In a vehicle, a left cover attached to a left side member covers at least one of a left upper edge of an upper cross member, a left lower edge of the upper cross member, a left upper edge of a lower cross member, and a left lower edge of the lower cross member, from the left in a left-right direction of a body frame together with at least a portion of the left side member. A right cover attached to a right side member covers at least one of a right upper edge of the upper cross member, a right lower edge of the upper cross member, a right upper edge of an upper edge of the lower cross member, and a right lower edge of the lower cross member, from the right in the left-right direction of the body frame together with at least a portion of the right side member.

At least a portion of a detecting portion of a front wheel rotation speed detector is supported on one front telescopic element of a shock absorbing device and is positioned in, as viewed in the direction of a wheel axis, an area defined by a front imaginary line which passes a front end of the shock absorbing device and which is parallel to a steering axis and a rear imaginary line which passes a rear end of the shock absorbing device and which is parallel to the steering axis in a perpendicular or substantially perpendicular direction to the wheel axis and the steering axis, an area located inwards of an outer shape of a wheel, and an area which is located outside an area defined between the front and rear telescopic elements.

An Independent Front Suspension (IFS) assembly having a single lower control arm having an inboard end pivotally secured to a chassis support structure, an air spring supported by an air spring seat relative to the lower control arm, a strut having an upper end pivotally secured to the chassis support structure and a lower end coupled to the lower control arm outboard end, and a steering knuckle fixed to the strut lower end, the steering knuckle disposed below the lower air spring seat and whose rotative movement about the strut axis is unconfined by proximity between the steering knuckle and the lower air spring seat, whereby available wheel cut is maximized. Also an IFS module including right and left side IFS assemblies and adapted for installation into a vehicle.

Roll damper assembly for a vehicle suspension, comprising: a first bracket comprising first inner and outer bracket; a second bracket comprising second inner and outer bracket; a roll damper mounted between first and second inner bracket; first mount coupled to first outer bracket and second mount coupled to second outer bracket; first guide rod attached at first end to first outer bracket, and slidably attached to inner second bracket; a second guide rod attached at a first end to second outer bracket, and slidably attached to inner first bracket; first end stopper mounted on the second end of said first guide rod to stop second end of said first guide rod from exiting from slidable attachment to inner second bracket; second end stopper mounted on second end of said second guide rod to stop second end of said second guide rod from exiting from slidable attachment to inner first bracket.

The present disclosure relates to a stabilizer control device. In the stabilizer control device, a control unit is configured to operate an actuator of an active stabilizer of a vehicle and tilt a vehicle body of the vehicle to a right side or a left side when a user gets in and out of the vehicle.

A stabilizer bar device includes a main rigid member connected to suspension arms via links respectively coupled to both end portions, the main rigid member having a slot hole disposed along a longitudinal direction in a preset slot section, and a sub-rigid member having a first end coupled to the main rigid member and a second end inserted into the slot hole.

An air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit is configured to independently adjust air pressure of a first side of the vehicle. The second pneumatic circuit is configured to independently adjust air pressure of a second side of the vehicle. The system is configured to establish pneumatic communication between the first and second pneumatic circuits when the air management system is not independently adjusting the adjust air pressure of the first side of the vehicle and the air pressure of the second side of the vehicle in the cross-flow mode.

The present disclosure relates to a stabilizer control device. In the stabilizer control device, a control unit is configured to operate an actuator of an active stabilizer of a vehicle and tilt a vehicle body of the vehicle to a right side or a left side when a user gets in and out of the vehicle.

In a method of operating a movable object, in which the movable object includes two or more wheels at least spaced apart from one another in a forward/rearward direction, and two or more eccentric drive parts are each respectively configured to connect a wheel and the body part, the two or more eccentric drive parts can be controlled so that an angle defined between the body part and a ground surface is minimized in a range in which the second side is positioned within the rotatable angle by which the second side is rotatable about the first side.

A utility vehicle includes: a body frame; left and right arms rotatably coupled to the body frame; a stabilizer bar supported by the body frame and extending above the left and right arms; and link rods that couple both ends of the stabilizer bar to the left and right arms. The stabilizer bar includes a bar body extending in vehicle width directions, and arm parts individually extending from both ends of the bar body toward one side in front-rear directions and coupled to the link rods. The arm parts extend upward toward the one side.