A vehicle suspension may include a crank bar and first and second lateral links. The crank bar is mounted to an axle assembly and is rotatable relative to the axle assembly about a first axis. The first lateral link may include a first end rotatably coupled to a first bracket fixed to a chassis of the vehicle and a second end coupled to the crank bar for rotation about a second rotational axis. The second lateral link may include a third end rotatably coupled to a second bracket fixed to the chassis and a fourth end coupled to the crank bar for rotation about a third rotational axis. A straight line having an infinite length may intersect the first rotational axis and one of the second and third rotational axes does not intersect the other of the second and third rotational axes.

Systems and methods for nullifying lateral and longitudinal acceleration forces experienced by an occupant of a vehicle in a seated or standing position while the vehicle is traveling along a travel surface, the system and methods including: a chassis structure; and an occupant cell structure defined by the chassis structure; wherein the chassis structure includes an upper link pivotably coupled to each of a first wheel assembly and a second wheel assembly and the occupant cell and a lower link pivotably coupled to each of the first wheel assembly and the second wheel assembly and the occupant cell; and wherein the upper link and the lower link define a parallelogram and are configured to translate with respect to one another maintaining parallel sides of the parallelogram, leaning the first wheel assembly, the second wheel assembly, and the occupant cell in unison with respect to the travel surface.

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.

This disclosure discloses a rear suspension system of an all-terrain vehicle and an all-terrain vehicle. The rear suspension system includes a left rear suspension assembly and a right rear suspension assembly, which include: an axle support; a main control arm, having a first outer end, a first inner end, and a second inner end; a front upper control arm, having a second outer end and a third inner end; and a rear upper control arm, having a third outer end and a fourth inner end, where a connection line between the first and second inner ends is L1, a center axis of the first outer end is L2, a connection line between the third and fourth inner ends is L3, a connection line between the second and third outer ends is L4, and L1, L2, L3, and L4 are parallel to each other.

A stabilizer bar support structure of an off-road vehicle includes a vehicle body frame having a seat base frame that supports a seat and a support frame that supports the seat base frame, a stabilizer bar that couples right and left suspensions to each other and is supported on the support frame, and a bracket attached to the support frame. The stabilizer bar is attached to the support frame through the bracket. The bracket receives the load of the seat base frame through the support frame.

Disclosed herein are hydraulic actuators and methods for the operation of actuators having variable relative pressure ratios. Further disclosed are methods for designing and/or operating a hydraulic actuator such that the actuator exhibits a variable relative pressure ratio. In certain embodiments, the relative pressure ratio of the hydraulic actuator may be dependent on one or more characteristics (such as, for example, frequency or rate of change) of an oscillating input to the hydraulic actuator.

Disclosed herein are hydraulic actuators and methods for the operation of actuators having variable relative pressure ratios. Further disclosed are methods for designing and/or operating a hydraulic actuator such that the actuator exhibits a variable relative pressure ratio. In certain embodiments, the relative pressure ratio of the hydraulic actuator may be dependent on one or more characteristics (such as, for example, frequency or rate of change) of an oscillating input to the hydraulic actuator.

An attaching structure for a stabilizer of a utility vehicle includes: a pair of right and left independent-suspension-type suspension devices; a stabilizer which connects both suspension devices to each other; and a support member which is raised from a main frame and supports a load from above. A through hole is formed in the support member such that the through hole penetrates the support member in a vehicle width direction, and the stabilizer passes through the through hole and is supported on the support member.

A vehicle that can reduce change in the toe angle of a rear wheel in a toe-out direction at the time of a braking force being provided by the vehicle. A coupling point between a vehicle frame and a trailing arm is defined as a first coupling point. A coupling point between the trailing arm and a lateral arm is defined as a second coupling point. A coupling point between the lateral arm and a frame rear section is defined as a third coupling point. A straight line connecting the first coupling point and the second coupling point is defined as a first straight line. A straight line connecting the second coupling point and the third coupling point is defined as a second straight line. With those definitions, an angle between the first straight line and the second straight line in a plan view of the vehicle is 90 degrees or greater.

A dynamic anti-roll bar link for a vehicle suspension is provided. The link selectively transfers movement of the suspension system to the anti-roll bar, depending on a locked or unlocked state of the link. The anti-roll bar link includes an elongate link rod; a sliding assembly configured to translate axially along the elongate link; and a latch assembly configured to extend between the second retention member and the sliding assembly. In a locked state, the pawl portion can receive the pawl engaging member, and the retention member interface portion abuts the second retention member to prevent axial translation of the sliding assembly along the elongate link rod. In an unlocked state, the sliding assembly is permitted to translate axially along the elongate link rod. The primary and secondary latch bodies are pinned together in an over-center configuration in the locked state to prevent inadvertent unlocking.