Hybrid utility vehicle

A cooling assembly for a hybrid vehicle includes a first cooling system configured to cool an engine and a second cooling system separate from the first cooling system and configured to cool a plurality of electrical components. The second cooling system is configured with a first method of cooling at least a first electrical component and is configured with a second method of cooling at least a second electrical component. The first method of cooling is different from the second method of cooling.

CROSS-REFERENCE TO RELATED APPLICATIONS

FIELD OF THE DISCLOSURE

The present application relates to a utility vehicle and, more particularly, a hybrid utility vehicle.

BACKGROUND OF THE DISCLOSURE

Electric vehicles are known to have at least one battery pack which may be operably coupled to an electric motor for charging the battery pack and/or for driving the wheels of the vehicle. A hybrid vehicle, however, also includes an engine. The hybrid vehicle, therefore, has to ensure that both the engine, electric motor, and battery packs are sufficiently cooled. Additionally, because the vehicle must have sufficient space for supporting the battery packs, any accessories or cargo to be carried on the vehicle may be positioned at alternative locations thereon.

SUMMARY OF THE DISCLOSURE

In one embodiment, a cooling assembly for a hybrid vehicle comprises a first cooling system configured to cool an engine and a second cooling system separate from the first cooling system and configured to cool a plurality of electrical components. The second cooling system is configured with a first method of cooling at least a first electrical component and is configured with a second method of cooling at least a second electrical component. The first method of cooling is different from the second method of cooling.

In a further embodiment, a hybrid vehicle comprises a plurality of ground-engaging members; a frame assembly supported by the plurality of ground-engaging members; an operator area supported by the frame assembly and including an operator seat and a front passenger seat; an engine operably coupled to the plurality of ground-engaging members; and an electrical assembly operably coupled to at least one of the engine and the plurality of ground-engaging members. The electrical assembly includes at least one high-voltage component and at least one low-voltage component. The vehicle also comprises a cooling assembly including a first cooling system fluidly coupled to the engine and a second cooling system fluidly coupled to the electrical assembly. The second cooling system includes an air intake on a lateral side of the hybrid vehicle and the at least one low-voltage component is positioned adjacent the air intake. The second cooling systems is configured to receive ambient air through the air intake and flow the ambient air across the low-voltage and high-voltage components

Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present invention, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed herein may have application to other types of vehicles such as other all-terrain vehicles, motorcycles, snowmobiles, and golf carts.

Referring toFIGS. 1A and 1B, an illustrative embodiment of a hybrid utility vehicle10is shown, and includes ground-engaging members, including front ground-engaging members12and rear ground-engaging members14, a powertrain assembly16, a frame assembly20, a plurality of body panels22coupled to frame assembly20, a front suspension assembly24, a rear suspension assembly26, and a rear cargo area28. In one embodiment, one or more ground engaging members12,14may be replaced with tracks, such as the PROSPECTOR II tracks available from Polaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340, or non-pneumatic tires. Vehicle10may be referred to as a utility vehicle (“UV”), an all-terrain vehicle (“ATV”), or a side-by-side vehicle (“SxS”) and is configured for travel over various terrains or surfaces. More particularly, vehicle10may be configured for military, industrial, agricultural, or recreational applications.

Referring still toFIGS. 1A and 1B, vehicle10includes an operator area30supported by frame assembly20, and which includes seating for at least an operator and a passenger. Illustratively, one embodiment of vehicle10includes an operator seat32and a front passenger seat34in a side-by-side arrangement. Operator seat32includes a seat bottom, illustratively a bucket seat, and a seat back. Similarly, front passenger seat34includes a seat bottom, illustratively a bucket seat, and a seat back. Additionally, cargo area28may be configured support additional passengers and/or cargo items.

Frame assembly20of vehicle10is supported by ground engaging members12,14. Frame assembly20includes a lower frame assembly20aand an upper frame assembly20b. Lower frame assembly20aincludes a front frame portion36and a rear frame portion38. Upper frame assembly20bis coupled to lower frame assembly20aand cooperates with operator area30to define a cab of vehicle10.

Powertrain assembly16is operably supported on frame assembly20and is drivingly connected to one or more of ground engaging members12,14. As shown inFIG. 2, powertrain assembly16may include an engine40and a transmission42. In one embodiment, transmission42may include a continuously variable transmission (“CVT”)42aand/or a shiftable transmission42b. Engine40may be a fuel-burning internal combustion engine, however, any engine assembly may be contemplated, such as hybrid, fuel cell, or electric engines or units. In one embodiment, powertrain assembly16includes a turbocharger (not shown) and engine40is a diesel internal combustion engine. Additional details of CVT42amay be disclosed in U.S. patent application Ser. No. 14/475,385, filed Sep. 2, 2014; U.S. patent application Ser. No. 15/388,106, filed Dec. 22, 2016; and U.S. patent application Ser. No. 16/357,695, filed Mar. 19, 2019, the complete disclosures of which are expressly incorporated by reference herein.

Powertrain assembly16also includes a driveline44comprised of at least a front differential46, a rear differential48, and a drive shaft49extending therebetween. Front differential46is operably coupled to front ground-engaging members12and rear differential48is operably coupled to rear ground-engaging members14. Additionally, powertrain assembly16includes at least one electric motor/generator50and includes or is operably coupled to at least one battery pack54. Optionally, powertrain assembly16also includes at least one traction motor52.

Various components of powertrain assembly16are operably coupled to each other, as shown inFIG. 2. For example, engine40may be operably coupled to transmission42, motor/generator50, and/or battery pack(s)54in at least one operating or drive mode of vehicle10. In embodiments, engine40may be operably coupled to driveline44through transmission42. As is also shown inFIG. 2, motor/generator50is operably coupled to battery pack(s)54, transmission42, driveline44, and/or traction motor52. Further, if traction motor52is included, traction motor52is operably coupled to battery pack54, motor/generator50, and/or driveline44. Additional details of powertrain assembly and the various operating or drive modes of vehicle10are disclosed in U.S. Pat. No. 10,118,477, filed Jun. 5, 2017, and issued Nov. 6, 2018, the complete disclosure of which is expressly incorporated by reference herein.

With respect toFIG. 3, operator area30is shown. Operator area30includes a plurality of operator inputs, such as a steering input56(e.g., a steering wheel), at least one display or gauge58which may be configured to transmit information to and from the operator, and a plurality of input members59(e.g., buttons, levers, switches, etc.) configured to allow the operator to change operating modes, conditions, parameters, etc. of vehicle10and/or change any other input, system, or component on vehicle10. Display58and input members59are supported on an upper portion or member62of a dashboard assembly60. Dashboard assembly60also may include a lower portion or member64thereof which extends below upper portion62. Lower portion64may be integrally formed with upper portion62or may be removably coupled thereto with fasteners.

As shown inFIG. 3, lower portion64of dashboard assembly60may support an input console66which includes a plurality of input members68(e.g., levers, buttons, switches, etc.). Input console66includes a support panel70which is angled towards operator seat32. More particularly, support panel70may include an integral mounting bracket72or may be removably coupled thereto. Mounting bracket72includes a first leg74which extends outwardly from lower portion64of dashboard assembly60towards a left side of vehicle10and includes a second leg76which extends outwardly from lower portion64towards a right side of vehicle10. First and second legs74,76may be integral with each other or may be removably coupled to each other. The configuration of first and second legs74,76angles support panel70towards the operator seated on operator seat32. In this way, any of input members68on support panel70are positioned toward the operator and are in close proximity to the operator for easy accessibility during operation of vehicle10, thereby allowing the operator to keep his/her eyes on the road and not lean forward when accessing input console66.

Certain input members68may define drive mode controls, including a hybrid mode and a powertrain mode for stealth and/or hybrid operation. More particularly, an input member68amay actuate the hybrid mode which includes a combination of engine40and motor/generator50for operation of vehicle10, whereas the stealth mode, actuated by an input member68b, allows vehicle10to operate in an electric mode using only motor/generator50. In this way, vehicle10operates quietly and without the sound of engine40when in the stealth mode. More particularly, with respect to operation in the stealth mode, and as disclosed inFIG. 4, powertrain assembly16and/or electrical assembly100includes a hybrid control unit (“HCU”)300, an engine control unit (“ECU”)302, and an engine starter304. HCU300receives inputs related to the state of a key/start switch306, the engagement or disengagement of the hybrid mode via input member68b, and/or the engagement of disengagement of a brake pedal308. Based on the state of key/start switch306, input member68b, and/or brake pedal308, HCU300is configured to prevent unintentional engine starting and noises associated therewith when in the stealth mode.

When vehicle10operates in the stealth mode, there is a locking feature that prevents the hybrid mode from being engaged, thereby preventing the sound of the engine40or other components of powertrain assembly16from being actuated and exposing vehicle10to detection that would otherwise not be possible in the stealth mode. For example, and using display58, input members59, and/or input members68, an override feature would have to be engaged in which the operator may be required to confirm his/her intent to exit or disengage the stealth mode or may be required to enter a code, pin, or other input when disengaging the stealth mode.

However, and referring still toFIG. 4, when the operator intends to transition from the stealth mode to the hybrid mode, a plurality of intentional actions must be taken by the operator. More particularly, and as shown inFIG. 4, engine starter304is not connected to key/start switch306and, rather, all key/start switch states are wired to HCU300, including the engine start position. In order to engage the stealth mode, the operator engages input member68ato select the hybrid mode, engages brake pedal308, and turns key/start switch306to the engine start position. In embodiments, the operator keeps his/her foot on brake pedal308until engine40cranks and fully starts. HCU300controls ECU302over CANbus communication and engine starter304is controlled by ECU302.

The hybrid mode may allow the operator to choose a Hybrid Max Performance mode or a Hybrid State-of-Charge (“SOC”) mode. In the Hybrid Max Performance mode, both engine40and traction motor52will provide maximum assistance during acceleration and driving while minimal power from motor/generator50is diverted to charge the traction batteries of vehicle10. In the Hybrid SOC mode, maximum power is diverted to charge batteries54and minimal or no power is provided to traction motor52. The intent of the Hybrid SOC mode is to allow the operator to recharge batteries54as quickly as possible during operation of vehicle10. Additionally, in embodiments, certain displays, such as display58may include an input to actuate a Blackout mode where all visible lighting on vehicle10is disabled for night operations of vehicle10.

Input console66also may include certain input members68which define a push-button selection for the gear position in an intuitive pattern from the top-left to the bottom-right: Park, Reverse, Neutral, Low, and High. Illustratively, an input member68cmay correspond to Park, an input member68dmay correspond to Reverse, and an input member68emay correspond to Drive with input members68gand68hindicating High and Low, respectively. Additionally, input console66displays the currently-selected gear and the currently-active gear on the same display.

Referring toFIGS. 5A-11, a cooling assembly80for vehicle10is shown. Engine40and other mechanical components of powertrain assembly16may be cooled by a separate cooling system which is not shown. Rather, cooling assembly80ofFIGS. 5A-11is configured to cool various components of an electrical system100of vehicle10. For example, and as shown inFIG. 4and disclosed further herein, cooling assembly80is configured to cool battery pack54, electrical wires or conduits102, various electrical circuits or connections104, and other electrical components. Illustrative cooling assembly80is a water-cooled system, however, cooling assembly80may be cooled by any other mechanism, liquid, fluid, etc.

A housing82for portions of cooling assembly80and electrical assembly100is comprised of at least an upper cover84, opposing lateral side covers86, and at least one front cover88removably coupled together with removable fasteners or permanently joined together, for example with welds. In embodiments, a recess89is defined along a portion of front cover88to allow various components of vehicle10, such as drive shaft49or other components of powertrain assembly16to be positioned within a portion of housing82.

Right side cover86may include at least one grouping openings and corresponding louvers90configured to direct air within housing82and left side cover86includes a grouping of openings and corresponding louvers91which expel air from housing82. Additionally, front cover88may include at least one grouping of openings and louvers92configured to direct air within housing82. In this way, the openings and louvers90,92define air intake locations of housing82and cooling assembly80and openings and louvers92define an air outlet of housing82. More particularly, and as shown best inFIG. 6, ambient air A is configured to flow into housing82through the air intake on right side cover86and through the air intake on front cover88. The angle of louvers90,92directs air A laterally through housing82such that air A flows from the right side of housing82toward the left side of housing82. In this way, cool, ambient air A flows into housing82and flows across battery pack54and any other electrical components within housing82to cool such components through convection. After flowing through housing82, air A, which has been warmed by the electrical components within housing82, flows out of housing82through openings and louvers91on left side cover86.

Referring still toFIGS. 5A-11, cooling assembly80includes a frame110, a heat exchanger or radiator112, a fan114fluidly coupled to heat exchanger112, a plurality of cooling plates116,118supported by frame110, an electric water pump120, and various cooling conduits, such as conduit117(FIG. 7) configured to flow cooling water between motor/generator50(FIG. 2) and heat exchanger112and conduit119(FIG. 7) configured to flow cooling water between traction motor52and heat exchanger112. Frame110of cooling assembly80is supported by lower frame assembly20aof vehicle10(FIG. 1A) and, illustratively, as shown inFIG. 6, is supported along the left side of vehicle10. Heat exchanger112is coupled to frame110along the left side of vehicle10and is positioned intermediate side cover86and fan114. Fan114is configured to pull ambient air A from right side cover86and front cover88through and across housing82such that warm air A flows outside of vehicle10through heat exchanger112and left side cover86.

Heat exchanger112is fluidly coupled to cooling plates116,118through pump120. More particularly, and as shown best inFIG. 9, pump120flows cooling water from heat exchanger112into a first conduit121to flow the water into first cooling plate116through a second conduit122. The cooling water circulates through first cooling plate116and flows from first cooling plate to second cooling plate118through a third conduit124. From second cooling plate118, the water may flow through a fourth conduit126which is fluidly coupled to conduit(s)117and/or119for flowing cooling water to motor/generator50and/or traction motor52. It may be appreciated that the water flowing through first and second cooling plates116,118, motor/generator50, and/or traction motor52is heated and, therefore, ultimately flows back into heat exchanger112to be cooled therein.

As shown inFIGS. 7-10B, frame110also may support various components of electrical assembly100for providing cooling thereto. More particularly, a charger128of electrical assembly100is positioned on frame110adjacent a first surface132of first cooling plate116. Charger128may include a heat sink, defined by a plurality of cooling fins130, positioned laterally outward thereof such that charger128is positioned laterally intermediate cooling fins130and first cooling plate116. It may be appreciated that charger128is positioned generally below an access plate or cover85of housing82, as shown inFIG. 5A, such that charger128is easily accessible for repairs or replacement. Additionally, an access plate or cover87is positioned on a forward end of housing82to also provide access to various components of electrical assembly100, such as charger128, switches, a manual shift for traction motor52(FIG. 2), etc.

Additionally, a first motor controller136, illustratively a generator control unit (“GCU”) for motor/generator50, may be positioned adjacent a second surface134of first cooling plate116. More particularly, and still referring toFIGS. 7-10B, motor controller136is part of electrical assembly100and is supported on frame110on an opposing side of first cooling plate116from charger128. In this way, first cooling plate116is positioned laterally intermediate charger128and first motor controller136and, as such, first cooling plate116is able cool both first motor controller136and charger128. Because of cooling fins130, charger128is cooled through convection as ambient air passes fins130; however, charger128also is cooled through the liquid cooling system of cooling assembly80through contact with first cooling plate116. As such, while first cooling plate116is necessary for cooling first motor controller136, first cooling plate116also provides enhanced cooling to charger128. Therefore, first cooling plate116is configured to cool multiple components of electrical assembly100by positioning electrical components on both sides of first cooling plate116.

It may be appreciated, and based onFIG. 11disclosed herein, that in various embodiments, first motor controller136and charger128do not operate at the same time and, therefore, first cooling plate116is only needed to cool either first motor controller136or charger128at any given time. More particularly, the same cooling plate116for charger128and first motor controller136can be optimally used because both charger128and first motor controller136do not operate and produce heat at the same time, but rather, charger128is used for charging batteries54from an external AC source, whereas first motor controller136is used to charge batteries54when vehicle10is in operation or in a stationary power mode.

To support first cooling plate116, charger128, and first motor controller136on vehicle10, frame110includes a side portion140comprised of at least longitudinally-extending members142, upstanding members144, mounting members146, a front cross-member148, a rear cross-member150, and a mounting rack152. In embodiments, mounting rack152is configured to support various components of electrical assembly100, such as a generator. Illustratively, upstanding members144are coupled to front cross-member148and are configured to support second cooling plate118thereon. Longitudinally-extending member142is coupled to a support plate154with removable fasteners (not shown). Support plate154is configured to support charger128on a first side thereof and support first cooling plate116and first motor controller136on a second side thereof. In one embodiment, first motor controller136is removably coupled to first cooling plate116instead of support plate154, however, in alternative embodiments, first motor controller136may be coupled to support plate154or any portion of frame110. Charger128is coupled to longitudinally-extending member142with a mounting bracket129, as shown inFIG. 7.

As shown best inFIG. 8, electrical assembly100also includes a second motor controller137, illustratively a traction control unit (“TCU”) for traction motor52, positioned rearward of second cooling plate118. Second motor controller137is positioned generally perpendicularly to first motor controller136. While second motor controller137is removably coupled to second cooling plate118, second motor controller137also may be coupled to any portion of frame110, such as front cross-member148and/or upstanding members144.

At least charger128, first motor controller136, and second motor controller137define a high-voltage system, circuit, or portion of electrical assembly100, which is generally positioned on a left side of vehicle10and is generally rearward of operator seat32. However, electrical assembly100also includes a low-voltage system, circuit, or portion, which is generally positioned on a right side of vehicle10and is generally rearward of front passenger seat34. The low-voltage system includes fuses, inverters, batteries54, and other low-voltage components. It may be appreciated that at least one DC-DC converter is included with electrical assembly100to convert high voltage to low voltage.

Because the low-voltage system includes components which generate and/or transmit voltages lower than that of the high-voltage components, the low-voltage system of electrical assembly100may not generate as much heat as the high-voltage system. As such, it is sufficient to cool and maintain the temperature of the low-voltage system through natural convection cooling using ambient air A. Conversely, because the high-voltage system includes components which generate and/or transmit voltages higher than that of the low-voltage system, the high-voltage system of electrical assembly100generates more heat than the low-voltage system and may require an enhanced cooling system, such as the liquid-cooling system of cooling assembly80. As such, the low-voltage components cooled through convection may be cooled at different (e.g., lower) rate of cooling than the high-voltage components cooled through liquid cooling. However, the components of the high-voltage system are positioned within the air flow path of the ambient air A for cooling the low-voltage system, so the high-voltage system is cooled through both the liquid cooling assembly80and through convection with ambient air A. More particularly, the components of the low-voltage system are positioned adjacent to the openings and louvers90,92such that they are close to the intake of ambient air A for efficient cooling. Fan114draws air into housing82at the right side of vehicle10such that the ambient air A is pulled across the low-voltage components. As the ambient air A flows through housing82and towards radiator112, the ambient air A also passes over the high-voltage components after flowing past the low-voltage components because the high-voltage components are positioned downstream of the low-voltage components. As such, components of vehicle10are strategically positioned rearward of seats32,34such that the ambient air A can be used to facilitate cooling of both the low- and high-voltage components.

While the illustrative embodiments ofFIGS. 5A-10Bdisclose that the low-voltage components, such as batteries54, are cooled through convection using ambient air A, cooling assembly80also is configured to cool the low-voltage components using the liquid cooling system thereof. For example, cooling assembly80may be configured to insert the low-voltage components into the liquid cooling system through fluid conduits and other components coupled to heat exchanger112.

For operation of the liquid cooled system of cooling assembly80, reference is made toFIG. 11. HCU300receives a plurality of inputs from various components of vehicle10, such as inputs related to the state or status of the ignition key/switch306, the state of charger128, the state of hybrid mode input68b, the state of the blackout mode input on display58(FIG. 3), the temperature of charger128, the temperature of second motor controller137, the temperature of first motor controller136, the temperature of traction motor52, the temperature of motor/generator50, the temperature of batteries54, and/or the temperature of the DC-DC converter(s). With these inputs, HCU300determines if pump120of the liquid cooling system and/or fan114should be activated. If pump120and/or fan114are activated, pump120and/or fan114continue to be active before and/or after a component is needed in order to keep the component temperatures low and allow for maximizing the performance of the liquid cooling system.

Referring still toFIG. 11, if charging (via charger128) is actuated, the key state is used to determine if vehicle10is in the “Key OFF” charging position or “Key ON” charging position. When in the “Key OFF” charging position, the liquid cooling system may be active for any component in cooling assembly80. Additionally, to minimize noise within cooling assembly80, pump120is turned on first and, only if additional cooling is required, will fan114then be turned on also. Additionally, to minimize noise when vehicle10operates in the stealth mode and/or the blackout mode, fan114can be calibrated to turn off by a switch or automatically turned off by HCU300.

Referring still toFIGS. 5A and 5B, while various components of electrical assembly100are positioned within an internal volume of housing82, other systems or components of electrical assembly100may be supported on the outer surface of housing82. Illustratively, the outer surface of housing82supports a connection assembly260of electrical assembly100. In embodiments, connection assembly260allows for external systems or packages to be connected to electrical assembly100. In embodiments, connection assembly260defines an autonomous ready connection assembly configured to quickly and easily plug into an autonomous operation controller, wiring harness, or other such component. More particularly, connection assembly260includes adapters or plug connectors262configured to receive mating or complementary plugs or adapters of an autonomous operation controller, wiring assembly, or the like. Connectors262are electrically coupled to wires or conduits264which extend along the outer surface of housing82and are electrically coupled to components of electrical assembly100within housing82through a connector266on front cover88. In this way, connection assembly260allows the operator to merely plug in an autonomous operation controller through connectors262to quickly connect such a controller to other components of electrical assembly100without the need to rewire or reconfigure portions of electrical assembly100.

In embodiments, connector assembly260includes the SMET required IOP signals which allows autonomy packages to be simply connected to electrical assembly100through connectors262. When vehicle10operates with an autonomous package, vehicle10has the ability for “Follow Me” modes, waypoint navigation, and drive-by-remote options, such as remote driving with a camera.

Referring now toFIGS. 12-18, vehicle10also is configured to support a plurality of accessories or cargo thereon. While many accessories and cargo may be supported in rear cargo area28(FIGS. 1A and 1B), upper frame assembly20balso may be configured to support one or more accessories, vehicle components, and/or cargo. In one embodiment, vehicle10includes a first portion160of upper frame assembly20bpositioned generally over operator seat32and front passenger seat34and a second portion162of upper frame assembly20bpositioned generally over a portion of rear cargo area28and is rearward of first portion160of upper frame assembly20b(FIGS. 1A and 1B). At least first portion160of upper frame assembly20bis configured to support an accessory or cargo rack assembly170. More particularly, rack assembly170is supported on longitudinally-extending members164, a front cross-member166, and a rear cross-member168. In one embodiment, members164,166,168have a circular cross-section, however, it is envisioned that rectangular or other cross-sectional profiles may be used.

Rack assembly170includes an accessory plate172, a first or forward coupler174, a second or rearward coupler176, and a tension assembly178. First and second couplers174,176each include a groove or recessed portion175,177which are configured to receive a portion of cross-members166,168, respectively. It may be appreciated that recessed portions175,177can receive cross-members of any shape and merely need to attach to generally parallel cross-members.

Tension assembly178allows rack assembly170to be adjustably positioned between cross-members166,168. Tension assembly178includes a shaft180having a threaded portion180aand a non-threaded portion180b, a tension coupler, illustratively a knob182, a lever arm184, a tension member186for lever arm184, a spring188, and a stop member190. In embodiments, knob182may be a worm gear with a knob, an over-center cam latch or mechanism, or any other similar device or mechanism. Tension assembly178is removably coupled to accessory plate172with removable fasteners192and rails194. More particularly, fasteners192are received through apertures196on accessory plate172and extend into apertures (not shown) on an upper surface of first coupler174. As disclosed further herein, first coupler174has a fixed position on accessory plate172while second coupler176is configured to move relative to accessory plate172.

Additionally, rails194are coupled to a lower surface of accessory plate172with adhesive, mechanical fasteners, or the like, or may be integrally formed with accessory plate172. Rails194are configured to receive second coupler176. Illustratively, second coupler176includes shoulders200which are received within a sliding surface or groove202of rails194and are configured to retain second coupler176between rails194. Shoulders200are configured to slide or translate along the length of rails194to allow for movement of second coupler176, as disclosed further herein.

First coupler174of rack assembly170includes a first mounting member204configured to receive a portion of shaft180. More particularly, first mounting member204includes an opening or through hole206configured to receive threaded portion180aof shaft180. The inner surface of through hole206is threaded such that threaded portion180aof shaft180is threadedly coupled therein. Non-threaded portion180bof shaft180is received within a second mounting member208of second coupler176. Second mounting member208also includes an opening or through hole210configured to receive non-threaded portion180b. Illustratively, non-threaded portion180bincludes a first spacer212and a second spacer214which are configured to flank and abut second mounting member208when the distal end of shaft180is positioned within through hole210. In this way, spacers212,214fix the position of the distal end of shaft180with respect to second coupler176.

Using knob182, the distance between first and second couplers174,176may be adjusted. More particularly, tension coupler182can be rotated along threaded portion180aof shaft180to adjust the position of threaded portion180awithin first mounting member204. As threaded portion180amoves within first mounting member204, second coupler176may be moved along rails194to move closer to or further from first coupler174, depending on the distance between first and second cross-members166,168and to allow rack assembly170to be coupled to first portion160of upper frame assembly20bafter assembly of vehicle10.

Tension assembly178is configured to maintain the distance between first and second couplers174,176once rack assembly170is coupled to upper frame assembly20b. Illustratively, lever arm184is received within an opening216of second coupler176and is secured therein with a removable fastener218. Lever arm184includes a pin219which is received within spring188and is configured to contact stop member190when spring188is fully compressed. Stop member190contacts or abuts rear cross-member168as lever arm184and spring188push against stop member190. Tension member186provides a pre-loaded tension or resistance on lever arm184. In this way, pressure is applied from second coupler176to rear cross-member168to take up any gap therebetween and maintain the position of rack assembly170on upper frame assembly20b. In other words, as tension assembly178is tightened against rear cross-member168, spring188is compressed and applies pressure to accessory plate172to take up the gap in rails194in order to minimize and prevent movement of rack assembly170on upper frame assembly20b. Additionally, because this pressure applied to rear cross-member168prevents movement of rack assembly170on upper frame assembly20b, noise or rattling sounds which could be caused by movement of rack assembly170are minimized.

To couple rack assembly170on upper frame assembly20b, second coupler176may be initially moved along rails194towards first coupler174to decrease the space between couplers174,176. This allows rack assembly170to be positioned over cross-members166,168of upper frame assembly20band first and second couplers174,176to be positioned between cross-members166,168. Once recessed portions175,177of first and second couplers174,176are generally aligned with cross-members166,168, respectively, tension assembly178may be engaged to secure rack assembly170to upper frame assembly20b. More particularly, tension coupler182may be rotated to move threaded portion180awithin first mounting member204. Because non-threaded portion180bis fixed to second coupler176, the movement of shaft180relative to first mounting member204increases the distance between first and second couplers174,176such that second coupler176moves rearwardly to engage rear cross-member168. Once second coupler176is engaged with rear cross-member168, tension coupler182may be rotated slightly more such that stop member190contacts rear cross-member168. Continued rotation of tension coupler182results in spring188being compressed at stop member190and tension member186engaging lever arm184. In this way, pressure is applied via tension assembly178to maintain the position of second coupler176on rear cross-member168in order to securely couple rack assembly170to upper frame assembly20b.

Once attached to upper frame assembly20b, rack assembly170is configured to support a plurality of cargo items, such as spare tires, fire extinguishers, fuel can holders, ammunition holders, a jack for vehicle10, tool boxes or holders, storage boxes, additional cargo to be transported by the vehicle, vehicle accessories, vehicle components, such as cameras, sensor equipment, body panels of vehicle10, and any other item. As noted herein, rack assembly170is configured to support a plurality of heavy objects and is configured to do so because tension assembly178holds rack assembly170on upper frame assembly20bin tension. It may be appreciated that the disclosure of rack assembly170herein illustrates that rack assembly170is coupled to upper frame assembly20bwithout any tools.

Referring toFIGS. 15-18, vehicle10is configured to support additional cargo thereon. Illustratively, vehicle10may include a cargo support assembly220, which as shown, may hold a spare tire222thereon. Spare tire222includes a tire223asupported on a wheel hub223b. In embodiments, cargo support assembly220is coupled to wheel hub223bto secure spare tire222to vehicle10and, more particularly, to a tail gate224of vehicle10. In this way, cargo support assembly220is positioned at rear cargo area28.

Cargo support assembly220includes a mounting surface236coupled to a frame member238. Frame member258includes upstanding portions239aand a base portion239b. In embodiments, upstanding portions239aand base portion239bare integrally formed together. Mounting surface236is coupled to frame member238with removable fasteners240.

Mounting surface236includes an attachment member242coupled thereto with fasteners244. Attachment member242has a generally L-shaped configuration and is configured to hook over the top of tail gate224when cargo support assembly220is positioned thereon. More particularly, attachment member242is configured to attach to an upper rail226of tail gate224.

Mounting surface236also includes mounting anchors252which are coupled thereto with fasteners254. Mounting anchors252extend forwardly from mounting surface236and are received over complementary mounting anchors234on a lower rail228of tail gate224. Mounting anchors234are supported on lower rail228with mounts232. Mounts232may be integrally formed with lower rail228or may be removably or permanently coupled thereto with fasteners, welds, adhesive, or any other attachment mechanism or material. In this way, cargo support assembly220is removably coupled to tail gate224with attachment member242and mounting anchors252. Illustratively, mounting anchors234and252may be configured as Lock & Ride® anchors available from Polaris Industries Inc.

Cargo support assembly220is configured to support at least spare tire222on vehicle10on the opposite side of mounting surface236from mounting anchors252. More particularly, a rear-facing side of mounting surface236includes a threaded T-handle250configured to threadedly couple with wheel hub223bof spare tire222. T-handle250is coupled to mounting surface236with fasteners248. As such, vehicle10is configured to support a plurality of cargo options at multiple locations of vehicle10.