RU2720392C1 - Vehicle - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to transport machine building. Vehicle comprises frame, driver and passenger seats, attached to frame, front and rear suspension assemblies attached to frame, wheels coupled with front and rear suspension assemblies, rear differential and motor. Each rear suspension assembly comprises lengthwise lever, journal, toe rod, top and bottom bars. Lengthwise lever has front end pivotally connected to the frame. Trunnion is pivotally connected to trailing arm rear part. Bottom and top bars have outer end pivotally connected to lengthwise lever and inner end pivotally connected to the frame. Converting rod has an outer end pivotally connected to the trunnion, and an inner end pivotally connected to the frame. Lower bar, top and convergence bars are located completely behind axis of rear differential.

EFFECT: higher cross-country capacity due to increased travel of vehicle suspension.

15 cl, 44 dwg

Description

CROSS REFERENCE

[0001] For the purposes of the United States of America, this application is a continuation of application for US patent No. 15/010773, filed January 29, 2016, which claims the priority of provisional application for US patent No. 62/109375, filed January 29, 2015 g.

FIELD OF THE INVENTION

[0002] The present invention relates to rear suspension assemblies for off-road vehicles.

BACKGROUND OF THE INVENTION

[0003] There are various types of vehicles used mainly in off-road conditions. One such type is an off-road vehicle with seats located side by side. The term “side by side” refers to the arrangement of vehicle seats in which the driver and passenger sit side by side. Some off-road vehicles with side-by-side seats also have a second row of seats to accommodate one or more additional passengers. These vehicles usually have an open cab, a roll cage and a steering wheel.

[0004] In order to be able to operate in off-road conditions, an off-road vehicle with seats located side by side must be able to operate in bumpy terrain to operate on various surfaces, including, but not limited to, sand, dirt and marshy ground. These conditions present unique challenges that are not commonly encountered in the design of road vehicles such as automobiles.

[0005] One such task is that the suspension units must have a large amount of travel to operate in a bumpy landscape. However, since the wheels move up and down together with the suspension units, in addition to the vertical movement, their orientation also changes. If this change in orientation is significant, this may adversely affect vehicle control.

[0006] In addition, off-road vehicles with side-by-side seats are generally narrower and shorter than road vehicles, such as automobiles.

[0007] Thus, there is a need for a suspension assembly suitable for working conditions and limited overall dimensions of off-road vehicles with seats located side by side.

SUMMARY OF THE INVENTION

[0008] An object of the present invention is to solve at least some of the disadvantages present in the prior art.

[0009] According to one aspect of the present invention, there is provided a vehicle having: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, wherein the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; front left wheel functionally connected to the left front suspension assembly; right front suspension assembly attached to the frame; front right wheel functionally connected to the right front suspension assembly; left rear suspension assembly attached to the frame; a rear left wheel functionally connected to the left rear suspension assembly; right rear suspension assembly attached to the frame; rear right wheel functionally connected to the right rear suspension assembly; a rear differential functionally coupled to the rear left wheel and the rear right wheel, wherein the rear differential forms a rear differential axis extending laterally; and a motor operably connected to the rear differential, wherein the motor drives the right rear wheel and the left rear wheel by means of the rear differential. Each of the left rear suspension assembly and the right rear suspension assembly has: a trailing arm having a front end rotatably connected to the frame; a trunnion pivotally attached to the rear of the trailing arm; a lower rod having a laterally external end rotatably connected to the trailing arm and a lateral inner end rotatably connected to the frame; an upper rod having a laterally external end rotatably connected to the trailing arm, and a lateral inner end rotatably connected to the frame; and a toe rod having a laterally external end rotatably connected to a trunnion and a lateral internal end rotatably connected to a frame. The lower rod, upper rod and toe rod are located completely behind the axis of the rear differential.

[0010] In some embodiments of the present invention, the rear left hub is rotatably connected to the rear left wheel with the pin of the left rear suspension assembly; the left half shaft functionally connects the rear left hub with the rear differential; the rear right wheel hub rotatably connects the rear right wheel with the pin of the right rear suspension unit; and the right half shaft functionally connects the rear right hub with the rear differential. The lower rods, upper rods and toe rods are located completely behind the left and right half shafts.

[0011] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the toe-in bar is located in a vertical direction between the lower bar and the upper bar.

[0012] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has: an upper ball joint rotatably connecting a trunnion with a longitudinal arm, wherein the upper ball joint is higher in the vertical direction than the axis of rotation wheels of the corresponding one of the left rear wheel and the right rear wheel; and a lower ball joint that rotatably connects the trunnion with the trailing arm, wherein the lower ball joint is lower in the vertical direction than the axis of rotation of the wheel.

[0013] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: the lower rod is parallel to the upper rod when the line passing through the lower connection point and the upper connection point is vertical; the lower connection point is the connection point of the laterally outer end of the lower rod with the trailing arm; and the upper connection point is the connection point of the laterally outer end of the upper rod with the trailing arm.

[0014] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: the projection of the first line passing through the connection points of the lower rod with the trailing arm and frame on a horizontal plane is rejected relative to the projection of the second line passing through the points joining the toe-rod with a pin and frame, on a horizontal plane; the projection of the second line is rejected relative to the projection of the third line passing through the connection points of the upper rod with the trailing arm and frame onto a horizontal plane; and the projection of the third line is rejected relative to the projection of the first line.

[0015] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: the projection of the first line passing through the connection points of the lower rod with the trailing arm and the frame onto the lateral vertical plane is rejected relative to the projection of the second line passing through the points of connection of the convergence rod with the trunnion and the frame, on a vertical plane; and the projection of the second line is rejected relative to the projection of the third line passing through the connection points of the upper rod with the longitudinal arm and the frame, on a vertical plane.

[0016] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has a shock absorber assembly having a lower end rotatably connected to the trailing arm and a upper end rotatably connected to the frame.

[0017] In some embodiments of the present invention, the torsion bar is rotatably coupled between the trailing arms.

[0018] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the lateral end connection point of the toe end pin is laterally outside the lateral connection ends of the upper and lower rods c trailing arm.

[0019] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the laterally connecting end end of the toe rod is laterally inside from the lateral connecting ends of the upper and lower rods with frame.

[0020] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the laterally connecting end end of the toe with the trunnion is longitudinally rearward from the lateral connecting ends of the upper and lower rods c trailing arm.

[0021] In some embodiments, the rear left wheel hub rotatably connects the rear left wheel with the pin of the left rear suspension assembly; the rear left brake disc is connected to the rear left hub; the rear right wheel hub rotatably connects the rear right wheel with the pin of the right rear suspension unit; and the rear right brake disc is connected to the rear right hub. For each of the left rear suspension node and the right rear suspension node, the line passing through the points of connection of the toe-rod and the axle and frame passes through the circle formed by the perimeter of the corresponding one of the rear left and rear right brake disc.

[0022] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: laterally outward end of the lower rod is pivotally connected to the pin; and the laterally outer end of the upper rod is pivotally connected to the pin.

[0023] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: the laterally outward end of the lower rod is located behind the journal; the laterally outward end of the upper bar is located behind the trunnion; and the laterally outward end of the toe rod is located behind the journal.

[0024] According to another aspect of the present invention, there is provided a vehicle having: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, wherein the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; front left wheel functionally connected to the left front suspension assembly; right front suspension assembly attached to the frame; front right wheel functionally connected to the right front suspension assembly; left rear suspension assembly attached to the frame; a rear left wheel functionally connected to the left rear suspension assembly; right rear suspension assembly attached to the frame; rear right wheel functionally connected to the right rear suspension assembly; and a motor operably coupled to at least two of the wheels. Each of a left rear suspension assembly and a right rear suspension assembly includes: a trailing arm having a front end rotatably connected to a frame; a trunnion pivotally attached to the rear of the trailing arm; a rod having a laterally external end rotatably connected to the trailing arm and a trunnion, and a lateral inner end rotatably connected to the frame; and fastening means, fastening together the laterally outer end of the rod, the trunnion and the longitudinal arm.

[0025] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly: the rod is a lower rod; and the fixing means is a lower fixing means. Each of the left rear suspension assembly and the right rear suspension assembly also has: an upper rod having a laterally external end rotatably connected to the trailing arm and a trunnion, and a lateral internal end rotatably connected to the frame; and an upper fastening means, fastening together the laterally outer end of the upper rod, the trunnion and the trailing arm.

[0026] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: laterally outward end of the lower rod is pivotably connected to the trailing arm and trunnion via a first ball joint; and the laterally outward end of the upper rod is pivotally connected to the trailing arm and the trunnion by means of a second ball joint.

[0027] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: the trunnion has an upper protrusion and a lower protrusion; upper fixing means passes through the upper protrusion; and the lower fixing means passes through the lower protrusion.

[0028] In some embodiments, the implementation of the present invention for each of the left rear suspension assembly and the right rear suspension assembly: the upper protrusion is in the longitudinal direction between the laterally outward end of the upper rod and the longitudinal arm; and the lower protrusion is in the longitudinal direction between the laterally outward end of the lower rod and the longitudinal arm.

[0029] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has: an upper ball joint located in the upper protrusion; and a lower ball joint located in the lower protrusion. The upper mounting means passes through the upper ball joint; and the lower fixing means extends through the lower hinge.

[0030] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has a toe-in bar having a laterally outward end rotatably coupled to the axle by means of a toe-out bar attachment, and a laterally inner end attached rotatably to the frame.

[0031] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the toe-in bar is located in a vertical direction between the lower bar and the upper bar.

[0032] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the toe-rod mounting means is laterally outside of the lower and upper mounting means.

[0033] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the laterally connecting end end of the toe rod is laterally inside from the lateral connecting ends of the upper and lower rods with frame.

[0034] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the laterally outward end of the toe rod is rearwardly longitudinally from the laterally outward ends of the upper and lower rods.

[0035] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has a shock absorber assembly having a lower end rotatably connected to the trailing arm and a upper end rotatably connected to the frame.

[0036] In some embodiments of the present invention, the torsion bar is rotatably connected between the trailing arms.

[0037] According to another aspect of the present invention, there is provided a vehicle having: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, wherein the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; front left wheel functionally connected to the left front suspension assembly; right front suspension assembly attached to the frame; front right wheel functionally connected to the right front suspension assembly; left rear suspension assembly attached to the frame; a rear left wheel functionally connected to the left rear suspension assembly; right rear suspension assembly attached to the frame; rear right wheel functionally connected to the right rear suspension assembly; and a motor operably connected to at least two of the wheels. Each of the left rear suspension assembly and the right rear suspension assembly has: a trailing arm having a front end rotatably connected to the frame; a trunnion pivotally attached to the rear of the trailing arm; a lower rod having a laterally external end rotatably connected to the trailing arm at the first connection point, and a lateral inner end rotatably connected to the frame at the second connection point; an upper rod having a laterally outward end rotatably connected to the trailing arm at the third connection point, and a laterally inner end rotatably connected to the frame at the fourth connection point; and a toe rod having a laterally outward end rotatably connected to a trunnion at a fifth joint point, and a laterally inner end rotatably connected to a frame at a sixth joint point. The fifth connection point is further laterally from the central plane extending in the longitudinal and vertical directions than the first and third connection points.

[0038] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the sixth connection point is laterally closer to the plane than the second and fourth connection points.

[0039] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the sixth connection point is laterally between the plane and the line passing through the second and fourth connection points.

[0040] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the line is deflected relative to the plane.

[0041] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, a line passing through the first and third connection points is laterally between the plane and the first connection point.

[0042] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the line is deflected relative to the plane.

[0043] In some embodiments of the present invention, the rear left hub is rotatably connected to the rear left wheel with the pin of the left rear suspension assembly; the rear left brake disc is connected to the rear left hub; the rear right wheel hub rotatably connects the rear right wheel with the pin of the right rear suspension unit; and a rear right brake disc connected to the rear right hub. For each of the left rear suspension assembly and the right rear suspension assembly, the fifth connection point is in the lateral direction between the line through the first and third connection points and the corresponding one of the rear left and rear right brake disc.

[0044] In some embodiments of the present invention, the rear left hub is rotatably connected to the rear left wheel with the pin of the left rear suspension assembly; the rear left brake disc is connected to the rear left hub; the rear right wheel hub rotatably connects the rear right wheel with the pin of the right rear suspension unit; and the rear right brake disc is connected to the rear right hub. For each of the left rear suspension assembly and the right rear suspension assembly, a line passing through the fifth and sixth connection points passes through a circle formed by the perimeter of the corresponding one of the rear left and rear right brake disc.

[0045] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the toe-in bar is located in a vertical direction between the lower bar and the upper bar.

[0046] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly has an instantaneous central axis passing through the sixth connection point and the connection between the trailing arm and the frame. The rear differential is functionally connected to the motor; the left hinge of equal angular velocities is functionally connected to the rear differential; the left semi-axis functionally connects the left hinge of equal angular speeds with the rear left wheel; the right hinge of equal angular velocities is functionally connected to the rear differential; and the right half shaft functionally connects the right hinge of equal angular speeds to the rear right wheel.

[0047] In some embodiments of the present invention, the centers of the left and right equal velocity hinges are adjacent to their respective central instantaneous axes.

[0048] In some embodiments of the present invention, the centers of the left and right hinges of equal angular velocities are above their respective central instantaneous axes when viewed from the rear in a vertical section of the vehicle.

[0049] In some embodiments of the present invention, the centers of the left and right hinges of equal angular velocities are laterally outside of their respective central instantaneous axes when viewed from above a vehicle.

[0050] In some embodiments, the centers of the left and right equal velocity joints are lower in the vertical direction than the fourth connection points.

[0051] In some embodiments of the present invention, the centers of the left and right equal velocity joints are lower in the vertical direction than the sixth connection points.

[0052] In some embodiments of the present invention, the centers of the left and right equal velocity hinges are higher in the vertical direction than the second connection points.

[0053] In some embodiments, the second, fourth, and sixth connection points are laterally between the centers of the left and right hinges of equal angular velocities.

[0054] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has: an upper ball joint rotatably connecting a trunnion with a longitudinal arm, the upper ball joint being higher in the vertical direction than the axis of rotation wheels of the corresponding one of the left rear wheel and the right rear wheel; and a lower ball joint that rotatably connects the trunnion with the trailing arm, wherein the lower ball joint is lower in the vertical direction than the axis of rotation of the wheel.

[0055] In some embodiments of the present invention, each of the left rear suspension assembly and the right rear suspension assembly also has a shock absorber assembly having a lower end rotatably connected to the trailing arm and a upper end rotatably connected to the frame.

[0056] In some embodiments of the present invention, the torsion bar is rotatably connected between the trailing arms.

[0057] In the context of the present application, terms related to spatial orientation, such as front, rear, top, bottom, left and right, are presented from the usual point of view of the driver of a vehicle sitting therein in a normal riding position. The terms relating to spatial orientation, when describing the components or subassemblies of a vehicle or referring to them separately from the vehicle, should be understood in the same way as they are understood when these components or subassemblies are mounted on a vehicle, unless otherwise indicated in this application.

[0058] Each embodiment of the present invention has at least one of the above objectives and / or aspects, but does not necessarily have all of them. It should be understood that some aspects of the present invention resulting from an attempt to achieve the aforementioned goal may not meet this goal and / or may meet other goals not explicitly indicated in this application.

[0059] Additional and / or alternative features, aspects and advantages of embodiments of the present invention will be apparent from the following description, accompanying drawings, and the attached claims.

BRIEF DESCRIPTION OF GRAPHIC MATERIALS

[0060] For a better understanding of the present invention, as well as its other aspects and additional features, reference is made to the following description, which will be used in combination with the accompanying graphic materials, on which:

[0061] in FIG. 1 is a front left perspective view of a vehicle;

[0062] in FIG. 2 shows a left side view in vertical section;

[0063] in FIG. 3 is a front elevational view thereof;

[0064] in FIG. 4A is a rear elevational view thereof;

[0065] in FIG. 4B is a plan view thereof;

[0066] in FIG. 5 is a vertical cross-sectional view of the left side with the panels removed and the left wheels;

[0067] in FIG. 6 is a left side elevational view of the vehicle frame of FIG. 1;

[0068] in FIG. 7 is a front left perspective view of the center of the frame of FIG. 6;

[0069] in FIG. 8 is a left side elevational view of the central part of the frame of FIG. 7;

[0070] in FIG. 9 is a plan view of the central part of the frame of FIG. 7;

[0071] in FIG. 10 is a front left perspective view of the front of the frame of FIG. 6;

[0072] in FIG. 11 is a left side elevational view of the front of the frame of FIG. 10;

[0073] in FIG. 12 is a plan view of the front of the frame of FIG. 10;

[0074] in FIG. 13 is a rear left perspective view of the rear of the frame of FIG. 6;

[0075] in FIG. 14 is a left side elevational view of the rear of the frame of FIG. thirteen;

[0076] in FIG. 15 is a plan view of the rear of the frame of FIG. thirteen;

[0077] in FIG. 16 is a front elevational view of the front suspension assemblies and related parts of the vehicle frame of FIG. 1;

[0078] in FIG. 17 is a right side elevational view of the components of FIG. sixteen;

[0079] in FIG. 18 is a bottom view of the components of FIG. sixteen;

[0080] in FIG. 19 is a top view of the front suspension assemblies of FIG. 16 with the complete shock absorbers removed, the steering assembly and the front of the powertrain of the vehicle of FIG. 1;

[0081] in FIG. 20 is a perspective view of the front left of the hood and front shock absorbers assembly of the vehicle of FIG. 1;

[0082] in FIG. 21 is a left side elevational view of the frame, seats, steering assembly, wheels, front suspension assemblies, rear suspension assemblies, and other vehicle components of FIG. 1, while the nodes of the front and rear suspensions are fully compressed;

[0083] in FIG. 22 is a left side elevational view of the frame, seats, steering assembly, front wheels, front suspension assemblies, rear suspension assemblies, and other vehicle components of FIG. 1, while the nodes of the front and rear suspensions are in a position corresponding to an unloaded vehicle on level ground;

[0084] in FIG. 23 is a rear view in vertical section of the frame, seats, engine and rear suspension components of the vehicle of FIG. 1;

[0085] in FIG. 24A is a perspective view taken from the rear left of the rear suspension components of the vehicle of FIG. 1;

[0086] in FIG. 24B is a plan view of the rear suspension assemblies of the vehicle of FIG. 24A;

[0087] in FIG. 25A is a rear elevational view of the rear suspension assemblies of FIG. 24A;

[0088] in FIG. 25B is an enlarged lateral view of the connections of the rear suspension assemblies of FIG. 25A;

[0089] in FIG. 26 is a partial cross-sectional view of the right rear suspension assembly and the passenger seat of the vehicle of FIG. 1 along line 26-26 of FIG. 25A;

[0090] in FIG. 27 is an exploded view of the longitudinal arm and rods of the right suspension assembly of FIG. 26 and right trunnion;

[0091] in FIG. 28 is a bottom view of frame parts, rear suspension assemblies, seats, and the powertrain of the vehicle of FIG. 1;

[0092] FIG. 29 is a partial cross-sectional view of the frame, seats, and powertrain of the vehicle of FIG. 1;

[0093] in FIG. 30 is a rear left perspective view of the front differential of the powertrain of the vehicle of FIG. 1;

[0094] in FIG. 31 is a right side elevational view of the engine, air intake system, and vehicle exhaust system of FIG. 1;

[0095] in FIG. 32 is a front elevational view of the components of FIG. 31;

[0096] in FIG. 33 is a rear elevational view of the components of FIG. 31;

[0097] in FIG. 34 is a top view of the components of FIG. 31;

[0098] in FIG. 35 is a right side elevational view of the components of FIG. 31 located in the vehicle frame of FIG. 1, with seats, a suspension assembly, a steering assembly, and the rest of the power unit;

[0099] in FIG. 36 is a rear left perspective view of the air intake system, exhaust system and vehicle frame of FIG. 1;

[00100] in FIG. 37 is a left side elevational view of the front of the frame, the front suspension assemblies, and the vehicle steering assembly of FIG. 1;

[00101] in FIG. 38 is a bottom view of the front wheels, the front suspension assemblies, and the vehicle steering assembly of FIG. 1;

[00102] in FIG. 39 is a left side elevational view of the driver's seat of the vehicle of FIG. 1 with the left side part removed from the bottom of the driver's seat;

[00103] in FIG. 40 is a bottom view of the vehicle seats of FIG. 1; and

[00104] in FIG. 41 is a left side elevational view of the driver's seat of FIG. 39, wherein the seat is moved forward.

DETAILED DESCRIPTION OF THE INVENTION

[00105] The present invention will be described with respect to a four-wheeled off-road vehicle 10 having two seats located side by side and a steering wheel. However, it is contemplated that some aspects of the present invention may apply to other types of vehicles, such as, but not limited to, off-road vehicles having a steering wheel and a motorcycle seat (i.e., all-terrain vehicles (ATV)) and off-road vehicles having more or less than four wheels.

[00106] General features of an off-road vehicle 10 will be described with reference to FIG. 1-5. The vehicle 10 comprises a frame 12, two front wheels 14 connected to the front of the frame 12 by the front suspension units 16, and two rear wheels 18 connected to the frame 12 by the rear suspension units 20.

[00107] The frame 12 defines a central area 22 of the cabin, within which a driver’s seat 24 and a passenger seat 26 are located. In the present embodiment, the driver’s seat 24 is located on the left side of the vehicle 10, and the passenger seat 26 is located on the right side of the vehicle 10. However, it is assumed that the driver's seat 24 may be located on the right side of the vehicle 10, and that the passenger seat 26 may be located on the left side of the vehicle 10. Steering wheel 28 r positioned in front of the driver's seat 24. The steering wheel 28 is used to rotate the front wheels 14 for steering the vehicle 10. Various indicators and indicators 29 are located above the steering wheel 28 to provide the driver with information about the operating conditions of the vehicle 10. Examples of indicators and indicators 29 include, but without limitation, speedometer, tachometer, fuel gauge, transmission position indicator and oil temperature gauge.

[00108] As can be seen in FIG. 5, the engine 30 is connected to the frame 12 at the rear of the vehicle 10. The engine 30 is connected to a continuously variable transmission (CVT) 32 located on the left side of the engine 30. The CVT 32 is operatively connected to the transex 34 for transmitting torque from the engine 30 to the transexl 34. The transexl 34 is located behind the engine 30. The transexl 34 is operatively connected to the front and rear wheels 14, 18 to drive the vehicle 10. The power unit of the vehicle 10 will be described in more detail en below. The fuel tank 36 is suspended on the frame 12 in front of the driver's seat 26, as best seen in Fig. 35. The fuel tank 36 is located above the bottom of the cab region 22 to the right of the longitudinal axis 37 (shown in FIG. 28) of the vehicle 10. The filler neck 35, which is selectively closed by a cap 38, extends up, to the right, and back from the top, right, and rear of the fuel tank 36. A fuel pump (not shown) is inserted through the top of the fuel tank 36.

[00109] Turning now to FIG. 1-4B, with reference to which the panels of the vehicle body 10 will be described. The panels of the body are connected to the frame 12. The panels help protect the internal components of the vehicle 10 and provide some aesthetic features of the vehicle 10. The front panels 40 are connected to the front of the frame 12. The front panels 40 are located in front of the front suspension assemblies 16 and in the lateral direction between the front wheels 14. The front panels 40 define two openings within which the headlights 42 of the vehicle 10 are located. ear 44 extends generally horizontally rearward from the upper portion of the front panel 40. The housing 44 defines an opening 45 through which projects the upper portion 16 of the front suspension assemblies, as will be described in more detail below. The front wings 46 are located rear of the front panels 40 on each side of the vehicle 10. Each front wing 46 is located partially above its corresponding front wheel 14 and partially behind it. The lower panels 48 extend along the lower part of the frame 12 between the front and rear wheels 14, 18. As can be seen in FIG. 2 regarding the left lower panel 48, each lower panel 48 has a front end located under the lower part of the corresponding front wing 46, and passes back from him. In general, the L-shaped panel 49 is located behind the rear end of each lower panel 48. In general, the L-shaped rear wings 50 extend up and then back from the rear upper ends of the L-shaped panels 49. Each rear wing 50 is located partially above its corresponding rear wheel 18 and partially in front of him. Holes are formed on the rear of the rear wings 50 to accommodate the brake lights 64 of the vehicle 10. It is contemplated that the brake lights 64 may be replaced by reflectors, or that reflectors may be provided in addition to the brake lights 64.

[00110] On each side of the vehicle 10, the front wing 46, the lower panel 48, the L-shaped panel 49, and the rear wing 50 define a passage 52 through which the driver (or passenger, depending on the side of the vehicle 10) can enter the vehicle 10 or leave it. Each side of the vehicle 10 is equipped with a door 54, which selectively closes the upper part of the corresponding passage 52. Each door 54 is hinged with its rear part to its corresponding rear wing 50 and the associated part of the frame 12 and selectively connected by its front part to its corresponding front wing 46 by means of a release latch (not shown). It is contemplated that each door 54 can be hinged with its front end and latched in its rear end. As best seen in FIG. 2, regarding the left side of the vehicle 10, when the doors 52 are closed, the lower parts of the aisles 52 are still open. It is contemplated that nets may extend in the lower parts of the aisles 52 when the doors 54 are closed, or that the doors 54 may have a larger size to cover the lower parts of the aisles 52.

[00111] As best seen in FIG. 4B, the rear wings 50 form a cargo space 56 between them behind the seats 24, 26. The cargo space 56 has a bottom 58 extending horizontally between the rear wings 50. The bottom 58 has several holes, so that the bottom 58 can act as a mounting base for accommodating fasteners, for example, described in US patent No. 8875830, issued November 4, 2014, the contents of which are fully incorporated into this application by reference to secure various objects in the cargo space 56. It is contemplated that hooks or loops may be provided in place of or in addition to holes in the bottom 58. It is also assumed that the bottom 58 may not be equipped with any mounting features. It is contemplated that the bottom 58 may be replaced by a body that may be tilted to unload its contents. The separation panel 60 extends laterally and is located in the longitudinal direction between the seats 24, 26 and the bottom 58. As a result, the separation panel 60 separates the cabin area 22 from the cargo space 56. As is best seen in FIG. 4A and 4B, the rear panels 62 are located laterally between the rear wheels 18 behind the bottom 58.

[00112] Turning now to FIG. 6-10, with reference to which the frame 12 of the vehicle 15 will be described in more detail. The frame 12 has a central part 100, a front part 102 and a rear part 104. As their names suggest, the front part 102 is located in front of the central part 100, and the rear part 104 is located behind the central part 100. The central part 100 defines an area 22 of the cabin in which the seats 24, 26 are located. The central part 100 also defines a safety cage 106. The front suspension assemblies 16 are connected to the central and front parts 100, 102 of the frame 12, as will be described in more detail below. The engine 30, CVT 32 and transexl 34 are supported by the rear 104 of the frame 12, as will be described in more detail below. The rear suspension assemblies 20 are connected to the central and rear parts 100, 104 of the frame 12, as will be described in more detail below. The frame 12 is made of several hollow cylindrical steel elements and steel brackets that are welded to each other. It is contemplated that at least some of the hollow cylindrical elements may be replaced by other types of elements, such as, for example, solid cylindrical elements, hollow tubes having a cross-section other than round, and crossbars. It is also contemplated that the elements and brackets may be made of another type of metal, such as, for example, aluminum. It is also contemplated that at least some of the elements and brackets may be made of a non-metallic material, such as, for example, composite materials or plastic. It is also contemplated that at least some of the elements and brackets may be connected to each other by methods other than welding, such as, for example, fastening and adhesion. It is also contemplated that two or more of the elements and brackets described below may be molded or otherwise molded as a single component. It is also contemplated that the frame 12 may have more or fewer elements and brackets than described below, for example, depending on type of materials used, the necessary strength and stiffness of the frame 12 and the weight of the components attached to the frame 12.

[00113] The central portion 100 of the frame 12 will now be described in more detail with reference to FIG. 7-9 and 36. The central part 100 has a lower element 108 extending laterally. Brackets 110, 111, which are best seen in FIG. 36 are connected to the rear of the bottom member 108 and extend back from the member 108. The brackets 110, 111 are laterally inside from the ends of the bottom member 108. The brackets 110 are used to connect the rear suspension assemblies 20, as will be described in more detail below. Brackets 111 are used to connect the rear of the seats 24, 26. Two lower elements 112 are connected at their rear ends to the ends of the lower element 108. From the lower element 108, the lower elements 112 extend forward and laterally inward. The lower element 116, extending laterally, is connected to the two lower elements 112 and extends between them. The lower element 116 is located in front of the lower element 108. The front ends of the lower elements 112 are connected to the rear of the lower element 118, passing in the lateral direction. The lower element 118 is located in front of the lower element 116. The bracket 120 is connected to the lower element 118. The bracket 120 supports part of the power unit of the vehicle 10, as will be described in more detail below. In general, the vertical elements 114 extend upward from the ends of the element 118 extending laterally. The diagonal elements 122 extend forward and laterally inward from the ends of the element 118 extending laterally, and are connected at their front ends to the element 123 extending laterally. Elements 108, 112, 114, 116, 118, 122 and 123 are direct.

[00114] In general, the vertical elements 114 extend upward, forward, and laterally inward from their lower ends. Two other generally vertical elements 124 are connected at their lower ends to the upper part of the lower element 123 extending laterally. In general, the vertical members 124 extend upward, forward, and laterally inward from their lower ends. As seen in FIG. 8, the generally vertical elements 124 are located in front of the generally vertical elements 114. As also seen in FIG. 8, the upper ends of the generally vertical elements 124 are higher in the vertical direction than the upper ends of the generally vertical elements 114. Each generally vertical element 124 has a recess 126 in its front. A rectangular hollow element 127 (see Fig. 6, 17 and 36) is placed in the recesses 126 and connected to the vertical elements 114. For each pair of generally vertical element 114 and the corresponding vertical element 124 as a whole, straight horizontal elements 128 and 130 are connected to generally vertical elements 114, 124 and pass between them. As can be seen, the horizontal elements 128 are located higher in the vertical direction than the recesses 126. The horizontal elements 130 are located higher in the vertical direction than the horizontal elements 128. The horizontal elements 130 are connected to the upper ends of the generally vertical elements 114 and are below the upper ends of the generally vertical elements 124. The brackets 132 are connected to the upper part of the recesses made in the laterally external end of the elements 130. The bracket 134 is connected to the generally vertical elements 124 and passes I do them. Another bracket 135 is connected to the upper ends of the vertical elements 124. Elements 114, 122, 123, 124, 128 and 130 and the bracket 134 form a barrier in front of the cabin area 22. The plate 136 is connected to the upper part of the left horizontal element 128 and to the left part of the left, generally vertical element 124. The plate 136 is used to connect various components of the brake system to the frame 12, such as a master cylinder (not shown).

[00115] The supporting frame structure 138 is located behind the barrier formed of the elements 114, 122, 123, 124, 128 and 130, and connected with it. The frame structure 138 is used to connect the bracket 139 used to support the steering wheel 28 on its left side and to connect the fuel tank 36 on its right side. The frame structure 138 is made of many elements. The racks of the frame structure 138 are connected to generally vertical elements 124 and extend up and back from them, as seen in FIG. 17. As will be understood, in countries where regulations require the steering wheel 28 to be placed on the right side of the vehicle 10, the bracket 139 used to support the steering wheel 28 will be connected to the right side of the frame structure 138, and the fuel tank 36 will be connected to left side of the frame structure 138.

[00116] The rear members 140 extend up and back from the ends of the lower member 108. The side members 142 are connected to the vertical members 114 and extend up and back from them. The transverse elements 144 extend between and are connected between the rear portions of the lower elements 112 and the side elements 142. Each side element 142 and its corresponding lower element 112 is equipped with an arm 146 extending between them and connected to the front parts of the elements 142, 112. The side elements 148 are connected to the upper part of the rear elements 140. The side elements 148 extend down and forward from the rear elements 140 and coupled to the rear ends of the side members 142. Brackets 150 connect the front parts of the side members 142 to the generally vertical members 114. The laterally extending member 152 is connected to the upper parts of the rear members 140. The bracket s 153 are connected to the upper portion of recesses formed in the ends of the element 152. As best seen in FIG. 9, the brackets 154 are connected to the rear of the member 152. The brackets 154 are used to connect parts of the rear suspension assemblies 20, as will be described in more detail below. Another element 155 extending laterally is connected between the rear elements 140 under the element 152 extending laterally. Brackets 156 are connected to an element 155 extending laterally. Brackets 156 are used to connect the seat belt mechanisms 157 (FIG. 40) of the seats 24, 26. Two seat belt mechanisms 157 are provided on the seat 24, 26 because the seat belts are four-point seat belt systems. It is contemplated that when the seat belts are three-point seat belts, one seat belt mechanism 157 ′ may be provided (see FIGS. 39, 40). In such an embodiment, seat belt mechanisms 157 ′ will be mounted on the rear elements 140 of the central part of the frame 12.

[00117] As best seen in FIG. 7, an element 160 extending laterally extends between and is connected to the lateral element 142, so that the element 160 is at a distance from and parallel to the lower element 116 in the vertical direction. The brackets 158 are connected to the element 160 and are used to fasten the seats 24, 26 to the Central part 100 of the frame 12.

[00118] The safety cage 106 is connected at its front with brackets 132 and at its rear with brackets 153. Racks 162 are connected to brackets 153 and extend up and forward from them. The upper ends of the uprights 162 enter and are connected to the connectors 164. Racks 166 are connected to brackets 132 and extend up and back from them. The upper ends of the uprights 166 are included in the connectors 164 and connected to them. As best seen in FIG. 8, the struts 166 are bent near their center points. Brackets 167 are provided on the bend of the uprights 166. The front transverse member 168 is connected to the uprights 166 and extends between them. The transverse element 168 is connected to the uprights 166 at points located slightly behind the bends of the uprights 166. The transverse element 168 has two inclined parts and a side part located between the inclined parts. The inclined portions of the transverse member 168 extend upward, backward, and laterally inward from the uprights 166. The rear transverse member 169 is connected to and extends between the uprights 166. The transverse element 169 is located behind the transverse element 168. The transverse element 169 is connected to the uprights 166 at points located in front of the upper ends of the uprights 162. The transverse element 169 has two inclined parts and a side part located between the inclined parts. The inclined portions of the transverse member 169 extend backward and laterally inward from the uprights 166. As best seen in FIG. 9, the lateral portion of the transverse member 168 is longer than the lateral portion of the transverse member 169. In general, the H-shaped frame structure 170 is connected by brackets 171 between the transverse elements 168, 169. The H-shaped frame structure 170 extends above the central portion of the cab region 22. As seen in FIG. 8, the H-shaped frame structure 170 is curved in an arc and is higher in the vertical direction than the top of the uprights 166. As can be seen in FIG. 6 and 36, the posts 172 are connected to connectors 164 and extend back, down, and laterally inward from them. The struts 172 pass through the rear wings 50 and are connected to the bottom 58 of the cargo space 56. Brackets (not shown) connect the rear of the struts 172 to the rear 104 of the frame 12.

[00119] Turning now to FIG. 10-12, with reference to which the front part 102 of the frame 12 will be described. The front part 102 of the frame 12 has a front bracket 174. The front surface of the front bracket 174 has two holes 176 and two holes 178 for connecting the front suspension assemblies 16, as will be described in more detail described below. These components of the front suspension assemblies 16 are located between the front bracket 174 and the bumper frame assembly 179, as seen in FIG. 17.

[00120] Two elements 180 extending in the longitudinal direction are connected to the lower corners of the bracket 174 and extend backward and slightly downward from them. Element 182 extending laterally is connected to the rear ends of elements 180. Two elements 184 are connected to element 182 at locations that are laterally inside from places where elements 180 are connected to element 182. From element 182, elements 184 extend up , back and laterally outward. In general, the triangular brackets 186 are connected to the elements 184 and are located under the elements 184. The brackets 186 are connected to the vertical elements 124 of the central part 100 of the frame 12 under the recesses 126.

[00121] The element 188 extending in the longitudinal direction is connected to the center of the lower part of the bracket 174 and to the center of the lower part of the element 182 extending in the lateral direction. Element 188 is parallel to elements 180. As can be seen in FIG. 11, element 188 extends backward from element 182. Element 188 forms a recess 190 at its rear. The lower element 123 of the central part 100 of the frame 12 is located in the recess 190 of the element 188 and is connected to the element 188. The plates 192 are provided on one side of the element 188. Each plate 192 is connected to the bracket 174, element 182 and its corresponding element 180 to close the opening, formed between these components.

[00122] Two elements 194 are connected to the upper corners of the bracket 174 and extend backward, upward, and laterally outward from them. An arm 196 is connected between the front parts of the elements 194 at the rear of the arm 174. The arm 196 has an upper plate 198 and a rear plate 200. The rear plate 200 has two holes for connecting the front suspension assemblies 16, as will be described in more detail below. In general, the triangular brackets 202 are connected to the elements 194 and are located on the laterally outer sides of the elements 124. The rear ends of the elements 194 have recesses 204, inside of which there are horizontal elements 128 of the central part 100 of the frame 12, for connecting the elements 194 with the horizontal elements 128.

[00123] Turning now to FIG. 13-16, with reference to which the rear part 104 of the frame 12 will be described. The rear part 104 has a mounting bracket 206. The two lower elements 208 are connected to the lower corners of the mounting bracket 206 and extend forward and laterally outward from them. The front ends of the elements 208 are connected to the rear of the lower element 108 of the center portion 100 of the frame 12. The elements 208 are connected to the lower element 108 at locations that are laterally inside of the brackets 110. As can be seen in FIG. 6, the lower parts of the elements 208 and elements 112 are aligned with each other. Two elements 210, which are visible in FIG. 6 and 36 are connected at their lower ends to the lower elements 208, extend up, forward and outward from them and are connected at their upper ends to the rear elements 140 of the central part of the frame 12. The lateral element 212 extends between the elements 208 in position in the longitudinal direction between the lower element 108 and the mounting bracket 206. The bracket 214 is connected to the element 212 in the lateral position between the left lower element 208 and the center in the lateral direction of the element 212. The bracket 216 is connected to the element 212 in the laterally between the lower right element 208 and the lateral center of element 212. The bracket 214 extends forward from the element 212, and the bracket 216 extends back from the element 212. The brackets 214, 216 connect the engine 30 to the rear portion 104 of the frame 12.

[00124] Two elements 218 are connected to the rear ends of the elements 208. From the elements 208, the elements 218 extend upward, forward and laterally outward. Elements 218 extend along the front of bracket 206, as seen in FIG. 14. Two elements 222 are connected to the upper ends of the elements 218. The element 220 extending laterally is connected to the rear ends of the elements 222 and is located on the upper part of the bracket 206. The element 220 is located behind the elements 218 and lower than the upper ends of the elements 218, as seen in FIG. 14. Two elements 222 are connected near the ends of the element 220. From the element 220, the elements 222 extend forward, upward and laterally outward. The upper ends of the elements 222 are connected to the ends of the element 152 of the Central part 100 of the frame 12.

[00125] As seen in FIG. 13, the bracket 206 has two holes 224, two holes 226 (only one is shown) and two holes 228 (only one is shown). Holes 226 are formed in the surface of the bracket 206, which is located further back than the surface in which the holes 224 and 228 are formed. Holes 224, 226 and 228 are used to connect the components of the rear suspension assemblies 20, as will be described in more detail below. These components of the rear suspension assemblies 20 are located between the bracket 208 and the bracket 230. The bracket 230 is located at the rear of the bracket 206. As can be seen in FIG. 13, the bracket 230 has two holes 232, two holes 234 and two holes 236 that are aligned with holes 224, 226 and 228, respectively. Holes 234 are formed in the surface of the bracket 230, which is located further back than the surfaces in which the holes 232 and 236 are formed.

[00126] Turning now to FIG. 16-18, with reference to which the front suspension assemblies 16 will be described in more detail. Since the left and right front suspension assemblies 16 are mirror images of each other, only the right front suspension assembly 16 will be described in detail. The components of the left front suspension assembly 16, which correspond to the components of the right front suspension assembly 16, were indicated by the same reference numbers in the figures.

[00127] The front suspension assembly 16 is a double A-link suspension assembly. Thus, the front suspension assembly 16 has a lower A-arm 250, an upper A-arm 252 and a shock absorber assembly 254. The shock absorber assembly 254 contains a coil spring located around the water hammer, and the water hammer has a separate reservoir connected to it . Since shock absorbers assembly of this type are well known, the shock absorber assembly 254 will not be described in more detail.

[00128] As seen in FIG. 16, the lower A-arm 250 is laterally longer than the upper A-arm 252. The laterally inner ends of the upper and lower A-arms 250, 252 are rotatably coupled to the frame 12, as will be described below. The laterally outer ends of the A-arms 250 and 252 are rotatably connected to the lower and upper parts of the kingpin 256, respectively. The kingpin 256 rotates relative to the A-shaped levers 250, 252 about an axis 258 (FIG. 16), which is the axis of rotation of the front wheel 14. The front wheel 14 is connected to the hub 260, which is rotatably connected to the kingpin 256 so that the wheel 14 can rotate around the axis of rotation of the wheel 262 (Fig. 16).

[00129] As best seen in FIG. 18, the lower A-arm 250 has a front arm 264 and a rear arm 266. An arm 268 (FIG. 18) is connected between the front and rear arms 264, 266 near their laterally outward ends. The laterally inner end of the front arm 264 is rotatably connected to the front bracket 174 of the front portion 102 of the frame 12 via an opening 178. As can be seen in FIG. 17, the lateral inner end of the front arm 264 is located in front of the front bracket 174. The bumper frame assembly 179 is located in front of the lateral inner ends of the front arms 264 of both lower A-arms 250 (i.e., left and right nodes 16 suspensions) so that the laterally inner ends of the front levers 264 are held between the front bumper assembly 179 and the front bracket 174. The laterally inner end of the rear arm 266 is rotatably connected to the lower electric ment 123 of the Central part 100 of the frame 12 through a tube 272 (Fig. 17) connected to the lower element 123. As you can see, the laterally internal end of the rear lever 266 is located in front of the lower element 122. The lateral internal ends of the front and rear levers 264 , 266, and thus the lower A-arm 250, rotate about a pivot axis 274.

[00130] As best seen in FIG. 19, the upper A-arm 252 has a front arm 276 and a rear arm 278. A cross member 280 is connected between the front and rear arms 276, 278. The laterally internal end of the front arm 276 is rotatably connected to the front bracket 174 of the front frame portion 102 12 through the hole 176. As can be seen in FIG. 17, the lateral inner end of the front arm 276 is located in front of the front bracket 174. The front bumper assembly 179 is located in front of the laterally inner ends of the front arms 276 of both upper A-arms 252 (i.e., the left and right suspension assemblies 16 ) so that the laterally inner ends of the front levers 276 are held between the front bumper assembly 179 and the front bracket 174. The laterally inner end of the rear lever 278 is rotatably connected to the rear the plate 200 of the bracket 196 of the front part 102 of the frame 12. The lateral inner end of the rear lever 278 is located in front of the rear plate 200. A plate (not shown) is located in front of the laterally internal ends of the rear levers 278 of both upper A-shaped arms 252 (t ie left and right suspension assemblies 16) so that the laterally internal ends of the rear levers 278 are held between this plate and the rear plate 200. The laterally internal ends of the front and rear levers 276, 278 and, thus m, the upper A-shaped lever 252 are rotated around the axis 286 of rotation. The pivot axis 286 of the upper A-arm 252 is parallel to the pivot axis 274 of the lower A-arm 250, and both pivot axes 274, 286 extend downward as they travel backward and parallel to the vertical plane passing through the axis 37 of the vehicle 10. Which is better seen in FIG. 16, the pivot axes 274 of the two lower A-arms 250 are located laterally closer to each other than the pivot axes 286 of the two upper A-arms 252. As best seen in FIG. 17, the lateral inner ends of the upper A-arm 252 are closer to each other in the longitudinal direction of the vehicle 10 than the lateral inner ends of the lower A-arm 250.

[00131] As best seen in FIG. 19, the shaft 288 is connected to the upper part of the front and rear levers 276, 278 near their laterally outward ends. Shaft 288 rotatably connects the lower end of the shock absorber assembly 254 to the upper A-arm. From its lower end, the shock absorber assembly 254 extends up, back, and laterally inward. As best seen in FIG. 17, the upper end of the shock absorber assembly 254 is rotatably connected to the bracket 135 of the central portion 10 of the frame 12. The upper end of the shock absorber assembly 254 is located in front of the vertical element 124. The bracket 290 is located in front of the upper ends of the shock absorbers assembly 254 of the left and right nodes 16 suspension, so that the upper ends of the shock absorbers assembly 254 are held between the bracket 290 and the bracket 135. As best seen in FIG. 20, the shock absorbers assembly 254 and the bracket 290 pass through the hole 45 in the casing 44 of the vehicle 10. hile it is not shown in Figure 20, the bracket 135 also passes through opening 45. As a result, the upper ends of the damper assembly 254 and the brackets 135, 290 are located above the casing 44 and visible from outside the vehicle 10. As seen in Fig. 21, when the shock absorber assembly 254 of the front suspension assembly 16 is fully compressed, the center of the corresponding front wheel 14 is located higher in the vertical direction than the landing level 292 of the driver sitting in the driver's seat 24 when the driver's seat 24 is in its most rearward position. The landing level corresponds to the axis of rotation between the human torso and the thigh, as determined using the model for determining the level of landing and the mechanism for determining the level of landing in J826 of the Society of Automotive Engineers (as amended on November 2008), the contents of which are fully incorporated into this application by links.

[00132] Turning now to FIG. 16, 17 and 19, each upper A-arm 252 has a bracket 294 (FIG. 19) attached to the top of its rear arm 278. The rods 296 are connected at their lower ends by ball joints with brackets 294. The rods 296 extend as a whole vertically and connected at their upper ends with opposite ends of the transverse stabilizer 298 by means of ball joints. The transverse stabilizer 298 is supported by a pair of liners 300. The liners 300 are connected to the bottom of the elements 194 of the front portion 102 of the frame 12.

[00133] Turning now to FIG. 23-27, with reference to which the rear suspension units 20 will be described in more detail. Since the left and right rear suspension assemblies 20 are mirror images of each other, only the right rear suspension assembly 20 will be described in detail. The components of the left rear suspension assembly 20, which correspond to the components of the right rear suspension assembly 20, were denoted by the same reference numerals in the figures.

[00134] The rear suspension assembly 20 has a trailing arm 350, a shock absorber assembly 352, an upper rod 354, a toe rod 356 and a lower rod 358. The ends of the rods 354, 356, 358 have ball joints. The trailing arm 350 and the rods 354, 356, 358 are connected to the trunnion 360, as will be described in more detail below. The hub 362 (Fig. 23) is rotatably connected to the axle 360. The rear wheel 18 is connected to the hub 362 so that the wheel 18 can rotate around the axis of rotation of the wheel 364 (Fig. 23, 24B). As best seen in FIG. 24A, brake disc 365 is mounted on hub 362. Brake caliper 367 is mounted on axle 360.

[00135] The trailing arm 350 is rotatably connected at its front end to a bracket 110 of the central part 100 of the frame 12 via a ball joint 369. The ball joint 369 is connected around an axis 366 (FIG. 26), which is located under the passenger seat 26. As can be seen from 26, when the passenger seat 26 is in its most rearward position, as shown, the axis 366 is located in front of the rearmost point of the lower portion 368 of the seat 26 and rearward from the frontmost point of the lower portion 368 of the seat (note: these points are located on vertical lines ia 370, 372 respectively). The same is true for the axis 366 of the ball joint 369 of the left trailing arm 350 in relation to the driver's seat 24.

[00136] As best seen in FIG. 27, the trailing arm 350 has a front portion 374, a curved portion 376, and a trunnion receiving portion 378. The front portion 374 is straight and tapers toward its front end. The front portion 374 forms two holes 380. The plate 382 and the bracket 384 are connected to the upper, rear part of the front portion 374. The plate 382 and the bracket 384 are used to connect the lower end of the shock absorber assembly 352 and the torsion bar 426, as described below. The curved portion 376 is connected at its front end to the rear of the front portion 374. The curved portion 376 thickens as it moves backward. The curved portion 376 is bent so that as it moves backward, it first extends laterally inward and then laterally outward. The rear end of the curved portion 376 is laterally outside the rear end of the front portion 374. The trunnion receiving portion 378 is connected at its front end to the rear of the curved portion 376. The extension 386 is connected to the rear of the trunnion receiving portion 378 to form a space within which trunnion 360. Brackets 390, 392 are provided in trunnion receiving portion 378 for connecting the trunnion 360 to the trailing arm 350, as described below. The scraper element 393 is connected to the lower part of the trunnion receiving portion 378 and extends under the brake disc 365.

[00137] As best seen in FIG. 23, the laterally inner end of the upper rod 354 is located in the longitudinal direction between the brackets 206, 230 of the rear portion 104 of the frame 12. The fastening means 394 is inserted through the hole 232 of the bracket 230 (Fig. 13), the hole in the ball joint at the laterally inner end the upper rod 354 and the hole 224 in the bracket 206 (Fig. 13) for attachment with the possibility of rotation of the upper rod 354 to the rear part 104 of the frame 12. The laterally external end of the upper rod 354 is located inside the recess formed between the bracket 390 and ra coupler 386. The upper protrusion 396 of the axle 360 has a ball joint 397 (Fig. 27) placed therein in a position above the axis of rotation of the wheel 364. The upper protrusion 396 is located in the bracket 390 in front of the laterally outward end of the upper rod 354. As best seen in FIGS. 25A and 27, one fastening means 398 is inserted through the extension 386, a hole in the ball joint on the laterally outward end of the upper rod 354, an arm 390 and a ball joint 397 in the upper protrusion 396 of the axle 360 for fastening together the upper rod 354, the axle 360 and the trailing arm 350.

[00138] As best seen in FIG. 23, the laterally inner end of the toe rod 356 is located in the longitudinal direction between the brackets 206, 230 of the rear portion 104 of the frame 12. The fastening means 400 is inserted through the hole 234 of the bracket 230 (FIG. 13), an opening in the ball joint on the laterally internal end of the toe-in bar 356 and an opening 226 in the bracket 206 (Fig. 13) for fastening with the possibility of rotation of the toe-in bar 356 to the rear part of the frame 12. The laterally lateral end of the toe-in bar 356 is located between the brace 386 trunnion 360. The laterally lateral end of the toe-in bar 356 is pivotally mounted to the rear of the trunnion 360 through fastening means 402 inserted through a hole in the ball joint on the laterally outward end of the toe-in bar 356 and into the trunnion 404 (Fig. 27) 360.

[00139] As best seen in FIG. 23, the laterally inner end of the lower rod 358 is located in the longitudinal direction between the brackets 206, 230 of the rear portion 104 of the frame 12. The fixing means 406 is inserted through the hole 232 of the bracket 230 (FIG. 13), an opening in the ball joint at the laterally internal end of the lower rod 358 and an opening 228 in the bracket 206 (FIG. 13) for fastening the lower rod 358 to rotate to the rear portion of the frame 12. 12. The laterally external end of the lower rod 358 is located inside the recess educated between the extension 386 and the bracket 392. The lower protrusion 408 (Fig. 27) of the axle 360 has a ball joint 409 (Fig. 27) placed therein under the wheel axis 364. The lower protrusion 408 is located in the bracket 392 in front of the laterally outward end of the lower rod 358. As best seen in FIGS. 24A and 27, one fastening means 410 is inserted through the extension 286, a hole in the ball joint on the laterally outward end of the lower rod 358, an arm 392, and a ball joint 409 in the lower protrusion 408 of the axle 360 for fastening the lower rod 358, the axle 360, and the trailing arm 350 together.

[00140] As best seen in FIG. 24B, from their connections to the rear portion 104 of the frame 12, the rods 354, 356, 358 extend forward as they extend to the axle 360. The rods 354, 356, 358 are located rear of the wheel axis 364 . The toe rod 356 is located at the rear of the upper and lower rods 354, 358. As best seen in FIG. 25B, the lateral inner connection point 442 of the toe rod 356 is located laterally inside from the laterally internal upper connection points 444, 446 the lower rods 354, 358. The connection point 442 is also laterally between the line 448 passing through the connection points 444, 446 and the center plane 450 of the vehicle 10 extending in the longitudinal and vertical directions. As seen in FIG. 25A, the laterally outward connecting point 45 of the convergence bar 356 is laterally outside of the laterally outward connecting points 454, 456 of the upper and lower rods 354, 358. The connecting point 452 is also laterally between the line 458 passing through the points 454, 456 connections, and the corresponding brake disc 365.

[00141] As seen in FIG. 24B, viewed from above, the line 460 passing through the connection points 444, 454 of the upper rod 354 is deflected relative to the line 462 passing through the connection points 442, 452 of the converging rod 356 and the line 464 (hidden on Fig. 24B) passing through the connection points 446, 456 of the lower rod 358. As seen in Figs. 25A and 25B, viewed from the rear, with the rear suspension assembly 20 in a position in which the line 458 passing through the laterally outward points 454 , 456 connections, is vertical (i.e., as shown in FIGS. 25A, 25B), parallel lines 460 and 464 s to each other, but line 462 is deflected relative to lines 460, 464. The relative angle between lines 460 and 464 varies by less than 1 degree over the entire range of movement of the rear suspension assembly 20, so that lines 460 and 464 are considered substantially parallel to all positions of the assembly 20 rear suspension. As can be seen in figv, line 462, passing through the points 442, 452 of the connecting rod 356 toe, passes through a circle formed by the perimeter of the corresponding brake disc 365.

[00142] The shock absorber assembly 352 comprises a coil spring located around a water hammer, and the water hammer has a separate reservoir connected to it. Since shock absorbers assembly of this type are well known, shock absorber assembly 352 will not be described in more detail. The lower end of the shock absorber assembly 352 is rotatably connected to the trailing arm 350 by means of a ball joint (not shown) around the pivot axis 412 (FIG. 26) via the bracket 384. From the bracket 384, the shock absorber assembly 352 extends upward, forward and laterally inwardly . As can be seen in Fig.23, the upper end of the shock absorber assembly 352 is rotatably connected to the bracket 154 of the Central part 100 of the frame 12 by means of a ball joint (not shown) around the axis 414 of rotation (Fig. 26). As can be seen in FIG. 23, the upper part of the shock absorber assembly 352 is located laterally inside from the strut 172 and the frame member 222 22. The engine 30 is located laterally between the left and right shock absorbers assembly 352. As can be seen in FIG. 21 for the left rear suspension assembly 20, when the shock absorber assembly 352 of the rear suspension assembly 20 is fully compressed, the center of the corresponding rear wheel 18 and the lower end of the shock absorber assembly 352 are located higher in the vertical direction than the landing level 292 of the driver sitting in the driver's seat 24, when the driver's seat 24 is in its most rearward position.

[00143] As the rear suspension assembly 20 moves up and down during operation of the vehicle 10, the trailing arm 350 and the toe rod 356 rotate about an instantaneous central axis 466 of the rear suspension assembly 20. As can be seen in FIGS. 24A and 24B, the instantaneous central axis 466 is the axis passing through the center of the ball joint 369 in front of the trailing arm 350 and the center of the ball joint on the laterally lateral end of the toe rod 356 (i.e., connection point 442).

[00144] As seen in FIG. 26 for the passenger seat 26 and the right rear suspension assembly 20, the axle 366 of the trailing arm 350 and the pivot axis 414 of the shock absorber assembly 352 are positioned so that the central portion in the lateral direction of the backrest 416 of the passenger seat 26 has a forward point 418 located rear of the axis 366, and the rear-most point 420 located in front of the pivot axis 414 when the passenger seat 26 is in its rear-most position, as shown. The same is true for the driver's seat 24 in relation to the left node 20 of the suspension.

[00145] As best seen in FIG. 24A, each of the left and right trailing arms 350 is rotatably connected to the rods 422. Each boom 422 is connected via a ball joint (not shown) to its corresponding trailing arm 350 by means of a plate 382 and an arm 384 between which its lower end is located. The rods 422 extend upward and are rotatably coupled via ball joints to the opposite ends of the torsion 426. The torsion 426 is connected by two pillow blocks 424 to the elements 210 of the rear portion 104 of the frame 12, as seen in FIG. 5.

[00146] As seen in FIG. 22, a line 428 passing through points 430 and 432 is located above the shoulder (generally indicated by bend 434) of the driver of the vehicle 10, sitting on the driver's seat 24 in its most rearward position, as shown when its back rests against the backrest 416 of the seat. Bend 434 has a shoulder reference point, as defined in J826 of the Society of Automotive Engineers (as revised November 2008). Point 430 is the point at the intersection of the rear shock absorber axis 414 assembly 352 and the rear shock absorber axis 436 assembly 352. Point 432 is the intersection point of the upper front axle 438 rotation assembly 254 and the front shock absorber axis 440 assembly 254 .

[00147] Turning now to FIG. 5 and 28-35, with reference to which the power unit of the vehicle 10 will be described. The engine 30 is connected to the frame 12 behind the line 370 (Fig. 26), passing through the very rear point of the lower part 368 of the seat. More specifically, engine 30 has two engine mounts 500, 502 (FIG. 31) on its lower part that are connected to brackets 214, 216, respectively (FIG. 13) of rear portion 104 of frame 12. Engine 30 is an in-line three-cylinder four-stroke engine internal combustion. It is contemplated that other types of internal combustion engines may be used, such as, for example, a V-shaped twin-cylinder internal combustion engine or a two-stroke internal combustion engine. It is also contemplated that in some implementations, engine 30 may be replaced by another type of motor, such as, for example, a diesel engine or an electric motor.

[00148] Transexl 34 is mounted on the rear of engine 30. Transexl 34 is mechanically coupled to gear shift lever 504 (FIG. 35). The shift lever 504 is located laterally between the two seats 24, 26. The shift lever 504 allows the driver to choose from several gear combinations of the gears of the trans-axle 34, commonly called gears. In the present implementation, the shift lever 504 allows the driver to select a reverse gear, two forward gears (high and low) and a neutral position in which the trans-gear 34 does not transmit torque to the wheels 14, 18. It is contemplated that other types of connections between the lever can be used 504 gearshift and transekslom 34. It is also assumed that transexl 34 can choose between the transmission of torque to only two of the wheels 14 or 18 and all four wheels 14, 18, in which case next to the driver will be provided en switch between monoprivodom and all-wheel drive.

[00149] CVT 32 is mounted on the left side of the engine 30 and trans-exxl 34. CVT 32 has a CVT crankcase 506 (Figs. 32-34), inside of which are a primary pulley 508, a secondary pulley 510, and a belt 512 (shown schematically in Fig. 29) . To cool the CVT 32, the CVT crankcase 506 is provided with two intake pipes 514 for supplying air into the CVT housing 506 and two exhaust pipes 516 for venting air from the CVT housing 506. The inlets of the inlet pipes 514 are connected to the lower part of the air box 515, the casing of which was removed to demonstrate its internal elements. The exhaust outlets 516 are open to the atmosphere. The primary pulley 508 is mounted on the output shaft 518 of the engine 30 (shown schematically in FIG. 29) and is driven by it, which protrudes from the left side of the engine 30. In this embodiment, the output shaft 518 is a crankshaft of the engine 30, but it is assumed that it may be a separate shaft driven by a crankshaft. A secondary pulley 510 is mounted on the input shaft 520 of the trans-exx 34 (shown schematically in FIG. 29) and drives it which protrudes from the left side of the trans-exx 34. It is assumed that the CVT 32 can be mounted on the right-hand side of the engine 30 and trans-ex 34, and in this case, the shafts 518 and 520 will protrude from the right side of the engine 30 and transexla 34, respectively. A belt 512 is wrapped around the primary and secondary pulleys 508, 510 to transmit torque from the primary pulley 508 to the secondary pulley 510. As a result, the engine 30 drives the CVT 32, which drives the transex 34.

[00150] As seen in FIG. 29, the output shaft 518 of the engine 30 and the input shaft 520 of the transaxle 34 are higher in the vertical direction than the lowest point 521 of the lower part 368 of the driver's seat 24 when the seat 24 is in its most rearward position, as shown when the vehicle 10 is unloaded state on a flat, horizontal ground. As also seen in FIG. 29, line 522, passing through the highest points of the primary and secondary pulleys 508, 510, extends vertically above the landing level 292 of the driver sitting in the driver's seat 24 when the driver's seat 24 is in its most rearward position.

[00151] Transex 34 has several gears connected to the front output shaft 524 (FIG. 31) and driving it. Transex 34 includes a rear differential 526, which is driven by several gears. The driven output gears (not shown) of the rear differential 526 rotate around a laterally extending rear differential axis 528 (FIG. 31). The driven output gears of the rear differential 526 are operatively coupled to the left and right rear axle shafts 530 and are driven by equal-velocity joints 531 (CV joints) (shown in FIGS. 24A-25B), also known as homokinetic joints located inside the flexible casings 532. From the rear differential 526, the rear axles 530 extend downward (when the rear suspension assemblies 20 are in the position shown in FIG. 24A) and laterally outward. The laterally external ends of the rear axle shafts 530 are operatively connected to the axles of the rear wheels (not shown) and drive them by means of cardans (not shown) located inside the flexible casings 534 (Fig. 23). The axles of the rear wheels pass through the axles 360 and are connected to the hubs 362 of the rear wheels, which in turn drive the rear wheels 18. As can be seen in FIG. 24B and 28, the upper, lower rods 354, 358 and the toe rods 356 are located completely behind the half shafts 530 and the rear differential axis 528.

[00152] To reduce the vertical movement of the axle shafts 530 into the joints of the SHRUS type and from them, when the rear suspension units 20 move up and down, the joints of the SHRUS type 53 are located next to the instantaneous central axes 466 of the rear suspension units 20. As can be seen in FIGS. 24B and 25B, the centers 535 of the joints of the SHRUS type are located slightly laterally outside (FIG. 24B) and in the vertical direction above (FIG. 25B) the instantaneous central axes 466. As best seen in FIG. 25B, the centers 535 of the joints of the SHRUS type are located laterally outside of the lines 448 passing through the points 444, 446 of the connection of the upper and lower rods 354, 358. Also, the centers of the hinges 531 of the SHRUS type are lower in the vertical direction than the points 444, 442 of the connection of the upper rods 354 and convergence rods 356 and higher in the vertical direction AI than 446 points lower connection rod 358.

[00153] As seen in FIG. 28, the front output shaft 524 of the trans-excell 34 is located to the right of the longitudinal axis 37 of the vehicle 10. The front output shaft 524 is operatively connected to the drive shaft 536 and drives it by the cardan 538. From the cardan 538, the drive shaft 536 extends forward and left. The front end of the drive shaft 536 is connected to a sleeve (not shown) supported inside the bearing assembly 540 mounted on the bracket 120 (FIG. 7). Another drive shaft 542, located in front of the bearing assembly 540 and coaxially with the drive shaft 536, is connected via a splined connection to the drive shaft 536. The front end of the drive shaft 542 is operatively connected to the other drive shaft 544 and drives it via a cardan 546. From cardan 546 drive shaft 544 runs forward, up and to the left. The front end of the drive shaft 544 is operatively connected to the front differential input shaft 548 and drives it by the cardan 550. The front differential input shaft 548 is parallel to the longitudinal axis 37 and is located to the left of it.

[00154] The front differential input shaft 548 drives the front differential 552. As best seen in FIG. 30, a front differential 552 is mounted on the upper part of the plates 192 and encompasses an element 188 of the front part 102 of the frame 12. Fasteners (not shown) are inserted through the lower part of the plates 192 into the front differential 552 to attach the front differential 552 to the plates 192. The lower part of the front differential 552 is located inside the perimeter formed by the bracket 174, elements 180 and element 182 of the front portion 102 of the frame 12 (Fig. 10).

[00155] The driven output gears (not shown) of the front differential 552 rotate around the laterally extending front differential axis 554 (FIG. 28, 29). The driven output gears of the front differential 552 are operatively connected to the left and right front axles 556 and drive them by cardans (not shown) located inside the flexible housings 558. From the front differential 552, the front axles 556 extend downward (when the front suspension assemblies 16 are in the position shown in Fig. 16) and laterally outward. The laterally outer ends of the front axles 556 are operatively connected to the axles of the front wheels (not shown) and drive them by cardans (not shown) located inside the flexible casings 560. The axles of the front wheels pass through the pivots 256 and are connected to the hubs 260 of the front wheels , which in turn drive the front wheels 14.

[00156] Turning now to FIG. 31-36, with reference to which the air intake system and the exhaust system of the vehicle 10 will be described.

[00157] The air intake system has an upwardly facing air inlet 600 located in an air box 515 above the front left side of the engine 30. From the air inlet 600, air flows into the intake pipe 602, which extends downward, forward and right, and enters through the upper part of the air box 604 near its right end. Air box 604 is generally cylindrical and contains an air filter (not shown). From its right end, the air box 604 extends down, forward, and to the left. The air box 604 is provided with a drain 606 in its lower left corner, which is the lower part of the air box 604, to allow any water that could accumulate in the air box 604 to be drained from the air box 604.

[00158] From the air box 604, air enters the air pipe 608, which extends generally to the right of the right end wall of the air box 604 and enters the turbocharger 610. The turbocharger 610 is located in front of the cylinders of the engine 30 and generally in the lateral direction central to the engine 30. From the turbocharger 610, air enters the air pipe 612, which is connected to the left side of the intercooler 614.

[00159] The intercooler 614 contains passages for the flow of air leaving the air pipe 612 to cool the air that has previously been heated in the turbocharger 610. The intercooler 614 is laterally angled between the seats 24, 26. A fan 620 is provided under the intercooler 614 to generate air flow through the intercooler 614, at least when the vehicle 10 is stationary.

[00160] From the intercooler 614, air flows down and back into the air pipe 622 (Fig. 33) located on the right side of the engine 30. From the air pipe 622, air enters the throttle body 624 (Fig. 34), which contains a throttle a damper (not shown) for controlling the air flow into the engine 30. The position of the throttle valve is determined at least partially by the position of the accelerator pedal 626 (Fig. 5) located in front of the driver's seat 24. From the throttle body 624, air enters the plenum space 628,rohodyaschee laterally behind the cylinders of the engine 30. From plenum space 628 air is supplied into the engine combustion chamber 30.

[00161] The exhaust gases from the combustion chambers of the engine 30 enter the exhaust system through an exhaust manifold 650 (FIG. 32) connected to the front of the cylinders of the engine 30. From the exhaust manifold 650, exhaust gases flow into a turbocharger 610 to drive a turbocharger turbine 610. From the turbocharger 610, exhaust gases flow into the exhaust pipe 652, which first passes to the right and then back. From the exhaust pipe 652, exhaust gases flow back and down through the expansion chamber 654. It is contemplated that the expansion chamber 654 may comprise a catalytic converter. An expansion chamber 654 is located inside the container 656, a portion of which is removed in the figures to show the expansion chamber 654. From the expansion chamber 654, exhaust gases flow into the exhaust pipe 658, which first passes back and then left to the muffler 660. From the muffler 660, the exhaust flows to the exhaust a pipe 662 extending from the rear side of the muffler 660. An exhaust pipe 662 is laterally located in the center of the vehicle 10. An exhaust pipe 662 defines a rearward exhaust outlet 664 through which exhaust gases flow into the air.

[00162] The silencer 660 is generally made in the form of a cylindroid having closed ends. As best seen in FIG. 31 and 33, the silencer 660 is connected by two levers 666 to an arm 670 located under the silencer 660. Oscillation dampers (not shown) are provided between the levers 666 and the arm 670. The arm 670 is connected to the oscillation damper 674, and the vibration damper 674 is connected to the arm 676 having a pair of levers. The levers of the bracket 676 are connected to one of the sides of the trans-excell 34 containing the rear differential 526 behind the axis 528.

As seen in FIG. 5, a radiator 616 is connected to the front of the frame 102 and the bumper frame assembly 179. The radiator 616 is used to cool the engine coolant used to cool the engine 30.

[00163] Turning now to FIG. 5, 19, 37 and 38, with reference to which the steering unit of the vehicle 10 will be described. The steering unit has a steering wheel 28 located in front of the driver's seat 24. The steering wheel 28 is connected via a mechanism 700 for adjusting the position of the steering wheel with a supporting frame steering wheel design 138. The steering wheel adjusting mechanism 700 allows the steering wheel 28 to rotate about a horizontal axis extending laterally, so that the height and orientation of the steering wheel 28 can be adjusted.

[00164] The steering wheel 28 is connected via an assembly of shafts and cardans 702 (Fig. 37) to the input shaft 704 (Fig. 19) of an electric motor and gearbox assembly 706. The electric motor and gearbox assembly 706 applies a torque to assist in driving the vehicle 10. The amount of torque applied by the electric motor and gearbox assembly 706 varies depending on the operating conditions of the vehicle 10. Thus, the steering assembly of the vehicle 10 has what is commonly called a power steering system.

[00165] The output shaft 708 (Fig. 38) of the electric motor and gearbox assembly 706 is connected via a shaft 710 and a pair of cardans 712 to the input shaft 714 of the rack and pinion assembly 716. As can be seen in the figures, the rack and pinion assembly 716 is located behind the front shock absorbers assembly 254 and the front differential 552, and under the laterally extending portion of the transverse stabilizer 298. A gear (not shown) of the rack and pinion assembly 716 is connected to the front end of the input shaft 714 of the assembly 716 rack and pinion gears. As will be understood from the position of the input shaft 714 (see FIG. 19), the gear is located to the left of the longitudinal axis 37 of the vehicle 10.

[00166] Two steering links 718 are connected via ball joints to the front of the rack and pinion assembly 716. The laterally outer ends of the steering rods 718 are connected via ball joints to the protrusions 720 at the rear of the pivots 256. As a result of the rotation of the steering wheel 28, the rack and pinion assembly 716 moves the steering rods 718 left or right, which rotates the pivots 256 and therefore the front wheels 14 around their pivot axes 258, thereby turning the vehicle 10 in a direction corresponding to the direction of rotation of the steering wheel 28.

[00167] Turning now to FIG. 39-41, with reference to which the driver and passenger seats 24, 26 will be described in more detail. As mentioned earlier, each of the seats 24, 26 has a lower part 368 and a seat back 416. Each of the seats 24, 26 also has a headrest 750 located above the backrest 416 of the seat. Each of the seats 24, 26 is made of a plastic shell to which the pillows are attached.

[00168] Two bearings 752 with rollers without rings are connected to the bottom of each seat 24, 26. Bearings 752 with rollers without rings are mounted on rails 754. Rails 754 rails are attached at their front ends to brackets 158 (see FIG. 7) of the central parts 100 of the frame 12. From their front ends, the rails 754 extend back and down and are connected at their rear ends to the pins 756. The pins 756 are connected to the brackets 111 (FIG. 36).

[00169] Each bearing 752 with ringless rollers has a pair of plates 762 between which four rollers 764 are held. Each bearing 752 with ringless rollers is mounted on its corresponding rail 754 so that the rail 754 is laterally positioned between the plates 762, with this, two rollers 764 are located on the upper part of the rail 754, and two rollers 764 under the rail 754. Thus, bearings 752 with ringless rollers allow the seats 24, 26 to move independently on the rails 754 between different positions. Since the rails 754 are inclined when the seats 24, 26 move forward, they also move upward, as can be seen by comparing the positions of the seat 24 in FIG. 39-41.

[00170] To hold the seats 24 and 26 in position, the right bearing 752 with rollers without rings for each of the seats 24, 26 is provided with a laterally displaced lever 766 (see FIG. 40) that protrudes from the front of its corresponding seat 24, 26 To set the position of the corresponding seat 24 or 26, the lever 766 is pushed to the left to detach a pin (not shown, but located on part 768) on the lever 766 from the hole (not shown) on the left side of the right rail 754, the seat 24 or 26 is moved to rails 754 to the desired position, and the lever 766 is released, so that pc The yoke on the lever 766 is inserted into one of several holes (not shown) in the right lever 754 with which it is aligned.

[00171] The pins 756 are connected to the rails 754 by a cast metal part 768. The cast part 768 provides an opening (not shown) for receiving the pins 756 and a hole extending laterally (not shown) to receive the fastening means 770. The fastening means 770 attaches a clamp 772 to the molded part 768. A clamp 772 is used to secure the end of the waist belt portion 774 of the seat belt 776 of the seat 24 (or 26).

[00172] Modifications and improvements to the above-described embodiments of the present invention may be apparent to those skilled in the art. The foregoing description should be taken as illustrative and not restrictive. Therefore, it is intended that the scope of the present invention be limited only by the scope of the appended claims.

Claims (60)

1. A vehicle comprising: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, the passenger seat being located next to the driver's seat; left front suspension assembly attached to the frame; front left wheel functionally connected to the left front suspension assembly; right front suspension assembly attached to the frame; front right wheel functionally connected to the right front suspension assembly; left rear suspension assembly attached to the frame; a rear left wheel functionally connected to the left rear suspension assembly; right rear suspension assembly attached to the frame; rear right wheel functionally connected to the right rear suspension assembly; a rear differential functionally connected to the rear left wheel and the rear right wheel, the rear differential forming a lateral axis of the rear differential; and a motor operably connected to the rear differential, wherein the motor drives the right rear wheel and the left rear wheel by means of the rear differential; wherein each of the left rear suspension assembly and the right rear suspension assembly contains: a longitudinal arm having a front end rotatably connected to the frame; a trunnion pivotally attached to the rear of the trailing arm; a lower rod having a laterally external end rotatably connected to the trailing arm and a lateral inner end rotatably connected to the frame; an upper rod having a laterally external end rotatably connected to the trailing arm, and a lateral inner end rotatably connected to the frame; and a toe rod having a laterally outward end rotatably connected to a trunnion and a laterally inner end rotatably connected to a frame, moreover, the lower rod, the upper rod and the toe rod are located completely behind the axis of the rear differential. 2. The vehicle according to claim 1, characterized in that it further comprises: the rear left hub connecting rotatably the rear left wheel with the pin of the left rear suspension assembly; left axle shaft, functionally connecting the rear left hub with the rear differential; a rear right hub connecting rotatably a rear right wheel with a trunnion of a right rear suspension assembly; the right axis, functionally connecting the rear right hub with the rear differential; moreover, the lower rods, upper rods and toe rods are located completely behind the left and right half shafts. 3. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly, the toe-in bar is located in the vertical direction between the lower bar and the upper bar. 4. The vehicle according to claim 1, characterized in that each of the left rear suspension assembly and the right rear suspension assembly further comprises: an upper ball joint connecting the pivot with the trailing arm, the upper ball joint being higher in the vertical direction than the axis of rotation of the wheel of the corresponding one of the left rear wheel and the right rear wheel; and a lower ball joint that pivots the pivot with the trailing arm, while the lower ball joint is lower in the vertical direction than the axis of rotation of the wheel. 5. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly: the lower rod is parallel to the upper rod when the line through the lower connection point and the upper connection point is vertical; the lower connection point is the connection point of the laterally outer end of the lower rod with the trailing arm; and the upper connection point is the connection point of the laterally outer end of the upper rod with the trailing arm. 6. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly: the projection of the first line passing through the connection points of the lower rod with the trailing arm and the frame on a horizontal plane is rejected relative to the projection of the second line passing through the connection points of the toe rod with the pin and the frame on a horizontal plane; the projection of the second line is rejected relative to the projection of the third line passing through the connection points of the upper rod with the trailing arm and frame onto a horizontal plane; and the projection of the third line is deflected relative to the projection of the first line. 7. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly: the projection of the first line passing through the connection points of the lower rod with the longitudinal arm and the frame on the lateral vertical plane is rejected relative to the projection of the second line passing through the connection points of the convergence rod with the axle and the frame on a vertical plane; and the projection of the second line is rejected relative to the projection of the third line passing through the connection points of the upper rod with the trailing arm and frame onto a vertical plane. 8. The vehicle according to claim 1, characterized in that each of the left rear suspension assembly and the right rear suspension assembly further comprises a shock absorber assembly having a lower end rotatably connected to the trailing arm and a upper end rotatably connected to the frame. 9. The vehicle according to claim 8, characterized in that it further comprises a torsion bar, rotatably connected between the trailing arms. 10. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly, the connection point of the laterally outward end of the toe rod is located laterally outside the connection points of the laterally outward ends of the upper and lower rods with trailing arm. 11. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly, the connection point of the laterally internal end of the toe rod is laterally inside from the connection points of the upper lateral ends of the upper and lower bars with frame. 12. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly, the connection point of the laterally outward end of the toe with the pin is rearward in the longitudinal direction from the connection points of the laterally outward ends of the upper and lower rods with trailing arm. 13. The vehicle according to claim 1, characterized in that it further comprises: the rear left hub connecting rotatably the rear left wheel with the pin of the left rear suspension assembly; rear left brake disc connected to the rear left hub; a rear right hub connecting rotatably a rear right wheel with a trunnion of a right rear suspension assembly; and rear right brake disc connected to the rear right hub; at the same time, for each of the left rear suspension node and the right rear suspension node, the line passing through the points of connection of the toe-in axle and frame passes through the circle formed by the perimeter of the corresponding one of the rear left and rear right brake disc. 14. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly: the laterally outward end of the lower rod is rotatably connected to the pin; and the laterally outward end of the upper rod is rotatably connected to the trunnion. 15. The vehicle according to claim 1, characterized in that for each of the left rear suspension assembly and the right rear suspension assembly: the laterally outward end of the lower bar is located behind the trunnion; the laterally outward end of the upper bar is located behind the trunnion; and the laterally outward end of the toe-in rod is located behind the pin.

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