure 6B, the stabilizing bar system of variable stiffness and rigid central segment (1000) is connected to the vehicle axis by means of a link or rope (6010), which is mounted on the joint terminal (6040) that supports the vehicle axis in the cut (6041), while connecting it to the chassis or frame through the union arm (6050) of the primary subsystem of the system collapsible pneumatic suspension, which will make this connection with the chassis thanks to a universal adapter box (6060). This link or rope (6010) also supports the shock absorber (6020) which will be connected to the loading platform by the shock absorber link (6030).

The connecting link (6010) follows at all times the vertical movements that are generated on the axis by the irregularities of the road, the handling in curves or displacements of the load on the platform, and this form transmits said vertical movements of the shaft to the stabilizing bar system of variable stiffness and rigid central segment (1000).

It is worth mentioning that neither the link (6010), nor the shock absorber (6020), the shock absorber link (6030), or the union terminal (6040) nor the union arm (6050) of the primary subsystem with its adapter box (6060) ) are part of the present invention.

As seen in Figure 7B, a second embodiment of the present invention, is that the rigid central segment (1010) can be shaped as a solid bar, which can also have any geometric profile, as shown in Figure 7C , and both the bushing (2020) that holds it in the flange (2010) and the clamp segments (3030), will have the profile corresponding to the geometry of the bar.

In a third embodiment, the central flexible elements (3010) may be formed by one or more flat bars (3011).

In a fourth embodiment, each of the arrangements of flexible elements of progressive stiffness (3020) may be formed by one or more pairs of flat bars (3021).

In a fifth embodiment, the flexible arms of variable stiffness (1020) can be fixed to the rigid central segment (1010) by means of a roll or by means of a clamp. Any of the cases will have a hole aligned with the fixing hole (5040) to allow the passage of the fixing bolt (3050).

A sixth embodiment of the present invention consists in that the flange (2010) that holds the stabilizing bar system of variable stiffness and rigid central segment (1000) can be joined to the flange and union plate (1030) by means of adhesives or welded or even be an integral part of the plate (1030) and have been machined from the plate (1030) or cast in one piece.

In a seventh embodiment, the bar 5010 that composes the rigid central segment (1010) can be manufactured by forging, by casting, by machining or by extrusion, and in the case where it is a hollow bar, this hollow bar or tube can be with or without sewing.

An eighth embodiment of the present invention is that the flat bars (3011) forming the central flexible elements (3010) can be manufactured by a rolling, stamping or casting process.

In a ninth embodiment, the flat bars or sills (3021) that make up the arrangement of flexible elements of progressive stiffness (3020), may be manufactured by a process of rolling, stamping or casting.

In a tenth embodiment, both the flat bars (301 1) and the (3021) that make up both the flexible central elements (3010) and the flexible element arrangements of progressive stiffness (3020) may carry any combination of thermal treatments such as annealing, normalizing, quenching or tempering such that the best mechanical properties of both flexural and torsional strength are obtained.

A tenth embodiment of the present invention consists in that the sliding block (4000) can be manufactured by a forging, casting or EDM process.

A tenth second embodiment, the elements that make up the stabilizing bar system of variable rigidity and rigid central segment (1000) may be manufactured in other steel alloys, including stainless steel, or other metals such as, for example, aluminum alloys of the Groups 2XXX, 6XXX or 7XXX.

In a thirteenth modality, the elements that make up the stabilizing bar system of variable stiffness and rigid central segment (1000) They can be made of composite or composite materials such as fiberglass, carbon fiber or Kevlar.

As the fourteenth modality, the composite materials or composites used in the manufacture of the elements that make up the variable stiffness stabilizer bar system and rigid central segment (1000) can be used to reinforce a metallic core.

Since the main function of the flat bars or sills (301 1) and (3021) that make up both the central flexible elements (3010) and the flexible arrangements (3020) is to absorb and transmit the vertical forces generated in the Wheels, a fifteenth embodiment of the present invention consists in that said flat bars or sills (301 1) and (3021) may have a variable sectional area along the element.

A sixteenth modality for the stabilizing bar system of variable stiffness and rigid central segment (1000) consists in that the elements that compose it may be, each of them, made up of several pieces, and these shall be of the same or different materials and be assembled together by screws, welding or adhesives.

A seventeenth embodiment of the present invention consists of the stabilizing bar system of variable stiffness and rigid central segment (1000) may be used on heavy or towing trucks, construction machinery, agriculture, forestry or other vehicles and equipment operating on and off the roads, including those for civil and military use.

An eighteenth modality consists in that the dimensions and characteristics of the components of the stabilizing bar system of variable rigidity and rigid central segment (1000), as well as of the whole system, may be standard for each make, model and type of automotive vehicle .

Claims (43)

CLAIMS Having described my invention sufficiently and clearly, I consider it as a novelty and therefore claim my exclusive property, contained in the following clauses:

1. A stabilizing bar system of variable stiffness and rigid central segment for a collapsible pneumatic suspension system of ample travel of a commercial vehicle for the transport of cargo or passengers, composed of two flexible arms of variable rigidity and a rigid central segment.

2. A system according to clause 1, further characterized in that the flexible arms of variable rigidity are composed by the following parts: a) A flexible central element formed as a flat bar or slab made of spring steel alloys by a forging process, with a width of between 50 and 80mm, more specifically between 57 and 70mm, a thickness of between 7 and 12.7mm, more specifically between 8.5 and 10.5mm, placed so that its widest face is in the horizontal plane, and a length of between 60 and 85 cm, more specifically between 70 and 80 cm. b) An arrangement of flexible elements of progressive rigidity, which is formed by a sliding block manufactured by a process of machining in carbon steel, which has three grooves: a slot for the central flexible element and two slots for the bars flat, as well as a fixing hole; and two flat bars or sills manufactured in spring steel alloys by a forging process, with a width of between 50 and 80mm, more specifically between 57 and 70mm, a thickness of between 7 and 12.7mm, more specifically between 8.5 and 10.5mm, placed so that its widest face is in the horizontal plane, and a length of between 60 and 85 cm, more specifically between 70 and 80 cm to which they have been made to each one a fold of outward facing separation and the necessary holes to fix the sliding block in place. These two flat bars are each mounted on the two flat faces of the central flexible element.

A system according to clauses 1 and 2, further characterized in that the rigid central segment is formed by a bar core and two bar joining ends, and wherein: a) the bar is cylindrical and hollow and has a thickness of 12.7 mm wall; b) the diameter of the bar is 5.08 cm minimum and 10.16 cm maximum; c) each one of the joining ends has a machining that can be from 3.175 mm to 6.35 mm deep.

A system according to clause 3, further characterized in that the hollow bar has at its ends machined rectangular grooves and a hole made perpendicular to the rectangular grooves through which a fixing bolt will pass.

A system according to clause 4, further characterized in that the cylindrical hollow bar forming the rigid central segment does not undergo deformations by torsional stresses, which allows to transmit integrally the vertical differential forces of a flexible arm of progressive rigidity to the other.

A system according to clause 5, further characterized in that the hollow cylindrical bar measures 25.4 cm (10 inches) more than the width of the chassis of the vehicle in which it is mounted.

A system according to clauses 1 to 6, further characterized in that the flexible arms of variable stiffness are fastened to the rigid central segment by two clamp segments.

A system according to clause 7, further characterized in that the clamp segments are mounted on the central flexible element and are held in place with screws.

9. A system according to clause 7, further characterized in that the clamp segments are mounted on the central flexible element and are held in place by welding.

10. A system according to clause 9, further characterized in that the clamp segments are omega-shaped to guarantee a maximum contact area with the bar ends of the rigid central segment.

11. A system according to clauses 1 to 10, further characterized in that a bushing is used to support the rigid center segment within a flange mounted on a flange and attachment plate to avoid welding or puncturing the vehicle chassis.

12. A system according to clause 11, further characterized in that the bushing can be made of elastomeric or polymeric material, as well as in bronze, brass, babbit alloys or any other material with adequate resistance to abrasion and coefficient of friction.

13. A system according to clause 11, further characterized in that the flange can form an integral part of the flange and joining plate and have been shaped by some machining, stamping, forging or casting process.

14. A system according to clause 11, further characterized in that the flange may be a piece apart from the flange and joining plate and joined thereto by means of screws, welding or adhesives.

15. A system according to clauses 1 to 13, further characterized in that it uses a protective washer between the flexible arms of variable rigidity and the bushing, which may be preferably manufactured in carbon steel alloys.

16. A system according to clauses 1 to 15, further characterized in that the flange, flange and bushing plate assembly supports the longitudinal and lateral forces that could be generated in the stabilizing bar system of variable stiffness and rigid central segment by the movement of the vehicle and suspension system, while allowing rotation of the rigid central segment when it transmits differential vertical forces from one wheel to the other.

17. A system according to clauses 1 to 16, further characterized in that its rigidity will vary when moving the sliding block along the arrangement of flat bars or sills, causing a greater or lesser part of these flat bars to take part in the absorption of forces.

18. A system according to clause 17, further characterized in that the variation of stiffness is performed manually by removing a bolt and moving the sliding block to the desired position.

19. A system according to clauses 1 to 18, characterized in that flexible arms with variable stiffness absorb the forces vertical differentials caused by the vertical movement of the axle during the loading and unloading procedures of the vehicle, due to irregularities of the road, to the handling in curves or to the displacement of the load on the vehicle, and transmit them to the other wheel through follow an arc path with the center of rotation in the rigid center segment.

20. A system according to clause 19 further characterized in that the rigid central segment will rotate about its longitudinal axis to transmit the differential vertical forces coming from one arm, towards the other flexible arm of variable stiffness and thus fulfill the stabilizing function of the system.

21. A system according to clause 3, further characterized in that the rigid central segment can be formed as a solid bar, which can also have any geometric profile, and both the bushing that holds it on the flange and the clamp segments, will have the profile corresponding to the geometry of the bar.

22. A system according to clause 21, further characterized in that the bar that composes the rigid central segment can be manufactured by forging, by casting, by machining or by extrusion, and in the case where it is a hollow bar, this hollow bar or tube can be with or without sewing.

23. A system according to clauses 1 to 22, further characterized in that the central flexible elements may be formed by one or more flat bars.

24. A system according to clauses 1 to 23, further characterized in that each of the arrangements of flexible elements of progressive stiffness may be formed by one or more pairs of flat bars.

25. A system according to clauses 23 and 24 further characterized in that the flat bars or sills that compose the flexible arms of variable stiffness may have a variable sectional area along the element.

26. A system according to clauses 1 to 25, further characterized in that the flat bars forming the central flexible elements can be manufactured by a rolling, stamping or casting process.

27. A system according to clauses 1 to 26, further characterized in that the flat bars or sills that make up the arrangement of flexible elements of progressive rigidity can be manufactured by a rolling, stamping or casting process.

28. A system according to clauses 1 to 27, characterized in that both the hollow cylindrical bar that forms the rigid central segment and the flat bars that conform both the flexible central elements as to the flexible elements of progressive rigidity arrangements may bring any combination of thermal treatments such as annealing, normalizing, quenching or tempering such that the best mechanical properties of both flexion and torsion resistance are obtained.

29. A system according to clauses 1 to 28, further characterized in that the sliding block can be manufactured by a forging, casting or EDM process.

30. A system according to clauses 1 to 29, further characterized in that the flexible arms of variable rigidity can be fixed to the rigid central segment by means of a thinning or by means of a clamp.

31. A system according to clause 30, further characterized because whatever the means of assembly, will have a borehole aligned with the fixing hole at the end of the hollow bar that forms the rigid central segment, to allow the passage of the pin Fixing.

32. A system according to clauses 1 to 31, further characterized because the elements that compose it can be manufactured in other steel alloys, including stainless steel.

33. A system according to clauses 1 to 31, characterized also because the elements that compose it can be manufactured in Hardenable aluminum alloys, for example some aluminum alloy of groups 2XXX, 6XXX or 7XXX:

34. A system according to clauses 1 to 31, further characterized because the elements that compose it can be manufactured in composite or composite materials such as fiberglass, carbon fiber or Kevlar.

35. A system according to clause 34, further characterized in that the composite materials or composites used in the manufacture of the elements that compose it can be used to reinforce a metal core.

36. A system according to clauses 1 to 35, further characterized in that the elements that compose it can each be made up of several pieces, and these be of the same or different materials and be assembled together by screws, welding or adhesives

37. A system according to clauses 1 to 36, further characterized in that it is used to provide stability to a suspension system, and more particularly, to a collapsible pneumatic suspension system of wide vertical travel.

38. A system according to clauses 1 to 37, characterized also because it is used to add the rigidity of its flexible elements to the stiffness of the springs of the suspension system in which it is installed.

39. A system according to clauses 1 to 38, also characterized in that it is used to limit the vertical displacement of a suspension system, more specifically of a collapsible pneumatic suspension system of wide vertical travel composed of two subsystems, by functioning as an upper stop for the connecting arms of the primary subsystem of the collapsible pneumatic suspension system.

40. A system according to clauses 1 to 39, further characterized in that it is connected to the axle of the vehicle by means of a link or link and in this way said vertical movements of the axle are transmitted to the stabilizer bar system object of the present.

41. A system according to clauses 1 to 40, characterized in that it can be used in heavy or towing trucks, construction machinery, agriculture, forestry or other vehicles and equipment that operate on and off the roads, including those of civil and military use.

42. A system according to clauses 1 to 41, further characterized in that the positions designed for the sliding block, as well as the dimensions of the elements of the flexible arms of variable stiffness and of the rigid central segment will be designed according to the dimensions and weight of the vehicle in which this stabilizing bar system with variable stiffness and rigid central segment is installed, as well as the maximum weight of the load that it is desired to transport in the vehicle.

43. A system according to clauses 1 to 42, further characterized because the dimensions and characteristics of both the elements that comprise it, and the entire system, may be standard for each make, model and type of automotive vehicle.