Rear suspension assembly for a vehicle

Abstract

A utility vehicle includes a rear suspension assembly having a trailing arm that extends generally longitudinally. The trailing arm includes a joint along a longitudinal length of the trailing arm. Also, the rear suspension assembly includes an upper radius bar that extends in a generally lateral direction relative to a centerline of the vehicle. Further, the rear suspension assembly includes a lower radius bar that extends in a generally lateral direction relative to the centerline of the vehicle. The rear suspension assembly also includes a suspension component configured to control a toe angle of at least one rear ground engaging component.

Description

[0001] Cross Reference to Related Applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 282,368, filed November 23, 2021, the entire disclosure of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to rear suspension assemblies for utility vehicles, and more particularly to rear suspension assemblies including a suspension component configured to control toe of a rear ground engaging component during suspension travel. BACKGROUND

[0004] Road and off-road vehicles include rear suspension assemblies. For example, in the context of off-road vehicles, various embodiments of rear suspension assemblies can include a trailing arm that extends generally in a fore-aft direction, and a control arm or radius rod that extends generally in a lateral direction.

[0005] However, despite including a trailing arm and / or a radius rod, the toe of the rear wheels can change as the vehicle rebounds or is at full compression, and throughout the travel of the suspension. As such, the vehicle can not rebound with the rear wheels directly facing in the longitudinal direction. Accordingly, there is a need for a rear suspension assembly that reduces the change in toe, particularly when the vehicle rebounds and when the rear suspension assembly is at full compression. SUMMARY

[0006] According to illustrative embodiments of the present disclosure, a utility vehicle includes a frame assembly extending longitudinally along a centerline of the vehicle, at least one front ground engaging component supporting the frame assembly, at least one rear ground engaging component supporting the frame assembly, and a rear suspension assembly operably coupled to the frame assembly and the at least one rear ground engaging component, the rear suspension assembly including a trailing arm extending generally longitudinally and operably coupled to the frame assembly and the at least one rear ground engaging component, the trailing arm including a joint along a longitudinal length of the trailing arm, an upper radius rod extending in a generally lateral direction relative to the centerline of the vehicle and operably coupled to the trailing arm, a lower radius rod extending in a generally lateral direction relative to the centerline of the vehicle and operably coupled to the trailing arm, and a suspension component configured to control toe of the at least one rear ground engaging component and operably coupled to the trailing arm and to the frame assembly.

[0007] In further embodiments, the suspension component is operably coupled to the trailing arm forward of the joint.

[0008] In further embodiments, the suspension component is operably coupled to the trailing arm rearward of the joint.

[0009] In further embodiments, the suspension component comprises a first link positioned at least partially forward of a longitudinal center point of the at least one ground engaging component and a second link positioned at least partially rearward of the longitudinal center point of the at least one ground engaging component, the suspension component being coupled to the first link forward of the longitudinal center point of the at least one ground engaging component.

[0010] In further embodiments, the suspension component is operably coupled to the trailing arm at a joint.

[0011] In further embodiments, the joint comprises one degree of freedom.

[0012] In further embodiments, the joint comprises a substantially vertical axis of rotation.

[0013] In further embodiments, the rear suspension assembly comprises a shock absorber having an upper end and a lower end, the upper end being operably coupled to the frame assembly and the lower end being operably coupled to the trailing arm rearward of the joint.

[0014] According to illustrative embodiments of the present disclosure, a utility vehicle comprises a frame assembly extending longitudinally along a centerline of the vehicle; at least one front ground engaging component supporting the frame assembly; at least one rear ground engaging component supporting the frame assembly; and a rear suspension assembly operably coupled to the frame assembly and the at least one rear ground engaging component, the rear suspension assembly comprising: a trailing arm extending generally longitudinally and comprising a forward end and a rearward end, the forward end being operably coupled to the frame assembly and the rearward end being operably coupled to the at least one rear ground engaging component; an upper radius bar extending in a generally transverse direction relative to the centerline of the vehicle and comprising an outer end and an inner end, the outer end being operably coupled to the trailing arm and the inner end extending toward the centerline of the vehicle; a lower radius bar extending in a generally transverse direction relative to the centerline of the vehicle and being operably coupled to the trailing arm; and a suspension component configured to control a toe of the at least one rear ground engaging component and being operably coupled to the trailing arm and the frame assembly at a location within an area defined by the trailing arm, the upper radius bar, and a plane defined between the forward end of the trailing arm and the inner end of the upper radius bar as viewed from above.

[0015] In further embodiments, a ratio of a distance between a location at which the suspension component 70 is coupled to the frame and a closest point on the plane P to a distance to the forward end of the trailing arm and the inner end of the upper radius bar defining the plane P is about 1 : 12.

[0016] In further embodiments, the trailing arm comprises a first longitudinal portion and a second longitudinal portion, the first longitudinal portion and the second longitudinal portion being pivotable relative to each other at a joint.

[0017] In a further embodiment, the connector includes one degree of freedom.

[0018] In a further embodiment, the joint defines a substantially vertical pivot axis.

[0019] In a further embodiment, the suspension component is coupled to a first longitudinal portion of the trailing arm.

[0020] In a further embodiment, the suspension component is coupled to a second longitudinal portion of the trailing arm.

[0021] In a further embodiment, the suspension component includes a first link and a second link, the first link being at least partially positioned in front of the longitudinal center point of the at least one ground contact member, and the second link being at least partially positioned behind the longitudinal center point of the at least one ground contact member, the suspension component being coupled to the first link in front of the longitudinal center point of the at least one ground contact member.

[0022] In a further embodiment, the suspension component is coupled to the trailing arm at a joint.

[0023] In a further embodiment, at least one rear ground engagement component includes a steering knuckle, a trailing arm, and upper and lower radius rods coupled to the steering knuckle.

[0024] In a further embodiment, the second longitudinal portion of the trailing arm is tilted at a fixed angle relative to the centerline of the vehicle, and the rear suspension assembly is operable to maintain the second longitudinal portion at a fixed angle relative to the centerline of the vehicle over the travel of the rear suspension assembly. Attached Figure Description

[0025] The above and other features of the invention, as well as the ways of implementing these features, will become more apparent and the invention itself will be better understood by referring to the following description of embodiments of the invention in conjunction with the accompanying drawings.

[0026] Figure 1 This is a left front perspective view of the multi-purpose vehicle disclosed herein;

[0027] Figure 2 yes Figure 1 The right rear perspective view of the vehicle;

[0028] Figure 3 yes Figure 1 The left-side view of the vehicle;

[0029] Figure 4 yes Figure 1 The right-side view of the vehicle;

[0030] Figure 5 yes Figure 1 A top-down view of the vehicle;

[0031] Figure 6 is a front view of the vehicle of Figure 1 ;

[0032] Figure 7 is a rear view of the vehicle of Figure 1 ;

[0033] Figure 8 is a front view of a schematic of a rear suspension assembly of the vehicle of Figure 1 ;

[0034] Figure 9 is a side view of the rear suspension assembly of Figure 8 ;

[0035] Figure 10 is a rear view of the rear suspension assembly of Figure 8 ;

[0036] Figure 11 is a top view of the rear suspension assembly of Figure 8 ;

[0037] Figure 12 is a front left perspective view of the rear suspension assembly of Figure 8 ;

[0038] Figure 13 is a rear left perspective view of the rear suspension assembly of Figure 8 ;

[0039] Figure 14 is a detailed view of the rear suspension assembly of Figure 8 engaged with a rear ground engaging member;

[0040] Figure 15 is another detailed view of the rear suspension assembly of Figure 14 ;

[0041] Figure 16-20 is a front view of the rear suspension assembly of Figure 8 illustrating different loading configurations throughout the rear suspension assembly;

[0042] Figure 21-25 is a top view of the rear suspension assembly of Figure 8 illustrating different loading configurations throughout the rear suspension assembly;

[0043] Figure 26 is a front view of another embodiment of a rear suspension assembly of the vehicle of Figure 1 ;

[0044] Figure 27 is a side view of the rear suspension assembly of Figure 26 ;

[0045] Figure 28 isFigure 26 rear suspension assembly of FIG. 1 in a rear view;

[0046] Figure 29 Figure 26 rear suspension assembly of FIG. 1 in a top view;

[0047] Figure 30 Figure 26 rear suspension assembly of FIG. 1 in a front left perspective view;

[0048] Figure 31 Figure 26 rear suspension assembly of FIG. 1 in a rear left perspective view;

[0049] Figure 32 Figure 26 rear suspension assembly of FIG. 1 in an exploded view engaged with a rear ground engaging member;

[0050] Figure 33 Figure 32 rear suspension assembly of FIG. 1 in another detailed view;

[0051] Figure 34-38 Figure 26 rear suspension assembly of FIG. 1 in a front view illustrating different loading configurations throughout the rear suspension assembly;

[0052] Figure 39-42 Figure 26 rear suspension assembly of FIG. 1 in a top view illustrating different loading configurations throughout the rear suspension assembly;

[0053] Figure 43 Figure 1 rear suspension assembly of FIG. 1 in a front view of another embodiment of the vehicle;

[0054] Figure 44 Figure 43 rear suspension assembly of FIG. 1 in a side view;

[0055] Figure 45 Figure 43 rear suspension assembly of FIG. 1 in a rear view;

[0056] Figure 46 Figure 43 rear suspension assembly of FIG. 1 in a top view;

[0057] Figure 47 Figure 43 rear suspension assembly of FIG. 1 in a front left perspective view;

[0058] Figure 48 Figure 43 rear suspension assembly of FIG. 1 in a rear left perspective view;

[0059] Figure 49 Figure 43 rear suspension assembly of FIG. 1 in an exploded view engaged with a rear ground engaging member;​​​​​​​​​​​​​​

[0060] Figure 50 is another detailed view of the rear suspension assembly of Figure 49 ;

[0061] Figure 51-55 is a front view of the rear suspension assembly of Figure 43 illustrating different loading configurations throughout the rear suspension assembly; and

[0062] Figure 56-60 is a top view of the rear suspension assembly of Figure 43 illustrating different loading configurations throughout the rear suspension assembly;

[0063] Figure 61 is a front view of another embodiment of the rear suspension assembly of Figure 1 ;

[0064] Figure 62 is a side view of the rear suspension assembly of Figure 61 ;

[0065] Figure 63 is a rear view of the rear suspension assembly of Figure 61 ;

[0066] Figure 64 is a top view of the rear suspension assembly of Figure 61 ;

[0067] Figure 65 is a front left perspective view of the rear suspension assembly of Figure 61 ;

[0068] Figure 66 is a rear left perspective view of the rear suspension assembly of Figure 61 ;

[0069] Figure 67 is an exploded view of the rear suspension assembly of Figure 61 engaged with a rear ground engaging member;

[0070] Figure 68 is another detailed view of the rear suspension assembly of Figure 67 ;

[0071] Figure 69-73 is a front view of the rear suspension assembly of Figure 61 illustrating different loading configurations throughout the rear suspension assembly; and

[0072] Figure 74-77 is a top view of the rear suspension assembly of Figure 61 illustrating different loading configurations throughout the rear suspension assembly;

[0073] Corresponding reference numerals are used throughout the views to denote corresponding parts. Although the accompanying drawings represent embodiments of the invention, some of the figures are not necessarily drawn to scale, and certain features may be exaggerated to better illustrate and explain the invention. Detailed Implementation

[0074] 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 were chosen and described so that others skilled in the art can utilize their teachings. For example, although the following description relates primarily to multi-purpose vehicles, some features described herein can be applied to other applications such as all-terrain vehicles, snowmobiles, motorcycles, mopeds, etc.

[0075] refer to Figure 1 This illustration shows an illustrative embodiment of a multi-purpose vehicle 10 configured to traverse various terrains, including mud, rocks, dirt, and other road or off-road conditions. Vehicle 10 may be referred to as a multi-purpose vehicle (“UV”), an all-terrain vehicle (“ATV”), or a side-by-side vehicle (“SxS”), and is configured for travel on various terrains or surfaces. More specifically, vehicle 10 may be configured for military, industrial, agricultural, or recreational applications.

[0076] Vehicle 10 includes: a plurality of ground engagement components, including a front ground engagement component 12 (e.g., front wheels) and a rear ground engagement component 14 (e.g., rear wheels); a powertrain assembly 16; a frame assembly 20; a plurality of body panels 22 coupled to the frame assembly 20; a front suspension assembly 24 supported by the front portion of the frame assembly 20; a rear suspension assembly 26 supported by the rear portion of the frame assembly 20; and a rear cargo area 28 supported by the rear portion of the frame assembly 20. Figure 1 As shown, vehicle 10 is along the longitudinal vehicle centerline L ( Figure 3 It extends between the front ground engagement member 12 and the rear ground engagement member 14 in the longitudinal direction. A drive shaft or other mechanical device may extend between the various components of the powertrain assembly 16 to provide power to the front ground engagement member 12 and / or the rear ground engagement member 14.

[0077] In one embodiment, one or more ground engaging members 12, 14 can be replaced with tracks, such as the PROSPECTOR II tracks provided by Polaris Industries Inc. of Medina, MN at 55 Highway 2100, or the non-pneumatic tires disclosed in any of U.S. Patent Nos. 8,109,308, filed March 26, 2008; 8,176,957, filed July 20, 2009; and 9,108,470, filed November 17, 2010; and U.S. Patent Application No. 2013 / 0240272, filed March 13, 2013, the entire disclosures of which are expressly incorporated herein by reference.

[0078] Still referring to Figure 1 , vehicle 10 includes an operator area 30 supported by frame assembly 20, and operator area 30 includes seating for at least an operator and a passenger. Illustratively, one embodiment of vehicle 10 includes an operator seat 32 and a copilot seat 34. More specifically, operator seat 32 and copilot seat 34 are arranged side-by-side. Operator seat 32 includes a seat bottom, illustratively a bucket seat, and a seat back. Similarly, copilot seat 34 includes a seat bottom, illustratively a bucket seat, and a seat back.

[0079] Referring to Figure 2-4 , rear suspension assembly 26 is shown. Rear suspension assembly 26 is a trailing arm suspension, which generally consists of a trailing arm 40, an upper radius bar or first radius bar 42, a lower radius bar or second radius bar 44, a torsion bar or roll bar 46, and a shock absorber 48. Illustratively, both the right and left sides of vehicle 10 include a trailing arm 40, radius bars 42, 44, and a shock absorber 48, such that both right rear ground engaging member 14 and left rear ground engaging member 14 are each operatively coupled to one trailing arm 40, upper and lower radius bars 42, 44, and one shock absorber 48. More specifically, each of rear ground engaging members 14 includes a wheel hub 50 and a knuckle 52, and at least trailing arm 40 and radius bars 42, 44 are operatively coupled to knuckle 52.

[0080] Further, each of rear ground engaging members 14 includes a rear axle 56 (e.g., a half shaft) extending between a rear final drive member (not shown) and knuckle 52. Rear axle 56 is configured to rotate rear ground engaging members 14 during operation of vehicle 10. Rear axle 56 extends laterally and can be generally perpendicular to a centerline L of vehicle 10. Figure 3 ).

[0081] Again referring to Figure 2-4The trailing arms 40 include a first coupler 58 positioned at a forward portion of the trailing arms 40 and a second coupler 60 positioned at an aft portion of the trailing arms 40. The first coupler 58 is configured to operatively couple the trailing arms 40 to the frame assembly 20 Figure 3 ), and the second coupler 60 is configured to operatively couple the trailing arms 40 to the rear ground engaging members 14 Figure 2 ). The first coupler 58 is configured to permit the trailing arms 40 to pivot or rotate in a generally vertical direction relative to the frame assembly 20. The trailing arms 40 are operatively coupled to the knuckles 52 of the rear ground engaging members 14 by the second couplers 60.

[0082] In one embodiment, the trailing arms 40 are configured to extend in a generally longitudinal or fore-aft direction between the first coupler 58 and the second coupler 60. More particularly, the trailing arms 40 can be generally parallel to the centerline L of the vehicle 10 and / or can have a longitudinal component that is inclined less than 45° relative to the centerline L. Through the couplers 58, 60, the trailing arms 40 are configured to pivot about a generally horizontal axis during operation of the vehicle 10, particularly when the vehicle 10 traverses various terrains.

[0083] Various configurations of the rear suspension assembly 26 that can be implemented on the vehicle 10 are schematically illustrated and discussed in greater detail herein. For example, Figure 8-25 A first embodiment of the rear suspension assembly 26 for controlling the toe of the rear ground engaging members 14 is shown.

[0084] As shown in Figure 8-15 Each of the trailing arms 40 can be composed of a single member or can be composed of multiple members coupled together, such as a first longitudinal portion 67, a second longitudinal portion 69, and a joint 68 positioned between the first longitudinal portion 67 and the second longitudinal portion 69. The joint 68 is operable to permit the first longitudinal portion 67 and the second longitudinal portion 69 to pivot relative to one another. Any type of joint can be implemented. For example, in one embodiment, the joint 68 includes one degree of freedom. The joint 68 can include a substantially vertical axis of rotation A Figure 9). This configuration allows the first longitudinal portion 67 and the second longitudinal portion 69 to pivot relative to each other in a substantially horizontal plane, however the first longitudinal portion 67 and the second longitudinal portion 69 do not pivot relative to each other in a vertical plane. In this way, the first portion 67 and the second portion 69 move laterally relative to each other and do not move vertically relative to each other. Rather, vertical movement of the trailing arm 40 occurs during the travel of the rear suspension assembly 26, and the first portion 67 and the second portion 69 move together during such vertical travel. The joint 68 can couple the first longitudinal portion 67 and the second longitudinal portion 69 via a rotational joint, such as a pin, hinge, or knuckle joint.

[0085] The rear suspension assembly 26 also includes a suspension member 70. The suspension member 70 includes a first portion 72A and a second portion 72B. The first portion 72A is coupled to the trailing arm 40, and the second portion 72B is coupled to the frame assembly 20. For example, the trailing arm 40 can include a first coupler 74 positioned along the longitudinal length of the trailing arm 40. The first coupler 74 is operable to allow the suspension member 70 to pivot relative to the trailing arm 40. For example, the first coupler 74 can include various types of joints, including a ball joint or any other joint or combination of joints that facilitate pivoting of the suspension member 70 relative to the trailing arm 40. In some embodiments, the first coupler 274 includes a bearing block or hub. A second coupler 76 can be positioned on the frame assembly 20 to which the second portion 72B of the suspension member 70 is coupled, and is operable to allow the suspension member 70 to pivot relative to the frame assembly 20. For example, the second coupler 76 can include various joints, including a ball joint or any other joint or combination of joints that facilitate pivoting of the suspension member 70 relative to the frame assembly 20. In some embodiments, the suspension member 70 can include an actuator (e.g., a pneumatic device, an electric motor, etc.) that allows for active control of the toe of the rear ground engaging members 14. Further, it should be appreciated that the actuator can be coupled to the suspension member 70 (e.g., between the suspension member 70 and the frame assembly 20, or between the suspension member 70 on each side of the vehicle 10) to allow for active control of the toe of the rear ground engaging members 14.

[0086] Still referring to Figure 8 and Figure 9 The rear suspension assembly 26 includes a shock absorber 48. The shock absorber 48 is coupled between the trailing arm 40 and the frame assembly 20 Figure 2The positions where the shock absorber 48 is coupled to the trailing arm 40 and the positions where the suspension component 70 is coupled to the trailing arm 40 are different. For example, the positions where the shock absorber 48 is coupled to the trailing arm 40 are longitudinally spaced apart from the positions where the suspension component 70 is coupled to the trailing arm 40. The shock absorber 48 is coupled to the frame assembly 20 at a position spaced apart from the coupling positions of the suspension component 70 and the frame assembly 20. For example, the shock absorber 48 may be coupled to the frame assembly 20 at or near the rear cargo area 28, and the suspension component 70 may be coupled to the frame assembly at or near the lower frame component. Both coupling positions are outside any housing defined by the powertrain assembly 16 so as not to interfere with the operation or position of any powertrain component. For example, the coupling position of the shock absorber 48 to the frame 20 may be positioned at least vertically above the upper surface of the engine of the powertrain assembly 16, while the coupling position of the suspension component 70 to the frame 20 may be positioned at least laterally outside the engine.

[0087] For more specific reference Figure 11 The first coupler 58 of the trailing arm 40 is shown positioned at the front end of the first longitudinal portion 67 of the trailing arm 40. A first radius bar 42 is shown with a coupling position 43, at which it is coupled to the frame assembly 20. A plane P is shown extending between the first coupler 58 and the coupling position 43 of the first radius bar 42, the plane extending vertically (e.g., as shown). Figure 11 As shown in the top view (extending into / out of page), the suspension component 70 is coupled to the frame assembly 20 at a second coupler 76, wherein the second coupler 76 is positioned in or adjacent to a plane P defined between the coupling positions 43 of the first coupler 58 of the trailing arm 40 and the first radius rod 42. For example, the second coupler 76 is coupled to the frame assembly 20 such that the distance between the second coupler 76 of the suspension component 70 and the nearest point on the plane P is approximately 1:12 of the distance from the coupling positions 43 of the first coupler 58 of the trailing arm and the first radius rod 42 defining the plane P. Various ratios of the distances described above are contemplated, including approximately 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, or smaller. In some embodiments, another way of defining the relative position of the second coupler 76 with respect to a member of the rear suspension assembly 26 includes defining a region Z in which the second coupler 76 is positioned. Region Z is defined as a space viewed from above, and is defined by the trailing arm 40, the upper radius bar 42, and an inner edge (i.e., the previously described plane P) defined from above between the front end of the trailing arm and the inner end of the upper radius bar. The second coupler 76 is positioned within region Z adjacent to the inner edge (i.e., plane P).

[0088] like Figure 11As shown, the shock absorber 48 is coupled to the trailing arm 40 rearward of the joint 68. In some embodiments, the shock absorber 48 is coupled between a longitudinal center point of the second longitudinal portion 69 of the trailing arm 40 and the joint 68. The arrangement of the coupling between the shock absorber 48 and the trailing arm 40 in combination with the coupling of the first coupler 74 of the suspension member 70 to the trailing arm 40 provides control of the toe of the rear ground engaging member 14. In some embodiments, the distance between the first coupler 74 of the suspension member 70 and the joint 68 spaced between the first longitudinal portion 67 and the second longitudinal portion 69 is approximately the same as the distance between the coupling of the shock absorber 48 to the trailing arm 40 and the joint 68.

[0089] Reference is made to Figure 16-25 , Figure 8 Embodiments of the rear suspension assembly 26 are shown at various positions through its travel (i.e., the travel of the shock absorber 48 under loaded, unloaded, and partially loaded conditions). Figure 16-20 A view is shown from a front view of the rear suspension assembly 26 through its travel, and Figure 21-25 A view is shown from a top view of the rear suspension assembly 26 through its respective travel. In other words, Figure 16 The position of the rear suspension assembly 26 of Figure 21 The position of the rear suspension assembly 26 of Figure 17 The position of the rear suspension assembly 26 of Figure 22 The position of the rear suspension assembly 26 of Figure 18 The position of the rear suspension assembly 26 of Figure 23 The position of the rear suspension assembly 26 of Figure 19 The position of the rear suspension assembly 26 of Figure 24 The position of the rear suspension assembly 26 of Figure 20 The position of the rear suspension assembly 26 of Figure 25 The position of the rear suspension assembly 26 of Although the frame assembly 20 is not shown in these figures, it should be understood that the coupled positions of the rear suspension assembly 26 to the frame assembly 20 (e.g., the coupled positions 43, at the first coupler 58, and at the second coupler 76) represent the correct positions of the coupling (e.g., those positions are substantially stationary), and other portions and / or members of the rear suspension assembly 26 move relative to the frame assembly 20.

[0090] Figure 16 and Figure 21 shows the rear suspension assembly 26 in a substantially unloaded state. As discussed, the coupled positions of the rear suspension assembly 26 to the frame assembly 20 are substantially stationary. When the rear suspension assembly 26 is in a substantially unloaded state (and throughout the loading process, as Figure 17-20 and Figure 22-25The toe angle of the rear ground engaging members 14 is generally neutral or zero (or at a predetermined toe angle, such as positive or negative three degrees) when the vehicle is unloaded (as shown). The joint 68 between the first longitudinal portion 67 and the second longitudinal portion 69 of the trailing arm 40 allows the second longitudinal portion 69 to have a substantially fixed configuration relative to the rear ground engaging members 14, while the first longitudinal portion 67 pivots generally laterally at the joint 68 and relative to the first coupler 58 to adjust the position of the other members of the rear suspension assembly 26. This pivoting and movement of the first longitudinal portion 67 can be understood in Figure 17-20 and Figure 22-25 . Figure 17-19 and Figure 22-24 The progression of the rear suspension assembly 26 through loading of the rear suspension assembly 26 is shown in Figure 20 and Figure 25 .

[0091] When the suspension is loaded, the suspension member 70 pivots relative to the frame assembly 20 and the trailing arm 40 to constrain the trailing arm in a configuration that maintains the rear ground engaging members 14 in a neutral toe configuration (or at a predetermined toe angle, such as positive or negative three degrees), while permitting the rest of the rear suspension assembly 26 to pivot and move appropriately to travel during loading and unloading. The relative positioning of the coupling locations (e.g., the joint 68, the first coupler 74 of the suspension member 70, and the coupling of the shock absorber 48 to the trailing arm 40) can be operated to adjust the sensitivity of the toe control of the suspension member 70. As mentioned, the relative position of the second coupler 76 to the coupling location 43 of the first radius bar 42 and the first coupler 58 of the trailing arm 40 can be operated to adjust the sensitivity of the toe control of the suspension member 70. It should be noted that in some embodiments, the toe angle of the rear ground engaging members 14 can not be such that the rear ground engaging members 14 are completely parallel to each other, however, the toe angle of the rear ground engaging members 14 is constrained to be less than five degrees from the desired longitudinal axis of the rear ground engaging members 14 as the rear suspension assembly 26 travels through different levels of loading (e.g., compression and decompression of the shock absorber 48).

[0092] Referring now to Figure 26-42 , another embodiment of a rear suspension assembly 126 is provided. Referring more particularly to Figure 26, showing a schematic view of the rear suspension assembly 126, with the rear suspension assembly 126 coupled to the rear ground engaging members 14. The rear suspension assembly 126 of the present embodiment includes a trailing arm 140 with a first longitudinal portion 167 and a second longitudinal portion 169 coupled at a joint 168. The rear suspension assembly 126 includes an upper radius bar or first radius bar 142 coupled to the second longitudinal portion 169 of the trailing arm and a lower radius bar or second radius bar 144 coupled to the second longitudinal portion 169 of the trailing arm at a position vertically lower than the coupling position of the first radius bar 142.

[0093] Figure 27 shows Figure 26 a side view schematic of an embodiment of the present application, including a shock absorber 148 coupled to the second longitudinal portion 169 of the trailing arm 140 at a position longitudinally rearward of the joint 168. The rear suspension assembly 126 includes a suspension member 170 coupled to the second longitudinal portion 169 of the trailing arm 140 forward of and longitudinally spaced from the coupling position of the shock absorber 148 to the second longitudinal portion 169. The suspension member 170 is coupled to the second longitudinal portion 69 at a first coupler 174 longitudinally rearward of the joint 168 and forward of the position at which the shock absorber 148 is coupled to the trailing arm 140. The suspension member 170 extends from the trailing arm 140 at an angle greater than zero degrees relative to the trailing arm 140, for example, laterally inward and longitudinally forward (see Figure 28-33 ).

[0094] Referring to Figure 29 , the rear suspension assembly 126 is shown from a top view. A first portion 172A of the suspension member 170 is coupled to the second longitudinal portion 167 of the trailing arm 140 (e.g., at the first coupler 174). A second coupler 176 can be positioned on the frame assembly 20 to which a second portion 172B of the suspension member 170 is coupled, and which is operable to allow the suspension member 170 to pivot relative to the frame assembly 20. In some embodiments, the suspension member 170 can include an actuator (e.g., a pneumatic device, an electric motor, etc.) that allows for active control of the toe angle of the rear ground engaging members 14.

[0095] Still referring to Figure 29A first coupler 158 of the trailing arm 140 is shown positioned at the front end of a first longitudinal portion 167 of the trailing arm 140. A first radius bar 142 is shown with a coupling position 143, at which the first radius bar 142 is coupled to the frame assembly 20. A plane P is shown extending between the first coupler 158 and the coupling position 143 of the first radius bar 140, the plane extending vertically into and out of the page. A suspension component 170 is coupled to the frame assembly 120 at a second coupler 176, wherein the second coupler 176 is positioned within or adjacent to the plane P, the plane P being defined between the first coupler 158 and the coupling position 143 of the first radius bar 140. For example, the second coupler 176 is coupled to the frame assembly 20 such that the distance between the second coupler 176 on the suspension component 170 and the nearest point on the plane P is approximately 1:12 of the distance from the coupling position 143 of the first coupler 158 of the trailing arm and the first radius rod 142 defining the plane P. Various ratios of the distances described above are contemplated, including approximately 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, or smaller. In some embodiments, another way of defining the relative position of the second coupler 176 with respect to the components of the rear suspension assembly 126 includes defining a region Z in which the second coupler 176 is positioned. Region Z is defined as a space viewed from above, and is bounded by the tow arm 140, the first radius bar 142, and an inner edge (i.e., the previously described plane P) defined from above between the front end of the tow arm 140 and the inner end of the first radius bar 142. The second coupler 176 is positioned within region Z adjacent to the inner edge (i.e., plane P).

[0096] like Figure 29 As shown, the shock absorber 148 is coupled to the trailing arm 140 behind the connector 168. In some embodiments, the shock absorber 148 is coupled to the rear ground engagement member 14 between the longitudinal center point of the second longitudinal portion 169 of the trailing arm 140 and the second coupler 160 (in some embodiments, closer to the longitudinal center point than the second coupler 160). The arrangement of the coupling between the shock absorber 148 and the trailing arm 140, combined with the coupling of the first coupler 174 of the suspension member 170 to the trailing arm 140, provides control over the toe angle of the rear ground engagement member 14. In some embodiments, the first coupler 174 includes a bearing housing or a hub.

[0097] refer to Figure 34-42 , Figure 26 The embodiments illustrate the rear suspension assembly 126 at various positions on the travel of the rear suspension assembly 126 (i.e., the travel of the shock absorber 148 under loaded, unloaded, and partially loaded conditions). Figure 34-38A view showing the travel of the rear suspension assembly 126 from a front view, and Figure 39-42 A view showing the travel of the rear suspension assembly 126 from a top view. Figure 34 The position of the rear suspension assembly 126 of Figure 39 The position of the rear suspension assembly 126 of Figure 35 The position of the rear suspension assembly 126 of Figure 40 The position of the rear suspension assembly 126 of Figure 36 The position of the rear suspension assembly 126 of Figure 41 The position of the rear suspension assembly 126 of Figure 37 The position of the rear suspension assembly 126 of Figure 42 The position of the rear suspension assembly 126 of Although the frame assembly 20 is not shown in these figures, it should be understood that the coupling positions of the rear suspension assembly 126 to the frame assembly 20 (e.g., the coupling positions 143, the first coupler 158, and the second coupler 176) represent the correct positions of the coupling (e.g., those positions are substantially stationary), and the rear suspension assembly 126 moves relative to the frame assembly 20.

[0098] Figure 34 and Figure 39 The rear suspension assembly 126 is shown in a substantially unloaded state. As discussed, the coupling positions of the rear suspension assembly 126 to the frame assembly 20 are substantially stationary. When the rear suspension assembly 126 is in a substantially unloaded state, the toe of the rear ground engaging members 14 is generally neutral or zero (or at a predetermined toe, such as plus or minus three degrees). The joint 168 between the first longitudinal portion 167 and the second longitudinal portion 169 of the trailing arm 140 allows the second longitudinal portion 169 to have a substantially fixed configuration relative to the rear ground engaging members 14, however the first longitudinal portion 167 pivots generally laterally at the joint 168 and relative to the first coupler 158 to adjust the position of the other members of the rear suspension assembly 126 for position adjustment. This pivoting and movement of the first longitudinal portion 167 can be understood in Figure 35-38 and Figure 40-42 Figure 35-37 and Figure 40-42 The progression of the rear suspension assembly 126 through loading of the rear suspension assembly 126 is shown until the rear suspension assembly 26 is in a fully loaded state in Figure 38

[0099] ​​When the suspension is loaded, the suspension component 170 pivots relative to the frame assembly 20 and the trailing arm 140 to constrain the trailing arm in a configuration that maintains the rear ground engaging components 14 in a neutral camber configuration (or at a predetermined camber, such as positive or negative three degrees), while permitting the remainder of the rear suspension assembly 126 to pivot and move appropriately during loading and unloading to travel. The relative positioning of the coupling locations (e.g., the joint 168, the first coupler 174 of the suspension component 170, and the coupling of the shock absorber 148 to the trailing arm 140) can be operated to adjust the sensitivity of the camber control of the suspension component 170. As mentioned, the relative position of the second coupler 176 relative to the coupling location 143 of the first radius bar 142 and the first coupler 158 of the trailing arm 40 can be operated to adjust the sensitivity of the camber control of the suspension component 170. It should be noted that in some embodiments, the camber of the rear ground engaging components 14 can not be such that the rear ground engaging components 14 are perfectly parallel to each other, however, the camber of the rear ground engaging components 14 is constrained to be less than five degrees from the desired longitudinal axis of the rear ground engaging components 14 when the rear suspension assembly 126 travels through different levels of loading (e.g., compression and decompression of the shock absorber 148).

[0100] Referring now to Figure 43-60 , another embodiment of a rear suspension assembly 226 is provided. Referring more particularly to Figure 43 , a schematic view of the rear suspension assembly 226 is shown, with the rear suspension assembly 226 coupled to the rear ground engaging components 14. The rear suspension assembly 226 of the present embodiment includes a trailing arm 240 with a first longitudinal portion 267 and a second longitudinal portion 269. The trailing arm 240 is coupled to the hub 261 at a joint 268. In some embodiments, the joint 268 is positioned at a longitudinal location aligned with the center of the rear ground engaging components 14. The rear suspension assembly 226 includes an upper or first radius bar 242 coupled to the hub 161 at a location longitudinally rearward of the coupling of the trailing arm 240 to the hub 241 (e.g., rearward of the center of the rear ground engaging components 14) and a lower or second radius bar 244 coupled to the hub 161 at a location vertically lower than the coupling location of the first radius bar 242 and longitudinally rearward of the coupling of the trailing arm 240 to the hub 241 (e.g., rearward of the center of the rear ground engaging components 14).

[0101] Figure 44 Referring to Figure 43A side view of an embodiment includes a shock absorber 248 coupled to a second longitudinal portion 269 of the trailing arm 240 at a position longitudinally rearward of the coupling between the suspension component 270 and the trailing arm 240. Therefore, the suspension component 270 is coupled to the trailing arm 240 anterior to and longitudinally spaced from the coupling position of the shock absorber 248 and the second longitudinal portion 269. The suspension component 270 is coupled to the trailing arm 240 at a first coupler 274, longitudinally anterior to the position where the shock absorber 248 is coupled to the trailing arm 240. Both the coupling of the suspension component 270 and the shock absorber 248 are longitudinally anterior to a joint 268, at which the trailing arm 240 is coupled to a hub 241. The suspension component 270 extends from the trailing arm 240 at an angle greater than zero degrees, for example, laterally inward and longitudinally forward relative to the trailing arm 240 (see...). Figure 45-49 In some embodiments, connector 268 includes a bearing housing or a hub.

[0102] refer to Figure 46 The rear suspension assembly 226 is shown in a top view. A first portion 272A of the suspension component 270 is coupled to the trailing arm 270 at a location between a first longitudinal portion 267 and a second longitudinal portion 269 (e.g., the first longitudinal portion 267 is positioned anterior to the coupling of the suspension component 270 to the trailing arm 240, and the second longitudinal portion 269 is positioned rearward of the coupling of the suspension component 270 to the trailing arm 240). A second coupler 276 may be positioned on the frame assembly 20, and a second portion 272B of the suspension component 270 is coupled to the frame assembly 20 and operable to allow the suspension component 270 to pivot relative to the frame assembly 20. In some embodiments, the suspension component 70 may include an actuator (e.g., a pneumatic device, a motor, etc.) that allows active control of the toe angle of the rear ground engagement component 14.

[0103] Still referencing Figure 46A first radius rod 242 is shown with a coupling position 243, at which it is coupled to the frame assembly 20. A plane P is shown extending between the first coupler 258 of the trailing arm 240 and the coupling position 243 of the first radius rod 242, the plane P extending vertically into and out of the page. A suspension component 270 is coupled to the frame assembly 20 at a second coupler 276, wherein the second coupler 276 is positioned within or adjacent to the plane P, which is defined between the first coupler 258 of the trailing arm 240 and the coupling position 243 of the first radius rod 242. For example, the second coupler 276 is coupled to the frame assembly 20 such that the distance between the second coupler 276 of the suspension component 270 and the nearest point on the plane P is approximately 1:12 of the distance from the coupling position 243 of the first coupler 258 of the trailing arm and the first radius rod 242 defining the plane P. Various ratios of the distances described above are anticipated, including approximately 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, or smaller. In some embodiments, another way of defining the relative position of the second coupler 276 with respect to a member of the rear suspension assembly 226 includes defining a region Z in which the second coupler 276 is positioned. Region Z is defined as a space viewed from above, and region Z is defined by the trailing arm 240, the first radius bar 242, and an inner edge (i.e., the plane P described above) defined from above between the front end of the trailing arm and the inner end of the upper radius bar. The second coupler 276 is positioned within region Z adjacent to the inner edge (i.e., plane P).

[0104] like Figure 46 As shown, the shock absorber 248 is coupled to the trailing arm 240 rearward of the location where the suspension component 270 is coupled to the trailing arm 240. In some embodiments, the shock absorber 248 is coupled between the longitudinal center point of the second longitudinal portion 269 of the trailing arm 240 and the location where the suspension component 270 is coupled to the trailing arm 240 (in some embodiments, closer to the location where the suspension component 270 is coupled to the trailing arm 240 than the longitudinal center point). The arrangement of coupling between the shock absorber 248 and the trailing arm 240, combined with the coupling of the first coupler 274 of the suspension component 270 to the trailing arm 240, provides control over the toe angle of the rear ground engagement component 14. The lengths of the first longitudinal portion 267 and the second longitudinal portion 269 are substantially the same as each other (within approximately 75% or more of each other).

[0105] refer to Figure 51-60 , Figure 43 The embodiments illustrate the rear suspension assembly 226 at various positions along the travel of the rear suspension assembly 226 (i.e., the travel of the shock absorber 248 under loaded, unloaded, and partially loaded conditions). Figure 51-55a view from a front view showing the travel of the rear suspension assembly 126, and Figure 56-60 a view from a top view showing the travel of the rear suspension assembly 226. Figure 51 the position of the rear suspension assembly 226 of FIG. 1 corresponds to Figure 56 the position of the rear suspension assembly 226 of FIG. 2 corresponds to Figure 52 the position of the rear suspension assembly 226 of FIG. 3 corresponds to Figure 57 the position of the rear suspension assembly 226 of FIG. 4 corresponds to Figure 53 the position of the rear suspension assembly 226 of FIG. 5 corresponds to Figure 58 the position of the rear suspension assembly 226 of FIG. 6 corresponds to Figure 54 the position of the rear suspension assembly 226 of FIG. 7 corresponds to Figure 59 the position of the rear suspension assembly 26 of FIG. 8 corresponds to Figure 55 the position of the rear suspension assembly 226 of FIG. 9 corresponds to Figure 60 the position of the rear suspension assembly 26 of FIG. 10 corresponds to. Although the frame assembly 20 is not shown in these figures, it should be understood that the coupled positions of the rear suspension assembly 226 to the frame assembly 20 (e.g., the coupled positions 243, the first coupler 258, and the second coupler 276) represent the correct positions of the coupling (e.g., those positions are substantially stationary) and the rear suspension assembly 226 moves relative to the frame assembly 20.

[0106] Figure 51 and Figure 56 shows the rear suspension assembly 226 in a substantially unloaded state. As discussed, the coupled positions of the rear suspension assembly 226 to the frame assembly 20 are substantially stationary. When the rear suspension assembly 226 is in a substantially unloaded state, the toe angle of the rear ground engaging members 14 is generally neutral or zero (or at a predetermined toe angle, such as plus or minus three degrees). The trailing arm 240 is pivoted relative to the hub 241 at the joint 268. The pivoting and movement of the trailing arm 240 can be understood in the remainder of Figure 52-55 and Figure 57-60 . Figure 52-54 and Figure 57-59 shows the progression of the rear suspension assembly 126 as a result of loading of the rear suspension assembly 126 until the rear suspension assembly 226 is in a Figure 55 and Figure 60 shows the fully loaded state.

[0107] When the suspension is loaded, the suspension component 270 pivots relative to the frame assembly 20 and the trailing arm 240 to constrain the trailing arm 240 in a configuration that maintains the rear ground engaging members 14 at a neutral camber configuration (or at a predetermined camber, such as positive or negative three degrees), while permitting the remainder of the rear suspension assembly 226 to pivot and move appropriately during loading and unloading to travel. The relative positioning of the coupling locations (e.g., the first coupler 274 of the suspension component 270 and the coupling of the shock absorber 248 to the trailing arm 240) can be operable to adjust the sensitivity of the camber control of the suspension component 270. As mentioned, the relative position of the second coupler 276 relative to the coupling location 243 of the first radius bar 242 and the first coupler 258 of the trailing arm 240 can be operable to adjust the sensitivity of the camber control of the suspension component 270. It should be noted that in some embodiments, the camber of the rear ground engaging members 14 can not be such that the rear ground engaging members 14 are perfectly parallel to each other, however, the camber of the rear ground engaging members 14 is constrained to be less than five degrees from the desired longitudinal axis of the rear ground engaging members 14 when the rear suspension assembly 226 travels through different levels of loading (e.g., compression and decompression of the shock absorber 48).

[0108] Reference is now made to Figure 61-77 , another embodiment of a rear suspension assembly 326 is provided. With more particular reference to Figure 62 , a schematic view of a rear suspension assembly 326 is shown, wherein the rear suspension assembly 326 is coupled to the rear ground engaging members 14. The rear suspension assembly 326 of the present embodiment includes a trailing arm 340 with a first longitudinal portion 367 and a second longitudinal portion 369 coupled at a joint 368. The rear suspension assembly 326 includes an upper or first radius bar 342 coupled to the second longitudinal portion 369 of the trailing arm and a lower or second radius bar 344 coupled to the second longitudinal portion 369 of the trailing arm at a location vertically lower than the coupling location of the first radius bar 342.

[0109] Figure 63 Reference is made to Figure 62A side view schematic of an embodiment includes a shock absorber 348 coupled to a second longitudinal portion 369 of a trailing arm 340 at a position longitudinally rearward of a joint 368. A rear suspension assembly 326 includes a suspension component 370 coupled to the second longitudinal portion 369 of the trailing arm 340 anterior to and longitudinally spaced from the coupling position of the shock absorber 348 and the second longitudinal portion 369. The suspension component 370 is coupled to the second longitudinal portion 369 at a first coupler 374 longitudinally adjacent to or anterior to the position where the shock absorber 348 is coupled to the trailing arm 340. The suspension assembly 370 extends from the trailing arm 340 at an angle greater than zero degrees, for example, laterally inward and longitudinally forward relative to the trailing arm 340 (see...). Figure 45-49 In some embodiments, the first coupler 374 includes a bearing housing or a hub.

[0110] refer to Figure 64 The rear suspension assembly 326 is shown in a top view. A first portion 372A of the suspension component 370 is coupled to the trailing arm 370 at a joint 368 (e.g., at a first coupler 374 positioned on the joint 368) between a first longitudinal portion 367 and a second longitudinal portion 369. A second coupler 376 may be positioned above the frame assembly 20, and a second portion 372B of the suspension component 370 is coupled to the frame assembly 20 and operable to allow the suspension component 370 to pivot relative to the frame assembly 20. In some embodiments, the suspension component 70 may include an actuator (e.g., a pneumatic device, a motor, etc.) that allows active control of the toe angle of the rear ground engagement component 14.

[0111] Still referencing Figure 64The first radius bar 342 is shown with a coupling location 343 at which the first radius bar 342 is coupled to the frame assembly 20. A plane P is shown extending between the first coupler 358 of the trailing arm 340 and the coupling location 343 of the first radius bar 342, the plane extending vertically into and out of the page. The suspension component 370 is coupled to the frame assembly 20 at a second coupler 376, wherein the second coupler 376 is positioned within or proximate to the plane P defined between the first coupler 358 of the trailing arm 340 and the coupling location 343 of the first radius bar 342. For example, the second coupler 376 is coupled to the frame assembly 320 such that the distance between the second coupler 376 of the suspension component 370 and the nearest point on the plane P is about 1:12 of the distance from the first coupler 358 of the trailing arm and the coupling location 343 of the first radius bar 342 that define the plane P. Various ratios of the above-described distances are contemplated to include about 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, or less. In some embodiments, another way of defining the relative position of the second coupler 376 relative to the members of the rear suspension assembly 326 includes defining a zone Z within which the second coupler 376 is positioned. The zone Z is defined as a space viewed from above, and the zone Z is bounded by the trailing arm 340, the first radius bar 342, and an inner edge defined between the forward end of the trailing arm and the inner end of the upper radius bar viewed from above (i.e., the plane P described above). The second coupler 376 is positioned within the zone Z proximate to the inner edge (i.e., the plane P).

[0112] As shown in FIG. 34, the rear suspension assembly 326 is shown in a position through its travel (i.e., the travel of the shock 348 under loaded, unloaded, and partially loaded conditions) at a position in which the second coupler 376 of the suspension component 370 is positioned within the zone Z proximate to the inner edge (i.e., the plane P). In some embodiments, the second coupler 376 is positioned within the zone Z proximate to the inner edge (i.e., the plane P) such that the distance between the second coupler 376 of the suspension component 370 and the nearest point on the plane P is about 1:12 of the distance from the first coupler 358 of the trailing arm and the coupling location 343 of the first radius bar 342 that define the plane P. Various ratios of the above-described distances are contemplated to include about 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, or less. Figure 64 As shown in FIG. 34, the shock 348 is coupled to the trailing arm 340 rearward of the joint 368. In some embodiments, the shock 348 is coupled between the longitudinal center point of the second longitudinal portion 369 of the trailing arm 340 and the joint 368 (in some embodiments, closer to the joint 368 than the longitudinal center point). The arrangement of the coupling between the shock 348 and the trailing arm 340 in combination with the coupling of the first coupler 374 of the suspension component 370 to the trailing arm 340 provides control of the toe angle of the rear ground engaging component 14.

[0113] Referring to the embodiment of FIG. 34, the rear suspension assembly 326 is shown in a position through its travel (i.e., the travel of the shock 348 under loaded, unloaded, and partially loaded conditions) at a position in which the second coupler 376 of the suspension component 370 is positioned within the zone Z proximate to the inner edge (i.e., the plane P). In some embodiments, the second coupler 376 is positioned within the zone Z proximate to the inner edge (i.e., the plane P) such that the distance between the second coupler 376 of the suspension component 370 and the nearest point on the plane P is about 1:12 of the distance from the first coupler 358 of the trailing arm and the coupling location 343 of the first radius bar 342 that define the plane P. Various ratios of the above-described distances are contemplated to include about 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, or less. Figure 69-77 Figure 61 The position of the rear suspension assembly 326 of FIG. 34 is shown in relation to the position of the rear suspension assembly 326 of FIG. 33. Figure 69-73 A view of the rear suspension assembly 326 through its travel is shown from a front view, and Figure 74-77 A view of the rear suspension assembly 326 through its travel is shown from a top view. Figure 69 The position of the rear suspension assembly 326 of FIG. 34 is shown in relation to the position of the rear suspension assembly 326 of FIG. 33. Figure 74 ​the position of the rear suspension assembly 326 of FIG. 1, Figure 70 the position of the rear suspension assembly 326 of FIG. 1, Figure 75 the position of the rear suspension assembly 326 of FIG. 1, Figure 71 the position of the rear suspension assembly 326 of FIG. 1, Figure 76 the position of the rear suspension assembly 326 of FIG. 1, Figure 72 the position of the rear suspension assembly 326 of FIG. 1, Figure 77 the position of the rear suspension assembly 326 of FIG. 1. Although the frame assembly 20 is not shown in these figures, it should be understood that the coupled positions of the rear suspension assembly 326 to the frame assembly 20 (e.g., the coupled positions 343, the first coupler 358, and the second coupler 376) represent the correct positions of the coupling (e.g., those positions are substantially stationary) and the rear suspension assembly 326 moves relative to the frame assembly 20.

[0114] Figure 69 and Figure 74 shows the rear suspension assembly 326 in a substantially unloaded state. As discussed, the coupled positions of the rear suspension assembly 326 to the frame assembly 20 are substantially stationary. When the rear suspension assembly 326 is in a substantially unloaded state, the toe angle of the rear ground engaging members 14 is generally neutral or zero (or at a predetermined toe angle, such as plus or minus three degrees). The joint 368 between the first longitudinal portion 367 and the second longitudinal portion 369 of the trailing arm 340 allows the second longitudinal portion 369 to have a substantially fixed configuration relative to the rear ground engaging members 14, however the first longitudinal portion 367 pivots generally laterally at the joint 368 and relative to the first coupler 358 to adjust the position of the other components of the rear suspension assembly 326. This pivoting and movement of the first longitudinal portion 367 can be appreciated in the remaining figures, as well as the progression of the rear suspension assembly 326 as it is loaded until the rear suspension assembly 326.

[0115] When the suspension is loaded, the suspension component 370 pivots relative to the frame assembly 20 and the trailing arm 340 to constrain the trailing arm 340 in a configuration that maintains the rear ground engaging members 14 at a neutral camber configuration (or at a predetermined camber, such as positive or negative three degrees), while permitting the remainder of the rear suspension assembly 326 to pivot and move appropriately during loading and unloading to travel. The relative positioning of the coupling locations (e.g., the joint 368, the first coupler 374 of the suspension component 370, and the coupling of the shock absorber 348 to the trailing arm 340) can be operated to adjust the sensitivity of the camber control of the suspension component 370. As mentioned, the relative position of the second coupler 376 relative to the coupling location 343 of the first radius bar 342 and the first coupler 358 of the trailing arm 340 can be operated to adjust the sensitivity of the camber control of the suspension component 370. It should be noted that in some embodiments, the camber of the rear ground engaging members 14 can not be such that the rear ground engaging members 14 are perfectly parallel to each other, however, the camber of the rear ground engaging members 14 is constrained to be less than five degrees from the desired longitudinal axis of the rear ground engaging members 14 when the rear suspension assembly 326 travels through different levels of loading (e.g., compression and decompression of the shock absorber 348).

[0116] While this application has been described as having exemplary designs, the present application can be further modified within the spirit and scope of the disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the application 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 application pertains.

Claims

1. A utility vehicle comprising: a frame assembly extending longitudinally along a centerline of the vehicle; at least one front ground engaging member supporting the frame assembly; at least one rear ground engaging member supporting the frame assembly; and a rear suspension assembly operatively coupled to the frame assembly and the at least one rear ground engaging member, the rear suspension assembly comprising: a trailing arm extending generally longitudinally and operatively coupled to the frame assembly and the at least one rear ground engaging member, the trailing arm comprising a first longitudinal portion having a first coupling member coupled to the frame assembly and a second longitudinal portion having a second coupling member operatively coupled to the at least one rear ground engaging member, the first longitudinal portion and the second longitudinal portion coupled to each other by a joint along a longitudinal length of the trailing arm; an upper radius bar extending in a generally transverse direction relative to the centerline of the vehicle and operatively coupled to the trailing arm; a lower radius bar extending in the generally transverse direction relative to the centerline of the vehicle and operatively coupled to the trailing arm; and a suspension member configured to control a toe of the at least one rear ground engaging member and operatively coupled to the trailing arm and to the frame assembly. The suspension member is operatively coupled to the trailing arm forward of the joint.

2. The utility vehicle of claim 1, wherein, The suspension member is operatively coupled to the trailing arm rearward of the joint.

3. The utility vehicle of claim 1, wherein, The suspension member comprises a first link positioned at least partially forward of a longitudinal center point of the at least one ground engaging member and a second link positioned at least partially rearward of the longitudinal center point of the at least one ground engaging member, the suspension member coupled to the first link forward of the longitudinal center point of the at least one ground engaging member.

4. The utility vehicle of claim 1, wherein, The suspension member is operatively coupled to the trailing arm at the joint.

5. The utility vehicle of claim 1, wherein, The joint comprises one degree of freedom.

6. The utility vehicle of claim 1, wherein, The joint comprises a substantially vertical axis of rotation.

7. The utility vehicle of claim 6, wherein, The rear suspension assembly comprises a shock absorber having an upper end operatively coupled to the frame assembly and a lower end operatively coupled to the trailing arm rearward of the joint.

8. The utility vehicle of claim 1, wherein, 9. A utility vehicle comprising: a frame assembly extending longitudinally along a centerline of the vehicle; at least one front ground engaging member supporting the frame assembly; at least one rear ground engaging member supporting the frame assembly; and a rear suspension assembly operatively coupled to the frame assembly and the at least one rear ground engaging member, the rear suspension assembly comprising: a trailing arm extending generally longitudinally and comprising a forward end operatively coupled to the frame assembly and a rearward end operatively coupled to the at least one rear ground engaging member; ​ ​ an upper radius bar extending in a generally lateral direction relative to the centerline of the vehicle and including an outer end operably coupled to the trailing arm and an inner end extending toward the centerline of the vehicle; a lower radius bar extending in the generally lateral direction relative to the centerline of the vehicle and operably coupled to the trailing arm; and a suspension component configured to control a toe of the at least one rear ground engaging component having a first end operably coupled to the trailing arm at a location within a region defined by the trailing arm, the upper radius bar, and a plane defined between the front end of the trailing arm and the inner end of the upper radius bar as viewed from above, and a second end operably coupled to the frame assembly.

10. The utility vehicle of claim 9, wherein, A distance between a location at which the suspension component is coupled to the frame and a nearest point on the plane is about 1:12 of a distance to the front end of the trailing arm and the inner end of the upper radius bar defining the plane.

11. The utility vehicle of claim 9, wherein, The trailing arm includes a first longitudinal portion and a second longitudinal portion, the first longitudinal portion and the second longitudinal portion being pivotable relative to each other at a joint.

12. The utility vehicle of claim 11, wherein, The joint includes one degree of freedom.

13. The utility vehicle of claim 12, wherein, The joint defines a substantially vertical pivot axis.

14. The utility vehicle of claim 11, wherein, The suspension component is coupled to the first longitudinal portion of the trailing arm.

15. The utility vehicle of claim 11, wherein, The suspension component is coupled to the second longitudinal portion of the trailing arm.

16. The utility vehicle of claim 11, wherein, The suspension component includes a first link positioned at least partially forward of a longitudinal center point of the at least one ground engaging component and a second link positioned at least partially rearward of the longitudinal center point of the at least one ground engaging component, the suspension component being coupled to the first link forward of the longitudinal center point of the at least one ground engaging component.

17. The utility vehicle of claim 11, wherein, The suspension component is coupled to the trailing arm at the joint.

18. The utility vehicle of claim 9, wherein, The at least one rear ground engaging component includes a knuckle, the trailing arm, and the upper radius bar and the lower radius bar being coupled to the knuckle.

19. The utility vehicle of claim 11, wherein, The second longitudinal portion of the trailing arm is inclined at a fixed angle relative to the centerline of the vehicle, and the rear suspension assembly is operable to maintain the second longitudinal portion at the fixed angle relative to the centerline of the vehicle over a travel of the rear suspension assembly.

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