Vehicle

A vehicle is disclosed. The vehicle may include an operator area including side-by-side seating. The vehicle may further include a prime mover and a transmission operatively coupled to at least one ground engaging member of the vehicle. The prime mover may be a diesel engine and the transmission may include a CVT. The prime mover and the transmission may be assembled together and supported by a frame of the vehicle through a plurality of mounts.

BACKGROUND AND SUMMARY

The present invention relates to vehicles having side-by-side seating and in particular to vehicles having side-by-side seating and a hydraulic system.

Utility vehicles which have side-by-side seating are known. BOBCAT brand utility vehicles include a hydraulic system having a RAPID LINK brand hydraulic attachment system which couples attachments to a front end of the utility vehicle.

In an exemplary embodiment of the present disclosure, a vehicle is provided. The vehicle comprising a plurality of ground engaging members; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and an assembly supported by the frame. The assembly including a prime mover operatively coupled to at least one of the plurality of ground engaging members to propel the vehicle and a transmission operatively coupled to the prime mover and the at least one of the plurality of ground engaging members to propel the vehicle. The transmission transferring power from the prime mover to the at least one of the plurality of ground engaging members to propel the vehicle. The transmission including a CVT. The vehicle further comprising a plurality of mounts coupled to the frame and supporting the assembly to isolate the assembly relative to the frame. In one example, the plurality of mounts permit a movement of the assembly relative to the frame in a direction normal to a vertical plane passing through a vehicle centerline of the vehicle. In another example, at least a first mount is directly coupled to the prime mover and directly coupled to the frame and at least a second mount is directly coupled to the transmission and directly coupled to the frame, the second mount being spaced apart from the first mount. In yet another example, at least a first mount and a second mount are directly coupled to the prime mover and at least a third mount and a fourth mount are directly coupled to the transmission, a lower portion of the first mount and the second mount being in a first plane and a lower portion of the third mount and the fourth mount being in a second plane, the second plane being offset from the first plane. In a further example, the vehicle further comprises a rear drive unit positioned rearward of the operator area and coupled to a first ground engaging member and a second ground engaging member both positioned rearward of the operator area; a rear drive shaft operatively coupling the rear drive and the CVT, the CVT providing power to the rear drive; wherein at least a third mount and a fourth mount are directly coupled to the transmission and are coupled to the frame at respective positions outboard of the rear drive shaft. In a variation thereof, the vehicle further comprises a front drive unit positioned forward of the operator area and coupled to a third ground engaging member and a fourth ground engaging member both positioned forward of the operator area; and a front drive shaft operatively coupling the front drive and the CVT, the CVT providing power to the front drive, wherein at least a first mount and a second mount are directly coupled to the prime mover and are coupled to the frame at respective positions outboard of the front drive shaft. In still a further example, the vehicle further comprises a damping member coupled to the assembly, the damping member being tuned to reduce the transfer of vibration from the assembly to the frame.

In another exemplary embodiment of the present disclosure, a vehicle is provided. The vehicle comprising a plurality of ground engaging members; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; a diesel engine supported by the frame; a gearbox having an input shaft and an output shaft, the input shaft being coupled to the diesel engine to receive power from the diesel engine and a rotation ratio of the output shaft of the gearbox to the input shaft of the gearbox being greater than 1; and a CVT unit having a drive clutch member coupled to the output shaft of the gearbox and a driven clutch member coupled to the drive clutch member, the driven clutch member being operatively coupled to at least one of the plurality of ground engaging members to propel the vehicle. In one example, the rotation ratio of the output shaft of the gearbox to the input shaft of the gearbox is about 2.1. In another example, a speed of the input shaft of the gearbox is in the range of about 3000 rpm to about 3600 rpm and a speed of the output shaft of the gearbox has a corresponding range of about 7200 rpm to about 8000 rpm. In a further example, the vehicle further comprises a rear drive unit positioned rearward of the operator area and coupled to a first ground engaging member and a second ground engaging member both positioned rearward of the operator area; a rear drive shaft operatively coupling the rear drive and the CVT, the CVT providing power to the rear drive; a front drive unit positioned forward of the operator area and coupled to a third ground engaging member and a fourth ground engaging member both positioned forward of the operator area; and a front drive shaft operatively coupling the front drive and the CVT, the CVT providing power to the front drive. In still a further example, the vehicle further comprises a coupling member positioned between the diesel engine and the gearbox, the coupling member transferring power from the diesel engine to the gearbox.

In a further exemplary embodiment of the present disclosure, a vehicle is provided. The vehicle comprising a plurality of ground engaging members; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; a diesel engine supported by the frame; and a CVT unit having a drive clutch member coupled to the diesel engine and a driven clutch member coupled to the drive clutch member. The driven clutch member being operatively coupled to at least one of the plurality of ground engaging members to propel the vehicle. The vehicle further comprising an alternator supported by the frame; an output pulley coupled to and rotatable by the diesel engine; and an input pulley coupled to the alternator and coupled to the output pulley. The alternator provides at least about 50% charging capacity when the diesel engine is at idle and about 100% charging capacity when diesel engine is operating at about 50% engine capacity. In one example, the vehicle further comprising a rear drive unit positioned rearward of the operator area and coupled to a first ground engaging member and a second ground engaging member both positioned rearward of the operator area; a rear drive shaft operatively coupling the rear drive and the CVT, the CVT providing power to the rear drive; a front drive unit positioned forward of the operator area and coupled to a third ground engaging member and a fourth ground engaging member both positioned forward of the operator area; and a front drive shaft operatively coupling the front drive and the CVT, the CVT providing power to the front drive.

Corresponding reference characters indicate corresponding parts throughout the several views. Unless stated otherwise the drawings are proportional.

DETAILED DESCRIPTION

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, motorcycles, watercraft, snowmobiles, and golf carts. Further, although described in the context of a diesel powered vehicle, the embodiments disclosed herein may be implemented as part of a hybrid vehicle, a gasoline powered vehicle, any other suitable type of internal combustion powered vehicle, or an electric vehicle.

Referring toFIG. 1, an illustrative embodiment of a vehicle100is shown. Vehicle100as illustrated includes a plurality of ground engaging members102. Illustratively, ground engaging members102are wheels104and associated tires106. Other exemplary ground engaging members include skis and tracks. In one embodiment, one or more of the wheels may be replaced with tracks, such as the Prospector II Tracks available from Polaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340.

Referring to the illustrated embodiment inFIG. 1, a first set of wheels, one on each side of vehicle100, generally correspond to a front axle108. A second set of wheels, one on each side of vehicle100, generally correspond to a rear axle110. Although each of front axle108and rear axle110are shown having a single ground engaging members102on each side, multiple ground engaging members102may be included on each side of the respective front axle108and rear axle110. As configured inFIG. 1, vehicle100is a four wheel, two axle vehicle. As mentioned herein one or more of ground engaging members102are operatively coupled to a drivetrain112(seeFIG. 20) to power the movement of vehicle100.

Returning toFIG. 1, vehicle100includes a bed120having a cargo carrying surface122. Cargo carrying surface122may be flat, contoured, and/or comprised of several sections. Bed120further includes a plurality of mounts124(one indicated) for receiving an expansion retainer (not shown) which may couple various accessories to bed120. Additional details of such mounts and expansion retainers are provided in U.S. Pat. No. 7,055,454, to Whiting et al., filed Jul. 13, 2004, titled “Vehicle Expansion Retainers,” the disclosure of which is expressly incorporated by reference herein.

Vehicle100includes an operator area130including seating132for one or more passengers. Operator area130further includes a plurality of operator controls134by which an operator may provide input into the control of vehicle100. Controls134may include controls for steering, shifting gears, acceleration, and braking. Seating132includes a seat bottom portion136and a seat back portion138and head rests (not shown). Seating132is shown as bucket seats140and142with a console portion144therebetween. As shown herein, the operator area130only includes seating for individuals in a first row. In one embodiment, operator area is configured such that seating132includes multiple rows of seating.

Vehicle100includes four wheel independent suspensions. Referring toFIG. 28, each of ground engaging members102of rear axle110is coupled to frame150(FIG. 8A) through a rear suspension152. In one embodiment, each of the ground engaging members of the rear axle are coupled to a rear drive unit through a half shaft. Each of ground engaging members102of front axle108is coupled to frame150through a front suspension160. In one embodiment, each of the ground engaging members of the rear axle are coupled to a rear drive unit through a half shaft. In one embodiment, the rear drive unit730is offset from the vehicle centerline and the half shafts to the rear ground engaging members are of unequal length.

In addition to the bed120, utility vehicle includes a plurality of body components, and as best shown inFIGS. 1-6, namely side panels170, floor boards172, wheel wells174, dash176, rollover structure178, hood180, and bumper182. All of these items are directly or indirectly attached to and/or supported by the vehicle frame150(seeFIG. 8).

With reference toFIGS. 8-14, frame150supports rollover structure178. Frame150includes a front frame portion210, a rear frame portion212and an intermediate frame portion214. The frame portions210,212,214provide support to drivetrain112. The wheels104of front axle108are coupled to front frame portion210of frame150and support front frame portion210of frame150above the ground. Intermediate frame portion214includes a seat support portion216. The wheels104of rear axle110are coupled to rear frame portion212of frame150and support rear frame portion212of frame150above the ground. Rear frame portion212of frame150further includes a bed support portion218.

With respect toFIG. 8A, frame150will be described. Frame150includes longitudinally extending frame members220which extend a substantial length of the vehicle and neck down to form front frame members at222. Support plates224and226span the frame members222. Rear frame portion212is defined by channel members230extending from a transverse portion232.

Intermediate frame portion214is comprised of transverse channels240extending between longitudinally extending frame members220and transverse channel portions242and244extending outwardly from longitudinally extending frame members220. Frame tube262(seeFIG. 8) is positioned at the end of transverse channel portions242and frame tube264is positioned at the end of transverse channel portions244.

With respect again toFIG. 8andFIG. 22, seat support platform216is supported by upper frame members270which are elevated from the longitudinal extending support members220by way of vertical support members284.

Referring toFIG. 15, an exemplary drivetrain system112is represented. A prime mover700is shown. In the illustrated embodiment, prime mover700is a diesel engine702. Other exemplary prime movers include gasoline engines, other suitable internal combustion engines, an electric motor, a hybrid system including both an internal combustion engine and an electric motor, a fuel cell, and any other suitable device for providing a source of power.

In one embodiment, diesel engine702is a liquid cooled engine. Referring toFIG. 28, coolant lines600and602carry coolant between diesel engine702(under seating130) and a radiator604positioned forward of front axle108. Coolant lines600and602are located on top of the skid plate of frame150. Referring toFIG. 29, underneath seating130, the coolant lines600and602are vertically oriented to transition from the skid plate up to diesel engine702. Retaining member606is provided to generally maintain coolant lines600and602spaced apart from portions of frame150, such as portion608.

An output shaft704of diesel engine702is operatively coupled to a gearbox708. In the illustrated embodiment, the gearbox708is positioned within a housing706of a shiftable transmission. Gearbox708has an output shaft710which is operatively coupled to a drive clutch712of a continuously variable transmission (“CVT”)714. In one embodiment, gearbox708is configured so that output shaft710rotates at a higher number of revolutions per minute (“rpm”) than output shaft704. In one embodiment, gearbox708is configured so that output shaft710rotates at a lower number of revolutions per minute than output shaft704. In one embodiment, the ratio of revolutions per minute of output shaft710to output shaft704is 1.15 to 1. In one example, this results in vehicle100having a top speed of about 30 miles per hour when output shaft704is revolving at about 3000 rpm. Of course, the speed of vehicle100may be influenced by many other factors including the tuning of CVT714, the gearing of gear selector unit726, and the gearing of the front and rear drive units734and730.

In one embodiment, the ratio of revolutions per minute of output shaft710to output shaft704is about 2.1 to 1. In one example, this results in vehicle100having a top speed of about 50 miles per hour when output shaft704is revolving at about 3000 rpm. An exemplary arrangement for altering the rpm of output shaft710is shown in U.S. patent application Ser. No. 12/069,521, the disclosure of which is expressly incorporated by reference herein, wherein the rpm of an output shaft which connects to a drive clutch of a CVT is altered from the rpm of an input shaft connected to an engine through a set of gears. The gearbox708includes a plurality of gears which cause output shaft710to rotate at a rate greater than the rotation rate of the input shaft898of gearbox708. In one embodiment, diesel engine702is governed at about 3000 to about 3600 rpm and gearbox708is configured to drive clutch712at about 7200 to about 8000 rpm.

Drive clutch712is coupled to a driven clutch718through a belt720. The drive clutch712, driven clutch718, and belt720are housed in a CVT housing722. In one embodiment, drive clutch712and driven clutch718correspond to the drive clutch and driven clutch disclosed in U.S. patent application Ser. No. 12/069,521, the disclosure of which is expressly incorporated by reference herein. One or both of drive clutch712and driven clutch718includes impellers which direct airflow within CVT housing722to cool at least belt720. Additional details of continuously variable transmissions are provided in U.S. Pat. No. 6,149,540 and U.S. Pat. No. 7,163,477, the disclosures of which are expressly incorporated by reference herein.

In one embodiment, CVT housing722is a sealed housing. CVT housing722seals against the shiftable transmission housing706to seal an interior of CVT housing722. By including the gearbox708and gear selector unit726in a common housing, or otherwise in a fixed relationship, a distance between the input of the gear selector unit and the output shaft of the gearbox may be maintained, even if the assembly of diesel engine702and transmission housing706is vibrating. This in turn maintains the spacing of the rotation axis of the drive clutch member712of CVT714and the driven clutch member718of CVT714. In the illustrated embodiment, transmission housing706is positioned rearward of diesel engine702and CVT714is positioned rearward of transmission housing706.

Driven clutch718is operatively coupled to an output shaft724which is coupled to a gear selector unit726. Gear selector unit726includes gearing which is coupled to a first output shaft728which is operatively coupled to a rear drive unit730and a second output shaft732which is operatively coupled to a front drive unit734. The gearing of gear selector unit726permits the selection of at least one forward gear which causes vehicle100to be propelled in direction740and at least one reverse gear which causes vehicle100to be propelled in direction742. In one embodiment, at least two forward gears are provided (low and high), a first reverse gear, and a neutral position. Although, gear selector unit726is represented as having both first output shaft728and second output shaft732, in one embodiment, gear selector unit726only includes one of first output shaft728and second output shaft732and the corresponding rear drive unit730and front drive unit734is removed.

Front drive unit734has two output shafts744and746, each of which couples front drive unit734to one of ground engaging member102of front axle108. Output shafts744and746generally power the respective ground engaging member102with the power generated by diesel engine702. In one embodiment, front drive unit734is a lockable differential which may be locked to provide power to both of output shafts744and746or unlocked to provide power to only one of output shafts744and746or neither of output shafts744and746. Exemplary front drive configurations are disclosed in U.S. Provisional Patent Application Ser. No. 61/187,147, the disclosure of which is expressly incorporated by reference herein.

In one embodiment, front drive unit734is an automatic locking front differential manufactured by Hilliard Corporation of Elmira, N.Y., and has an overrunning clutch. Exemplary overrunning clutches are disclosed in U.S. Pat. No. RE38,012E, the subject matter of which is incorporated herein by reference. In one embodiment, front drive unit734operates under the principle described in U.S. Pat. No. 5,036,939, the subject matter of which is incorporated herein by reference. In one embodiment, front drive unit734is designed to engage when the wheel slippage is in the range of 10-30%. In one embodiment, front drive unit734is a Model No. 1332670 available from Polaris Industries Inc. of Medina Minn. In one embodiment, front drive unit734which includes active descent control and is available from Polaris Industries Inc. of Medina Minn.

Rear drive unit730has two output shafts754and756, each of which couples rear drive unit730to one of ground engaging member102of rear axle110. Output shafts754and756generally power the respective ground engaging member102with the power generated by diesel engine702. In one embodiment, rear drive unit730is a lockable differential which may be locked to provide power to both of output shafts754and756or unlocked to provide power to only one of output shafts754and756or neither of output shafts754and756.

Referring toFIG. 20, an exemplary representation of drivetrain112is shown. InFIG. 20, diesel engine702, shiftable transmission housing706, CVT housing722, rear drive unit730, and front drive unit734are shown in the positions they occupy when supported by frame150. Second output shaft732of gear selector unit726is coupled to an input shaft748of front drive unit734through a prop shaft760. prop shaft760includes a first portion762coupled to second output shaft732, a second portion764coupled to input shaft748, and a third portion766coupled to first portion762and second portion764through universal joint768and universal joint770, respectively. As shown inFIG. 20, prop shaft760generally tilts downward as it runs from second output shaft732towards front drive unit734. In a similar fashion, first output shaft728of gear selector unit726is coupled to an input shaft758of rear drive unit730through a prop shaft780. Prop shaft780includes a first portion782coupled to first output shaft728, a second portion784coupled to input shaft758, and a third portion786coupled to first portion782and second portion784through universal joint788and universal joint790, respectively. As shown inFIG. 20, prop shaft portion784generally tilts downward as it runs from first output shaft728towards rear drive unit730. In one embodiment, rear drive unit730is angled upwards by about 10 degrees.

Prop shaft780further carries a parking brake792. A disc794of parking brake792is coupled to second portion784of prop shaft780. A caliper796is supported by frame150and actuatable by an operator input798(seeFIG. 2) to either engage disc794or not.

Referring toFIG. 30, a first bracket620is coupled to diesel engine702. Bracket620includes a recess621which receives a throttle cable which is operatively coupled to the engine702and to a throttle input in operator area130. A second bracket622is coupled to frame150. Bracket622also includes a recess which receives a gear selector cable which is operatively coupled to a gear selector input in operator area130. The gear selector cable is also operatively coupled to a link624which may be actuated to select a respective gear in gear selector unit726.

Referring toFIG. 26, rear drive unit730is positioned offset from the centerline776of vehicle100. As such, the lengths of the two output shafts754and756are different. In one embodiment, a distance772from a first side of rear drive unit730to a plane of a wheel carrier (where the wheel of the ground engaging member attaches to the carrier) for the ground engaging member102on the passenger side of vehicle100is about 533.5 millimeters while a distance774from a second side of rear drive unit730to a plane of a wheel carrier (where the wheel of the ground engaging member attaches to the carrier) for the ground engaging member102on the driver side of vehicle100is about 570.6 millimeters. In one embodiment, a distance773from a first side of rear drive unit730to plane776is about 120.4 millimeters while a distance775from a second side of rear drive unit730to plane776is about 82.3 millimeters. Rear drive unit730is mounted to plate800which is coupled to frame150.

As shown inFIG. 26andFIG. 27, a vertical plane including the crankshaft axis778is offset from a vertical plane including the vehicle centerline776. In one embodiment, the offset is about 2 inches. Diesel engine702is offset to provide space for prop shaft760to pass by diesel engine702.

Returning toFIG. 28, an air intake housing640is shown in a forward portion of vehicle100. The air intake housing640includes a filter which filters incoming air. The air intake housing640is in fluid communication with a fluid conduit642which travels on top of the skid plate back to the diesel engine702. Referring toFIGS. 31 and 32, the fluid conduit642is in fluid communication with an airbox644. In one embodiment, airbox644includes a filter unit to further filter the air. Air enters airbox644from fluid conduit642and exits the airbox644through a fluid conduit646. By placing the air intake housing up in a front portion of vehicle100, the amount of dust and other debris that is introduced into the air intake system is reduced.

Another air intake484is shown inFIGS. 31 and 32. Air intake484is for a CVT of drivetrain112. Air intake484is positioned between the seats of seating130and is in fluid communication with a fluid conduit485which is in fluid communication with an interior of CVT housing722. Additional details regarding the air intake484are provided in U.S. patent application Ser. No. 12/135,107, filed Jun. 6, 2008, the disclosure of which is expressly incorporated by reference herein. An air exhaust650for CVT housing722is shown inFIG. 32.

Referring toFIG. 27, pulley810is coupled to the crankshaft of diesel engine702. Pulley810is coupled to a pulley812of alternator814through a belt816. The rotation of pulley810causes belt816to move and pulley812to rotate. A belt guard818is coupled to frame150and extends over belt816under seating132. The ratio of pulley810to pulley812is selected to increase the charging capacity of alternator814. In one embodiment, pulley812provides at least about 60% charging capacity when diesel engine702is at idle and 100% when diesel engine702is operating at about 50% engine capacity. In one embodiment, pulley812provides at least about 70% charging capacity when diesel engine702is at idle and 100% when diesel engine702is operating at about 50% engine capacity. In one embodiment, alternator814provides about 50% percent of its charging capacity when diesel engine702is at idle and about 100% charging capacity when diesel engine702is operating at about 50% engine capacity. In one embodiment, alternator814provides about 34 amperes when diesel engine702is at idle and about 55 amperes when diesel engine702is operating at about 50% engine capacity. In the illustrated embodiment, the ratio of pulley810to pulley812is about 2.31 to 1. An exemplary alternator is the Denso 55A alternator.

Referring toFIG. 9, alternator814is positioned in location820. In order to accommodate alternator814in location820, the vertical support members284on the driver side of frame150includes a lower portion822and an upper portion824offset rearward of lower portion822. The middle section is stiffened with a stiffening member826.

Referring toFIGS. 17 and 18, diesel engine702, shiftable transmission housing706, and CVT housing722are supported by four engine mounts: front mount830, front mount832, rear mount834, and rear mount836. Each of front mount830, front mount832, rear mount834, and rear mount836have a corresponding lower portion (lower portion840, lower portion842, lower portion844, and lower portion846) coupled to frame150and a corresponding upper portion (upper portion850, upper portion852, upper portion854, and upper portion856). Upper portion850and upper portion852are coupled directly to diesel engine702. Upper portion854and upper portion856are coupled directly to shiftable transmission housing706. Diesel engine702and shiftable transmission housing706are in turn coupled together at location848(seeFIG. 17).

Each of lower portion840, lower portion842, lower portion844, and lower portion846are coupled to the corresponding one of upper portion850, upper portion852, upper portion854, and upper portion856through a coupling member858. Referring toFIG. 19, coupling member858includes a first base portion860, a second base portion862, and a connecting portion864. First base portion860is coupled to the respective lower portion840-846with fasteners that are received through apertures866. Second base portion862is coupled to the respective upper portion850-856with a fastener that is received through opening868. Connecting portion864couples first base portion860to second base portion862. Connecting portion864is an elastomer or other type of material which permits second base portion862to move relative to first base portion860generally along its axis in direction870and direction872, but to generally maintain the position of second base portion862relative to first base portion860in radial directions. In one embodiment, the durometer of connecting portion864is about 70. In one embodiment, the durometer of connecting portion864is selected such that the assembly of diesel engine702, shiftable transmission housing706, and CVT housing722may move about 0.5 inches side-to-side in direction870or direction872(seeFIG. 13).

Referring toFIGS. 18 and 20, mounts834and836are positioned lower than mounts830and832. In one embodiment, mounts830-836are all positioned in the same plane. In one embodiment, mounts830and832are positioned in a first plane and mounts834and836are positioned in a second plane offset from the first plane. In one embodiment, the second plane is lower than the first plane. In one embodiment, the second plane is higher than the first plane.

In one embodiment, instead of four mounts830-836, only three mounts are provided to support the assembly of diesel engine702, shiftable transmission housing706, and CVT housing722. In one embodiment, front mount830and front mount832are provided as shown inFIG. 17and a single mount coupled to shiftable transmission housing706replaces rear mount834and rear mount836at a location876.

Referring toFIG. 25, the connection between diesel engine702and shiftable transmission housing706are shown. A flange880of diesel engine702mates with a flange882of a bell housing884of shiftable transmission housing706and is secured thereto with a plurality of fasteners (seeFIGS. 17 and 18). A flywheel890is coupled to the crankshaft of diesel engine702. Flywheel890is rotated by the crankshaft. Further, flywheel890may be rotated by an electric starter892to initiate the operation of diesel engine702. Attached to flywheel890through fasteners894is a coupling member896. In one embodiment, coupling member896is weighted and weighs about 17 kilograms. Coupling member896is weighted to provide additional mass to dampen vibrations from diesel engine702. In one embodiment, diesel engine702is a multi-cylinder diesel engine and the weight of coupling member896balances out the vibration from the diesel engine firing. In one embodiment, diesel engine702is a three cylinder diesel engine and the weight of coupling member896balances out the vibration from the diesel engine firing.

Coupling member896makes the connection between the crankshaft of diesel engine702and the input shaft898of gearbox708. The input shaft898of gearbox708is coupled to a coupling member899. In the illustrated embodiment, a connection is made between coupling member896of diesel engine702and coupling member899of gearbox708through an intermediate coupler900. Intermediate coupler900includes a plurality of recesses902on an exterior diameter and a plurality of recesses904on an interior diameter. Recesses902cooperate with fingers906of coupling member896to couple intermediate coupler900to coupling member896. Recesses904cooperate with fingers908of coupling member899to couple intermediate coupler900to coupling member899. Intermediate coupler900is illustratively made of a resilient material, such as elastomeric rubber, and provides torsional dampening between engine702and gearbox708. Further, intermediate coupler900reduces gear noise, reduces torque pulses, reduces impact loading of gear teeth, and reduces clutch wear of CVT714.

Bell housing884includes a drain opening884in a lower portion of bell housing884and a timing observation slot in an upper portion of bell housing884. Bell housing884also supports an engine RPM sensor887. In one embodiment, sensor887is a Hall effect sensor.

Referring toFIGS. 21 and 22, in one embodiment, a damping member920is mounted to diesel engine702. Damping member920includes a bracket922which carries a damping mass924. Damping mass924is placed between two rubber isolators926. Isolators926and damping mass924are supported by a fastener which passes through openings in each and which is coupled to bracket922. Isolators926do permit the movement of damping mass924.

The damping member920is coupled to the diesel engine702or the shiftable transmission housing. Since the engine/transmission are mounted to the frame150through mounts830-836, the engine transmission vibrate at a resonance frequency. When the engine firing frequency matches this resonance frequency, the engine assembly resonants and the amplified vibration is felt by the rider, such as through steering wheel500. In one embodiment, the resonance frequency is about 32 Hertz.

The damping member920is tuned to resonate at generally the same resonance frequency as the engine/transmission assembly. The damping member920acts to counteract the vibration of the engine/transmission assembly to reduce the amount of vibration experienced by the operator. In the case of the engine/transmission assembly, the resonance is in the roll direction (rolls, back and forth along the crankshaft axis). In order to increase the effectiveness of damping member920, it is located as far off the crankshaft axis as possible, but still being coupled to the engine/transmission assembly.

In one embodiment, the mass of damping mass924is adjusted until the resonance frequency of damping member920generally is at the same frequency as the engine/transmission assembly. In one embodiment, damping mass924is a metal weight which weighs about 6.6 kilograms and isolators926are rubber members having a stiffness of about 50 N/millimeter radially and 1400 N/millimeter axially.

Referring toFIGS. 23 and 24, the effect of the inclusion of damping member920is shown. Referring toFIG. 24, the effect of damping member920while gear selector unit726is in a neutral setting is shown. The rpm of diesel engine702is shown on the x-axis and the amount of vibration experienced at the steering wheel500, measured in g (acceleration—linear scale), is shown on the y-axis. The acceleration at the steering wheel is measured with an accelerometer attached to the steering wheel500. Curve930corresponds to a first test vehicle100having the engine mounts described herein with a 70 durometer polyurethane connecting portion864. Curve932corresponds to the same first test vehicle including a damping member920with a 6.6 kilogram damping mass924coupled to diesel engine702. Curve934corresponds to the same test vehicle having a three mount configuration instead of four (two on the engine, one on the transmission). Curve936corresponds to the same test vehicle having the engine mounts described herein with a 80 durometer polyurethane connecting portion864. Curve938corresponds to a second test vehicle having the setup of the first test vehicle of curve930.

Referring toFIG. 23, the effect of damping member920while gear selector unit726is in a high forward gear setting is shown. For the curves presented, the vehicle was driven on an asphalt test track. The rpm of diesel engine702is shown on the x-axis and the amount of vibration experienced at the steering wheel500, measured in g (acceleration—linear scale), is shown on the y-axis. Curve940corresponds to a first test vehicle100having the engine mounts described herein with a 70 durometer polyurethane connecting portion864. Curve942corresponds to the same first test vehicle including a damping member920with a 6.6 kilogram damping mass924coupled to diesel engine702. Curve944corresponds to the same test vehicle having a three mount configuration instead of four (two on the engine, one on the transmission). Curve946corresponds to the same test vehicle having the engine mounts described herein with a 80 durometer polyurethane connecting portion864. Curve948corresponds to a second test vehicle having the setup of the first test vehicle of curve940.

Referring toFIG. 2, the muffler960of the exhaust system includes an outlet under cargo bed120which is forward of rear axle110. Referring toFIG. 3, vehicle100includes four headlights964. In one embodiment, headlights964are adjustable to direct the light up and down, as well as, left and right.

Referring toFIGS. 34 and 35, a vehicle control module (“VCM”)970is represented. Vehicle control module970is configured to be used with both of a gasoline based engine and diesel based engine702. Configuration mode is sensed at startup by the vehicle control module970. The vehicle control module970may be used to perform the following functions: Glow Plug relay control, Glow Plug Indicator/countdown lamp, Fuel Pull Solenoid control, Cooling fan relay control, AWD coil control, Overtemp lamp control, Alternator Controlled Switch (ACS) relay control, Rear Differential Driver Control w/PWM, Speed Limiter air Solenoid Control w/PWM. In one embodiment, vehicle control module970communicates with or monitors various sensors or modules through dedicated wiring. In one embodiment, vehicle control module970communicates with or monitors various sensors or modules through a network, such as a CAN network. The vehicle control module970may also store and provide diagnostic information. The vehicle control module970may interface with an external display and/or computer to assist with troubleshooting and system testing.

The VCM970monitors the Ignition Key or input972to determine when it is in an ON state. The VCM970identifies whether prime mover700is a diesel engine or a gasoline engine. In one embodiment, the VCM970utilizes a dual thermistor/identifier to determine whether the prime mover700is a diesel engine or a gasoline engine. The connector to the VCM970has three connection points relative to the thermistor974. A first connection point is ground. A second connection point is a constant voltage when associated with a diesel engine and connected to one side of the thermistor974with a gasoline engine. A third connection point is a constant voltage when associated with a gasoline engine and connected to one side of the thermistor with a diesel engine. As such, by monitoring the voltage of the second connection and the third connection, VCM970may determine whether prime mover700is a diesel engine or a gasoline engine. The thermistor974monitors the temperature of the engine coolant for the respective diesel engine or gasoline engine.

The VCM970monitors the engine speed or tach of the respective diesel engine or gasoline engine. On diesel engines, the tach signal is provided by a hall effect sensor976on the starter ring. In one embodiment, the sensor976will detect105teeth per 1 engine revolution. On gasoline engines the tach signal is provided from an rpm sensor978associated with one of the stator outputs. In one embodiment, the rpm sensor978will detect6pulses per revolution.

The VCM970monitors a ground speed of the vehicle. In one embodiment, a Hall effect sensor980is provided on the transmission after the CVT. Vehicle control module970uses the ground speed input to control top speed of a gasoline powered vehicle. Vehicle control module970uses the ground speed input for all-wheel drive (“AWD”) and Turf (ON—only a single ground engaging member receiving power for a given axle; OFF—power is provided to both ground engaging members). Vehicle control module970may have an internal pull up resistor on the line to work with Open Collector Hall Effect speed sensor.

The VCM970monitors a state of the parking brake of vehicle100. A parking brake sensor981is provided to monitor whether the parking brake is set or not. The parking brake sensor981is normally open and switched to ground when the parking brake is applied. Vehicle control module970also checks the parking brake sensor981when deciding whether to permit turf mode operation or not. When the parking brake sensor981is grounded (parking brake applied) turf mode is deactivated so that both of the ground engaging members of rear axle110are locked.

The VCM970controls when vehicle100may be in a Turf Mode of operation. VCM970monitors an operator actuated Turf Mode switch979in operator area130. An operator may request Turf Mode by actuating switch979. When a Turf Mode is active, only a single ground engaging member receiving power for a given axle. When a Turf Mode is inactive all ground engaging members of a given axle are provided power. Vehicle control module970controls a solid state relay982to control a solenoid983of rear drive unit730to either activate or deactivate Turf Mode operation. During Turf Mode Operation, the solenoid output is powered On (driven Low) continuously for approx 2 seconds and then a PWM signal is used to maintain solenoid engagement, which limits current draw and internal heating of the solenoid. In one embodiment, turf mode engagement is limited to a ground speed of less than 10 MPH. Additional details regarding controlling one or more of a rear differential and a front differential are provided in U.S. Provisional Patent Application Ser. No. 61/187,147, titled ELECTRIC VEHICLE, filed Jun. 15, 2009, the disclosure of which is expressly incorporated by reference herein. Additional details are provided in U.S. Pat. Nos. 6,976,553; 7,220,209; and 7,600,599, the disclosures of which are expressly incorporated by reference herein.

Vehicle control module970also controls in a diesel powered vehicle an over temperature lamp984for the coolant, a cooling fan relay986for activating a fan on radiator604, an AWD coil988located in the front differential734to control the engagement of the front ground engaging members, a wait to start lamp990which provides an indication of when to start engine702(allowing the engine to preheat for a given amount of time based on coolant temperature), a glow plug relay992which activates the glow plugs of engine702, and a fuel supply pull solenoid944which is energized briefly to allow fuel to be drawn to engine702at startup (subsequently a second coil maintains the solenoid in an open position while the vehicle is running).

In one embodiment, the AWD coil driver in the front differential734will not turn on the AWD coil if the vehicle is traveling above 8 MPH. In the event that ground speed input is equal to 0 MPH (possible missing input), the engine RPM must be below 1800 RPM before allowing engagement of all wheel drive. An AWD switch may be provided in the operator space to provide control to the operator to complete or disconnect the supply or return path from the AWD coil (or AWD relay) which then allows the AWD circuit to be active or inactive based on the input state of the AWD switch and the vehicle operating conditions, such as ground speed and engine RPM. An SCR or other latching type device is used to keep the AWD circuit engaged by the VCM once it has been engaged until the operator breaks and resets the circuit by turning“Off” the AWD switch on the dash.

In one embodiment, a “Neutral” relay is included which is activated every time the gear selector unit726is passed through the neutral position. The relay's normally closed contacts are wired in series with the AWD coil. This allows the AWD circuit to be broken (opened) each time the vehicle's direction is changed from forward to reverse and allows the front differential to “unlock” during the direction change. This feature is useful for preventing front driveline “wedging” which can occur when the differential remains locked and a rotational direction change is made.

Vehicle control module970in a gas vehicle controls an over temperature lamp984, a cooling fan relay986, an Alternator Controlled Switch (ACS) relay996which powers the hour meter, the fuel pump, and a speed limiter solenoid998which limits the air entering a carburetor of the gasoline engine. An exemplary speed limiter system is disclosed in U.S. patent application Ser. No. 12/501,944, titled VEHICLE HAVING A CONTROL UNIT, the disclosure of which is expressly incorporated by reference herein.

An exemplary processing sequence1100of vehicle control module970is provided inFIGS. 33A and 33B. As shown inFIG. 33A, the vehicle control module970at ignition on determines the type of vehicle and then undertakes the appropriate sequence, as represented by blocks1102-1106.

In the case of the diesel mode of operation, as represented by block1104, VCM970performs several operations at ignition “on” (power applied to VCM module970). As represented in block1108, the Thermistor resistance/temperature is checked against a lookup table to determine the appropriate glow plug “pre-start” and “post start” times. The Glow plug relay is closed, the Glow plug/Wait to start lamp in the operator area130would illuminate if required based on coolant temperature, the fuel solenoid pull relay is closed, the cooling fan is turned on if needed, an AWD input in the operator area130and the turf mode switch979are checked and the appropriate modes implemented if allowed, and a countdown from the “pre-start” time begins.

After a first time period, such as 1 second, the fuel solenoid pull relay releases, as represented by block1110, but it is held open by the hold solenoid which remains active until ignition off. Upon reaching 0 on the “pre-start” timer countdown, the Glow Plug/Wait to start lamp turns off, as represented by block1112. The glow plug relay continues to remain on for the “post-start” time, as represented by block1112. During operation of vehicle100, VCM970continues to check if cooling fan operation is required, and the allowability of the AWD and Turf Modes, if requested, as represented by block1114.

In the case of gasoline mode of operation, as represented by block1106, VCM970performs several operations at ignition “on” (power applied to VCM module970). As represented in block1120, the Thermistor resistance/temperature is checked, an over temperature lamp in the operator area130is turned on for a 1 second test lamp (as noted in block1122), the cooling fan is turned on if needed, the turf mode switch979are checked and the appropriate modes implemented if allowed, and the ACS relay996is turned on for 3 seconds and then turned off until an engine rpm signal is detected. During operation of vehicle100, VCM970continues to check if cooling fan operation is required, the allowability of the Turf Mode, if requested, and the whether the ground speed limiter solenoid should be operated, as represented by block1124.

In one embodiment, one or more modules of vehicle100are a part of a network system which permits the inclusion of expansion modules for accessories or vehicle upgrades. Exemplary vehicle components and controls associated with an exemplary CAN network are disclosed in U.S. patent application Ser. No. 11/218,163, filed Sep. 1, 2005, titled CONTROLLER AREA NETWORK BASED SELF-CONFIGURING VEHICLE MANAGEMENT SYSTEM AND METHOD, U.S. patent application Ser. No. 12/475,531, filed May 31, 2008, titled VEHICLE SECURITY SYSTEM, and U.S. Provisional Patent Application Ser. No. 61/187,147, titled ELECTRIC VEHICLE, filed Jun. 15, 2009, the disclosures of which are expressly incorporated by reference herein.

In one embodiment, VCM970and other electrical components may be cooled by thermally coupling them to the airflow generated by or for CVT714or prime mover700. Other electrical components include a voltage regulator and other electronic devices.

Referring toFIG. 36, a portion of an air conduit1000is shown. Air conduit1000guides or otherwise directs air1002from a first location1004towards a second location1006. In one embodiment, air1002is pushed from first location1004towards second location1006. In one example, a blower or other device pushes air1002from first location1004towards second location1006. In one embodiment, air1002is drawn from first location1004towards second location1006. In one example, a CVT714or an internal combustion engine, such as diesel engine702, draws air1002from first location1004towards second location1006.

A voltage regulator1010is shown inFIG. 36adjacent to the wall1008of air conduit1000. In one example, voltage regulator1010is coupled to air conduit1000and air conduit1000holds voltage regulator1010in place. In one example, voltage regulator1010is coupled to air conduit1000and voltage regulator1010is held by frame150independent of air conduit1000. Fins1012or other heat transfer features of voltage regulator1010extend into air conduit1000and contact air1002traveling through air conduit1000. The air removes heat from voltage regulator1010and cools the electrical devices of voltage regulator1010.

Referring toFIG. 32, voltage regulator1010may be placed at various locations of an air intake system for diesel engine702or a gasoline engine. Voltage regulator1010may be placed in a first location1020of fluid conduit642such that fins1012are exposed to air passing from air intake housing640to airbox644. First location1020is located forward of operator area130. Voltage regulator1010may be placed in a second location1022of fluid conduit642such that fins1012are exposed to air passing from air intake housing640to airbox644. Second location1022is located rearward of steering wheel500. Voltage regulator1010may be placed in a third location1024of fluid conduit646such that fins1012are exposed to air passing from airbox644to diesel engine702. The air1002is drawn through fluid conduit642and fluid conduit646due to the intake suction of diesel engine702. Fins1012of voltage regulator1010may be placed anywhere along the length of fluid conduit642or fluid conduit646, within air intake housing640, or within airbox644so long as air is moved over fins1012of voltage regulator1010to cool fins1012.

Voltage regulator1010may be placed at various locations of an air intake system for CVT714. Voltage regulator1010may be placed in a fourth location1026of fluid conduit485such that fins1012are exposed to air passing from air intake housing484to CVT housing722. The air is drawn through fluid conduit485due to the draw of the spinning drive clutch member712and driven clutch member718. Fins1012of voltage regulator1010may be placed anywhere along the length of fluid conduit485, within air intake484, or within CVT housing722so long as air is moved over fins1012of voltage regulator1010. Depending on the temperature of the exhaust of CVT714, voltage regulator1010may be placed at various locations of the air exhaust system for CVT714. Voltage regulator1010may be placed in a fifth location1030of air exhaust650such that fins1012are exposed to air being forced out of CVT housing722. Fins1012of voltage regulator1010may be placed anywhere along the length of air exhaust650or proximate an output of air exhaust650so long as air is moved over fins1012of voltage regulator1010.

Returning toFIG. 36, air conduit1000may have many different shapes. In one embodiment, air conduit1000is a generally cylindrically shaped member, such as portions fluid conduit642. In one embodiment, air conduit1000may be formed by a hood and other body members, such as with a snowmobile. In one example, the fins1012are mounted protruding through a fan guard of a snowmobile to expose voltage regulator1010to the air generated by the CVT714of the snowmobile. In one embodiment, the air conduit1000is a part of an engine cooling system for an air cooled engine.

In one embodiment, a vehicle is provided. The vehicle comprising a plurality of ground engaging members, the plurality of ground engaging members including a first ground engaging member and a second ground engaging member; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and a prime mover supported by the frame and operatively coupled to at least the first ground engaging member of the plurality of ground engaging members to propel the vehicle. The prime mover being positioned completely rearward of a front lateral plane of the seating of the operator area. The vehicle further comprising a CVT operatively coupled to the prime mover and the first ground engaging member and the second ground engaging member. The CVT transferring power from the prime mover to the first ground engaging member and the second ground engaging member. The vehicle further comprising a first suspension coupling the first ground engaging member to the frame; a second suspension coupling the second ground engaging member to the frame; and a first drive unit operatively coupled to the CVT and to the first ground engaging member and the second ground engaging member, the first drive unit transferring power from the CVT to the first ground engaging member and the second ground engaging member. The first drive unit being offset to a first side of a longitudinal axis of the vehicle.

In one embodiment, a vehicle is provided. The vehicle comprising a plurality of ground engaging members, the plurality of ground engaging members including a first ground engaging member and a second ground engaging member; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and a prime mover supported by the frame and operatively coupled to at least the first ground engaging member of the plurality of ground engaging members to propel the vehicle. The prime mover being positioned completely rearward of a front lateral plane of the seating of the operator area. The vehicle further comprising a CVT operatively coupled to the prime mover and the first ground engaging member and the second ground engaging member. The CVT transferring power from the prime mover to the first ground engaging member and the second ground engaging member. The vehicle further comprising a first suspension coupling the first ground engaging member to the frame; a second suspension coupling the second ground engaging member to the frame; and a first drive unit operatively coupled to the CVT and to the first ground engaging member and the second ground engaging member, the first drive unit transferring power from the CVT to the first ground engaging member and the second ground engaging member. The first drive unit being offset to a first side of a longitudinal axis of the vehicle. The vehicle further comprising a first half shaft coupling the first ground engaging member to the first drive unit and a second half shaft coupling the second ground engaging member to the first drive unit. The first half shaft having a first length and the second half shaft having a second length. The second length being different than the first length.

In one embodiment, a vehicle is provided. The vehicle comprising a plurality of ground engaging members, the plurality of ground engaging members including a first ground engaging member and a second ground engaging member; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and an assembly supported by the frame. The assembly including a prime mover operatively coupled to at least the first ground engaging member of the plurality of ground engaging members to propel the vehicle and a transmission operatively coupled to the prime mover and the first ground engaging member and the second ground engaging member. The transmission transferring power from the prime mover to the first ground engaging member and the second ground engaging member. The transmission including a CVT. The vehicle further comprising a plurality of mounts coupled to the frame and supporting the assembly to isolate the assembly relative to the frame; and a damping member coupled to the assembly, the damping member being tuned to reduce the transfer of vibration from the assembly to the frame.

In one embodiment, a vehicle is provided. The vehicle comprising a plurality of ground engaging members, the plurality of ground engaging members including a first ground engaging member and a second ground engaging member; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and an assembly supported by the frame. The assembly including a prime mover operatively coupled to at least the first ground engaging member of the plurality of ground engaging members to propel the vehicle and a transmission operatively coupled to the prime mover and the first ground engaging member and the second ground engaging member. The transmission transferring power from the prime mover to the first ground engaging member and the second ground engaging member. The transmission including a CVT. The vehicle further comprising a plurality of mounts coupled to the frame and supporting the assembly to isolate the assembly relative to the frame; and a damping member coupled to the assembly, the damping member being tuned to reduce the transfer of vibration from the assembly to the frame. The vehicle further comprising a coupling member positioned between the prime mover and the transmission, the coupling member transferring power from the prime mover to the transmission.

In one embodiment, a vehicle is provided. The vehicle comprising a plurality of ground engaging members, the plurality of ground engaging members including a first ground engaging member and a second ground engaging member; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and an assembly supported by the frame. The assembly including a prime mover operatively coupled to at least the first ground engaging member of the plurality of ground engaging members to propel the vehicle and a transmission operatively coupled to the prime mover and the first ground engaging member and the second ground engaging member. The transmission transferring power from the prime mover to the first ground engaging member and the second ground engaging member. The transmission including a CVT. The vehicle further comprising a plurality of mounts coupled to the frame and supporting the assembly to isolate the assembly relative to the frame; and a damping member coupled to the assembly, the damping member being tuned to reduce the transfer of vibration from the assembly to the frame. The vehicle further comprising further comprising a gearbox. The gearbox having an input shaft operatively coupled to the prime mover and an output shaft operatively coupled to a drive clutch of the CVT. The output shaft having a first rpm and the input shaft having a second rpm. The second rpm being less than the first rpm.

In one embodiment, a vehicle is provided. The vehicle comprising a plurality of ground engaging members, the plurality of ground engaging members including a first ground engaging member and a second ground engaging member; a frame supported by the plurality of ground engaging members; an operator area supported by the frame, the operator area including driver controls and seating adapted to support at least two people in a side-by-side relationship; and an assembly supported by the frame. The assembly including a prime mover operatively coupled to at least the first ground engaging member of the plurality of ground engaging members to propel the vehicle and a transmission operatively coupled to the prime mover and the first ground engaging member and the second ground engaging member. The transmission transferring power from the prime mover to the first ground engaging member and the second ground engaging member. The transmission including a CVT. The vehicle further comprising a plurality of mounts coupled to the frame and supporting the assembly to isolate the assembly relative to the frame; and a damping member coupled to the assembly, the damping member being tuned to reduce the transfer of vibration from the assembly to the frame. The prime mover is a diesel engine and the vehicle further comprising an alternator operatively coupled to a crankshaft of the prime mover through a pulley system. The pulley system being configured so that the alternator operates at least 50% charging capacity when the diesel engine is idling and operates at about 100% charging capacity when the diesel engine is operating at about 50% operating capacity.