Abstract:
An improved vehicle sway control assembly designed to limit excessive side swaying of an axle of a vehicle during all driving conditions. The system utilizes two frame brackets ( 77 ), ( 97 ), one axle/spring bracket ( 129 ), and two rods ( 35 ), ( 67 ). The first rod ( 35 ) has one end attached to a frame bracket ( 77 ) and the other end to the axle/spring bracket ( 129 ). It incorporates a telescoping feature allowing the rod end nearest the frame bracket ( 77 ) to telescope. The second rod ( 67 ) is attached on the opposite side to a frame bracket ( 97 ) on one end and a mid section plate ( 34 ) on the telescoping rod ( 35 ) on the other end. The counter rotational arch of the second rod ( 67 ) will force the telescoping rod ( 35 ) to extend thus canceling the telescoping rod ( 35 ) arch curve travel if it were a solid rod. The overall design will limit axle ( 166 ) to frame ( 78 ) side movement while providing near straight vertical axle ( 166 ) travel.

Description:
RELATED APPLICATIONS  
       [0001]     The present Nonprovisional application is a continuation of, and hereby claims priority to, and the benefit of, U.S. patent Nonprovisional application Ser. No. 10/858,321, entitled “MOTOR VEHICLE SWAY CONTROL ASSEMBLY,” filed on Jun. 1, 2004, currently pending. 
     
    
     FIELD OF THE INVENTION  
       [0002]     The invention pertains to a sway control device that will, when installed, greatly reduce unwanted vehicle side to side swaying created by wind, uneven road surfaces, or other passing vehicles when the vehicle is traveling on smooth or bumpy surfaces.  
       BACKGROUND OF THE INVENTION  
       [0003]     Currently most factory produced vehicles have their axle assemblies mounted on coil springs, leaf springs, or air suspension assemblies with roll bars and shock absorbers. These vehicles rely on the rigidity of these parts to eliminate unwanted side to side swaying of the vehicle due to the wind, uneven road surfaces or passing vehicles. In many cases, the overall allowable dimensional clearances between the suspension parts along with the flexing of the spring assemblies, air suspension components, roll bars, and shock absorbers won&#39;t keep the vehicle from experiencing notable unwanted side to side swaying. This swaying occurs when the vehicle frame is allowed to move from side to side independent of the axle assembly. In other words, the frame moves from side to side and the axle assembly does not. In many vehicles, especially motor homes, school buses, extended vans, older and/or high-mileage vehicles, the swaying can be extreme enough to produce an unsafe driving condition. This swaying action requires immediate steering corrections by the driver to keep the vehicle going straight down the road; in extreme situations, it requires continuous corrections.  
         [0004]     Prior art devices provide a single sway bar design to attempt to correct this condition. An example of this design is shown in  FIG. 7 . The sway bar assembly has rotational bearing type mounting attachments on each end. The sway bar assembly is attached perpendicular to the vehicle frame by a frame attachment bracket on one end and crosses to the opposite side of the vehicle where it is attached to the axle assembly by an axle or spring attachment bracket on the other end. Published Application No. US 2002/0005623 A1 item 88, U.S. Pat. No. 6,523,842 B2 item 88, or U.S. Pat. No. 5,039,124 item 62 are examples of this design. Unwanted side to side movements are then reduced by the addition of the solid connected sway bar device between the frame and axle assembly. A primary problem with this design, even though it reduces side to side swaying during some driving conditions, is that it actually induces side to side frame to axle movement when the vehicle hits a bump or dip in the road and the axle attachment point rebounds up or down. The side to side frame shifting is caused by the arc curve induced by the single sway bar when it moves up and down. The axle attachment point of the sway bar assembly will rotate in an arc curve around the frame attachment point. This design will force the axle assembly to move away from or toward the frame attachment point as the bar travels up or down on a rotational arc. A graphic example of this movement is shown in  FIG. 8 . On a typical installation, the side induced movement can be approximately three thirty seconds of an inch on an axle that rebounds from its normal riding position up to its maximum allowable height at the frame-mounted axle stop pad. That dimension is approximately one half of the total measured side to side movement of a non sway bar modified stock suspension.  
         [0005]     The prior art device actually induces into the vehicle what it is intended to correct. It only works to effectively eliminate side sway when rough roads, wind, or passing vehicles are not affecting the vehicle springs up or down. Simply put, it works as designed when the vehicle is traveling down a smooth highway. During severe driving conditions, however, especially on rough roads, and compounded by passing of large vehicles and extreme crosswinds, vehicle drivers experience the most difficult driving challenges. The best vehicle stability possible is needed at that time and the current single sway bar control system fails to meet that requirement. Instead of correcting the problem, it actually induces side to side shifting when the vehicle is experiencing its greatest stability challenges. An improved sway bar design is needed to correct this disadvantage. Improved vehicle safety and operational control of the vehicle is obtainable with the present invention. The present invention greatly reduces the frame side to side movement in relation to the axle while making sure the axle is allowed to freely move up and down perpendicular to the ground without inducing unwanted side movement.  
       BACKGROUND OF INVENTION—OBJECTS AND ADVANTAGES  
       [0006]     Accordingly, several objects and advantages of the present invention are: 
        (a) to provide a device that is easily installed on any new or used vehicle;     (b) to provide a device that will greatly eliminate unwanted side to side vehicle swaying as currently allowed by many existing vehicle suspension designs;     (c) to provide an improved device that will not induce unwanted side to side vehicle swaying when the axle assembly rebounds up or down due to normal or abnormal driving conditions as does the single sway bar prior art design;     (d) to provide a device that will reduce the unsafe conditions imposed by unwanted vehicle side to side swaying during all driving conditions;     (e) to provide a device that will greatly reduce driver steering corrections imposed by the continuous side to side swaying allowed by some suspension systems; and     (f) to reduce driver fatigue caused by the continuous driver steering corrections imposed by the continuous side to side swaying allowed by some suspension systems.        
 
         [0013]     Further advantages are to provide a device that is lightweight, strong, easily-maintainable, and long lasting. All primary moving parts have rubber seals to protect from dirt ingestion. They also have grease nipples to allow continued maintenance. Examples are the rod end attachments and the telescoping rod assembly. The ball rod ends used are commercially available heavy-duty truck front wheel steering tie-rod ends. They are readily available at many automotive parts stores, thus allowing easy replacement of the parts that may experience wear during use. This design also assures minimal unwanted side movement as would be allowed by polyurethane or rubber being used in the construction of the rod end bearings as provided in some prior art designs currently available on the market.  
         [0014]     It should be noted that the use of front wheel steering tie-rod ends is not a requirement of the sway bar assembly design. Their use was intended to provide improved maintainability, long lasting, inexpensive, closer tolerance, and readily available replacement parts. Any rod end bearing design, polyurethane, rubber, greaseable, not greaseable, sealed, or unsealed will only affect the assembly&#39;s close tolerance control abilities, its manufacturing cost, and its in-use life expectancy. Manufacturing cost and desired rod-end bearing life will ultimately determine the final manufactured design. Correcting the arc curve induced frame to axle side swaying created by prior art single sway bar designs during up and down axle movement is the primary function of the present invention.  
       SUMMARY OF THE INVENTION  
       [0015]     The present invention has for its objective not only to eliminate most of the excessive side to side swaying of some factory stock vehicle suspension systems, but also, and most importantly, to eliminate most of the unwanted side to side vehicle swaying induced by prior art single bar designs as the axle assembly moves vertically toward or away from the vehicle&#39;s frame. 
     
    
     DRAWINGS—FIGURES  
       [0016]      FIG. 1  shows a view of the present invention looking from the back to the front.  
         [0017]      FIG. 2  shows a view of the present invention looking from the top down.  
         [0018]      FIG. 3  shows a view of the present invention looking from the bottom up.  
         [0019]      FIG. 4  shows a view of the torque control assembly.  
         [0020]      FIG. 5  shows a second torque control assembly.  
         [0021]      FIG. 6  shows a graphic view of the present invention&#39;s sway bar resultant reaction from an axle up or down movement.  
         [0022]      FIG. 7  shows a view of s prior art device.  
         [0023]      FIG. 8  shows a graphic view of s prior-art sway bar&#39;s resultant reaction from an axle up or down movement. 
     
    
     DRAWINGS—REFERENCE NUMBERS  
       [0000]    
       
          20 rof end brng.-rt. thread shaft  
          22 attachment nut  
          24 locking washer  
          26 rod end attachment-rt. threads  
          28 locking nut  
          30 locking washer  
          32 left sway control rod  
          34 mounting plate  
          35 sway control rod assy.  
          36 right sway control rod  
          38 grease nipple.  
          40 telescoping rod  
          42 rod end attachment  
          44 rod end brng.-rt. threads  
          46 attachment nut  
          48 locking washer  
          50 locking nut  
          52 locking washer  
          54 rod end brng.-left thread shaft  
          56 attachment nut  
          58 locking washer  
          60 rod end attachment-left threads  
          62 locking nut-left threads  
          64 lock washer  
          66 vertical control rod  
          68 rod end attachment-rt. threads  
          70 rod end brng.-rt. threads  
          71 attachment nut  
          72 locking nut  
          73 locking washer  
          74 locking washer  
          76 bracket  
          77 rt. frame bracket assy.  
          78 frame assy.  
          80 plate  
          82 spacer  
          84 bolt  
          86 bolt  
          88 nut  
          90 nut  
          92 locking washer  
          94 locking washer  
          96 bracket  
          97 left frame bracket assy.  
          98 plate  
          100 spacer  
          102 bolt  
          104 bolt  
          106 nut  
          108 nut  
          110 locking washer  
          112 locking washer  
          114 bracket  
          116 bolt  
          118 bolt  
          120 bolt  
          122 locking nut  
          124 locking nut  
          126 locking nut  
          128 bracket  
          129 axle/spring bracket assy.  
          130 U bolt  
          132 U bolt  
          134 springs  
          136 nut  
          138 nut  
          140 nut  
          142 nut  
          144 locking washer  
          146 locking washer  
          148 locking washer  
          150 locking washer  
          152 pad  
          154 threaded shaft rod end brng.  
          156 locking nut  
          157 locking washer  
          158 locking nut  
          159 locking washer  
          160 rod  
          162 yoke  
          164 attachment pad  
          166 axle assembly  
          168 torque bolt  
          170 locking nut  
          172 pin  
          174 cotter pin  
          176 foam dust cover  
          178 dust cover cap  
          180 hose clamp  
          182 hose clamp  
          184 grease seal cover  
       
     
       DETAILED DESCRIPTION OF THE INVENTION  
       [0115]     A preferred embodiment of the sway bar invention is illustrated in  FIGS. 1, 2 ,  3 ,  4 , and  5 . The sway control rod assembly  35  is a welded, machined, and/or bolted assembly. It is preferably manufactured from steel pipe stock, steel plate stock, inside diameter threaded steel hexagon bar stock, steel rod stock, rod end bearing assemblies, nuts, and/or locking washers. Starting at the left side of the assembly and going right the detail parts preferably include a rod end bearing  20 , attachment nut  22  (not shown), and locking washer  24  (not shown). Rod end bearing  20 , its attachment nut  22  (not shown) and locking washer  24  (not shown) are preferably threaded into hexagon rod end attachment  26  and locked in position by locking nut  28  and locking washer  30 . Hexagon rod end attachment  26  is preferably welded to left sway control rod  32 . A mounting plate  34  is preferably welded to left sway control rod  32 . Mounting plate  34  preferably has a machined hole in its center position. The hole is preferably machined to accept the tie-rod  70  tapered attachment mounting bolt. Mounting plate  34  is preferably welded to the right sway control rod  36  which preferably has a grease nipple  38  installed near the right end. A telescoping rod  40  preferably slides freely in and out of right sway control rod  36 . Telescoping rod  40  preferably has a hexagon rod end attachment  42  welded to the right end. Rod end bearing  44 , with attachment nut  46  and locking washer  48  are preferably threaded into hexagon rod end attachment  42  and secured in position by locking nut  50  and locking washer  52 . The junction of telescoping rod  40  and the right sway control rod  36  are preferably protected from dust and moisture by a grease seal cover  184  and secured in place by two hose clamps  180  and  182 .  
         [0116]     The vertical control rod assembly  67  is preferably a welded, machined, and/or bolted assembly. It is preferably manufactured from steel pipe stock, inside diameter threaded hexagon bar stock, nuts, locking washers, and/or rod end bearing assemblies. The assembly instructions start at the left side and progress to the right. The detail parts preferably include a left-hand threaded rod end bearing  54 , attachment nut  56 , and locking washer  58 . Rod end bearing  54 , its attachment nut  56 , and locking washer  58  are preferably threaded into a left-hand threaded hexagon rod end attachment  60  and locked in position by a left-hand threaded locking nut  62  and locking washer  64 . The rod end hexagon attachment  60  is preferably welded to a vertical control rod  66 . The vertical control rod  66  is preferably welded to right-hand threaded hexagon rod end attachment  68 . Rod end bearing  70 , its attachment nut  71 , and locking washer  73  are preferably threaded into hexagon rod end attachment  68  and secured by locking nut  72  and locking washer  74 .  
         [0117]     The right frame bracket assembly  77  is preferably a welded, machined, and/or bolted assembly. The assembly material is preferably steel plate stock, nuts, bolts, and/or locking washers. Bracket  76  preferably has a hole machined in its section, which is preferably perpendicular to the frame assembly  78  to accept the tapered attachment bolt from rod end bearing  44 . Bracket  76  is preferably secured to the frame assembly  78  by sandwiching the frame assembly  78  between the bracket  76  and plate  80 . The spacer  82  is preferably installed between the bracket  76  and plate  80  to assure bracket  76  is securely retained in its intended position. Bolts  84 ,  86 , nuts  88 ,  90 , locking washers  92 , and  94  preferably secure plate  80 , spacer  82 , and bracket  76  to the frame assembly  78 .  
         [0118]     The left frame bracket assembly  97  is preferably a welded, machined, and/or bolted assembly. It is preferably manufactured from welded plate, bolts, nuts, and/or locking washers. Bracket  96  preferably has a hole machined in its section, which is preferably perpendicular to the frame assembly  78  to accept the tapered attachment bolt from rod end bearing  54 . The bracket  96  is preferably secured to the frame assembly  78  on the bottom by sandwiching the frame assembly  78  between the bracket  96  and plate  98 . A spacer  100  is preferably installed between the bracket  96  and plate  98  to assure bracket  96  is securely retained in its intended position. Bolts  102 ,  104 , nuts  106 ,  108  (not shown), and locking washers  110 ,  112  (not shown) preferably secure plate  98 , spacer  100 , and bracket  96  to frame assembly  78 . Bracket  114  is preferably attached to bracket  96  across the top section of the frame assembly  78  by installing bolts  116 , 118 , 120 , and locking nuts  122 , 124 , 126 . The axle/spring bracket assembly  129  is preferably a welded and/or machined assembly manufactured from steel plate stock. Holes are preferably drilled in bracket  128 , the horizontal plate section, to match the four threaded end positions of the spring assembly U bolts  130  and  132 .  
         [0119]     The vertical section of the bracket  128  preferably has a hole machined to accept the tapered attachment bolt of rod end bearing  20 . The assembly is preferably attached to the bottom of the left side spring assembly  134  using the existing or extended, if needed, U-bolt  130  and  132 . The existing U-bolts  130  and  132 , axle assembly  166  to spring assembly  134 , retention nuts are left installed. The bracket  128  is preferably installed up against the existing U bolt  130  and  132  nuts using mounting nuts  136 ,  138 ,  140 ,  142 , and locking washers  144 ,  146 ,  148 ,  150  underneath to secure the bracket  128  to the spring assembly  134  bottom side.  
         [0120]     An exploded view of the torque control assembly is shown in  FIG. 4 . During operational use, the vehicle&#39;s sway induction forces will apply loads to the vertical control rod assembly  67  and sway control rod assembly  35 . When the rod assemblies  67  and  35  are not parallel, the forces will induce rotational loads to the rod end bearings  20 ,  44 ,  54 , and  70 . Their design will allow the rod assembly  35  to rotate. This is accomplished by the rod end bearings  20 ,  44 ,  54 , and  70  outer bearing races rotating on their inside ball bearings. This rotation will induce unwanted dimensional changes in the assemblies thus eliminating the desired sway control function of the assembly. The torque control assembly,  FIG. 4  is preferably designed to eliminate the rotational movement of the sway control rod assembly  35  while allowing free unrestrained up and down movement of the assembly. The torque control assembly,  FIG. 4  is preferably a welded, machined, and/or bolted assembly. It is preferably manufactured from plate stock, rod stock, nuts, lock washers, and/or a threaded rod end bearing. The torque control assembly,  FIG. 4 , preferably links the sway control rod assembly  35  to the axle/spring bracket assembly  129 . This preferably eliminates the torque rotational reaction on rod end bearings  20 ,  54 , and  70 . Torque control assembly mounting pad  152  is preferably welded to bracket  128 . Torque control pad  152  preferably has a hole drilled in it to accept the threaded shaft rod end bearing  154 . The threaded end of the threaded shaft rod end bearing  154  is preferably inserted into the torque pad  152  hole and secured by locking nuts  156 ,  158 , and locking washers  157  and  159 . Rod  160  is preferably installed in the threaded shaft rod end bearing  154  hole. Rod  160  is preferably welded to a yoke  162 . Yoke  162  preferably has a hole drilled in both sides of the yoke  162  which matches the hole drilled in attachment pad  164 . A pin  172  is preferably installed through the yoke  162  holes and attachment pad  164  hole thus securing the two parts. Cotter pin  174  is preferably inserted and secured in pin  172  to assure the pin  172  is retained in the assembly. Attachment pad  164  is preferably welded to the bottom left side of rod end attachment  26  and left sway control rod  32 . This now preferably secures the rotational forces exerted on the sway control rod assembly  35  to the solid mounted axle/spring bracket assembly  129 . Rod end bearing  20 ,  54 , and  70  will now preferably not rotate. The sliding action of rod  160  into the threaded shaft rod end bearing  154  along with the exposed ball end bearing of the threaded shaft rod end bearing  154  is preferably protected from dust by a foam dust cover  176  and a dust cover cap  178 .  
         [0121]      FIG. 5  identifies the second torque control requirement. It preferably incorporates a torque bolt  168  with both sides machined flat to increase its wear surface. The torque bolt  168  is preferably installed through a round hole drilled in rod  36 , through a loose fit horizontal slotted hole machined in telescoping rod  40  and through an opposite side slotted hole in rod  36 . The torque bolt  168  is preferably retained in place by a locking nut  170 . Torque bolt  168  then preferably transfers any twisting action of telescoping rod  40  and rod end bearing  44  to the secured sway control rod assembly  35  as previously outlined in  FIG. 4 . The horizontal slot in telescoping rod  40  will then preferably allow telescoping rod  40  to side in and out of the right sway control rod  36 . This now preferably assures rod end bearing  44  does not rotate on its ball allowing unwanted movement in the assembly.  
         [0122]     It should be noted that either of the frame assembly  78  bracket assemblies  77  or  97  may be directly welded to the frame assembly  78  versus bolted as described above. The bolted procedure described was intended to provide a means of assembly that would not require the availability of a suitable welding machine.  
         [0123]     Installed Description  
         [0124]     The axle/spring bracket assembly  129  is preferably installed with the tapered hole mounting plate up and to the rear of the vehicle. It is preferably attached under spring assembly  134  using the existing or extended, if required, U-bolts  130  and  132 . Nuts  136 , 138 , 140 , 142 , and locking washers  144 ,  146 ,  148 , 150  are preferably used to secure bracket assembly  129 . The right frame bracket assembly  77  is preferably attached to the right side frame assembly  78 . Bracket  76  is preferably secured to the frame assembly  78  by sandwiching the frame assembly  78  between the bracket  76  and plate  80 . Spacer  82  is preferably installed between the bracket  76  and plate  80 . The rod end bearing hole attachment plate on bracket  76  is preferably installed perpendicular directly across from the tie-rod mounting hole plate face of bracket  128 . Attachment bolts  84 ,  86 , lock washers  92 ,  94 , and nuts  88 ,  90  preferably secure the assembly.  
         [0125]     The left frame bracket assembly  97  is preferably attached on the left side frame assembly  78  approximately three and one half inches more to the rear of the vehicle from axle assembly  166  than bracket assembly  77  was installed on the right side frame assembly  78 . Bracket  96  is preferably secured to the frame assembly  78  on the bottom by sandwiching the frame assembly  78  between the bracket  96  and plate  98 . Spacer  100  is preferably installed between the bracket  96  and plate  98 . Bolts  102 ,  104 , nuts  106 , 108  (not shown), and lock washers  110 , 112  (not shown) are preferably used to secure plate  98 , spacer  100 , and bracket  96  to the frame assembly  78 . Bracket  114  is preferably attached to bracket  96  across the top section of the frame assembly  78  by bolts  116 , 118 , 120 , and locking nuts  122 , 124 , 126 .  
         [0126]     The tapered bolt on rod end bearing  44  of sway control rod assembly  35  is preferably inserted into the machined-tapered hole in bracket  76  and secured in position by nut  46  and locking washer  48 . Locking nut  50  is preferably tight and correctly adjusted as received. Locking nut  50  and locking washer  52  preferably locks rod end bearing  44  securely to rod end attachment  42 . The tapered bolt on rod end bearing  20  is preferably inserted into the machined-tapered hole in bracket  128  and secured in position by attachment nut  22  (not shown) and lock washer  24  (not shown). Locking nut  28  is preferably tight and correctly adjusted, as received. Locking nut  28  and locking washer  30  preferably locks rod end bearing  20  securely to rod end attachment  26 .  
         [0127]     The tapered bolt on rod end bearing  54 , of vertical control rod assembly  67  is preferably installed into the machined-tapered hole on bracket  96  and secured by nut  56  and locking washer  58 . Locking nuts  72  and  62  are preferably loose. The tapered bolt on rod end bearing  70  is preferably installed into the machined-tapered hole in mounting plate  34  and secured with attachment nut  71  and locking washer  73 . Vertical control rod  66  requires twisting clockwise or counter-clockwise to allow the tapered bolt on rod end bearing  70  to perpendicularly enter the center of the hole on plate  34 .  
         [0128]     The sway control assembly was designed to be installed with the vehicle at its normal at rest position. Since not all frames and springs will be at the same position, minor adjustments may be required on most installations. Proper installation requires the sway control rod assembly  35  and the vertical control rod assembly  67  to preferably be parallel with each other prior to tightening locking nuts  62  and  72 . The lowest to the ground of the three following rod end bearings  20 ,  54  or  44  must preferably be raised at their frame or axle positions so the two rod assemblies,  67  and  35  are parallel. After the two rod assemblies are parallel the vertical control rod  66  was preferably twisted to find its true center position. That is when it is not loaded either in or out by the installation. Rod  66  will preferably easily rotate a small amount clockwise or counter clockwise at that position. When this adjustment is achieved, locking nuts  62  and  72  are preferably secured while making sure control rod  66  does not rotate. The sway control assembly is then ready for use.  
         [0129]     NOTE: The sway control assembly is installed as shown to document its basic installation function. The sway control assembly could be redesigned and installed in reverse, left to right, of its shown installation and still function as designed.  
         [0130]     Operation  
         [0131]     The unique design feature on this invention,  FIGS. 1, 2 ,  3 ,  4 , and  5 , is that it preferably constrains the vehicle frame from swaying side to side when the axle assembly  166  reacts up or down during normal or severe driving conditions. The prior art design,  FIG. 7 , actually induces side to side movement,  FIG. 8 , when the axle assembly  166  moves up or down; i.e. the vertical distance between axle assembly  166  and frame assembly  78  changes. The single-bar prior-art designed sway bar,  FIG. 7 , actually induces, such as on rough roads, approximately fifty percent of the total unwanted sway as compared to measured side to side of an unmodified vehicle.  
         [0132]     When the axle assembly  166  moves up or down, due to its reaction from driving conditions, spring assembly  134  along with axle/spring attachment bracket assembly  129  and the left side of the sway control rod assembly  35  also move up or down. As the left side of the sway control rod assembly  35  moves up or down telescoping rod  40 , supported by right frame bracket assembly  77 , preferably telescopes in and out of the right sway control rod  36 . This telescoping action preferably eliminates the forced arc curve that a one-piece rod would experience, as shown in  FIG. 8 . This feature preferably allows axle assembly  166 , spring assembly  134  and axle/spring bracket assembly  97  to respond basically straight up and down perpendicular to the ground.  
         [0133]     Sway control rod assembly  35  preferably rotates around the frame assembly  78  right side frame bracket assembly  77  attachment point. The vertical control rod assembly  67  preferably rotates in a fixed arc around frame assembly  78  mounted left side frame bracket assembly  97  attachment point. As the left side of sway control rod assembly  35  moves up or down, rotating clockwise or counter-clockwise, vertical control rod assembly  67 , attached to mounting plate  34  and to frame assembly  78  mounted left side frame bracket assembly  97  will preferably rotate in the opposite direction around frame assembly  78  mounting left side frame bracket assembly  97  attachment point. The counter-rotational movement of the vertical control rod assembly  67  will preferably control the amount of telescopic movement of telescoping rod  40  in or out of right sway control rod  36  of sway control rod assembly  35 . In other words, as the two rod assemblies  35  and  67  rotate in opposite directions, vertical control rod assembly  67  will cause the telescoping action of sway control assembly  35  to extend or retract. This controlled extension or retraction will preferably allow axle/spring bracket assembly  129  to travel generally in a straight up or down movement as measured side to side. The designed length of sway control rod assembly  35 , its attachment point position at plate  34 , and the length of vertical control rod assembly  67  preferably assure that the desired dimensional movement controls are maintained. The movement of axle/spring bracket assembly  129  is preferably now secured to travel straight up or down within a few thousands of an inch as measured from side to side. See  FIG. 6  for a graphic view of this action. Any unwanted side to side frame assembly  78  to axle assembly  166  movement is thus almost totally eliminated.  
         [0134]     The counter-rotating design of the two rods of the present invention, with the telescoping function, preferably allows the assembly to control side to side frame assembly  78  to axle assembly  166  shifting during all driving conditions. Its design preferably does not induce into the vehicle the unwanted side to side movement, illustrated in  FIG. 8 , on rough roads as does prior art single bar designs, illustrated in  FIG. 7 .  
         [0135]      FIG. 4  is a detailed view of the torque control design feature. The sway control forces exerted by the vertical control rod assembly  67  as it moves up or down may cause the sway control rod assembly  35  rod end bearing  20 ,  44 , and  70  to twist on their ball ends. The torque control feature,  FIG. 4  assures the sway control rod assembly  35  preferably does not rotate resulting in rod end bearing  20  and  70  to rotate on their ball ends. The rotation of the ball assembly would allow unwanted side movement in the assembly that would negate the desired close tolerance side to side controls intended for the total sway control assembly.  
         [0136]      FIG. 5  shows the second torque control feature. It shows an exploded view of a bolt  168  with two sides machined flat installed through rod  36  and through a loose fit elongated hole machined in telescoping rod  40 . Locking nut  170  preferably secures torque bolt  168  in place. Since the right sway control rod assembly  35  has preferably been secured from rotation by the design shown in  FIG. 4 , torque bolt  168  will then preferably restrict any turning action of telescoping rod  40  while allowing the desired telescoping action of telescoping rod  40  in and out of the right sway control rod  36 . This assures rod end bearing  44  does not rotate on its ball allowing unwanted side movement in the assembly that would negate the designed close tolerance side to side control of the side sway control assembly.  
         [0137]     It is noted that the frame bracket assemblies  77  and  97  along with the axle/spring bracket assembly  129 , as drawn, may require modifications from their as shown design to adapt to the various vehicle frame assembly and axle/spring assembly designs on the market. The intent was to illustrate their functional use according to the preferred design of the present invention.  
         [0138]     It is further noted that if polyurethane or rubber bushings mounted in a steel ring with solid mounting bolts, steel sleeves, and flat washers were used, the assembly would not need any of the torque design features shown in  FIG. 4  and  FIG. 5 . Such an embodiment would give up some unwanted side to side movement due to the elasticity of the bearings but the assembly would provide much improved frame side movement in relation to the axle assembly on rough roads over the previous prior art single bar designs. Manufacturing cost and resultant profits may ultimately dictate these manufacturing decisions, but do not remove the device from the scope of the present invention.  
         [0139]     The present invention has been described herein using selected language to describe the structural features. It should be understood, however, that the invention is not limited to the specific features shown, or the particular language so selected, since the means and construction shown comprise only some of the embodiments within the scope of the present invention. The invention is, therefore, limited only by the following claims, interpreted in accordance with the doctrine of equivalents.