Patent ID: 12194845

Corresponding reference characters indicate corresponding parts throughout the several views. Unless stated otherwise the drawings are proportional.

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 side-by-side vehicle, it should be understood that the features disclosed herein may have application to other types of vehicles such as all-terrain vehicles, motorcycles, watercraft, snowmobiles, and golf carts.

Referring toFIG.1, an illustrative embodiment of a vehicle100is shown. Vehicle100as illustrated includes a plurality of ground engaging members102. Illustratively, ground engaging members102are wheels104and associated tires106. Other exemplary ground engaging members include skis and tracks. In one embodiment, one or more of the wheels may be replaced with tracks, such as the Prospector II Tracks available from Polaris Industries, Inc. located at 2100 Highway 55 in Medina, MN 55340.

As mentioned herein one or more of ground engaging members102are operatively coupled to a power source130(seeFIG.9) to power the movement of vehicle100. Exemplary power sources include internal combustion engines and electric motors. In the illustrated embodiment, the power source130is an internal combustion engine.

Referring to the illustrated embodiment inFIG.1, a first set of wheels, one on each side of vehicle100, generally correspond to a front axle108. A second set of wheels, one on each side of vehicle100, generally correspond to a rear axle110. Although each of front axle108and rear axle110are shown having a single ground engaging members102on each side, multiple ground engaging members102may be included on each side of the respective front axle108and rear axle110. As configured inFIG.1, vehicle100is a four wheel, two axle vehicle.

Referring toFIG.6, the wheels104of front axle108are coupled to a frame112of vehicle100through front independent suspensions114. Front independent suspensions114in the illustrated embodiment are double A-arm suspensions. Other types of suspensions systems may be used for front independent suspensions114. The wheels104of rear axle110are couple to frame112of vehicle100through rear independent suspensions116. Referring toFIG.32, rear independent suspensions116in the illustrated embodiment include radius arms526and control arms530,532. Other types of suspensions systems may be used for rear independent suspensions116. In one embodiment, both front suspensions114and rear suspensions116provide about 14 inches of suspension travel. In one embodiment, both front suspensions114and rear suspensions116provide up to about 14 inches of suspension travel.

Referring toFIG.9, an internal combustion power source130is represented. Power source130receives fuel from a fuel source132and ambient air from an air intake system134. Exhaust is expelled from power source130through an exhaust system136. An output shaft138of power source130is coupled to a drive member of a CVT unit140. A driven member of the CVT unit140is operatively coupled to the drive member of the CVT unit140through a drive belt. CVT unit140receives ambient air through an air intake system160and expels air from an interior of CVT unit140through an exhaust system162. The driven member is coupled to an output shaft142which is operatively coupled to an input of a shiftable transmission144.

A first output shaft146of shiftable transmission144is coupled to a rear drive unit148. Rear drive unit148is coupled to corresponding wheels104through half shafts150. Rear drive unit148may be a differential. A second output shaft152of shiftable transmission144is coupled to a front drive unit154. Front drive unit154is coupled to corresponding wheels104through half shafts156. Front drive unit154may be a differential.

Various configurations of rear drive unit148and front drive unit154are contemplated. Regarding rear drive unit148, in one embodiment rear drive unit148is a locked differential wherein power is provided to both of the wheels of axle110through output shafts150. In one embodiment, rear drive unit148is a lockable/unlockable differential relative to output shafts150. When rear drive unit148is in a locked configuration power is provided to both wheels of axle110through output shafts150. When rear drive unit148is in an unlocked configuration, power is provided to one of the wheels of axle110, such as the wheel having the less resistance relative to the ground, through output shafts150. Regarding front drive unit154, in one embodiment front drive unit154has a first configuration wherein power is provided to both of the wheels of front axle108and a second configuration wherein power is provided to one of the wheels of axle108, such as the wheel having the less resistance relative to the ground.

In one embodiment, front drive unit154includes active descent control (“ADC”). ADC is an all wheel drive system that provides on-demand torque transfer to the front wheels when one of the wheels104of rear axle110lose traction and that provides engine braking torque to the wheels104of front axle108. Both the on-demand torque transfer and the engine braking feature of front drive unit154may be active or inactive. In the case of the on-demand torque transfer, when active, power is provided to both of the wheels of front axle108and, when inactive, power is provided to one of the wheels of front axle108. In the case of the engine braking, when active, engine braking is provided to the wheels of front axle108and, when inactive, engine braking is not provided to the wheels of front axle108. Exemplary front drive units are disclosed in U.S. patent application Ser. No. 12/816,052, filed Jun. 15, 2010, titled ELECTRIC VEHICLE, U.S. Pat. No. 5,036,939, and U.S. Pat. RE38,012E, the disclosures of which are expressly incorporated herein by reference.

Referring toFIG.10, an exemplary embodiment of air intake system134, air intake system160, and exhaust system162is shown. Air intake system134, in the illustrated embodiment, includes an air inlet housing170having an air inlet172. In the illustrated embodiment, air inlet housing170includes a single air inlet172. In one embodiment, air inlet housing170includes multiple air inlets. Ambient air enters an interior174of air inlet housing170through air inlet172. The air travels into a resonator portion176of air inlet housing170. In the illustrated embodiment, resonator portion176is a portion of air inlet housing170. In one embodiment, resonator portion176is a separate component which is coupled to air inlet housing170. Resonator portion176acts to dampen noise emanating from power source130to provide a quieter vehicle100during operation. The air exits resonator portion176and passes through a fluid conduit178to an airbox180of vehicle100. Fluid conduit178is coupled to a cylindrical portion182(seeFIG.12) of airbox180.

The air enters an interior184of airbox180. Referring toFIG.13, a filter188is positioned in interior184of airbox180. Once the air passes through filter188it exits through air outlets190provided in boots192(seeFIG.14) on the rear of airbox180. Boots192are coupled to the air intakes of power source130. Power source130uses the air in the combustion of fuel provided by fuel source132. The exhaust produced in the combustion process is expelled from power source130through exhaust system136. Referring toFIG.3, exhaust system136includes a muffler120coupled to power source130through a fluid conduit124(seeFIG.2). Muffler120is supported by frame112and positioned rearward of rear axle110. Muffler120is positioned transverse to a vertical centerline plane122of vehicle100as shown inFIG.6. A majority of muffler120is positioned rearward of frame112. Further, muffler120is positioned forward of a rear extent of the tires106of rear axle110and forward of a rear extent of vehicle100.

Returning toFIG.13, airbox180includes a base portion194and a front cover portion196. Base portion194and front cover portion196cooperate to hold filter188in place. Referring toFIG.12, a lower portion of base portion194and a lower portion of front cover portion196include hinge members198and hinge members200, respectively. Front cover portion196is rotatable in direction201and direction202about axis204to close and open airbox180, respectively. Referring toFIG.13, base portion194includes three couplers206which engage portions208of front cover portion196to retain front cover portion196and keep airbox180in a closed state. In the illustrated embodiment, couplers206are swing nuts and portions208are recesses. The shafts of the swing nuts are received in the recesses of portions208and the swing nuts are tightened to secure front cover portion196relative to base portion194.

When couplers206are loosened front cover portion196may be rotated in direction202about axis204relative to base portion194placing airbox180in an open state. In the open state filter188may be removed from interior184of airbox180while front cover portion196remains coupled to base portion194.

Returning toFIG.1, vehicle100includes a cargo carrying portion210. Cargo carrying portion210is positioned rearward of an operator area212. Operator area212includes seating211and a plurality of operator controls. In the illustrated embodiment, seating211includes a pair of bucket seats. In one embodiment, seating211is a bench seat. In one embodiment, seating211includes multiple rows of seats, either bucket seats or bench seats or a combination thereof. Exemplary operator controls include a steering wheel214, a gear selector216, an accelerator pedal218(seeFIG.2), and a brake pedal220(seeFIG.2). Steering wheel214is operatively coupled to the wheels of front axle108to control the orientation of the wheels relative to frame112. Gear selector216is operatively coupled to the shiftable transmission144to select a gear of the shiftable transmission144. Exemplary gears include one or more forward gears, one or more reverse gears, and a park setting. Accelerator pedal218is operatively coupled to power source130to control the speed of vehicle100. Brake pedal220is operatively coupled to brake units associated with one or more of wheels104to slow the speed of vehicle100.

Operator area212is protected with a roll cage222. Referring toFIG.1, side protection members262are provided on both the operator side of vehicle100and the passenger side of vehicle100. In the illustrated embodiment, side protection members262are each a unitary tubular member. Referring toFIG.25, side protection members262each include a first end264coupled to an upstanding member265of frame112. First end264may be coupled with a fastener, such as a bolt. A second end266of side protection members262is coupled to a bracket268secured to roll cage222. Second end266may be secured to bracket268through a fastener, such as a bolt.

In the illustrated embodiment, cargo carrying portion210includes a cargo bed234(seeFIG.5) having a floor224and a plurality of upstanding walls. Floor224may be flat, contoured, and/or comprised of several sections. The plurality of walls include a rear wall226(seeFIG.1), a right side wall228(seeFIG.1), a front wall230(seeFIG.2), and a left side wall232(seeFIG.2). Portions of cargo carrying portion210also include mounts213(seeFIG.5) which receive an expansion retainer (not shown). The expansion retainers which may couple various accessories to cargo carrying portion210. Additional details of such mounts and expansion retainers are provided in U.S. Pat. No. 7,055,454, to Whiting et al., filed Jul. 13, 2004, titled “Vehicle Expansion Retainers,” the disclosure of which is expressly incorporated by reference herein.

Referring toFIG.15, an exterior side wall of cargo carrying portion210is formed by body panel236which is coupled to cargo bed body panel238. Body panel236and cargo bed body panel238, as well as other body panels of vehicle100, are supported by frame112. Referring toFIGS.26and27, cargo bed body panel238is coupled to a cargo carrying portion base frame252through multiple connections. Fasteners may be used to couple cargo bed body panel238to cargo carrying portion base frame252. Exemplary fasteners include bolts, screws, clips, and other suitable devices for securing cargo bed body panel238to cargo carrying portion base frame252. Referring toFIG.27, cargo carrying portion base frame252is coupled to a rear frame portion254of frame112through multiple connections. Fasteners may be used to couple cargo carrying portion base frame252to rear frame portion254of frame112.

Body panel236includes a filter housing240having a recess therein to receive a filter242. Filter242is held in place in the recess of filter housing240with a cover244. In one embodiment, filter242is a foam filter. Cover244includes tabs246which are received in apertures (not shown) in body panel236to hold a first end of cover244relative to body panel236. Cover244further includes a latch member248which cooperates with a latch plate250of body panel236to hold a second end of cover244relative to body panel236.

Filter housing240, filter242, and cover244are part of air intake system134. Air inlet housing170is positioned in the space260between body panel236and cargo bed body panel238. Air inlet172of air inlet housing170is in fluid communication with an interior of filter housing240. In operation, ambient air passes through openings in cover244and into filter housing240. The air passes through filter242and into the interior of air inlet housing170through air inlet172. The air travels through the interior of air inlet housing170and through fluid conduit178into interior184of airbox180. Once the air passes through filter188it flows into the air intake of power source130.

Referring toFIG.3, the intake of air intake system134through cover244is positioned rearward of operator area212. In the illustrated embodiment, the intake of air intake system134is positioned rearward of roll cage222. In the illustrated embodiment, the intake of air intake system134is positioned above a top surface of ground engaging members102. In the illustrated embodiment, the intake of air intake system134is positioned above floor224of cargo bed234.

Referring toFIG.17, cargo bed234includes a removable cover270. As shown inFIG.18, when removable cover270is removed a service tray271is accessible. Service tray271is molded as part of body238. Tools may be placed in the service tray271during servicing of power source130. The tools in service tray271are retained therein when cover270is positioned over service tray271due to cover270generally closing off a top opening in service tray271. Further, when cover270is removed access to a space272is provided. In one embodiment, airbox180is positioned in space272. As such, in one embodiment, to remove filter188an operator would remove removable cover270to access airbox180and then loosen couplers206to permit front cover portion196to rotate in direction202. An operator may also change the sparkplugs of power source130through space272.

Removable cover270includes a plurality of tabs274along a first side of removable cover270. Tabs274are received in openings276provided in a recessed portion of floor224. Tabs274and openings276cooperate to retain removable cover270relative to floor224. On the opposite side of removable cover270, a latch mechanism278is coupled to removable cover270. Latch mechanism278includes a handle280which may be actuated by an operator. As shown inFIG.19, latch mechanism278interacts with a latch pin282which is coupled to floor224to couple removable cover270to floor224. When an operator rotates handle280in a direction284, latch mechanism278releases latch pin282and removable cover270may be rotated upward in direction284.

In one embodiment, removable cover270may be replaced with an accessory which includes the same tabs and latch placement as cover270. This permits further customization of the vehicle100. In one embodiment, an exemplary accessory includes a cooler for storing cold products.

Returning toFIG.18, cargo bed234includes a second removable cover290. When removable cover290is removed access to space292is provided. Cover290is held in place relative to cargo bed234with tabs294and tabs296which interact with portions of cargo bed234to retain removable cover290. Referring toFIG.20, an oil reservoir300for power source130is supported in space292. Oil reservoir300is supported by frame112(seeFIG.29). Removable cover290serves as a service door for checking the oil level within oil reservoir300. In one embodiment, a dip stick is provided to check the oil level. In one embodiment, the oil level may be checked by visual inspection.

Oil reservoir300provides oil to a pump of power source130. In the illustrated embodiment, power source130is a dry sump engine which receives oil from oil reservoir300. By placing oil reservoir above the pump of power source130, oil is continued to be provided to the pump of power source130when vehicle is on an incline. As shown inFIG.41, oil reservoir300is positioned rearward of a front edge of power source130and forward of a trailing edge of power source130and generally above power source130. Referring toFIG.42, oil reservoir300is generally to a driver side of vehicle100. By keeping oil reservoir300closer to power source130, vehicle100has increased performance in cold weather.

Returning toFIGS.10and11, air intake system160is shown. Air intake system160includes an air inlet housing320having an air inlet322. Ambient air is introduced into an interior324of air inlet housing320through air inlet322. Air inlet housing320receives ambient air which passes through a filter242located behind a cover244B (seeFIG.4) coupled to a body panel236B (seeFIG.4) of cargo bed234. The filter242is received in a filter housing of body panel236B which is generally a mirror image of filter housing240. Cover244B is coupled to body panel236B and removable from body panel236B in the same manner as cover244A is relative to body panel236A.

Returning toFIGS.10and11, the interior324of air inlet housing320is in fluid communication with an interior340of a CVT housing342through a fluid conduit326and a fluid duct328. Referring toFIG.10, CVT housing342includes a base portion344and a cover346. Cover346is removably coupled to base portion344through more or more couplers. Referring toFIG.22, couplers, such as threaded members, are received in apertures of coupling features350of cover346and are threaded into coupling features352of base portion344. In one embodiment, quick connect couplers are used to coupled cover346to base portion344. In one embodiment, a seal is provided between base portion344and cover346. Referring toFIG.3, CVT housing342is provided on a left side of vehicle100below cargo bed234to provide easy access to CVT housing342. As shown inFIG.28, CVT housing342is positioned completely rearward of line524associated with rear suspensions116and completely forward of control arms530and532of rear suspensions116.

Referring toFIG.22, fluid duct328includes a first open end360which receives the ambient air from fluid conduit326and a second open end362which mates with a diverter portion364of base portion344. In one embodiment, a seal is provided between open end362of fluid duct328and diverter portion364of base portion344. Fluid duct328is held relative to base portion344with a holder370. In the illustrated embodiment, holder370includes a pair of spaced apart fingers372which press against a flange374of fluid duct328as shown inFIG.21. Holder370is coupled to base portion344. In one embodiment, threaded couplers are received in openings374of holder370and threaded into coupling portions376of base portion344.

In the illustrated embodiment, holder370is further coupled to a shield380which is coupled to base portion344. Holder370bounds a side of a channel382formed by holder370and shield380. In one embodiment, channel382provides a routing region for wires, cables, and other items. A top of channel382is covered by a cover384which is removably coupled to holder370and shield380. The wires are captured in channel382between shield380and cover384.

Diverter portion364receives the ambient air from fluid duct328and communicates it to interior340of CVT housing342. Diverter portion364includes a plurality of conduits which direct the ambient air to various portions of interior340of CVT housing342. In the illustrated embodiment, diverter portion364includes a pair of conduits, conduit390and conduit392. Referring toFIG.23, in the illustrated embodiment, conduit390and conduit392are provided as part of the wall394of base portion344.

Referring toFIG.24A, conduit390enters interior340of CVT housing342through opening396in interior wall395of base portion344. Opening396is positioned proximate a drive member400of CVT unit140which is shown in phantom. Drive member400is coupled to output shaft138of power source130. Conduit392enters interior340of CVT housing342through opening398in interior wall395of base portion344. Opening398is positioned proximate to a driven member402of CVT unit140. Driven member402is coupled to shaft142of shiftable transmission144. Driven member402is operatively coupled to drive member400through a drive belt404.

Referring toFIG.24B, the flow path of air410from conduit390is illustrated. The air enters interior340through opening396. The shape of conduit390generally directs air410in direction412. Air410is directed by drive member400and the shape of base portion344along a front portion414of CVT housing342and a bottom portion416of CVT housing342. The air410removes heat from drive member400and drive belt404. The warmed air passes driven member402and exits interior340of CVT housing342through outlet duct418. In one embodiment, drive member400includes fins which direct airflow. An exemplary CVT member with fins is disclosed in U.S. patent application Ser. No. 12/069,521, filed Feb. 11, 2008, titled Suspension for an all terrain vehicle, the disclosure of which is expressly incorporated by reference herein.

Referring toFIG.24C, the flow path of air410from conduit392is illustrated. The air enters interior340through opening398. The shape of conduit392generally directs air410in direction420towards bottom portion416of CVT housing342. Base portion344includes directing features422and424which generally direct air410along two different paths, but generally towards bottom portion416of CVT housing342. Air410is directed by driven member402and the shape of base portion344generally along bottom portion416of CVT housing342and back portion426of CVT housing342. The air410removes heat from driven member402and drive belt404. The warmed air passes driven member402and exits interior340of CVT housing342through outlet duct418. In one embodiment, driven member402includes fins which direct airflow. An exemplary CVT member with fins is disclosed in U.S. patent application Ser. No. 12/069,521, filed Feb. 11, 2008, titled Suspension for an all terrain vehicle, the disclosure of which is expressly incorporated by reference herein.

As illustrated inFIGS.24B and24C, air410is split by diverter portion364into multiple streams of air. A first portion of the air410is directed at drive member400and a second portion of air410is directed at driven member402. Both the first portion and the second portion are introduced in a manner to generally direct the air410in a counterclockwise movement. This counterclockwise movement is consistent with the counterclockwise rotation of drive member400and driven member402during operation of CVT unit140.

During operation of vehicle100, the amount of air directed at each of drive member400and driven member402may change. In this embodiment, drive member400and driven member402include fins and generally act as fans. At low speeds, drive member400is spinning at engine rpm and driven member402is spinning at less than engine rpm. As such, drive member400draws more air than driven member402. At higher speeds, drive member400is still spinning at engine rpm, but driven member402is now spinning at higher than engine rpm. As such, driven member402draws more air than drive member400.

Returning toFIGS.10and11, outlet duct418is coupled to a fluid conduit430of exhaust system162. Fluid conduit430terminates in an open end432. Open end432of fluid conduit430is located generally above the head portion of power source130to provide airflow past the head portion of power source130. Referring toFIG.6, a skid plate438of frame112includes openings436which promote the movement of air relative to power source130.

In one embodiment, the air inlet172for air intake system134is positioned on a first side of vertical centerline plane122and the air inlet322for air intake system160is positioned on a second side of vertical centerline plane122. In one embodiment, as represented inFIG.10A, both air inlet172of air intake system134and air inlet322of air intake system160are positioned laterally outside of a lateral extent (w1) of power source130and CVT unit140and within a lateral extent (w2) of vehicle100. As represented inFIG.10A, air inlet172of air intake system134is positioned to a first lateral side of CVT housing342of CVT unit140and air inlet322of air intake system160is positioned to a second lateral side of CVT housing342of CVT unit140.

Referring toFIG.6, skid plate438may further include openings in one or both of regions440and442. These openings facilitate the movement of air through radiator444(seeFIG.3). As shown inFIG.3, the flow of air446enters through a front grill in vehicle100, passes through radiator444taking on heat, and then flows downward through one or both of regions440and442and underneath vehicle100. The flow of air446is directed away from operator area212.

Referring toFIGS.28-30, shiftable transmission144and rear drive unit148are provided within a common housing460(seeFIG.30). A housing462of power source130is coupled to housing460and is overall referred to as unit482. Referring toFIGS.37-40, the connection of housing460and housing462is shown.

Referring toFIG.37, housing460is coupled to housing462through a spacer484. As explained herein, spacer484is coupled to each of housing460and housing462through a plurality of fasteners. In one embodiment, spacer484is a cast piece. In one embodiment, spacer484maintains the centerline distance between the output shaft138of power source130and the input shaft142of shiftable transmission144. When a different power source130or shiftable transmission144is provided for vehicle100, a different spacer484may be used to maintain the centerline distance between the output shaft138of power source130and the input shaft142of shiftable transmission144.

Referring toFIG.37A, spacer484is represented. Spacer484includes a first portion483which is sized and arranged to couple to attachment features of housing462and a second portion485which is sized and arranged to couple to attachment features of common housing460. Referring toFIG.37B, another version of spacer484is represented, spacer484′. Spacer484′ includes a first portion486which is sized and arranged to couple to attachment features of a housing462′ which differs from housing462. In one embodiment, the difference between housing462′ and housing462is due to the changes in the power source130. Spacer484′ also includes a second portion487which is sized and arranged to couple to attachment features of a housing460′ which differs from common housing460. In one embodiment, the difference between housing460′ and common housing460is due to the changes in the shiftable transmission144. By simply changing the spacer484, various combinations of power source130and shiftable transmission144may be assembled. As shown in Table I, various spacers484may be used to form various combinations of power source130and shiftable transmission144.

TABLE ISpacerPower SourceTransmission(1stportion, 2ndportion)HousingHousing484462460(483, 485)484′462′460′(486, 487)484″462460′(483, 487)484″′462′460(486, 485)

Referring toFIG.38, the connection between housing460and spacer484is shown. As shown inFIG.38, housing460includes attachment features488and490. Each set of attachment features488and490include openings which receive a bolt492. Second portion485of spacer484also includes openings which receive bolt492. Bolt492is secured in place with threaded nuts494which threadably couple to bolt492. In one embodiment, other suitable fasteners or mating components are provided to couple second portion485of spacer484to housing460.

In the illustrated embodiment, adjusters496are also included. Adjusters496includes a first member497having an opening to receive bolt492and a threaded exterior surface and a second member498having an opening to receive bolt492and an interior threaded surface which is threadably engaged with the threaded exterior surface of first member497. A first end of first member497contacts a bushing495coupled to second portion485of spacer484and a second end of first member497contacts the head of bolt492. The first end of first member497is threadably received in the opening of attachment features488. Second member498contacts an outer surface499of attachment features488. In one embodiment, second member498is a locking nut. With this arrangement, first member497is generally in contact with outer surface499of spacer484and removes any bending stress from attachment features488.

Referring toFIG.39, the connections between housing462and first portion483of spacer484are generally the same as the connections between housing460and second portion485of spacer484. However, as shown inFIG.40, the upper connection between housing462and first portion483of spacer484does not include a threaded nut494. Rather, bolt492C is directly threaded into a bore501of housing462. The bore501of housing462is plugged at its end with a plug503. Plug503prevents fluid from being communicated from an interior of housing462.

Spacer484connects housing460and housing462together independent of the connection between output shaft138of power source130and input shaft142of shiftable transmission144. Neither of output shaft138of power source130nor input shaft142of CVT unit140pass through spacer484.

Spacer484connects housing460and housing462together to form unit482. As explained herein unit482is supported relative to frame112through three connections, one relative to housing460and two relative to housing462. Each of housing460and housing462includes at least one connection, but less than three connections. In one embodiment, one or both of housing460and housing462includes at least three connections to frame112.

In the illustrated embodiment, a single rear connection450and a pair of front connections452are provided. Housing462of power source130is coupled to brackets456of support member454. In the illustrated embodiment, support member454is cylindrical member having brackets456welded thereto. Power source130is coupled to brackets456through fasteners. Support member454is coupled to frame112through coupling members464(seeFIG.29). In a similar manner, housing460is coupled to frame112through a coupling member464(seeFIG.30).

Each coupling member464includes a first base portion466, a second base portion468, and a connecting portion470. Referring toFIG.29, in the case of front connection points452, first base portion466of coupling members464is coupled to frame112and second base portion468is coupled to the ends of support member454. Connecting portion470couples first base portion466to second base portion468. Connecting portion470is an elastomer or other type of material which permits second base portion468to move relative to first base portion466generally along its axis, but to generally maintain the position of second base portion468relative to first base portion466in radial directions. Additional details regarding coupling members464are provided in U.S. patent application Ser. No. 11/494,891, titled SIDE-BY-SIDE ATV, the disclosure of which is expressly incorporated by reference herein. Referring toFIG.30, a bracket474is coupled to housing460and a bracket478is coupled to a rear frame member480of rear frame portion254of frame112. Bracket474and bracket478are secured to housing460and rear frame member480through respective fasteners. First base portion466of coupling members464is coupled to bracket478through fasteners and second base portion468of coupling members464is coupled to bracket474through fastener476.

Referring toFIG.28, distance520represents the longitudinal extent of the mounting connections for power source130, shiftable transmission144, and rear drive unit148. The dashed lines pass through the center of the respective coupling members464. Distance522represents the longitudinal extent of rear independent suspensions116. Line524passes through the pivot axis of radius arms526of rear independent suspensions116. Line528passes through the center of control arms530and532. As shown inFIG.28, in the illustrated embodiment the longitudinal extent of the mounting locations for power source130, shiftable transmission144, and rear drive unit148is completely contained within the longitudinal extent of rear independent suspensions116.

Further, in the illustrated embodiment the power source130, shiftable transmission144, and CVT unit140are positioned completely behind seating211. In addition, in the illustrated embodiment output shaft138of power source130and output shaft142of CVT unit140both are oriented along a lateral extent of vehicle100. Further, the half shafts150extending from rear drive unit148are laterally extending. This arrangement eliminates the need for any right angle drives between power source130and the wheels104of rear axle110. This reduces the width of rear drive unit148which permits the use of longer half shafts150which in turn permits greater suspension travel for rear suspensions116. A right angle drive is included to connect front drive unit154to shiftable transmission144through output shaft152.

Referring toFIG.31, rear independent suspensions116includes radius arms526, control arms530and control arms532. Radius arms526are rotatably coupled to frame112about line524in directions530and532. In one embodiment, radius arms526are coupled to frame112through spherical bearings. As shown inFIG.31, line524is positioned below the seating region of operator area212. A rear portion534of radius arms526is coupled to a bearing carrier536. In the illustrated embodiment, bearing carrier536is fixed relative to radius arms526. Bearing carrier536includes an opening538through which one of the half shafts150is coupled to wheels104.

Bearing carrier536is also coupled to one of control arms530and one of control arms532. In the illustrated embodiment, control arms530and control arms532are rotatably coupled to bearing carrier536about axis540and axis542, respectively. Referring toFIG.32, control arms530and control arms532are further rotatably coupled to a support member550of frame112which is coupled to rear frame member480of frame112. As illustrated inFIG.32, control arms530and control arms532are coupled to the end of frame112. By configuring rear independent suspensions116such that control arms530and control arms532may be coupled to the end of frame112, an overall length of frame112may be reduced.

Further, referring toFIG.8, by configuring rear independent suspensions116such that control arms530and control arms532may be coupled to the end of frame112, the pivot axis of control arms530and control arms532relative to frame112may be positioned laterally within an envelope533of rear drive unit148.

Returning toFIG.31, a dampening member560is rotatably coupled to radius arms526and to an upper portion of frame112. Dampening member560is rotatably coupled to radius arms526and to frame112. Referring toFIG.6, radius arms526generally angle outwards from vertical centerline plane122. This arrangement of radius arms526accommodates a longer dampening member560and a more progressive suspension116. In the illustrated embodiment, dampening member560is a shock.

As illustrated inFIG.31, dampening member560is angled forward by having the connection point of dampening member560to frame112being forward of the connection point of dampening member560to radius arms526. By angling dampening member560forward area is provided rearward of dampening member560to mount additional components. Exemplary components include portions of exhaust system136, such as muffler120, and portions of air intake system134, such as airbox180. In one embodiment, dampening member560is angled forward by about 20 degrees, as represented by angle562.

As illustrated inFIG.32, dampening member560is angled inward by having the connection point of dampening member560to frame112being inward of the connection point of dampening member560to radius arms526. By angling dampening member560inward suspension116has a progressive motion ratio relative to wheel travel. In one embodiment, dampening member560is angled inward by about 15 degrees, as represented by angle564.

The angling of dampening member560both forward and inward causes the top of dampening member560to tilt towards a rotation axis650(seeFIG.28for passenger side suspension). Rotation axis650passes through the connection of radius arms526and frame112and the connection point of control arms530. From a top view (seeFIG.28) a centerline axis652of dampening member560is angled relative to axis650.FIG.28shows top view projections of both axis650and axis652on a horizontal plane. Axis652makes an angle654with a normal656of axis650. In one embodiment, angle654has a value of about 30 degrees. In one embodiment, angle654has a value of up to about 30 degrees. In one embodiment, angle654has a value of up to about 20 degrees. In one embodiment, angle654has a value of up to about 10 degrees. In one embodiment, angle654has a value in the range of about 10 degrees and about 30 degrees. In one embodiment, angle654has a value of about 0 degrees.

The position of dampening member560relative to axis650results in rear suspension116having a progressive motion ratio, in the illustrated embodiment. The motion ratio is defined as the derivative of the dampening member travel to the wheel travel (change in dampening member travel over change in wheel travel). A progressive motion ratio exhibits a higher change in dampening member travel at a higher change in wheel travel. An exemplary plot of the motion ratio for the illustrated embodiment, is provided inFIG.43.

The progressive nature of suspension116results in vehicle100being softer at normal ride heights and stiffer when suspension116is compressed. In one embodiment, the motion ratio for suspension116is in the range of about 0.5 to about 0.7. In one embodiment, the motion ratio for suspension116is in the range of about 0.6 to about 0.8. In one embodiment, the motion ratio for suspension116is in the range of about 0.5 to about 0.8. In one embodiment, the motion ratio for suspension116is in the range of about 0.52 to about 0.59.

As shown inFIG.8, control arm530is longer than control arm532. This results in a camber angle change as the wheel moves upward.

Referring toFIG.15, body panel236includes a fender portion552which has an opening554therein. The fender portion552assists in keeping mud off of the occupants of operator area212. Opening554receives air generally while vehicle100is traveling in a forward direction. The air generally impinges on surface556and is directed towards opening554. The air passes through opening554and flows around dampening member560to remove heat from dampening member560. Dampening member560is generally positioned proximate to opening554.

Returning toFIGS.31and33, radius arm526A and radius arm526B are coupled together through a sway bar570. Sway bar570is rotatably coupled to frame112. Sway bar570is further rotatably coupled to radius arm526A and radius arm526B through link572A and link572B, respectively. As shown inFIG.28, sway bar570is coupled to frame112at a location longitudinally forward of power source130. Sway bar570operates to tie rear suspension116A to rear suspension116B while still permitting the relative movement of radius arm526A relative to radius arm526B due to flexing of the arms of sway bar570. By placing sway bar570in front of power source130, sway bar570is closer to the pivot axis of radius arm526A and radius arm526B. This reduces the amount of flexion that sway bar570experiences during the operation of vehicle100.

By having sway bar570coupled to frame112at a location forward of power source130and the remainder of rear independent suspensions116not overlapping power source130, power source130may be placed lower on vehicle100resulting in a center of gravity580(seeFIG.3) of an unloaded vehicle100to be lower. In one embodiment, sway bar570is coupled to frame112at a location near the longitudinal placement of center of gravity580. Referring toFIG.3, center of gravity580of an unloaded vehicle100is positioned a distance582forward of rear axle110and a distance586above the rear axle110(a distance587above the ground). Center of gravity580is generally centered close to or on vertical centerline plane122of vehicle100.

In the illustrated embodiment ofFIG.3, distance584is 81.5 inches and distance582is about 43% of distance584when vehicle100is unloaded (Setup 1). The change in the ratio of distance582to distance584for various vehicle setups are provided in Table II for the illustrated embodiment.

TABLE II(Setup 3)(Setup 4)(Setup 1)(Setup 2)Vehicle with 200 poundVehicle with Driver,VehicleVehicle with 200Driver and 200 poundPassenger, and cargo (totalunloadedpound DriverPassengeradded weight 740 pounds)Change in CG—less than 1%1%6%

In one embodiment, the center of gravity580is generally aligned with a storage location of operator area212which reduces an amount of movement of the cargo within the storage compartment. In one example, the storage compartment is a cup holder.

The width of suspensions116permits an increased ground clearance without increasing the height of the center of gravity580. In one embodiment, a ground clearance of an unloaded vehicle100is at least about 10 inches. In one embodiment, the ground clearance of an unloaded vehicle100is about 13.5 inches. In one embodiment, the ground clearance of an unloaded vehicle100is about 14 inches.

When vehicle100is at a normal ride height control arms530and control arms532are generally parallel to the ground. With control arms530and control arms532generally parallel to the ground, the vehicle100is more resistant to vehicle roll.

Referring toFIG.35, radius arm526B is shown unassembled from vehicle100. Radius arm526B includes rear portion534B, a front portion590B, a connecting arm592B, a connecting arm594B, a first plate member596B, and a second plate member598B (seeFIG.4). Connecting arm592B and connecting arm594B are received in portions of opening600B and secured thereto. In one embodiment, connecting arm592B and594B are welded to opening600B. In a similar fashion, connecting arm592B and connecting arm594B are received in portions of rear portion534B and secured thereto. In one embodiment, connecting arm592B and594B are welded to rear portion534B. First plate member596B and second plate member598B are secured to connecting arm592B and connecting arm594B. In one embodiment, first plate member596B and second plate member598B are welded to connecting arm592B and connecting arm594B.

Front portion590B is the portion of radius arm526B which is rotatably coupled to frame112at line524. Front portion590B includes an opening600B which receives a fastener as does opening601B of frame112to couple radius arm526B to frame112. In one embodiment, a bearing is provided in opening600B. First plate member596B includes an opening602B which receives a fastener as does opening603B of link572B to moveably couple radius arm526B to sway bar570through link572B. In one embodiment, a bearing is carried by link572B. First plate member596B includes an opening604B which receives a fastener as does opening605B of dampening member560B to moveably couple radius arm526B to dampening member560B. In one embodiment, a bearing is carried by dampening member560B.

Rear portion534B includes openings608B-614B which align with openings618B-624B of bearing carrier536B. Fasteners are used to couple rear portion534B to bearing carrier536B such that rear portion534B is generally not moveable relative to bearing carrier536B.

Rear portion534B includes an open end606B. Referring toFIG.36, openings608B and610B are generally positioned to a rear side of drive shaft150B and openings612B and614B are generally positioned to a front side of drive shaft150B. By having rear portion534B include open end606B, it is possible to remove radius arm526B from vehicle100without uncoupling drive shaft150B from either wheels104or rear drive unit148. To remove radius arm526B from vehicle100, the fasteners coupling rear portion534B to bearing carrier536B are removed. Front portion590B is uncoupled from frame112. First plate member596B is uncoupled from link572B and dampening member560B. Radius arm526B may then be translated in direction630allowing drive shaft150B to pass through open end606B.

Further, bearing carrier536B does not need to be removed to remove radius arm526B. In addition, bearing carrier536B may be made of a lighter material than radius arm526B. In one embodiment, bearing carrier536is made of aluminum.

Referring toFIG.5, tires106defines an outer envelope of vehicle100. Tires106of front axle108are generally the first part of vehicle100to contact an obstacle. As such, vehicle100is able to travel up fairly steep grades and to maneuver over large obstacles. In one embodiment, a lateral width of vehicle100from the outside of a first tire106to the outside of a second tire106on the opposite side of vehicle100is about 64 inches. Further, by having tires106define the outer envelope of vehicle100the additional weight of an operator, a passenger, and cargo in cargo bed234does not generally affect the ride of vehicle100because the additional weight is within the front axle108and rear axle110of vehicle100. In the illustrated embodiment, a wheel base of vehicle100is about 81 inches and a length of vehicle is about 106 inches resulting in the ratio of the wheelbase to vehicle length being about 76%.

In one embodiment, vehicle100includes light emitting diode headlights640A,640B (seeFIG.7) and light emitting diode taillights642A,642B (seeFIG.8).

In one embodiment, vehicle100includes a network operatively connecting various components together. In one embodiment, the network is a CAN network. Exemplary CAN networks and vehicle components are disclosed in US Published Patent Application No. US20100090797, titled VEHICLE SECURITY SYSTEM; U.S. patent application Ser. No. 12/816,004, titled ELECTRIC VEHICLE; and U.S. patent application Ser. No. 11/218,163, titled CONTROLLER AREA NETWORK BASED SELF-CONFIGURING VEHICLE MANAGEMENT SYSTEM AND METHOD, the disclosures of which are expressly incorporated by reference.

Referring toFIGS.44and45, in one embodiment, a parking brake670of vehicle100is coupled to a shaft680of shiftable transmission144prior to rear drive148. In one embodiment, a rotor672of parking brake670is coupled to the shaft680of shiftable transmission144on a right side of shiftable transmission144and a caliper674of parking brake670coupled to housing460of shiftable transmission144.

Placing parking brake670on the shaft680of shiftable transmission144increases the life span of parking brake670. Further, the amount of braking force is reduced due to the increased mechanical advantage of coupling the parking brake670to the shaft680of shiftable transmission144as compared to a drive shaft152(seeFIG.9) of vehicle100. In one embodiment, parking brake670may also be used for dynamic braking in addition to being a parking brake.

While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.