Utility vehicle with at least one storage bin

ES 2 394 422 T3

DESCRIPTION

Utility vehicle with at least one storage drawer.

The present invention relates generally to a vehicle and in particular to a utility vehicle having seats side by side.

Utility vehicles are known. This disclosure relates to vehicles, including utility vehicles. The present disclosure relates to utility vehicles that have under-dash storage drawers. The present disclosure also relates to utility vehicles with an electric steering. A utility vehicle with a storage drawer is described in US2001 / 0007396.

The objects of this invention have been achieved by providing the utility vehicle according to Claim 1. Claims are shown with several advantageous features.

In an exemplary embodiment of the present disclosure, a utility vehicle is provided. The utility vehicle, consisting of a frame, a power source supported by the frame, a seating area supported by the frame, an area for the driver adapted for use by a driver of the vehicle when the vehicle is in motion, the driver including seats and anti-tip structure supported by the frame, a set of undercarriage elements supporting the frame, the set of running gear elements including at least two running gear elements located in front of the driver's area and at least two running gear elements located behind the driver's area, a dashboard supported by the frame and located by above the accelerator pedal area and in front of the seats and at least one storage drawer open to the driver's area, supported by the frame and positioned lower than the dashboard.

In one example, the at least one storage drawer is positioned below the top of the horizontal portion of the seat. In another example, the at least one storage drawer is located opposite the seat in the driver's area. In a variant, the at least one storage drawer is placed under the dashboard. In another example, the at least one storage drawer includes a first storage drawer on a first lateral side of the accelerator pedal and a second storage drawer is positioned on a second lateral side of the accelerator pedal. In a variant, the first storage drawer includes a first bottom surface and the second storage drawer includes a second bottom surface. The first bottom surface and the second bottom surface are angled downward from a front of the respective storage drawer to a rear of the respective storage drawer in order to assist in the retention of the load placed in the respective first drawer. storage and second storage drawer. A further example of the at least one storage drawer includes a set of storage drawers as part of the panel under the dash.

In a variant, the utility vehicle further includes a steering assembly including a steering column operatively coupled to at least two of the front running gear elements and a steering wheel supported by the frame and extended to the driver's area. Through an opening in the dash and an opening in the panel below the dash, the steering wheel is operatively coupled to the steering column to control the orientation of, the, at least two of the front running gear elements. In another variant, the under-dash panel includes an upper portion defining a glove box and the dash includes an opening for accessing the glove box. In yet one more example, the power source is located behind the dash. In yet another example, the dashboard supports a modular instrument panel that can be detached from the dashboard.

In another embodiment considered as an example of the present disclosure, a utility vehicle is provided composed of a frame, a power source and a place to sit supported by the frame, an area for the driver adapted for use by a driver of the vehicle when the vehicle is in motion, the driver's area including seats and roll-over structure supported by the frame and positioned to protect the driver's area, a set of running gear elements supporting the frame above the ground, a frame-supported dash panel located above the accelerator pedal and in front of the seating area, a floor panel supported by the frame and located under the dashboard and defining at least one floor surface and at least one intermediate panel located between the dash panel and the floor panel where at least one intermediate panel blocks the air intake to the driver's area from a front of the utility vehicle between the dash panel and the floor panel.

The set of running gear elements includes at least two front running gear elements in front of the driver area and at least two rear running gear elements behind the driver area, where at least one of the elements The running gear is operatively coupled to the power source to propel the utility vehicle relative to the ground. In one example, the at least one intermediate panel defines at least one storage drawer, open to the conductor area. In a variant, the at least one middle panel includes an under-dash panel coupled to the dash panel and a front panel coupled to the floor panel, the under-dash panel and the front panel overlap and the under-dash panel

ES 2 394 422 T3 dashboard includes storage drawers. In another example, the at least one intermediate panel defines a first storage drawer, which is accessible through an opening in the dash panel. In a variant, the at least one intermediate panel defines a second storage drawer, open to the area of ​​the conductor.

In another exemplary embodiment of the present disclosure, a vehicle is provided consisting of a frame, a set of undercarriage elements supporting the frame above the ground, a power source supported by the frame, an area for the driver adapted for use by a vehicle driver when the vehicle is in motion and at least one panel defining a storage drawer and supported by the frame, the panel has a first part that defines a set of side surfaces of the storage drawer and a rear surface of the storage drawer and a second part that defines a front surface of the storage drawer and an access opening to the interior of the storage drawer, where the second part is coupled to the first part thanks to a hinge.

The set of running gear elements includes at least two front running gear elements in front of the driver area and at least two rear running gear elements behind the driver area, wherein at least one of the running gear elements are operatively coupled to the power source to propel the vehicle relative to the ground. In one example, the storage drawer has a first width and the access opening has a second width, the second width is less than the first width. In a variant, the storage drawer is a glove box and the panel is positioned behind a dash panel in such a way that the access opening is generally aligned with a glove box opening in the dash panel.

In another exemplary embodiment of the present disclosure, a utility vehicle comprising a frame, a power source supported by the frame, a driver area adapted for use by a vehicle driver when the vehicle is in motion, an assembly of undercarriage elements supporting the frame above the ground, and a frame-supported steering assembly, the steering assembly further includes a power steering unit located between the steering rack and the steering wheel and operatively coupled to both, the steering rack and the steering wheel and a dashboard supported by the frame, the power steering unit being located behind dashboard.

In one example, the power steering unit is an electronic power steering unit. In another example, the utility vehicle further comprises a parking brake system in the driver's area and a gear change system, the parking brake system being on a first side of the steering wheel and the gear change system on a second side of the steering wheel. In yet another example, the roll-over protection is attached to the frame by at least one front anchor members and the power steering unit is located further aft of the front anchor members.

In yet another example of Embodiment of the present disclosure, a utility vehicle comprising a vehicle comprised of a frame, a power source supported by the frame, a driver area adapted for use by a vehicle driver when the vehicle is moving, a set of undercarriage elements supporting the frame above the ground and a steering assembly including a steering rack supported by the frame and a steering wheel supported by the frame, the steering assembly further including a power steering unit positioned between the steering rack and the steering wheel operatively coupled to both the steering rack and the steering wheel; wherein the power steering unit is configured to vary the amount of steering assistance provided based on a vehicle speed.

In one example, the amount of steering assistance varies according to a range of vehicle speeds. In a variant, the power steering unit provides a first amount of assistance at a first speed and a second amount of assistance at a second speed, the second speed being greater than the speed of the first and the second amount of assistance being less than the first amount of help. In another example, the amount of assistance is provided by a speed profile selected from a variety of speed profiles, the selection being made through instruction from the driver.

[0014] The above mentioned and other characteristics of the invention and the way to achieve them will appear more apparent and the invention itself will be better understood by referring to the following description of the Embodiments of the invention in conjunction with accompanying drawings where:

FIG. 1 is a perspective view of an example utility vehicle;

FIG. 2 shows a left side view of the example utility vehicle of FIG. 1;

FIG. 3 shows a right side view of the example utility vehicle of FIG. 1;

FIG. 4 illustrates a top view of the example utility vehicle of FIG. 1;

ES 2 394 422 T3

FIG. 5 shows a bottom view of the example utility vehicle of FIG. 1;

FIG. 6 shows a front view of the example utility vehicle of FIG. 1; Y

FIG. 7 illustrates a rear view of the example utility vehicle of FIG. 1.

FIG. 8 illustrates a perspective view of the example utility vehicle of FIG. 1 with a separate loading dock and modular subsection

FIG. 9 illustrates a front perspective view of the frame of the utility vehicle of FIG. 1;

FIG. 10 shows a side view of the frame of FIG. 9;

FIG. 11 illustrates a perspective view of the rear of the frame of FIG. 9;

FIG. 12 illustrates a side view of a portion of the utility vehicle of FIG. 1 showing the placement of a front differential, a power source, a transmission, and a rear differential;

FIG. 13 shows a portion of the driver's controls of the utility vehicle of FIG. 1 including a part of the steering assembly, a part of a braking system, and a part of the speed control system;

FIG. 14 shows a perspective view of a portion of the driver's controls of FIG. 13;

FIG. 15 illustrates an electric power steering unit incorporated in a steering assembly of the utility vehicle of FIG. 1;

FIG. 16 illustrates a non-power steering assembly of the utility vehicle of FIG. 1;

FIG. 17 is a representative view of a control system for the steering assembly shown in FIG. 16;

FIG. 17A is a representative view of the power steering unit of FIG. fifteen;

FIG. 18 shows a side view of the accelerator pedal of the speed control system of FIG. 13 in a no-act position;

FIG. 19 illustrates the accelerator pedal of FIG. 18 in a fully actuated position where a pusher interacts with a throttle cable to adjust the throttle opening rate;

FIG. 20 illustrates an air supply system for an engine of the utility vehicle of FIG. 1 and an air supply system for a continuously variable gearbox (CVT) of the utility vehicle of FIG. 1;

FIG. 21 illustrates the two air supply systems of FIG. 20 in the utility vehicle of FIG. 1;

FIG. 22 illustrates a front suspension of the utility vehicle of FIG. 1 including a pair of control arms and a damper for each wheel.

FIG.23 illustrates the exploded view of the driver's side front suspension damper and control arm pair from the utility vehicle frame;

FIG. 24 shows the connection between the pair of control arms of FIG. 23 and a wheel support;

FIG. 25 shows a top view of FIG. 24;

FIG. 26 illustrates the front suspension of FIG.22 with the coupled undercarriage elements shown in cross section;

FIG. 27 shows a detail view from the driver's side of the undercarriage element of FIG. 26;

FIG. 28 shows a cross-sectional view of the damper of FIG. 22;

FIG. 29 illustrates a brake system of the utility vehicle of FIG. 1;

FIG. 30 illustrates the lower panel assembly of a driver area of ​​the utility vehicle of FIG. 1 and the seat of FIG. 1;

FIG. 31 shows a perspective view of the lower panels of the driver's area of ​​the utility vehicle of FIG. 1;

FIG. 32 shows the connection of a floor panel, a first side panel, a removable access panel to the motor of FIG. 30;

ES 2 394 422 T3

FIG. 33 illustrates a removable storage drawer positioned under the utility vehicle seats of the

FIG. 1;

FIG. 34 illustrates the removable storage drawer positioned under the seats of the utility vehicle of FIG. 1;

FIG. 35 shows the area corresponding to the removable storage drawer when the removable storage drawer is not placed there;

FIG. 36 illustrates a guard member provided as part of the floor panel;

FIG. 37 shows a cross section of the floor panel, a lower front body panel, and an under-dash panel and the placement of the guard member of FIG. 36;

FIG. 38 shows the under-dash panel of FIG.37 with a front panel for a closed glove box;

FIG. 39 illustrates the under-dash panel of FIG.37 with a front panel for an open glove box;

FIG. 40 illustrates an exploded assembly of the under dash panel, a dash panel and a glove box cover;

FIG. 41 illustrates the assembly of FIG. 40 fully assembled;

FIG. 42 illustrates a top view of the dash panel, a front panel, and a hood;

FIG. 43 illustrates a top view of a molded hood liner component accessible through the hood of FIG. 42;

FIG. 44 illustrates a representative view of an accessory lift system for attachment to the utility vehicle of FIG. 1;

FIG. 45 illustrates an accessory lift system attached to the utility vehicle of FIG. 1 without showing the hydraulic pipes;

FIG. 46 illustrates an exploded view of part of the accessory lift system of FIG. Four. Five;

FIG. 47 illustrates an accessory uncoupled from the accessory lift system of FIG. Four. Five;

FIG. 48 illustrates the coupling of a torsion bar coupled to the rear suspension of the vehicle;

FIG. 49A and 49B show the exhaust pipe of the vehicle; Y

FIG. 50 illustrates the exhaust system coupled to the frame of the vehicle.

Corresponding reference symbols indicate corresponding parts throughout various views. Unless otherwise mentioned, the drawings are proportional.

The Embodiments disclosed below are not intended to be exhaustive or limit the invention to the particular forms disclosed in the following detailed description. Rather, the Embodiments are chosen and described so that others skilled in the art can use their teachings. Although the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed in this document may have application to other types of vehicles such as ATVs, motorcycles, boats, snowmobiles, and golf carts.

In FIG. 1, an illustrative embodiment of a vehicle 100 is shown. A vehicle 100 as shown includes a set of undercarriage elements 102. Illustratively, the undercarriage elements 102 are wheels 104 and associated tires 106. Elements of the undercarriage Undercarriage include skis and chains. In one embodiment, one or more of the wheels can be replaced with chains, such as the available Prospector II Tracks (Chains) from Polaris Industries, Inc. located at 2100 Highway 55 in Medina, MN 55340.

As mentioned herein one or more undercarriage elements 102 are operatively coupled to a power source 130 (see FIG. 12) to provide power to vehicle motion 100. Examples of power sources include combustion engines and electric motors.

It refers to the embodiment illustrated in FIG. 1, a first set of wheels, one on each side of vehicle 100, generally correspond to a front axle 108. A second set of wheels, one on each side of vehicle 100, generally correspond to a rear axle 110. Although each front axle 108 and rear axle 110 are shown with a single set of undercarriage elements 102 on each side, multiple undercarriage elements 102 may be included on each side of the respective front axle 108 and rear axle 110.

ES 2 394 422 T3

As it appears in FIG. 1, vehicle 100 is a four-wheel, two-axle vehicle. In one embodiment, a modular subsection 112 can be added to vehicle 100 by transforming vehicle 100 into a three-axle vehicle (axle 120), a four-axle vehicle, and so on. Modular subsections 112 include a frame 114 (see FIG. 8) that couples to a frame 116 (see FIG. 8) of vehicle 100. The frame 114 is supported by the elements of the undercarriage 102 of axle 120. The frame 116 is supported by the elements of the undercarriage 102 of the vehicle 100. The frame 114 is coupled to the frame 116 through a set of points of attachment. connections (122A-D in frame 116 and 123-D in frame 114). These connection points couple frame 114 to frame 116 such that frame 114 does not rotate relative to frame 116.

Referring to FIG. 9, the frame 116 includes a front part 124, a conductor area part 126 and a rear part 128. The construction of the rear part 128 of the frame 116 including the connection points (122AD) is generally the same as the corresponding part. of the chassis disclosed in US Patent Application Serial No. 12 / 092,153, filed April 30, 2009 and US Provisional Patent Application Serial No. 60 / 918,502, filed March 16, 2007.

Regarding FIG. 12, a power source 130, illustrated by a combustion engine, is supported by frame 116. Power source 130 is shown as a combustion engine. In one embodiment, the power source 130 is a multi-fuel engine capable of utilizing various fuels. An example of a multi-fuel engine capable of using various fuels is disclosed by US patent application No. 11 / 445,731, filed June 2, 2006. In one embodiment, the power source 130 is a hybrid electric motor. In one embodiment, the power source 130 is an electric motor.

The power source 130 is coupled to a front differential 134 and a rear differential 136 through a transmission 132 and respective transmission line 138 and transmission line 140. Transmission line 138 and transmission line 140, like other transmission lines transmission mentioned in this document, may include multiple components and are not limited to straight shafts. Differential 134 includes two output shafts 144A and 144B (see FIG. 26), each respectively coupled to a running gear element 102 from the front axle 108 to the front differential 134. In a similar style the rear differential 136 includes two output shafts, each coupled to a running gear element 102 from rear axle 110 to rear differential 136.

In one embodiment, transmission 132 includes a gearbox 133 (see FIG. 20) and a continuously variable gearbox (CVT) 135 (see FIG. 20). CVT 135 is coupled to power source 130 and gearbox 133. Gearbox 133 is coupled to driveline 138 which is coupled to front differential 134 and driveline 140 which is coupled to rear differential 136 . In one embodiment, the gearbox 133 allows shifting between a high gear for normal forward driving, between a forward driving and a low speed gear for towing and a reverse gear for reverse driving. In one embodiment, the gearbox further includes a parking brake system that blocks the rotation of the gearbox output shaft. Examples of gearboxes and CVTs are disclosed by US Patent 6,725,962 and US Patent 6,978,857.

Returning to FIG. 8, the frame 114 of modular subsection 112 supports a differential 142 that is connectable to the rear differential 136 through a transmission line. In one embodiment, the modular subsections 112 do not include a differential and therefore the axle 120 is not a drive axle.

Various configurations of front differential 134 of the rear differential 136 and of the differential 142 are contemplated. With respect to the front differential 134, in one embodiment, the front differential 134 in a first configuration power is provided to both elements of the axle undercarriage 102. front 108 and in a second configuration power is provided to one of the undercarriage elements 102 of the front axle 108.

With respect to the rear differential 136, in one embodiment, the rear differential 136 is a locked differential where power is provided to elements of the undercarriage 102 of the rear axle 110 through the output shafts and, if included, to a output shaft for connection to differential 142 or for use as a power take-off. In one embodiment, the rear differential 136 is a lock / antilock differential relative to for the rear axle output shafts 110 and the drive axle for connecting to the differential 142 or used as a power take-off. When the rear differential 136 is in a locked configuration power is provided to both wheels of the rear axle 110. When the rear differential 136 is in an unlocked configuration, power is provided to one of the rear axle wheels 110. Similarly, the differential 142 is a lockable / unlockable differential in relation to the undercarriage 102 elements of the axle 120. In a first configuration, differential 142 is locked relative to the output shafts whereby power is provided to both elements of axle 120 undercarriage 102. In a second configuration, the differential 142 is open relative to the output shafts whereby power is provided to one of the undercarriage elements 102 of the rear axle 110.

Additional details on rear 128 of frame 116, undercarriage elements 102, various exemplary drive configurations of differentials, and related issues are disclosed in one or more of the following applications: US Provisional Patent Application No. 60 / 918.502, entitled VEHICLE, filed on

ES 2 394 422 T3 of March 2007; US Provisional Patent Application No. 60 / 918,556, entitled VEHICLE, filed March 16, 2007; US Provisional Patent Application No. 60 / 918,444, titled VEHICLE WITH USE OF SPACE, filed March 16, 2007; US Provisional Patent Application No. 60 / 918,356, entitled UTILITY VEHICLE WITH MODULAR COMPONENTS, filed March 16, 2007; Provisional patent application in US No. 60 / 918,500, entitled METHOD AND APPARATUS RELATED TO THE TRANSPORTABILITY OF A VEHICLE, filed on March 16, 2007; US Utility Patent Application No. 12 / 050,048, titled VEHICLE WITH USE OF SPACE, filed March 17, 2008; US Utility Patent Application No. 12 / 050,064, titled VEHICLE WITH USE OF SPACE, filed March 17, 2008; US utility patent application n ° 12 / 050,041, entitled METHOD AND APPARATUS RELATED TO THE TRANSPORTATION OF A VEHICLE, filed on March 17, 2008; US Utility Patent Application No. 12 / 092,151, entitled UTILITY VEHICLE WITH MODULAR COMPONENTS, filed April 30, 2008; Utility patent application in US No. 12 / 092,191, titled VEHICLE, filed on April 30, 2008 (2019 Applications).

Returning to FIG. 1, the vehicle 100 includes a platform 150 having a freight transport surface 152. The freight transport surface 152 may be flat, contoured and / or composed of several sections. In one embodiment, platform 150 s is rigidly coupled to frame 116. In one embodiment, platform 150 is rotatably coupled to frame 116 and can be tilted so that front 154 is higher relative to rear 156. Rear 156 includes a tailgate 158 that can be lowered to improve loading. and platform 150 unloading. Platform 150 further includes a set of mounting brackets 160 to equip an expansion retainer (not shown) that can attach various accessories to platform 150. Additional details of those expansion brackets and retainers are provided in US Patent number. 7,055,454, Whiting et al., Filed July 13, 2004, entitled “Expansion Retainers for Vehicles. When the modular subsection 112 is coupled to the vehicle 100, the platform 150 can be replaced with a longer platform that extends over the modular subsection 112.

Vehicle 100 includes a driver area 174 generally supported by driver area portion 126 of frame 116. Driver area 174 includes seats 176 for one or more passengers. The driver area 174 further includes a set of controls 180 with which a driver can have control of the vehicle 100. The controls 180 include a steering wheel 182 that is rotated by the driver to change the orientation of one or more elements of the undercarriage 102, such as the wheels associated with the front axle 108, to steer the vehicle 100. In one embodiment , the steering wheel 182 changes the orientation of the wheels of the front axle 108 and rear axle 110 to provide four-wheel steering.

Referring to FIG. 2, the steering wheel 182 is movable to tilt the steering column up and down by the tilt member 183. As shown in FIG. 2, the steering wheel 182 is in a raised position 184, which is about 70 degrees above horizontal 190. The steering wheel 182 can be tilted down to position 188, which is about 32 degrees above the horizontal. horizontal 190. Thus, the steering wheel 182 has a range of motion of about 38 degrees. Additional details on an example of a steering camber system are provided in US Patent Application No. 11/494890.

Referring to FIG. 4, a position of the vehicle driver 192 in seats 176 is depicted. As shown in FIG. 4, a steering column 194 of the steering wheel 182 is centered at a side-to-side middle position (arrows 196) as indicated by line 198 at the vehicle driver's position 192. Referring to FIG. 11, the steering column 194 is supported by the bracket 210 of the conductor area portion 126 of the frame 116 as shown in FIG. 12.

Furthermore, as shown in FIG. 2, there is a gearshift lever 200 which is operatively coupled to the transmission gearbox 132 to communicate whether the gearbox is in a low forward gear, a high forward gear, a reverse gear, neutral and , if included, a parking position. Although, the gear shift lever 200 is shown as a lever, other types of controls can be used. The gear shift lever 200 is positioned on the right side of the steering column 194.

A parking brake control lever 202 is also shown in FIG. 2. The parking brake control lever 202 is operatively coupled to a vehicle parking brake 100. In one embodiment, the parking brake is located on one of the drive lines 138 and drive line 140 as disclosed in FIGS. 2019 Applications. In one embodiment, a master cylinder that is operatively coupled to the parking brake control lever 202 is positioned under the dash panel 203. An example of a master cylinder is shown in the 2019 Applications, the disclosures of which are expressly incorporated by reference. Although, the parking brake control lever 202 is shown as a lever, other types of controls can be used. The parking brake control lever 202 is located on the left side of the steering column 194.

ES 2 394 422 T3

Referring to FIG. 8, the controls 180 also include a first pedal 204 operable by the vehicle driver to control the acceleration and control speed of the vehicle 100 by controlling the power source 130 and a second pedal 206 operable by the driver to decelerate the vehicle. 100 by a braking system that is described in more detail in this document. In one embodiment, the pedal 206 is spaced further to the right of the steering column 194 such that both the first pedal 204 and the second pedal 206 are generally in line with a driver's right foot (see FIG. 13 ).

Returning to FIGS. 9 and 11, the conductor area portion 126 of the frame 116 includes a set of brackets 212 that support parts of the dash panel 203. In addition, the conductor area portion 126 includes as part of the frame the welding elements of anchor 214. Anchor elements 214 couple an anti-tip structure 220 to vehicle 100. As shown in FIG. 1, Anchor elements 214 extend through openings in dash panel 203 and are attached to the lower ends of anti-tip structure 220. By providing anchor elements 214, mounting by distributors is simplified, of the anti-tip structure 220 to the vehicle 100, after delivery.

Referring to FIG. 3, the anti-tip structure 220 is coupled to the anchor elements 214 and reattaches to the frame 116 just ahead of the platform 150. The anti-tip structure 220 includes grab handles 222 on each side to aid access in the driver's area 174 and exit from driver area 174. In addition, a handle 226 is provided to also aid access in the driver area 174 and exit from the driver area 174 and limit side-to-side movement of persons located in the driver area 174.

The top 228 of the anti-tip structure 220 slopes downward toward the front of the vehicle 100. Although the top 228 slopes downward, the cross members 230 and 232 (FIG. 4) are generally at the same height. By keeping the cross members 230 and 232 generally at the same height, a stable platform is provided for carrying cargo on the anti-tip structure 220. Observing FIG. 4, the anti-tip structure 220 also tapers toward the front of vehicle 100. In one embodiment, the anti-tip structure 220 at anchor elements 214 (d1 in FIG. 4) is about 92 percent wider than the anti-tip structure. 220 when close to platform 150 (d2 in FIG. 4). In one embodiment, the d1 / d2 ratio is around 91.3% with d1 around 1,387mm and d2 around 1,518mm (outside).

As shown in FIG. 3, the seat 176 includes a horizontal seat surface portion 234 and a backrest portion 236. The horizontal seat surface portion 234 is inclined relative to the horizontal by about 8.5 degrees such that the rear edge of the bottom of seat (next to platform) is lower than front edge of horizontal seating surface. The back of seat 236 tilts toward platform 150, from vertical, about 17 degrees. Seat 176 also includes bolsters 238. In one embodiment, seat 176 is a folding bench with the driver's side adjustable along the longitudinal axis of vehicle 100.

Referring to FIG. 13, the steering wheel 182 is shown coupled to the steering column 194. The steering column 194 in turn is coupled to a power steering unit 252 via a steering shaft 250 coupled to the steering column 194 at a first joint universal 254 and coupled to power steering unit 252 in a second universal joint 256. The power steering unit 252 is mounted to a bracket 213 that orients the power steering unit 252 in line with the axis 250. The power steering unit 252 is coupled to a steering rack 258 (see FIG. 15) by a third universal joint 260 and a fourth universal joint 262 with a steering shaft 264 disposed between them. The third universal joint 260, the fourth universal joint 262, and the steering shaft 264 are provided for improved steering mounting. However, the third universal joint 260, the fourth universal joint 262, and the steering shaft 264 can be omitted such that the power steering unit 252 is directly coupled to the steering rack 258.

The steering rack 258 is coupled to the running gear elements 102 of the front axle 108 through steering rods 266A and 266B, respectively. Referring to FIG. 27, the steering rods 266 are coupled to the respective steering rods 268 in a wheel bracket 270. Movement of the steering wheel 182 causes the respective steering rods 266 to move in one direction 272 and in one direction 274. This movement of the steering rod 266 is transferred to the steering stem 268 which in turn causes the wheel bracket 270 to rotate in either direction, either direction 276 or direction 278 around an axis 280 (see FIG. 24). .

Referring to FIG. 16, in one embodiment, the power steering unit 252 is omitted and a straight shaft connects with the steering column 194 to the steering rack 258 through the steering shaft 254 and the fourth universal joint 262. In one embodiment, the gear ratio coefficient for the steering rack 258 is different depending on whether the power steering unit 252 is included (as in FIG. 15) or omitted (as in FIG. 16). In one embodiment, the gear ratio coefficient is about 1.3 to 1 for the arrangement shown in FIG. 16 and about 1.6 to 1 in the arrangement shown in FIG. 15 with power steering unit 252.

ES 2 394 422 T3

Referring to FIG. 13, the power steering unit 252 is generally in line with the steering axis 250 and steering axis 264. The power steering unit 252 can be positioned at any position between the steering column 194 and the steering rack 258. Referring to FIG. 12 12, the power steering unit 252 is located generally further aft of the anchor elements 214 and in an area 281 depicted in FIG. 2. Referring to FIG. 4, area 281 is also shown. Power steering unit 252 is positioned under dash panel 203 and behind a lower dash panel 215 (see FIG. 12 for power steering unit 252 mounting location) .

In one embodiment, the power steering unit 252 is an electric power steering unit that receives its power from the electrical system of the vehicle 100. In one embodiment, the power steering unit 252 is programmable in order to take into account different driving conditions. vehicle and driver preferences. In one embodiment, a governor 300 has an associated memory 302 that includes one or more speed profiles 303 that define the amount of current in the motor of the power steering unit that is coupled to the steering shaft 264 to vary the level of torque. torque of the power steering unit 252 provided to the steering shaft 264. The regulator 300 provides the instruction to the power steering unit 252 to control the operation of the power steering unit 252.

In one embodiment, a first speed profile causes at a speed below a threshold the power steering unit 252 to provide a first amount of effort and assistance to the steering (level of torque provided to the steering axle 264) and at highway speeds the power steering unit 252 provides a second amount of effort and steering assistance (level of torque provided to steering axle 264), the second amount will be less than the first amount. In one example, the second amount is not assistance. In one embodiment, the amount of assistance varies over a range of speeds and is not limited to just two discrete speeds. A speed sensor 304 can be used as an instructor for the governor 300 to provide an indication of a vehicle speed 100. Examples of sensors include wheel speed sensors coupled to the front axle, and a sensor positioned on the gearbox in order to control the speed of the output shaft. In one example, the speed sensor is a sensor that controls the position of the throttle, thereby assuming that the vehicle 100 is traveling at higher speeds when the throttle is more open. In one embodiment, one or more instruction elements 306 may be provided allowing a driver to select from multiple speed profiles 303.

Referring to FIG. 17A, an example embodiment of the power steering unit 252 is shown. The power steering unit 252 receives a torque instruction 240 from the vehicle driver (through the axle 250), a revolutions per minute instruction (rpm) instruction from power 242 from the power source 130 and a speed instruction 244 from a speed sensor 304. These instructions are provided to a regulator 246 of the power steering unit 252. Governor 246 provides a current signal to an electric motor 249. Shaft 264 is coupled to shaft 250 of power steering unit 252. Motor 259 is also coupled to steering shaft 264 through a gear and provides assistance for the rotation to the steering shaft 264 in addition to the force applied through the shaft 250 by the driver.

In one embodiment, regulator 246 is regulator 300. In one example, controller 246 receives additional instruction via instructions 306 from the user. In one embodiment, governor 246 is in communication with governor 300 (which is external to power steering unit 252) to obtain speed profiles 303 and additional instructions, such as user instructions 306.

The torque instruction 240 is generated by the rotation of the steering wheel 182 and is measured by a torque sensing device 248 that is housed within the power steering unit 252. The torque sensing device 248 measures the angular displacement between two axles connected by a torsion element (one of the axes that responds to the movement of the steering axis 250 or being the steering axis 250). The angular displacement is converted to a torque value. The torque value is received by governor 246 and is used by governor 246 to determine an amount of assistance that power steering unit 252 should provide from through motor 249 and the direction in which assistance needs to be delivered. (turn left or turn right). Speed ​​instruction 244 is also used to vary the amount of assistance provided by power steering unit 252 depending on the speed of vehicle 100. As explained in this document, the amount of assistance can be a function of a speed profile. . In one example, the speed profile has constant different levels of assistance depending on the speed of the vehicle. In another example, the speed profile varies over a range of vehicle speeds. The RPM (revolutions per minute) instruction 242 provides an indication of whether or not the power source 130 is operating.

Returning to FIGS. 13 and 14, pedal 204 and pedal 206 are movably coupled to a bracket 217 that is mounted on frame 116. By mounting both pedals 204 and 206 on the same bracket 217, pedal 204 and pedal 206 they can be installed as a single unit.

Returning to FIGS. 18 and 19, a side view of the pedal 204 is shown. The pedal 204 is rotatably coupled to a pedal arm 310. The pedal arm 310 is rotatable about a pivot 312. An accelerator cable 314 is coupled to the pedal arm 310 at a first location 316 By rotating the pedal arm 310 on the

ES 2 394 422 T3 pivot 312 in direction 322, cable 314 is withdrawn from a sheath 318 generally in direction 324. Throttle cable 314 is coupled to power source 130 to control the operation of power source 130.

Referring to FIG. 19, when pedal arm 310 is rotated in direction 322 a pusher 320 contacts throttle cable 314. Pedal 204 is shown fully depressed in FIG. 19, while pedal 204 is not depressed in FIG. 18. As shown in FIG. 18, a first position 316 is spaced from pivot 312 by a distance I1 while pusher 320 is spaced from pivot 312 by a distance I2. When the pedal 204 is moved from the position in FIG. 18 to the position in FIG. 19, the pedal arm 310 is rotated to near the middle of the path before the pusher 320 contacts the throttle cable 314. At this point the throttle cable 314 has been advanced a first distance from the chainstay 318. Once pusher 320 contacts throttle cable 314, throttle cable 314 is advanced a second distance in direction 324 from sheath 318 when pedal arm 310 is rotated the second half of the path to the position at FIG. 19. The second distance being longer than the first distance. In one embodiment, the total distance equals the distance of the first plus the second distance, with the second distance being about 75 percent of the total distance. Therefore, the first distance corresponds to the throttle when it is open about 25 percent (by pressing 50 percent on the pedal 204) and the second distance corresponds to the open throttle about 75 percent ( by 100 percent pressure on the pedal 204).

The presence of a pusher 320 aids in the maneuverability of the vehicle 100. At low speed over rough terrain, as the driver's foot may bounce relative to the pedal 204, the effect of unintended depressions on the pedal 204 is minimized while at high speeds speeds on smooth terrain the response to lack of pressure on the pedal 204 is increased.

In one embodiment, a pedal position 204 is sensed by a sensor that communicates the position of the pedal arm 310 to the governor 300. The governor 300 can then use various profiles to correspond to the non-linear response of the throttle due to the position of the arm. pedal. In one embodiment, a driver can select a predetermined mode having a predetermined profile. In an exemplary mode, the top speed of the vehicle 100 can be limited by correlating the maximum pressure on the pedal 204 to the selected top speed, such as 25 miles per hour.

Referring to FIG. 20, the air intake of the power source 130 is shown. An air intake box 330 that receives fresh air and is usually placed in zone 332 (see FIG. 4) and is generally at a height equal to the headlights Main 334. Air exits air intake box 330 and travels through air passage 336 to resonator 338. Resonator 338 is positioned behind seat 176 (see FIG. 21). Air passes from resonator 338 through air passage to air filter 342. Air passes through air filter 342 through air passage 344 and to power source 130.

In FIG. 20 a CVT 350 air box is also shown. The CVT 350 air box includes an air intake 352 through which fresh air enters. Air travels through air box 350 and through air passage 354 in clutch housing 356. As shown in FIG. 21, the CVT air box 350 is positioned further behind the seat back 176. Traditionally, the air box for the CVT is positioned in front of the driver's area. By placing the CVT 350 airbox behind the seat 176, you get at least two benefits. First, the length of the air duct 354 is reduced, which translates into better air cooling in the clutch housing 356. This increases the life of the belt used in the CVT 135. In one embodiment, the temperatures of the belt is about twenty degrees lower than having the CVT 350 airbox positioned in front of the driver's zone 174. Second, the amount of dust that enters the CVT 350 air box is almost the same when traveling alone in vehicle 100 and while following another vehicle 100.

Referring to FIG. 21, a fuel tank 360 is shown. The third universal joint 260 provides fuel for the power source 130. In one embodiment, the fuel storage tank 360 includes a tank vent with a non-tip valve that closes the tank vent. when the vehicle 100 rolls over, such as in an accident.

Vehicle 100 includes four wheels with independent suspensions. Referring to FIG. 8, each of the undercarriage elements 102 of the rear axle 110 is coupled to the frame 116 through a rear suspension 370. The rear suspension 370 includes a lower control arm 372 and an upper control arm 374 and a 376 damper. Some examples of dampers include spring and gas dampers. The damper 376 is coupled at a first end to the upper control arm 374 of the rear suspension 370 and at a second end to the frame 116. The frame 116 includes multiple attachment locations for mounting the damper 376.

In one embodiment, the damper 376 is a load leveling damper. In one embodiment, the damper 376 is a Nivomat damper which are self-leveling dampers. The 376 damper must remain at the same height, commonly known as the travel zone. Accordingly, if a load is placed on platform 150, damper 376 shortens and enters a pump zone. When in the pump zone, each jump of vehicle 100 assists in pumping fluid into a damper chamber 376 which

ES 2 394 422 T3 increases the air pressure in damper 376, resulting in an air spring in damper 376 being repositioned at the desired height for the travel zone. If the load is removed from the platform 150, the damper 376 rises above the travel zone and the pressure is reduced to return the damper 376 to the travel zone.

In one embodiment, the range of the suspension path (upward movement of the lower control arm 372 and upper control arm 374) is 19.05 cm (7.5 inches). In one embodiment, with shock absorber 406 the range of suspension travel 370 is approximately 9 inches.

Referring to FIG. 48, a stabilizer or torsion bar 380 is coupled to the inner shaft assembly 382 of the undercarriage elements 102 via the stem 384 (the same configuration on both sides of the rear axle 110). Torsion bar 380 is also coupled to frame 116 through bracket 381 and clamps 383. More particularly, stem 384 has an upper end 386 that is received in an opening through torsion bar 380 and a lower end 388 that is received through an opening in lower control arm 372. Both upper ends 386 and lower end 388 carry a pair of bushings 390 (one on each side of the respective torsion bar 380 and lower control arm 372) and a retainer 392.

The stem 384 further includes an upper stop 394 and a lower stop 396 coupled to the shaft of the stem 384. The upper stop 394 interacts with the bushing 390 adjacent to the torsion bar 380 to limit the upward movement of the stem 384. The lower stop 396 interacts with bushing 390 adjacent lower control arm 372 to limit downward movement of stem 384. In addition, a shield 398 is coupled to the lower control arm 372 with couplers to protect the stem 384 from debris.

The length of the stem 384 can be adjusted to accommodate different suspensions. Also, the hardness of bushings 390 can be adjusted to change compliance in the system.

Referring to FIGS. 22 and 23, each of the elements of the undercarriage 102 of the front axle 108 are coupled to the front part 124 of the frame 116 through the front suspension 400. The front suspension 400 for the left side of the vehicle 100 is described in this document and is equally applicable to front suspension 400, of which it is a reflection.

The front suspensions 400 include a lower control arm 402, upper control arm 404, and a damper 406. Referring to FIG. 24, each lower control arm 402 and each upper control arm 404 are A-arms and are coupled to a first end of wheel bracket 270 through respective ball joints 408 and 410. Ball joints 408 and 410 allow rotation of the bracket wheel 270 on axle 280 in direction 276 and in direction 278. Wheel support 270 includes a bearing 412 to which a wheel core 413 is coupled. Wheel core 413 is in turn coupled to undercarriage elements 102. In one embodiment, the range of travel of the suspension ( Upward movement of the 372 lower control arm and 374 upper control arm) is 24.45 cm (9.625 inches).

Lower control arm 402 includes anchor element 412 and anchor element 414 that are coupled to front 124 of frame 116 by respective couplers and upper control arm 404 includes anchor element 416 and anchor element 418 that they are coupled to the front 124 of frame 116 by respective couplers. Each of the anchor elements 412-418 are received by the respective anchor elements 422-428 of the front 124 of the frame 116 as shown in FIG. 2. 3.

Referring to FIG. 10, the anchoring elements 422-428 of the front part 124 are at an angle to the horizontal. Front 124 is coupled to rest of frame 116 and is angled upward relative to skid plate 117 (see FIG. 9) of frame 116. In one embodiment, front 124 is angled at least about 4.5 degrees up. In one embodiment, the front portion 124 is angled about 4.5 degrees upward. As shown in FIG. 10 anchor elements 422-428 are in line (see line 430 in FIG. 10) and are also angled up the same dimension as front 124. Anchor elements 426 and 428 are in line (see line 432 in FIG. 10) and not parallel with anchor elements 422 and 424. In one embodiment, anchor elements 426 and 428 have a greater upward angle relative to skid plate 117 than anchor elements 422 and 424 such that line 430 and line 432 intersect at point 434 seen from the side view of FIG. 10. In one embodiment, anchor members 426 and 428 are angled at least about 8.75 degrees upward relative to skid plate 117. In one embodiment, anchor members 426 and 428 are about 8.75 degrees upward angle relative to skid plate 117.

Anchor elements 426 and 428 are positioned outward of anchor elements 422 and 424. In one embodiment, anchor elements 422 and 424 are located out of the center of a longitudinal plane about 14.97 cm (5 , 9 inches) and anchor elements 426 and 428 are located outwardly from the center of a longitudinal plane about 18.54 cm (7.3 inches). In one embodiment, anchor elements 422 and 424 are located in the same vertical plane.

By having the upper control arm 404 at a steeper angle than the lower control arm 402, the ball joint 410 associated with the upper control arm 404 travels through a different arc of the joint.

ES 2 394 422 T3 ball 408 associated with the lower control arm 402. This results in an increase in the angular displacement that the angular axis 280 makes with the vertical axis 440 that intersects the axis 280 along an axis of rotation.

464 of wheel core 413. Additional details regarding angular displacement of dual control arm suspensions can be found in US Patent No. 6,942,050.

The increase in displacement increases the stability of the vehicle 100 when it is desired to continue moving straight ahead. This is beneficial in many situations. A first example of a situation is when the brakes of vehicle 100 are applied quickly, such as when something hits the front of vehicle 100. The front of the vehicle 100 is lowered in level which means that the front part 124 is closer to the ground which causes the rotation of the lower control arm 402 and upper control arm 404 which in turn increases the displacement. This increased displacement keeps the vehicle 100 traveling generally straight rather than veering to one side or the other. Second, the increase in displacement works to counteract the amount that the front 124 drops in level when the brakes are applied. This is because as the front suspension 400 travels upward the increased offset is attempting to rotate the wheel mount 270 toward the driver's area 174 while the brakes and undercarriage elements 102 attempt to rotate the wheel mount. 270 away from driver area 174. The increased displacement effectively reduces the need to rotate the undercarriage elements 102 away from the driver's area which results in the decrease in the magnitude of the front 124 dip.

The angled design of the front 124 provides greater ground clearance than the front of the vehicle 100. Additionally, the angled design of the lower control arm 402 and upper control arm 404 relative to the horizontal results in a travel recession. wheel when bumps appear. If the lower control arm 402 and upper control arm 404 were parallel, as they are both about 4.5 degrees from horizontal then the undercarriage elements 102 would have a recession of the wheel travel and would move linearly along of a line angled 4.5 degrees from vertical toward conductor area 174. Because the lower control arm 402 and the upper control arm 404 are arranged at two different angles to the horizontal, the undercarriage elements 102 do not move linearly backward, but rather move in an arc. 452 (See FIG. 10).

Referring to FIG. 10, lines 430 and 432 intersect at point 434. The center of wheel core 413 is represented by point 450. When lower control arm 402 and upper control arm move up, point 450 moves generally along an arc 452 centered at point 434. In this way, by moving the point 434 closer to the point 450, the undercarriage elements 102 move back towards the conductor area 174 in a greater range than is shown and alternatively moving the point 434 further from the point 450, the undercarriage elements recede into the conductor area 174 at a lesser range than shown. The recession of the wheel travel helps when bumps are encountered because the undercarriage elements 102 move backward with the bump causing less jolt to the driver.

Referring to FIG. 27, upper and lower ball joints 408 and 410, together, define an axis of rotation 440, commonly known as the kingpin axis. The closer to vertical that axis 440 is, the easier it is to turn the running gear elements 102. Turning the flywheel 182 rotates the running gear elements 102 about the axis 440. A center plane of wheel 104 defines a center front wheel axle 460. A displacement of the axis of the kingpin 462 is defined as the distance between the axis of the kingpin 440 and the wheel and the center of the wheel axis 460, measured along the axis of rotation 464 of the wheel core 413. The Travel shape and handling characteristics of the vehicle 100 are generally improved by reducing the offset of the steering pivot axis 462. The displacement of the steering pivot axis 462 is a lever moment, so each time an element of the undercarriage 102 encounters a bump, the displacement of the steering pivot axis 462 is creating the steering torque ( that is, the request for rotation of the running gear elements 102). By shortening the displacement of the steering pivot axis 462, less effort is required to turn the steering wheel 182 and the less torque from the steering wheel is received in response through the steering wheel 182, as is the case with potholes.

In the Illustrative Embodiment, the offset of the steering pivot axis 462 is less than 54 millimeters (mm) and is shown equal to about 53.17 mm. Additional details about the benefits of reducing steering pivot axis offset 462 are disclosed in US Patent Application No. 12 / 069,521 that was filed on February 11, 2008.

As shown in FIG. 27, ball joints 408 and 410 are embedded within wheel 104. In the illustrated embodiment, wheel 104 is a 30.48 cm (12 inch) rim. In order to position ball joints 408 and 410 within wheel 104, brake 480 was moved to a location on the front side of undercarriage elements 102.

Referring to FIG. 29, the brake 480 is a disc brake and includes a disc 482 coupled to the wheel core 412 and the brake unit 484 coupled to the wheel bracket 270. In one embodiment, the brake unit 484 is a dual brake unit. piston as described in US Patent Application No. 12 / 092,153, filed 30

ES 2 394 422 T3 of April 2009 and in US Patent Application No. 60 / 918,502, filed March 16, 2007. Brake 480 further includes a brake disc scraper 486 that removes residue from disc 482 when rotates in direction 488.

Referring to FIG. 26, a vehicle width 100 from the outside of the front wheel 106 to the outside of the other front wheel 106 to the outside is about 147.8 cm (58.2 inches) (The W3 shown in FIG. 26 is about 73 , 9 c (29.1 inches). A vehicle width 100 from the inside of the front wheel 106 to the inside of the other front wheel 106 is 112.8 cm (4.4 inches) (The W2 shown in FIG. 26 is 56.4 cm (22.2 inches). Accordingly, a vehicle width 100 from the center plane of the front wheel 106 to the center plane of the other front wheel 106 is about 130.3 cm (51.3 inches). Also shown in FIG. 26, a width of the front 124 from the anchor element 422 on a first side to the anchor element 422 on the other side is 29.97 cm (11.8 inches) (W1 shown in FIG. 26 is 14 , 99 cm (5.9 inches). A length of the lower control arm 402 is 47.2 cm (18.6 inches) (The AC shown in FIG. 26). A high ratio of shorter arm length A (2 * CA) to vehicle width (W2 + (W3-W2) / 2) is sought. In the illustrated Embodiment, this ratio is about 73 percent. In one embodiment, the ratio is at least about 73 percent.

Referring to FIG. 23, damper 406 is shown. Damper 406 is a gas damper with an upper end 489 rotatably coupled to a cross member 490 of the front 124 or either of locations 492 or 494. Location 494 is exterior relative to location 492 and provides a stiffer setup for the front suspensions 400. Additional details on multiple shock absorber configurations are disclosed in US Patent Application No. 12 / 092,153, filed April 30, 2009, and US Patent Application No. 60 / 918,502, filed March 16, 2007. . A lower end 496 of the damper 406 is coupled to a bracket 498 supported by the upper control arm 404.

Referring to FIG. 28, a representative cross section of damper 406 is shown. As shown in FIG. 26, the damper 406 includes a first element 500 and a second element 502. The second element 502 has a smaller diameter than the first element 500 and is inserted therein. The second element 502 is movable with respect to the first element 500 in the direction 504 and direction 506. The second element 502 has attached to the first end a piston 508 that is closed against an inner wall 509 of the first element 500 by means of a seal 510. The piston 508 has a central opening that receives a guide shaft 512 that is coupled to the first element 500 The piston 508 is sealed against an outer surface 514 of the guide shaft 512 by the seal 516. In that manner, an air chamber 522 in the first element 500 is generally isolated from an air chamber 524 in the element 502.

When the second element 502 moves in the direction 504, the piston 508 also moves in the direction 504. The guide shaft 512 has a damping piston 520 attached to the end 518. The damping piston 520 includes a set of holes that allow the air in the air chamber 524 to pass through. The damping piston serves to act as a stop limiting the movement of the second element 502 in direction 506. Damping piston 520 also serves to oppose movement of second element 502 in direction 504.

Compressed air is supplied to the air chamber 522 from a compressed air source 530 through an air inlet valve 532 that is in fluid communication with the air chamber 522 through a conduit not shown in the illustration. cross section present. Increasing the air pressure within the air chamber 522 increases the pneumatic stiffness of the shock absorber 406 while, decreasing the air pressure within the air chamber 522 decreases the pneumatic stiffness of the shock absorber 406.

Damper 406 also has a mechanical stiffness adjustment. The first element 500 is for that purpose coupled to a stop 540. The second element 502 is for that purpose coupled to a stop 542. Compressed between the stop 540 and the stop 542 is a spring 544. The spring 544 provides a force that aims to widen the spacing of the stop 540 and stop 542 and thus resists movement of the second element 502 in the direction 504 relative to the first element 500.

At least one of the stoppers 540 and stoppers 542 is movable relative to the first element 500 and second element 502, respectively. Illustratively, the stopper 540 is screwed with an outer surface 546 of the first element 500. The stopper 540 can be advanced in the direction 506 by rotating the stopper 540 relative to the first element 500 in a first direction and can be withdrawn in the direction 504 by rotating the stopper 540 in a second opposite direction. By advancing the stopper 540 in the direction 506, the mechanical stiffness of the damper 406 is increased while removing the stopper 540 in the direction 504 decreases the mechanical stiffness of the damper 406.

As described herein, the shock absorber 406 has two methods for varying the overall stiffness of the shock absorber 406. Overall stiffness is a combination of a pneumatic stiffness and a mechanical stiffness. Thus, the overall stiffness of the shock absorber 407 can be reduced by reducing the mechanical stiffness or reducing the pneumatic stiffness or by reducing both, the mechanical stiffness and the pneumatic stiffness, and the overall stiffness of the shock absorber 406 can be increased by increasing the mechanical stiffness and increased pneumatic stiffness. Or increasing both.

ES 2 394 422 T3

Damper 406 provides a gas discharge that makes it capable of operating at atmospheric pressure in air chamber 522 and with a positive pressure in air chamber 522. In one embodiment, air chamber 522 is at atmospheric pressure for a Standard configuration. In this way, in the installation the standard spring 544 is providing the stiffness of the damper 406. The stiffness can be adjusted by the movement of the stopper 540. When a load is placed on vehicle 100 such as in the case of installing a plow, a positive pressure is introduced into the air chamber 522 to increase the overall stiffness of the shock absorber 406. This returns the shock absorber 406 to its standard installation length. and the vehicle 100 at its standard height adjustment level. After the load is removed from the vehicle 100, the positive pressure in the air chamber 522 can be bled to return the air chamber 522 to atmospheric pressure and the standard setting.

In one embodiment, the compressed air source 530 is external to the vehicle 100, such as an air compressor at a service station. To vary the air pressure, a driver from vehicle 100 would simply travel to the location of the air compressor or bring the air compressor to vehicle 100 (in the case of a domestic portable air compressor) and attach the air compressor to the air compressor. Air inlet valve 532 to provide additional air to chamber 522.

In one embodiment, vehicle 100 includes an on-board air compressor as a source of compressed air 530. A switch is provided for the user, such as on dash 203, whereby a driver can activate the vehicle's own compressor to provide additional air to air chamber 522. In this embodiment, regulator 300 is capable of supplying pressurized air to air chamber 522 and a throttle valve is capable of purging air from air chamber 522. In one embodiment, regulator 300 stores a plurality of pressure instructions in memory 302. A user, via the instruction user selector, can select one of the stored pressure settings and regulator 300 controls the on-board compressor and / or the regulating valve to adjust the pressure in the air chamber 522. In this way, a first pressure setting could correspond to the standard configuration and a second could correspond to the pressure setting for an installation configuration of an accessory such as a plow or configuration for a particular type of terrain.

In one embodiment, the shock absorber 406 is always mounted on both the front suspension 400 and the rear suspension 370 in order to provide adjustment in the four rolling elements 102 with either an independent source of compressed air 530 or an on-board source of compressed air 530. . In one embodiment, the regulator 300 controls the pressure in each of the four shocks 406 provided as part of the rear suspension 370 and front suspensions 400.

Referring to FIG. 30, the seat 176 is shown in combination with a floor panel 560, a first side panel 562, a second side panel 564 (see FIG. 31), and a removable under-seat panel 566. The seat panel 566 is removable to allow access to power source 130. Referring to FIG. 32, seat panel 566 includes a set of retainers 570 that interact with portions 572 of floor panel 560. In the illustrated embodiment, retainers 570 are clips that individually engage wedge-shaped portions 572.

Seat panel 566 is further coupled to floor panel 560 by male connectors that enter female holes 574 in seat panel 566 and female holes 576 in floor panel 560. Seat panel 566 is further coupled to first panel side 562 via male connectors that enter female holes 578 in seat panel 566 and female holes 580 in first side panel 562 and couple to second side panel 564 through similar connections. Seat panel 566 is removed to allow access to power source 130 by removing the connectors that attach seat panel 566 to floor panel 560, first side panel 562, and second side panel 564 and then twisting and lifting the panel. seat 566 relative to floor panel 560 to disengage retainers 570 from parts 572.

The power source can also be accessed by rotating the seat bottom 234 forward. Referring to FIG. 30, a latch lever 590 is provided to release the rear of the seat bottom 234 allowing the seat bottom 234 to pivot forward. Referring to FIGS. 33-35, another reason to pivot the rear of the lower portion 234 forward is to access and / or remove a storage drawer 592 under the driver's seat. With the storage drawer 592 removed, access to the CVT is easy 135 as shown by comparing FIGS. 34 and FIG. 35.

Referring to FIG. 36, the floor panel 560 is shown with the pedal 204 and pedal 206 locations. The floor panel 560 includes a guard member 594. The guard member 594 is mounted to prevent the foot of a passenger from entering the position of the driver of the 192 and inadvertently depressing the 204 pedal. In the illustrated embodiment, shield element 594 does not extend entirely across seat panel 566 but is in the area corresponding to pedal 204. Referring to FIG. 37, shield element 594 includes a first surface 596 that is generally parallel with pedal 204 and a height that is less than the top edge of pedal 204 when pedal 204 is in the highest position, not depressed, as shown in FIG. 37.

As shown in FIG. 37, a front panel 598 is shown coupled to the floor panel 560. A lower part 600 of the front panel 598 is inserted into a slot 602 in the floor panel 560. In one part

ES 2 394 422 T3 upper 604 the front panel 598 overlaps the dash panel 215. Consequently, the dash panel 215, the floor panel 560 and the front panel 598 cooperate to close the driver area 174 below the panel of dashboard 203, in such a way as to restrict the entry of air from the front of the vehicle 100 in the driver area 174, in the direction 606 between the dash panel 215 and the front panel

598 and between the floor panel 560 and the front panel 598.

Referring to FIGS. 38 and 39, the under-dash panel 215 includes a plurality of storage drawer locations 620, 622, and 624 that are positioned below the dash panel 203. In one embodiment, each of the storage drawers 620, 622, and 624 are positioned below the seating surface of the bottom 234 of the seat. As shown in FIG. 38, the storage drawer 620 is located to the left of the opening 626 for the movable steering column 183. The storage drawer 622 is generally in the center of the vehicle 100. The storage drawer 624 is positioned generally in the area of driver zone passenger 174. Each storage drawer 260, 262, and 264 are angled such that the rear of each respective storage drawer is lower than the front of the respective storage drawer. This is shown in FIG. 37 for storage drawer 262.

Referring to FIG. 39, The under-dash panel 215 further includes a glove box 630. The glove box compartment 630 has a first width indicated by reference numeral 632. Also as part of the under-dash panel 215 a front cover 634 for the box is supplied. from the glove box 630. The front cover 634 is attached to the remainder of the under-dash panel 215 via a hinge 636. The front cover 634 can be folded over the opening defined in the glove compartment 630 to produce a glove compartment with an access having a width of reference number indicated by 638. The front cover 634 allows to arrange in the large compartment as a glove compartment 630 of Smaller access while ensuring the contents of the 630 glove box do not inadvertently fall out of the 630 glove box. In one embodiment, the front cover 634 is screwed to the remainder of the panel under the dash 215 to secure it in place. The under dash panel 215 also includes a series of clips that are part of the hinge for a lid 642 (see FIG. 40) of the glove box 630

Referring to FIG. 41, Under-dash panel 215, dash panel 203, and glove box lid 642 are shown assembled together. The dash panel 203 also includes cup holders 643 and a modular panel 644 that provides a cluster of instruments related to the operation of the vehicle 100. The modular panel 644 is removable relative to the dash panel 203. This is useful when mounting electrical accessories to vehicle 100 as it is easier to retrieve cables with modular panel 644 removed. It also facilitates vehicle updates 100, such as adding a navigation system. Also, a first modular panel 644 can be used with a first power source 130 and a second modular panel 644 can be used with a second power source 130.

Referring to FIG. 42, the vehicle 100 also includes a hood 650 that is rotatable upward as shown in FIG. 42. Beneath the hood 650 is a hood liner 652. The hood liner is shown in FIG. 43. Hood liner 652 includes compartments 654 to hold up to two batteries and integrated brackets 656 molded to receive various components, such as a fuse box.

Referring to FIG. 44, A representation of a lift attachment unit 700 is shown. The lift attachment unit 700 includes a frame 702 that supports a hydraulic system 704. The hydraulic system 704 includes one or more hydraulic reservoirs 706, one or more pumps. hydraulic cylinders 708 and one or more hydraulic cylinders 710. Hydraulic cylinders 710 are in fluid communication with pumps 708 and reservoirs 706. Hydraulic cylinders 710 are further coupled to lift arm 712 to move lift arm 712 relative to frame 702. A fixture 714 may be coupled to lift arm 712 and movable therewith. Examples of accessories include plows, buckets, hooks, and other adaptable accessories. In one embodiment, such as a bucket, the attachment is coupled to one of hydraulic cylinders 710 to drive movement of a first portion of the attachment relative to a second portion of the attachment (such as to dump a bucket). The movement of the hydraulic cylinders 710 is governed by the driver's instructions by a unit 716 that controls the pumps 708.

The lift unit 700 is a stand-alone system and is coupled to the vehicle 100 via a mechanical connection 718 and an electrical connection 720. The electrical connection 720 provides the necessary power for the lifting unit 700 and / or the controlled connection to unit 716. by the driver that can be placed in the driver zone 174, such as supported by the dashboard 203.

Referring to FIGS. 45-47, an exemplary embodiment of lift unit 700 is shown coupled to vehicle 100. As shown in FIG. 45, there are two hydraulic cylinders 710A and 710B. Cylinder 710A is coupled to frame 702 and lift arm 712 and is arranged to move lift rod 712 relative to frame 702. Cylinder 710A is coupled to lift arm 712 and attachment 714 and is arranged to move attachment 714 relative to frame 702.

Referring to FIG. 46, A front bumper 732 is coupled to frame 116 of vehicle 100. A frame 730 is coupled to front bumper 732 with couplers at locations 734. Frame 730 includes

ES 2 394 422 T3 features 736 that together with features 738 interacts with a coupler that performs the mechanical connection

718 for coupling the lift unit 700 to the frame 730. In the Embodiment, the coupler that makes the mechanical connection is the BOSS brand SmartHitch 2 system used with the BOSS brand snow clearing plow available from Northern Star Industries of Iron Mountain, MI49801 -0787. The SmartHitch 2 branding system from

BOSS is also used to attach accessory 714 to lift arm 712.

Referring to FIGS. 49A, 49B and 50, Exhaust systems 750 are shown. Referring to FIG. 50, an exhaust pipe 752 is coupled to the power source 130. The exhaust pipe 752 extends rearward along the frame 116 and is received by a muffler 754. Referring to Fig. 49B, the exhaust pipe 752 is coupled to bracket 756 by spring 758. Bracket 756 in turn is coupled to frame 116.

Muffler 754 receives the end of exhaust pipe 752 and includes a set of hooks 760 that are attached to washers 762 supported by a bracket 764. Exhaust gases exit muffler 754 through an end-outlet pipe 772. Bracket 764 in turn is coupled to frame 116. Muffler 754 is coupled to exhaust pipe 752 via springs 770. As such, the exhaust pipe 752 does not rigidly couple to the frame 116, but rather floats relative to the frame 116. Without the springs 770 that couple the muffler 754 to the exhaust pipe 752, the muffler 754 can move in the direction of 774 and removed from frame 116.

While this invention has been described as a design example, the present invention may be further modified within the scope of the appended Claims.