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A vehicle comprises a frame and a slide rail disposed below the frame for guiding a drive track along a road surface. An arm has a first portion pivotally coupled to the frame at a frame pivot location and a second portion pivotally coupled to the slide rail at a rail pivot location. Vertical moveme

A vehicle comprises a frame and a slide rail disposed below the frame for guiding a drive track along a road surface. An arm has a first portion pivotally coupled to the frame at a frame pivot location and a second portion pivotally coupled to the slide rail at a rail pivot location. Vertical movement of the slide rail causes a length of the arm between the frame pivot location and the rail pivot location to extend or contract. The vehicle suspension system becomes increasingly stiffer as the deflection of the slide rail increases, to contribute to a more comfortable ride and to reduce the risk of bottoming-out.

대표청구항 ▼

What is claimed is: 1. A vehicle comprising: a frame; a slide rail disposed below the frame for guiding a drive track along a road surface; a front suspension arm having a first portion pivotally coupled to the frame at a front frame pivot location and a second portion pivotally coupled to the slid

What is claimed is: 1. A vehicle comprising: a frame; a slide rail disposed below the frame for guiding a drive track along a road surface; a front suspension arm having a first portion pivotally coupled to the frame at a front frame pivot location and a second portion pivotally coupled to the slide rail at a front rail pivot location; a rear sliding arm having a first portion pivotally coupled to the frame at a rear frame pivot location and a second portion pivotally coupled to the slide rail at a rear rail pivot location; a front shock absorber interposed between the slide rail and the frame; a rear shock absorber interposed between the slide rail and the frame, a linkage system comprising a plurality of linkage members, the linkage system being coupled to the slide rail, the front suspension arm, and the front shock absorber; a spring member having a first portion mounted to the frame and a second portion extending from the first portion generally toward the slide rail; a first spring support member coupled with the slide rail at a first spring support location and arranged to support the second portion of the spring member in a first position; and a second spring support member coupled with the vehicle at a second spring support location and arranged to support the second portion of the spring member in a second position. 2. The vehicle of claim 1, wherein the first and second portions of the rear sliding arm are movable relative to each other such that a deflection of the slide rail causes a length of the arm between the frame pivot location and the rail pivot location to contract. 3. The vehicle of claim 1, wherein the second spring support member is arranged to engage the second portion of the spring member as the slide rail is deflected beyond a prescribed amount. 4. The vehicle of claim 1, wherein the linkage system is coupled to the front shock absorber at a first location and the linkage system is coupled to the rear shock absorber at a second location, the linkage system is arranged such that deflection of the slide rail within an initial range causes the distance between the first location and the second location to decrease, and deflection of the slide rail within a subsequent range causes the distance between the first location and the second location to increase. 5. A vehicle comprising: a frame; a slide rail assembly disposed below the frame for guiding a drive track along a road surface, the slide rail assembly having at least a pair of slide rails and at least one cross member extending between the pair of slide rails; and an arm having a first portion pivotally coupled to the frame at a frame pivot location and a second portion pivotally coupled to the cross member at a rail pivot location between the pair of slide rails, the first and second portions being movable relative to each other such that vertical movement of the slide rail causes a length of the arm between the frame pivot location and the rail pivot location to extend or contract, wherein the arm has a minimum and maximum length, the arm further includes an adjustment member configured to translate axially relative to the arm for changing the minimum or maximum length of the arm. 6. The vehicle of claim 5, wherein the arm is located near a rear portion of the vehicle. 7. The vehicle of claim 6, additionally comprising a second arm having a first portion pivotally coupled to the frame at a front frame pivot location and a second portion pivotally coupled to the slide rail at a front rail pivot location. 8. The vehicle of claim 7, additionally comprising a front shock absorber interposed between the slide rail and the frame at the front frame pivot location, a rear shock absorber is interposed between the slide rail and the frame at the frame pivot location. 9. The vehicle of claim 8, wherein the rear arm comprises a first member and a second member arranged side by side and coupled to each other with a bracket, and wherein the rear shock absorber is connected to the bracket. 10. A method of operation of a vehicle having a frame, a slide rail, an arm having a first portion pivotally coupled to the frame at a rear frame coupling location and a second portion pivotally coupled to the slide rail at a rear rail coupling location, the arm having an adjustment member, the method comprising the steps of: translating the adjustment member of the arm axially relative to the arm for setting a desired minimum or maximum distance between the rear frame coupling location and rear rail coupling location; deflecting the slide rail within a first range whereby the distance between the rear frame coupling location and the rear rail coupling location decreases; and deflecting the slide rail within a second range wherein the distance between the rear frame coupling location and the rear rail coupling location is maintained generally constant. 11. The method of claim 10, wherein the first range is an initial range of deflection and the second range is a latter range of deflection. 12. The method of claim 10, wherein the vehicle additionally comprises a shock absorber coupled to the arm, wherein the shock absorber is compressed a first amount during the first range of deflection and the shock absorber is compressed a second amount during the second range of deflection, the second amount being greater than the first amount. 13. The vehicle of claim 1, wherein the linkage system is coupled to the rear shock absorber. 14. The vehicle of claim 1, wherein the linkage system comprises a first linkage member, a second linkage member, and a third linkage member; wherein a first portion of the first linkage member is coupled to a first portion of the front shock absorber at a first linkage coupling point a second portion of the first linkage member is pivotally coupled to the slide rail at a second linkage coupling point, a third portion of the first linkage member is coupled to a first portion of the third linkage member at a third linkage coupling point, a first portion of the second linkage member is pivotally coupled to the slide rail at the front rail pivot location, a second portion of the second linkage member is coupled to a second portion of the third linkage member at a fourth linkage coupling point. 15. The vehicle of claim 14, wherein a third portion of the third linkage member is coupled to the rear shock absorber at a fifth linkage coupling point. 16. The vehicle of claim 5 wherein the adjustment member is a nut threaded onto the arm. 17. The vehicle of claim 5, wherein the first portion of the arm and the second portion of the arm are coaxial. 18. The vehicle of claim 17 wherein the second portion of the arm is configured to slide inside the first portion of the arm. 19. The vehicle of claim 17 wherein a bushing is coupled to the first or second portion of the arm for separating the first portion of the arm from the second portion of the arm. 20. The method of claim 10, wherein the adjustment member is a nut threaded onto the arm, and the nut is translated axially relative to the arm by rotating the nut relative to the arm.