Patent ID: 12208706

DETAILED DESCRIPTION OF THE DRAWINGS

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

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 all-terrain vehicles, motorcycles, watercraft, snowmobiles, people movers, and golf carts.

With reference toFIGS.1-4, a utility vehicle2is shown. Vehicle2includes a front end4and a rear end6. A plurality of ground engaging members, including front wheels8and rear wheels10, support utility vehicle2on a ground surface. In one embodiment, one or more of front wheels8and/or rear wheels10may be replaced with tracks, such as the Prospector II Tracks available from Polaris Industries, Inc., located at 2100 Highway 55 in Medina, MN 55340 or non-pneumatic tires, such as those shown in U.S. Pat. Nos. 8,176,957 and 8,104,524, the complete disclosures of which are expressly incorporated herein by reference. Additionally, because vehicle2is configured to traverse a variety of terrain and may be operated on various trails, in one embodiment, the width of vehicle2at ride height and without any payload (e.g., cargo, driver, and/or passenger) may be approximately 64 inches.

Referring still toFIGS.1-4, vehicle2includes a frame assembly12supported by front and rear wheels8,10and which is generally concealed by a body assembly14. Body assembly14includes a plurality of body panels supported by frame assembly12which couple together to define a continuous outer body of vehicle2.

As shown inFIGS.1-4, frame assembly12also supports an operator area16of vehicle2which includes seating18for at least an operator of vehicle2. Illustratively seating18includes only a single seat having a seat bottom20and a seat back22, however, in alternative embodiments, seating18may include side-by-side seating for at least the operator and a passenger. As shown, operator area16is an open-air operator area16, however, in other embodiments, vehicle2may include a cab assembly, including any or all of a front windshield, a rear windshield, full doors, and a roof, to enclose operator area16.

Referring toFIGS.1-4, rear end6of utility vehicle2supports at least portions of a powertrain assembly24, a cooling assembly26, and an air intake assembly28, as detailed further herein. Additionally, rear end6of utility vehicle2may support a cargo area or cargo box30positioned generally rearward of operator area16and generally above powertrain assembly24and cooling assembly26. Cargo area30is removable from vehicle2to access portions of cooling assembly26and other components supported at rear end6of vehicle2, as disclosed further herein.

As shown inFIGS.1-4, rear end6of vehicle2also includes a rear suspension assembly32including at least shock absorbers34and trailing arms36. Rear suspension assembly32generally extends around a portion of powertrain assembly24, including an engine380and a drive system comprising at least a continuously variable transmission (“CVT”)386and a shiftable transmission or gear train (not explicitly labeled). Front end4of vehicle2includes a front suspension assembly37including at least shock absorbers38and control arms39.

Referring toFIGS.5-18, frame assembly12extends between front end4and rear end6of utility vehicle2along a longitudinal axis L of vehicle2(FIG.7) and is supported on front wheels8and rear wheels10. Frame assembly12includes a lower frame assembly42, as shown inFIGS.6-7, and an upper frame assembly44, as shown inFIGS.8and9. Lower frame assembly42includes first upstanding members46and second upstanding members49positioned rearward of first upstanding members46. First upstanding members46extend generally vertically and reawardly to couple with diagonal members48. Diagonal members48also are coupled together with a cross-member50extending therebetween and are further coupled to upstanding members52and frame tubes54. Rearward ends of upstanding members52each includes a coupling member80and are coupled to frame members82. Diagonal members48also include coupling members56for coupling with upper frame assembly44, as disclosed herein.

Referring toFIGS.5-7, frame tubes54are each coupled to a rearwardly-extending frame member58, however, frame member58aon a right side of vehicle2(denoted by R inFIG.7) is positioned at a smaller vertical distance from coupling members56than frame member58bon a left side of vehicle2(denoted by L inFIG.7), as shown best inFIG.9. The vertical distance between frame member58band coupling member56on left side L of vehicle2allows for ingress and egress of the operator within operator area16. However, the vertical distance between frame member58aand coupling member56on right side R of vehicle2makes ingress and egress from operator area16on right side R seemingly less obvious to the operator, as disclosed herein. Additionally, frame member58aon right side R of vehicle2is coupled to a frame tube60which may further decrease the likelihood of ingress and egress from operator area16on right side R. Conversely, on left side L, a bolster bar62may be coupled to upstanding member52only and may be configured to support a door to facilitate ingress and egress from operator area16. Frame members58also are coupled to portions of upstanding members52.

Referring still toFIGS.5-7, first upstanding members46also are coupled to longitudinally-extending frame members64which extend continuously from front end4to rear end6. In this way, lower frame assembly42is configured as a one-piece frame such that lower frame assembly42does not include couplers positioned partially along the length of longitudinally-extending frame members64to couple together a front section and a rear section of lower frame assembly42. This one-piece construction of lower frame assembly42may result in lower frame assembly42having a lower weight but greater rigidity than a multi-piece frame assembly coupled together at a longitudinal distance between front end4and rear end6.

Longitudinally-extending frame members64are coupled to rear upstanding members66at rear end6. Upstanding members66extend vertically to couple with rear diagonal members68. Each rear diagonal member68includes a coupling member70configured to couple with upper frame assembly44(FIG.8), as disclosed further herein. Rear upstanding members66also couple with frame members82.

Additionally, longitudinally-extending frame members64are coupled together through a plurality of cross members72extending laterally therebetween. Additionally, an engine support member76is coupled to longitudinally-extending frame members64to support an engine390(FIG.42) of powertrain assembly24. Also, rear upstanding members66include a plurality of brackets78configured to support additional components of vehicle2, as disclosed further herein.

Referring toFIGS.8-13, lower frame assembly42is coupled to upper frame assembly44. More particularly, upper frame assembly44includes front upstanding members84, which each includes a coupling member86, and rear upstanding members88, which also each includes a coupling member90. In one embodiment, front upstanding members84are integral with rear upstanding members88such that upper frame assembly44is configured as a one-piece frame component. Illustratively, at least front and rear upstanding members84,88are comprised as a single weldment that extends continuously from front end4to rear end6of vehicle2and over operator area16. Alternatively, front upstanding members84may be separate from and coupled to rear upstanding members88. Upper frame assembly44also may include intermediate upstanding members92integrally formed with rear upstanding members88. Each of intermediate upstanding members92may include a coupling member94.

As shown inFIG.10, front upstanding members84of upper frame assembly44are coupled to diagonal members48of lower frame assembly42through coupling members56,86. More particularly, coupling members56,86have a generally complimentary shape to each other such that a recessed portion96of coupling member86receives a recessed portion98of coupling member56. In one embodiment, coupling members56,86are cast members comprised of a metallic material. When coupled together, coupling members56,86define a generally cylindrical member that has a diameter or perimeter that generally equals the diameter or perimeter of diagonal member48and/or front upstanding member84. Coupling members56,86are coupled together with removable fasteners, such as bolts100and nuts102. Additionally, a polymeric bracket or plug104may be included to retain nuts102on coupling members56,86. Coupling members56,86may be concealed by a body panel456(FIG.1) which is removably coupled to a portion of a hood assembly192of body assembly14.

As shown inFIG.11, rear upstanding members88of upper frame assembly44are coupled to rear diagonal members68of lower frame assembly42through coupling members70,90. More particularly, coupling members70,90have a generally complimentary shape with each other such that a recessed portion106of coupling member90receives a recessed portion108of coupling member70. In one embodiment, coupling members70,90may be cast from a metallic material. When coupled together, coupling members70,90define a generally cylindrical member that has a diameter or perimeter that generally equals the diameter or perimeter of rear diagonal member68and/or rear upstanding member88. Coupling members70,90are coupled together with removable fasteners, such as bolts110and nuts112.

Referring still toFIG.11, intermediate upstanding members92of upper frame assembly44are coupled to upstanding members52of lower frame assembly42through coupling members80,94. More particularly, coupling members80,94have a generally complimentary shape such that a recessed portion114of coupling member94receives a recessed portion116of coupling member80. In one embodiment, coupling members80,94are cast from a metallic material. When coupled together, coupling members80,94define a generally cylindrical member that has a diameter or perimeter that generally equals the diameter or perimeter of upstanding member52and/or intermediate upstanding member92. Coupling members80,94are coupled together with removable fasteners, such as bolts118and nuts120. Additionally, a polymeric bracket or plug122may be included to retain nuts120.

Referring toFIGS.12and13, upper frame assembly44further includes a front cross member124, an upper rear cross member126, a lower rear cross member128, and a longitudinal cross member130. Illustratively, front cross member124is coupled to front upstanding members84with coupling members526which are removably coupled to coupling members528on front upstanding members84with fasteners530,132. Similarly, upper rear cross member126is coupled to rear upstanding members88with coupling members134which are removably coupled to coupling members136on rear upstanding members88with fasteners138,140. Additionally, lower rear cross member128is coupled to longitudinal cross members130with coupling members142which are removably coupled to coupling members144on longitudinal cross members130with fasteners146,148.

As shown inFIGS.14-17, frame assembly12also may include a side frame member150coupled to lower frame assembly42. Side frame member150extends longitudinally in a direction parallel longitudinal axis L (FIG.7) and includes a generally horizontal platform or support plate152configured to support an accessory or person thereon. In one embodiment, side frame member150may be a rock slider provided as an accessory for vehicle2.

Illustratively, side frame member150includes a forward portion154which is removably coupled to a bracket156on upstanding member52of lower frame assembly42on right side R of vehicle2. More particularly, forward portion154includes a coupling member158with an opening160configured to receive a fastener (not shown) which extends through bracket156and opening160to removably couple forward portion154to bracket156. Additionally, side frame member150includes a rearward portion162which is removably coupled to a bracket164on upstanding member52on right side R of vehicle2. More particularly, rearward portion162includes a coupling member166with an opening168configured to receive a fastener (not shown) which extends through bracket164and opening168to removably couple rearward portion162to bracket164. A diagonal member170of side frame member150may extend between rearward portion162and a longitudinal member172extending between forward portion154and rearward portion162. In one embodiment, longitudinal member172is integrally formed with forward portion154and rearward portion162.

Side frame member150also may include an intermediate coupling member174which is configured to be received through an opening on a bracket176of lower frame assembly42. Illustratively, bracket176is coupled to a lower surface of upstanding member52. Intermediate coupling member174may include an opening178configured to receive a fastener (not shown) which extends into opening178for attaching intermediate coupling member174to a portion of lower frame assembly42.

As shown inFIGS.16and17, a plurality of accessories or components for vehicle2may be carried on vehicle2using side frame member150. Because, as disclosed above, the right side R of vehicle2may suggest to the operator that ingress and egress from operator area16(FIG.1) should occur on left side L, side frame member150and the accessory carried thereon are positioned on right side R of vehicle2, given that the operator does not enter or exit operator area16from right side R. In one embodiment, side frame member150may be configured to support a spare tire177(FIG.16) or an auxiliary fuel canister or tank175(FIG.17), however, side frame member150may be configured to support any accessory or component to be used with vehicle2, such as a toolbox, cargo, etc.

Referring toFIGS.18-36, portions of body assembly14are coupled to and supported by frame assembly12. For example, as shown inFIG.18, upper frame assembly44supports a visor or air deflector180of body assembly14. Illustratively, air deflector180is coupled to a bracket182on rear upstanding members88of upper frame assembly44with removable fasteners184. Air deflector180is configured to surround a portion of upper rear cross member126and rear upstanding members88. Additionally, air deflector180may be configured to direct air flowing along rear upstanding members88toward air intake assembly28, as disclosed further herein.

Additionally, as shown inFIGS.19-23, portions of body assembly14are disclosed. Referring toFIG.19, body assembly14may include a body panel186positioned on right side R of vehicle2and extending between a forward panel188and a rearward panel or fender190. In one embodiment, forward panel188is positioned below a portion of a hood assembly192. Illustrative body panel186is fixed to frame assembly12at right side R of vehicle2to make ingress/egress from operator area16along right side R less likely than from left side L. More particularly, body panel186extends above seat bottom20, which suggests to the operator that ingress and egress should occur on left side L. In this way, body panel186is not movable and does not define a door or opening through which the operator may step through when entering and exiting operator area16. By fixing the position of body panel186such that body panel186is a stationary member which decreases the likelihood of ingress/egress from operator area16on right side R, controls or other components within operator area16may be positioned at the right side of the operator when seated in seating18(FIG.1), as disclosed further herein. As is also shown inFIG.19, illustrative body panel186may include a recessed portion187which increases the operator's line of sight when seated on seat bottom20(FIG.1), as disclosed further herein.

Referring still toFIG.19, fender190may be a removable access panel configured to allow access to powertrain assembly24, cooling assembly26, air intake assembly28, and/or any other component supported at rear end6of vehicle2. More particularly, fender190includes a fastener194which is an illustrative quarter-turn fastener configured to remain with fender190when fender190is removed from vehicle2. Fastener194may be rotated approximately 90° between a locked position in which fender190is coupled to vehicle2and an unlocked position in which fender190may be removed from vehicle2. In other embodiments, fastener194may include any other fastener configured to removably couple fender190to frame assembly12and/or may be rotated less or more than 90° between the locked and unlocked positions. It may be appreciated that the use of quarter-turn fasteners on vehicle2allows for various components or members to be coupled to vehicle2without the need for tools.

Illustratively, as shown inFIGS.20B-22, fastener194includes a tab218(FIG.22) which is configured to be received within an opening220on a bracket222coupled to upstanding members52of lower frame assembly42. Tab218has an elongated configuration such that tab218is configured to be received through opening220when tab218is oriented in the direction of opening220. Once tab218slides through opening220, fastener194may be rotated approximately 90° to move tab to an orientation approximately perpendicular to the orientation of opening220. In this way, tab218abuts a portion of bracket222and cannot move through opening220, as shown inFIG.20B. When tab218abuts a portion of bracket222, fender190is coupled to vehicle2and cannot be removed therefrom. However, when fastener190is rotated approximately 90°, tab218aligns with opening220such that tab218is configured to move through opening220, thereby allowing fender190to be removed from vehicle2. It may be appreciated that fastener194, including tab218, remains on fender190even after fender190has been removed from vehicle2. Fasteners194on both left side L and right side R of vehicle2are configured to operate as disclosed herein in order to couple and uncouple fender190from vehicle2, thereby exposing or concealing portions of powertrain assembly24, cooling assembly26, air intake assembly28, and/or any other component supported on rear end6of vehicle2.

As shown inFIGS.19-22, fenders190on both right side R and left side L each includes an opening196extending rearwardly from fastener194. Opening196may allow air to flow into an air volume defined with portion of rear end6of vehicle, as disclosed further herein.

Referring still toFIGS.20A-22, a door assembly200includes an outer door cover or panel202which is coupled to a door frame204(FIG.20B). Door assembly200is positioned intermediate forward panel188and fender190on left side L of vehicle2. As such, door assembly200is similar to body panel186on right side R of vehicle2but door panel202is not fixed to frame assembly12and, instead, is configured to move between an open position and a closed position to allow the operator to enter and exit vehicle2. Door assembly200may extend downwardly toward a body panel206which extends generally continuously between forward panel188and fender190on left side L. Additionally, door panel202and door frame204also include a recessed portion205which increases the operator's line of sight when seated on seat bottom20(FIG.1), as disclosed further herein.

To allow door assembly200to pivot between the open and closed positioned, door assembly200is hingedly coupled to bolster bar62(FIG.20B) at hinges208. Hinges208on bolster bar62are configured to couple with a bracket210using removable fasteners212. More particularly, bracket210is coupled to door frame204and hinges208with fasteners212such that outer door panel202and door frame204pivot together about hinges208. Bracket210includes elongated openings214which receive fasteners212. Because openings214are elongated, the position of fasteners within openings214may be adjusted to adjust the position of door assembly200relative to forward panel188and/or fender190. In this way, door assembly200is configured to be positioned between forward panel188and fender190such that left side L of vehicle2includes a continuous plurality of body panels. Door assembly200also includes a handle216, as shown inFIG.20B, which latches to frame tube54(FIG.5) to maintain door assembly200in the closed position, for example, when the operator is driving vehicle2and/or when vehicle2is not in use.

Referring toFIG.23, an operator's field-of-view (“FOV”) when the operator is positioned on seating18in operator area16may be increased due to recessed portions187,205of panel186and door assembly200, respectively. More particularly, the FOV may be defined by sight lines460,462,464,466(FIGS.3,4, and23) of the operator when the operator is seated in operator area16and looking forward. As shown inFIGS.3,4, and23, the width of front end4of vehicle2may be narrowed such that the width of body assembly14is less than the width of front wheels8which allows the operator to have a sight line460on left side L and a sight line464on right side R showing at least the upper surfaces of front wheels8. Additionally, recessed portions205,187of body assembly14allow the operator to have a sight line462on left side L and a sight line466on right side R, respectively, showing a rear surface and lower surface of front wheels8. As such, the combination of the narrow width of front end4and recessed portions187,205increases the operator's FOV when seated in operator area16to allow the operator to generally see the entirety of front wheels8which may assist the operator when vehicle2is traversing rocks, logs, or other such terrain.

Referring toFIGS.24-27, body assembly14further includes hood assembly192. Hood assembly192includes side panels224and a removable center panel226. Center panel226is approximately centered on longitudinal axis L (FIG.7) and is positioned intermediate side panels224. Side panels224are configured to remain coupled to frame assembly12, however, center panel226is configured to be removed from vehicle2to access various components of vehicle2. More particularly, center panel226includes fasteners194as defined herein to removably couple and uncouple center panel226from body assembly14by rotating fasteners194approximately 90°. Additionally, the underside of center panel226includes tabs232, as shown inFIG.26, which are received within openings234of latches236on body assembly14, as shown inFIG.25. In this way, center panel226is removably coupled to body assembly14with fasteners194, tabs232, and latches236.

Body assembly14further includes a storage container or volume230below center panel226which is configured to support various components of vehicle2and/or cargo. Center panel226is sealingly coupled to body assembly14with a gasket or seal228positioned below center panel226which generally prevents fluids or dirt and debris from entering storage container230. In this way, storage container230is a “dry” storage area on vehicle2. Additionally, hood assembly192includes run-off channels225which flow water and debris downwardly and off of hood assembly192and away from storage container230. As shown inFIG.27, storage container230is coupled to lower frame assembly42with fasteners238. More particularly, storage container is coupled to a bracket240on first upstanding members46and a support member242extending rearwardly from first upstanding members46.

In one embodiment, as shown inFIG.27, storage container230may be removed to expose a housing231configured to support a battery244of vehicle2. Illustratively, housing231and battery244are positioned below storage container230and at front end4of vehicle2. A removable latch or strap246may be positioned over an upper surface of battery244to retain battery244in housing231. Illustratively, a rear end248of latch246may be inserted into a slot250of housing231and a front end252of latch236may be coupled to a protrusion254on housing231with a fastener257. In this way, battery244is supported at front end4of vehicle2, rather than within operator area16, and may be in a position where a cooling assembly, including a radiator, would be positioned on other vehicles.

Referring toFIG.28, operator area16includes seating18positioned rearward of a steering assembly, including a steering wheel256. Steering wheel256is positioned rearward of a gauge or display258configured to display vehicle parameters to the operator, such as vehicle speed, fuel level, a drive mode, etc. Display258and steering wheel256are supported on a dashboard assembly260which may include one or more storage areas262.

Additionally, operator area16may include a control panel264with a plurality of operator inputs266, illustratively five operator inputs266but also could include less than or more than five inputs266. Alternatively, operator inputs266may be positioned on panel265positioned immediately forward of a shifter270. Operator inputs266are positioned on one side of longitudinal axis L of vehicle2and, illustratively, are positioned on right side R of vehicle2because panel186is fixed to frame assembly12such that the operator may choose to enter/exit vehicle2at left side L, rather than on right side R. Because right side R is fixed and the operator is likely to choose to enter and exit vehicle2at left side L, various components within operator area16, such as operator inputs266, may be positioned on right side R without interfering with the operator's ability to enter and exit vehicle2. Operator inputs266may include push buttons, toggle switches, or any other member which receives an input from the operator to control operation of vehicle2. For example, operator inputs266may include an input for a drive mode (e.g., 4WD or 2WD), an input to turn on/off the vehicle lights, including high beam lights, low beam lights, and accessory light bars, an input to control a winch (not shown) or other accessories of vehicle2, wireless or Bluetooth® controls, an input for controlling a stereo or infotainment system of vehicle2, and any other input to control operation and/or various components of vehicle2.

Additionally, a second display or gauge268may be positioned adjacent operator inputs266to display additional information about vehicle2. Illustratively, gauge268also is positioned on right side R of vehicle2. In one embodiment, gauge268may be configured to wirelessly connect with the operator's phone (e.g., via a Bluetooth or cellular network) to display call, text, mapping, or other data from the phone on gauge268. Additional details of display258and/or gauge268may be disclosed in U.S. Pat. No. 9,324,195, issued on Apr. 26, 2016; U.S. Patent Application Publication No. 2016/0003621, filed on Aug. 25, 2015; U.S. patent application Ser. No. 15/161,720, filed May 23, 2016; and U.S. Patent Application Publication No. 2016/0332676, filed May 13, 2016, the complete disclosures of which are expressly incorporated by reference herein.

Also positioned adjacent operator inputs266on right side R of vehicle2is shifter270which is operably coupled to a portion of powertrain assembly24to provide an input of the selected driving gear. An ignition input272also may be positioned on right side R and may include a push button, a key, or any other input to start operation of vehicle2. In this way, operator inputs266, gauge268, shifter270, and ignition input272may be concentrated on right side R of vehicle2to allow the operator to easily access these inputs while seated on seat bottom20. More particularly, operator inputs266, gauge268, shifter270, and ignition input272may be positioned generally rearward of steering wheel256or laterally adjacent steering wheel256, thereby moving operator inputs266, gauge268, shifter270, and ignition input272closer to the operator. For example, in one embodiment, operator inputs266, gauge268, shifter270, and ignition input272may be positioned approximately 10-22 inches from a forwardmost end274of seat bottom20. Illustratively, operator inputs266, gauge268, shifter270, and ignition input272may be positioned approximately 11.5-20 inches from forwardmost end274of seat bottom20. In this way, when the operator is seated on seat bottom20and, even when wearing a seat belt or harness, the operator can still easily access operator inputs266, gauge268, shifter270, and ignition input272.

As shown inFIG.28, forwardmost end274of seat bottom20is aligned with longitudinal axis L such that a center portion276of seat bottom20is positioned along longitudinal axis L while side portions278of seat bottom20are positioned laterally outward of longitudinal axis L.

As shown inFIGS.28-31, operator area16further includes operator inputs such as a throttle pedal280and a brake pedal282to control acceleration and braking of vehicle2. Throttle pedal280is positioned to the right of longitudinal axis L and, in some embodiments, may be operably coupled to an electronic throttle control unit281through a lever arm283. As shown inFIG.30.

Referring still toFIGS.28-31, brake pedal282is positioned to the left of throttle pedal280and is generally positioned under a portion of steering wheel256. Brake pedal includes a first portion282aand a second portion282b. First portion282ais positioned adjacent throttle pedal280and at least partially aligns with longitudinal axis L and forwardmost end274of seat bottom20. Additionally, first portion282ais at least partially positioned under a center point of steering wheel256. The position of first portion282ais configured to receive the operator's right foot, such that if the operator drives with only his/her right foot, the operator's right foot can easily move between throttle pedal280and first portion282aof brake pedal282.

Second portion282bof brake pedal282is spaced apart from throttle pedal280by first portion282aof brake pedal282. Illustratively, second portion282bis positioned forward of side portion278of seat bottom20. Additionally, second portion282bis spaced apart from first portion282aby a wall284which extends generally rearwardly and/or diagonally from second portion282bto first portion282a. In this way, a foot surface286of first portion282ais longitudinally rearward of a foot surface288of second portion282b. As shown inFIG.28, second portion282bis positioned laterally outward from the center point of steering wheel256, longitudinal axis L, and forwardmost end274of seat bottom20. Second portion282bis configured to receive the operator's left foot, such that if the operator drives with both his/her right foot and left foot, the operator can maintain his/her right foot proximate throttle pedal280when his/her left foot contacts second portion282bof brake pedal282. In this way, the operator does not need to fully remove his/her foot from throttle pedal280in order to access brake pedal282.

Brake pedal282is coupled to a brake master cylinder290through a lever arm292which extends into a first arm294coupled to first portion282aof brake pedal282and a second arm296coupled to second portion282bof brake pedal282. More particularly, as shown inFIG.31, brake master cylinder290is coupled to lever arm292with a pin318and spring clip or other fastener319.

Brake master cylinder290, brake pedal282, and throttle pedal280are supported on a mounting bracket assembly300coupled to upstanding frame members49. As shown inFIG.31, mounting bracket assembly300includes a first bracket302directly coupled to upstanding frame members49and a second bracket304which is removably coupled to first bracket302with fasteners306,308. Lever arm292of brake pedal282is coupled to second bracket304with a pin310which is received within a mounting boss312on lever arm292. Pin310is configured to rotate within mounting boss312to allow rotational movement of lever arm292when the operator depresses brake pedal282. Additionally, washers314and C-clips316maintain pin310within mounting boss312. In addition to supporting brake pedal282, second bracket304also supports an electric power steering unit324which is operably coupled to steering wheel256(FIG.28) to facilitate the rotation of steering wheel256when the operator is turning vehicle2. As is also shown inFIG.31, throttle pedal280is coupled to first bracket302with fasteners320,322.

Referring toFIGS.28and32-34, within operator area16, body assembly14further includes a floorboard assembly330which is coupled at a front end to a front upstanding wall panel332. Alternatively, floorboard assembly330may be integrally formed with wall panel332. A foot rest334is removably coupled to both floorboard assembly330and front upstanding wall panel332with fasteners335. Additionally, as shown inFIGS.33and34, foot rest334also includes tabs338extending downwardly therefrom which are received within openings340of floorboard assembly330to further couple foot rest334to floorboard assembly330. In this way, because foot rest334is not molded to floorboard assembly330or wall panel332, foot rest334can be adjusted or replaced with a different foot rest configuration to accommodate the preferences and best ergonomics for the operator.

Foot rest334is positioned laterally outward from brake pedal282. Illustratively, foot rest334is positioned on left side L of vehicle2and is spaced apart from longitudinal axis L. Foot rest334includes a foot surface336on which the operator may rest his/her left foot during operation of vehicle2. Foot surface336of foot rest334is generally laterally aligned with foot surface288of second portion282bof brake pedal282such that foot surfaces288,336are positioned in the same vertically extending plane. In this way, the operator can easily move his/her left foot between second portion282bof brake pedal282and foot rest334when operating vehicle2with both feet. Illustratively, a lateral distance between foot rest334and second portion282bis less than a lateral distance between throttle pedal280and second portion282b. In this way, it is easy for the operator to access second portion282bafter resting his/her left foot on foot rest334than to move his/her right foot from throttle pedal280to second portion282b, thereby naturally defining second portion282bfor the operator's left foot, if the operator drives with both foot, and naturally defining first portion282afor the operator's right foot, if the operator drives with only the right foot. If the operator uses only his/her right foot to operator vehicle2, the left foot can remain on foot rest334at all times for a comfortable position when seated in operator area16. Additionally, foot surface336of foot rest334may be laterally aligned with throttle pedal280such that foot rest334and throttle pedal280are positioned in the same vertically extending plane.

As shownFIGS.35and36, floorboard assembly330includes a main portion342extending generally between right side R and left side L of vehicle2and extending from wall panel332to seating18(FIG.28). Main portion342may include drain caps344which can be removed from floorboard assembly330to allow fluids and debris within operator area16to be removed. Additionally, floorboard assembly330includes a center portion346which extends generally along longitudinal axis L (FIG.28) and is removably coupled to main portion342with fasteners348. When center portion346is removed from main portion342, a portion of powertrain assembly24, more particularly, a drive shaft350, is exposed. In this way, center portion346of floorboard assembly330may be removed to service or otherwise access drive shaft350.

Referring toFIG.37, drive shaft350extends generally along longitudinal axis L and extends under seating18. Drive shaft350is coupled to at least cross member72of lower frame assembly42with fasteners352. More particularly, drive shaft350includes a carrier bearing354which extends around a portion of drive shaft350and couples to cross member72with fasteners352. Illustratively, carrier bearing354is positioned forward of but vertically below seat bottom20within operator area16.

As shown inFIGS.37-40, a fuel tank360also is positioned under seat bottom20within operator area16. More particularly, fuel tank360is positioned under seat support members356,358of lower frame assembly42support seat bottom20on lower frame assembly42. Fuel tank360includes a filler tube362and a cap364which are positioned on left side L of vehicle2. In one embodiment, drive shaft350extends under fuel tank360and, more particularly, extends through a recessed portion366of fuel tank360. In this way, a first portion368of fuel tank360is positioned to one side of drive shaft350and a second portion370is positioned to the second side of drive shaft350. Fuel tank360may be coupled to lower frame assembly42with a retaining member372and brackets374which extend over an upper surface of fuel tank360and are coupled to support members376on lower frame assembly42with fasteners378. In this way, a downward force, rather than an upward force, is applied to fuel tank360to couple fuel tank360on lower frame assembly42. In one embodiment, and as shown inFIG.40, fuel tank360includes a fuel pump379positioned therein in a vertical orientation and a filter377positioned along a bottom surface of fuel tank360such that the inlet or “pick up” of fuel pump379is along the bottom of fuel tank360.

Referring toFIGS.41-49, air intake assembly28is shown. Illustratively, air intake assembly28is supported by rear end6of vehicle2. Additionally, at least a portion of air intake assembly28is supported by upper frame assembly44. More particularly, an air inlet380of air intake assembly28is supported by at least rear upstanding frame members88of upper frame assembly44and is supported under or at air deflector180of body assembly14. In this way, because air inlet380is supported on upper frame assembly44and at rear end6of vehicle2, any debris, particulate matter, dust, etc. that is flowing around a lower portion of vehicle2may not flow upwardly to air inlet380which reduces or minimizes the amount of dust or other particulate matter that may enter air intake assembly28. Additionally, air deflector180cooperates with air intake assembly28to direct air into air inlet380to maximize the amount of air entering air intake assembly28.

As shown best inFIGS.42-44, air inlet380is defined by an air plenum or housing382that is coupled to a first duct384. First duct384is coupled to CVT386of powertrain assembly24to providing cooling air to the internal components of CVT386. Additionally, air intake assembly28includes a second duct388which is coupled to air plenum382to provide combustion air to an engine390of powertrain assembly24. More particularly, second duct388is coupled to an airbox392of air intake assembly28which is then coupled to an intake manifold394of engine390through a third duct396.

Referring toFIGS.42-47, air plenum382is illustratively shown as a dual plenum which includes both an air inlet for CVT386and an air inlet for engine390. More particularly, as shown inFIG.42, air plenum382is supported at an upper end of upper frame assembly44and is supported within the width extending laterally between rear upstanding members88. In this way, air plenum382does not extend laterally outward from vehicle2or upper frame assembly44and is contained within an envelope of vehicle2defined between the upper and lower ends of rear upstanding members88and the width extending between rear upstanding members88.

In one embodiment, air plenum382includes a CVT inlet portion398positioned along left side L and configured to receive ambient air at rear end6of vehicle2. Air entering CVT inlet portion398flows into a conduit400which couples with first duct384to provide cooling air to CVT386. In one embodiment, CVT inlet portion398may be angled approximately 45° relative to a vertical plane and may be approximately seven inches wide (in the lateral direction). Illustratively, conduit400extends downward and is positioned adjacent intermediate upstanding members92on left side L of vehicle2. In operation, ambient air at rear end6of vehicle2flows into CVT inlet portion398, into conduit400and first duct384, and enters CVT386through first duct384to cool CVT386. In a further embodiment, a secondary air inlet (not shown) may be fluidly coupled to CVT386to provide additional air flow thereto. For example, the secondary air inlet may be coupled to CVT inlet portion398or CVT386itself. Additional details of CVT386and the cooling air inlets for CVT386may be disclosed in U.S. Patent Application Publication No. 2016/0061314 filed on Sep. 2, 2014, U.S. Patent Application Publication No. 2016/0176283 filed on Dec. 19, 2014, U.S. Patent Application Publication No. 2016/0176284 filed on Dec. 19, 2014, and U.S. Patent Application Publication No. 2016/0176287 filed Dec. 19, 2014, the complete disclosures of which are expressly incorporated by reference herein.

A filter may be positioned within conduit400or first duct384to filter debris or particulate matter from the air flowing into CVT386but no filter is included at CVT inlet portion398. However, by positioning CVT inlet portion398on rear upstanding frame members88, the amount of debris or particulate matter within the air flowing into CVT inlet portion398may be minimized.

Referring still toFIGS.42-47, air plenum382also includes an engine inlet portion402configured to receive ambient air at rear end6of vehicle2for combustion. As with CVT inlet portion398, in one embodiment, engine inlet portion402may be angled approximately 45° relative to a vertical plane and may be approximately seven inches wide (in the lateral direction), such that air plenum382has a total width of approximately 14 inches and is angled 45° relative to a vertical plane.

Engine inlet portion402is separated from CVT inlet portion398by a wall406which decreases the likelihood that CVT inlet portion398scavenges incoming air from engine inlet portion402or vice versa. In this way, even though air plenum382is a single housing which includes both inlet portions398,402, sufficient air is received within each inlet portion398,402for proper cooling of CVT386and combustion within engine390. Additionally, as shown inFIGS.46and47, each inlet portion398,402incudes a plurality of louvers408which extend upwardly into inlet portions398,402such that air initially entering inlet portions398,402is directed inwardly, thereby minimizing the likelihood that the air may be pulled into the adjacent inlet portion398,402. Also, the angle of louvers408deflects dirt, debris, or other matter away from inlet portions398,402to minimize the likelihood that inlet portions398,402become clogged or blocked.

As shown inFIGS.42-47, with respect to engine inlet portion402, air is configured to enter inlet portion402and flow into a conduit404which couples with second duct388to provide combustion air to engine390. Illustratively, conduit404extends downwardly along intermediate upstanding member92on right side R of vehicle2. In operation, ambient air at rear end6of vehicle2flows into engine inlet portion402, into conduit404and second duct388, through airbox392and into third conduit396, and enters engine390through intake manifold394.

Referring toFIGS.48and49, no filter is included at engine inlet portion402but, because engine inlet portion402is supported on rear upstanding members88at rear end6of vehicle2, dust, debris, and particulate matter present in the air flowing through engine inlet portion402may be minimized. However, the air flowing into engine390from engine inlet portion402is filtered with airbox392. Airbox392includes a housing410configured to support a filter412therein. Filter412is secured within housing410by a cover414which is removably coupled to housing410with latches416. In this way, cover414may be removed to clean, replace, or service filter412. More particularly, airbox392may be accessed by removing fenders190(FIGS.19and20A) from lower frame assembly42or by removing an access panel411(FIG.51) positioned directly rearward of seat back22. In this way, airbox392may be accessible from operator area16to facilitate replacement or servicing of filter412. Additionally, airbox392may be accessed from either right side R or left side L of vehicle2.

Airbox392is supported on vehicle2using brackets446on housing410. In one embodiment, brackets446are integrally formed with housing410. Brackets446are configured to be coupled to a support member448extending laterally across a portion of rear end6of vehicle2. Support member448and airbox392are retained on lower frame assembly42with braces450that extend vertically along housing410and over an upper surface of housing410to couple to a cross bar452. Cross bar452is coupled to brackets454on frame members82of lower frame assembly42.

During operation of vehicle2, air flowing into engine inlet portion402flows into conduit404and second duct388before flowing into an intake port418of housing410of airbox392. When the air flows into housing410through intake port418, the air flows through filter412because an inlet422of filter412is joined with intake port418of housing410. As such, the filtered air flows from filter412, through an outlet424of filter412, and into third duct396through an outlet port420of housing410. In this way, filtered air is provided to intake manifold394to flow into engine390for combustion therein.

Referring toFIGS.50-54, cooling assembly26is shown. Illustratively, cooling assembly26is supported at rear end6of vehicle2, rather than front end4, and is positioned below cargo area30. Even though cargo area30is positioned over cooling assembly26, cooling assembly26is configured to receive sufficient air flow from right side R and left side L of vehicle2, as disclosed herein. Because cooling assembly26is positioned at rear end6, front end4of vehicle2may be made narrower than other vehicles, as disclosed herein, thereby increasing the FOV of the operator when seated in operator area16.

Cooling assembly26includes a heat exchanger, illustratively a radiator430, and at least one fan432. In one embodiment, cooling assembly26includes two fans432. Fans432may be coupled to a shroud434of radiator430and radiator430may be coupled to brackets78on rear upstanding members66of lower frame assembly42. As shown inFIG.55, shroud434includes a perimeter portion434aand a central wall434b. Perimeter portion434ais configured to generally surround both fans432and form at least a partial seal against radiator430. Central wall434bextends generally downwardly between fans432and may contact a rear face of radiator430. Central wall434bis configured to inhibit recirculation of warm air expelled from radiator430when only one fan432is operating. More particularly, central wall434bdecreases the likelihood that air being pulled through the one fan432which is operating is then redirected or recirculated through the other fan432that is not operating. In this way, central wall434bincreases the cooling efficiency of cooling assembly26to prevent warm air pulled through the operating fan432from being recirculated through a portion of cooling assembly26. As such, central wall434bensures that the air pulled through radiator430is pulled only through the fan432which is operating in the situation where only one fan432is operating rather than both fans432.

Radiator430and fans432may be generally concealed by a grille or body panel436which is removably coupled at rear end6of vehicle2with fasteners194, illustratively quarter-turn fasteners which operate as disclosed herein. Cooling assembly26may be accessed for servicing the components thereof by removing either grille436and/or fenders190on right side R or left side L of vehicle2.

In operation, cooling assembly26is used to cool engine390. Fans432are configured to draw air into radiator430from an air volume440defined within vehicle2and above powertrain assembly24. Illustratively, air volume440is positioned forward of radiator430and fans432but is rearward of operator area16. Additionally, air volume440is positioned internally on vehicle2such that air volume440is defined intermediate frame members82of lower frame assembly42. In this way, rear end6of vehicle2defines air volume440which feeds air into radiator430. In operation, air flows through openings196on fenders190and into air volume440and then is drawn through radiator430by fans432. Additionally, the shape and position of fenders190also may direct air around the rear end thereof and into air volume440. As such, air volume440and radiator430receive air from right and left sides R, L of vehicle2, rather than forward or rearward of vehicle2.

Fans432may be controlled by an engine control unit (“ECU”) (not shown) such that fans432may operate in stages or at particular times, rather than both fans432being turned on together and turned off together. The ECU provides an input to start or stop at least one of fans432based on various vehicle and engine operating parameters. When the air flows through radiator430, fans432facilitate the removal of air from radiator430by directing the air rearwardly toward grille436. Grille436includes a plurality of louvers437which direct the air away from vehicle2. Additionally, louvers437are angled to deflect dirt, mud, and other debris away from fans432and radiator430.

As shown inFIGS.50-54, air volume440is at a position above engine390and forward of radiator430. To prevent drawing the warm or hot air surrounding engine390into radiator430which would decrease the cooling effect provided by radiator430, cooling assembly26includes a first heat shield or baffle plate442and a second heat shield or baffle plate443, both of which extend horizontally above engine390to separate an engine compartment444containing engine390from air volume440. In one embodiment, first and second heat shields442,443are coupled together with removable fasteners; however, in another embodiment, first and second heat shields442,443may be integrally formed together. Illustratively, as shown inFIG.51, second heat shield443extends above a portion of engine390and also extends forwardly of engine390to define engine compartment444separately from air volume440. In this way, as the cooler ambient air enter air volume440through openings196of fenders190and along the rear surface of fenders190, the air flows above engine compartment444and into radiator430to facilitate cooling of engine390.

Referring toFIGS.56and57, body assembly14is used to direct air into air volume440for providing ambient air to cooling assembly26. More particularly, fenders190cooperate with an internal body panel191to define a fender assembly and, when air flows along a recessed portion197of fender190, the air is directed into opening196to flow into air volume440. Illustratively, fender190and internal body panel191may cooperate to facilitate air flow along recessed portion197and toward opening196to draw as much air as possible into air volume440. Once the air is within air volume440, the air is directed through radiator430rather than out of vehicle2because radiator430may abut the rearward surfaces of internal body panels191to at least partially seal the air within air volume440.

As shown best inFIG.57, ambient air A that flows along right side R and left side L of vehicle2flows along fenders190and is directed into air volume440through opening196in the fender assembly. Because heat shields442,443separate air volume440from engine compartment444, the air A flowing through openings196remains above engine390and is directed through radiator430without intermixing with warm air within engine compartment444. More particularly, fans432facilitate air flow through radiator430by pulling the air A that is forward of radiator430and within air volume440through radiator430. By drawing the air A into air volume440at a position forward of radiator430, the air A is able to flow in a direction generally parallel to longitudinal axis L (FIG.7) when flowing into radiator430, rather than flowing into radiator430from a direction generally perpendicular to longitudinal axis L. This parallel air flow of air A into radiator430allows for better air flow through radiator430because the air A is flowing in the direction necessary to flow through radiator430. Once the air A is pulled through radiator430and flows rearwardly from fans432, the air A exits vehicle2at rear end6thereof. By directing the air A rearwardly from vehicle2, the air A flows away from vehicle2and is not drawn back into air volume440through openings196of fenders190.

Furthermore, the configuration and location of opening196which draws air A into air volume440is illustratively forward of an exhaust assembly20(FIG.2) which avoids drawing warm air from the area of exhaust assembly20into radiator430which could decrease the cooling efficiency of cooling assembly26. Also, when the air A flows into air volume440, the air A may flow around a portion of shock absorbers34(FIG.1) which may provide some cooling thereto.

Vehicle2may be configured to be transported using a plurality of tie-downs471. Illustratively, lower frame assembly includes tie-downs471configured as openings in brackets thereon (FIGS.5and51) for connecting transport straps, ropes, bungees, or other components to vehicle2. Additionally, the angle of radiator430at rear end6of vehicle2may facilitate transport of vehicle2by allowing vehicle2to be easily crated without the walls of the crate interfering with radiator430. Cargo area30also may include tie-downs470(FIG.50) configured to secure cargo within cargo area30during operation of vehicle2.

Additional details of vehicle2may be disclosed in U.S. patent application Ser. No. 15/631,874; U.S. patent application Ser. No. 15/388,221; U.S. patent application Ser. No. 15/388,106; U.S. patent application Ser. No. 15/387,662; U.S. patent application Ser. No. 15/876,343; U.S. patent application Ser. No. 15/836,223; and U.S. patent application Ser. No. 15/389,147, the complete disclosures of which are expressly incorporated by reference herein.

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 practices in the art to which this invention pertains.