FRONT SUSPENSION ASSEMBLY FOR AN OFF-ROAD VEHICLE

Abstract

A front suspension assembly for a vehicle, the assembly including a knuckle connected to the front wheel, a lower arm pivotally connected to a first ball joint of the knuckle; an upper arm pivotally connected to the second ball joint of the knuckle; and a shock absorber assembly. The knuckle and the lower and upper arms defining a kingpin axis at least partly extending between an inner surface of the front wheel and an outer surface of the front wheel. The knuckle including a first portion connected to a wheel hub including a first ball joint and a second portion connected to and extending generally upward from the first portion, the second portion including a second ball joint disposed at a top portion of the knuckle.

Claims

1. A front suspension assembly for a vehicle, the front suspension assembly being configured to connect to a frame of the vehicle and be operatively connected to a front wheel of the vehicle, the front wheel of the vehicle being one of a front left wheel and a front right wheel, the vehicle comprising a front shaft which comprises a laterally outward end connected to the front wheel and a laterally inward end connected to a front gear train for driving the front wheel, the front suspension assembly comprising: a knuckle pivotally connected to the front wheel, the knuckle including: a first portion connected to a wheel hub that is operatively connected to the front wheel, the first portion including a first ball joint, and a second portion connected to and extending generally upward from the first portion, the second portion including a second ball joint disposed at a top portion of the knuckle; a lower arm pivotally connected to the first ball joint of the knuckle and pivotally connected to the frame, a laterally outward end of the lower arm receiving at least a portion of the first ball joint therein; an upper arm pivotally connected to the second ball joint of the knuckle and pivotally connected to the frame, a laterally outward end of the upper arm receiving at least a portion of the second ball joint therein, a laterally inward end of the upper arm configured to be vertically above and laterally in a span of the front gear train; and a shock absorber assembly having a lower end pivotally connected to the lower arm via a bearing of the shock absorber assembly and an upper end pivotally connected to the frame, the knuckle, the lower arm and the upper arm of the front suspension assembly defining a kingpin axis of the front suspension assembly, the kingpin axis at least partly extending between an inner surface of the front wheel and an outer surface of the front wheel from a top of the front wheel to a bottom of the front wheel.

2. The front suspension assembly of claim 1, wherein the front suspension assembly is configured so that, during use, the bearing is vertically above and laterally aligned with a portion of the lower arm, and a portion of the front shaft is vertically between and laterally aligned with the bearing and the portion of the lower arm.

3. The front suspension assembly of claim 2, wherein the bearing engages a bracket affixed to the lower arm.

4. The front suspension assembly of claim 1, wherein: a laterally inward end of the upper arm is configured to be vertically above and laterally in a span of the front gear train; and an upper end of the shock absorber assembly is pivotally connected to the frame and is configured to be vertically above and laterally in a span of the front gear train.

5. The front suspension assembly of claim 1, wherein a ratio of a first horizontal distance between a center of the front wheel and the kingpin axis over a second distance between the first ball joint and the second ball joint is less than 1:15.

6. The front suspension assembly of claim 1, wherein a distance between the first ball joint and the second ball joint is between 11 inches and 24.4 inches.

7. The front suspension assembly of claim 1, further comprising: a third ball joint connected to the knuckle; a steering rod configured to be operatively connected to a steering assembly at a lateral inward end of the steering rod; and a lateral outward end of the steering rod being connected to the third ball joint.

8. The front suspension assembly of claim 7, wherein the steering rod is disposed rearward of the shock absorber assembly.

9. The front suspension assembly of claim 1, wherein: the lower arm includes a front arm and a rear arm; and the front arm is configured to connect to a link of a sway bar assembly of the vehicle.

10. The front suspension assembly of claim 1, wherein: a kingpin axis intersects a line extending through the first ball joint and the second ball joint; and the kingpin axis, the second portion of the knuckle, and the shock absorber assembly extend in a common plane.

11. The front suspension assembly of claim 10, wherein an upper distance from a wheel axis to the second ball joint is greater than two times a lower distance from the wheel axis to the first ball joint, each of the upper distance and the lower distance being measured along the kingpin axis.

12. The front suspension assembly of claim 1, wherein, when installed on the vehicle, the second ball joint of the knuckle is vertically higher than the upper end of the shock absorber assembly when the vehicle is in a full bump position.

13. The front suspension assembly of claim 1, wherein the second ball joint is located laterally between an inner and outer surface of the front wheel.

14. The front suspension assembly of claim 1, wherein the lower arm is a lower A-arm having a laterally outward end pivotally connected to the first ball joint of the knuckle and two laterally inward ends pivotally connected to the frame.

15. The front suspension assembly of claim 14, wherein the upper arm is an upper A-arm having a laterally outward end pivotally connected to the second ball joint of the knuckle and two laterally inward ends pivotally connected to the frame.

16. The front suspension assembly of claim 1, wherein the upper arm is configured to be rotatable relative to the knuckle about a pivot point that is located laterally between the inner surface of the front wheel and the outer surface of the front wheel.

17. The front suspension assembly of claim 16, wherein the pivot point is vertically higher than the top of the front wheel.

18. The front suspension assembly of claim 1, wherein the kingpin axis intersects the first ball joint and the second ball joint.

19. A front suspension assembly for a vehicle, the front suspension assembly being connected to a frame of the vehicle and operatively connected to a front wheel of the vehicle, the front wheel of the vehicle being one of a front left wheel and a front right wheel, the vehicle comprising a front shaft which comprises a laterally outward end connected to the front wheel and a laterally inward end connected to a front gear train for driving the front wheel, the front suspension assembly comprising: a knuckle pivotally connected to the front wheel, the knuckle including: a first portion connected to a wheel hub that is operatively connected to the front wheel, the first portion including a first ball joint, and a second portion connected to and extending generally upward from the first portion, the second portion including a second ball joint disposed at a top portion of the knuckle; a lower arm pivotally connected to the first ball joint of the knuckle and pivotally connected to the frame, a laterally outward end of the lower arm receiving at least a portion of the first ball joint therein; an upper arm pivotally connected to the second ball joint of the knuckle and pivotally connected to the frame, a laterally outward end of the upper arm receiving at least a portion of the second ball joint therein; and a shock absorber assembly having a lower end pivotally connected to the lower arm via a bearing of the shock absorber assembly and an upper end pivotally connected to the frame, the front suspension assembly being configured so that, during use, the bearing is vertically above and laterally aligned with a portion of the lower arm, and a portion of the front shaft is vertically between and laterally aligned with the bearing and the portion of the lower arm.

20. A front suspension assembly for a vehicle, the front suspension assembly being connected to a frame of the vehicle and operatively connected to a front wheel of the vehicle, the front wheel of the vehicle being one of a front left wheel and a front right wheel, the vehicle comprising a front shaft which comprises a laterally outward end connected to the front wheel and a laterally inward end connected to a front gear train for driving the front wheel, the front suspension assembly comprising: a knuckle pivotally connected to the front wheel, the knuckle including: a first portion connected to a wheel hub that is operatively connected to the front wheel, the first portion including a first ball joint, and a second portion connected to and extending generally upward from the first portion, the second portion including a second ball joint disposed at a top portion of the knuckle; a lower arm pivotally connected to the first ball joint of the knuckle and pivotally connected to the frame, a laterally outward end of the lower arm receiving at least a portion of the first ball joint therein; an upper arm pivotally connected to the second ball joint of the knuckle and pivotally connected to the frame, a laterally outward end of the upper arm receiving at least a portion of the second ball joint therein, a laterally inward end of the upper arm configured to be vertically above and laterally in a span of the front gear train; and a shock absorber assembly having a lower end pivotally connected to the lower arm via a bearing of the shock absorber assembly and an upper end pivotally connected to the frame and configured to be vertically above and laterally in a span of the front gear train.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0060] For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:

[0061] FIG. 1 is a perspective view of an off-road vehicle taken from a front, left side;

[0062] FIG. 2 is a left side elevation view of the vehicle of FIG. 1;

[0063] FIG. 3 is a top plan view of the vehicle of FIG. 1;

[0064] FIG. 4 is a front, left side perspective view of some vehicle components of the vehicle of FIG. 1, including front suspension assemblies and wheels;

[0065] FIG. 5 is a front elevation view of the vehicle components of FIG. 4;

[0066] FIG. 6 is a top plan view of the vehicle components of FIG. 4;

[0067] FIG. 7 is a cross-sectional view of the vehicle components of FIG. 4, taken along the line 7-7 of FIG. 6;

[0068] FIG. 8 is a close-up, partial view of the cross-sectional view of FIG. 7;

[0069] FIG. 9 is a front, left side perspective view of a front right suspension assembly and a front right wheel of the front suspension assemblies and wheels of FIG. 4;

[0070] FIG. 10A is a rear, right side perspective view of the front right suspension assembly of FIG. 9, with the front right wheel having been removed;

[0071] FIG. 10B is a rear elevation view of the front right suspension assembly of FIG. 9, with the front right wheel, a hub, and steering components having been removed;

[0072] FIG. 11 is the top plan view of the vehicle components of FIG. 6, with a sway bar assembly included;

[0073] FIG. 12 is a bottom plan view of the vehicle components of FIG. 11;

[0074] FIGS. 13A and 13B are front elevation and top plan views of some vehicle components of the vehicle of FIG. 1, including the front suspension assemblies, the wheels, and front cowlings, with the suspension assemblies in a full bump position;

[0075] FIG. 14 is left side elevation view of portions of the vehicle of FIG. 1, with body panels removed, with the suspension assemblies in the full bump position; and

[0076] FIG. 15 is a partial, cross-sectional view of a front, right suspension assembly and wheel according to another non-limiting embodiment of the present technology.

[0077] It should be noted that the Figures may not be drawn to scale, unless otherwise indicated.

DETAILED DESCRIPTION

[0078] The present technology will be described with respect to a four-wheel off-road vehicle 10 having two side-by-side seats 24, 26 and a steering wheel 28. However, it is contemplated that some aspects of the present technology may apply to other types of vehicles such as, but not limited to, off-road vehicles having a handlebar and a straddle seat (i.e. an all-terrain vehicle (ATV)) and off-road vehicles having more or less than four wheels.

[0079] The general features of the off-road vehicle 10 will be described with respect to FIGS. 1 to 3. The vehicle 10 has a frame 12 and two front wheels 14 (a front right wheel 14 and a front left wheel 14) connected to a front of the frame 12 by front suspension assemblies 100. The front wheels 14 are laterally separated by a track width 99. In the illustrated embodiment, the track width is approximately 1778 mm to 1956 mm (70 to 78 in) although the width could vary in different embodiments or different models of the vehicle 10.

[0080] The front right wheel 14 includes a front right rim 15 having an inner rim radius 17, and a front right tire 16 mounted to the front right rim 15. The front left wheel 14 includes a front left rim 15 having the inner rim radius 17, and a front left tire 16 mounted to the front left rim 15. While the front rims 15 may be formed (for example with a tapered thickness) such that different radii could be defined, the inner rim radius 17 is defined herein as the largest possible radius (from a center point to the farthest edge). Each of the left and right front wheels 14 is connected to a wheel hub 19 (shown in FIG. 10A) that is rotationally connected to a knuckle 150 (described below) such that the wheel 14 can rotate about a corresponding left and right wheel axis 21 (see FIGS. 2 and 8). In the illustrated embodiment, the rims 15 of the front wheels 14 are 16-inch rims 15; the inner rim radius 17 is thus approximately 203.2 mm (8 inch). The tires 16 mounted on the rims 15 in the illustrated embodiment are 34-inch (863.6 mm) diameter tires 16. Depending on the embodiment, rims and tires of different sizes could be used. Operation and control of the front wheels 14 will be described in more detail below. The vehicle 10 also includes two rear wheels 18 connected to the frame 12 by rear suspension assemblies 20.

[0081] The frame 12 defines a central cockpit area 22 inside which are disposed a driver seat 24 and a passenger seat 26. In the present implementation, the driver seat 24 is disposed on the left side of the vehicle 10 and the passenger seat 26 is disposed on the right side of the vehicle 10. However, it is contemplated that the driver seat 24 could be disposed on the right side of the vehicle 10 and that the passenger seat 26 could be disposed on the left side of the vehicle 10. The driver seat 24 has a seat index point (SIP) 97, also referred to as an H-point 97, an approximate position of which is illustrated in FIG. 2, as well as FIG. 14. The SIP 97 is determined using a seat index point device, as directed by the Surface Vehicle Standard SAE J1163 MAY2012 (doi.org/10.4271/J1163_201205), the entirety of which is incorporated herein by reference. In different embodiments, it is contemplated that the exact position of the SIP 97 could vary.

[0082] A steering wheel 28 is disposed in front of the driver seat 24. The steering wheel 28 is used to turn the front wheels 14 to steer the vehicle 10 via a steering assembly 23 (shown schematically). Various displays and gauges 29 are disposed above the steering wheel 28 to provide information to the driver regarding the operating conditions of the vehicle 10. Examples of displays and gauges 29 include, but are not limited to, a speedometer, a tachometer, a fuel gauge, a transmission position display, and an oil temperature gauge.

[0083] As can be seen in FIG. 2, the vehicle 10 includes a motor 30, specifically an internal combustion engine 30, connected to the frame 12 in a rear portion of the vehicle 10. The engine 30 is connected to a continuously variable transmission (CVT) 32 disposed on a left side of the engine 30. The CVT 32 is operatively connected to a transaxle (not shown) to transmit torque from the engine 30 to the transaxle. The transaxle is operatively connected to the front and rear wheels 14, 18 to propel the vehicle 10. For the front wheels 14, the transaxle connects to a front gear train 35 (shown schematically in FIGS. 1 and 3, see also FIG. 7). The front gear train 35 is disposed in a gear train housing 37 (FIG. 7). The vehicle 10 includes two shafts 39, also referred to as half-shafts 39, which connect the front gear train 35 to the front wheels 14. A left shaft 39 has a laterally outward end connected to the front left wheel 14 and a laterally inward end connected to the front gear train 35. A right shaft 39 has a laterally outward end connected to the front right wheel 14 and a laterally inward end connected to the front gear train 35. The driven output gears of the front differential 35 are thus operatively connected to and drive the left and right shafts 39 via constant velocity (CV) joints 41, also known as homokinetic joints, located inside flexible covers 43. Arrangement of the shafts 39 relative to front suspension assemblies 100 will be described in more detail below.

[0084] Turning back to FIGS. 1 to 3, body panels of the vehicle 10 will be described. The body panels are connected to the frame 12. The panels help protect the internal components of the vehicle 10 and provide some of the aesthetic features of the vehicle 10. Front panels 40 are connected to a front of the frame 12. The front panels 40 are disposed forward of the front suspension assemblies 100 and laterally between the front wheels 14. The front panels 40 define two apertures inside which the headlights 42 of the vehicle 10 are disposed. A cover 44 extends generally horizontally reward from a top of the front panels 40. The cover 44 defines an aperture 45 through which tops of the front suspension assemblies 16 protrude as will be described in greater detail below. Front fenders 46 are disposed rearward of the front panels 40 on each side of the vehicle 10. Each front fender 46 is disposed in part above and in part behind of its corresponding front wheel 14. Lower panels 48 extend along the bottom of the frame 12 between the front and rear wheels 14, 18. As can be seen in FIG. 2 for the left lower panel 48, each lower panel 48 has a front end disposed under the bottom portion of its corresponding front fender 46 and extends rearward therefrom. A generally L-shaped panel 49 is disposed behind the rear end of each lower panel 48. Generally, L-shaped rear fenders 50 extend upward and then rearward from the rear, upper ends of the L-shaped panels 49. Each rear fender 50 is disposed in part above and in part forward of its corresponding rear wheel 18. The rear fenders 50 define apertures at the rear thereof to receive the brake lights 64 of the vehicle 10. It is contemplated that the brake lights 64 could be replaced with reflectors or that reflectors could be provided in addition to the brake lights 64.

[0085] On each side of the vehicle 10, the front fender 46, the lower panel 48, the L-shaped panel 49 and the rear fender 50 define a passage 52 through which a driver (or passenger depending on the side of the vehicle 10) can enter or exit the vehicle 10. Each side of the vehicle 10 is provided with a door 54 that selectively closes an upper portion of the corresponding passage 52. Each door 54 is hinged at a rear thereof to its corresponding rear fender 50 and associated portion of the frame 12 and is selectively connected at a front thereof to its corresponding front fender 46 via a releasable latch (not shown). It is contemplated that each door 54 could be hinged at a front thereof and latched at a rear thereof. As best seen in FIG. 2 for the left side of the vehicle 10, when the doors 52 are closed the lower portions of the passages 52 are still opened. It is contemplated that nets could extend in the lower portions of the passages 52 when the doors 54 are closed or that the doors 54 could be larger so as to close the lower portions of the passages 52.

[0086] As best seen in FIG. 3, the rear fenders 50 define a cargo space 56 therebetween behind the seats 24, 26. The cargo space 56 has a floor 58 extending horizontally between the rear fenders 50. The floor 58 has a plurality of apertures such that the floor 58 can act as an attachments base to receive anchors such as those described in U.S. Pat. No. 8,875,830, issued Nov. 4, 2014, the entirety of which is incorporated herein by reference, in order to secure various items in the cargo space 56. It is contemplated that hooks or loops could be provided instead of or in addition to the apertures in the floor 58. It is also contemplated that the floor 58 could not be provided with any attachment features. It is contemplated that the floor 58 could be replaced by a cargo box that can be tilted in order to dump its content.

[0087] Turning now to FIGS. 4 to 10, the front suspension assemblies 100 will be described in more detail. As the left and right front suspension assemblies 100 are mirror images of each other, only the right front suspension assembly 100 will described in detail. Components of the left front suspension assembly 100 that correspond to those of the right front suspension assembly 100 have been labeled with the same reference numerals in the figures.

[0088] The front suspension assembly 100 is a double A-arm suspension assembly. As such, the front suspension assembly 100 has a lower A-arm 110, an upper A-arm 120 and a shock absorber assembly 130. In the illustrated embodiment, each of the lower A-arm 110 and the upper A-arm 120 is approximately 850 mm (33.5 in) long, although the exact length could vary for different embodiments. The shock absorber assembly 130 includes two coil springs disposed around a hydraulic shock, although in some implementations the shock absorber assembly 130 could include one coil spring. Since shock absorber assemblies of this type are well known, the shock absorber assembly 130 will not be described in greater detail.

[0089] The lower A-arm 110 has two laterally inward ends 114 (FIG. 9) pivotally connected to the frame 12. Similarly, the upper A-arm has two laterally inward ends 124 (FIG. 9) pivotally connected to the frame 12. Laterally outward ends 112, 122 of the A-arms 110, 120 are connected to the knuckle 150, as will be described in more detail below. As is illustrated in at least FIG. 5, the laterally inward ends 114, 124 of the A-arms 110, 120 are arranged to connect to vertically separated portions of the frame 12. As such, stresses applied to the frame 12 by operation of the front suspension assembly 100 are applied to spaced apart portions of the frame 12.

[0090] As best seen in FIG. 9, the lower A-arm 110 has a front arm 116 and a rear arm 118. The lower A-arm 110 also includes a bracket 119 connected between the laterally inward and outward ends 112, 114. By the present implementation, the bracket 119 is integrally formed with the lower A-arm 110. In some cases, the bracket 119 could be welded, fastened or otherwise connected to the lower A-arm 110. The bracket 119 connects to a spherical bearing 131 (see FIGS. 9 and 10) of a lower end of the shock absorber assembly 130. The upper end of the shock absorber assembly 130 is connected to a bracket 95 (FIG. 7) by another ball joint 135.

[0091] According to the present technology, the shaft 39 for driving the front wheel 14 extends through a space formed between the bracket 119 and the lower A-arm 110. Thus, at least a portion of the shaft 39 is disposed above the lower A-arm 110 and under a portion of the bracket 119. Further, at least a portion of the shaft 39 is disposed above a lower surface of the lower A-arm 110. Similarly stated, the shaft 39 is disposed rearward of a front edge of the lower A-arm 110 and forward of a rear edge of the lower A-arm 100. As can be seen in at least FIGS. 7 and 9, the shaft 39 passes below the bearing 131 connected to the lower A-arm 110, such that the bearing 131 is disposed vertically higher than the shaft 39 along a vertical line 139 transecting the bearing 131 and shaft 39. Otherwise illustrated, the shaft 39 passes through a space 143 (FIG. 9) defined by a cross-sectional plane 141 (FIG. 7) transecting the bracket 119, a front edge of the lower A-arm 110, and a rear edge of the lower A-arm 110.

[0092] Similarly, the upper A-arm 120 has a front arm 126 and a rear arm 128. The shock absorber assembly 130 extends upward from the bracket 119 of the lower A-arm 110 and through a space between the front arm 126 and the rear arm 128. The upper end of the shock absorber assembly 130 is connected to the bracket 95 which is connected to the frame 12.

[0093] According to the present technology, the front suspension assembly 100 includes the knuckle 150 for connecting laterally outward ends 112, 122 of the A-arms 110, 120 to the wheel hub 19 and the front wheel 14. The knuckle 150 includes a lower portion 152 connected to the wheel hub 19. A ball joint 153 is connected to the lower portion 152 and is disposed below the wheel axis 21. The ball joint 153 connects to the laterally outward end 112 of the lower A-arm 110.

[0094] The knuckle 150 further includes an upper portion 154 connected to and extending generally upward from the lower portion 152. Specifically, the upper portion 154 extends upward and inward from the lower portion 152, then upward, and finally slightly outward back toward and over the front wheel 14. In the present implementation, the portions 152, 154 are integrally connected, but it is contemplated that the portions 152, 154 could be separately formed and subsequently welded or fastened together (as one example). When installed on the vehicle 10, the upper portion 154 of the knuckle 150 extends vertically along but spaced from an interior side of the front wheel 14.

[0095] An upper ball joint 155 is connected to the upper portion 154 and is disposed on a top portion of the knuckle 150. The laterally outward end 122 of the upper A-arm 120 is pivotally connected to the top of the knuckle 150, specifically to the ball joint 155. As is highlighted by a line 197 illustrated in FIGS. 2 and 14, the upper ball joint 155 is vertically higher than the SIP 97 in at least an at rest position of the suspension assemblies 20, 100 (FIG. 2), also referred to as a stationary or showroom position, and a fully compressed position of the suspension assemblies 20, 100 (FIG. 14), also referred to as a full bump position.

[0096] The knuckle 150 pivots relative to the A-arms 110, 120 about a kingpin axis 101 (FIGS. 7 to 9) which is the steering axis of the front wheel 14. Per standard definitions, the kingpin axis 101 of the front suspension assembly 100 is defined by a line 101 extending through the connection points of the A-arms 110, 120 to the knuckle 150, specifically in this case the line 101 extending through the ball joint 153 and the ball joint 155 of the knuckle 150.

[0097] As can be seen in at least FIG. 8, the ball joint 155 is distanced from the wheel axis 21 by a distance 151 which is greater than the inner rim radius 17. In the present implementation, the ball joint 155 is disposed vertically higher than a top surface of the wheel 14, and the top portion of the knuckle 150 extends over the top surface of the wheel 14. As can be seen in the cross-sectional view of FIG. 7, the kingpin axis 101, the second portion 154 of the knuckle 150, the shock absorber assembly 130, and the shaft 39 extend in a common plane 77. In the present implementation, the plane 77 is arranged vertically and aligned with the line 7-7 of FIG. 6.

[0098] A kingpin height 103 of the front suspension assembly 100 is defined by a distance between the ball joint 153 and the ball joint 155, taken along the kingpin axis 101. The kingpin height 103 is equivalently defined as the sum of a distance 109, measured along the kingpin axis 101, from the ball joint 153 to the wheel axis 21 and a distance 107, measured along the kingpin axis 101, from the wheel axis 21 to the ball joint 155. In the illustrated embodiment, the distance 109 is approximately 94 mm (3.7 in) and the distance 107 is approximately 480 mm (18.9 in); the kingpin height 103 as shown is thus approximately 574 mm (22.6 in). Depending on the embodiment, the distance 109 preferably varies between 75 mm (3 in) to 120 mm (4.7 in), although this is not meant to be limiting. Similarly, the distance 107 preferably varies between 203 mm (8 in) to 500 mm (19.7 in) although different lengths are also contemplated. A minimum size of the distance 107 is set by the wheel rim diameter 17, as the ball joint 155 should be disposed above a top edge of the rim 115. Using the size of the wheel 14 in the illustrated embodiment (16-inch rims 15 and 34-inch tires 16), it is noted that the distance 107 from the wheel axis 21 to the ball joint 155 is at least 203 mm (8 in) in order for the ball joint 155 to be above the rim 15. In order for the ball joint 155 to be disposed above and/or over the tire 16, the distance 107 should be at least 432 mm (17 in). Based on the ranges of the lengths 107, 109, the kingpin height 103 thus is preferably between 278 mm (11 in) and 620 mm (24.4 in), although other sizes are possible. According to the present implementation, the distance 107 is greater than two times the distance 109. Projections of the lengths 103, 107, 109 are illustrated in FIG. 8.

[0099] Per standard definitions, a spindle length 105 of the front suspension assembly 100 is defined by a horizontal distance 105 between a wheel center 104 of the front wheel 14 and the kingpin axis 101. In the illustrated embodiment, the spindle length 105 is approximately 5 mm (0.2 in). Depending on the embodiment, the spindle length 105 preferably varies between 0 mm (0 in) to 50 mm (2 in), although other sizes are possible. According to the present technology, a ratio of the spindle length 105 to the kingpin length 103 is less than 0.067 (1:15). Depending on the specific implementation, the ratio of the spindle length 105 to the kingpin length 103 could be greater than 0.01 and less than 0.2.

[0100] With different arrangements of the suspension 100, different ratios between the different lengths 105, 107, 109 are possible. For instance, a ratio of the distance 107 to the spindle length 105 could be 0 (where the spindle length 105 is 0), 96.1, 9.6, 19.2, 76, 60, or other values. In some embodiments, a ratio of the distance 107 to the distance 109 could be, but is not limited to: 5.1, 4.0, and 3.2. In some embodiments, a ratio of the distance 109 to the spindle length 105 could be, but is not limited to: 0 (where the spindle length 105 is 0), 18.8, 1.9, and 3.8.

[0101] As best seen in FIG. 7, the arrangement of the knuckles 150, the lower and upper A-arms 110, 120, and the shock absorber assemblies 130 provide front suspension assemblies 100 that are connected to the frame 12 relatively close to a center of the vehicle 10 in order to provide a relatively large range of motion for the front wheels 14 relative to the vehicle frame 12. For example, the upper ends of the shock absorber assemblies 130 (specifically the ball joints 135) are separated by a distance 180 which is less than a distance 182 separating pivot axes 123 of the laterally inward ends 124 of the upper A-arms 120. The distance 180 between the upper ends of the shock absorber assemblies 130 is also less than a distance 184 separating pivot axes 113 of the laterally inward ends 112 of the lower A-arms 110. The distance 180 separating the upper ends of the shock absorber assemblies 130 is further smaller than a width 186 of the front gear train housing 37. Similarly, the distance 184 separating the laterally inward ends 112 of the lower A-arms 110 and the distance 182 separating the laterally inward ends 122 of the upper A-arms 120 are each smaller than the width 186 of the front gear train housing 37.

[0102] In the illustrated example, with the dimensions set out above, the vehicle 10 has a suspension travel of approximately 22 to 26 inches (558.8 to 660 mm), as defined by a vertical distance of the wheel center 104 relative to the frame 12 between fully extended and fully compressed positions of the front suspension assemblies 100. The front suspension assemblies 100 are illustrated in the fully compressed position, also referred to as a full bump position, in FIGS. 13A and 13B. When in the full compression position, the upper ball joints 155 are vertically higher than the joints 135 connecting the upper ends of the shock absorber assemblies 130, illustrated by line 199 extending through the joints 135. As can be seen from the Figure, the ball joints 155 of the knuckles 150 are also vertically higher than the cowling 40 covering the suspension assemblies 100 when in the full compressed position. As can be seen in FIGS. 1 and 2, the cowling 40 extends over a top, forward portion of the vehicle 10, forward of the cabin area 22. The cowling 40 extends laterally between the two front wheels 14, with cut-outs through which the suspension arms 120 extend (see also FIG. 13B).

[0103] As is illustrated in at least FIGS. 3 and 10A, steering rods 71 for steering the front wheels of the vehicle 10 are disposed in proximity to the front suspension assemblies 100. The steering wheel 28 is connected to the steering assembly 23 (shown schematically in FIG. 3) which includes a rack and pinion assembly (not shown). Two front steering rods 71 are connected by ball joints (not shown) to the front of the rack and pinion assembly. For each of a left steering rod 71 and a right steering rod 71, a laterally outward end of the steering rod 71 is connected by a ball joint 72 (FIG. 10A) to a tab 157 of the knuckle 150. The tab 157 extends from a rear side of the knuckle 150 and as such the steering rod 71 is disposed rearward of the shock absorber assembly 130. As a result of turning the steering wheel 28, the rack and pinion assembly moves the steering rods 71 left or right, which rotates the knuckle 150, and therefore the front wheels 14, about their kingpin axes 101, thereby steering the vehicle 10 in the direction corresponding to the direction of rotation of the steering wheel 28.

[0104] With reference to FIGS. 11 and 12, the vehicle 10 further includes a sway bar assembly 170 disposed in a front portion of the vehicle 10. The sway bar assembly 170 includes a generally U-shaped sway bar 172. The sway bar 172 includes a central portion 173 arranged generally horizontally left to right, a right portion 174 extending generally forward from a right end of the central portion 173, and a left portion 175 extending generally forward from a left end of the central portion 173. The sway bar assembly 170 further includes left and right links 176, 178. The left link 176 has a bottom end pivotally connected to the front arm 116 of the lower A-arm 110 of the front left suspension assembly 100 and a top end pivotally connected to a left end of the sway bar 172, more specifically to a front end of the left portion 175 of the sway bar 172. The right link 178 has a bottom end pivotally connected to the front arm 116 of the lower A-arm 110 of the front right suspension assembly 100 and a top end pivotally connected to a right end of the sway bar 172, more specifically to a front end of the right portion 174 of the sway bar 172. According to the present implementation, the central portion 173 of the sway bar 172 is disposed forward of the shock absorber assemblies 130. It is contemplated that the sway bar assembly 170 could be differently shaped or arranged, depending on the particular implementation.

[0105] With reference to FIG. 15, an additional embodiment of a front suspension assembly 200 including another non-limiting embodiment of a knuckle 250 is illustrated. Elements of the assembly 200 that are similar to those of the assembly 100 retain the same reference numeral and will generally not be described again.

[0106] As is mentioned above, for the ball joint 155 to be disposed above and/or over the 34-inch tire 16 of the illustrated embodiment, the distance from the wheel axis 21 to the ball joint 155 should be at least 432 mm (17 in). In some non-limiting embodiments, it is contemplated that the ball joint 153 could be arranged next to an interior side of the tire 16, as is shown in FIG. 14. For the knuckle 250, a distance 207 from the wheel axis 21 to the ball joint 155 is approximately 415 mm (16.3 in) and a distance 209 from the wheel axis 21 to the ball joint 153 is approximately 94 mm (3.7 in). As is shown, the ball joint 155 extends well above the rim 15 of the wheel 14 but is disposed on the interior side of the wheel 14 rather than over it in the above example embodiment.

[0107] Modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.