RU2780259C2 - Rear suspension assembly for off-road vehicle - Google Patents

Abstract

FIELD: car industry.

SUBSTANCE: invention relates to rear suspension assemblies of vehicles. The vehicle contains a frame, driver and passenger seats, left and right, front and rear suspension assemblies, front and rear left and right wheels, a motor. The passenger seat is located next to the driver seat. Wheels are connected to corresponding suspension assemblies. The motor is functionally connected to at least two wheels. Each of rear suspension assemblies contains a longitudinal lever, a trunnion, a lower and upper convergence rod. The lever has a front end connected with the possibility of rotation to the frame. The trunnion is connected to the rear part of the longitudinal lever. Lower and upper rods have ends outer in a side direction, connected with the possibility of rotation to the longitudinal lever at the first and the third connection points, and inner ends connected with the possibility of rotation to the frame at the second and the fourth points, respectively. The convergence rod has an outer end connected to the trunnion at the fifth point, and an inner end connected to the frame at the sixth point. The fifth point is located further in the side direction from the central plane than the first and the third points.

EFFECT: increase in suspension travel, and reduction in dimensions of a vehicle.

19 cl, 44 dwg

Description

CROSS REFERENCE

[0001] For the purposes of the United States of America, this application is a continuation of U.S. Patent Application No. 15/010773, filed January 29, 2016, which claims priority of U.S. Provisional Application No. 62/109375, filed January 29, 2015 G.

FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

[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 side-by-side seats. The term "side by side" refers to a vehicle seating arrangement in which the driver and passenger sit side by side. Some side-by-side off-road vehicles also have a second row of seats to accommodate one or more additional passengers. These vehicles typically have an open cab, roll cage and steering wheel.

[0004] To be able to operate in off-road conditions, a side-by-side off-road vehicle must be able to operate in bumpy terrain to operate on a variety of surfaces, including, but not limited to, sand, mud, 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 problem is that the suspension units must have a large amount of travel to operate in bumpy terrain. However, as the wheels move up and down with the suspension units, in addition to the vertical movement, their orientation also changes. If this change in orientation is significant, it may adversely affect the handling of the vehicle.

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

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

SUMMARY OF THE INVENTION

[0008] The purpose of the present invention is to eliminate at least some of the disadvantages present in the prior art.

[0009] According to one aspect of the present invention, a vehicle is provided having: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, while the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; a front left wheel operatively connected to a left front suspension assembly; right front suspension assembly attached to the frame; a front right wheel operatively connected to the right front suspension assembly; left rear suspension assembly attached to the frame; 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 operatively connected to the rear left wheel and the rear right wheel, the rear differential forming a laterally extending axle of the rear differential; and a motor operatively connected to the rear differential, wherein the motor drives the right rear wheel and the left rear wheel via the rear differential. Each of the left rear suspension unit and the right rear suspension unit has: a trailing arm having a front end rotatably attached to the frame; a trunnion rotatably attached to the rear of the trailing arm; a lower rod having a laterally outer end rotatably attached to the trailing arm and a laterally inner end rotatably attached to the frame; an upper rod having a laterally outer end rotatably attached to the trailing arm and a laterally inner end rotatably attached to the frame; and a convergence bar having a laterally outer end rotatably attached to the trunnion and a laterally inner end rotatably attached to the frame. The lower stem, upper stem and toe bar are located completely behind the axle of the rear differential.

[0010] In some embodiments of the present invention, the rear left hub rotatably connects the rear left wheel to the trunnion of the left rear suspension assembly; the left axle shaft functionally connects the rear left hub to the rear differential; the rear right hub rotatably connects the rear right wheel to the trunnion of the right rear suspension assembly; and the right axle shaft functionally connects the rear right hub to the rear differential. The lower rods, upper rods and convergence rods are located completely behind the left and right axle shafts.

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

[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 to a trailing arm, wherein the upper ball joint is higher in the vertical direction than the axis of rotation the wheels of the respective one of the left rear wheel and the right rear wheel; and a lower ball joint rotatably connecting the trunnion to the trailing arm, the lower ball joint being lower in the vertical direction than the axis of rotation of the wheel.

[0013] In some embodiments 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 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 is deflected onto the horizontal plane relative to the projection of the second line passing through the points connection of the convergence rod with the trunnion and frame, on the 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 the frame on a horizontal plane; and the projection of the third line is deflected relative to the projection of the first line.

[0015] In some embodiments 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 points of connection of the lower rod with the trailing arm and frame, on a laterally extending vertical plane is deflected relative to the projection of the second line passing through the connection points of the convergence rod with the trunnion and frame, to the vertical plane; and the projection of the second line is deflected relative to the projection of the third line passing through the connection points of the upper rod with the trailing arm and the frame onto 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 pivotally attached to a trailing arm and an upper end pivotally attached to the frame.

[0017] In some embodiments of the present invention, the torsion bar is rotatably attached 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 connection point of the laterally outer end of the toe bar to the trunnion is laterally outside of the connection points of the laterally outer ends of the upper and lower rods with longitudinal lever.

[0019] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the connection point of the laterally inner end of the toe bar to the frame is laterally inward from the connection points of the laterally inner ends of the upper and lower bars 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 connection point of the laterally outer end of the toe bar to the trunnion is located longitudinally behind the connection points of the laterally outer ends of the upper and lower rods with longitudinal lever.

[0021] In some embodiments of the present invention, the rear left hub rotatably connects the rear left wheel to the trunnion of the left rear suspension assembly; the rear left brake disc is connected to the rear left hub; the rear right hub rotatably connects the rear right wheel to the trunnion of the right rear suspension assembly; 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 connection points of the toe bar with the trunnion and the frame passes through the circle formed by the perimeter of the respective one of the rear left and rear right brake discs.

[0022] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly: the laterally outer end of the lower rod is rotatably attached to the trunnion; and the laterally outer end of the upper rod is rotatably attached to the trunnion.

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

[0024] According to another aspect of the present invention, a vehicle is provided having: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, while the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; a front left wheel operatively connected to a left front suspension assembly; right front suspension assembly attached to the frame; a front right wheel operatively connected to the right front suspension assembly; left rear suspension assembly attached to the frame; 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 operatively connected to at least two of the wheels. Each of the left rear suspension unit and the right rear suspension unit includes: a trailing arm having a front end rotatably attached to the frame; a trunnion rotatably attached to the rear of the trailing arm; a rod having a laterally outer end rotatably connected to the trailing arm and trunnion and a laterally inner end rotatably connected to the frame; and a fastening means holding together the laterally outer end of the rod, the trunnion and the trailing 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 the lower rod; and the fastening means is the lower fastening means. Each of the left rear suspension unit and the right rear suspension unit also has: an upper rod having a laterally outer end rotatably connected to the trailing arm and trunnion, and a laterally inner end rotatably attached to the frame; and an upper fastening means holding together the laterally outer end of the upper rod, the trunnion and the trailing arm.

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

[0027] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly: the trunnion has an upper projection and a lower projection; the upper fastening means passes through the upper ledge; and the lower fastener extends through the lower projection.

[0028] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly: an upper projection is longitudinally located between the laterally outward end of the upper rod and the trailing arm; and the lower protrusion is located in the longitudinal direction between the laterally outer end of the lower rod and the trailing 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 ledge; and a lower ball joint located in the lower protrusion. The upper fastening means passes through the upper ball joint; and the lower fastener 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 bar having a laterally outer end rotatably attached to the trunnion by a toe bar fastener and a laterally inner end attached with the possibility of rotation 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, a toe bar is located in the vertical direction between the lower stem and the upper stem.

[0032] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the toe bar fastener is laterally outside of the lower and upper fasteners.

[0033] In some embodiments of the present invention, for each of the left rear suspension assembly and the right rear suspension assembly, the connection point of the laterally inner end of the toe bar to the frame is laterally inward from the connection points of the laterally inner ends of the upper and lower bars 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 bar is longitudinally behind the laterally outward ends of the upper and lower bars.

[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 assembly having a lower end pivotally attached to a trailing arm and an upper end pivotally attached to the frame.

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

[0037] According to another aspect of the present invention, a vehicle is provided having: a frame; driver's seat attached to the frame; a passenger seat attached to the frame, while the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; a front left wheel operatively connected to a left front suspension assembly; right front suspension assembly attached to the frame; a front right wheel operatively connected to the right front suspension assembly; left rear suspension assembly attached to the frame; 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 operatively connected to at least two of the wheels. Each of the left rear suspension unit and the right rear suspension unit has: a trailing arm having a front end rotatably attached to the frame; a trunnion rotatably attached to the rear of the trailing arm; a lower rod having a laterally outer end rotatably attached to the trailing arm at a first connection point and a laterally inner end rotatably attached to the frame at a second connection point; an upper rod having a laterally outer end rotatably attached to the trailing arm at a third connection point and a laterally inner end rotatably attached to the frame at a fourth connection point; and a convergence bar having a laterally outer end rotatably connected to the trunnion at the fifth connection point and a laterally inner end rotatably connected to the frame at the sixth connection point. The fifth connection point is further laterally from the longitudinally and vertically extending central plane 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, a sixth connection point is laterally between a plane and a line 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 from a 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 from a plane.

[0043] In some embodiments of the present invention, the rear left hub rotatably connects the rear left wheel to the trunnion of the left rear suspension assembly; the rear left brake disc is connected to the rear left hub; the rear right hub rotatably connects the rear right wheel to the trunnion of the right rear suspension assembly; 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 laterally between the line passing through the first and third connection points and the corresponding one of the rear left and rear right brake discs.

[0044] In some embodiments of the present invention, the rear left hub rotatably connects the rear left wheel to the trunnion of the left rear suspension assembly; the rear left brake disc is connected to the rear left hub; the rear right hub rotatably connects the rear right wheel to the trunnion of the right rear suspension assembly; 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 respective one of the rear left and rear right brake discs.

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

[0046] In some embodiments, the implementation 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 constant velocity joint is functionally connected to the rear differential; the left semi-axis functionally connects the left constant velocity joint with the rear left wheel; the right constant velocity joint is functionally connected to the rear differential; and the right axle shaft operably connects the right constant velocity joint to the rear right wheel.

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

[0048] In some embodiments of the present invention, the centers of the left and right CV joints are above their respective central instantaneous axes when viewed from a rear vertical sectional view of a vehicle.

[0049] In some embodiments of the present invention, the centers of the left and right CV joints are laterally outboard of their respective central instantaneous axes when viewed from a top view of the vehicle.

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

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

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

[0053] In some embodiments, implementation of the present invention, the second, fourth and sixth connection points are in the lateral direction between the centers of the left and right constant velocity joints.

[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 the trunnion to the trailing arm, wherein the upper ball joint is higher in the vertical direction than the axis of rotation the wheels of the respective one of the left rear wheel and the right rear wheel; and a lower ball joint rotatably connecting the trunnion to the trailing arm, the lower ball joint being 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 assembly having a lower end pivotally attached to a trailing arm and an upper end pivotally attached to the frame.

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

[0057] In the context of the present application, the terms relating to the spatial orientation, such as front, rear, top, bottom, left and right, are presented from the usual point of view of the driver of the vehicle, sitting in it in the normal driving position. Terms relating to spatial orientation when describing or referring to components or subassemblies of a vehicle separately from the vehicle should be understood as they are understood when these components or subassemblies are installed on the 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 purpose, may not serve this purpose and/or may serve other purposes not expressly stated 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, the accompanying drawings, and the appended claims.

BRIEF DESCRIPTION OF GRAPHICS

[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 conjunction with the accompanying drawings, on which:

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

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

[0063] in FIG. 3 shows its front view in vertical section;

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

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

[0066] in FIG. 5 shows its left side view in vertical section with the body panels and left wheels removed;

[0067] in FIG. 6 is a left side vertical sectional view of the vehicle frame of FIG. one;

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

[0069] in FIG. 8 is a left side vertical sectional 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 vertical sectional view of the front of the frame of FIG. ten;

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

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

[0075] in FIG. 14 is a left side vertical sectional view of the back of the frame of FIG. 13;

[0076] in FIG. 15 is a plan view of the rear of the frame of FIG. 13;

[0077] in FIG. 16 is a front elevational view of the front suspension assemblies and associated frame portions of the vehicle of FIG. one;

[0078] in FIG. 17 is a right side elevational view of the components of FIG. 16;

[0079] in FIG. 18 is a bottom view of the components of FIG. 16;

[0080] in FIG. 19 is a plan view of the front suspension units of FIG. 16 with the shock absorber assembly removed, the steering assembly and the front of the power unit of the vehicle of FIG. one;

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

[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 components of the vehicle of FIG. 1, with the front and rear suspension units 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 components of the vehicle of FIG. 1 with the front and rear suspension assemblies in a position corresponding to an unladen vehicle on level ground;

[0084] in FIG. 23 is a rear elevational view of the frame, seats, engine and rear suspension units of the vehicle of FIG. one;

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

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

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

[0088] in FIG. 25B is an enlarged view of the laterally internal connections of the rear suspension units of FIG. 25A;

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

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

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

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

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

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

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

[00096] in FIG. 33 is a rear elevational view of the components of FIG. 31;

[0097] in FIG. 34 is a plan 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, suspension assembly, steering assembly and the rest of the power unit;

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

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

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

[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 of the bottom of the driver's seat removed;

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

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

DETAILED DESCRIPTION OF THE INVENTION

[00105] The present invention will be described in relation to a four-wheeled off-road vehicle 10 having two side-by-side seats and a steering wheel. However, it is contemplated that certain 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 (ATVs)), and off-road vehicles. having more or less than four wheels.

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

[00107] Frame 12 defines a central cabin area 22 within which driver seat 24 and passenger seat 26 are located. In the present implementation, driver seat 24 is located on the left side of vehicle 10 and passenger seat 26 is located on the right side of vehicle 10. 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. The steering wheel 28 is located in front of the driver's seat 24. The steering wheel 28 is used to turn the front wheels 14 to steer control of 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 are not limited to, speedometer, tachometer, fuel gauge, position indicator i transmission and oil temperature gauge.

[00108] As can be seen in FIG. 5, engine 30 is coupled to frame 12 at the rear of vehicle 10. Engine 30 is coupled to a continuously variable transmission (CVT) 32 located on the left side of engine 30. CVT 32 is operatively coupled to transaxle 34 to transmit torque from engine 30 to transaxle 34. The transexl 34 is positioned behind the engine 30. The transexl 34 is operatively coupled to the front and rear wheels 14, 18 to propel the vehicle 10. The powertrain of the vehicle 10 will be described in more detail below. Fuel tank 36 is suspended from frame 12 in front of driver's seat 26, as best seen in FIG. 35. The fuel tank 36 is located above the bottom of the cabin area 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 cover 38, extends upward, to the right and back from the top, right and rear. fuel tank 36. A fuel pump (not shown) is inserted through the top of fuel tank 36.

[00109] Referring now to FIG. 1-4B, with reference to which the body panels of the vehicle 10 will be described. The body panels are connected to the frame 12. The panels help protect the internal components of the vehicle 10 and provide some of the 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 forward of the front suspension units 16 and laterally between the front wheels 14. The front panels 40 define two openings within which the headlights 42 of the vehicle 10 are located. The casing 44 defines an opening 45 through which the tops of the front suspension units 16 protrude, as will be described in more detail below. The front fenders 46 are located behind the front panels 40 on each side of the vehicle 10. Each front fender 46 is located partly above and partly behind its respective front wheel 14. The bottom panels 48 extend along the bottom of the frame 12 between the front and rear wheels 14, 18. As can be seen in FIG. 2 with respect to the left bottom panel 48, each bottom panel 48 has a front end located under the bottom of its corresponding front wing 46 and extends rearward from it. Generally, an L-shaped panel 49 is positioned behind the rear end of each lower panel 48. Generally, the L-shaped rear fenders 50 extend upward and then backward from the rear upper ends of the L-shaped panels 49. Each rear fender 50 is positioned partially above its respective rear wheel. 18 and partly before it. Holes are formed on the rear of the rear fenders 50 to accommodate the brake lights 64 of the vehicle 10. It is contemplated that the brake lights 64 may be replaced with reflectors, or that reflectors may be provided in addition to the brake lights 64.

[00110] On each side of vehicle 10, front fender 46, bottom panel 48, L-panel 49, and rear fender 50 define a passageway 52 through which the driver (or passenger, depending on the side of vehicle 10) can enter the vehicle 10 or leave it. Each side of vehicle 10 is provided with a door 54 which selectively closes the top of a respective passageway 52. Each door 54 is hinged at its rear to its respective rear fender 50 and associated frame portion 12 and selectively connects at its front to its corresponding front fender 46 by means of a release latch (not shown). It is contemplated that each door 54 can be hinged at its front and latch closed at its rear. As best seen in FIG. 2 with respect to 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 the nets may run at the bottoms of the aisles 52 when the doors 54 are closed, or that the doors 54 may be larger to cover the bottoms of the aisles 52.

[00111] As best seen in FIG. 4B, the rear fenders 50 form between them a cargo space 56 behind the seats 24, 26. The cargo space 56 has a bottom 58 extending horizontally between the rear fenders 50. placement of anchorages, such as those described in US Pat. day 58 or in addition to them. It is also contemplated that bottom 58 may not be provided with any attachment features. It is contemplated that the bottom 58 may be replaced by a body that can be tilted to unload its contents. A divider panel 60 extends laterally and is positioned longitudinally between the seats 24, 26 and the floor 58. As a result, the divider panel 60 separates the cabin area 22 from the cargo area 56. As best seen in FIG. 4A and 4B, the rear panels 62 are positioned laterally between the rear wheels 18 behind the bottom 58.

[00112] Referring 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 center portion 100, a front portion 102, and a rear portion 104. 104 is positioned behind the central portion 100. The central portion 100 defines the cabin area 22 in which the seats 24, 26 are located. The central portion 100 also defines the roll cage 106. The front suspension units 16 are connected to the central and front parts 100, 102 of the frame 12, as will be described in more detail below. Engine 30, CVT 32 and transexl 34 are supported by rear 104 of frame 12, as will be described in more detail below. The rear suspension units 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 members and steel brackets that are welded together. 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 non-circular cross section, 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 from a non-metallic material such as, for example, composite materials or plastics. It is also contemplated that at least some of the members and brackets may be connected to each other in ways other than welding, such as, for example, fastening and engagement. It is also contemplated that two or more of the members and brackets described below may be cast or otherwise molded as a single component. It is also contemplated that the frame 12 may have more or fewer members and brackets than described below, for example, depending on the type of materials used, the required strength and stiffness of the frame 12, and the weight of the components attached to the frame 12.

[00113] The center portion 100 of the frame 12 will be described in more detail with reference to FIG. 7-9 and 36. The central portion 100 has a bottom member 108 extending laterally. Brackets 110, 111, best seen in FIG. 36 are connected to the rear of the lower member 108 and extend rearward from the member 108. The brackets 110, 111 are positioned laterally inward from the ends of the bottom member 108. The brackets 110 are used to connect the rear suspension units 20, as will be described in more detail below. The brackets 111 are used to connect the rear of the seats 24, 26. The two lower members 112 are connected at their rear ends to the ends of the lower member 108. From the lower member 108, the lower members 112 extend forward and laterally inward. The lower element 116, passing in the lateral direction, is connected to the two lower elements 112 and passes 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 bottom member 118 is positioned forward of the bottom member 116. The bracket 120 is connected to the bottom member 118. The bracket 120 supports a portion of the powertrain of the vehicle 10, as will be described in more detail below. In general, the vertical members 114 extend upward from the ends of the laterally extending member 118. Diagonal elements 122 extend forward and laterally inward from the ends of the element 118, passing in the lateral direction, and are connected at their front ends with the element 123, passing in the lateral direction. Elements 108, 112, 114, 116, 118, 122 and 123 are straight.

[00114] In general, the vertical members 114 extend upward, forward, and laterally inward from their lower ends. The other two generally vertical members 124 are connected at their lower ends to the top of a laterally extending lower member 123. In general, the vertical members 124 extend upward, forward, and laterally inward from their lower ends. As seen in FIG. 8, the generally vertical members 124 are positioned in front of the generally vertical members 114. As also seen in FIG. 8, the upper ends of the generally vertical members 124 are higher in the vertical direction than the upper ends of the generally vertical members 114. Each generally vertical member 124 has a notch 126 at its front. Rectangular hollow element 127 (see Fig. 6, 17 and 36) is placed in the recesses 126 and connected to the vertical elements 114. generally vertical members 114, 124 and extend 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. Brackets 132 are connected to the top of recesses made in the laterally outer end of the elements 130. Bracket 134 is connected to and extends between the generally vertical elements 124. The other arm 135 is connected to the upper ends of the vertical members 124. The members 114, 122, 123, 124, 128 and 130 and the arm 134 form a barrier at the front of the cabin area 22. The plate 136 is connected to the top of the left horizontal member 128 and to the left side of the left, generally vertical member 124. The plate 136 is used to connect various braking system components to the frame 12, such as the master cylinder (not shown).

[00115] The supporting frame structure 138 is located behind the barrier formed from the elements 114, 122, 123, 124, 128 and 130, and connected to 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 up of a plurality of elements. The frame legs 138 are connected to and extend upward and backward from the generally vertical members 124 as seen in FIG. 17. As will be appreciated, in countries where regulations require the steering wheel 28 to be located 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 upward and backward from the ends of the lower member 108. The side members 142 are connected to and extend upward and backward from the vertical members 114. The transverse members 144 extend between and are connected to the rear portions of the lower members 112 and the side members 142. Each side member 142 and its corresponding bottom member 112 is provided with a bracket 146 extending therebetween and connected to the front portions of the members 142, 112. The side members 148 are connected to the top of the rear members 140. The side members 148 extend down and forward from the rear members 140 and connect to the rear ends of the side members 142. The brackets 150 connect the front portions of the side members 142 to the generally vertical members 114. Laterally extending member 152 is connected to the tops of the rear members 140. The brackets 153 are connected to the top of the notches made in ends of 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, passing in the lateral direction, is attached between the rear elements 140 under the element 152, passing in the lateral direction. Brackets 156 are connected to the element 155, passing in the lateral direction. The 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 belt systems. It is contemplated that in the case where the seat belts are three-point seat belts, one seat belt mechanism 157' may be provided (see FIGS. 39, 40). In such an embodiment, the seat belt mechanisms 157' will be mounted on the rear members 140 of the central part of the frame 12.

[00117] As best seen in FIG. 7, the laterally extending member 160 extends between and is connected to the side member 142 such that the member 160 is vertically spaced and parallel to the lower member 116. 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 to the brackets 132 and at its rear to the brackets 153. The posts 162 are connected to and extend upwards and forwards from the brackets 153. The top ends of the posts 162 fit into and are connected to connectors 164. Uprights 166 are connected to and extend up and back from brackets 132. The top ends of posts 166 fit into and are connected to connectors 164. As best seen in FIG. 8, struts 166 are curved near their center points. Brackets 167 are provided at the bend of the posts 166. The front transverse member 168 is connected to and extends between the posts 166. The transverse member 168 is connected to the uprights 166 at points located slightly behind the bends of the uprights 166. The cross member 168 has two inclined portions and a side portion located between the inclined portions. The sloped portions of the cross member 168 extend upward, rearward, and laterally inward from the uprights 166. The rear cross member 169 is connected to and extends between the uprights 166. The transverse member 169 is positioned behind the transverse member 168. The transverse member 169 is connected to the uprights 166 at points forward of the upper ends of the uprights 162. The cross member 169 has two sloping portions and a side portion located between the sloping portions. The sloping portions of the cross member 169 extend rearward and laterally inward from the legs 166. As best seen in FIG. 9, the side portion of the cross member 168 is longer than the side portion of the cross member 169. In general, the H frame structure 170 is attached by brackets 171 between the cross members 168, 169. The H frame structure 170 extends over the central portion of the cab area 22. As seen in FIG. 8, the H-shaped frame structure 170 is curved and is higher in the vertical direction than the top of the posts 166. As seen in FIG. 6 and 36, posts 172 are connected to connectors 164 and extend rearward, downward, and laterally inward from them. The uprights 172 extend through the rear fenders 50 and are connected to the bottom 58 of the cargo area 56. Brackets (not shown) connect the rear of the uprights 172 to the rear 104 of the frame 12.

[00119] Referring now to FIG. 10-12, with reference to which the front part 102 of the frame 12 will be described. described below. These front suspension components 16 are located between the front bracket 174 and the bumper frame assembly 179 as seen in FIG. 17.

[00120] Two members 180, extending in the longitudinal direction, are connected to the lower corners of the bracket 174 and extend back and slightly down from them. Laterally extending element 182 is connected to the rear ends of elements 180. Two elements 184 are connected to element 182 at locations that are laterally inward from where elements 180 are connected to element 182. From element 182, elements 184 extend upward. , backward and laterally outward. In general, triangular brackets 186 are connected to the elements 184 and 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 longitudinally extending member 188 is connected to the bottom center of the bracket 174 and to the lower center of the laterally extending member 182. Element 188 is parallel to elements 180. As seen in FIG. 11, element 188 extends backwards 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 placed in the recess 190 of the element 188 and is connected to the element 188. Plates 192 are provided on one side of the element 188. Each plate 192 is connected to the bracket 174, the 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 back, up and laterally outward from them. Bracket 196 is attached between the fronts of members 194 behind bracket 174. Bracket 196 has a top plate 198 and a back plate 200. Back plate 200 has two holes for connecting 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 outer sides of the elements 124 in the lateral direction.

[00123] Referring now to FIG. 13-16, with reference to which the rear part 104 of the frame 12 will be described. The front ends of the members 208 are connected to the rear of the bottom member 108 of the central portion 100 of the frame 12. The members 208 are coupled to the bottom member 108 at locations that are laterally inboard of the brackets 110. As seen in FIG. 6, the bottoms of elements 208 and elements 112 are aligned with each other. The two elements 210 seen in FIG. 6 and 36 are connected at their lower ends to the lower members 208, extend upwards, forwards and outward from them, and are connected at their upper ends to the rear members 140 of the central portion of the frame 12. Laterally extending member 212 extends between the members 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 a position in the lateral direction 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 position in the lateral direction between the right bottom member 208 and laterally centered on member 212. Bracket 214 extends forward from member 212 and bracket 216 extends aft from member 212. Brackets 214, 216 connect engine 30 to rear portion 104 of frame 12.

[00124] The 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. Members 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, passing laterally, is connected to the rear ends of the elements 222 and is located on the top 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 members 222 are connected near the ends of member 220. From member 220, members 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, bracket 206 has two holes 224, two holes 226 (only one shown), and two holes 228 (only one shown). Holes 226 are formed in the surface of the bracket 206, which is further back than the surface in which holes 224 and 228 are formed. Holes 224, 226 and 228 are used to connect the components of the rear suspension units 20, as will be described in more detail below. These components of the rear suspension units 20 are located between the bracket 208 and the bracket 230. The bracket 230 is located behind the bracket 206. As seen in FIG. 13, bracket 230 has two holes 232, two holes 234, and two holes 236 that are aligned with holes 224, 226, and 228, respectively. The holes 234 are formed in the surface of the bracket 230, which is further back than the surfaces in which the holes 232 and 236 are formed.

[00126] Referring now to FIG. 16-18, with reference to which the front suspension units 16 will be described in more detail. Since the left and right front suspension units 16 are mirror images of each other, only the right front suspension unit 16 will be described in detail. The components of the left front suspension assembly 16 that correspond to the components of the right front suspension assembly 16 have been designated with the same reference numbers in the figures.

[00127] Front suspension assembly 16 is a double A-arm suspension assembly. Thus, the front suspension assembly 16 has a lower A-arm 250, an upper A-arm 252, and a shock assembly 254. The shock assembly 254 includes a coil spring located around the water hammer, and the water shock has a separate reservoir connected to it. . Since damper assemblies of this type are well known, damper 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 attached to the frame 12 as will be described below. The laterally outer ends of the A-arms 250 and 252 are rotatably attached to the lower and upper portions of the kingpin 256, respectively. The kingpin 256 rotates about the A-arms 250, 252 about an axle 258 (FIG. 16) which is the pivot of the front wheel 14. The front wheel 14 is connected to a hub 260 which is rotatably coupled to the kingpin 256 such that the wheel 14 can rotate around the axis 262 of rotation of the wheel (Fig. 16).

[00129] As best seen in FIG. 18, the lower A-arm 250 has a front arm 264 and a rear arm 266. A bracket 268 (FIG. 18) is attached between the front and rear arms 264, 266 near their laterally outer ends. The laterally inner end of the front arm 264 is rotatably attached to the front bracket 174 of the front portion 102 of the frame 12 via an opening 178. As seen in FIG. 17, the laterally inboard end of the front arm 264 is positioned forward of the front bracket 174. The bumper frame assembly 179 is positioned forward of the laterally inboard ends of the front arms 264 of both lower A-arms 250 (i.e., the left and right assemblies 16 suspension) in such a way that the laterally inner ends of the front arms 264 are held between the front bumper assembly 179 and the front bracket 174. 17) connected to the lower member 123. As can be seen, the laterally inner end of the rear arm 266 is positioned forward of the lower member 122. The laterally inner ends of the front and rear arms 264, 266 and thus the lower A-shaped the lever 250 is rotated about the axis 274 of rotation.

[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 attached between the front and rear arms 276, 278. The laterally inboard end of the front arm 276 is rotatably attached to the front bracket 174 of the front frame portion 102 12 through opening 176. As seen in FIG. 17, the laterally inboard 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 inboard ends of the front arms 276 of both upper A-arms 252 (i.e., the left and right suspension assemblies 16 ) such that the laterally inner ends of the front arms 276 are held between the front bumper assembly 179 and the front bracket 174. laterally, the end of the rear arm 278 is located in front of the rear plate 200. The plate (not shown) is located in front of the laterally inner ends of the rear arms 278 of both upper A-arms 252 (i.e., left and right suspension units 16) thus that the laterally inner ends of the rear arms 278 are held between this th plate and back plate 200. The laterally inner ends of the front and rear arms 276, 278, and thus the upper A-arm 252, rotate about the pivot axis 286. 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 extend rearward and parallel to a vertical plane passing through the axle 37 of the vehicle 10. Which is better can be seen in Fig. 16, the pivot pins 274 of the two lower A-arms 250 are closer laterally to each other than the pivot pins 286 of the two upper A-arms 252. As best seen in FIG. 17, the laterally inner ends of the upper A-arm 252 are located closer together in the longitudinal direction of the vehicle 10 than the laterally inner ends of the lower A-arm 250.

[00131] As best seen in FIG. 19, the shaft 288 is connected to the top of the front and rear arms 276, 278 near their laterally outer ends. Shaft 288 pivotally connects the lower end of damper assembly 254 to the upper A-arm. From its lower end, shock absorber assembly 254 extends upward, rearward, and laterally inward. As best seen in FIG. 17, the upper end of the shock absorber assembly 254 is rotatably attached to the bracket 135 of the central part 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 absorber assemblies 254 of the left and right nodes 16 suspension so that the top ends of shock absorber assemblies 254 are held between bracket 290 and bracket 135. As best seen in FIG. 20, shock absorber assemblies 254 and bracket 290 extend through opening 45 in casing 44 of vehicle 10. Although not shown in FIG. 20, bracket 135 also extends through opening 45. As a result, the upper ends of shock absorber assemblies 254 and brackets 135, 290 are positioned above casing 44 and visible from outside 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 seating level 292 of the driver seated in the driver's seat 24 when the driver's seat 24 is in its rearmost position. Ride level corresponds to the axis of rotation between the human torso and hip as determined by the Ride Level Model and Ride Level Mechanism in Automotive Engineering Society document J826 (as amended November 2008), the contents of which are incorporated herein in their entirety by links.

[00132] Referring 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 stems 296 are ball-jointed to the brackets 294 at their lower ends. The stems 296 extend as a whole. vertically and connected at their upper ends to opposite ends of the transverse stabilizer 298 by means of ball joints. The transverse stabilizer 298 is supported by a pair of bushings 300. The bushings 300 are connected to the lower part of the elements 194 of the front part 102 of the frame 12.

[00133] Referring 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 units 20 are mirror images of each other, only the right rear suspension unit 20 will be described in detail. The components of the left rear suspension assembly 20 that correspond to the components of the right rear suspension assembly 20 have been designated with the same reference numbers in the figures.

[00134] The rear suspension assembly 20 has a trailing arm 350, a shock 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. Trailing arm 350 and rods 354, 356, 358 are connected to trunnion 360, as will be described in more detail below. The hub 362 (FIG. 23) is rotatably coupled to the trunnion 360. The rear wheel 18 is connected to the hub 362 such that the wheel 18 can rotate about the wheel rotation axis 364 (FIGS. 23, 24B). As best seen in FIG. 24A, brake disc 365 is mounted on hub 362. Brake caliper 367 is mounted on trunnion 360.

[00135] The trailing arm 350 is rotatably connected at its forward end to the bracket 110 of the center portion 100 of the frame 12 via a ball joint 369. The ball joint 369 is connected about an axle 366 (FIG. 26) which is located under the passenger seat 26. As seen in fig. 26, when the passenger seat 26 is in its rearmost position, as shown, the axle 366 is located in front of the rearmost point of the seat 26 bottom 368 and behind the most forward of the seat bottom 368 (Note: these points are located on the vertical lines 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 towards its front end. Front 374 defines two holes 380. Plate 382 and bracket 384 are connected to the top rear of front 374. Plate 382 and bracket 384 are used to connect the bottom end of shock assembly 352 and torsion bar 426 as described below. The curved portion 376 is connected at its front end to the rear portion of the front portion 374. The curved portion 376 thickens as it extends backwards. Curved portion 376 is curved such that as it extends backwards, it first extends laterally inward and then laterally outward. The rear end of the curved portion 376 is located laterally outside the rear end of the front portion 374. The trunnion receiving portion 378 is connected at its front end to the rear portion of the curved portion 376. trunnion 360. Brackets 390, 392 are provided in the trunnion receiving portion 378 to connect the trunnion 360 to the trailing arm 350 as described below. The scraper member 393 is connected to the bottom 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 longitudinally between the brackets 206, 230 of the rear portion 104 of the frame 12. The fastener 394 is inserted through the hole 232 of the bracket 230 (Fig. 13), the hole in the ball joint at the laterally inner end top bar 354 and an opening 224 in bracket 206 (FIG. 13) for pivotally attaching top bar 354 to rear 104 of frame 12. The laterally outer end of top bar 354 is located within a recess formed between bracket 390 and brace 386. the protrusion 396 of the trunnion 360 has a ball joint 397 (FIG. 27) located in it in a position above the axis 364 of rotation of the wheel. An upper lug 396 is housed in a bracket 390 forward of the laterally outward end of the upper shaft 354. As best seen in FIG. 25A and 27, one fastener 398 is inserted through the brace 386, the ball joint hole at the laterally outboard end of the top stem 354, the bracket 390, and the ball joint 397 in the top boss 396 of the trunnion 360 to secure together the top stem 354, the trunnion 360, and the longitudinal lever 350.

[00138] As best seen in FIG. 23, the laterally inner end of the toe bar 356 is located longitudinally between the brackets 206, 230 of the rear portion 104 of the frame 12. The fastener 400 is inserted through the hole 234 of the bracket 230 (FIG. 13), the hole in the ball joint at the laterally inner end toe bar 356 and a hole 226 in bracket 206 (FIG. 13) for pivotally attaching toe bar 356 to rear portion 104 of frame 12. Laterally outer end of toe bar 356 is positioned between brace 386 and trunnion 360. Laterally outer end The toe bar 356 is rotatably attached to the rear of the trunnion 360 by a fastener 402 inserted through a hole in the ball joint at the laterally outer end of the toe bar 356 and into the hole 404 (FIG. 27) of the trunnion 360.

[00139] As best seen in FIG. 23, the laterally inner end of the lower rod 358 is located longitudinally between the brackets 206, 230 of the rear portion 104 of the frame 12. The fastener 406 is inserted through the hole 232 of the bracket 230 (FIG. 13), the hole in the ball joint at the laterally inner end lower rod 358 and a hole 228 in the bracket 206 (FIG. 13) for pivotally attaching the lower rod 358 to the rear portion 104 of the frame 12. the protrusion 408 (FIG. 27) of the trunnion 360 has a ball joint 409 (FIG. 27) placed in it in a position under the axis 364 of rotation of the wheel. The lower lug 408 is housed in a bracket 392 forward of the laterally outward end of the lower stem 358. As best seen in FIG. 24A and 27, one fastener 410 is inserted through the brace 286, the ball joint hole at the laterally outboard end of the lower stem 358, the bracket 392, and the ball joint 409 in the lower boss 408 of the trunnion 360 to secure the lower stem 358, the trunnion 360, and the longitudinal lever 350.

[00140] As best seen in FIG. 24B, from their connections to the rear portion 104 of the frame 12, the bars 354, 356, 358 extend forward as they extend to the trunnion 360. The bars 354, 356, 358 are located behind the wheel pivot 364. Toe bar 356 is located behind the upper and lower bars 354, 358. As best seen in FIG. 25B, the laterally inner connection point 442 of the convergence rod 356 is located laterally inward from the laterally inner connection points 444, 446 of the upper and lower rods 354, 358. The connection point 442 is also laterally between the line 448 passing through the points 444, 446 connection, and the Central plane 450 of the vehicle 10, passing in the longitudinal and vertical direction. As seen in FIG. 25A, the laterally outer connection point 452 of the convergence rod 356 is positioned laterally outside the laterally outer connection points 454, 456 of the upper and lower rods 354, 358. The connection 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, line 460 through connection points 444, 454 of upper rod 354 is deviated from line 462 through connection points 442, 452 of convergence rod 356 and line 464 (hidden in FIG. 24B) through points 446, 456 connections of the lower rod 358. As seen in FIG. 25A and 25B, viewed from the rear, with the rear suspension assembly 20 in a position where the line 458 passing through the laterally outer connection points 454, 456 is vertical (i.e., as shown in FIGS. 25A, 25B) , lines 460 and 464 are parallel to each other, but line 462 is tilted relative to lines 460, 464. The relative angle between lines 460 and 464 varies by less than 1 degree over the entire range of travel of the rear suspension assembly 20, so that lines 460 and 464 are considered to be essentially parallel for all positions of the node 20 of the rear suspension. As seen in FIG. 24B, line 462 passing through connection points 442, 452 of toe bar 356 passes through a circle defined by the perimeter of its associated brake disc 365.

[00142] The shock assembly 352 includes a coil spring located around the hydraulic shock, and the hydraulic shock has a separate reservoir connected to it. Since damper assemblies of this type are well known, damper assembly 352 will not be described in more detail. The lower end of shock absorber assembly 352 is rotatably coupled to trailing arm 350 via a ball joint (not shown) about pivot pin 412 (FIG. 26) via bracket 384. From bracket 384, shock assembly 352 extends upward, forward, and laterally inward. . As seen in FIG. 23, the upper end of the shock absorber assembly 352 is rotatably attached to the bracket 154 of the center portion 100 of the frame 12 via a ball joint (not shown) about a pivot axis 414 (FIG. 26). As seen in FIG. 23, the top of shock assembly 352 is positioned laterally inboard of strut 172 and frame member 222 12. Motor 30 is positioned laterally between left and right shock assembly 352. As 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 higher in the vertical direction than the seat level 292 of the driver seated in the driver's seat 24, when the driver's seat 24 is in its rearmost position.

[00143] As the rear suspension assembly 20 moves up and down during operation of the vehicle 10, the trailing arm 350 and toe bar 356 rotate about the momentary central axis 466 of the rear suspension assembly 20. As seen in FIG. 24A and 24B, the instantaneous central axis 466 is an axis passing through the center of the ball joint 369 forward of the trailing arm 350 and the center of the ball joint at the laterally inboard end of the toe bar 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 axle 414 of the damper assembly 352 are arranged such that the center portion in the lateral direction of the backrest 416 of the passenger seat 26 has the most forward point 418 located behind the axle. 366 and a rearmost point 420 located forward of the pivot 414 when the passenger seat 26 is in its rearmost position, as shown. The same is true for the driver's seat 24 in relation to the left suspension unit 20.

[00145] As best seen in FIG. 24A, each of the left and right trailing arms 350 is rotatably attached to rods 422. Each rod 422 is connected by a ball joint (not shown) to its corresponding trailing arm 350 via a plate 382 and a bracket 384 between which its lower end is placed. Rods 422 extend upward and are pivotally connected by ball joints to opposite ends of torsion bar 426. Torsion bar 426 is coupled via two support bearings 424 to members 210 of rear portion 104 of frame 12, as seen in FIG. 5.

[00146] As seen in FIG. 22, line 428 through points 430 and 432 is located over the shoulder (generally indicated by bend 434) of the driver of vehicle 10 seated in driver's seat 24 in his rearmost position, as shown when his back is firmly against seat back 416. Bend 434 has a shoulder reference point as defined in ASC J826 (as amended November 2008). Point 430 is the point at the intersection of the pivot pin 414 of the rear shock assembly 352 and the pivot pin 436 of the rear shock absorber assembly 352. Point 432 is the point at the intersection of the upper pivot pin 438 of the front shock assembly 254 and the pivot pin 440 of the front shock absorber assembly 254 .

[00147] Referring now to FIG. 5 and 28-35, with reference to which the powertrain of vehicle 10 will be described. Engine 30 is attached to frame 12 behind line 370 (FIG. 26) through the rearmost point of seat bottom 368. More specifically, engine 30 has two engine mounts 500, 502 (FIG. 31) on its underside that are connected to brackets 214, 216 respectively (FIG. 13) of rear frame 12 104. 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, motor 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 connected to shift lever 504 (FIG. 35). The shift lever 504 is positioned laterally between the two seats 24, 26. The shift lever 504 allows the driver to select from several combinations of transaxle gear engagement 34, commonly referred to as 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 transexl 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 gear shifting and transaxle 34. It is also assumed that transexl 34 can choose between transmitting torque to only two of the wheels 14 or 18 and to all four wheels 14, 18, in which case a switch between mono and all-wheel drive will be provided next to the driver .

[00149] CVT 32 is mounted on the left side of engine 30 and transaxle 34. CVT 32 has a CVT crankcase 506 (FIGS. 32-34) within which are primary pulley 508, secondary pulley 510, and belt 512 (shown schematically in FIG. 29) . To cool the CVT 32, the CVT crankcase 506 is provided with two inlet pipes 514 for supplying air into the CVT crankcase 506 and two exhaust pipes 516 for venting air from the CVT crankcase 506. The inlet pipes 514 are connected to the bottom of the airbox 515, which has been removed to show its internals. The outlets of the exhaust pipes 516 are open to the atmosphere. Primary pulley 508 is mounted on and driven by output shaft 518 of engine 30 (shown schematically in FIG. 29) that protrudes from the left side of engine 30. In this embodiment, output shaft 518 is the crankshaft of engine 30, but it is assumed that it may be a separate shaft driven by the crankshaft. A secondary pulley 510 is mounted on and drives the input shaft 520 of the transaxle 34 (shown schematically in FIG. 29) that protrudes from the left side of the transaxle 34. It is contemplated that the CVT 32 may be mounted on the right side of the engine 30 and transaxle 34, and in this case, shafts 518 and 520 will protrude from the right side of engine 30 and transaxle 34, respectively. Belt 512 is wrapped around primary and secondary pulleys 508, 510 to transmit torque from primary pulley 508 to secondary pulley 510. As a result, motor 30 drives CVT 32 which drives transexl 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 bottom 368 of the driver's seat 24 when the seat 24 is in its rearmost position, as shown when the vehicle 10 is in an unladen state. condition on flat, horizontal ground. As also seen in FIG. 29, a line 522 passing through the highest points of the primary and secondary pulleys 508, 510 extends in the vertical direction above the seating level 292 of the driver seated in the driver's seat 24 when the driver's seat 24 is in its rearmost position.

[00151] The Transexl 34 has several gears connected to and driving the front output shaft 524 (FIG. 31). The Transexl 34 includes a 526 rear differential that is driven by multiple gears. Driven output gears (not shown) of the rear differential 526 rotate around a laterally extending axle 528 of the rear differential (FIG. 31). Rear differential driven output gears 526 are operatively coupled to and actuate left and right rear axle shafts 530 via constant velocity joints (CV joints) 531 (shown in FIGS. 24A-25B), also known as homokinetic joints, located within flexible housings. 532. From the rear differential 526, the rear axle shafts 530 extend downward (when the rear suspension units 20 are in the position shown in FIG. 24A) and laterally outward. The laterally outer ends of the rear axle shafts 530 are operatively connected to the axles of the rear wheels (not shown) and actuate them through universal joints (not shown) located inside the flexible casings 534 (Fig. 23). The rear wheel axles extend through trunnions 360 and are connected to rear wheel hubs 362 which in turn drive rear wheels 18. As seen in FIG. 24B and 28, the upper, lower toe bars 354, 358, and toe bars 356 are positioned completely behind the rear differential axle shafts 530 and axle 528.

[00152] To reduce the vertical movement of the axle shafts 530 into and out of the CV joints 531 as the rear suspension units 20 move up and down, the CV joints 531 are located near the instantaneous center pins 466 of the rear suspension units 20. As seen in FIG. 24B and 25B, the centers 535 of the CV joints 531 are located slightly laterally outward (FIG. 24B) and vertically above (FIG. 25B) instantaneous center pins 466. As best seen in FIG. 25B, the centers 535 of the CV joints 531 are located laterally outside the lines 448 passing through the connection points 444, 446 of the upper and lower rods 354, 358. Also, the centers of the CV joints 531 are lower in the vertical direction than the points 444, 442 connection of the upper rods 354 and convergence rods 356, and higher in the vertical direction than the connection points 446 of the lower rods 358.

[00153] As seen in FIG. 28, the front output shaft 524 of the transaxle 34 is located to the right of the longitudinal axis 37 of the vehicle 10. The front output shaft 524 is operatively connected to and driven by the drive shaft 536 via a cardan shaft 538. From the cardan shaft 538, the drive shaft 536 extends forward and to the left. The forward end of the drive shaft 536 is connected to a clutch (not shown) supported within a bearing assembly 540 mounted on a bracket 120 (FIG. 7). Another drive shaft 542, located in front of the bearing assembly 540 and coaxial with the drive shaft 536, is splined 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 through the gimbal 546. From cardan 546, the drive shaft 544 extends forward, up and to the left. The front end of the drive shaft 544 is operatively connected to and drives the front differential input shaft 548 by means of a universal joint 550. The front differential input shaft 548 is parallel to and to the left of the longitudinal axis 37.

[00154] The front differential input shaft 548 drives the front differential 552. As best seen in FIG. 30, the front differential 552 is mounted on the top of the plates 192 and surrounds the member 188 of the front section 102 of the frame 12. Fasteners (not shown) are inserted through the bottom of the plates 192 into the front differential 552 to secure the front differential 552 to the plates 192. The bottom of the front differential 552 is placed inside the perimeter formed by the bracket 174, the elements 180 and the element 182 of the front part 102 of the frame 12 (Fig. 10).

[00155] Driven output gears (not shown) of the front differential 552 rotate around a laterally extending axle 554 of the front differential (FIGS. 28, 29). Front differential driven output gears 552 are operatively coupled to and driven by left and right front axle shafts 556 via cardan shafts (not shown) located within flexible housings 558. in the position shown in Fig. 16) and laterally outward. The laterally outer ends of the front axle shafts 556 are operatively connected to and actuated by the front wheel axles (not shown) via cardan shafts (not shown) located inside the flexible housings 560. The front wheel axles pass through the pins 256 and are connected to the front wheel hubs 260 , which in turn drive the front wheels 14.

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

[00157] The air intake system has an upwardly facing air intake 600 located in an air box 515 above the front, left side of the engine 30. From the air intake 600, air flows into an air intake tube 602 that extends down, forward, and to the right, and enters through the top part of the air box 604 near its right end. The air box 604 is generally cylindrical and contains an air filter (not shown). From its right end, the airbox 604 extends down, forward, and to the left. The air box 604 is provided with a drain 606 at its lower left corner, which is the bottom of the air box 604, to ensure that any water that might accumulate in the air box 604 is drained out of the air box 604.

[00158] From the airbox 604, air enters an air tube 608 that extends generally to the right of the right end wall of the airbox 604 and enters the turbocharger 610. The turbocharger 610 is located forward of the cylinders of the engine 30 and generally laterally centered on 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 includes passages for the flow of air emanating from the air pipe 612 to cool the air that was previously heated in the turbocharger 610. The intercooler 614 is angled laterally between the seats 24, 26. The fan 620 is provided below 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 in the air tube 622 (FIG. 33) located on the right side of the engine 30. From the air tube 622, air enters the throttle body 624 (FIG. 34), which contains the throttle damper (not shown) to control the flow of air into the engine 30. The position of the throttle is determined at least in part by the position of the accelerator pedal 626 (FIG. 5) located forward of the driver's seat 24. From the throttle body 624, air enters the plenum space 628, passing laterally behind the cylinders of the engine 30. From the plenum space 628, air is supplied to the combustion chambers of the engine 30.

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

[00162] The muffler 660 is generally shaped like a cylindroid having closed ends. As best seen in FIG. 31 and 33, the muffler 660 is connected via two arms 666 to a bracket 670 located under the muffler 660. Vibration dampers (not shown) are provided between the arms 666 and the bracket 670. The bracket 670 is connected to the vibration damper 674, and the vibration damper 674 is connected to the bracket 676 having a pair of levers. Bracket arms 676 are connected to one side of a portion of transaxle 34 containing rear differential 526 behind axle 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] Referring now to FIG. 5, 19, 37 and 38, with reference to which the steering assembly of the vehicle 10 will be described. design 138 steering wheel. The steering wheel adjustment 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 through the shaft and cardan assembly 702 (FIG. 37) to the input shaft 704 (FIG. 19) of the electric motor and gearbox assembly 706. The electric motor and gearbox assembly 706 applies torque to assist in steering 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 referred to as 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 universal joints 712 to the input shaft 714 of the rack and pinion assembly 716. As seen in the figures, the rack and pinion assembly 716 is located behind the front shock assembly 254 and 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 assembly input shaft 714 716 rack and pinion. As will be clear 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 tie rods 718 are connected by ball joints to the front of the rack and pinion assembly 716. The laterally outer ends of the tie rods 718 are connected by ball joints to the lugs 720 at the rear of the king pins 256. By turning the steering wheel 28, the rack and pinion assembly 716 moves the tie rods 718 to the left or right, which turns the king pins 256 and hence the front wheels 14. , about their axes 258 of rotation, thereby turning the vehicle 10 in the direction corresponding to the direction of rotation of the steering wheel 28.

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

[00168] Two ringless roller bearings 752 are connected to the bottom of each seat 24, 26. Ringless roller bearings 752 are mounted on rails 754. Rails 754 are attached at their front ends to brackets 158 (see FIG. 7) of the central parts 100 of frame 12. From their front ends, the rails 754 extend back and down and are connected at their rear ends to pins 756. Pins 756 are connected to brackets 111 (FIG. 36).

[00169] Each ringless roller bearing 752 has a pair of plates 762 between which four rollers 764 are held. there are two rollers 764 on top of the rail 754 and two rollers 764 below the rail 754. Thus, the ringless roller bearings 752 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 are moved forward, they also move upward, as 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 ringless roller bearing 752 of each of the seats 24, 26 is provided with a laterally offset lever 766 (see FIG. 40) that protrudes from the front of its respective seat 24, 26 To set the position of its corresponding seat 24 or 26, the lever 766 is pushed to the left to disengage the pin (not shown, but located on part 768) on the lever 766 from the hole (not shown) in 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 the pin 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 metal casting 768. The casting 768 provides a hole (not shown) for receiving the pins 756 and a laterally extending hole (not shown) for receiving a fastener 770. The fastener 770 attaches clip 772 to casting 768. Clip 772 is used to attach the end of the lap portion 774 of seat belt 776 to 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 is to 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 (56)

1. Vehicle containing: frame; driver's seat attached to the frame; a passenger seat attached to the frame, and the passenger seat is located next to the driver's seat; left front suspension assembly attached to the frame; a front left wheel operatively connected to a left front suspension assembly; right front suspension assembly attached to the frame; a front right wheel operatively connected to the right front suspension assembly; left rear suspension assembly attached to the frame; 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 operatively connected to at least two of the wheels; wherein each of the left rear suspension unit and the right rear suspension unit contains: a trailing arm having a front end rotatably attached to the frame; a trunnion rotatably attached to the rear of the trailing arm; a lower rod having a laterally outer end rotatably attached to the trailing arm at a first connection point and a laterally inner end rotatably attached to the frame at a second connection point; an upper rod having a laterally outer end rotatably attached to the trailing arm at a third connection point and a laterally inner end rotatably attached to the frame at a fourth connection point; and a convergence bar having a laterally outer end rotatably attached to the trunnion at the fifth connection point, and a laterally inner end rotatably attached to the frame at the sixth connection point, wherein the fifth connection point is further laterally from the longitudinally and vertically extending central plane than the first and third connection points. 2. The vehicle according to claim. 1, characterized in that for each of the left rear suspension unit and the right rear suspension unit, the sixth connection point is laterally closer to the plane than the second and fourth connection points. 3. The vehicle according to claim. 1, characterized in that for each of the left rear suspension unit and the right rear suspension unit, the sixth connection point is located laterally between the plane and the line passing through the second and fourth connection points. 4. The vehicle according to claim. 3, characterized in that for each of the left rear suspension unit and the right rear suspension unit, the line is deflected relative to the plane. 5. The vehicle according to claim. 1, characterized in that for each of the left rear suspension unit and the right rear suspension unit, the line passing through the first and third connection points is in the lateral direction between the plane and the fifth connection point. 6. The vehicle according to claim 1, characterized in that it additionally contains: a rear left hub rotatably connecting the rear left wheel to the trunnion of the left rear suspension assembly; rear left brake disc connected to the rear left hub; a rear right hub rotatably connecting the rear right wheel to the trunnion of the right rear suspension assembly; and rear right brake disc connected to the rear right hub; wherein for each of the left rear suspension assembly and the right rear suspension assembly, the fifth connection point is laterally between the line passing through the first and third connection points and the respective one of the rear left and rear right brake discs. 7. The vehicle according to claim 1, characterized in that it additionally contains: a rear left hub rotatably connecting the rear left wheel to the trunnion of the left rear suspension assembly; rear left brake disc connected to the rear left hub; a rear right hub rotatably connecting the rear right wheel to the trunnion of the right rear suspension assembly; and rear right brake disc connected to the rear right hub; wherein 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 respective one of the rear left and rear right brake discs. 8. The vehicle according to claim. 1, characterized in that for each of the left rear suspension unit and the right rear suspension unit, the toe bar is located in the vertical direction between the lower bar and the upper bar. 9. The vehicle according to claim. 1, characterized in that each of the left rear suspension unit and the right rear suspension unit has an instantaneous central axis passing through the sixth connection point and the connection between the trailing arm and the frame; and wherein the vehicle further comprises: rear differential, functionally connected to the motor; left constant velocity joint, functionally connected to the rear differential; the left semi-axis functionally connecting the left constant velocity joint with the rear left wheel; right constant velocity joint, functionally connected to the rear differential; and the right axle shaft functionally connecting the right constant velocity joint with the rear right wheel. 10. Vehicle according to claim. 9, characterized in that the centers of the left and right joints of equal angular velocity are located near their respective central instantaneous axes. 11. Vehicle according to claim. 9, characterized in that the centers of the left and right constant velocity joints are above their respective central instantaneous axes when viewed from the rear in a vertical section of the vehicle. 12. The vehicle according to claim 9, characterized in that the centers of the left and right constant velocity joints are laterally outside their respective central instantaneous axes when viewed from above the vehicle. 13. The vehicle according to claim 9, characterized in that the centers of the left and right constant velocity joints are lower in the vertical direction than the fourth connection points. 14. The vehicle according to claim 13, characterized in that the centers of the left and right constant velocity joints are lower in the vertical direction than the sixth connection points. 15. The vehicle according to claim 14, characterized in that the centers of the left and right constant velocity joints are higher in the vertical direction than the second connection points. 16. The vehicle according to claim 9, characterized in that the second, fourth and sixth connection points are located laterally between the centers of the left and right joints of equal angular velocity. 17. The vehicle according to claim 1, characterized in that each of the left rear suspension unit and the right rear suspension unit additionally contains: an upper ball joint rotatably connecting the trunnion to the trailing arm, the upper ball joint being higher in the vertical direction than the wheel rotation axis of the respective one of the left rear wheel and the right rear wheel; and a lower ball joint rotatably connecting the trunnion to the trailing arm, the lower ball joint being vertically lower than the axis of rotation of the wheel. 18. The vehicle according to claim. 1, characterized in that each of the left rear suspension unit and the right rear suspension unit further comprises a shock absorber assembly having a lower end rotatably attached to the trailing arm and an upper end rotatably attached to the frame. 19. The vehicle according to claim 18, characterized in that it additionally contains a torsion bar rotatably attached between the trailing arms.

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