IMPROVEMENTS TO THE BALANCING STABILIZATION MECHANISMS IN VEHICULAR SUSPENSION SYSTEMS Description of the invention The present invention relates in general to vehicle suspension systems and in particular to suspension systems incorporating tilting stabilization mechanisms. Modern vehicles they are normally provided with one or more tilt stabilization bars or "torsion bars" which cross-link the wheels of one or more axes, in order to provide some containment of the tilt movement, to prevent the uncomfortable rolling movements and sometimes dangerous when turning The tilt stabilizer bars are normally manufactured as spring steel bars, which allow torsional resilience in such a way that as a wheel on an axis is caused to move in a direction in general up or down, the other On the same axis it is induced to move in a similar direction at the same time The extent to which the two wheels of a single axis move in a common direction is defined in part by the torsional rigidity of the stabilizer bar of the inclination. which transversely engages the two wheels in response to the lateral tilting force exerted on the vehicle, resulting from the turning. Vehicles with high centers of gravity (such as trucks which are prone to excessive tilting movements) and vehicles which are required to 'viren hopzontalmente' without exhibiting excessive tilting movements (such as sports cars) REF: 26936 normally provide with rigid inclination stabilizing bars to prevent tilting movement A damaging consequence of providing stiffer balance stabilizers is that the quality of the travel becomes harder or harder as both wheels turn in an axle they are functionally linked (to an extension) and the entrances of a single wheel are not solved by means of that single wheel, which makes an impact on a shoulder or bump. Luxury passenger vehicles are therefore normally equipped with more flexible tilt stabilizer bars, such that the inputs of a single wheel are absorbed by that associated spring and damping unit of a single wheel which are relatively free to move in response to the single entry without the additional resistance resulting from the torsional stiffness of the stabilizer Independently of the torsional rigidity of the torsion bar, the provision of such bars restricts the degree of movement of the wheels among themselves This can be a disadvantage in situations where a high degree of movement of the opposite vertical wheel For example, it is required when traveling on undulating surfaces. Wheel movement due to the tilt stabilizer bars that interconnect the wheels can lead to significant side-to-side shaking of the vehicle under such conditions. This limitation of movement also restricts the amount of traction that the wheels will have when traveling on such surfaces. When traveling on uneven ground, the points where the wheels come into contact with the ground are not in a single plane This results in the suspension of two diagonally opposed wheels compressing, the wheels moving closer to the body of the vehicle and the suspension of the other two diagonally opposite wheels extends This mode of operation of the suspension is known as "roll" or alternatively "transverse axle joint". It would be advantageous to have a vehicle suspension system which provides tilting stability during turning and also provides a comfortable ride when traveling in an almost straight line or when traveling on a rippled surface. With this in mind the present invention provides, in one aspect a suspension system for a vehicle having at least one front pair of coupling means with the surface and at least one rear pair of means for coupling with the surface, attached to the vehicle body, to allow a substantially vertical relative movement of each coupling means with the surface with respect to the body, the suspension system includes resilient support means for supporting the vehicle body with respect to the coupling means with the surface, force transmission means which connect at least one of the front pair of transversely adjacent surface engaging means and means transmitting force interconnecting at least one of the rear pair of transversely adjacent surface engaging means, each means transmitting force includes adjustment means, the adjustment means are longitudinally spaced and linked in a functional manner, such that the magnitude and direction of the force transmitted between the transversely adjacent, associated coupling means with the surface, by each of the force transmission means progressively varies as a function of the relative positions of and of the load applied to at least two pairs of the transversely adjacent, interconnected, surface engaging means to thereby restrict the tilting movements of the vehicle, while simultaneously facilitating the warping movements of the vehicle. the means of coupling with the surface Due to the functional link of the adjustment means, this can provide a "passive" control of the position of the vehicle The suspension system can be self-corrected without the need for any external control means This avoids the need of components such as motion and displacement detectors, c units electronic control for the processing of detector signals and drive components such as pumps for fluid, controlled by electronic control units Such arrangements are expensive and relatively slow in their response to changes in surface conditions and movement of the vehicle The resilient support means can be provided between each of the coupling means with the surface and the chassis of the vehicle Alternatively, a resilient support means can be provided for at least one of the pair of transversely engaging means with the surface adjacent, to carry the load applied to both of the associated transversely adjacent surface coupling means A resilient support means can be provided for at least one forward pair of transversely adjacent surface engaging means and an additional means of the resilient support means can be providing for at least one rear pair of the transversely adjacent surface engaging means for respectively providing a substantially equal load on each of the transversely associated surface engaging means. The force transmitted by the means transmitting force can be a torsional force For this purpose, means can be used that allow the torsional forces to be transmitted. Accordingly, each force transmitting means may include at least one transverse torsion bar. Preferably, each force transmitting means may include a pair of transverse torsion bars, each torsion bar is respectively attached to the coupling means with the surface, the torsion bars are interconnected by means of adjustment. The torsion bars can be rotated around their longitudinal axes, the adjustment means preferably controlling in a progressive manner the axial rotation of the associated torsion bars, one in relation to the other, in such a way that the means for coupling with the surface are allowed to move when undergoing roll movements, while the tilting position of the vehicle is simultaneously constrained by the torsion bars. According to a preferred embodiment of the present invention, each adjustment means can provide a mechanical interconnection of the associated torque of the torsion bars. The adjustment means interconnecting the pair of transversely adjacent, front engaging means with the surface of adjustment which interconnect one of the pair of coupling means with the surface, rear, transversely adjacent, can be functionally linked by a mechanical connection This mechanical connection can consist of a longitudinal shaft interconnecting the adjustment means, each adjustment means includes preferably a pair of link elements, respectively attached at one end thereof to one of the torsion bars, the other end of each pair of the link elements is interconnected or attached to one end of the longitudinal shaft, in such a way that the torsional forces can be transmitted between the adjustment means According to to another preferred embodiment of the present invention, the adjustment means may alternatively provide a hydraulic connection of the torsion bars. The adjustment means may consist of a double acting ram, the ram has a cylinder and a piston assembly separating the cylinder in two chambers for fluid in it The cylinder can be connected to one of the torsion bars and the assembly or piston assembly can be connected to the other torsion bar Fluid communication can be provided between the rams For this purpose, fluid communication can be provided by means of conduit joining the two chambers for the double-acting ram of the forward torsion bars with the fluid chambers of the double-acting ram of the rear torsion bars thereby transferring the fluid between the chambers for the fluid allows relative displacement between the assembly or piston assembly and the cylinder The chambers for the fluid can be connected in such a way that the coupling means with the surface are allowed to move when undergoing roll movements, with the movement of the piston assembly inside each cylinder allowing the transfer of fluid between the chambers for the connected fluid, with a minimum change in the pressure differential through the piston assembly, while resisting or reacting to the tilting movements of the vehicle, by an increase in the pressure differential through the assemblies of piston generated by the increase in load on the coupling means with the surface on one side of the vehicle and the similar reduction in load on the coupling means with the surface on the other side of the vehicle, to thereby control the position of vehicle tilt, while simultaneously changing the load on each coupling medium c In addition, fluid feeding means can also be provided for feeding fluid to the conduit means, so that fluid can be added to a conduit and the fluid can be at least substantially, It is also possible to control the position of the vehicle, if this is required or a relatively slow control to be provided for a function of the vehicle. simple average leveling Tilting resilience means, such as a hydro-pneumatic accumulator, can also be provided in fluid communication with both of the conduit means. The inclination resilient means may include damping means for damping the rate of inclination and means of isolation, to isolate the tilt resilience means, to thereby improve tilt control However, it should be noted that such fluid supply means or tilt resilience means are not essential for the operation of the vehicle suspension system of The present invention The fluid feeding means can also be optionally used to control the tilting resilience by changing the pressure and volume of the fluid in the conduit means and the resilience means for tilting According to a further preferred embodiment of the present invention the adjustment means may consist of rotary drive means, including a housing or housing that holds a rotor that separates the housing in at least two chambers for the fluid, the housing is connected to one of the torsion bars , the rotor is connected to the other torsion bar The conduit means can provide fluid communication between the two fluid chambers of the rotary drive means of the forward torsion bars with the fluid chambers of the rotational driving means of the rear torsion bars The chambers for the fluid can be connected in such a way that The coupling means with the surface are allowed to move when experiencing warping movements. The movement of the rotor within each housing allows fluid transfer between the connected fluid chambers, with a minimum change in the pressure differential across the rotor, while resisting or reacting to the tilting movements of the vehicle by an increase in the pressure differential across the rotor, generated by the increase in load on the coupling means with the surface on one side of the vehicle and similar reduction in loading on the coupling media with the surface on the other side of the vehicle, to thereby control the tilting position of the vehicle, while simultaneously minimizing the changes in load on each coupling means with the surface due to the roll movements In the preferred arrangement, where at least one resilient support means is provided for at least the pair of transversely adjacent surface engaging means for carrying the load of both associated transversely adjacent surface engaging means, the resilient supporting means for the at least one front pair of the transversely adjacent surface engaging means and for the at least one rear pair of the transversely adjacent surface engaging means can be provided to respectively provide a substantially equal load on each of the means of coupling with the transversely adjacent surface is, associated For example, fork or rocker means that connects each pair of torsion bars can be provided, wherein the resilient support means attaches the fork or rocker means to the vehicle chassis, the fork or rocker means transfer. the average load carried by the coupling means with the surface, associated, with the means of resilient supports, in such a way that the resilient support means at least substantially, support at least a portion of the vehicle, thereby enabling the vehicle maintains a load at least substantially uniform on each coupling means with the surface, regardless of the roll position of the coupling means with the surface. The fork or rocker means can be provided by a lever arm, which is extends respectively from each torsion bar, the lever arms are interconnected by an arrangement of transversal lemento. The resilient support means can interconnect the transverse element arrangement with the vehicle chassis, the resilient support means preferably include a load-bearing ram, which has an accumulator in fluid communication with the ram to provide the resilient support. According to another preferred embodiment of the invention, the resilient support means can be provided between the coupling means with the surface and the vehicle chassis, to support at least substantially the weight of the vehicle and additionally, fork or rocker means can interconnect each of the pair of torsion bars. The double action rams can interconnect the fork or rocker means with the vehicle chassis and the conduit means can connect the corresponding chambers of the rams and valve means can be provided in the conduit means, to control the flow of fluid through each conduit means , to control by this the pitch movement of the vehicle can also be provided cumulative In fluid communication with at least one of the conduits Fluid feed means, to feed and remove the fluid from the conduit means, detection means for detecting the position of the vehicle and control means for controlling the feed means of the vehicle. fluid, can also be provided, thereby enabling control of vehicle position According to yet another preferred embodiment of the present invention the force transmitting means can influence a single transverse torsion bar and the adjustment means can interconnect the torsion bar to at least one of the associated coupling means with the surface The adjustment means can provide a hydraulic connection of the torsion bar to the associated coupling means with the associated surface. Each of the adjustment means can include a double action ram located at one end of the torsion bar, the ram has a cylinder and a piston assembly separating the cylinder into two chambers for fluid therein, the cylinder and the piston assembly are joined between one end of the torsion bar and the coupling means with the adjacent surface The rams can be in fluid communication and Fluid communication can be provided by the conduit means, which respectively connect the two chambers for fluid of the double action ram of the front torsion bar with the fluid chambers of the double action ram of the rear torsion bar. the fluid can be connected in such a way that the coupling means with the surface is allowed to move when undergoing roll movements with the movement of the piston assembly inside each cylinder allowing the transfer of fluid between the chambers for the connected fluid , with a minimum change in the pressure differential through the piston assembly, as long as it reacts or resists the vehicle's tilting movements by an increase in pressure differential through the piston assemblies, generated by the increase in load on the coupling means with the surface on one side of the vehicle and the similar reduction in load on the means of coupling with the surface on the other side of the vehicle, to thereby control the tilting position of the vehicle, while simultaneously minimizing the changes in the load on each means of coupling with the surface due to the movements of the vehicle. The adjusting means may alternatively consist of a single-acting ram, located at each end of the torsion bars each ram having a cylinder and a piston mount supported thereon, to provide a chamber for fluid inside the cylinder, the cylinder and piston assembly is attached to one of the torsion bars and the coupling means with the Adjacent surface. Fluid communication can be provided between the rams where fluid communication is provided by the conduit means which respectively connect the chamber for the fluid of each single action ram of the front or front torsion bar with the chamber for the ram fluid simple action, longitudinally opposite of the rear torsion bar, the chambers for the fluid are joined in such a way that the coupling means with the surface are allowed to move when they suffer roll movements, while resisting or reacting to the movements of tilt of the vehicle by the torsion bars, while simultaneously minimizing the changes in the load on each medium that is coupled with the surface due to the movements of warping Optionally, it can also provide means of feeding the fluid, to feed the fluid to the conduit means, so that fluid can be added to a conduit and the fluid can be removed at least substantially, simultaneously, from the other conduit, thereby enabling the angle of inclination of the vehicle to be checked. This allows a degree of active control of vehicle position if so required or a relatively slow control to be provided for a simple average leveling function. Tilt resilience means, such as a hydro-pneumatic accumulator, can also be provided in fluid communication with both of the conduit means, the inclining resilience means include damping means for damping the tilt speed and insulation means, for to isolate the tilting resilience means, to thereby improve the control of the inclination It should be noted, however, that such fluid feeding means or tilting resilience means, are not essential for the operation of the vehicular suspension system of The present invention The fluid supply means can optionally also be used to control the resilience of the inclination, by changing the pressure and volume of the fluid in the conduit means and the inclination resilience means. Alternatively, the adjustment means can provide a mechanical coupling of the torsion bar From to According to another aspect of the present invention, a suspension system for a vehicle is provided, having at least one front pair of coupling means with the surface and at least one rear pair of coupling means with the surface, attached to the body of the vehicle to allow a relatively vertical relative movement of each means of coupling with the surface with respect to the body, the suspension system includes resilient support means, for supporting the body of the vehicle with respect to the coupling means with the surface, the resilient support means are provided for at least one front pair of the transversely adjacent surface engaging means and for the at least one rear pair of the transversely adjacent surface engaging means to respectively provide a substantially equal charge on each of the coupling means with the transversely associated surface, means transmitting force connecting at least one of the front pair of the transversely adjacent surface engaging means and means transmitting force, which interconnect at least one of the rear pair of the coupling means with the transversely adjacent surface, each means transmitting force includes adjustment means, the adjustment means being longitudinally spaced and functionally linked in such a way that the magnitude and direction of the force transmitted between the coupling means with the surface, transversely adjacent, associated, by each of the means transmitting force, progressively varies, as a function of the relative positions of and the load applied to, at least two pairs of the transversely adjacent surface engaging means, interconnected, to restrict by this the tilting movements vehicle, while the roll movements of the coupling means with the surface are simultaneously facilitated, in such a way that there is a negligible change in the load on each of the coupling means with the surface in relatively low speed roll movements. According to a further aspect of the invention a vehicle including a suspension system as described above may be provided. It will be convenient to describe the invention by reference to the accompanying drawings, which illustrate the possible embodiments of the invention. Other embodiments of the invention they are possible and consequently, the particularity of the attached drawings will not be understood as exclusive of the generality of the preceding description of the invention. Figure 1a is an isometic view of the underside of a chassis of the vehicle showing a first embodiment of the suspension system according to the present invention, Figure 1b is a isometric view of a second embodiment of the suspension system according to the present invention, Figure 1c is a detailed view of the suspension system of Figure 1b, Figure 2a is a third embodiment of the suspension system according to the present Fig. 2b is a detailed view of the suspension system of Fig. 2a, Fig. 3 is a plan view, as seen from the underside of the vehicle chassis, showing the general physical arrangement of a fourth embodiment of a The suspension system according to the present invention, Figure 4 is a schematic isometric view of a general physical arrangement showing a fifth embodiment of a suspension system according to the present invention. Figures 5 and 6 are schematic diagrams, which respectively show the direction of the flow of the fluid during the movements of warping and inclination, within the suspension system of figure 4, Figure 7 is a schematic isometric view of a general physical arrangement showing a sixth embodiment of a suspension system according to the present invention; Figure 8 is a schematic isometric view of a general physical arrangement showing a seventh embodiment of a suspension system according to the present invention, Figure 9 is a schematic diagram showing the direction of fluid flow during a roll movement within the suspension system of Figure 8, Figure 10 is a schematic isometric view of a General physical arrangement showing an eighth embodiment of a suspension system according to the present invention, Figure 1 1 is a plan view of a ninth embodiment of a suspension system according to the present invention, and Figure 12 is an isometric view of a tenth embodiment of a suspension system according to the present invention. Ujos and attached figures are marked similarly, in such a way that all the identical components in all the drawings bear the same numbers and symbols for simplicity and only those whose parts are relevant for the present invention are shown With reference initially to figure 1 , the typical characteristics of a vehicle chassis and a first embodiment according to the present invention are shown. The front part of the vehicle chassis 1 is shown facing the upper right corner of the sheet. The chassis 1 includes two main longitudinal side rails 1a. and 1 b and cross members of chassis 1c, 1d, 1e and 1 h that interconnect to the stringers 1a and 1 b The lower oscillating forks 2a, 2b, 2c, 2d locate the wheels (not shown) to allow them to move in a substantially vertical direction The oscillating forks are in an "A" shape and rotatably attached to the chassis 1 in the base 3 of the The oscillating fork The oscillating fork upper or "McPherson accessory" is omitted from the drawing for reasons of clarity The oscillating fork 2a, therefore provides movable locating means for the right front wheel, while the oscillating fork 2c joins the rear left wheel assembly to the chassis 1 Each wheel assembly or assembly is respectively attached to the outer ends 2a (?), 2b (?), 2c (?), 2d (?) Of the oscillating forks It should be understood that other known linking means can alternatively be used to locate the wheels in relation to the chassis 1, in such a way that they can be moved in a direction in general vertical For example, the present invention is also applicable for vehicles equipped with a geometry of multilink wheels, such as rear and front arms, Panhard rods and even leaf springs In figure 1a the coil springs 4a, 4b, 4c 4d are mounted on the upper surfaces of the oscillating forks 2a, 2b, 2c 2d respectively. It will be understood that the upper ends of the coil springs are loose against an attachment attached to the chassis 1 (although this is not shown) in such a way that the oscillating forks move up and down in a generally vertical direction around the pivot points 3, the springs are compressed and are allowed that extend between the swinging fork and the chassis accessory, as in the known suspension schemes The coil springs hold most of the weight of the vehicle The suspension system shown in figure 1a is provided with 50 51 torsion means, which ip connect each pair of transversely adjacent oscillating forks 2a, 2b and 2c, 2d Each torsion means includes 2 components 5a, 5b and 5c, 5d, which are similar to the known, transverse, tilting stabilizer bars These are attached to the oscillating forks by means of elements such as ball joints, bushes or forged links, in such a way that as the wheel assemblies become move in a generally vertical direction, the main shaft or shaft of each component is driven to rotate inside the housings (not shown) which are attached to the chassis 1, as in the known tilt stability bars The stabilizer bars The inclination is usually made from spring steel, which provides some torsional resistance to the longitude of its length. The cerecteristices completely removed from the suspension system do not deviate significantly in the design and function of the known suspensions that incorporate steers. However, because the torsion means are each divided into two components 5a, 5b and 5c, 5d, the functions of "tilt stabilizer" of these components can be inverted. Thus, it is more appropriate to refer to these components here in edelente in the present as 'trensverseles twist drills' e times, and that s they have a function which is completely contradictory to the stabilization of the inction. One of these trensverse torques is provided at the end of the chess 1 and the pair of torsion bars are interconnected by means of an element 11 of the centreline. Extrusion means 11 provided between the two twisting coils trensverseles in end of the same, control the function of the trensverseles torsion bars, telmeneer that sometimes, the two halves can be coupled, as if the two halves consist functionally at one time or another, the two halves are caused to rotate counter to their longitudinal axes. Accordingly, the functions of the twisting loops can be inverted, and the incrementing of effective tilting movements on the axis, independently, or to prevent divergent movements of both wheels on an axis simultaneously, can be increased. In addition in accordance with the present invention, the adjusting means 11 for the trending belts can be controlled simultaneously as a function of the movement and position of the vehicle. This will be clear from the following description. Element forms of the adjustment means 11 are possible and several such means are illustrated. In FIGS. 1 a, 1 b and 1 c for example, the components in the adjusting means 11 can be described as follows: the transverse torsion bars are fixed rotatably to the chess and the shaft by any known means, such as wipes and these Detelles are omitted from the figures. Palence ends are provided at the ends of the trensverseles torsion coils, to allow torsional forces to be imparted to the trensverseles torsional coils. The lever ends can be fabricated in any known manner, such as those commonly provided in the torsion bar links. Figure 1 shows how to schematize the means 11 of joining that connect the front transverse torsion bars. A modality of the adjustment means 11 is shown in more detail in FIGS. 1b and 1c. It should be noted that, while only the adjusting means 11 of the transverse torsional or deleterious transverse bars are shown, a Arrangement of corresponding adjustment means for the transversal transverse torsion bars With reference to the figures 1 and 1c, at the opposite ends of the ends 5e, 5b of pelence of the torsional coils trensversales, arms of palance 7e, 7b are provided united and berres them transverse torsion 5a, 5b respectivemente the outer ends of the heather palance describe arcs in a plane generally parallel to the general longitudinal plane within which rotate ruedes them per of berres of trensversales torsion 5e, 5b mterconecten mediente 5f monte de encece The ends of the pelence heather 7e, 7b are provided with "ring bolts" or ball joints or ends of the ecoplemie barre of the wheels (tension brace) or bushes 8a, 8b, which allow the links or couplings to be joined by flexible joins The flexible joints join the palence arm to a respective short link 9e, 9b The opposite end of the link 9e, 9b is also provided with flexible double or double joints 10a, 10b which may be similar in construction to the joints 8e, 8b. Attached to these flexible paired joints, at each end of the vehicle, another palence mechanism 11a is shown. This lever mechanism is connected by known means to a rotating longitudinal sleeve 12e, which has a main rotational axis which is generally perpendicular to the shaft. of the torsional coils trensverseles 5e, 5b and in general follows, therefore, the longitudinal axis of the vehicle Thus with reference to FIG. 1 and FIG. 1c, if the right front wheel supported by the oscillating fork 2e moves in a In this case, the transverse torsion bar 5a is caused (in FIGS. 1 and 1 c) as a result, to rotate about its longitudinal axis. Consequently, the associated arm of the strut 7e, will describe an erco toward the front of the bar. vehicle and this movement jale the enlece 9e, the c and e turn jelerá him palance perpendicular 11a e through an arc, transverselmente towards the front wheel right around its pivot axis on the stub 12a The link 9b will also pull the pivot point 8b at the top of the palence 7b, the horn will describe an erco hecie the rear part of the vehicle around the axis defined by the other miter de le berre torsion trensversel 5b, pere mediente trensmitir this a torsionel fuerze in one slight tilt direction arrives on monteje left wheel delantere held in the wishbone 2b Accordingly, vertical movement of one wheel can induce the vertical movement opposite the other wheel on the same axis It should be understood that, in order that a transverse torsion bar, such as 5a, causes the other transverse torsion bar 5b to rotate in the opposite direction, the trensverseles torsion arms 5e, 5b and the longitudinal stub 12e must be free to rotate around their own longitudinal axis, although they must restpngides to move exially, this is transversally in the case of the torsion bars 5e, 5b and in the full length of the vehicle, in the case of the stub 12a If it is allowed to longitudinally stub and the transverse torsion bars move axially this will result in the final promotion of the movements of the wheel in the same vertical direction of simultaneous manere in both leds of the vehicle Therefore, in order to mcrementer you trecaon the forzer e each wheel and keep a sustainably consistent ground pressure on each tire (when traveling on an approximately straight line, it is necessary to cause it to rotate Contrepe reletiva of the two trensverseles torsion coils of each axis by allowing the sleeve 12e length in turn around its axis length, in tempted to be constrained to move axially inversely, to improve the stability of inclination (when desirable, such as when turning) it is necessary that both wheels on the same axis try to move in the same vertical direction simultaneously and in this instance, it is necessary to restrict the rotational movement of the longitudinal sleeve 12e around its longitudinal axis, as long as it is allowed that this shortage moves, instead of this, in the exial direction. The transverse torsion bars will still have to move rotationally, but they do not need to move ex- tremely in this insence. Therefore, it is allowed that the rollers move when they undergo movements of flutter, It has been suggested that the movement of the vehicle to be refurbished or resisted by the Transverse torsional currents In accordance with the present invention, the transverse torsional currents at both ends of the vehicle can also be simultaneously controlled in this manner under vehicle tilt conditions. Without condition, the conditions for movement of the vehicle are required. opposite vertical roll, a reverse rotation between cade per torsion rings is facilitated Simultaneous control of the transverse rear and rear torsion bars is essential where sustaining lobe movements are required In such situations, a pair of wheels is required Diagonally opposite they move in the same general direction, in that it is required that the other pair of diagonally opposed wheels move in the opposite direction or be maintained in the same direction as the first wheel perpendicular. palences and enleces between the two train torres sverseles 5e, 5b can therefore be controlled, so that the suspension system can resist or re-move the inclination or elenter the movements of the opposite individual rolls of the wheel, particularly, in the whistling mode. Any mixture Different tilt and load sharing can therefore be applied by restricting the movement of the longitudinal axis 12a either axially or rotationally, individually or collectively or in any way It should be noted that it is mechanically feasible, if not sometimes preferable, to finish the torsion bars trensverseles in different ways to the described links, in order to provide a more positive and durable link and a control mechanism which can operate in similar ways or which may allow additional benefits. For example, the torsional currents trensverseles 5a, 5b, 5c, 5d, may optionally terminate at T "junctions at their inner ends, in luger of "L" -shaped levers as illustrated The longitudinal shaft or axle 2a can also be provided with corresponding double levers By providing double "T" -shaped palences on either side of axes or trees, these bars are caused to rotate on their axes without significant leterels significant excerpts The abbreviators and joining means which locate the axes or trees in relation to the chassis can be minimized by means of double-peine terminations. Addition, the inclination control modes and In order to improve the movement of the wheel, it can also be selected in a different way to provoke functionally that the union of "T" of double end, in the end of the tree or axis length, is decomposed, to function as required, as the system of pelence "L" described previously, shown in Figure 1 and therefore the different types of palence media can be used as different kinds of control mechanisms. There are different methods which can be used to select when and how to cause the media to work. of centrel adjustment improve the inclination control movements or encourage the movements of the old wheel Now with reference to Fig. 1c, it will be seen that the shaft 12a has an eccentric portion of a sliding unit 14, which, for the purpose of showing this part of the invention, is schematically drawn. as a disk brake segment 14e and a bracket celler 14b. The segment of the disk brake 14e is provided with an inner surface, which is located on the corresponding outer surface of the shaft 12e. 14e of the brake rotates in a limited area together with the longitudinal shaft 12a When the entire shaft 12a moves axially, however the segment of the disk brake 14a remains in its usual axiel location in relation to the chassis, since it is located within the mechanism 14b brake caliper, which is permanently fixed on the body of the vehicle or the transverse element of the chemism using any convenient means tel com Accordingly, in order to promote the inclination resistance, the brake caliper mechanism 14b contracts / depresses and restricts the brake segment 14a, in such a way that it can not allow the shaft 12a to rotate , while still allowing this axle or axle to move axiomally, to thereby permit, that the levers 7a, 7b of the torsion bar alone move in unison in the same longitudinal plane, thereby causing both wheels to move. predispose to move towards the same vertical direction the same time, also in order to limit the tilting movement. A second brake mechanism 16 is also located in such a way as to prevent axiel movement of the shaft 12e, in which the axle is allowed to move. or tree rotates around its own axis The purpose of this is then to prevent the peecencences 11e, which extends from the longitudinal shaft 12a, from moving freely in the in the longitudinal direction, which encourages the control of the inclination, while urging it to rotate about the axis of the shaft 12a, to promote the opposite rotation of the two transverse torsion rings and to promote by this the opposite vertical movements of the The longitudinal brake mechanism 16 basically comprises a brake lug 16a, the cranks are moved in a longitudinal direction through the brake caliper mechanism 16b. The brake section is located on the shaft or shaft 12e by means of a tube 16c the cranks are free to rotate around the shaft 12a, but which is located between two seals or rings 16d which are permanently fixed to the shaft. All the strange details such as brake hoses and shoes are omitted from the drawings. understand that the same functions can be obtained through other known means and equivelents, in which brakes are included r, brake pads on the outer surface of a cylinder or simple bolt-and-eye fastening mechanisms which locate the relative positions in a fixed position or to assist in centering the component parts and attaching a preferred center position. An additional example of location, the strands have eddyholes, can be described in terms of a passive or semi-active system in which the positions and movements of the tree are determined by means of two hydraulic cylinders connected mechanically between the vehicle's chess and the longitudinal tree, instead of the mechanisms brake and hydraulically connected to a source of pressure such as a pump or accumulator Therefore the control system does not need to rely solely on damping forces, thinking the friction loss as in a heavy system, but instead of this, Forcing the positive correction of the inction and the vertical travel movements of the wheel, by effectively rotating and moving the trees (as described in detail), but in this direction via the hydraulic actuators. see if the inclination and wheel movements are made passively or actively the system (as described with reference to Figures 1a to 1c) requires that the balance or tilt forces and travel movements of the wheel be detected or verified in such a manner as to cause the appropriate brake or actuator means operate at the correct time Bejo position them, the positions of the wheel in relation to the body measure the use of any appropriate known device, such as potentiometers connected between the wheel assembly and closing. Accelerometers detectors of the position of the volente / gargante / Brake pedals, G switches and mercury switches are also common and are commonly used in the automotive industry to detect cornering forces. Information on wheel potentiometers and accelerometers can be collected together with the speedometer information ( and any other training considered useful) to determine when each regu- means of control as the brake units 14, 16 to operate at any given time to provide the best mix of wheel travel movement and assisted tilt control. Nor may an electronic control means (ECU) be provided to receive them. detector veins of the detector and provide control signals and adjustment means Figures 2a and 2b show an alternative center-offset means 11 which is mechanically equivalent to the linkage and linkage mechanisms as illustrated in Figures 1 a, 1 b 1c Figures 2a, 2b are also isometric views of the underside of part of the chassis of the vehicle, as seen from the right side of the vehicle to make the left turn so that the torsion beam trensversel 5b locelizes to the left side bottom of the blade and the other torsion bar trensversel 5e tilts up towards the top right of the blade The palences and enleces mostred In figures 1e and 1c, they are reappeared in figure 2a and 2b by means of three bisected gems 7dp, 7ep and 11 p coupled The palence 7e on the internal end of letre trensversel 5a is therefore replaced by the 7ap bevel while the palence 7b is replaced by the bevel 7bp, attached to the end of the shaft 5b. The lever 11a is similarly replaced by the bevel 11 p. The two bevelled gears 7ep and 7bp are caused to rotate in the opposite direction, and they are coupled with the gearbox common biselede 11 p which has a rotational axis that is perpendicular to the axis of rotation of the two transverse torsion rings Although full bevelled bevels are illustrated for clarity, it is also possible to install bevel gear segments instead of these, since the axes or trees on vehicles do not usually rotate through arcs greater than 12 degrees and consequently the bevel gear itself does not need to rotate through greater angles In order to provide a very positive coupling of bevelled gears, they can be designed with gear teeth as well as in other known applications. Additionally, bevelled ends can be designed in the link unit 5f to provide a more positive coupling of the shaft and to solve the loads with less eccentricities In figures 2a and 2b it will be seen that the coil springs (numbered 4 in Figure 1) have been optionally omitted and the main support for the vehicle is therefore provided by transverse torsion bars which are resolved in the chassis in the trensversel element 1 b by means of of resilient elements as follows The trensverseles 5eb twist bars are echoed in the 5f mount (the crest in this drawing is represented as three bisecting gels 7bp, 7ep and 11 p) These three bevelled gears are located in an elbow or 18 numeredo box 18 beveled housing 18 is provided with any 18a suitable clamp which pr provide a point of safety for the resilient means locelized between the clamp 18a and the transverse member 1d of the chassis. In figure 2b a hydro-pneumatic post 19 is shown, to represent the resilient means in combination with one or more numbered springs of ges or cumulators as 19e. Damping valves can be provided in the mouths of the accumulators 19a (similar to those of known construction). and not visible in this drawing) as an exciter for this medium resilient medium. The advantage of this center cushioning mechanism is that it provides thrusting to enter the pitch direction alone and can accordingly be matched with this specific frequency requirement, without In fact, if the heliced springs in the wheels are omitted, then the central resilient means 19 must provide the final support for that end. of the vehicle and without this The complete assembly, comprising the twin transverse torsion bars 5a, 5b and the central adjustment means 5f, would rotate and thereby allow the vehicle to settle over the rubber bumpers. Any suitable combination of resilient means can be provided by the which the external helical springs could be relatively non-bearing in combination with strong central resilient means such as the hydro-pneumatic post 19 or conversely, the central hydropneumatic post can provide little support, while the external helical springs in the rollers can carry most of the vehicle weight Altematively, once again half resilient centre can I lever the entire weight portion of the body that is transported by the cast wheels. The resilient and exciting means such as the hydro-pneumatic post 19 therefore provide an elastic level of resilience in the full of ceb This will significantly improve comfort in the length of the caring direction, while still having a resilience of firm berth to maintain a stable standard of maneuver, so that the vehicle is operated like a sports car in use but is have conforteble as a limosine in pitch While a hydro-pneumatic post 19 is depicted in Figures 2a 2b, it is also convenient to sometimes replace this unit with any other known type of resilient means, such as a rubber block, or spring helical which can also preferably accommodate a damping element (damping) One of the advantages of providing a hydropneumatic post with respect to say a coil spring is that the hydro-pneumatic post can be optionally connected to a fluid pressure source (fluid pump ) and container (tank) of such make it possible to introduce hydraulic fluid the post and accumulator to lift the vehicle or it can drain the fluid back to the tank to allow the vehicle to reduce its alture Such adjustment of position and height is desirable to level the vehicle when the weight It is applied eccentrically on one end of the machine or the vehicle can benefit from being used in extreme cases when it is driven and velocided. For example, it should be noted that it is possible to eliminate the resilient means between the torsional belts and the chassis of the engine. vehicle, the trensverseles torsion bars are held for example against the chassis of the vehicle by a solid bar Then the series resilience provides solemente by resiliencie of the torsion bars The movement of the inclination and the movements of the individual dynamic roll of beje amplitude to elte velocided that require a centided limit of old of the wheel are solved medientes torres of twisting trensversales reletivemente rigid (springs) and emortiguedores (damping elements) the cueles are omitted from the drawings A braking mecenismo 14 prevents the engreneje biseledo centrel rotate freely and this prevents the rotation in the opposite direction, of transverse torsional bridges associates, to promote the inclination of the inclination as required The components 14e and 14b in figure 2b have similar references as those in the context of the similar function with reference to the modality illustrated in the fi Figures 1a to 1c When traveling uneven terrain, the resilient mechanism 19 (figure 2e and b) provides support for the counterrotative link 5f (set of bevelled gears) in such a way that the opposite direction of the two trensverseles is They can be obtained more easily. Accordingly, this suspension system exhibits multiple spring ratios which differ in response to proper maneuvering, such as when the vehicle requires a response of resistance to rigid or hard inclination or when a response to smoother or even pitching stop the comfort when driving on a more straight line The previous mode has an advantage in that it allows you to at least sustain deadly seats on each wheel In conventional suspension systems where a coil spring or other resilient means is provided In cade oscillating fork, it is necessary that the suspension system exceed the force of the spring of the resilient means, before the movement of the wheel can be effected However, when the oscillating legs are free of any resilient means, this allows a free movement of the oscillating fork, to allow this to be closed so Further substantially equal elements are applied to each wheel by means of the suspension system. Further developments of the present invention will now be described which allow the suspension system itself to be intrinsically differentiated between the circumstances when the resistance to the balance is to be improved or inverted by active mechanics. , without the requirement of external detectors and an ECU or intelligent system In addition, the vepetions of the suspension system will be automatically and passively reected to the vain requirements of the system, to provide the required response without any external influence or intelligence or energy requirement The fig Figure 3 shows an exemplary model of a suspension system according to the present invention. This modality is similar to the embodiment shown in Figures 1a and 1c in which the chassis 1 of the vehicle is supported on oscillating forks 2a, 2b, 2c, 2d and helical springs 4a, 4b, 4c, 4d are also provided as in the conventional suspension systems. In addition, the oscillating legs at the end of the vehicle's chess 1 are respectively interconnected by respective means of trensversele torsion bars 5e, 5b, 5c , 5d Cede per torsion rods are also connected by means of elements of draft 11 in the form of means of 9e, 9b, 9c, 9d, 11 a, as in the modahdedes entepores The difference between ppncipel is that a tree length 20 interconnect Adjustment means 11 of each stop of the torsion coils The length of the tree 20 is provided with a pelence element 11e at each end of it, to allow medient e that the tree 20 is linked to the linking means 9a9b, 9c 9d of the same menere as the longitudinal shaft 12a of the figures 1 by 1c The longitudinal shaft 20 of figure 3 further includes a standard joint 21, which allows a degree of movement in the longitudinal direction of the shaft 20 Operate length in the front and rear transverse torsional coils of such gear so that the torsional coils of the suspension system can react in unison depending on the dynamics of the vehicle The link works by the tree length of the torsion bars transverse and rear Allows the suspension system to stay and return to the position of the vehicle and joins a position that is at least sustainably full of the average surface area that holds the vehicle. In particular, the wheels are free to move when they suffer from buckling movements when a pair of wheels diegonelmente opuestes move in the same general direction and in a di opposite position in relation to the other diagonally opposite pair of wheels In situations when the vehicle suffers mainly inclination, when the wheels on one side of the vehicle move in the same general direction as the wheels on the other side of the vehicle, the bars torsion can act in the same way as a conventional stabilizer to provide rigidity of inclination for the vehicle. Without erosion, there are rollings, which result in a friction in the opposite direction, of the adjacent transverse torsion bars, also as a result the rotation of the longitudinal shaft This results in a force transfer between the wheels, thereby facilitating the movement of the wheels. It should be noted that there is a progressive change in the degree of relative rotation between the torsion bars as the vehicle undergoes variable combinations of tilt and lift situations By co Subsequently, the torsion curlers will be allowed to rotate in the opposite direction, one in relation to the other, when the vehicle is tilted, if the means of coupling with the surface also undergo roll movements, to maintain by this the permanent control of the tilt position of the vehicle Figure 4 shows another mode of the suspension system The vehicle suspension system is shown with the head of the vehicle dipgide hecie the lower left corner of the leaf of the drawing The vehicle is supported on the wheels 20 , 21 22 23 Helical springs 4e, 4b 4c 4d hold the vehicle's chess (not mostredo) and provide resilience in the vehicle's travel Torque means 50, 51 are provided in the front and rear of the vehicle These means of torsion in The front and rear axles of the vehicle are either mechanically or hydraulically locked, since the hydraulic link system It is easier to connect and describe in a more generic way the following description will refer to the hydraulics system, although other systems can optionally be used to provide a method for the suspension system to distinguish between tilt and buckling movements. In addition, the suspension system is "heavy" and not "active". In other pads, no external detectors are required to operate the system, which react automatically to the movement of the system. It should be noted that the system shown in Figure 3 is also a "passive" system. The arrangement includes a transverse torsional ribs 5a, 5b, 5c, 5d as in the arrangement shown in the model described previously. figure 4, the torsion bars are interconnected by means of a double ection hydraulic epete mount 62 63 Cede monte The ram has a cylinder 62a, 63a and a piston 62b, 63b supported therein to separate the cylinder in an internal chamfer 62c, 63c and an external chamber 62d, 63d The lever heather 7b, 7c at one end of one of the torsion bar pairs 5b, 5c is coupled with and movable together with the cylinder 62e, 63a The pelence arm 7e, 7b on the other side of the torres 5e, 5b of torsional belts is coupled with and movable together with the piston 62b 63b The conduits 64, 65 provide fluid communication between the two ram assemblies 62 63 In the embodiment illustrated, it yields conduit 64 , 65 connect the internal camera 62c, 63c of an epete mount with the external camera 62d 63d of the other mount of epente, it will be realized that other conduit connection arrangements between the two ram assemblies are possible, depending on the design of Transversal torsion bars can reverse the sense of rotation if, for example, one per- centage is behind the axis in which the other transverse torque is located opposite the other axis. the external chambers can be connected by a conduit while the inner chambers can be connected by another conduit. A fluid pump and container assembly 66 can optionally be provided to feed and remove fluid from the associated ram assemblies and conduits. This arrangement allows additional control of the inclination or balance resilience and also provides some active tilt control for the vehicle and active assistance with the lifting movements to overcome the resistance of the springs (when used) In addition, the position of the vehicle inclination can be controlled by veper the volume of the fluid within the hydraulic circuit For this purpose, the pump / vessel mount 66 is connected to the conduits 64, 65 connecting the two ram assemblies 62 63 by 2 secondary conduits 67, 68, each connected respectively to one of the conduits 64, 65 can also be provided ac 69 70 in the secondary conduits to provide additional resilience in the suspension system It should be possible that most of the resilience in the old vehicle in terms of cebece and globel movement of the body is provided through the springs 4e, 4b, 4c 4d and that resilience of the inclination is provided only by resilience in the optional accumulators 69, 70 or such resilience as may be allowed in the trensverseles torsion bars 5e, 5b, 5c and 5d and the links and castles attached to the Figure 5 and 6 show the flow of the fluid within the system and between the epete assemblies when there is a rolling movement of the wheels (figure 5) and when there is movement of inclination or balance of the wheels (figure 6) The schematic diagrams They show the suspension system in sight in the figure, with the front side of the vehicle dipgiding to the top of the leaf. Thus, as wheel cade 20, 21, 22, 23 moves in a direction in general vertical, this would be a movement in the normal direction the full sheet of the drawing Thus, the upward movement of the wheel is indicated accordingly by the symbol "-", while the movement towards bee of the wheel is indicated by the symbol "+" Referring initially to figure 5, when there is a roll movement of the wheels, the diagonally adjacent wheels move together in the same direction, which is opposite to the direction of movement of the other wheels In this situation, due to the direction of movement of the wheels and the direction in which the torsion bars are connected respectively to the cylinder and the piston of the cylinder mount, the rotation in the opposite direction of the torsion bars is For example, in the ceso of the arrangement 50 that transmits forward force, when the left front wheel 20 moves erpbe and rolls it Right fork 21 moves down, rotation in the opposite direction of front transverse torsion bars 5a, 5b result in a decrease in the volume of the external chamber 62b of the front hydraulic ram assembly 62 and an increase in the volume of the internal chamber 62c thereof, due to the relative movement of the piston 62b within the cylinder 62a. Fluid flows from the external chamber 62b through the duct 64 of the internal chamber 63c of the rear hydraulic ram assembly 63, in which the fluid flows into the internal chamber 62c of the front hydraulic cylinder 62 through the conduit 65 from the external chamber. 63d of the rear hydraulic ram assembly 63 This fluid flow is aided by the rearward movement of the rear tread reversing torques 5c 5d This movement of the fluid ensures that the drifting movements can be obtained easily by the suspension system. Figure 6, the wheels on each side of the vehicle move in the same direction and opposite the direction of the e movement of the wheels on the other side of the vehicle The direction of movement of the wheels shows that the vehicle is turning to the left, to result in a tilting movement of the vehicle due to the respective rotation of the torsion beam. and the interconnection between the cape mounts of epete, the flow of the cede camera fluid is controlled by the fluid flow of the opposite chamber in such a way that there is little or no relative movement between the piston and the cylinder of each assembly The cage ram of the trensverseles therefore acts in unison in a similar way as a stabilizing barrel of conventional belence in inclination but differentiates from the conventional tilt bars the described system simultaneously provides rigidity of tilt control and allows movements of the wheel resulting from the alebeo Releción funcionel del enl Between the two rams can also be visualized as a function of the differential pressure through the piston within the cape epete When the vehicle undergoes mclmeción as shown in figure 6, the differential pressure through the piston of each ram is Relatively with the load and consequently the pressure carries by the fluid chambers 63d and 62d more eltes than for the chambers 63b and 62b However, I do roll movements as shown in figure 5, the pressure differential across the The pistons will be relatively beje Therefore, the pressure difference decreases progressively as the vehicle moves from mainly tilting situations to blasting situations. It should be noted that in the stabilizing systems of maneuvering, conventional, torsional currents they are "coiled" during the turn and if it happens that the road is also undulating in a turn that requires a degree of alebeo, then this requires that one end of the torsion coils be wound additionally, while the other end is partially relaxed and these alternative movements of the shaft can cause rapid unfolding of the weight carried by the rollers, which in turn provokes In the modalities shown in figures 3 and 4, the ground pressure in the wheels is consequently maintained more consistently, to reduce this, the petmeje risk in the curves of the tire. paths that have a defective surface Additionally, in conventional inclination systems such as transverse torsion bars when a single wheel impacts with a protuberance or finds a hole, the torsion bar winds up quickly, causing the impact be solved by the transversely adjacent wheel and spring assembly as well as by the points of support on the chassis and this results in a hardness introduced to the wheel, simple, that is experienced by the occupants of the vehicle It should be understood that an individual introduction of a wheel is in part a movement of warping since it requires that two opposite wheels move in one direction, in which the other per diegonely opposed It moves in the other direction Since you are steering it from the inclination, conventions, from the front and rear axles are independent, they are intrinsically incapable of drentiating and reacting drently from the simple entrances of the wheels and to the tilting movements. consequently, such receivers are reelected or resisted in a similar way, to provoke a harshness in the quality of the old and an uneven lower road, due to the ineffective displacement of the weight between the wheels. In contrast, the structural and functional relationship of the components in the system (shown in the appended figures) requires that both axes interact, so that the mclinetion and the election are drentiated and they are re-ected drently, as such Keep it in mind that minor roll movements occur, such as when a single wheel is present, this is not interpreted as a tilt movement (on an axis) that requires a maximum stess of the belance stabilizer bar that leads Therefore, in the system of the invention, a single entry of the wheel can be re-ected as a low speed velocity, which can not be resisted and therefore does not need to be solved only by the assembly of transversely edyecente wheel, to provoke hardness or uncomfortable discomfort The model mostrede in figure 7 is similer e le mode of the Figure 4 except that the double-action hydraulic rams are rewired by gyratory or epete engines 62a, 62b These rotating rams include a housing that holds a rotor rotatably held therein, which separates the loosening in two chambers for the fluid. The coupling and the rotor are respectively connected to one of the edging trensverseles. The conduits 64, 65 interconnect the corresponding fluid chambers of one of the rotating rams 62a, 62b. This modality operates in the same way as the model of the figure. 4 In particular, it is permissible for the wheels to move if they suffer from buckling movements as long as the movement of the vehicle's inclination is re-ected by means of the torsional currents. The reason for this is that the use of epete giretopes eliminates the need for lever arms on the torsion belts trensverseles to reduce by this the centidad of sepereción requepde to accommodate the suspension system, as well as leading to a cleaner overall arrangement Figures 8 and 9 illustrate a modality of the suspension system of the vehicle, where the vehicle is also supported by the suspension system according to the present invention This model is also similar to the modehded shown in figure 4, except that the coil springs are removed and replaced with a support arrangement 75 76 that interconnects the torque of the transverse torsion bars. This leads to the medical advantage of earlier. It is possible to provide a load at least substantially equal on each wheel. The support arrangement may include linking means 75b, 75c, 76b, 76c which connect cade of transverse torsion bars to a respective transverse member 75d, 76d The transverse member 75d , 76d can be linked directly to palence teles arms like 7e, 7b to eliminate the requirement of the links 75c and 75d, when the support mounts are locelized so as not to be in conflict with the components 62 and 63 Cade one of the trensverseles elements are ecopledos and resilient support means 75e, 76e In this arrangement, the force to support the vehicle is solved by means of the torsional currents transverse to the mountings of the cerpe 75a, 76a, 76a, which are secured by locating elements 82, 83 the chassis of the vehicle and which allow some movement to retrieve the positional changes The provision of the arrangement of the transverse element the load of the associated load mounts, this average load is resolved by means of the resilient support elements to the chassis of the vehicle The resilience of the The suspension system is provided by means of emersers 80, 81 in fluid communication with the load-bearing ram of the load. While figure 8 illustrates the vehicle support means incorporating hydraulic rams and accumulators, it should be understood that these Resilient devices can be replaced by resilient mecenismos of conventional rubber or rubber or mechanical It is noted that the conduit connections in this mode are similar to the connections shown in FIG. 4. In particular, the internal chambers of each cylinder assembly 62, 63 are connected by a conduit to the external chambers of the cylinder. the other cylinders According to the design of the torsion bars, the resilient support means can be designed / planned to support the vehicle when it is in tension or compression. For example, the means of resilient front and rear supports 75 and 75b, 75c as seen in Figures 8 and 9 are normally in tension when holding the static weight of the vehicle, tempted that the rear resilient support means 76 and jackets 76b, 76c would be under compression under the same conditions The modal ided shown in the figure 10 operates in a manner similar to the modalided of Figure 8 The difference is that the mountings of support epete hang 75a, 76a are replaced by springs and co-springs 100, 101 Figure 11 shows another modality, which is an additional development of the model of Figure 8 The weight of the vehicle is supported mainly by the coil springs 4a, 4b, 4c , 4d located in oscillating cade 2a, 2b, 2c 2d The support rams 75a, 76a of the load are retained However, additional conduits 103 104 are provided to connect the corresponding fluid chambers of those rams A valve 105 controls the trajectory of fluid flow between the fluid chambers when the valve is in one position, the corresponding internal fluid chambers and the respective external fluid chambers are in fluid communication When the valve is in a second position, the connection is reversed, such a way that the internal camera is athore in fluid communication with a camera for external fluid. This arrangement allows l Control of vehicle pitching by providing means for raising and lowering or raising and lowering the end of the vehicle. Accumulators can also be provided on a conduit. This provides an amount of torque to control the vehicle's intake pattern. The invention of this invention, which operates from a menere similer and the model of the figure 4 The difference between the two is that the torres of trensverseles torres are replaced by a single front and rear torsion bar 90, 91 One end yields It is connected to the wheel locating means 98 99, shown as a simple axis in the drawings by means of a forged link as it is commonly used to couple the stereotyping ribs of the belence or the axle or wheel mounts. The torsion beam will be connected to the shaft or shaft by means of a 94, 95 hydraulic double action ram assembly which takes the place r of the component of enlece forjedo normel el cuel enleze le bar estabilizadodora of inclination to the tree, while compensating the angle angles between the components In this particular model, the stabilization of the belence or inclination is echoed the housing of the hydraulic cylinder chamber, while the rod 94b 95b of the piston of each ram assembly is It joins the means of locelization 98 99 of the wheel. In the mode shown in figure 12, it will be seen that the piston rods pass through the ends of the vehicle that the upper and lower layers of the piston have identical surface areas. It may be preferable to use a single piston rod extending from one end of the ram only or to use rod diameters of different external diameters to overcome the asymmetries and / or to provide specific geometries for the inclination. In this modality, when the inclination movement of the vehicle is prevented, fluid flow is prevented through the conduits 92, 93, which join the ram assemblies 94, 95 in the same manner as previously described with reference to FIG. 4 and Figure 6 The movement of the end 90a, 91 a of the torsional bellows 90, 91 secured to the ram assembly in relation to the wheel supports is consequently prevented and the torsional load therefore operates in a simile manner as a berre Conventional stabilizer During the movements of the wheels, the movement of the fluid through the conduits 92, 93 connecting the ram assemblies 94, 95 allows the movement of the end 90e, 91 e of the epete mount of the rivers. of torsion in reletion of the means of locelization 98, 99 of the wheel, to facilitate by this the movement of warping. However, the system of suspension of the vehicle operates in another way of a similar form as The modality shown in figures 4 and 8 should be noted that one of the two-epetes epetes could be provided by two epetes of simple ección, which are respectively attached to the opposite ends of the barre stebilizedore Belence When connecting the camera to The fluid of simple ejection epete with the corresponding epete of the opposite stabilizer, this regulation can operate in the same general way as the modality of the figure 12 Although all the indirect modalities use torsion bar arrangements, it will be understood that The present invention can also encompass arrangements where transverse push / pull rods replace the rods or torsion rods, the adjustment means that link the rods apply tension or compression forces on the rods. It is noted that in relation to this date the best method known to the applicant to carry out the invention citation is the convention Onal stop the menufecture of the objects that he refers to him Having described the invention as it is, the content of the following is redefined as property.