Abstract: A reverse control system for a saddle riding utility vehicle includes a first switch configured to be displaced from a free position to a depressed position to activate a reversing of the saddle riding utility vehicle. The reverse control system also includes a second switch adapted to be actuated by a user to activate the reversing of the saddle riding utility vehicle. Moreover, a controller is communicatively coupled to the first switch, the second switch, and the drive system. The controller is configured to control the drive system to activate the reversing of the saddle riding utility vehicle in response to the actuation of the second switch, with the first switch being arranged at the depressed position, before elapse of a predefined time duration from the displacement of the first switch to the depressed position from the free position.

Abstract: A vehicle frame for a vehicle is provided for mounting a high-capacity battery. The vehicle frame includes a lower mount structure coupled to a lower portion of the vehicle frame. The vehicle frame further includes an upper mount structure coupled to an upper portion of the vehicle frame. The lower mount structure and the upper mount structure are configured to receive a battery unit in a space formed between the lower mount structure and the upper mount structure, such that the battery unit is slidably disposed in an inclined position in the space.

Abstract: A shock absorber for damping movement of a wheel suspension system of a vehicle can include a damper tube, a piston, a damping adjustment assembly, and a protective cover. The damper tube can contain a fluid. The piston can be located in the damper tube so as to accommodate relative movement between the damper tube and the piston. The damping adjustment assembly can be connected to the damper tube, and can include a reservoir, a solenoid valve, and a wire harness connection. The solenoid valve can be in fluid communication with each of the reservoir and the damper tube and configured to selectively open and close fluid communication between the reservoir and the damper tube. The wire harness connection can be in electrical communication with the solenoid valve. The protective cover can contain the wire harness connection.

Abstract: A steering angle sensor assembly for a vehicle steering gearbox can include a protective housing mounted to a housing of the steering gearbox and a steering angle sensor. The protective housing can include a case, a cover and a gasket connected to each other such that the case, the cover and the gasket form an interior space with the gasket sandwiched between the case and the cover. Each of the case and the cover can include an opening configured to receive a pinion shaft of the steering gearbox when the steering angle sensor assembly is mounted on the housing. The steering angle sensor can be secured in the interior space of the protective housing and can engage the pinion shaft when the protective housing is mounted to the housing and the pinion shaft is received by the opening in each of the case and cover.

Abstract: A shock absorber for damping movement of a wheel suspension system of a vehicle can include a damper tube, a piston, a damping adjustment assembly, and a protective cover. The damper tube can contain a fluid. The piston can be located in the damper tube so as to accommodate relative movement between the damper tube and the piston. The damping adjustment assembly can be connected to the damper tube, and can include a reservoir, a solenoid valve, and a wire harness connection. The solenoid valve can be in fluid communication with each of the reservoir and the damper tube and configured to selectively open and close fluid communication between the reservoir and the damper tube. The wire harness connection can be in electrical communication with the solenoid valve. The protective cover can contain the wire harness connection.

Abstract: A steering angle sensor assembly for a vehicle steering gearbox can include a protective housing mounted to a housing of the steering gearbox and a steering angle sensor. The protective housing can include a case, a cover and a gasket connected to each other such that the case, the cover and the gasket form an interior space with the gasket sandwiched between the case and the cover. Each of the case and the cover can include an opening configured to receive a pinion shaft of the steering gearbox when the steering angle sensor assembly is mounted on the housing. The steering angle sensor can be secured in the interior space of the protective housing and can engage the pinion shaft when the protective housing is mounted to the housing and the pinion shaft is received by the opening in each of the case and cover.

Abstract: A system and method for reducing energy consumption by an active suspension system for a vehicle is disclosed. The system and method includes determining whether the vehicle is in park or neutral and determining the speed of the vehicle. The active suspension system is set to a normal operating mode if the speed is greater than a predetermined speed. A throttle angle is determined if the speed is less than a predetermined speed. The active suspension system is set to a normal operating mode if the throttle angle is greater than a predetermined angle and to a power saving mode if the throttle angle is less than a predetermined angle for more than a predetermined amount of time.

Abstract: System and method for operating an active suspension system of a vehicle includes actuating a switch on the vehicle, setting the active suspension system for the vehicle to a demonstration mode, setting a timer when the active suspension system is set to the demonstration mode, and setting the active suspension system for the vehicle to a normal operating mode after the timer reaches a predetermined time. Prior to expiration of the timer, the system and method determines a gear in which the vehicle is placed, determines whether an engine of the vehicle is running if the transmission gear of the vehicle is drive, reverse, or neutral, and determines a throttle angle of the vehicle if the engine is running. The active suspension system is set to a normal operating mode if the throttle angle is greater than a predetermined angle. An iterative process determines the status of the timer.

Abstract: A system and method for reducing energy consumption by an active suspension system for a vehicle is disclosed. The system and method includes determining whether the vehicle is in park or neutral and determining the speed of the vehicle. The active suspension system is set to a normal operating mode if the speed is greater than a predetermined speed. A throttle angle is determined if the speed is less than a predetermined speed. The active suspension system is set to a normal operating mode if the throttle angle is greater than a predetermined angle and to a power saving mode if the throttle angle is less than a predetermined angle for more than a predetermined amount of time.

Abstract: System and method for operating an active suspension system of a vehicle includes actuating a switch on the vehicle, setting the active suspension system for the vehicle to a demonstration mode, setting a timer when the active suspension system is set to the demonstration mode, and setting the active suspension system for the vehicle to a normal operating mode after the timer reaches a predetermined time. Prior to expiration of the timer, the system and method determines a gear in which the vehicle is placed, determines whether an engine of the vehicle is running if the transmission gear of the vehicle is drive, reverse, or neutral, and determines a throttle angle of the vehicle if the engine is running. The active suspension system is set to a normal operating mode if the throttle angle is greater than a predetermined angle. An iterative process determines the status of the timer.