Driveline assembly for a utility vehicle

A driveline assembly for a utility vehicle includes an engine, an automated sequential transmission positioned forward of the engine, and a gearbox operably coupled to the automated sequential transmission.

FIELD OF THE DISCLOSURE

The present application relates to a utility vehicle and, more particularly, a driveline assembly for a utility vehicle which includes an automated sequential transmission.

BACKGROUND OF THE DISCLOSURE

Various driveline embodiments for a vehicle may include an engine and a transmission operably coupled to the front and/or rear wheels to provide motive power to drive the vehicle. The engine may have a plurality of cylinders and is configured to provide a maximum horsepower based on the parameters and specifications of the vehicle. The engine is operably coupled to the transmission, which may be an automated or manual transmission. In one embodiment, the transmission may be an automated sequential transmission (“AST”) which is configured as a manual transmission that shifts between or changes gears through sensors, pneumatics, and/or actuators rather than a clutch pedal.

Space constraints on a vehicle, especially an off-road vehicle which may have maximum width and length requirements for trail compatibility, may make it difficult to package the driveline components on the vehicle in a manner that does not interfere with other vehicle components. As such, there is a need to provide a compact driveline arrangement with an engine and an AST on an off-road vehicle.

SUMMARY OF THE DISCLOSURE

In one embodiment of the present disclosure, a driveline assembly for a utility vehicle comprises an engine, an automated sequential transmission positioned forward of the engine, and a gearbox operably coupled to the automated sequential transmission.

In another embodiment of the present disclosure, a utility vehicle comprises a plurality of ground-engaging members, a frame assembly supported by the plurality of ground-engaging members, and an operator area supported by the frame assembly. The operator area includes seating with a first seating portion for an operator and a second seating portion for a passenger. The utility vehicle further comprises a driveline assembly operably coupled to the plurality of ground-engaging members. The driveline assembly comprises an engine positioned rearward of the operator area, an automated sequential transmission operably coupled to the engine and positioned at least partially rearward of the operator area, and a gearbox operably coupled to the automated sequential transmission and positioned rearward of at least a portion of the seating.

In a further embodiment of the present disclosure, a utility vehicle comprises at least one front ground-engaging member, at least one rear ground-engaging member, a frame assembly supported by the at least one front ground-engaging member and the at least one rear ground-engaging member, and an operator area supported by the frame assembly and including seating with a first seating portion for an operator and a second seating portion for a passenger. The utility vehicle further comprises a rear suspension assembly operably coupled to the at least one rear ground-engaging member and including trailing arms operably coupled to the at least one rear ground-engaging member and the frame, a shock absorber operably coupled to each of the trailing arm, at least one radius rod operably coupled to the at least one rear ground-engaging member. The utility vehicle also comprises a driveline assembly operably coupled to the at least one front ground-engaging member and the at least one rear ground-engaging member. The driveline assembly comprises an engine positioned rearward of the operator area and positioned within a longitudinal envelope defined by the trailing arms. The driveline assembly also comprises an automated sequential transmission operably coupled to the engine and positioned at least partially rearward of the operator area. The automated sequential transmission is positioned at least partially within the longitudinal envelope defined by the trailing arms. The driveline assembly further comprises a gearbox operably coupled to the automated sequential transmission and positioned rearward of at least a portion of the seating.

Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present invention, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

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 other all-terrain vehicles, motorcycles, snowmobiles, and golf carts.

Referring toFIG. 1, an illustrative embodiment of a utility vehicle10is shown which is configured to traverse a variety of terrains, including mud, rocks, dirt, and other trail or off-road conditions. Vehicle10may be referred to as a utility vehicle (“UV”), an all-terrain vehicle (“ATV”), or a side-by-side vehicle (“SxS”) and is configured for travel over various terrains or surfaces. More particularly, vehicle10may be configured for military, industrial, agricultural, or recreational applications.

Vehicle10includes a plurality of ground-engaging members, including front ground-engaging members12and rear-ground engaging members14, a powertrain or driveline assembly16, a frame assembly20, a plurality of body panels22coupled to frame assembly20, a front suspension assembly24supported by a front portion of frame assembly20, a rear suspension assembly26supported by a rear frame portion20bof frame assembly20, and a rear cargo area28supported by rear frame portion20bof frame assembly20. As shown inFIG. 1, vehicle10extends between front and rear ground-engaging members12,14in a longitudinal direction along a longitudinal vehicle centerline L. More particularly, and as shown best inFIG. 6, frame assembly20includes a front frame portion20agenerally supported by front ground-engaging members12on a ground surface G (FIG. 8) and rear frame portion20bgenerally supported by rear ground-engaging members14on ground surface G, and frame assembly20extends longitudinally between front and rear frame portions20a,20balong centerline L.

As shown inFIG. 1, front ground-engaging members12may include a wheel assembly15and a tire18extending radially about wheel assembly15. Similarly, rear ground-engaging members14may include a wheel assembly14aand a tire14bextending radially about wheel assembly14a. In one embodiment, one or more ground-engaging members12,14may be replaced with tracks, such as the PROSPECTOR II tracks available from Polaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340, or non-pneumatic tires as disclosed in any of U.S. Pat. No. 8,109,308, filed on Mar. 26, 2008; U.S. Pat. No. 8,176,957, filed on Jul. 20, 2009; and U.S. Pat. No. 9,108,470, filed on Nov. 17, 2010; and U.S. Patent Application Publication No. 2013/0240272, filed on Mar. 13, 2013, the complete disclosures of which are expressly incorporated by reference herein.

Referring still toFIG. 1, vehicle10includes an operator area30supported by frame assembly20and which includes seating31for at least an operator. One embodiment of vehicle10includes a first seating portion, illustratively an operator seat32, and a second seating portion, illustratively a front passenger seat34. More particularly, operator seat32and front passenger seat34are in a side-by-side arrangement, however, operator seat32and passenger seat34may be in a longitudinal arrangement or in any configuration of seats positioned adjacent each other or longitudinally spaced apart from each other. In one embodiment, vehicle10may include multiple passenger seats34positioned rearward of operator seat32. Operator seat32includes a seat bottom32a, illustratively a bucket seat, and a seat back32b. Seat32has a forward-most extent33aand a rearward-most extent33b(FIG. 6). Similarly, front passenger seat34includes a seat bottom34a, illustratively a bucket seat, and a seat back34b. Seat34has a forward-most extent35aand a rearward-most extent35b(FIG. 6). Additional details of vehicle10may be disclosed in U.S. patent application Ser. No. 14/051,700, filed Oct. 11, 2013; U.S. patent application Ser. No. 14/477,589, filed Sep. 4, 2014; and U.S. patent application Ser. No. 14/577,908, filed Dec. 19, 2014; the complete disclosures of which are expressly incorporated by reference herein.

Referring toFIGS. 1 and 6, rear suspension assembly26is positioned rearward of operator area30and includes trailing arms36operably coupled to rear frame portion20band rear ground-engaging members14, shock absorbers37operably coupled to rear frame portion20band trailing arms36, and control arms or radius rods38operably coupled to rear frame portion20band rear ground-engaging members14. Rear suspension assembly26also may include a torsion or sway bar (not shown) operably coupled to trailing arms36. Additional details of rear suspension assembly26may be disclosed in U.S. Patent Application Ser. No. 62/608,952, filed on Dec. 21, 2017, and entitled “REAR SUSPENSION ASSEMBLY FOR A VEHICLE”, the complete disclosure of which is expressly incorporated by reference herein.

Referring toFIGS. 2A and 2B, driveline assembly16is disclosed. Driveline assembly16includes at least an engine40, a transmission42, a gearbox44, a front final drive member46, and a rear final drive member48. Illustrative driveline assembly16is configured with engine40supported on rear frame portion20b(FIG. 6), transmission42positioned longitudinally forward of engine40, and gearbox44positioned longitudinally forward of transmission42. As disclosed further herein, engine40is positioned longitudinally rearward of operator area30and, more particularly, is positioned longitudinally rearward of rearward-most extent33b,35bof seating31. Transmission42may extend forwardly from engine40and may extend into a portion of operator area30. Gearbox44also may be positioned within a portion of operator area30.

Engine40may be an internal combustion engine or any other type of engine or motor configured to provide motive power for vehicle10. Illustratively, engine40includes a crankcase or outer housing50configured to support at least a crankshaft (not shown) therein. Engine40also includes cylinders52coupled to crankcase50and extending upwardly therefrom. Cylinders52are coupled to cylinder heads54. In one embodiment, cylinder52and cylinder heads54may be angled relative to a vertical axis (not shown) which perpendicularly intersects centerline L (FIG. 6). However, in other embodiments, cylinder52and cylinder heads54are aligned with the vertical axis. Engine40may be configured to operate with any type of fuel, such as gasoline, diesel, natural gas, etc. Additionally, engine40may have any number of cylinders52.

Engine40may be supported on rear frame portion20bwith engine mount assembly86, as shown best inFIGS. 3-7. Engine mount assembly86may be removably coupled to crankcase50with mechanical fasteners or may be integrally formed with a portion of crankcase50. Illustratively, and as shown best inFIGS. 6 and 7, engine mount assemblies86are configured to couple with frame arms88of rear frame portion20b. Each of frame arms88are coupled to a longitudinally-extending frame member89of rear frame portion20band extend upwardly therefrom to couple with engine mount assembly86. One or more of frame arms88may be angled relative to vertical in order to position engine40at a desired location on rear frame portion20b.

As shown in at leastFIG. 5, engine40is configured with an output56which operably or drivingly couples engine40to transmission42. More particularly, output56may be defined as a portion of the crankshaft (not shown) or a component operably coupled to the crankshaft such that rotational movement of the crankshaft is provided to transmission42through output56. Output56of engine40is configured to align with an input58of transmission42to operably couple together engine40and transmission42. In one embodiment, input58of transmission42may be a shaft or other member configured to receive rotational movement or output from output56of engine40.

Referring still toFIGS. 2A-9, transmission42may be configured as an automated sequential transmission (“AST”) which includes a plurality of internal gears and at least one clutch (not shown) generally surrounded by an outer housing60. In one embodiment, AST42also may include a reverse gear. AST42moves through gears in a sequential order but it is not necessary to engage intermediate gears before engaging the desired gear. For example, if the operator wishes to move from third gear to fifth gear, AST42will move through gears3,4, and5but it is not necessary for the operator to engage fourth gear before engaging fifth gear. In this way, a control system may open the clutch to allow rotation of the shift drum and move the dog rings from engaging third gear to fourth gear. With additional rotation of the shift drum, the dog rings move again from fourth gear to fifth gear. The clutch is then closed and torque is transmitted through fifth gear. In instances where a really fast shift is required, it is possible that the clutch will not be opened and, instead, the throttle opening may be changed to unload the dog rings and engage the next gear.

Because illustrative transmission42is configured as an AST, transmission42may have features of both an automatic transmission and a manual transmission. More particularly, transmission42may not automatically change gears, as would an automatic transmission, but does allow for a sequential manual gear change without the need to depress or otherwise actuate a clutch input (e.g., a clutch pedal, clutch lever). For example, transmission42may be operably coupled to sensors, actuators (e.g., an electric gear shift actuator, such as an electric motor), and/or any other device such that the clutch is clamped or engaged and gear changes may be electronically, hydraulically, pneumatically, or otherwise automated, rather than through a mechanical linkage. In one embodiment, the actuators may be electronically, hydraulically, or pneumatically-controlled to move between various gears of transmission42and may be controlled in response to sensor outputs rather than an operator input to a clutch member. With transmission42configured as an AST, vehicle10may be capable of various drive modes (e.g., rock-crawl mode) and may have the ability for various capabilities on certain terrain, such as holding the position of vehicle10when on an incline or hill in response to a throttle, clutch, and/or brake input. For example, the input may initiate a modulation of the throttle and clutch pressure to allow vehicle10to remain on an incline for a period of time.

To further facilitate different gear ratios or gear changes, driveline assembly16includes gearbox44. Gearbox44also may be a shiftable mechanical range box or a transfer case and is configured to allow for a change between high and low gears and at least doubles the available gear ratios. Gearbox44also may include a reverse gear. In other embodiments, gearbox44may be controlled through any other means, such as electronics or pneumatics.

Referring toFIG. 2A, in one embodiment, gearbox44may be integral with AST42such that a gear set43of AST42and a gear set of gearbox44are positioned within a single housing45. Alternatively, and referring toFIG. 2B, gearbox44may be separate from AST42. Illustratively, as shown inFIG. 2B, gearbox44may be directly coupled to AST42but the gear sets thereof are each supported within separate housings.

With respect to the embodiment ofFIG. 2B, and as shown best inFIG. 5, gearbox44is operably or drivingly coupled to transmission42through a connection between an output62of transmission42and an input64of gearbox44. Illustratively, output62of transmission42may be an output shaft configured to provide rotational power to gearbox44.

Referring still toFIG. 5, it may be appreciated that output56of engine40is longitudinally aligned with input58of transmission42, input58is longitudinally aligned with output62of transmission42, and output62is longitudinally aligned with input64of gearbox44such that outputs56,62and inputs58,64are all aligned along the same longitudinal axis A. In this way, engine40is longitudinally aligned with transmission42and a portion of gearbox44.

As shown inFIGS. 3-9, gearbox44includes an outer housing66defining a first portion68, which includes input64, and a second portion70. Illustratively, gearbox44extends laterally relative to centerline L such that first portion68is operably coupled to transmission42and is positioned on a first side (i.e., the right side) of centerline L and second portion70is positioned on a second side (i.e., the left side) of centerline L. As shown inFIGS. 3 and 6, second portion70is operably coupled to a prop shaft72such that internal gears (not shown) of gearbox44transmit movement of input64of first portion68to prop shaft72through gears in first and/or second portions68,70. Prop shaft72may be configured as a multi-piece prop shaft. More particularly, second portion70of gearbox44includes a first or forward output74operably coupled to a front prop shaft76. Second portion70of gearbox44also includes a second or rearward output78operably coupled to a rear prop shaft80. First and second outputs74,78each may be defined as a joint, such as a portion of a U-joint.

As shown inFIGS. 3 and 6, front prop shaft76extends between gearbox44and front final drive member46and is operably coupled thereto to provide power to front final drive member46for driving front ground-engaging members12. In this way, front prop shaft76extends forwardly from gearbox44. Front prop shaft76may be supported on a portion of front frame portion20a(FIG. 6) through a carrier bearing82. Additionally, at least a portion of front prop shaft76may be angled relative to centerline L, as shown inFIG. 6. In one embodiment, front prop shaft76may be defined as a single shaft or may include a plurality of shafts operably coupled together.

Referring still toFIGS. 3 and 6, rear prop shaft80extends between gearbox44and rear final drive member48and is operably coupled thereto to provide power to rear final drive member48for driving rear ground-engaging members14with rear axles or half shafts100. Rear final drive member48may be generally positioned along centerline L such that rear axles100have the same approximate lateral length between rear final drive member48and rear ground-engaging members14.

Rear prop80may extend along a portion of rear frame portion20b(FIG. 6) and may be supported by a carrier bearing84coupled to housing60of transmission42. In this way, rear prop shaft80may not be coupled to frame assembly20, but rather, may be coupled to transmission42. Illustratively, rear prop shaft80extends rearwardly from gearbox44and is positioned laterally adjacent engine40and transmission42. Rear prop shaft80may be configured to extend in a direction parallel to centerline L and may be positioned on the second side of centerline L, as shown inFIG. 6. In one embodiment, rear prop shaft80may be defined as a single shaft or may include a plurality of shafts operably coupled together.

Because vehicle10is configured for off-road applications, the width and wheel base of vehicle10may be reduced for trail compatibility. For example, the width of vehicle10may be approximately 50-65 inches and the wheel base of vehicle10may be approximately 70-110 inches. This compact size of vehicle10may necessitate the need for a particular arrangement or configuration of driveline assembly16on vehicle10.

Illustratively, and referring toFIGS. 6-8, at least a portion of driveline assembly16is supported on rear frame portion20bof frame assembly20. More particularly, engine40is positioned entirely rearward of a rearward-most extent of operator area30such that the forward-most extent of engine40is rearward of rearward-most extent33b,35bof at least seats32,34. Additionally, engine40may be generally positioned to the first side (i.e., the right side) of centerline L such that the majority of engine40is positioned rearward of front passenger seat34. However, as shown inFIG. 9, because cylinders52may be angled relative to vertical, at least a portion of cylinders52and cylinder heads54may be positioned laterally intermediate seats32,34. While cylinders52are at a longitudinal position rearward of the longitudinal position of seats32,34, the lateral position of cylinders52may be positioned along centerline L such that cylinders52are exposed between seats32,34in the front view ofFIG. 8.

Engine40also is positioned within an envelope defined by rear suspension assembly26. More particularly, the longitudinal envelope of rear suspension assembly26may be defined by the forward-most extent of trailing arms36and the rearward-most extent of radius rods38. Illustratively, the forward and aft extents of trailing arms36and the lateral width between trailing arms36together define a longitudinal envelope90thereof, and engine40is positioned entirely within longitudinal envelope90of trailing arms36. In this way, engine40is positioned laterally intermediate trailing arms36and is positioned longitudinally within the longitudinal extent of trailing arms36. As such, engine40is positioned outside of operator area30and does not interfere with components therein. Additionally, the front end portion of vehicle10may be made compact because engine40is not supported therein either.

As disclosed herein, transmission42is positioned longitudinally forward of engine40and, illustratively, is directly coupled to crankcase50with mechanical fasteners. In this way, transmission42is not spaced apart from engine40or laterally offset from engine40but, instead, is longitudinally aligned with engine40. Transmission42is positioned rearward of a portion of operator area30such that a rear portion92of transmission42is rearward of rearward-most extent33b,35bof at least seats32,34and a forward portion94of transmission42extends into operator area30. More particularly, rear portion92is positioned entirely rearward of rearward-most extent33b,35bof seating31and forward portion94may be positioned vertically under or below a portion of seat bottom34a. In one embodiment, forward portion94of transmission42is positioned rearward of forward-most extent35aof seat bottom34abut is forward of rearward-most extent35bof seat bottom34a. Additionally, transmission42may be generally positioned to the first side (i.e., the right side) of centerline L such that at least the majority of transmission42is positioned rearward of front passenger seat34.

Transmission42also is positioned partially within longitudinal envelope90of trailing arms36. More particularly, as shown inFIG. 6, rear portion92of transmission42is positioned entirely within envelope90and forward portion94of transmission42is positioned partially within envelope90. In this way, transmission42is at least partially positioned laterally intermediate trailing arms36and is partially positioned longitudinally within the longitudinal extent of trailing arms36. As such, at least a portion of transmission42is positioned outside of operator area30and does not interfere with components therein. Additionally, the front end portion of vehicle10may be made compact because transmission42is not supported therein either.

Referring still toFIGS. 6-9, gearbox44is positioned longitudinally forward of transmission42and, illustratively, may be directly coupled to outer housing60of transmission42with mechanical fasteners. In this way, gearbox44is not spaced apart from transmission42is in a directly coupled relationship therewith. Additionally, at least first portion68of gearbox44is directly longitudinally aligned with transmission42.

In order to accommodate gearbox44on vehicle10, illustrative gearbox44is positioned within operator area30and, more particularly, is positioned vertically below or under a portion of seating31such that gearbox44and seating31are at least partially vertically overlapping. As shown inFIGS. 6, 8, and 9, first portion68of gearbox44may be positioned vertically below a portion of seat bottom34aand second portion70of gearbox44may be positioned vertically below a portion of seat bottom32a. In this way, and because first and second portions68,70of gearbox44are integral with each other, gearbox44extends laterally across centerline L and between seats32,34such that first portion68is positioned on the first side (i.e., the right side) of centerline L and second portion70is positioned on the second side (i.e., the left side) of centerline L. In one embodiment, gearbox44is positioned rearward of forward-most extent33a,35aof seat bottoms32a,34abut is forward of rearward-most extent33b,35bof seat bottoms32a,34a. Gearbox44also is positioned forward of envelope90of trailing arms36.

Because second portion70of gearbox44is positioned on the second side of centerline L, rear prop shaft80also is positioned on the second side of centerline L. In this way, rear prop shaft80is laterally adjacent transmission42and engine40and is positioned on the opposite side of centerline L relative to a majority of at least engine40and transmission42. Illustratively, rear prop shaft80may be parallel to centerline L. As shown in at leastFIG. 6, engine40and transmission42are positioned laterally intermediate rear prop shaft80and trailing arm36on the right side of vehicle10.

Additionally, because second portion70of gearbox44is positioned on the second side of centerline L, at least output74and a portion of front prop shaft76also are positioned on the second side of centerline L. Illustratively, as shown inFIG. 6, front prop shaft76may be angled relative to centerline L such that a rearward portion of front prop shaft76is positioned on the second side of centerline L but a forward portion of front prop shaft76may intersect centerline L to couple with front final drive member46. Front final drive member46may be generally aligned with centerline L.

As disclosed herein, driveline assembly16is configured to extend from the front to the rear of vehicle10and components thereof are positioned on both the first and second sides of centerline L. As such, the configuration of driveline assembly16, which includes engine supported on rear frame portion20b, transmission42positioned forward of engine40, rather to the side of engine40, and gearbox44positioned forward of transmission42, is accommodated on vehicle10without increasing the width or wheel base of vehicle10. Additionally, the configuration of driveline assembly16allows for both front and rear ground-engaging members12,14to be driven by engine40.