The invention relates to a connection system for connecting a damper unit of a vehicle inside a wheel suspension of the vehicle, the connection system having: an upper attachment region for attaching the damping unit, at least part of said region surrounding a receiving area for the damping unit and the receiving area extending around a first axis acting as the damping axis of the damping unit; a lower attachment region for coupling to the wheel-side portion of the wheel suspension, said lower attachment region having, in particular, two mutually spaced lower sections with an attachment area therebetween and an intermediate region which connects the upper attachment region to the lower attachment region. The main extension of the intermediate region corresponds to the direction of the first axis and the intermediate region allows the passage of a drive shaft of the vehicle. The connection system is made of an extruded part, the extrusion direction of which is the direction in which the extruded material extends, said material thus forming the intermediate region of the connection system. The invention also relates to a connection system comprising a clamping mechanism.

A stabilizing bar for a vehicle, comprising: a central portion, which is elongate; a first attachment portion configured to be attached to a first part of the vehicle secured to a first wheel of the vehicle; and a first bearing configured to be attached to the chassis of the vehicle, the stabilizing bar comprising, between the central portion and the first attachment portion, a first curved portion, the first curved portion being curved along a curve having a radius of curvature which is strictly increasing with increasing distance from the first bearing.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm to the bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A valve selectively controls flow of a damping fluid between an inner chamber of the body and a remote chamber. In the locked state, flow of the damping fluid is restricted at least in a direction from the inner chamber to the remote chamber, and movement of the arm is transferred through the link to the bar. In the unlocked state, flow of the damping fluid is permitted in this direction, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

The ECU of the stabilizer control apparatus determines, based on a high frequency component of a wheel acceleration and a low frequency component of a wheel speed difference, whether a road surface state is a rough road state or a smooth road state. When the road surface state is determined to be the rough road state, the ECU sets a turning determination threshold to a rough road threshold. When the road surface state is determined to be the smooth road state, the ECU sets the threshold to a smooth road threshold. When a turning determination parameter is greater than the threshold, the ECU sets each of first, second, and third cylinders to a lock state to increase rigidity of stabilizers. When the turning determination parameter is smaller than the turning determination threshold, the ECU sets each of the cylinders to a free state to decrease the rigidity of the stabilizers.

This stabilizer link includes a metal support bar, and ball joints that are provided at both ends of the support bar. Each ball joint includes a ball stud one end of which is fastened to a suspension device or a stabilizer, and which has a ball part at the other end thereof, and a housing that rotatably supports the ball part of the ball stud. The support bar includes: a body part extending in a nearly linear shape, and reinforcement parts each having a nearly annular shape and each provided at both ends of the body part. The reinforcement parts of the support bar are each embedded in the housing so as to surround the ball part.

A stabilizing bar for a vehicle, comprising: a central portion, which is elongate; a first attachment portion configured to be attached to a first part of the vehicle secured to a first wheel of the vehicle; and a first bearing configured to be attached to the chassis of the vehicle, the stabilizing bar comprising, between the central portion and the first attachment portion, a first curved portion, the first curved portion being curved along a curve having a radius of curvature which is strictly increasing with increasing distance from the first bearing.

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces.

An axial ball joint includes a ball stud including a stud portion and a ball portion; a metal housing configured to rotatably support the ball portion of the ball stud; a resin ball sheet provided in an interposed manner between the ball portion and the housing. The housing is formed in a bottomed cylindrical shape by press work. The housing has a bottom wall and a peripheral side wall which are set respectively to thicknesses substantially equal to each other. The bottom wall and the peripheral side wall of the housing have therebetween a boundary portion formed with multiple rib portions which project in a brace shape from outside to inside of the housing.

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 vehicle including: a frame; front suspension assemblies and wheels; a rear left suspension assembly connected to the frame; a rear right suspension assembly connected to the frame; rear wheels having a wheel axis and an inner rim radius; a rear gear train; and a motor. Each rear suspension assembly including a swing arm; a shock assembly; a knuckle including: a first portion connected to a wheel hub, and a second portion extending upward from the first portion; a first link having an outward end connected to the first portion and an inward end connected to the frame; and a second link having an outward end connected to the second portion and an inward end connected to the frame, the outward end of the second link being distanced from the corresponding wheel axis by a distance greater than the inner rim radius.