A method to control, while driving along a curve, a road vehicle with a variable stiffness and with rear steering wheels. The method comprises the steps of: determining an actual attitude angle of the road vehicle; establishing a desired attitude angle; determining an actual yaw rate of the road vehicle; establishing a desired yaw rate; and changing, in a simultaneous and coordinated manner, the steering angle of the rear wheels and the distribution of the stiffness of the connection of the four wheels to the frame depending on a difference between the actual attitude angle and the desired attitude angle and depending on a difference between the actual yaw rate and the desired yaw rate.

A method and apparatus for providing an off-road feature of a vehicle includes determining that the vehicle is in an off-road area based upon a location of the vehicle and sensed terrain characteristics at the location. Upon determining that the vehicle is in the off-road area, the vehicle monitors parameters for enablement of the off-road feature of the vehicle. The off-road feature is enabled in response to the parameters being within a predetermined range based upon a number of transitions between an enabled state and a disabled state within a predetermined time being less than a transition threshold. Parameter monitoring for enablement of the off-road feature is ceased upon determining that the vehicle has moved from the off-road area to an on-road area.

Provided is a vehicular suspension device that achieves both of improvement in driving stability and improvement in vehicle movement performance. The vehicular suspension device includes a suspension capable of adjusting a roll center height by control of an actuator, and a roll center controller. The controller includes a traveling state corresponding height determination unit configured to determine the roll center height of the suspension in accordance with a predetermined rule on the basis of vehicle speed information and road surface information, and an actuator controller configured to control the actuator so that the roll center height reaches the roll center height determined by the unit.

A passenger vehicle provided with a steering handle and configured such that an attitude angle of the driver seat surface relative to a horizontal reference plane is changeable, so that a first attitude changing operation switch and a second attitude changing operation switch for changing the attitude angle are disposed in such positions as to be operable with a thumb of the driver of the vehicle from a steering handle grip of the steering handle.

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.

An arm cover comprises a main part and a front part. These parts are configured such that when the rear suspension takes a standard vehicle-weight position, these parts are respectively inclined rearwardly and downwardly, wherein an angle of inclination of the inclined front part is smaller than that of the inclined main part. When the rear suspension takes the standard vehicle-weight position, a front edge of the front part is located at a higher level than a bottom face portion of a under cover, and when the rear suspension takes a rebound position, the front edge of the front part is located at a position which is higher than a level of the bottom face portion of the under cover and close to a rear end portion of the under cover.

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 includes a first leveling valve configured to adjust independently the height of a first side of the vehicle. The second pneumatic circuit includes a second leveling valve configured to adjust independently the height of a second side of the vehicle. The first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle.

The present disclosure relates to a semi-active stabilizer device which may adjust the rigidity of a stabilizer bar according to a traveling state of a vehicle, and may include a first stabilizer bar, a second stabilizer bar, an outer housing which has a hollow portion formed therein, an inner housing which is inserted into the hollow portion of the outer housing to rotate relatively, an elastic member which applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation, and a stopper which limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation, thereby improving riding comfort upon traveling on a straight road, and improving traveling stability upon traveling on a curved road.

An anti-sway bar assembly for a vehicle. The anti-sway bar assembly including: a first anti-sway bar member associated, at a first end thereof, with a first wheel of the vehicle; a second anti-sway bar member associated, at a first end thereof, with an opposed second wheel of the vehicle; and a connection assembly associated with a second end of each of the first anti-sway bar member and the second anti-sway bar member, the connection assembly configured for movement between a use condition in which the first anti-sway bar member and the second anti-sway bar member are connected to one another, and a released condition in which the first anti-sway bar member and the second anti-sway bar member are disconnected from one another.

The disclosure relates to a coupling device for a stabilizer of a suspension. The coupling device has a first coupling portion and a second coupling portion that is supported thereon. One coupling portion has a connection location for the stabilizer and another coupling portion has a connection location for a wheel suspension. and the coupling device also has a locking device, which, in a locking position, limits a relative movement of the second coupling portion with respect to the first coupling portion in a first direction. In order to better protect a stabilizer from overload, the locking device is configured in a release position to release the relative movement when a first force acting between the connection locations exceeds a threshold value.