U.S. patent application number 14/225206 was filed with the patent office on 2014-09-25 for tracked all-terrain vehicle.
This patent application is currently assigned to Polaris Industries Inc.. The applicant listed for this patent is Polaris Industries Inc.. Invention is credited to Jeffrey D. Bennett, Amber P. Malone.
Application Number | 20140288763 14/225206 |
Document ID | / |
Family ID | 50588929 |
Filed Date | 2014-09-25 |
United States Patent
Application |
20140288763 |
Kind Code |
A1 |
Bennett; Jeffrey D. ; et
al. |
September 25, 2014 |
TRACKED ALL-TERRAIN VEHICLE
Abstract
A tracked ATV includes a frame, a track coupled to the frame,
and a power source supported by the frame and drivingly coupled to
the track. The tracked ATV further includes a steering and drive
assembly, which has a first hydraulic pump coupled to the tracks
for large radius turns. The steering and drive assembly also has a
second hydraulic pump coupled to the tracks for small radius
turns.
Inventors: |
Bennett; Jeffrey D.;
(Roseau, MN) ; Malone; Amber P.; (Stacy,
MN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Polaris Industries Inc. |
Medina |
MN |
US |
|
|
Assignee: |
Polaris Industries Inc.
Medina
MN
|
Family ID: |
50588929 |
Appl. No.: |
14/225206 |
Filed: |
March 25, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61805113 |
Mar 25, 2013 |
|
|
|
Current U.S.
Class: |
701/31.6 ;
180/6.44; 180/9.5 |
Current CPC
Class: |
B60G 2300/32 20130101;
B62D 11/18 20130101; B62D 55/112 20130101; B62D 55/10 20130101;
B62D 55/06 20130101; B62D 55/244 20130101; B62D 21/186 20130101;
G06F 11/30 20130101 |
Class at
Publication: |
701/31.6 ;
180/6.44; 180/9.5 |
International
Class: |
B62D 55/06 20060101
B62D055/06; G06F 11/30 20060101 G06F011/30; B62D 11/04 20060101
B62D011/04 |
Claims
1. A tracked all-terrain vehicle (ATV), comprising: a frame; a
track coupled to the frame; a power source supported by the frame
and drivingly coupled to the track; and a steering and drive
assembly, the assembly comprising a first hydraulic pump coupled to
the tracks for large radius turns, and a second hydraulic pump
coupled to the tracks for small radius turns.
2. The tracked ATV of claim 1, wherein the second hydraulic pump is
drivingly coupled to the power source.
3. The tracked ATV of claim 2, wherein the second hydraulic pump
comprises a dual hydraulic pump in a dual stage configuration.
4. The tracked ATV of claim 1, wherein the power source is an
internal combustion engine.
5. The tracked ATV of claim 1, wherein the steering and drive
assembly comprises a steering gear assembly and a drive gear
assembly.
6. The tracked ATV of claim 5, wherein the drive gear assembly is
comprised of a differential drive assembly.
7. The tracked ATV of claim 6, wherein the differential drive
assembly comprises two planetary gear assemblies; a left planetary
gear assembly coupled to a left track and a right planetary gear
assembly coupled to a right planetary gear assembly coupled to a
right track.
8. The tracked ATV of claim 7, further comprising an input shaft
having a first end coupled to the differential drive assembly and a
second end coupled to the power source.
9. The tracked ATV of claim 8, wherein the first hydraulic pump is
drivingly coupled to the input shaft.
10. The tracked ATV of claim 9, wherein the steering gear assembly
comprises a steering gear train coupled to the left and right
planetary gear assemblies to operate the left and right tracks at
differential speeds for steering.
11. The tracked ATV of claim 10, further comprising a hydraulic
motor coupled to the first hydraulic pump for providing driving
input to the steering gear train.
12. The tracked ATV of claim 8, wherein when the right and left
tracks are moving, without input from the power source, the input
shaft is driven and the coupling of the first hydraulic pump to the
input shaft provides steering capabilities.
13. The tracked ATV of claim 5, wherein the steering and drive
assembly is positioned adjacent a front end of the vehicle and the
power source is positioned adjacent a rear end of the vehicle.
14. The tracked ATV of claim 13, further comprising a driveshaft
extending from the power source to a front end of the vehicle.
15. The tracked ATV of claim 14, wherein the frame includes an
enclosed pan.
16. The tracked ATV of claim 15, wherein the enclosed pan is sealed
to provide an amphibious vehicle.
17. The tracked ATV of claim 1, wherein the low radius turn
includes a zero radius turn.
18. The tracked ATV of claim 1, further comprising a speed sensor
providing input to the second hydraulic pump, allowing the
operation of the second hydraulic pump only under a selected speed
range.
19. The tracked ATV of claim 1, further comprising a gear box
intermediate the power source and the steering and drive assembly,
the gear box providing a forward and reverse direction for the
tracked ATV.
20. The tracked ATV of claim 19, further comprising a hydraulic
motor coupled to the first hydraulic pump for providing driving
input to the steering gear assembly.
21. The tracked ATV of claim 20, wherein the hydraulic motor is
bi-directional.
22. The tracked ATV of claim 21, further comprising a hydraulic
switch intermediate the first hydraulic pump and hydraulic motor,
reversing the direction of flow to the hydraulic motor.
23. A tracked all-terrain vehicle (ATV), comprising: a frame; a
track coupled to the frame; a power source supported by the frame
and drivingly coupled to the track; and a steering and drive
assembly, comprising: a drive gear assembly coupled to the track
for driving the track; and a steering gear assembly including a
first hydraulic pump and a motor, the first hydraulic pump being
driven by the drive gear assembly when the vehicle is moving.
24. The tracked ATV of claim 23, wherein the drive gear assembly is
comprised of a differential drive assembly.
25. The tracked ATV of claim 24, wherein the differential drive
assembly comprises two planetary gear assemblies; a left planetary
gear assembly coupled to a left track and a right planetary gear
assembly coupled to a right track.
26. The tracked ATV of claim 25, further comprising an input shaft
having a first end coupled to the differential drive assembly and a
second end coupled to the power source.
27. The tracked ATV of claim 26, wherein the first hydraulic pump
is drivingly coupled to the input shaft.
28. The tracked ATV of claim 27, wherein when the power source is
operating, the first hydraulic pump is driven by the input shaft
coupled to the power source.
29. The tracked ATV of claim 27, wherein when the power source is
not operating, and the tracked ATV is moving, the first hydraulic
pump is driven by the input shaft coupled to the differential drive
assembly.
30. The tracked ATV of claim 27, further comprising a steering gear
train coupled to the left and right planetary gear assemblies to
operate the left and right tracks at differential speeds for
steering.
31. The tracked ATV of claim 28, further comprising a hydraulic
motor coupled to the first hydraulic pump for providing driving
input to the steering gear train.
32. The tracked ATV of claim 28, wherein when the right and left
tracks are moving, without input from the power source, the input
shaft is driven, and the coupling of the first hydraulic pump to
the input shaft provides steering capabilities.
33. The tracked ATV of claim 23, further comprising a hydraulic
motor coupled to the first hydraulic pump for providing driving
input to the steering gear assembly.
34. The tracked ATV of claim 33, further comprising a second
hydraulic pump drivingly coupled to the power source and coupled to
the hydraulic motor.
35. The tracked ATV of claim 34, wherein the second hydraulic pump
comprises a dual hydraulic pump in a dual stage configuration, and
drivingly coupled to the tracks for small radius turns.
36. The tracked ATV of claim 35, wherein the small radius turn
includes a zero radius turn.
37. The tracked ATV of claim 36, further comprising a speed sensor
providing input to the second hydraulic pump, allowing the
operation of the second hydraulic pump only under a selected low
speed range.
38. The tracked ATV of claim 34, further comprising an operator
seat supported by the frame; a seat sensor coupled to the operator
seat for detecting a load on the operator seat; a control unit
operative to detect at least one of an occupied state and an
unoccupied state of the operator seat based on output from the seat
sensor, the control unit being operative to disable operation of
the second hydraulic pump in response to detecting the unoccupied
state of the operator seat.
39. The tracked ATV of claim 34, further comprising a speed sensor;
and a control unit operative to detect a speed of the vehicle based
on output from the speed sensor, the control unit being operative
to disable operation of the second hydraulic pump in response to
the speed of the vehicle exceeding a threshold speed.
40. The tracked ATV of claim 23, wherein the steering gear assembly
is positioned adjacent a front end of the vehicle and the power
source is positioned adjacent a rear end of the vehicle.
41. The tracked ATV of claim 23, wherein the power source is an
internal combustion engine.
42. The tracked ATV of claim 41, further comprising a driveshaft
extending from the power source to a front end of the vehicle.
43. The tracked ATV of claim 42, wherein the frame includes an
enclosed pan.
44. The tracked ATV of claim 43, wherein the enclosed pan is sealed
to provide an amphibious vehicle.
45. The tracked ATV of claim 23, further comprising a gear box
intermediate the power source and the steering and drive assembly,
the gear box providing a forward and reverse direction for the
tracked ATV.
46. The tracked ATV of claim 45, further comprising a hydraulic
motor coupled to the first hydraulic pump for providing driving
input to the steering gear assembly.
47. The tracked ATV of claim 46, wherein the hydraulic motor is
bi-directional.
48. The tracked ATV of claim 47, further comprising a hydraulic
switch intermediate the first hydraulic pump and hydraulic motor,
reversing the direction of flow to the hydraulic motor.
49. A tracked ATV, comprising: a frame; a track coupled to the
frame; a power source supported by the frame and drivingly coupled
to the track; and a suspension system coupled to the frame and
supporting the track, the suspension system comprising a plurality
of control arms coupled at an upper end to the frame, and at a
lower end to a carrier roller, at least some of the carrier rollers
moving independently of the other carrier rollers.
50. The tracked ATV of claim 49, wherein the track is the furthest
point forward of the tracked ATV.
51. The tracked ATV of claim 49, wherein at least one of the
carrier rollers is comprised of an inner web of resilient material,
allowing the at least one carrier roller to deflect radially
inwardly.
52. The tracked ATV of claim 49, wherein the control arms and
carrier rollers are mounted to a sub frame, which is coupled to the
frame.
53. A tracked all-terrain vehicle (ATV), comprising: a frame; a
track coupled to the frame; a power source supported by the frame
and drivingly coupled to the track; a plurality of load sensors
supported by the frame, each load sensor being operative to detect
a load on the frame; a display device operative to display an
indication of payload distribution of the vehicle; and a control
unit in communication with the plurality of load sensors and the
display device, the control unit being operative to calculate a
payload distribution of the vehicle based on output from the
plurality of load sensors and to determine a recommended payload
adjustment based on the calculated payload distribution, the
control unit being operative to transmit a signal to the display
device representative of the recommend payload adjustment.
54. The tracked ATV of claim 53, wherein the control unit is
operative to compare the calculated payload distribution to a
threshold payload distribution stored in memory accessible by the
control unit to determine the recommended payload adjustment.
55. The tracked ATV of claim 53, wherein the control unit is
operative to determine payload distributions between a plurality of
regions of a cargo portion of the vehicle corresponding to mounting
locations of the plurality of load sensors.
56. The tracked ATV of claim 53, further including a front cargo
portion and a rear cargo portion each supported by the frame,
wherein the plurality of sensors include a plurality of first
sensors mounted to front cargo portion and a plurality of second
sensors mounted to the rear cargo portion.
57. A method of managing payload distribution of a tracked
all-terrain vehicle (ATV), the method comprising: providing a
tracked ATV including a frame, a track coupled to the frame, and a
power source supported by the frame and drivingly coupled to the
track; detecting, by a plurality of load sensors, at least one load
on the frame; calculating, by a control unit, a payload
distribution of the vehicle based on output from the plurality of
load sensors; determining, by the control unit, a recommended
payload adjustment based on the calculated payload distribution;
and transmitting a signal to a display device representative of the
recommend payload adjustment.
58. The method of claim 57, further comprising comparing the
calculated payload distribution to a threshold payload distribution
stored in memory accessible by the control unit to determine the
recommended payload adjustment.
59. The method of claim 57, further comprising determining payload
distributions between a plurality of regions of a cargo portion of
the vehicle corresponding to mounting locations of the plurality of
load sensors.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to U.S. Provisional
Application No. 61/805,113, filed on Mar. 25, 2013, the entire
disclosure of which is expressly incorporated by reference
herein.
BACKGROUND OF THE DISCLOSURE
[0002] The present disclosure relates to vehicles, and more
particularly to utility and all-terrain vehicles.
[0003] Generally, all-terrain vehicles ("ATVs") and utility
vehicles ("UVs") are used to carry one or more passengers over a
variety of terrain. More particularly, some ATVs and UVs may
include side-by-side seating, in which a passenger may be seated
next to the driver at the front of the vehicle. Side-by-side
vehicles also may include a rear seating area to accommodate
additional passengers in the vehicle. A roll cage may be provided
over the seating of the vehicle. Additionally, ATVs and UVs may
provide a cargo area in the front and/or the rear of the vehicle in
order to carry cargo. ATVs and UVs include ground-engaging members,
which may be tires, tracks, skis, or any other device for moving
the vehicle across the ground.
SUMMARY OF THE DISCLOSURE
[0004] Some embodiments of the present disclosure includes a
tracked ATV comprising a frame, a track coupled to the frame, and a
power source supported by the frame and drivingly coupled to the
track. The tracked ATV further comprises a steering and drive
assembly, which has a first hydraulic pump coupled to the tracks
for large radius turns. The steering and drive assembly also has a
second hydraulic pump coupled to the tracks for small radius
turns.
[0005] A further embodiment of the present disclosure includes a
tracked ATV comprising a frame and a track coupled to the frame.
The tracked ATV further comprises a power source supported by the
frame and drivingly coupled to the track. The tracked ATV also
comprises a steering and drive assembly, which includes a drive
gear assembly coupled to the track for driving the track and a
steering gear assembly. The steering gear assembly includes a first
hydraulic pump and a motor. The first hydraulic pump is driven by
the drive gear assembly when the vehicle is moving.
[0006] Another embodiment of the present disclosure includes a
tracked ATV comprising a frame, a track coupled to the frame, and a
power source supported by the frame and drivingly coupled to the
track. The tracked ATV further comprises a suspension system
coupled to the frame and supporting the track. The suspension
system comprises a plurality of control arms coupled at an upper
end to the frame and at a lower end to a carrier roller. At least
some of the carrier rollers move independently of the other carrier
rollers.
[0007] According to another illustrative embodiment of the present
disclosure, a tracked ATV is provided including a frame, a track
coupled to the frame, and a power source supported by the frame and
drivingly coupled to the track. The tracked ATV further includes a
plurality of load sensors supported by the frame, and each load
sensor is operative to detect a load on the frame. The tracked ATV
further includes a display device operative to display an
indication of payload distribution of the vehicle. The tracked ATV
further includes a control unit in communication with the plurality
of load sensors and the display device. The control unit is
operative to calculate a payload distribution of the vehicle based
on output from the plurality of load sensors and to determine a
recommended payload adjustment based on the calculated payload
distribution. The control unit is operative to transmit a signal to
the display device representative of the recommend payload
adjustment.
[0008] According to yet another illustrative embodiment of the
present disclosure, a method of managing payload distribution of a
tracked all-terrain vehicle (ATV) is provided. The method includes
providing a tracked ATV including a frame, a track coupled to the
frame, and a power source supported by the frame and drivingly
coupled to the track. The method includes detecting, by a plurality
of load sensors, at least one load on the frame. The method
includes calculating, by a control unit, a payload distribution of
the vehicle based on output from the plurality of load sensors. The
method includes determining, by the control unit, a recommended
payload adjustment based on the calculated payload distribution.
The method further includes transmitting, by the control unit, a
signal to a display device representative of the recommend payload
adjustment.
[0009] Additional features and advantages of the present invention
will become apparent to those skilled in the art upon consideration
of the following detailed description of the illustrative
embodiment exemplifying the best mode of carrying out the invention
as presently perceived.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The foregoing aspects and many of the intended advantages of
this invention will become more readily appreciated as the same
becomes better understood by reference to the following detailed
description when taken in conjunction with the accompanying
drawings.
[0011] FIG. 1 is a right front perspective view of an illustrative
vehicle of the present disclosure;
[0012] FIG. 2 is a left side view of an alternative embodiment of
the vehicle of FIG. 1;
[0013] FIG. 3 is a left side view of an alternative embodiment of
the vehicles of FIGS. 1 and 2;
[0014] FIG. 4 is a right front perspective view of the vehicle of
the present disclosure;
[0015] FIG. 5 is a front view of the vehicle of FIG. 4;
[0016] FIG. 6 is a left rear perspective view of the vehicle of
FIG. 4;
[0017] FIG. 7A is a left front perspective view of a frame assembly
and a tub of the vehicle of FIG. 4;
[0018] FIG. 7B is a right rear perspective view of the frame
assembly and the tub of FIG. 7A;
[0019] FIG. 7C is a rear cross-sectional view of a front portion of
the frame assembly and the tub of FIG. 7A;
[0020] FIG. 8 is a side view of the vehicle of FIG. 4, showing a
suspension assembly;
[0021] FIG. 9A is a top rear perspective view of the suspension
assembly of FIG. 8;
[0022] FIG. 9B is a detailed side view of the suspension assembly
of FIG. 8;
[0023] FIG. 9C is a side view of an alternative embodiment of the
suspension assembly of FIG. 9A;
[0024] FIG. 9D is a side view of a further alternative embodiment
of the suspension assembly of FIG. 9A;
[0025] FIG. 10 is a perspective view of a track of the vehicle of
FIG. 4;
[0026] FIG. 11 is right rear perspective view of an air intake
assembly of the vehicle of FIG. 4;
[0027] FIG. 12 is a right rear perspective view of an exhaust
assembly of the vehicle of FIG. 4;
[0028] FIG. 13 is a rear right perspective view of a powertrain
system of the vehicle supported by the frame assembly;
[0029] FIG. 14 is a rear left perspective view of the powertrain
system of FIG. 13;
[0030] FIG. 15 is a perspective view of a steering and drive
assembly of the powertrain system of FIG. 13 with an outer housing
removed;
[0031] FIG. 16 is a rear left perspective view of the vehicle of
FIG. 4 illustrating a turning operation;
[0032] FIG. 17 is a top perspective view of the vehicle of FIG. 4
illustrating a zero-speed turning operation;
[0033] FIG. 18 is a diagrammatic view of a hydraulic steering
system of the vehicle of FIG. 4;
[0034] FIG. 19 is a front right perspective view of the frame
assembly, the powertrain, and the electrical system of the vehicle
of FIG. 4;
[0035] FIG. 20 is a block diagram illustrating a torque
compensation function of an engine control unit of the vehicle of
FIG. 4;
[0036] FIG. 21 is a block diagram illustrating a hydraulic pump
control function of the engine control unit;
[0037] FIG. 22 is a block diagram illustrating a forward/reverse
drive function of the engine control unit;
[0038] FIG. 23 is a block diagram illustrating safety functions of
the engine control unit;
[0039] FIG. 24 is a block diagram illustrating a load level
notification system provided with the engine control unit; and
[0040] FIG. 25 is a front right perspective view of the vehicle of
FIG. 4 according to an embodiment having a series hybrid drive
configuration.
[0041] Corresponding reference characters indicate corresponding
parts throughout the several views. Although the drawings represent
embodiments of various features and components according to the
present disclosure, the drawings are not necessarily to scale and
certain features may be exaggerated in order to better illustrate
and explain the present disclosure. The exemplifications set out
herein illustrate embodiments of the invention, and such
exemplifications are not to be construed as limiting the scope of
the invention in any manner.
DETAILED DESCRIPTION OF THE DRAWINGS
[0042] The embodiments disclosed below are not intended to be
exhaustive or to limit the invention to the precise forms disclosed
in the following detailed description. Rather, the embodiments are
chosen and described so that others skilled in the art may utilize
their teachings. While the present disclosure is primarily directed
to a utility vehicle, it should be understood that the features
disclosed herein may have application to other types of vehicles
such as all-terrain vehicles ("ATV"), utility vehicles ("UV"),
motorcycles, watercraft, snowmobiles, side-by-side vehicle
("S.times.S"), and golf carts.
[0043] Referring to FIG. 1, an illustrative embodiment of a vehicle
10 is shown. As detailed further herein, vehicle 10 may be a
tracked ATV that includes ground engaging members, illustratively a
left side track member 12 and a right side track member 14, a
powertrain assembly 500 (FIG. 13), a frame assembly 30, a body or
tub 40 (FIG. 4), a roll cage assembly 50, and a suspension assembly
70 (FIG. 4). Vehicle 10 may be configured for military applications
and is configured to travel through various terrains or surfaces.
More particularly, vehicle 10 is configured for both land and
amphibious operation. Additionally, vehicle 10 may be operated by
remote control. In one embodiment, vehicle 10 may be configured to
travel at speeds of approximately 50 mph during land operation.
[0044] As shown in FIG. 1, frame assembly 30 is supported on track
members 12, 14. In one embodiment, track members 12, 14 may be
comprised of a polymeric material (e.g., rubber) and may be
approximately 12 inches in width (approximately 0.3 m). Frame
assembly 30 also may support a plurality of body panels, for
example a hood 16, a front fender 17, side fenders 18, and a rear
fender 19. Front fender 17 and rear fender 19 are provided to
protect components of vehicle 10 from dirt, mud, debris, and/or
damage. Additionally, frame assembly 30 supports an operator area
20, which includes an operator seat 22, a passenger seat 24, a dash
board assembly 25 (FIG. 6), and operator controls, as detailed
further herein. Operator seat 22 and passenger seat 24 may be in a
side-by-side arrangement and may include a seat back and a seat
bottom. In the illustrative embodiment of vehicle 10 of FIG. 1,
operator seat 22 is adjacent to and is separate from passenger seat
24. Alternatively, as shown in FIG. 4, operator seat 22 may be
coupled to passenger seat 24 such that the seat bottoms are
configured as a bench seat and the seat backs are configured as a
single back rest.
[0045] Side fenders 18 are laterally outward of operator area 20
and may be provided as support structure for ingress and egress
with vehicle 10. Hood 16 may support a front cargo area forward of
operator area 20, as detailed further herein. Frame assembly 30
also may support a rear cargo area 28 rearward of operator area 20.
Illustrative rear cargo area 28 may be a fixed cargo box.
Alternatively, rear cargo area 28 may be a movable dump box
configured to pivot upwardly and rearwardly for unloading cargo
therefrom. In one embodiment, the base weight of vehicle 10 may be
approximately 1750 lb (approximately 794 kg) and vehicle 10 may be
configured to accommodate approximately 500 lbs (approximately 227
kg) of cargo. Vehicle 10 may be configured with features for
distributing the weight of any cargo supported on vehicle 10 during
land operation and amphibious operation. For example, the cargo
weight may be distributed such that the combined center of gravity
of vehicle 10 and the cargo is positioned approximately at a center
point of vehicle 10. As such, vehicle 10 may not bias forwardly or
rearwardly in the water during amphibious operation. As described
herein, vehicle 10 may include a load level notification system to
alert the operator of payload distribution.
[0046] Referring to FIG. 2, an alternative embodiment of vehicle 10
is shown as vehicle 10'. Vehicle 10' includes features similar to
those of vehicle 10, wherein like reference numbers indicate like
components. Vehicle 10' includes a frame assembly 30' supported on
at least one track member 12'. Frame assembly 30' also supports a
hood 16', side fenders 18', and a rear fender 19'. Hood 16' may
support a front cargo area 26' forward of an operator area 20' and
a rear cargo area 28' may be positioned rearward of operator area
20'. Operator area 20' supports an operator seat and a passenger
seat. Side fenders 18' are laterally outward of operator area 20'
and may be provided for ingress and egress with vehicle 10'.
Additionally, a side body panel 27' may be supported on frame
assembly 30' and may include at least one step 29' for facilitating
ingress and egress from operator area 20'. For example, when an
operator or passenger is entering operator area 20', the operator
or passenger may use step 29' in order to step onto side fender
18', which allows the operator or passenger to enter and leave
operator area 20'.
[0047] Referring to FIG. 3, an alternative embodiment of vehicle 10
and vehicle 10' is shown as vehicle 10''. Vehicle 10'' includes
features similar to those of vehicle 10 and vehicle 10', wherein
like reference numbers indicate like components. Vehicle 10''
includes a frame assembly 30'' supported on at least one track
member 12''. Frame assembly 30'' also supports a hood 16'', a front
fender 17'', side fenders 18'', and a rear fender 19''.
Additionally, frame assembly 30'' supports an operator area 20'',
which includes an operator seat and a passenger seat. Side fenders
18'' are laterally outward of operator area 20'' and may be
provided for ingress and egress with vehicle 10''. Additionally, a
side body panel 27'' may be supported on frame assembly 30'' and
may include at least one step 29'' for facilitating ingress and
egress from operator area 20''. Hood 16'' may support a front cargo
area 26'' forward of operator area 20'' and a rear cargo area 28''
may be positioned rearward of operator area 20''. Illustratively,
rear cargo area 28'' includes side bars or roll bars 124.
[0048] Referring to FIGS. 4-6, an embodiment of vehicle 10 is
shown. In one embodiment, track members 12, 14 may include
PROSPECTOR II tracks available from Polaris Industries, Inc.
located at 2100 Highway 55 in Medina, Minn. 55340. Illustrative
track members 12, 14 are configured to rotate about suspension
assembly 70 and are independently turnable relative to each other,
as detailed further herein. More particularly, track members 12, 14
are supported by a plurality of guide or carrier rollers 72, 73, a
plurality of load wheels 75, and a plurality of drive units 590,
592 of suspension assembly 70. When vehicle 10 is operating on
track members 12 and 14, the operator and/or passenger may wear a
safety harness, illustratively a seat belt 21, when in operator
area 20.
[0049] In one embodiment, track members 12, 14 extend forwardly and
rearwardly of frame assembly 30 and tub 40 such that track members
12, 14 define the full length of vehicle 10. As shown in FIGS. 2
and 3, by defining the forward-most and rearward-most ends of
vehicle 10, track members 12, 14 are configured to contact an
object before the object contacts tub 40 of vehicle 10. As such,
track members 12, 14 may drive vehicle 10 over the object without
damaging tub 40, frame assembly 30, front fender 17, and/or rear
fender 19.
[0050] Referring now to FIGS. 7A-7C, frame assembly 30 includes a
plurality of lower longitudinal frame members 32, a plurality of
upper longitudinal frame members 33, and a plurality of cross
members 34. Illustrative frame assembly 30 includes at least two
lower longitudinal frame members 32, at least two upper
longitudinal frame members 33, and five cross members 34; however,
frame assembly 30 may include varying quantities and arrangements
of longitudinal frame members 32, 33 and cross members 34.
Illustratively, upper longitudinal frame members 33 are supported
at the top surface of tub 40 and may be coupled together and
coupled to tub 40 with conventional fasteners, such as structural
bonds, welds, rivets, bolts, and adhesive. Lower longitudinal frame
members 32 and cross members 34 are supported on a bottom wall 45
of tub 40. Lower longitudinal frame members 32 and cross members 34
may be coupled together and coupled to tub 40 with conventional
fasteners, such as structural bonds, welds, rivets, bolts, and
adhesive. In one embodiment, the longitudinal length of frame
assembly 30 and tub 40 may be approximately 11.5 ft (approximately
3.5 m) and the width of frame assembly 30 and tub 40 may be
approximately 6.5 ft (approximately 2.5 m).
[0051] Longitudinal frame members 32, 33 and cross frame members 34
may be comprised of a metallic or polymeric material. Frame
assembly 30 of FIGS. 7A-7C may be comprised of an aluminum
material, for example 6061-T6 Aluminum. Similarly, tub 40 may be
comprised of an aluminum material, for example 5052-H32 Aluminum.
Alternatively, at least a portion of frame assembly 30 and/or tub
40 may include ultra-high molecular weight polyethylene.
Additionally, frame assembly 30 and/or tub 40 may include a
marine-grade pourable urethane coating and/or foam material inserts
in order to fill volume voids and resist water ingestion during
amphibious operation. As such, frame assembly 30 and tub 40 are
configured to minimize water accumulation within vehicle 10.
Flotation devices, such as inflatable units, may also be included
and secured to vehicle 10 to further increase the buoyancy of
vehicle 10 during amphibious operation. In one embodiment, vehicle
10 is configured to float at approximately 1,600 kg without any
urethane materials, however, urethane materials may increase the
buoyancy of vehicle 10 during amphibious operation.
[0052] As shown in FIGS. 7A and 7B, frame assembly 30 also includes
a brace member 36 which is positioned above lower longitudinal
frame members 32 and cross members 34. Brace member 36 may be
coupled to a seat frame member 38 extending in a forward direction
from brace member 36. Seat frame member 38 supports operator seat
22 and passenger seat 24 (FIG. 4). Illustratively, brace member 36
and seat frame member 38 are supported on upper longitudinal frame
members 33 at the top surface of tub 40 and may be coupled thereto
and coupled to each other with conventional fasteners, such as
welds, bolts, rivets, adhesive, and/or structural bonds. As with
longitudinal frame members 32, 33 and cross members 34, brace
member 36 also may be comprised of an aluminum material and may
include a urethane material to prevent water ingestion and to
increase the buoyancy of vehicle 10.
[0053] Brace member 36 and tub 40 are configured to support roll
cage assembly 50. Roll cage assembly 50 is coupled to brace member
36 and upper longitudinal frame members 33 with conventional
fasteners, such as welds, bolts, rivets, adhesive, and structural
bonds. In one embodiment, roll cage assembly 50 is configured to be
removed from brace member 36 and upper longitudinal frame members
33. In a further embodiment, roll cage assembly 50 is permanently
affixed to brace member 36 and upper longitudinal frame members
33.
[0054] Referring still to FIGS. 7A and 7B, roll cage assembly 50
includes a plurality of upstanding front members 52, a plurality of
upstanding rear members 54, a front cross member 56, and a rear
cross member 57. Roll cage assembly 50 may be comprised of a steel
material. Front members 52 may be coupled to upper longitudinal
frame members 33 and support grab bars 64 on both the operator side
and the passenger side of roll cage assembly 50. Additionally,
front members 52 are coupled to rear members 54 with couplers 58.
Couplers 58 may be integral with front members 52 and/or rear
members 54 or may be coupled thereto with welds, adhesive, bolts,
rivets, or other fasteners. Additional details of couplers 58 may
be included in U.S. Provisional Patent Application Ser. No.
61/788,874, filed on Mar. 15, 2013, the complete disclosure of
which is expressly incorporated by reference herein.
[0055] Front cross member 56 is coupled to front members 52 and may
be integrally formed thereto. Similarly, rear cross member 57 is
coupled to rear members 54 and may be integrally formed thereto.
Alternatively, front cross member 56 and rear cross member 57 may
be coupled to front members 52 and rear members 54, respectively,
with conventional fasteners, such as welds, rivets, bolt, adhesive,
and/or structural bonds.
[0056] As shown in FIGS. 7A and 7B, illustrative roll cage assembly
50 includes four rear members 54 coupled to brace member 36 of
frame assembly 30 and rear cross member 57. A plurality of rear
braces 60 extend between two rear members 54. More particularly,
two rear braces 60 are positioned behind operator seat 22 (FIG. 4)
and are generally parallel to each other and coupled to two rear
members 54. Similarly, two rear braces 60 are positioned behind
passenger seat 24 (FIG. 4) and are generally parallel to each other
and coupled to two rear members 54. The outermost rear members 54
also may support bolster bars 62 on both the operator side and the
passenger side of roll cage assembly 50.
[0057] Front members 52, rear members 54, and cross members 56, 57
may have a profiled cross-section in a figure-eight or hourglass
configuration. As such, front members 52, rear members 54, and
cross members 56, 57 include recessed portions for receiving
accessories, such as windows, doors, a front windshield, a rear
windshield, and/or a roof, which may enclose operator area 20. The
recessed portions of roll cage assembly 50 may include sealing
members in order to sealingly enclose operator area 20. Additional
details of the profiled configuration of front members 52, rear
members 54, and cross members 56, 57, as well as the enclosing
accessories (e.g., doors, windshields, windows, and/or a roof) are
disclosed in U.S. Patent Application Publication No. 2013/0033070,
filed on Jun. 8, 2012, the complete disclosure of which is
expressly incorporated by reference herein. If operator area 20 is
enclosed, operator area 20 may be configured to supply heat,
defrost, and/or air conditioning, as well as other accessories, for
the comfort and convenience of the operator and the passenger.
[0058] Referring still to FIGS. 7A-7C, tub 40 includes a rear wall
41, a front wall 43, bottom wall 45, and side walls 48. Front wall
43, rear wall 41, bottom wall 45, and side walls 48 may be
integrally coupled together or may be welded, riveted, bolted,
adhered, or otherwise fastened together. As shown in FIG. 5, bottom
wall 45 may have an inverted "U" shape such that the center portion
49 of bottom wall 45 is elevated relative to the lower outer edges
or a perimeter 47 of bottom wall 45. In one embodiment, bottom wall
45 of tub 40 has a ground clearance of approximately 6-15 inches
(approximately 15-38 cm).
[0059] The inverted "U" shape of bottom wall 45 is designed to
direct any water in tub 40 toward perimeter 47 of bottom wall 45.
As shown in FIG. 19, vehicle 10 may include a plurality of pumps,
for example bilge pumps 630, positioned around perimeter 47 of tub
40 in order to evacuate any water from tub 40. In one embodiment,
vehicle 10 may include four pumps 630 coupled to bottom wall 45 at
perimeter 47 (i.e., adjacent side walls 48) of tub 40. Pumps 630
may be configured for automatic operation upon the detection of
water in tub 40 and/or may be manually operated. Vehicle 10 also
may be configured to support a jet pump and/or propeller member to
assist with amphibious operation, as detailed further herein.
[0060] Rear and front walls 41, 43 may include latches 42 which
provides vehicle 10 with towing capabilities. Additional tie-downs,
latches, hooks, or other members may be provided for attaching
additional cargo or assisting with towing capacity. Illustrative
vehicle 10 may have a towing capacity of approximately 500-1000 lbs
(approximately 227-450 kg).
[0061] Side walls 48 of tub 40 include a plurality of openings. For
example, side walls 48 include a plurality of axle openings 44
adjacent front wall 43. Axle openings 44 are configured to receive
a front axle assembly 532 (FIG. 13), as detailed further herein.
Additionally, side walls 48 include a plurality of openings 46,
which may be configured to support additional components of vehicle
10 and/or may be used to drain water from tub 40 if water enters
tub 40 during amphibious operation.
[0062] Referring now to FIGS. 8, 9A, and 9B, suspension assembly 70
includes a plurality of lower guide or carrier rollers 72, a
plurality of upper carrier rollers 73, drive units 590, 592, at
least one idler wheel 79, and a plurality of load wheels 75.
Carrier rollers 72 and 73, drive units 590, 592, idler wheel 79,
and/or load wheels 75 may be comprised of metallic and/or polymeric
materials. For example, as shown in FIGS. 9A and 9B, at least one
load wheel 75 is configured as a non-pneumatic tire while carrier
rollers 72, 73 and idler wheel 79 are configured as spoked wheels.
In one embodiment, these spoked wheels are made of a polymer.
Non-pneumatic tires may be comprised of a polymeric material and
may be used to increase the compliance of suspension assembly 70
and track members 12, 14 during operation of vehicle 10.
[0063] Carrier rollers 72, 73, drive units 590, 592, and load
wheels 75 are in contact with track members 12, 14 and are
supported on side walls 48 of tub 40. In one embodiment, idler
wheels 79 are connected to suspension members. Drive units 590, 592
may be supported by front axle assembly 532. Drive units 590, 592
are profiled to engage track members 12, 14, as detailed further
herein. Upper carrier rollers 73 may be fixed to side walls 48 of
tub 40. Upper carrier rollers 73 and idler wheel 79 are configured
to maintain the tension in track members 12, 14. In one embodiment,
for example on vehicle 10'' of FIG. 3, at least one of upper
carrier rollers 73 may be partially covered with a shroud 122.
Shroud 122 may be integrally formed with side fender 18'' or may be
coupled thereto and/or to side body panel 27'' with conventional
fasteners.
[0064] Lower carrier rollers 72 and load wheels 75 may be operably
coupled to side walls 48 of tub 40 with a plurality of shafts 76
and a plurality of control arms 78. As shown in FIGS. 4, 6, 8, 9A,
and 9B, shafts 76 are coupled to side walls 48 with conventional
fasteners (e.g., welds, rivets, bolts, adhesive) and an upper end
of control arms 78 may be pivotally coupled to shafts 76. Lower
ends of control arms 78 are operably coupled to lower carrier
rollers 72 and load wheels 75. Load wheels 75 include a front load
wheel 75a and a rear load wheel 75b and are configured to support
the majority of the load of vehicle 10. Lower carrier rollers 72
are configured to support a portion of the load of vehicle 10 and
also are configured to guide track members 12, 14 to prevent
derailment. For example, load wheels 75 may support approximately
75% of the load of vehicle 10 while lower carrier rollers 72 may
support approximately 25% of the load of vehicle 10.
[0065] In one embodiment, as shown in FIG. 9C, shock absorbers 126
also may be supported on shafts 76. Illustratively, shock absorbers
126 have a generally vertical travel component and are coupled to
control arms 78 of lower carrier rollers 72 and front load wheel
75a. Shock absorbers 126 may be positioned intermediate side walls
48 and control arms 78 such that shock absorbers 126 may be
outboard of tub 40. Alternatively, shock absorbers 126 may be
positioned inboard of tub 40. Shock absorbers 126 may be any linear
force element. For example, shock absorbers 126 may be
hydraulically operated and include springs. In one embodiment,
shock absorbers 126 are adjustable coil-over damper type shock
absorbers having a vertical travel of approximately 2-6 inches
(approximately 5-16 cm).
[0066] As shown in FIG. 9C, an alternative embodiment of suspension
70 includes a rear shock absorber 128 operably coupled to rear load
wheel 75b through a scissor link 130. Scissor link 130 is pivotably
coupled to control arm 78 of rear load wheel 75 and is coupled to a
movable end 142 of rear shock absorber 128. A fixed end 144 of rear
shock absorber 128 may be coupled to tub 40 such that illustrative
rear shock absorber 128 has a generally horizontal travel
component. In one embodiment, rear shock absorber 128 is inboard of
tub 40.
[0067] Alternatively, as shown in FIG. 9D, suspension assembly 70
may include a carriage 132 operably coupled to front load wheel
75a, lower carrier rollers 72, rear load wheel 75b, and idler wheel
79. Carriage 132 extends in a generally horizontal direction and
may be generally parallel with a portion of track members 12, 14.
Lower carrier rollers 72 are pivotably coupled to carriage 132
through shafts 76 and control arms 78. As such, lower carrier
rollers 72 are configured to pivot or otherwise move independently
relative to carriage 132 and each other in order to envelope an
object on the ground or other surface during operation of vehicle
10. Additionally, all lower carrier rollers 72 are configured to
move together with carriage 132, as detailed further herein, in
order to maintain the tension in track members 12, 14. In one
embodiment, each roller 72 may be biased downwardly from carriage
132 with a biasing member, such as with shock absorbers, for
example.
[0068] As shown in FIG. 9D, carriage 132 also is operably coupled
to rear shock absorber 128 through control arm 78 coupled to rear
load wheel 75b and scissor link 130. Additionally, control arm 78
coupled to rear load wheel 75b is coupled to a pivot link 134.
Pivot link 134 is pivotably coupled to carriage 132 and control arm
78. As such, as carriage 132 moves during operation of vehicle 10,
pivot link 134, control arm 78 and scissor link 130 are configured
to adjust movable end 142 of rear shock absorber 128. As detailed
herein, rear shock absorber 128 is positioned inboard of tub
40.
[0069] Referring still to FIG. 9D, the alternative embodiment of
suspension assembly 70 also includes a front shock absorber 136
operably coupled to carriage 132 through a torque arm 138 and a
scissor link 140. Illustratively, front shock absorber 136 may have
a generally horizontal travel component and may be positioned
inboard of tub 40. More particularly, a fixed end 148 of front
shock absorber 136 may be coupled to an inner surface of side wall
48 of tub 40. Scissor link 140 is operably coupled to a moveable
end 146 of front shock absorber 136 and is pivotably coupled to
torque arm 138.
[0070] In operation, suspension assembly 70 of FIG. 9D is
configured to move upwardly and rearwardly when track members 12,
14 encounter objects on the ground. The combined upward and
rearward movement of carriage 132 also moves lower carrier rollers
72 in an upward and rearward direction which maintains the tension
in track members 12, 14. Additionally, because each lower carrier
roller 72 is separately coupled to carriage 132, each lower carrier
roller 72 is configured for independent movement which allows lower
carrier rollers 72 to envelope objects on the ground or other
surface for increase ride and handling characteristics of vehicle
10.
[0071] Referring to FIG. 10, track members 12, 14 are defined by an
outer surface 80 which includes a plurality of lugs 84 and an inner
surface 82 which includes a plurality of guide members 88 and a
plurality of drive members 86. Lugs 84 on outer surface 80 contact
the ground and other objects when vehicle 10 is operating. Drive
members 86 and guide members 88 on inner surface 82 contact carrier
rollers 72, 73, drive units 590, 592, and load wheels 75 in order
to secure and maintain the alignment of track members 12, 14 on
carrier rollers 72, 73, drive units 590, 592, and load wheels 75.
Additionally, the raised profile of drive members 86 and guide
members 88 is configured to compliment the profile of at least
drive units 590, 592 in order to drive track members 12, 14 from
front axle assembly 532.
[0072] In operation, each control arm 78 and the corresponding
lower carrier roller 72 coupled thereto moves independently of the
other control arms 78 and lower carrier rollers 72. As such, each
lower carrier roller 72 is able to move in its own path when
traversing objects or terrain. More particularly, because each
lower carrier roller 72 is configured for independent movement,
each lower carrier roller 72 and track members 12, 14 may envelope
or generally surround an object on the ground.
[0073] Additionally, as lower carrier rollers 72 and load wheels 75
contact the ground and other objects during operation of vehicle
10, lower carrier rollers 72 and load wheels 75 move upwardly and
rearwardly. Because track members 12, 14 are secured on carrier
rollers 72, 73, load wheels 75, and drive units 590, 592, the
upward and rearward movement of lower carrier rollers 72 and load
wheels 75 maintains the tension in track members 12, 14 when
suspension assembly 70 moves relative to tub 40.
[0074] Referring now to FIG. 6, a cooling assembly 90 is shown.
Cooling assembly 90 includes a radiator 92 and a fan 94.
Illustratively, cooling assembly 90 is positioned rearward of
operator area 20 and forward of rear cargo area 28. Cooling
assembly 90 may be elevated relative to track members 12, 14 such
that amphibious operation of vehicle 10 does not submerge or
otherwise affect cooling assembly 90. Cooling assembly 90 is
illustratively elevated above cargo area 28. Additionally, cooling
assembly 90 may be positioned in an angular configuration.
Alternative arrangements of cooling assembly 90 may be positioned
at other locations of vehicle 10.
[0075] As shown in FIG. 11, vehicle 10 also includes an air intake
assembly 100 illustratively partially positioned below rear cargo
area 28. Air intake assembly 100 includes an air intake port 102, a
filter box 104, a hose 106, and an air box 108. Air intake assembly
100 is positioned rearward of operator seat 22 and passenger seat
24 and is operably coupled to powertrain assembly 500.
Illustratively, air intake port 102 is elevated relative to bottom
wall 45 of tub 40 and relative to tops of track members 12, 14 such
that air intake port 102 is not submerged or otherwise affected
during amphibious operation of vehicle 10. In one embodiment, air
intake port 102 may have a built-in snorkel for drawing in air from
above the water line during amphibious operation of vehicle 10. Air
intake port 102 is coupled to filter box 104, which includes a
filter (not shown) sealed by a housing 103. Filter box 104 is
fluidly coupled to air box 108. Air box 108 is sealingly coupled to
throttle bodies 120 of an engine 502 of powertrain assembly 500 in
order to supply air to engine 502.
[0076] Referring to FIG. 12, vehicle 10 also includes an exhaust
assembly 110. Exhaust assembly 110 includes a manifold 112, an
exhaust pipe 114, a muffler 116, and a tail pipe 118.
Illustratively, manifold 112 is coupled to engine 502 and to
exhaust pipe 114. Exhaust pipe 114 extends between manifold 112 and
muffler 116. Tail pipe 118 is coupled to muffler 116 in order to
exhaust gases from vehicle 10. In one embodiment, exhaust assembly
110 is elevated relative to bottom wall 45 of tub 40 such that
amphibious operation of vehicle 10 does not submerge or otherwise
affect exhaust assembly 110. Tail pipe 118 is elevated above track
members 12, 14, as illustrated in FIG. 16.
[0077] Referring to FIGS. 13 and 14, a powertrain system 500 is
supported by frame assembly 30 for driving tracks 12, 14 of vehicle
10. Powertrain system 500 includes an engine 502, a transmission
504 coupled to an output of engine 502, and a drive shaft 506
coupled to an output of transmission 504. Powertrain system 500
further includes a steering and drive assembly 508 coupled to an
opposite end of drive shaft 506. Engine 502 and transmission 504
are positioned in a rear portion of vehicle 10 behind operator seat
22, and steering and drive assembly 508 is positioned in a front
portion of vehicle 10 in front of operator seat 22. In an exemplary
embodiment, engine 502 is an internal combustion engine having an
electronically controlled throttle valve controlled by an engine
control unit (ECU) 520 (FIG. 20). An exemplary engine control
system is detailed further herein and in U.S. patent application
Ser. No. 13/153,037, filed on Jun. 3, 2011, titled "ELECTRONIC
THROTTLE CONTROL," the entire disclosure of which is incorporated
by reference herein. Engine 502 is detailed further in U.S. patent
application Ser. No. 13/242,239, filed on Sep. 23, 2011, titled
"ENGINE," the entire disclosure of which is incorporated by
reference herein.
[0078] In the illustrated embodiment, transmission 504 includes an
electrically controlled continuously variable transmission (CVT),
as detailed further in U.S. patent application Ser. No. 13/652,253,
filed on Oct. 15, 2012, the complete disclosure of which is
incorporated by reference herein. Transmission 504 is controlled by
ECU 520 (FIG. 20) or by another suitable controller, such as a
transmission control unit. The output of transmission 504 is
operably coupled to a gearbox 510 (FIG. 14), and the output of
gearbox 510 is drivingly coupled to drive shaft 506. In one
embodiment, gearbox 510 includes a sub-transmission geared to
provide selectable operating gears. For example, gearbox 510 may
shifted to a high gear, a low gear, a reverse gear, a neutral gear,
and a park configuration. High gear provides a higher top speed of
vehicle 10 than the top speed of low gear, and low gear provides
greater low end torque. In one embodiment, a shift lever positioned
in the operator area of vehicle 10 is operably coupled to gearbox
510 for shifting gearbox 510 between operating gears. Fewer or
additional sub-transmission gears may be provided.
[0079] As illustrated in FIG. 14, gearbox 510 drives an attachment
shaft 511 for transferring engine torque to an attachment or
implement (e.g., a work tool) attached to vehicle 10. Attachment
shaft 511 illustratively extends outwardly from a backside of
gearbox 510 opposite drive shaft 506 and towards the back of
vehicle 10 (e.g., through an aperture of the tub) for attaching the
external implement. In one embodiment, attachment shaft 511
provides a power take-off for driving the implement with engine
502. In one embodiment, gearbox 510 selectively engages attachment
shaft 511 based on an operator input. For example, the shift lever
may be actuated to engage attachment shaft 511 to power the
implement coupled to vehicle 10. In one embodiment, a clutch
assembly is selectively engaged by the operator to engage
attachment shaft 511 via gearbox 510. The clutch assembly may be
hydraulically or electronically operated. In one embodiment,
attachment shaft 511 is used to drive a jet pump and/or propeller
member to assist in propelling vehicle in water during amphibious
operation.
[0080] Drive shaft 506 illustratively extends through the center of
frame assembly 30 in the tub 40 below the operator seat 22. In one
embodiment, drive shaft 506 extends through a tunnel provided below
seat 22. As illustrated in FIG. 14, drive shaft 506 includes a
first portion 522 coupled to gear box 510, a second portion 524
drivingly coupled to an input shaft 530 of steering and drive
assembly 508, and a u-joint 526 coupling first portion 522 to
second portion 524. A support bracket 528 is configured to couple
to frame 30 to rotatably support drive shaft 506. Support bracket
528 includes an internal bearing surface that receives drive shaft
506.
[0081] Referring to FIGS. 13 and 19, an alternator 512 is coupled
to engine 502 for charging one or more vehicle batteries 514 (FIG.
19) and for providing electrical power to electronic components of
vehicle 10. In an exemplary embodiment, alternator 512 is a 24
volt, 110-amp alternator, and vehicle battery 514 includes two
12-volt wet-cell batteries. Alternator 512 illustratively is driven
by a chain 516 (FIG. 19) coupled to the crankshaft of engine 502.
Vehicle 10 further includes a battery equalizer 628, such as a
24V/12V equalizer, coupled to batteries 514. Equalizer 628 is
operative to draw substantially equal power from each battery 514
when powering vehicle components. In one embodiment, ECU 520
communicates over a controller area network (CAN) bus with other
electronic components of vehicle 10. As illustrated in FIG. 19, a
bilge pump 630 is provided at each corner of tub 40 for pumping
water out of tub 40.
[0082] As illustrated in FIG. 13, a front axle assembly 532
includes a pair of drive axles 534 coupled to steering and drive
assembly 508 for transferring torque from engine 502 to tracks 12,
14. Axles 534 are coupled to front drive units 590, 592 (FIG. 16)
for driving left and right tracks 12, 14, respectively, in a
front-wheel drive configuration. In an alternative embodiment,
steering and drive assembly 508 is coupled to rear drive units of
vehicle 10 to provide a rear-wheel drive configuration. A brake 536
is coupled to each axle 534 for providing a braking force to each
axle 534 and drive unit 590, 592. Brakes 536 are actuated via a
brake pedal provided in the operator area of vehicle 10. In the
illustrated embodiment, brakes 536 are hydraulically controlled
disc brakes. Brakes 536 are illustratively positioned outboard of
tub 40. In one embodiment, the positioning of brakes 536 outside of
tub 40 facilitates air-cooling of brakes 536.
[0083] A hydraulic pump assembly 518 is also coupled to engine 502
and is driven by the crankshaft of engine 502. As described herein,
hydraulic pump assembly 518 is operative to drive hydraulic motor
552 of steering and drive assembly 508 to facilitate zero-speed
turning and low-speed turning of vehicle 10. In one embodiment,
hydraulic pump assembly 518 includes a dual hydraulic pump in a
dual stage configuration, i.e., a pair of hydraulic pumps coupled
in a series relationship (see FIG. 18, for example). Hydraulic
lines are routed from hydraulic pump assembly 518 to hydraulic
motor 552 of steering and drive assembly 508. In one embodiment,
hydraulic pump assembly 518 drives other hydraulic components of
vehicle 10.
[0084] In operation, to drive vehicle 10 straight forward, steering
and drive assembly 508 applies power from engine 502 to both drive
units 590, 592 (FIG. 16) such that both left and right tracks 12,
14 rotate at the same speed. To steer the vehicle 10 based on the
steering angle of steering wheel 529 (FIG. 8), steering and drive
assembly 508 applies a differential to the driving speeds of each
drive unit 590, 592 (FIG. 16). The speed difference between the
left and right drive units 590, 592 is different depending on the
desired corner radius that vehicle 10 is driven.
[0085] In one embodiment, the differential speed of the two driving
units 590, 592 is achieved by a controlled variation of the drive
ratio between the two driving units 590, 592, and not by applying
brakes 536. As such, the distribution of the torque applied to
drive units 590, 592 is adjusted without changing the total torque
applied. The torque reduced on the one side of vehicle 10 is
applied to the other side of vehicle 10. Based on this behavior,
the vehicle 10 keeps a constant driving speed during steering. In
an alternative embodiment, brakes 536 are actuated to assist with
steering vehicle 10.
[0086] As illustrated in FIGS. 13-15, steering and drive assembly
508 includes a steering assembly 540 coupled to a drive assembly
542. Steering assembly 540 includes a hydraulic pump 550 driven by
drive shaft 506, a hydraulic motor 552, and a steering gear
assembly 562. In the illustrated embodiment, hydraulic pump 550 and
hydraulic pump assembly 518 are provided on the same hydraulic
circuit of vehicle 10 (see FIG. 18) and are operative to drive
hydraulic motor 552. As described herein, the steering angle of
steering wheel 529 controls a steering valve (FIG. 18) to control
the rotation of hydraulic motor 552 and thus the steering input to
steering gear assembly 562 and drive assembly 542.
[0087] As illustrated in FIG. 15, steering assembly 540 includes an
input shaft 530 that couples to second portion 522 (FIG. 14) of
drive shaft 506. Input shaft 530 is drivingly coupled to a shaft
560 of drive assembly 542 via interacting angled gears 574, 576.
Drive assembly 542 includes a differential gearbox having right and
left planetary gear assemblies 564, 566, respectively, driven by
shaft 560. Each planetary gear assembly 564, 566 includes a sun
gear 578 coupled at each end of shaft 560 to provide driving input
to drive axles 534. Each planetary gear assembly 564, 566 further
includes planetary gears 570 and a ring gear 568.
[0088] The steering angle of the steering input device, i.e.,
steering wheel 529 of FIG. 8, defines the differential speed of the
two drive axles 534 and therefore the turning radius of vehicle 10
depending on the vehicle speed. A greater vehicle speed results in
a greater turning radius for a same steering input. The steering
input is directed from hydraulic steering motor 552 through the
steering gear assembly 562 to the ring gear 568 of the planetary
gear assemblies 564, 566. Steering gear assembly 562 includes a
steering gear train comprising a gear shaft 563 coupled to the
output of motor 552 and a gear shaft 571 coupled to gear shaft 563
for driving ring gear 568 of planetary gear assembly 566. Steering
gear assembly 562 includes an intermediate gear shaft 572 coupled
to gear shaft 571 for driving ring gear 568 of gear assembly
564.
[0089] When vehicle 10 is driving straight in the forward or
reverse direction without steering input, the output of motor 552,
steering gear assembly 562, and ring gear 568 are stationary, and
drive axles 534 coupled to planetary gear assemblies 564, 566
rotate at the same speed. Depending on the steering angle of
steering wheel 529, hydraulic motor 552 is driven faster or slower
in one or the other direction based on the turning direction
requested. The hydraulic motor 552 thus drives the ring gear 568
through the steering gear assembly 562. Rotation of the ring gear
568 changes the gear ratio of the planetary gear assembly 564, 566
and results in the differential speed of the two drive axles
534.
[0090] In one embodiment, to keep a constant velocity of vehicle 10
during a turning operation, the outer side drive axle 534 (relative
to the turning direction) is driven faster than a neutral vehicle
speed (i.e., the requested speed of the vehicle 10), and the inner
side drive axle 534 is driven the same amount slower than the
neutral vehicle speed. In the illustrated embodiment, intermediate
shaft 572 of steering gear assembly 562 is operative to invert the
rotational direction of the ring gear 568 of planetary gear
assembly 564 relative to the rotational direction of ring gear 568
of planetary gear assembly 566. As such, the steering input
provided with hydraulic motor 552 causes one drive axle 534 to
drive faster and one drive axle 534 to drive slower relative to the
neutral vehicle speed to provide the turning effect.
[0091] An operation of a drive assembly 542, hydraulic motor 552,
and steering gear assembly 562 based on the steering input is
detailed further in U.S. patent application Ser. No. 11/965,165,
filed Dec. 27, 2007, titled "SKID STEERED ALL TERRAIN VEHICLE," the
entire disclosure of which is incorporated by reference herein.
[0092] Referring to FIG. 18, an exemplary hydraulic steering system
600 is illustrated. Engine 502 drives a first hydraulic pump 602
and a second hydraulic pump 604 of hydraulic pump assembly 518. A
control valve 606, 608 is coupled at the output of each pump 602,
604, respectively. Gearbox 510 drives drive shaft 506 to drive
hydraulic pump 550 of steering and drive assembly 508, and a
control valve 610 is coupled at the output of pump 550. The
hydraulic components of FIG. 18 are coupled together view hydraulic
hoses or lines as illustrated. Exemplary pump displacements,
pressure values, pump speeds, and other values are shown in FIG. 18
to illustrate an exemplary embodiment of hydraulic steering system
600, and other suitable values and specifications may be provided
depending on system configuration.
[0093] A priority flow control valve 612 controls the flow volume
from pumps 518, 550 to a steering valve 614 such that the pressure
drop over the steering valve 614 is substantially constant.
Steering wheel 529 is coupled to steering valve 614 and switching
valve 618 to control the fluid flow to motor 552. Steering valve
614 serves as an adjustable orifice to control the amount of fluid
flow to motor 552 and thus the amount of rotation of motor 552 and
the amount of steering of vehicle 10. The flow direction to motor
552 is switched with switching valve 618 based on the direction
that steering wheel 529 is turned. As such, steering valve 614 and
switching valve 618 cooperate to control the direction and volume
of fluid flow to hydraulic motor 552 to control the rotational
direction of motor 552 based on steering wheel 529 being turned to
the left or right (for a corresponding left or right vehicle turn).
As such, the steering angle of steering wheel 529 is operative to
control the volume and direction of flow to motor 552.
[0094] A hydraulic switch, illustratively switching valve 616 is
provided between motor 552 and the output of steering valve 614 to
further control the direction of flow to the hydraulic motor 552
based on the operating gear of vehicle 10. In particular, in a
forward gear of gearbox 510, switching valve 616 controls the fluid
flow to rotate motor 552 in one direction. In a reverse gear of
gearbox 510, switching valve 616 is operative to reverse the flow
direction to motor 552, thereby allowing the steering direction of
vehicle 10 to be independent of the forward or reverse movement of
vehicle 10 based on a same steering angle of steering wheel 529.
Switching valve 616 may be controlled electrically or mechanically
based on the selection of a forward or reverse gear of gearbox
510.
[0095] Hydraulic fluid which is not used for steering may be either
used to drive any other working hydraulic units of vehicle 10 or
returned over a return line to the oil reservoir 622. The operation
of priority control valve 612, steering valve 614, switching valve
616, and switching valve 618 of FIG. 18 is detailed further in U.S.
patent application Ser. No. 11/965,165, filed Dec. 27, 2007, titled
"SKID STEERED ALL TERRAIN VEHICLE," the entire disclosure of which
was previously incorporated by reference herein.
[0096] In one embodiment, steering wheel 529 includes a position
sensor 640 (FIGS. 20-21) in communication with ECU 520 (or another
vehicle controller) for detecting a steering angle of steering
wheel 529. In this embodiment, based on the detected steering
angle, ECU 520 routes a control signal to steering valve 614 and
switching valve 616. Steering wheel 529 may alternatively be
mechanically or hydraulically coupled to steering valve 614 and
switching valve 616.
[0097] Hydraulic pump 550 and hydraulic pump assembly 518 are
operative to drive hydraulic motor 552 based on the operating
condition of vehicle 10. In the illustrated embodiment, hydraulic
pump 550 drives motor 552 for steering operations when vehicle is
moving. In particular, hydraulic pump 550 is driven by drive shaft
506 via gears 556, 558 (FIG. 15). As such, movement of vehicle 10
across the ground causes drive shaft 506 to rotate to thereby drive
pump 550. Thus, hydraulic pump 550 provides power to hydraulic
motor 552 when pump 550 is driven by drive shaft 506.
[0098] In the illustrated embodiment, when engine 502 is disabled,
but tracks 12, 14 are moving to rotate drive shaft 506, hydraulic
pump 550 is operative to drive motor 552 to provide vehicle
steering. Such a configuration may serve as a control feature for
steering vehicle 10 when vehicle 10 is not powered but is coasting
or moving down a hill, for example. In the illustrated embodiment,
pump 550 is mechanically coupled to drive shaft 506 such that pump
550 rotates when drive shaft 506 rotates. In the illustrated
embodiment, both forward and reverse movement of vehicle 10 is
operative to drive pump 550 to power motor 552.
[0099] Hydraulic pump assembly 518 is operative to drive motor 552
to turn vehicle 10 when vehicle 10 is stopped or below a minimal
threshold speed (e.g., 5 mph, 3 mph, etc.) or when ECU 520
determines that additional hydraulic power is required to drive
hydraulic motor 552. Hydraulic pump 518, driven by engine 502,
provides hydraulic power to motor 552 such that vehicle 10 is
operative to turn when at a zero vehicle speed based on an operator
turning steering wheel 529 and without operator input to the
vehicle accelerator. As such, in one embodiment, hydraulic pump
assembly 518 is operative to drive motor 552 for small radius
turns, including a zero radius turn, and hydraulic pump 550 is
operative to drive motor 552 for larger radius turns (i.e., when
tracks 12, 14 are moving).
[0100] In one embodiment, vehicle 10 must be traveling at a speed
less than a threshold vehicle speed before hydraulic pump assembly
518 is actuated by ECU 520 to drive motor 552. For example, vehicle
10 includes a speed sensor 642 (FIGS. 20-21) operative to detect a
speed of tracks 12, 14 and/or drive shaft 506. Upon the detected
speed decreasing to below the speed threshold, ECU 520 activates
hydraulic pump assembly 518 to drive hydraulic motor 552. In one
embodiment, ECU 520 or another suitable controller controls the
activation of hydraulic pump assembly 518 based on the vehicle
speed and/or other inputs. In one embodiment, zero-radius turning
is activated by ECU 520 when gearbox 510 is in a neutral operating
gear, although it may be activated in other operating gears (e.g.,
reverse or forward). In one embodiment, ECU 520 further controls
hydraulic pump assembly 518 to assist with steering when hydraulic
pump 550 provides inadequate power to motor 552 (e.g., low vehicle
speeds).
[0101] For example, referring to FIG. 16, an exemplary right turn
steering operation is illustrated as controlled by hydraulic pump
550 for when tracks 12, 14 are moving. Due to the movement of
vehicle 10 and thus the rotation of drive shaft 506, hydraulic pump
550 provides hydraulic power to rotate motor 552. Based on the
steering angle of steering wheel 529, hydraulic motor 552 provides
steering input to steering gear assembly 562 to cause a
differential speed between drive units 590, 592, as described
herein. In FIG. 16, drive unit 592 is driven slower than the
neutral vehicle speed, and drive unit 590 is driven faster than the
neutral vehicle speed to cause the vehicle to turn right.
[0102] Referring to FIG. 17, an exemplary zero radius steering
operation is illustrated as controlled by hydraulic pump assembly
518 for when vehicle 10 is stationary. With drive shaft 506 not
rotating, hydraulic pump 550 does not provide hydraulic input to
motor 552. Rather, engine 502 drives hydraulic pump assembly 518 to
power motor 552 when vehicle 10 is stationary. Based on the
steering angle of steering wheel 529, hydraulic motor 552 provides
steering input to steering gear assembly 562 to cause a
differential speed between drive units 590, 592 such that vehicle
10 turns at a zero radius or a minimal radius. In FIG. 17, tracks
12, 14 are driven at the same speed but in opposite directions to
cause vehicle 10 to turn at the zero radius.
[0103] In one embodiment, the steering system described herein is
operative to control vehicle 10 at low to high vehicle speeds,
including speeds up to and over 60 mph, for example. Vehicle 10
includes an accelerator pedal including a position sensor 650 (FIG.
23) in communication with ECU 520 for providing a throttle request
to engine 502.
[0104] In one embodiment, ECU 520 (FIGS. 20-23) is operative to
enable and disable the zero-speed steering functionality provided
with hydraulic pump assembly 518 based on the detection of an
operator in seat 22. Seat 22 includes a seat switch or sensor 652
(FIG. 21) for detecting the presence of an operator, as detailed
further in U.S. patent application Ser. No. 13/650,697, filed on
Sep. 4, 2012, the entire disclosure of which is incorporated by
reference herein. ECU 520 enables operation of hydraulic pump
assembly 518 to enable zero-speed turning upon detection of an
operator in seat 22 and disables operation of hydraulic pump
assembly 518 when an operator is not detected in seat 22. In one
embodiment, ECU 520 is further operative to enable and disable
power to the attachment via attachment shaft 511 based on detection
of an operator in operator seat 22. In this embodiment, when an
operator is not detected at seat 22, ECU 520 disengages attachment
shaft 511 to stop and/or to prevent the delivery of power from
engine 502 to the attachment. As such, engine 502 may be controlled
to provide power to the attachment when an operator is seated and
not when an operator is off the seat. In one embodiment, ECU 520
delays deactivating hydraulic pump assembly 518 after detecting
seat 22 is in an unoccupied state for a predetermined time lapse,
such as for one second or any other suitable time lapse.
[0105] ECU 520 includes at least one processor that executes
software and/or firmware stored in memory of ECU 520. The
software/firmware contains instructions that, when executed by the
processor, causes ECU 520 to perform the functions described
herein. ECU 520 may alternatively include one or more
application-specific integrated circuits (ASICs),
field-programmable gate arrays (FPGAs), digital signal processors
(DSPs), hardwired logic, or combinations thereof. In one
embodiment, the processor of ECU 520 includes both engine control
logic operative to control engine 502 and CVT control logic
operative to control CVT 504. ECU 520 may alternatively include
multiple control units or processors functioning together to
perform the functions of ECU 520 described herein.
[0106] Referring to FIG. 20, ECU 520 is operative to provide torque
compensation during a steering event. Due to the hydraulic system
using some engine power to steer vehicle 10 and/or to power other
components of vehicle 10, ECU 520 controls engine 502 to deliver
additional torque when engine 502 power is being consumed by the
hydraulic system. As such, the likelihood of stable vehicle speed
is increased without any corrections made by the operator (e.g.,
further actuation of accelerator). ECU 520 receives as sensor
inputs the hydraulic pressure on steering valve 614 (FIG. 18) from
a hydraulic pressure sensor 644, the vehicle speed (e.g., the
rotational speed of input shaft 530 (FIG. 15) or drive shaft 506)
from speed sensor 642, the steering angle of steering wheel 529
(FIG. 8) from steering angle sensor 640, and the selected operating
gear of sub-transmission gearbox 510 (e.g., high, low, reverse,
neutral, park) from a gear selector 646. Based on these inputs, ECU
520 automatically adjusts the speed of engine 502 by controlling
the throttle valve to compensate for the torque consumed by the
hydraulic system to power the steering assembly or other hydraulic
components. Additional detail for engine torque compensation is
provided in U.S. patent application Ser. No. 11/965,165, filed Dec.
27, 2007, titled "SKID STEERED ALL TERRAIN VEHICLE," the entire
disclosure of which was previously incorporated by reference
herein.
[0107] Referring to FIG. 21, ECU 520 is operative to control the
activation of hydraulic pumps (e.g., pumps 602, 604 of FIG. 18) of
hydraulic pump assembly 518. Based on the detected vehicle speed
from speed sensor 642, the detected steering angle of steering
wheel 529 from sensor 640, and the detected engine speed from an
engine speed sensor 648, ECU 520 is operative to selectively active
pumps 602, 604 of hydraulic pump assembly 518. As described herein,
ECU 520 activates one or more pumps of hydraulic pump assembly 518
based on the vehicle speed decreasing to below the threshold speed.
As such, hydraulic pump assembly 518 is used to drive hydraulic
motor 552 of steering and drive assembly 508 (FIG. 15) at low or
zero vehicle speeds, as described herein. ECU 520 monitors the
vehicle speed and steering angle to determine if pump assembly 518
requires activation at speeds greater than the threshold, such as
if additional steering power is required. In one embodiment, ECU
520 monitors the engine speed and increases the engine speed upon
determining, based on the steering demand, vehicle speed, and
engine speed, that additional power is required for driving the
pumps of hydraulic pump assembly 518. In one embodiment, hydraulic
pump assembly 518 includes at least two hydraulic pumps coupled in
series. FIG. 21 illustrates hydraulic pump assembly 518 having
three pumps in series. In one embodiment, when an operator is not
detected in seat 22 based on output from seat sensor 652, ECU 520
disables operation of hydraulic pump assembly 518, as described
herein.
[0108] Referring to FIG. 22, ECU 520 is operative to control the
forward and reverse drive of vehicle 10 based on a signal from a
gear selector 646 (e.g., shift lever, buttons, or other suitable
operator input device) and/or a signal from gearbox 510. Upon
detecting a forward gear, ECU 520 controls switching valve 616
(FIG. 18) to rotate motor 552 in a first direction such that
vehicle 10 turns in a direction corresponding to the direction
demanded with steering wheel 529. Upon detecting a reverse gear,
ECU 520 controls switching valve 616 to switch the flow direction
to motor 552 to thereby reverse the direction of motor 552. As
such, vehicle 10 turns in a direction corresponding to the
direction demanded with steering wheel 529 when vehicle 10 is
moving in reverse.
[0109] FIG. 23 illustrates several inputs that ECU 520 uses to
control engine 502 and components coupled to engine 502 (e.g.,
hydraulic pump assembly 518, attachment shaft 511, etc.) to provide
control functionality to vehicle 10. ECU 520 receives sensor inputs
corresponding to the hydraulic pressure on steering valve 614 (FIG.
18) from hydraulic pressure sensor 644, the vehicle speed from
sensor 642, the steering angle of steering wheel 529 from sensor
640, the hydraulic oil level in reservoir 622 (FIG. 18) from a
hydraulic level sensor 656, the hydraulic oil temperature from a
temperature sensor 658, the throttle pedal position (throttle
demand) from accelerator position sensor 650, and the occupied or
unoccupied state of seat 22 from seat sensor 652. As described
herein, ECU 520 implements various control features based on the
signals. For example, ECU 520 disables the zero-speed turning
feature upon an operator not being detected in seat 22. In one
embodiment, the disabling of the zero-speed turning feature is in
response to a detected unoccupied state of the seat 22, no or
minimal throttle demand being detected, and no or minimal vehicle
speed being detected by ECU 520. ECU 520 further disables
components of the hydraulic circuit and/or reduces vehicle speed
based on a low oil level, a high oil temperature, or a low/high oil
pressure detection.
[0110] Referring to FIG. 24, ECU 520 is further operative to detect
and to notify the operator of a payload distribution of vehicle 10.
For example, the distribution of payload (e.g., cargo, operator,
other loads) may affect the stability of vehicle 10 more when
vehicle 10 is in buoyancy mode in water than when vehicle 10 is on
dry land. If vehicle 10 has been loaded unevenly, vehicle operation
may become unstable upon vehicle 10 transitioning into water. ECU
520 is operative to provide an indication to the operator via a
signal to a gauge 676 of an optimal or recommended distribution of
the payload.
[0111] Vehicle 10 includes a network of load sensors in
communication with ECU 520, illustratively load sensors 670 mounted
in the front cargo area 26 and load sensors 672 mounted in the rear
cargo area 28. Additional load sensors may be provided in other
areas of vehicle 10. Load sensors 670, 672 may include weight or
pressure sensors or other suitable sensors for detecting a load and
providing a signal representative of the detected load to ECU 520.
In one embodiment, load sensors 670, 672 are integrated into
mounting bolts that are coupled to a respective structure (e.g.,
floor panel) of front and rear cargo areas 26, 28. Other suitable
weight or pressure sensor apparatuses fit for the environment and
necessary output levels may be provided.
[0112] The output of sensors 670, 672 are read by ECU 520 to
determine the weight or pressure at each location of sensors 670,
672. Based on the readings, ECU 520 determines the load
differential between the different sensor mounting locations to
determine the payload distribution of vehicle 10. ECU 520
communicates the status of the payload distribution to a display or
gauge 676 to notify the operator of the payload distribution and to
alert the operator when weight differentials exceed threshold
limits. If the threshold limits are exceeded, ECU 520 alerts the
operator that the payload should be shifted to obtain improved
vehicle stability. ECU 520 may also notify the operator when a
maximum total vehicle payload has been exceeded, or a maximum rear
or front total payload has been exceeded. In one embodiment, the
threshold limits may be calibrated. In one embodiment, ECU 520 may
implement or modify vehicle controls when the payload threshold
limits are exceeded. For example, ECU 520 may limit the maximum
speed or maximum torque of the engine via electronic throttle
control, or other suitable control measures may be taken by ECU
520. ECU 520 may also sound an audible alarm when the limits are
exceeded.
[0113] An exemplary gauge 676 is illustrated with gauge 678 of FIG.
24. Gauge 678 provides a graphical representation of vehicle 10,
including a top-down representation 680 of rear cargo area 28 and a
top-down representation 682 of front cargo area 26 of vehicle 10
within an outline of the outer perimeter of vehicle 10.
Representations 680, 682 may include a picture or other rendering
coupled to dashboard 25 (FIG. 6) or may include graphical data
displayed by ECU 520 on a display screen. Multiple indicators A
through H are provided in representations 680, 682 to represent the
physical locations of the sensors 670, 672 on vehicle 10. For
example, indicators A, B, C, and D are at the corners of
representation 680 to represent sensors 672 mounted at the corners
of rear cargo area 28, and indicators E, F, G, and H are at the
corners of representation 682 to represent sensors 670 mounted at
the corners of front cargo area 26. Sensors 670, 672 may be mounted
at other suitable locations of cargo areas 26, 28. In one
embodiment, indicators A through H are illuminated with different
colors to indicate the sensor status and therefore the payload
status. Indicators A-H may include light emitting diodes (LEDs),
graphical data provided on a display screen, or other suitable
devices controlled by ECU 520 for indicating the sensor status.
[0114] For example, an individual indicator is illuminated green
indicates the load point is "acceptable", solid amber indicates the
load point is "cautionary" and too light compared to another load
point, flashing amber indicates the load point is "highly
cautionary" and too light compared to another load point, solid red
indicates the load point is "cautionary" and too heavy compared to
another load point, and flashing red indicates the load point is
"highly cautionary" and too heavy compared to another load point.
Further, all indicators are illuminated red as "cautionary" when a
first recommended total payload limit of vehicle 10 is exceeded and
flashing red as "highly cautionary" when a second (higher)
recommended payload limit of vehicle 10 is exceeded. Other colors
and behavior of indicators may be implemented to indicate load
status.
[0115] The following table provides examples of key sensor mounting
location relationships with reference to gauge 678:
TABLE-US-00001 TABLE 1 Key Sensor Mounting Location Relationships
VEHICLE VEHICLE TOTAL REAR FRONT VEHICLE A-B E-F A-F A-C E-G A-H
A-D E-H C-F B-C F-G C-H B-D F-H C-D G-H
As illustrated in Table 1, gauge 678 may be used to monitor the
loads between different combinations of sensor mounting locations
to thereby determine payload differentials between mounting
locations or regions at the rear portion of vehicle 10, the front
portion of vehicle 10, and the overall vehicle 10. ECU 520 may
provide calibratable limits for each location differential to set
load differential at which the payload distribution transitions
from acceptable to cautionary to highly cautionary. For example,
ECU 520 may broadcast the status of each sensor 670, 672 via
indicators A-H as follows:
TABLE-US-00002 TABLE 2 Load Sensor Status (A-H) WEIGHT/PRESSURE
SENSOR STATUS (A-H) POSSIBLE INDICATOR STATES DESCRIPTION STATUS
000 Acceptable Differentials Indicator Solid Green 001 Cautionary
(Differential indicates Indicator Solid Amber this needs MORE
weight) 010 Highly Cautionary (Differential Indicator Flashing
Amber indicates this needs MORE weight) 011 Cautionary
(Differential indicates Indicator Solid Red this needs LESS weight)
100 Highly Cautionary (Differential Indicator Flashing Red
indicates this needs LESS weight) 110 Error Indicator Flashes
Alternating Red and Amber 111 Not Available Indicator Flashes
Alternating Red and Amber
wherein each state is illustratively represented by a three-bit
code. As shown in Table 2, each indicator A-H may be illuminated
with a different color to indicate the load status. In the
illustrated embodiment, solid green indicates an acceptable status,
solid amber and solid red each indicate cautionary status (more or
less weight needed at location, respectively), flashing amber and
flashing red indicates highly cautionary status (more or less
weight needed at location, respectively), and alternating flashing
red and amber indicates an error with the load detection system or
that load information is not available.
[0116] ECU 520 may also implement calibratable limits for
indicating when the total vehicle payload transitions from
acceptable to cautionary to highly cautionary. This may be
indicated with a separate gauge or with gauge 678. For example, to
provide this indication with gauge 678, the following status
indicators may be provided:
TABLE-US-00003 TABLE 3 TOTAL PAYLOAD STATUS POSSIBLE STATES
DESCRIPTION INDICATOR STATUS 000 Acceptable Differentials Defaults
to Current Weight/ Pressure Sensor Status 001 Cautionary (First
Payload Indicators All Solid Red Calibration Limit Exceeded, but
Below Next Limit) 010 Highly Cautionary (Next Payload Indicators
All Flashing Red Calibration Limit Exceeded) 110 Error Indicator
Flashes Alternating Red and Amber 111 Not Available Indicator
Flashes Alternating Red and Amber
For example, when the total vehicle payload is acceptable, the
indicators A-H default to the current individual load sensor
statuses described above with Table 2. Indicators A-H are all solid
red to indicate a cautionary status when a first total payload
limit has been exceeded. Indicators A-H are all flashing red to
indicate a highly cautionary status when a second, higher total
payload limit has been exceeded. Indicators A-H alternately flash
red and amber to indicate an error with load detection system or
load information not available.
[0117] In one embodiment, the calibratable threshold limits for the
payload at each individual sensor and the overall payload may be
pre-determined based on real-world data collection and/or stability
simulation.
[0118] As one example, if indicators F and H of gauge 678 of FIG.
24 are solid red, indicators E and G are solid amber, and
indicators A, B, C, and D are all solid green, gauge 678 indicates
to an operator that cargo in the front cargo area 26 of vehicle 10
should be shifted towards the center of vehicle 10. Once the
appropriate amount of weight has been shifted towards the center of
vehicle 10, indicators E, F, G, and H all turn green when the
payload balance is acceptable.
[0119] In an alternative embodiment, vehicle 10 includes a series
hybrid drive configuration as illustrated in FIG. 25. Referring to
FIG. 25, a hybrid electric drive system 700 of exemplary vehicle 10
includes a gas engine generator 702, a bank of batteries 704
charged by generator 702, an inverter 710, and a pair of electric
motors 706 configured to drive tracks 12, 14. Each electric motor
706 drives tracks 12, 14 via a gear reduction box 708 coupled to
the corresponding drive unit 590, 592. In one embodiment, disk
brakes are coupled off gear boxes 708 either inboard or outboard of
tub 40. Vehicle 10 of FIG. 27 further includes a catalytic
converter 720 and an exhaust silencer 722 coupled to the exhaust of
engine 702. A fuel tank 724 and a radiator and fan 726 are
positioned inboard of tub 40.
[0120] In operation, the gas engine 702 serves as a generator to
supply electric power to inverter 710, which charges batteries 704.
Independent operation of electric motors 706 may be commanded
electronically via drive-by-wire from the ECU to provide the
speed/torque differential between tracks 12, 14 for turning vehicle
10. Electric motors 706 may also be counter rotated at low ground
speeds to provide a zero-radius turn. When batteries 704 require
additional power to drive tracks 12, 14, engine 702 is commanded to
run to charge batteries 704 until batteries 704 have sufficient
power and engine 702 is shut down. The series hybrid drive
configuration is further detailed in U.S. patent application Ser.
No. 13/441,537, filed Apr. 6, 2012, titled "ELECTRIC VEHICLE WITH
RANGE EXTENDER," the entire disclosure of which is incorporated by
reference herein
[0121] In one embodiment, vehicle 10 is adapted to be remotely
controlled. For example, a remote control electronic device may be
used to control vehicle 10 wirelessly without an operator being
positioned in the vehicle 10. In one embodiment, vehicle 10 is
operative to drive autonomously without human input.
[0122] The entire disclosure of U.S. patent application Ser. No.
11/035,925, filed Jan. 14, 2005, titled "TRACKED ATV," is
incorporated by reference herein.
[0123] The term "logic" or "control logic" as used herein may
include software and/or firmware executing on one or more
programmable processors, application-specific integrated circuits
(ASICs), field-programmable gate arrays (FPGAs), digital signal
processors (DSPs), hardwired logic, or combinations thereof.
Therefore, in accordance with the embodiments, various logic may be
implemented in any appropriate fashion and would remain in
accordance with the embodiments herein disclosed.
[0124] While this invention has been described as having an
exemplary design, the present invention may be further modified
within the spirit and scope of this disclosure. This application is
therefore intended to cover any variations, uses, or adaptations of
the invention using its general principles. Further, this
application is intended to cover such departures from the present
disclosure as come within known or customary practice in the art to
which this invention pertains.
* * * * *