Note: Descriptions are shown in the official language in which they were submitted.
CA 02969107 2017-05-26
WO 2016/099770
PCMJS2015/061272
UTILITY VEHICLE
[0001] The present invention relates generally to a vehicle and, in
particular, to a
vehicle with a charged powertrain assembly.
[0002] Vehicles including utility vehicles, all-terrain vehicles, tractors,
and others are
known. Such vehicles may include engines, transmissions, and forced-air
inducers (e.g.,
superchargers, turbochargers). By providing a vehicle with a charged
powertrain assembly,
the power output of the powertrain assembly may be increased.
[0003] A forced-air inducer, such as a supercharger or a turbocharger,
operates by
compressing pre-combustion air flowing into the engine. However, compressing
the pre-
combustion air may increase the temperature of the air. In order to maintain
the temperature
of the intake air, an intercooler may be provided to decrease the temperature
of the charged or
pressurized air flowing from the forced-air inducer and into the engine.
[0004] In one embodiment of the present disclosure, a utility vehicle,
comprises a
plurality of ground-engaging members, a lower frame supported by the ground-
engaging
members which has a front portion and a rear portion, an open-air seating area
supported by
the lower frame between the front and rear portions, an upper frame coupled to
the lower
frame and cooperating to generally surround the seating area, a powertrain
assembly
supported by the lower frame and including an engine, a shiftable
transmission, and a
.. continuously variable transmission, and a cooling assembly operably coupled
to the
powertrain assembly and extending from the front portion to the rear portion
of the lower
frame. The cooling assembly has a first cooling circuit configured to alter a
temperature of
the engine and a second cooling circuit configured to alter a temperature of
intake air
received within the engine.
[0005] In another embodiment of the present disclosure, a utility vehicle
comprises a plurality of ground-engaging members and a frame assembly
supported by the
ground-engaging members, which has a lower frame and an upper frame. The lower
frame
has a front portion and a rear portion. The utility vehicle further comprises
an open-air
operator area supported by the frame assembly, a powertrain assembly supported
by the rear
.. portion of the lower frame which includes an engine, a shiftable
transmission, and a clutch
assembly, and a cooling assembly including a first heat exchanger positioned
at the front
portion of the lower frame for cooling the engine and a second heat exchanger
positioned at
the rear portion of the lower frame for cooling intake air for the engine.
- t -
CA 02969107 2017-05-26
WO 2016/099770
PCT/1JS2015/061272
[0006] In a further embodiment of the present disclosure, a utility
vehicle comprises a
plurality of ground-engaging members, a frame supported by the ground-engaging
member,
an operator area having side-by-side seating supported by the frame, and a
powertrain
assembly which includes an engine having a first cylinder, a second cylinder
in line with the
first cylinder, and a crankshaft. The engine is configured for a 270-degree
firing timing. The
powertrain assembly further includes a gaseous charger operably coupled to the
engine.
[0007] In yet another embodiment of the present disclosure, a utility
vehicle includes
a plurality of ground-engaging members, a frame supported by the ground-
engaging
members, an operator area including side-by-side seating, and a powertrain
assembly
supported by the frame. The powertrain assembly includes an engine supported
by the frame,
a turbocharger operably coupled to the engine and having a turbine housing and
a compressor
housing, and an exhaust manifold integral with the turbine housing of the
turbocharger.
[0008] In yet a further embodiment of the present disclosure, a
unitary housing
member for a powertrain assembly of a vehicle comprises an exhaust manifold
configured to
mount to an engine, and a turbine housing of a turbocharger integral with the
exhaust
manifold.
[0009] In a further embodiment of the present disclosure, a utility
vehicle comprises a
plurality of ground-engaging members, a frame supported by the ground-engaging
members,
and a powertrain assembly supported by the frame. The powertrain assembly
includes an
engine supported by the frame having a crankshaft and a continuously variable
transmission
having a first clutch assembly operably coupled to the crankshaft, a second
clutch assembly
operably coupled to the first clutch assembly, and a housing generally
enclosing the first and
second clutch assemblies. The second clutch assembly includes a stationary
sheave and a
moveable sheave. The powertrain assembly also includes a shiftable
transmission operably
coupled to the engine through the continuously variable transmission. The
shiftable
transmission includes a housing having a mounting surface for coupling to the
housing of the
continuously variable transmission and a shaft operably coupled to the second
clutch
assembly. The shaft extends less than 160 mm from the mounting surface of the
housing of
the shiftable transmission and an inner surface of the moveable sheave is
positioned less than
60 mm from the mounting surface of the shiftable transmission.
[0010] In another embodiment of the present disclosure, a utility
vehicle comprises a
plurality of ground-engaging members, a frame supported by the ground-engaging
members,
-7-
and a powertrain assembly supported by the frame. The powertrain assembly
includes an
engine supported by the frame, a continuously variable transmission supported
by the frame
and having a structural housing member, and a shiftable transmission operably
coupled to the
engine through the structural housing member of the continuously variable
transmission. The
shiftable transmission includes a first mounting surface coupled to a first
portion of the
structural housing member of the continuously variable transmission and the
engine has a
second mounting surface coupled to a second portion of the structural housing
member of the
continuously variable transmission, and mounting the first mounting surface of
the shiftable
transmission to the structural housing member fixes an orientation of the
shiftable
transmission relative to the engine.
[0010a] In yet another embodiment of the present disclosure, a utility
vehicle comprises
a plurality of ground-engaging members; a lower frame supported by the ground-
engaging
members and having a front portion and a rear portion; an open-air seating
area supported by
the lower frame between the front and rear portions; an upper frame coupled to
the lower
frame and extending above the open-air seating area; a powertrain assembly
supported by the
lower frame and including an engine positioned generally rearward of the open-
air seating
area, a shiftable transmission, and a continuously variable transmission; and
a cooling
assembly operably coupled to the powertrain assembly and extending from the
front portion to
the rear portion of the lower frame, the cooling assembly having a first
cooling circuit
configured to alter a temperature of the engine and a second cooling circuit
configured to alter
a temperature of intake air received within the engine, the first cooling
circuit being a high
temperature circuit and the second cooling circuit being a low temperature
circuit, the first
cooling circuit comprising a first heat exchanger and the second cooling
circuit comprising a
second heat exchanger, both the first and the second heat exchangers being
positioned forward
of the open-air seating area with the second heat exchanger being positioned
forward of the
first heat exchanger, wherein the first heat exchanger and the second heat
exchanger are
vertically staggered such that an upper portion of the first heat exchanger is
positioned above
the second heat exchanger, and wherein a primary airflow path (A) is directed
to flow through
the first heat exchanger and the second heat exchanger, and a supplemental
airflow path (B) is
directed to flow through the upper portion of the first heat exchanger.
10010b1 In yet another embodiment of the present disclosure, a utility
vehicle comprises
a plurality of ground-engaging members; a frame assembly supported by the
ground-engaging
members and having a lower frame and an upper frame, the lower frame having a
front
- 3 -
CA 2969107 2019-09-25
portion and a rear portion; an open-air operator area supported by the frame
assembly; a
powertrain assembly supported by the rear portion of the lower frame and
including an engine
positioned rearward of the open-air operator area, an intake manifold coupled
to the engine, a
shiftable transmission, and a continuously variable transmission; and a
cooling assembly
including .a first heat exchanger positioned at the front portion of the lower
frame for cooling
the engine and a second heat exchanger positioned at the rear portion of the
lower frame for
cooling intake air for the engine and removably coupled to the intake
manifold.
[0010c] In yet another embodiment of the present disclosure, a utility
vehicle comprises
a plurality of ground-engaging members; a frame supported by the ground-
engaging members;
and a powertrain assembly supported by the frame and including: an engine
supported by the
frame and including a crankshaft; a continuously variable transmission having
a first clutch
assembly operably coupled to the crankshaft, a second clutch assembly operably
coupled to
the first clutch assembly, and a housing generally enclosing the first and
second clutch
assemblies, the second clutch assembly including a stationary sheave and a
moveable sheave;
and a shiftable transmission operably coupled to the engine through the
continuously variable
transmission, the shiftable transmission including a housing having a mounting
surface for
coupling to the housing of the continuously variable transmission and a shaft
operably
coupled to the second clutch assembly, the shaft extending less than 160 mm
from the
mounting surface of the housing of the shiftable transmission and an inner
surface of the
moveable sheave being positioned less than 60 mm from the mounting surface of
the housing
of the shiftable transmission.
[0010d] In yet another embodiment of the present disclosure, a utility
vehicle comprises
a plurality of ground-engaging members; a frame supported by the ground-
engaging members;
and a powertrain assembly supported by the frame and including: an engine
supported by the
frame; a continuously variable transmission supported by the frame and having
a structural
housing member; and a shiftable transmission operably coupled to the engine
through the
structural housing member of the continuously variable transmission, the
shiftable
transmission including a first mounting surface coupled to a first portion of
the structural
housing member of the continuously variable transmission, and the engine
having a second
mounting surface coupled to a second portion of the structural housing member
of the
continuously variable transmission, wherein mounting the first mounting
surface of the
shiftable transmission to the structural housing member fixes an orientation
of the shiftable
transmission relative to the engine.
- 3a -
CA 2969107 2019-09-25
[0011] The above mentioned and other features of this invention, and the
manner of
attaining them, will become more apparent and the invention itself will be
better understood
by reference to the following description of embodiments of the invention
taken in
conjunction with the accompanying drawings, where:
[0012] Fig. 1 is a front left perspective view of a utility vehicle of the
present
disclosure;
[0013] Fig. 2 is a rear right perspective view of the vehicle of Fig. 1;
[0014] Fig. 3 is a left side view of the vehicle of Fig. 1;
[0015] Fig. 4 is a right side view of the vehicle of Fig. 1;
[0016] Fig. 5 is atop view of the vehicle of Fig. 1;
[0017] Fig. 6 is a front view of the vehicle Fig. 1;
[0018] Fig. 7 is a rear view of the vehicle of Fig. 1;
[0019] Fig. 8 is a front left perspective view of a portion of a front
suspension
assembly and a front wheel assembly of the vehicle Fig. 1;
[0020] Fig. 9A is a cross-sectional view of a shock absorber of the front
suspension
assembly;
[0021] Fig. 9B is an exploded view of a portion of the shock absorber of
Fig. 9A
including a bypass shim;
[0022] Fig. 9C is an exploded view of the bypass shim of Fig. 9B;
- 3b -
CA 2969107 2019-09-25
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[0023] Fig. 10A is an alternative embodiment shock absorber of the
front suspension
assembly;
[0024] Fig. 10B is an exploded view of a portion of the shock absorber
of Fig. 10A
including an alternative embodiment bypass shim;
[0025] Fig. 10C is an exploded view of the bypass shim of Fig. 10B;
[0026] Fig. 11A is a front right perspective view of a portion of the
wheel assembly
of Fig. 8 with a brake caliper;
[0027] Fig. 11B is a rear right perspective view of the wheel assembly
and brake
caliper of Fig. 9;
[0028] Fig. 12 is an exploded view of the wheel assembly and brake caliper
of Fig.
10;
[0029] Fig. 13A is a perspective view of the brake caliper of Fig. 11;
[0030] Fig. 13B is an exploded view of the brake caliper of Fig. 12;
[0031] Fig. 14 is a front left perspective view of a powertrain
assembly of the vehicle
of Fig. 1;
[0032] Fig. 15 is a right rear perspective view of the powertrain
assembly of Fig. 14;
[0033] Fig. 16 is a perspective view of a first cylinder and a second
cylinder of an
engine of the powertrain assembly of Fig. 15;
[0034] Fig. 17 is a perspective view of a first piston, a second
piston, and a crankshaft
of the engine of the powertrain assembly of Fig. 15;
[0035] Fig. 18 is a schematic view of a firing timing of the engine of
the powertrain
assembly of Fig. 15, illustrating the position of the second piston of Fig. 17
when the first
piston of Fig. 17 is at top dead center;
[0036] Fig. 19 is a schematic view of the firing timing of the engine
of the powertrain
assembly of Fig. 15, illustrating the position of the first piston of Fig. 17
when the crankshaft
of Fig. 17 has been rotated and the second piston of Fig. 17 is at top dead
center;
[0037] Fig. 20 is a bottom view of a portion of the powertrain
assembly of Fig. 15;
[0038] Fig. 21 is a right front perspective view of a continuously
variable
transmission and a shiftable transmission of the powertrain assembly of Fig.
15;
- 4 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[0039] Fig. 22 is an exploded view of the continuously variable
transmission and the
shiftable transmission of Fig. 21;
[0040] Fig. 23 is a left side view of the continuously variable
transmission of Fig. 22,
with an outer cover removed;
[0041] Fig. 24 is an exploded view of the continuously variable
transmission of Fig.
23, illustratively with an inner cover, a drive clutch, a driven clutch, and a
belt;
[0042] Fig. 25 is an exploded view of the drive clutch of Fig. 24;
[0043] Fig. 26 is an exploded view of a spider member of the drive
clutch of Fig. 25;
[0044] Fig. 27 is a cross-sectional view of a portion of the spider
member of the drive
clutch of Fig. 25, taken along line 27-27 of Fig. 25;
[0045] Fig. 28 is a cross-sectional view of the drive clutch of Fig.
23, taken along line
28-28 of Fig. 23;
[0046] Fig. 29 is an exploded view of the driven clutch of Fig. 24;
[0047] Fig. 30 is a further exploded view of the driven clutch of Fig.
29;
[0048] Fig. 31 is a cross-sectional view of the driven clutch of Fig. 23,
taken along
line 31-31 of Fig. 23;
[0049] Fig. 32 is a perspective view of an alternative embodiment of
the driven clutch
of Fig. 23;
[0050] Fig. 33 is an exploded view of the alternative embodiment
driven clutch of
Fig. 32;
[0051] Fig. 34 is a further exploded view of the alternative
embodiment driven clutch
of Fig. 33;
[0052] Fig. 35 is a left side view of the shiftable transmission of
the powertrain
assembly of Fig. 15;
[0053] Fig. 36 is a left front perspective view of a rear portion of a
frame assembly
and a driveline assembly of the vehicle of Fig. 1;
[0054] Fig. 37 is a left rear perspective view of the driveline
assembly of Fig. 36;
[0055] Fig. 38 is an exploded view of a joint between the shiftable
transmission of
Fig. 35 and a drive shaft of the driveline assembly of Fig. 37;
- 5 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[0056] Fig. 39 is a left front perspective view of an air intake
assembly for the engine
and a forced-air inducer of the powertrain assembly of Fig. 15;
[0057] Fig. 40 is a right rear perspective view of the air intake
assembly and the
forced-air inducer of Fig. 39;
[0058] Fig. 41 is a left rear perspective view of a portion of the air
intake assembly
and the forced-air inducer of Fig. 40;
[0059] Fig. 42 is a right front perspective view of the forced-air
inducer of Fig. 41
coupled to a frame arm and an exhaust manifold of the vehicle of Fig. 1;
[0060] Fig. 43A is a right front perspective view of the forced-air
inducer and exhaust
manifold of Fig. 42, illustrating a waste gate and waste gate mass;
[0061] Fig. 43B is a right front perspective view of the forced-air
inducer and exhaust
manifold of Fig. 43B with an alternative embodiment waste gate mass;
[0062] Fig. 44 is a right rear perspective view of the forced-air
inducer and exhaust
manifold of Fig. 43A;
[0063] Fig. 45 is a left front perspective view of an exhaust assembly of
the vehicle of
Fig. 1;
[0064] Fig. 46 is a right rear perspective view of the exhaust
assembly of Fig. 45;
[0065] Fig. 47 is a right rear perspective view of a portion of the
exhaust assembly of
Fig. 46;
[0066] Fig. 48 is an exploded view of a portion of the exhaust assembly of
Fig. 46;
[0067] Fig. 49 is a further exploded view of a portion of the exhaust
assembly of Fig.
46;
[0068] Fig. 50 is a right front perspective view of oil conduits
fluidly coupled to the
engine and the forced-air inducer of the powertrain assembly of Fig. 15;
[0069] Fig. 51 is a left front perspective view of a cooling assembly of
the vehicle of
Fig. 1;
[0070] Fig. 52 is a right rear perspective view of the cooling
assembly of Fig. 51;
[0071] Fig. 53 is a front left perspective view of cooling lines of
the cooling assembly
of Fig. 53;
- 6 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[0072] Fig. 54 is a cross-sectional view of the cooling lines of Fig.
56;
[0073] Fig. 55 is a rear view of a first heat exchanger and a second
heat exchanger of
the cooling assembly of Fig. 52;
[0074] Fig. 56 is an exploded view of a cooling fluid reservoir of the
cooling
assembly of Fig. 52;
[0075] Fig. 57 is a perspective view of a water pump of the cooling
assembly of Fig.
52;
[0076] Fig. 58 is a further perspective view of the water pump of Fig.
57;
[0077] Fig. 59 is a cross-sectional view of a front portion of the
vehicle of Fig. 1,
illustrating the flow of air through the first and second heat exchangers of
Fig. 52;
[0078] Fig. 60 is a rear perspective view of a third heat exchanger of
the cooling
assembly of Fig. 53 coupled to a portion of the engine of the vehicle of Fig.
I;
[0079] Fig. 61 is an exploded view of the third heat exchanger and the
portion of the
engine of Fig. 60; and
[0080] Fig. 62 is a right rear perspective view of the third heat exchanger
of Fig. 60
and a portion of the cooling assembly of Fig. 53.
[0081] Corresponding reference characters indicate corresponding parts
throughout
the several views. Unless stated otherwise the drawings are proportional.
[0082] The embodiments disclosed below are not intended to be exhaustive or
to limit
the invention to the precise forms disclosed in the following detailed
description. Rather, the
embodiments are chosen and described so that others skilled in the art may
utilize their
teachings. While the present disclosure is primarily directed to a utility
vehicle, it should be
understood that the features disclosed herein may have application to other
types of vehicles
such as other all-terrain vehicles, motorcycles, snowmobiles, and golf carts.
[0083] Referring to Figs. 1-7, an illustrative embodiment of a utility
vehicle 2 is
shown. Vehicle 2 is configured for off-road operation. Vehicle 2 includes a
plurality of
ground-engaging members 4, illustratively front wheels 6 and rear wheels 8. In
one
embodiment, one or more of ground-engaging members 4 may be replaced with
tracks, such
as the Prospector II Tracks available from Polaris Industries, Inc., located
at 2100 Highway
- 7 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
55 in Medina, MN 55340 or non-pneumatic tires, such as those shown in U.S.
Patent Nos.
8,176,957 (Attorney Docket PLR-09-25371.01P) and 8,104,524 (Attorney Docket
PLR-09-
25369.01P), the complete disclosures of which arc expressly incorporated
herein by
reference.
[0084] Vehicle 2 further includes a lower frame assembly 10 (partially
shown in Fig.
36) supported by ground-engaging members 4, which extends along a longitudinal
centerline
CL of vehicle 2. Lower frame assembly 10 includes a front portion 12, a rear
portion 14, and
an intermediate portion 16 extending therebetween. Additionally, vehicle 2
includes an upper
frame assembly 19 extending vertically above lower frame assembly 10 and, more
particularly, above at least intermediate portion 16 of lower frame assembly
10. Lower frame
assembly 10 supports a rear cargo support area 17 and a vehicle body 18, which
includes a
plurality of body panels.
[0085] Vehicle 2 also includes an open-air operator area 20 which
includes seating 22
for one or more passengers. As such, operator area 20 is exposed to ambient
air and is not
fully enclosed. Upper frame assembly 19 may be positioned generally around
operator area
such that seating 22 is at least partially surrounded by upper frame assembly
19.
Additionally, side nets or doors 29 may be positioned along the sides of
operator area 20 and
seating 22. Illustratively, seating 22 includes an operator seat and a
passenger seat, however,
seating 22 may also include rear scats for additional passengers. Seating 22
may include a
20 seat back 24 and a seat bottom 26 for at least the operator and a
passenger.
[0086] Operator area 20 further includes a plurality of operator
controls 28, such as a
steering wheel 27, by which an operator may provide input for operating
vehicle 2.
Additionally, the steering assembly, which includes steering wheel 27, may be
configured for
a 1.5 turn for lock to lock. Various operator controls, including the steering
assembly, are
further described in International Patent Application No. PCT/US13/64516,
filed on October
11, 2013 (Attorney Docket No. PLR-06-25448.04P-W0), the complete disclosure of
which is
expressly incorporated by reference herein. Operator area 20 and controls 28
may further
include an HVAC system for the comfort of the operator and the passengers.
[0087] Referring to Fig. 7, vehicle 2 includes a rear suspension
assembly 37, as
shown in Fig. 7, which includes a sway bar, trailing arms, and shock absorbers
39. In one
embodiment, shock absorbers 39 may be internal bypass shocks, as disclosed in
International
Patent Application No. PCT/US13/64516, filed on October 11, 2013 (Attorney
Docket No.
- 8 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
PLR-06-25448.04P-W0), the complete disclosure of which is expressly
incorporated by
reference herein.
[0088] Referring to Fig. 8, vehicle 2 includes a front suspension
assembly 30
supported by front portion 12 of lower frame assembly 10. Front suspension
assembly 30
includes upper control arms 32, lower control arms 34, and linear force
elements,
illustratively, shock absorbers 36 (Fig. 6). Upper control arms 32 include
inner mounting
members 40a, 40b for coupling to front portion 12 of lower frame assembly 10
and an outer
mounting member 42 for coupling to a knuckle 48 of a wheel hub assembly 50.
Lower
control arms 34 include inner mounting members 44 for coupling to front
portion 12 of lower
frame assembly 10 and an outer mounting member 46 for also coupling to knuckle
48 of
wheel hub assembly 50.
[0089] Referring to Figs. 9A-9C, shock absorbers 36 include an
elongate shock
cylinder 36a and an over spring portion 36b, as shown in Fig. 6. In one
embodiment, shock
absorbers 36 may be internal bypass shocks, which include a piston 500, an
inner sleeve 501,
.. a piston rod 502, channel 504, an upper passageway 506, a lower passageway
508, a bleed
hole 509, and bypass shim assembly 510. Channel 504 extends circumferentially
between
inner sleeve 501 and shock cylinder 36 and also extends approximately from the
upper end of
shock cylinder 36a to the lower end thereof. Channel 504 includes passageways
506, 508
and may be cast, extruded, machined, or otherwise formed in shock cylinder
36a.
[0090] Referring to Figs. 9A-9C, bypass shim assembly 510 includes a cover
shim or
plate 512, a preload shim or plate 514, and atop shim or plate 516. Top shim
516 is outward
of both cover shim 512 and preload shim 514 such that preload shim 514 is
intermediate
cover shim 512 and top shim 516. Top shim 516 may have a thickness less than,
equal to, or
greater than the thickness of cover shim 512 and preload shim 514.
Additionally, the length
of top shim 516 may vary to accommodate various parameters of shock absorber
36. Top
shim 516 is coupled to shock cylinder 36a through fasteners 518 which extend
through
apertures 526 of top shim 516 and into apertures 522 of shock cylinder 36a.
[0091] Cover shim 512 directly abuts and contacts shock cylinder 36a
and is coupled
to shock cylinder with fasteners 518 which extend through apertures 520 in
cover shim 512
and apertures 522 in shock cylinder 36a. Additionally, the length of cover
shim 512 may be
greater than the length of preload shim 514 and top shim 516.
- 9 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[0092] Preload shim 514 is positioned adjacent cover shim 512 such
that cover shim
512 is intermediate preload shim 514 and shock cylinder 36a. Preload shim 514
includes a
center opening 524 through which fasteners 518 extend when coupling to shock
cylinder 36a.
As shown in Fig. 9A, preload shim 514 tapers toward a middle portion such that
the
longitudinal ends of preload shim 514 have a thickness equal to the thickness
of cover shim
512, however, the middle portion of preload shim 514 has a thickness less than
that of the
longitudinal ends and cover shim 512. In this way, preload shim 514 may have a
high
preload force, which in combination with a low spring rate, allows for
effective damping to
control pitch and roll movements of vehicle 2 but also is configured for "blow
off," or a large
flow of oil volume, when vehicle 2 contacts an object. Bypass shim assembly
510 also may
reduce or eliminate bleeds within shock cylinder 36a.
[0093] In operation, when vehicle 2 is traversing level terrain,
gases, hydraulic fluid,
or other fluid within shock cylinder 36a flows through passageways 506, 508,
thereby
bypassing the damping system of shock absorbers 36. The fluid then travels
downward
through channels 504 and through bleed hole 509 which allows fluid to then
flow along the
underside of piston 500. However, as shock absorber 36 compresses, for example
during
jounce when vehicle 2 contacts an object, the fluid then flows from the upper
end of shock
cylinder 36a and along the upper surface of piston 500. During rebound, fluid
bypasses
piston 500 by flowing downwardly through shock cylinder 36a, through bleed
hole 509, and
.. upwardly through channels 504. Fluid may then flow into inner sleeve 501
through
additional bleed holes at a top portion of inner sleeve 501. Additional
details of shock
absorbers 36 may be disclosed in International Patent Application No.
PCT/1JS13/64516,
filed on October 11, 2013 (Attorney Docket No. PLR-06-25448.04P-W0), the
complete
disclosure of which is expressly incorporated by reference herein.
[0094] Referring to Figs. 10A-10C, an alternative embodiment of bypass shim
assembly 510 is shown as bypass shim assembly 510' and includes a cover shim
512', a
preload shim 514', a spring shim or plate 530, and top shim 516. Spring shim
530 is
positioned intermediate preload shim 514' and top shim 516 and includes
apertures 532 for
receiving fasteners 518. Spring shim 530 may have a low spring rate, which in
combination
with preload shim 514', allows for effective damping to control pitch and roll
movements of
vehicle 2 but also is configured for "blow off," or a large flow of oil
volume, when vehicle 2
contacts an object.
- 10 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[0095] As shown in Figs. 10A-10C, top shim 516 is outward of cover shim
512',
spring shim 530, and preload shim 514'. Top shim 516 may have a thickness less
than, equal
to, or greater than the thickness of cover shim 512', spring shim 530, and
preload shim 514'
and length which may vary to accommodate various parameters of shock absorbers
36. Top
shim 516 is coupled to shock cylinder 36a through fasteners 518 which extend
through
apertures 526 of top shim 516. Cover shim 512' directly abuts and contacts
shock cylinder
36a and is coupled to shock cylinder with fasteners 518 which extend through
apertures 520
in cover shim 512' and apertures 522 in shock cylinder 36a. Additionally, the
length of cover
shim 512' may be greater than the length of preload shim 514', spring shim
530, and top
shim 516.
[0096] Preload shim 514' is positioned adjacent cover shim 512' and
includes a
center opening 524' through which fasteners 518 extend through when coupling
to shock
cylinder 36a. As shown in Fig. 10A, preload shim 514' tapers toward a middle
portion such
that the longitudinal ends of preload shim 514' have a thickness equal to the
thickness of
spring shim 530, however, the middle portion of preload shim 514' has a
thickness less than
that of the longitudinal ends and spring shim 530. In this way, preload shim
514' may have a
high preload force, and in combination with the low spring rate of spring shim
530, allows for
effective damping to control pitch and roll movements of vehicle 2 but also is
configured for
"blow off," or a large flow of oil volume, when vehicle 2 contacts an object.
Bypass shim
assembly 510' also may reduce or eliminate bleeds within shock cylinder 36a.
[0097] As shown in Figs. 11A-13B, wheel hub assembly 50 includes a
brake disc or
rotor 52 which is operably coupled to a brake caliper 54. Brake disc 52 may be
comprised of
stainless steel and may be approximately 7.5 mm thick. As shown in Figs. 11A
and 11B,
brake caliper 54 is coupled to brake disc 52 with fasteners 53, which are
received through
bosses 55 on brake disc 52. Illustrative brake caliper 54 includes three
individual piston
systems 56, and more particularly, a first piston system 56a, a second piston
system 56b, and
a third piston system 56c. Each of piston systems 56a, 56b, and 56c includes a
respective
piston 58a, 58b, and 58c. The diameters of pistons 58a, 58b, and 58c may be
the same or
may vary. For example, as shown in Figs. 13A and 13B, the diameter of piston
is 58a is less
than the diameter of pistons 58b, 58c. Additionally, the diameter of
illustrative piston 58b is
less than the diameter of piston 58c. In one embodiment, the diameter of
piston 58a may be
23-28 mm and, illustratively is 25.4 mm, the diameter of piston 58b may be 28-
32 mm and,
illustratively, 30.2 mm, and the diameter of piston 58c may be 33-37 mm and,
illustratively is
-11-
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
35 mm. Varying the diameter of pistons 58a, 58b, 58c allows for the braking
parameters to
be tuned to accommodate various conditions.
[0098] Referring to Figs. 13A and 13B, first piston system 56a
includes two separate
brake pads 60a and 60b, second piston system 56b includes two separate brake
pads 62a and
.. 62b, and third piston system 56b includes two separate brake pads 64a and
64b. Each of
pistons 58a, 58b, and 58c is aligned with one pair of brake pads 60a and 60b,
62a and 62b,
and 64a and 64b, respectively. Brake pads 60a, 60b, 62a, 62b, 64a, 64b are
discontinuous
and, as shown, are not directly coupled to adjacent brake pads. As with
pistons 58a, 58b,
58c, the size of brake pads 60a, 60b, 62a, 62b, 64a, 64b may vary from each
other, which
allows for further tuning of the braking parameters of vehicle 2. Brake pads
60a, 62a, 64a are
coupled to a plate 66 and pads 60b, 62b, 64b are coupled to a plate 68. One or
both of plates
66, 68 may slide relative to brake disc 52 in order to slow or stop the
rotation of front wheels
6. More particularly, one or both of plates 66, 68 may slide along slide pins
69 in order to
effect vehicle braking.
[0099] By providing three pistons 58a, 58b, and 58c and three respective
sets of brake
pads 60a and 60b, 62a and 62b, and 64a and 64b, the size of brake caliper 54
remains
compact while providing sufficient braking for an off-road vehicle on various
terrain. In one
embodiment, brake caliper 54 is operably coupled to a master cylinder and may
be
configured to provide braking power to less than all of pistons 58a, 58b, 58c
at any given
time, or alternatively, may be configured to provide braking power to all
three pistons 58a,
58b, 58c simultaneously to increase braking power. Additionally, the triple-
piston
configuration of brake caliper 54 allows brake pads 60a and 60b, 62a and 62b,
and 64a and
64b to wear more evenly. The triple-piston configuration of brake caliper 54
also may slow
the increase in temperature of brake disc 52 and brake caliper 54 during
operation thereof.
[00100] Rear wheels 8 may also include hub assemblies similar to hub
assemblies 50,
including a brake disc and a triple-piston brake caliper. Alternatively, rear
wheels 8 may
include dual-piston calipers.
[00101] Referring to Figs. 14 and 15, vehicle 2 further includes a
powertrain assembly
70 which is supported by rear portion 14 of lower frame assembly 10 and
includes an engine
72, a shiftable transmission 74, a continuously variable transmission ("CVT")
76, and a
forced-air inducer, illustratively a gaseous charger 78. In one embodiment,
gaseous charger
78 is a turbocharger, however, alternatively, gaseous charger 78 may be a
supercharger or
- 12 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
any other similar device. As detailed further herein, powertrain assembly,
including gaseous
charger 78, is fluidly coupled to an air intake assembly 320 and an exhaust
assembly 360 of
vehicle 2.
[00102] As shown in Fig. 14, powertrain assembly 70 is supported on at
least
longitudinal frame members 11 and an engine mount 13 of lower frame assembly
10.
Longitudinal frame members 11 are generally parallel to centerline CL of
vehicle 2 (Fig. 5)
and engine mount 13 extends transversely to centerline CL and longitudinal
frame members
11. Engine mount 13 supports at least engine 72 through brackets 15 which
extend from
engine mount 13 to engine 72. In particular, brackets are coupled to upper and
lower portions
of an oil sump 394 of engine 72.
[00103] Illustrative engine 72 may be 925 cc and be configured for 135
horsepower at
approximately 8,000 rpm. As shown in Fig. 16, engine 72 includes a cylinder
block 73 with
at least one cylinder 80 and a crankshaft 84. As such, in Fig. 14, engine 72
includes a
crankcase 83 for enclosing crankshaft 84. Crankcase 83 includes an upper
portion 83a and a
lower portion 83b. Illustratively, engine 72 is an in-line, dual-cylinder
engine having a first
cylinder 80a and second cylinder 80b. Cylinders 80 are generally circular in
cross-section
and are each configured to receive a piston 82. More particularly, as shown in
Fig. 17,
cylinder 80a may receive a piston 82a and cylinder 80b may receive a piston
82b. Pistons 82
arc operably coupled to a crankshaft 84 of engine 72. Piston 82a is coupled to
crankshaft 84
through a connecting rod 86a and piston 82b is coupled to crankshaft 84
through a connecting
rod 86b. Within cylinder head 73, knock may be monitored and, if sensed,
operation of
vehicle 2 may be limited to a particular speed until the cause for the knock
is corrected.
[00104] During operation of engine 72, pistons 82 are configured to
reciprocate within
cylinders 80 and crankshaft 84 rotates. In one embodiment, engine 72 is
configured to
.. operate with a 270-degree firing timing or order, which may be initiated by
an engine control
unit of powertrain assembly 270. More particularly, as shown in Figs 18, when
piston 82a is
at a top dead center position within cylinder 80a, piston 82b is at a position
intermediate top
dead center and bottom dead center. Illustratively, when piston 82a is at top
dead center, or
beginning its power stroke, within cylinder 80a, piston 82b within cylinder
80b is midway
through its intake stroke. As such, when crankshaft 84 rotates approximately
270 degrees
(counterclockwise, as shown), piston 82b will be at top dead center within
cylinder 80a and
piston 82a will have finished the power stroke and will be midway through its
exhaust stroke,
as shown in Fig. 19. It is to be understood that the approximately 270-degree
firing timing of
- 13 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
engine 72 may be adjusted to modify various parameters of powertrain assembly
70 by
timing the various positions of pistons 82a, 82b according to different
rotations of crankshaft
84. For example, the 270-degree firing timing may refer to rotating crankshaft
84
approximately 250-290 degrees, rather than exactly 270 degrees, to result in
appreciably the
same piston timing as detailed herein. Such changes to the exact offset may be
made to
impact forces experienced by bearings and clutches, emissions, vibrations, and
durability. In
this way, illustrative vehicle 2 is an off-road, side-by-side vehicle which
includes a dual-
cylinder, in-line engine with a 270-degree firing timing, which may improve
emissions for
vehicle 2 and decrease vibration in powertrain assembly 70 relative to other
firing timing.
However, other timings, such as the more traditional 360-degree timing are
also envisioned.
[00105] As shown from below in Fig. 20, engine 72 is positioned
longitudinally
forward of at least a portion of shiftable transmission 74. Additionally,
engine 72 is
positioned at least partially rearward of seating 22, as shown in Fig. 3. Also
as shown in
Figs. 3 and 20, CVT 76 is positioned laterally outward from engine 72 and
shiftable
transmission 74 and extends generally parallel to centerline CL of vehicle 2
(Fig. 5). More
particularly, CVT 76 is positioned along the left side of vehicle 2 and is
positioned at least
partially rearward of seating 22.
[00106] Engine 72 includes a mounting surface 88 for coupling with CVT
76. In
particular, CVT 76 includes a housing 90 having an inner portion or cover 92
and an outer
portion or cover 94 coupled together. CVT housing 90 also includes an intake
port 95 for
receiving air to cool CVT 76 and an exhaust port 97 to exhaust air from CVT
76. Inner cover
92 includes a mounting surface 96 which generally abuts mounting surface 88 of
engine 72 to
couple engine 72 to CVT 76. More particularly, upper and lower crankcase
portions 83a, 83b
each include mounting bosses 99 for coupling with CVT 76. As such, engine 72
and CVT 76
are in direct contact with each other which allows for a compact configuration
of powertrain
assembly 70. Additionally, as shown in Fig. 21, CVT 76 includes a fastener 98,
as detailed
further herein.
[00107] Referring to Fig. 22, inner cover 92 of CVT 76 also includes a
mounting
surface 100 for sealingly coupling to a housing 75 of shiftable transmission
74. More
particularly, mounting surface 100 abuts a mounting surface 102 housing 75 to
couple CVT
76 thereto. Threaded pins 106 of CVT 76 extend through mounting bosses 292 on
shiftable
transmission 74 and couple with fasteners 104 to secure CVT 76 to shiftable
transmission 74.
- 14 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[00108] Referring to Figs. 23 and 24, CVT 76 includes a primary or
drive clutch or
pulley 110, a secondary or driven clutch or pulley 112, and a belt 116
extending
therebetween. Drive clutch 110 is rotatably coupled to crankshaft 84 of engine
72. Driven
clutch 112 is rotatably coupled to an input shaft 118 of shiftable
transmission 74 and is
rotatably coupled to drive clutch 110 through belt 116. Belt 116 may be
comprised of a
polymeric material, for example rubber, and may also include reinforcing
members, such as
metal cords or other reinforcing material. In one embodiment, belt 116 may be
comprised of
a metallic material, for example, belt 116 may be a chain. In cross-section,
belt 116 may
generally define a "V" shape. Belt 116 is configured to contact drive clutch
110 and expand
in diameter in order to contact driven clutch 112. More particularly, a pitch
diameter PD1 of
belt 116 at a position in contact with drive clutch 110 is approximately 80-90
mm and,
illustratively, is approximately 84.1 mm. In other words, the pitch diameter
of drive clutch
110 is approximately 80-90 mm. With the pitch diameter of drive clutch 110
between 80-90
mm, the maximum torque/unit length of CVT 76 may be decreased. Additionally,
to reduce
the amount of time CVT 76 operates when the torque/unit length ratio is
increased, the
overdrive may be increased and gearing of shiftable transmission 74 may be
decreased. For
example, in one embodiment, a low ratio for CVT 76 may be 2.5:1 ¨ 3.5:1 and,
illustratively,
may be 3.0:1. An underdrive ratio may be approximately 3.0 and an overdrive
ratio may be
approximately 0.7. Also, a pitch diameter PD2 of belt 116 at a position in
contact with driven
clutch 112 is approximately 226-240 mm and, illustratively, is approximately
232.7 mm. In
other words, the pitch diameter of driven clutch 112 is approximately 226-240
mm.
[00109] As shown in Figs. 25-28, drive clutch 110 includes a moveable
sheave 120
positioned adjacent outer cover 94 of CVT 76 and a stationary sheave 122
positioned
adjacent inner cover 92 of CVT 76. Stationary sheave 122 includes a splined
center opening
124 for engaging with a first splined portion 126 of a post 123 which includes
a tapered
volume 125 for engaging crankshaft 84 of engine 72. Post 123 further includes
a second
splined portion 128 for engaging with moveable sheave 120. During operation of
CVT 76,
stationary sheave 122 maintains a fixed position and does not move relative to
moveable
sheave 120.
[00110] Conversely, moveable sheave 120 of drive clutch 110 is configured
for lateral
movement relative to stationary sheave 122 in order to engage belt 116 and
effect various
drive ratios. Washers 148 and a bearing 150 are positioned intermediate
stationary sheave
122 and moveable sheave 120 to define a belt groove or path for belt 116.
Washers 148 and
- 15 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
bearing 150 are not positioned within center opening 124 of stationary sheave
122 because
the diameter of center opening 124 is less than the diameter of washers 148
and the diameter
of bearing 150.
[00111] Moveable sheave 120 includes a tower or base member 130, an
intermediate
member or spider member 132 positioned adjacent tower member 130, and a cover
member
134 positioned adjacent spider member 132, such that spider member 132 is
intermediate
tower member 130 and cover member 134. Cover member 134 is coupled to tower
member
130 with fasteners 144 which are received within mounting bosses 146 on tower
member
130. Cover member 134 includes a center opening 154 for engaging fastener 98.
[00112] Moveable sheave 120 also includes a plurality of weights,
illustratively
flyweights 136, which are rotatably coupled to tower member 130 with pins 138
and
fasteners 140. Flyweights 136 are centrifugal weights which may pivot radially
to cause
moveable sheave 120 to move or slide laterally relative to stationary sheave
122, as detailed
further herein.
[00113] As shown in Figs. 25-27, spider member 132 includes a splined
center opening
152, a plurality of corners or posts 156, and a plurality of locating or
position members 142.
Because of splined center opening 152 which engages post 123 which is coupled
to
crankshaft 84, spider member 132 is configured to transfer torque from
crankshaft 84 to drive
clutch 110. Illustratively, spider member 132 has a generally triangular shape
defining three
posts 156 and each position member 142 is coupled to one of posts 156 of
spider member
132. As shown in Fig. 26, a bearing 160 is positioned within each post 156 of
spider member
132 and a sleeve 162 is received within bearing 160. Bearing 160 and sleeve
162 are flanked
on either side by spacers 164 which abut an inner surface 166 of post 156. A
pin 168 extends
through an aperture 170 of post 156, through sleeve 162, and into a recess 172
of post 156.
One end of pin 168 abuts a stop surface 174 of recess 172 so as to maintain
the position of
pin 168 within post 156.
[00114] Position members 142 are generally "U" shaped and extend around
a closed
side 175 of posts 156 of spider member 132. An open end 176 of position
members 142
generally aligns with an open side 178 of posts 156 such that bearing 160 is
exposed, as
detailed further herein. Position members 142 are removably coupled to spider
member 132
and are configured to slide radially relative to tower member 130 and spider
member 132
through angled or tapered side walls 180. In one embodiment, side walls 180 of
position
- 16-
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
members 142 are angled 15-30 degrees relative to the radial direction of drive
clutch 110.
More particularly, side walls 180 of position member 142 have an inner surface
182 angled
relative to posts 156 and an outer surface 184 which is angled relative to
post 156 but is
generally parallel to an angled inner portion 186 of tower member 130. In this
way, position
members 142 locate spider member 132 within tower member 130 and take up any
tolerance
between tower member 130 and posts 156 of spider member 132. Additionally, if
posts 156
and/or angled inner portion 186 of tower member 130 become worn, position
member 142
can slide relative to tower member 130 and posts 156 in order to take up
additional tolerances
therebetween.
[00115] As with stationary sheave 122, moveable sheave 120 also engages
post 123.
More particularly, splined center opening 152 of spider member 132 engages
second splined
portion 128 of post 123. Additionally, a bushing 188 and a bearing 190 are
positioned within
a center opening 202 of tower member 130 in order to engage an additional
portion of post
123. Post 123 is further coupled to cover member 134 of moveable sheave 120
through a
bearing 204, a sleeve member 206, a stop member 208, a washer or spacer 210,
and fastener
98. More particularly, bearing 204 is positioned within center opening 154 of
cover member
134 and sleeve member 206 is received through bearing 204 and engages a distal
portion of
post 123. Sleeve member 206 includes a shoulder 212 which may abut cover
member 134 in
order to prevent lateral movement of sleeve member 206. Post 123 includes a
cylindrical
opening 214 and stop member 208 is received therein. A lip 216 of stop member
208
engages the distal end of post 123. Spacer 210 abuts lip 216 of stop member
208 and a head
218 of fastener 98 abuts spacer 210. Fastener 98 is received within
cylindrical opening 214
of post 123 to secure post 123 to drive clutch 110.
[00116] During operation of CVT 76, drive clutch 110 rotates with
crankshaft 84
through post 123 because a distal end of crankshaft 84 is received within
tapered volume 125
of post 123. At various operating conditions of vehicle 2, drive clutch 110
rotates at a speed
which causes flyweights 136 to pivot about pin 138. The centrifugal force on
flyweights 136
causes flyweights 136 to pivot or rotate radially against bearing 160 of
spider member 132.
This movement of flyweights 136 applies a force to moveable sheave 120 to
cause moveable
sheave 120 to slide or translate laterally along sleeve member 206 and bearing
150 relative to
stationary sheave 122. In this way, the radial position of belt 116 on
moveable sheave 120
and stationary sheave 122 may be adjusted to accommodate various operating
conditions of
vehicle 2, thereby resulting in various drive ratios. During operation, drive
clutch 110 is
-17-
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
configured to move between an open position, as shown in Fig. 28, and a closed
position in
which moveable sheave 120 and stationary sheave 122 are proximate each other
and further
movement of moveable sheave 120 toward stationary sheave 122 is no longer
possible.
Movement of moveable sheave 120 may be electronically, mechanically, or
fluidly
controlled.
[00117] The rotation of belt 116 caused by drive clutch 110 drives
driven clutch 112.
Referring to Figs. 29-31, driven clutch 112 includes a stationary sheave 220,
a moveable
sheave 222, a load member or helix 224, and a cover member 226. Stationary
sheave 220 is
coupled to a distal end of shaft 118 of shiftable transmission 74 and
maintains a fixed
position relative to moveable sheave 222. Stationary sheave 220 includes a
body 227 and a
nose 228 which protrudes laterally outwardly therefrom. A plurality of ribs
230 extends
continuously from an outer perimeter of stationary sheave 220 to a center
opening 232 of
nose 228. Stationary sheave 220 also includes a plurality of secondary ribs
234 positioned
intermediate ribs 230. Ribs 230 and secondary ribs 234 provide strength and
stability to
.. stationary sheave 220 during operation of CVT 76.
[00118] Additionally, within nose 228, stationary sheave 220 further
includes a
plurality of raised surfaces 238 which are configured to couple with brackets
240 through
fasteners 242. Stationary sheave 220 further includes a post 236 projecting
laterally inwardly
from nose 228 and toward moveable sheave 222. In one embodiment, post 236 is
integral
with stationary sheave 220 and, therefore, comprised of the same material as
body 227 and
nose 228 of stationary sheave 220. In this way, driven clutch 112 is a post-
less design
because stationary sheave 220 and moveable sheave 222 directly couple with
shaft 118 of
shiftable transmission 74, rather that requiring a further post for engaging
shaft 118.
Illustrative post 236 extends a distance D1 from the proximate end thereof to
the outer
surface of nose 228 and D1 may be approximately 60-70 mm, and illustratively,
65 mm.
Additionally, a diameter D2 of post 236 may be approximately 20-30 mm and,
illustratively,
25 mm. The length/diameter ratio of post 236 is indicative of the stability
provided to driven
clutch 112 as moveable sheave 222 translates relative to stationary sheave
220.
Alternatively, post 236 may be press fit or otherwise coupled within nose 228
and comprised
of a different material than body 227 and nose 228. For example, in one
embodiment, post
236 may be comprised of aluminum. Post 236 is configured to provide stability
to stationary
sheave 220 during operation of CVT 76.
- 18-
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[00119] Post 236 also is configured to receive at least one bearing 244
therein, through
which shaft 118 of shiftable transmission 74 may be received. Shaft 118 may be
secured to
driven clutch 112 with at least one spacer 246 and a fastener at the distal
end thereof,
illustratively, a snap ring 248. Additionally, a sleeve 250, which may be a
bushing, is
received over post 236 in order to slidably receive moveable sheave 222.
[00120] Moveable sheave 222 may be configured for translational
movement along
sleeve 250 between a closed position when adjacent stationary sheave 220, as
shown in Fig.
31, and an open position in which moveable sheave 222 slides or otherwise
moves laterally
apart from stationary sheave 220. The movement of moveable sheave 222 engages
belt 116
in various configurations in order to effect various driving ratios for
vehicle 2. The
movement of moveable sheave 222 may be mechanically, fluidly, or
electronically
controlled.
[00121] Moveable sheave 222 includes a body portion 254 and a nose 256
projecting
laterally outwardly from body portion 254. Nose 256 is received within nose
228 of
stationary sheave 220. An outer surface of body portion 254 includes a
plurality of ribs 255
which strengthens moveable sheave 222. A center aperture 258 of nose 256 is
configured to
receive a bearing 252 for sliding along sleeve 250. Additionally, nose 256
includes recesses
260 which align with brackets 240 and raised surfaces 238 on stationary sheave
220 in order
to locate moveable sheave 222 on stationary sheave 220. Within nose 256 of
moveable
sheave 222, each of a plurality of projections 266 is configured to receive a
bracket 262.
Brackets 262 are coupled to projections 266 with fasteners 264. Helix 224 is
positioned
adjacent brackets 262 and cover member 226 is positioned adjacent helix 224
such that helix
224 is intermediate cover member 226 and the outer surface of moveable sheave
222. Helix
224 includes a splined center opening 225 for engaging shaft 118 of shiftable
transmission
74. Additionally, when driven clutch 112 is assembled, ears 223 of helix are
positioned
intermediate adjacent projections 266 in an alternating configuration. Cover
member 226 is
coupled to the outer surface of moveable sheave 222 with fasteners 265 and a
bearing 268 is
positioned within a center aperture 269 of cover member 226.
[00122] As shown in Fig. 31, driven clutch 112 is in a closed position
and is positioned
adjacent shiftable transmission 74 to receive shaft 118 of shiftable
transmission 74. More
particularly, the inner surface of moveable sheave 222 is spaced apart from
mounting surface
102 of shiftable transmission 74 by a distance of D3 when driven clutch 112 is
in the closed
position, and D3 may be approximately 40-60 mm and, illustratively, is
approximately 49
- 19-
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
mm. Additionally, the outer surface of nose 228 of stationary sheave 220 of
driven clutch
112 is spaced apart from mounting surface 102 of shiftable transmission 74 by
a distance of
D4 when driven clutch 112 is in the closed position, and D4 may be
approximately 140-160
mm and, illustratively, is approximately 146 mm. In this way, the center of
gravity of driven
clutch 112 is moved closer to shiftable transmission 74. By positioning the
center of gravity
of driven clutch 112 proximate shiftable transmission 74, the coupling between
driven clutch
112 and shiftable transmission 74 may be made more stable because the
cantilevered mass of
CVT 76 is positioned closer to shiftable transmission 74 and engine 72.
[00123] During operation of CVT 76, rotation of crankshaft 84 of engine
72 causes
rotation of drive clutch 110. Drive clutch 110 engages belt 116 and when belt
116 engages
driven clutch 112, driven clutch 112 rotates, which causes shaft 118 of
shiftable transmission
74 to rotate. As belt 116 engages driven clutch 112, a load is applied
thereto. More
particularly, the load (e.g., torque) is transmitted from stationary sheave
220, through raised
surfaces 238, through projections 266 of moveable sheave 222, and to helix
224, which then
applies the torque to shaft 118 of shiftable transmission 74. In this way, the
torque is
centralized at helix 224, rather than applied to other components of CVT 76,
for transferring
to shiftable transmission 74. CVT 76 also may be electronically controlled in
order to allow
for operation at low vehicle speeds. As such, electronic operation of CVT 76
("eCVT") may
allow for CVT 76 to operate without being limited to a specific speed range
and/or without
reaching the revolutions limit for engine 72. This functionality of eCVT may
be utilized
when overboosting so that CVT 76 may be controlled without reaching a
revolutions limit for
engine 72. Additionally, use of eCVT may allow for operating vehicle 2 at low
rpm while
maintaining fuel economy. Additional details of CVT 76 may be disclosed in
U.S. Patent
Application Serial No. 14/475,385, filed on September 2, 2014 (Attorney Docket
No. PLR-
15-26520.01P), the complete disclosure of which is expressly incorporated by
reference
herein.
[00124] An alternative embodiment of driven clutch 112 is shown as
driven clutch
112' in Figs. 32-34. As with driven clutch 112, the rotation of belt 116
caused by drive
clutch 110 drives alternative driven clutch 112'. Driven clutch 112' includes
a stationary
sheave 220', a moveable sheave 222', helix 224, and cover member 226.
Stationary sheave
220' is coupled to the distal end of shaft 118 of shiftable transmission 74
and maintains a
fixed position relative to moveable sheave 222'. Stationary sheave 220'
includes a body 227'
- 20 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
and a nose 228' which protrudes laterally outwardly therefrom. A plurality of
ribs 230'
extends from an outer perimeter of stationary sheave 220' to center opening
232 of nose 228'.
[00125] Additionally, within nose 228', stationary sheave 220' further
includes raised
surfaces 238 which are configured to couple with brackets 240 through
fasteners 242.
Interior ribs 270 are also positioned within nose 228' to provide additional
strength and
stability to stationary sheave 220'. Stationary sheave 220' further includes a
post 236'
received through center opening 232 and coupled to a portion of nose 228'.
Post 236'
projects laterally inwardly from nose 228' and toward moveable sheave 222'. In
one
embodiment, post 236' may be press fit or otherwise coupled within nose 228'
and comprised
of a different material than body 227' and nose 228'. For example, in one
embodiment, post
236' may be comprised of aluminum. Post 236' is configured to stabilize
stationary sheave
220' during operation of CVT 76.
[00126] Post 236' is configured to receive bearings 244 therein,
through which shaft
118 of shiftable transmission 74 may be received. Additionally, moveable
sheave 222' may
be configured for translational movement along post 236'. Moveable sheave 222'
includes a
body portion 254' and a nose 256' projecting laterally outwardly from body
portion 254'. An
outer surface of body portion 254' includes a plurality of ribs 255' for
increasing the strength
of moveable sheave 222'. Additionally, the outer surface of body portion 254'
includes a
ring 272 with a plurality of recesses 274. Ring 272 may be a balance ring with
a diameter
less than the outer diameter of moveable sheave 222' to decrease the stress on
moveable
sheave 222' when CVT 76 operates at a high speed. More particularly, by
positioning ring
272 adjacent nose 256', rather than proximate the outer perimeter, moveable
sheave 222'
may be sufficiently balanced to lower the stress on moveable sheave 222' and
manage the
rotational inertia of moveable sheave 222'.
[00127] As shown in Fig. 33, center aperture 258 of nose 256' is configured
to receive
bearing 252. Additionally, nose 256' includes recesses 260 which align with
brackets 240 in
order to locate moveable sheave 222' on stationary sheave 220'. Within nose
256' of
moveable sheave 222', each projections 266 is configured to receive one of
brackets 262.
Brackets 262 are coupled to projections 266 with fasteners 264. Helix 224 is
positioned
adjacent brackets 262 and cover member 226 is positioned adjacent helix 224
such that helix
224 is intermediate cover member 226 and the outer surface of moveable sheave
222'. Helix
224 includes splined center opening 225 for engaging shaft 118 of shiftable
transmission 74.
- 21 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
Cover member 226 is coupled to the outer surface of moveable sheave 222' with
fasteners
265 and bearing 268 is positioned within center aperture 269 of cover member
226.
[00128] As shown in Fig. 35, shiftable transmission 74 is operably
coupled to driven
clutch 112 or 112' and includes mounting bosses 292 for directly coupling with
CVT housing
90. In particular, mounting bosses 292 are integral with housing 75 of
shiftable transmission
74. Additionally, shiftable transmission 74 is coupled to engine 72 through
the structural
inner cover 92 of CVT 76 such that no intermediate bracket extending between
engine 72 and
shiftable transmission 74 may be utilized. Because inner cover 92 of CVT
housing 90 is a
structural member, the orientation of shiftable transmission 74 is fixed
relative to engine 72.
As such, inner cover 92 defines the component which couples shiftable
transmission 74 to
engine 72 such that without inner cover 92, engine 72 and shiftable
transmission 74 may not
be coupled together. In one embodiment, a bracket 293 (Fig. 20) also may be
used to couple
shiftable transmission 74 to engine 72.
[00129] Referring still to Fig. 35, shiftable transmission 74 includes
a reverse gear 280
operably coupled to shaft 118, a speed sensor 282 positioned at a rear portion
of shiftable
transmission 74, and a snorkel 284 positioned along a lower, left-side portion
of shiftable
transmission 74 and vertically lower than shaft 118. Speed sensor 282 may be
configured to
read the tips of the teeth on a gear, rather than a side or face of a gear. In
one embodiment,
shiftable transmission 74 is configured for electronic shifting.
[00130] A flange 290 is positioned forward of snorkel 284 to couple with a
driveline
assembly 300 of vehicle 2 (Fig. 36). Additionally, shiftable transmission 74
includes splined
apertures 286 for operably coupling the rear axles or half shafts of vehicle 2
to rear wheels 8.
A shroud 288 may be positioned above apertures 286 for shielding boots of the
half shafts
from debris (e.g., rocks) during operation of vehicle 2.
[00131] Referring to Figs. 36-38, rear portion 14 of lower frame assembly
10 further
supports driveline assembly 300 which is operably coupled to shiftable
transmission 74. As
shown in Fig. 36, at least a portion of driveline assembly 300 are positioned
intermediate
longitudinal frame members 11. Flange 290 of shiftable transmission 74 is
rotatably coupled
to a prop shaft 302 of driveline assembly 300, which may be supported by a
bearing ring 306
coupled to lower frame assembly 10. Prop shaft 302 includes a rear prop shaft
302a and a
front prop shaft 302b which are operably coupled together through a joint,
illustratively, a U-
joint 303. As shown in Fig. 38, prop shaft 302 is coupled to flange 290
through a joint 308,
-22 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
which includes a bracket 310 coupled to flange 290 with fasteners 312 and a
connection
member 314. Connection member 314 includes first arms 316 which are received
within first
apertures 317 on bracket 310 and second arms 318 which are received within
apertures 319
on rear prop shaft 302a. As such, connection member 314 operably couples prop
shaft 302 to
shiftable transmission 74. Additionally, instead of a sliding spline, flange
290 may be more
efficient at controlling noise from prop shaft 302 and allowing for a better
connection
between prop shaft 302 and shiftable transmission 74. In particular, any
slipping that occurs
in prop shaft 302 occurs at joint 308, rather than in multiple locations along
prop shaft 302.
[00132] Driveline assembly 300 also includes a front differential 304,
which is
.. operably coupled to front wheels 6 through front axles. As such, operation
of shiftable
transmission 74 rotates rear wheels 8 through the rear axles and causes
rotation of the front
wheels 6 through rotation of prop shaft 302 and operation of front
differential 304.
[00133] Referring to Figs. 39-41, vehicle 2 includes an air intake
assembly 320 fluidly
coupled to powertrain assembly 70. Air intake assembly 320 includes an airbox
322, which
.. includes a filter (not shown), an engine air intake tube 324, a CVT air
intake tube 326
coupled to intake port 95 of CVT 76, a conduit 328 extending between airbox
322 and
gaseous charger 78, and a charged air conduit 330 extending from charger 78.
An air sensor
332 may be supported on conduit 328 and an air sensor 333 may be supported on
charged air
conduit 330, both of which determine various aspects of the air therein (e.g.,
pressure,
temperature). For example, if the air temperature transmitted from at least
one of sensors 332
and 333 is above a pre-determined limit, the throttle response of vehicle 2
may be limited
such that the speed of vehicle 2 is automatically reduced until the
temperature of the air at
sensors 332 or 333 is reduced. Additionally, if a pressure signal from sensors
332, 333
indicates that a portion of air intake assembly 320, such as the filter, is
plugged or block, the
operator may be alerted.
[00134] Air intake assembly 320 may also include a blow-off valve 334
fluidly
coupled to charged air conduit 330 and fluidly coupled to conduit 328 through
a blow-off
tube 336. Blow-off valve 334 is downstream from charger 78, as shown in Fig.
40. In an
alternative embodiment, blow-off valve 334 may be a recirculation valve which
is
.. electronically controlled. Additionally, conduit 328 may be fluidly coupled
to a crankcase
breather conduit 338 which extends between conduit 328 and engine 72.
Crankcase breather
conduit 338 may include a roll-over valve (not shown) to prevent a back flow
of oil into
charger 78 if vehicle 2 begins to lean or otherwise is not upright.
- 23 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[00135] During operation of vehicle 2, ambient air necessary for
combustion within
engine 72 enters engine air intake tube 324 and flows into airbox 322 to
filter particulates and
other matter therefrom. The filtered air from airbox 322 then flows into
gaseous charger 78
through conduit 328. Operation of charger 78 may be done manually by the
operator or
automatically based on throttle conditions. When operating, charger 78
compresses the
filtered air such that a higher number of air molecules may enter engine 72
through charged
air conduit 330. As such, engine 72 is configured to received charged, pre-
combustion air to
increase the power output of powertrain assembly 70. However, depending on
throttle and
charger conditions (e.g., compressor surge conditions), it may be necessary to
bleed off or
exhaust at least a portion of the charged, pre-combustion air from charger 78
before entering
engine 72. As such, blow-off valve 334 may be moved from a closed position to
an open
position in response to compressor surge conditions to allow a portion of the
charged air in
charged air conduit 330 to be routed back to conduit 328 through blow-off tube
336 or
otherwise exhausted from vehicle 2. In this way, the quantity of charged, pre-
combustion air
entering engine 72 may be controlled in response to various throttle
conditions or other
parameters. Blow-off valve 334 may be electronically, mechanically, and/or
fluidly
controlled. Additionally, by routing air in blow-off tube 336 back to conduit
328, the sound
from blow-off valve 334 may be reduced and the air within air intake assembly
320
downstream of airbox 322 remains filtered.
[00136] Referring to Figs. 42-44, charger 78 is a forced-air inducer or
gaseous charger,
and in one embodiment, is a turbocharger. Charger 78 includes a drive or
turbine housing
340 and a driven or compressor housing 342. Illustrative charger 78 supports a
turbine (not
shown) within drive housing 340 for receiving exhaust air from engine 72 and a
compressor
(not shown) within driven housing 342 for compressing the filtered air from
conduit 328.
The turbine and the compressor are rotatably coupled together such that the
exhaust gases
from engine 72 rotate the turbine, thereby causing operation of the compressor
to compress
the filtered air from conduit 328. Operation of charger 78 may be monitored by
at least one
sensor configured to determine various parameters of vehicle 2 and transmit
signals to an
engine control unit (not shown) or an electronic throttle control unit (not
shown).
[00137] Driven housing 342 is supported by a frame arm 344 which extends
between
driven housing 342 and engine mount 13 and which may reduce resonant
frequencies at
charger 78. More particularly, frame arm 344 is coupled to brackets 15 of
engine mount 13,
such that brackets 15 are coupled to both engine 72 and frame arm 344. In this
way, frame
- 24 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
arm 344 may be uncoupled from engine mount 13 and swung or otherwise moved
away
therefrom in order to service charger 78. As such, other components of vehicle
2, including
components of frame assembly 10 and powertrain assembly 70 arc not affected
when charger
78 is serviced because frame arm 344 is removed only through brackets 15 while
all other
components remain coupled at their respective positions. Drive housing 340 is
cantilevered
from a front portion of engine 72 and, as such, is supported via its mounting
to engine 72. In
this way, exhaust manifold 346 also is cantilevered from engine 72.
[00138] As shown in Figs. 43A and 44, a unitary housing is positioned
adjacent engine
72 and driven housing 342 and is defined by drive housing 340 being integral
with an exhaust
.. manifold 346 of engine 72. As such, drive housing 340 and exhaust manifold
346 define a
single, unitary member such that drive housing 340 and exhaust manifold 346
have a fixed
geometry relative to each other. In one embodiment, the unitary housing
defined by the
integral combination of drive housing 340 and exhaust manifold 346 is a cast
component.
Exhaust manifold 346 includes a first exhaust intake port 348 fluidly coupled
to one of
cylinders 80a, 80b and a second exhaust intake port 350 fluidly coupled to the
other of
cylinders 80a, 80b of engine 72. In particular, exhaust intake ports 348, 350
each include a
first surface 352 which abuts engine 72. Because exhaust manifold 346 is
directly coupled to
engine 72 and is integral with charger 78, charger 78 is positioned in close
proximity to
engine 72 and, as shown in Fig. 14, is at least partially forward of engine 72
but at least
.. partially rearward of operator area 20.
[00139] Additionally, exhaust manifold 346 includes a second surface
354 for abutting
and coupling with an exhaust tube 356 of exhaust assembly 360. Second surface
354 is
integral with exhaust intake ports 348, 350 and drive housing 340 of charger
78. A waste
gate 358 is positioned adjacent second surface 354. Waste gate 358 may include
a solenoid
.. valve and is configured to bleed off or exhaust at least a portion of the
exhaust gases
operating the turbine of charger 78 so as to be able to alter the speed of the
turbine and,
therefore, operation of charger 78. However, overboost may occur when charger
78 boosts
higher than waste gate 358 is configured to allow, therefore, boost pressure
may be monitored
and internally read by the engine control unit, rather than displayed on a
gauge to the
operator. Waste gate 358 may be electronically, mechanically, and/or fluidly
controlled.
Waste gate 358 further includes a waste gate rod 353a and a waste gate mass
353b coupled to
waste gate rod 353a. Waste gate mass 353b counteracts resonance or movement in
waste
gate rod 353a. In one embodiment, as shown in Fig. 43A, waste gate mass 353b
may have an
- 25 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/1JS2015/061272
octagonal or hexagonal cross-section. Alternatively, as shown in Fig. 43B, a
waste gate mass
353b' may have a cylindrical configuration with a circular cross-section.
[00140] Referring to Figs. 45-49, exhaust assembly 360 is shown and
includes exhaust
tube 356, an elbow portion 357 of exhaust tube 356, a flex joint 359 which
couples together
elbow portion 357 and exhaust tube 356, a muffler 362, an exhaust pipe 364, an
exhaust tube
heat shield assembly 366, and a muffler heat shield assembly 368. Exhaust
assembly 360
routes the exhaust gases from engine 72 toward a rear end of vehicle 2 to flow
from vehicle
2.
[00141] The exhaust gases from engine 72 have an elevated temperature
and,
therefore, the components of exhaust assembly 360 also be at an elevated
temperature. For
example, charger 78 may be a heat sink. Heat shield assemblies 366, 368 are
comprised of
insulating materials to shield various components of vehicle 2 from the heat
of exhaust
assembly 360. Heat shield assembly 368 includes a forward member 380
positioned forward
of muffler 362 and a rearward member 382 positioned rearward of muffler 362.
Forward and
rearward members 380, 382 of heat shield assembly 368 are coupled together
with
conventional fasteners and shield various components of vehicle 2 from the
heat of muffler
362.
[00142] Heat shield assembly 366 is positioned longitudinally forward
of heat shield
assembly 368 and includes an upper member 370 positioned above exhaust
manifold 346, a
forward member 372 positioned longitudinally forward of exhaust manifold 346,
a lateral
member 374 positioned above a portion of exhaust tube 356, and a conduit
member 376
having a generally semi-circular cross-section and extending around at least a
portion of the
outer perimeter of exhaust tube 356. Additionally, heat shield assembly 366
includes an
upper manifold member 384, a lower manifold member 386, and a forward manifold
member
388 which may be coupled together with convention fasteners, for insulating
various
components of vehicle 2 from the heat of exhaust manifold 346. In one
embodiment, upper
and lower manifold members 384, 386 define a "clam shell" configuration which
generally
surrounds exhaust manifold 346. Furthermore, charger 78 and/or exhaust
manifold 346
includes mounting bosses 377 for coupling heat shield assembly 366 thereto.
Fasteners 379,
such as high-strength steel bolts, may be received within mounting bosses 377
(Figs. 47 and
48). Heat shield assembly 366 further includes a first elbow member 390 and a
second elbow
member 392 for surrounding elbow portion 357 of exhaust tube 356. First and
second elbow
members 390, 392 are coupled together with conventional fasteners.
- 26 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[00143] In order to reduce the temperature of various components of
powertrain
assembly 70, a cooling assembly 410 is provided. Additionally, oil for
lubricating engine 72,
charger 78, and other components of powertrain assembly 70 may be cooled by
cooling
assembly 410. With reference to Fig. 50, engine 72 includes oil sump 394,
which includes a
.. lower portion 396 and an upper portion 398, coupled together with
conventional fasteners and
a seal (not shown). In one embodiment, oil sump 394 is a closed deck
configuration, which
may increase the stiffness thereof compared to an open deck configuration. Oil
from oil
sump 394 flows to and from various components of engine 72, such as crankshaft
84, in order
to provide lubrication thereto. Additionally, oil from oil sump 394 flows to
and from charger
78 in order to lubricate various components therein, as well. More
particularly, as shown in
Fig. 50, an oil supply line or conduit 395 is fluidly coupled to oil sump 394
and an oil supply
port 404 on charger 78 for supplying oil from engine oil sump 394 to charger
78. An oil
return line or conduit 397 is fluidly coupled to an oil return port 406 on
charger 78 and a port
408 on engine 72 for returning oil from charger 78 to oil sump 394 of engine
72. As shown
in Fig. 50, port 408 is positioned above oil sump 394. In this way, oil from
the engine oil
sump 394 is used to lubricate components of both engine 72 and charger 78 such
that a
secondary oil system for charger 78 may not be utilized.
[00144] Referring to Figs. 51-62, cooling assembly 410 of vehicle 2 is
shown. Cooling
assembly 410 includes a first cooling circuit or system 412 for altering a
temperature of
.. engine 72 and a second cooling system or circuit 414 for altering a
temperature of the intake
air for engine 72.
[00145] Second cooling circuit 414 is a low-temperature circuit which
includes a heat
exchanger or radiator 416 supported by front portion 12 of lower frame
assembly 10. Heat
exchanger 416 is positioned forward of operator area 20. Heat exchanger 416 is
fluidly
coupled to a coolant reservoir, illustratively a coolant bottle 424, and a
plurality of low-
temperature cooling lines 418. Low-temperature cooling lines 418 extend from
front portion
12 to rear portion 14 of lower frame assembly 10. Illustratively, as shown in
Figs. 53 and 54,
low-temperature cooling lines 418 are coupled to lower frame assembly 10
through a bracket
428 and extend through a tunnel 430 of vehicle 2. Tunnel 430 is defined by
vertically-
extending side walls 432 which extend into operator area 20. Side walls 432
also extend
generally parallel to centerline CL of vehicle 2. Additionally, tunnel 430
includes an upper
wall 433 which, together with side walls 432, define interior volume or space
431 of tunnel
430.
-27 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
[00146] A first low-temperature cooling line 418a is a cooling supply
line which is
coupled to a pump 420 for pumping cooling fluid to a heat exchanger,
illustratively an
intercooler 426 (Fig. 62) of second cooling circuit 414, through an
intercooler supply line
422. A second low-temperature cooling line 418b is a return line which is
fluidly coupled to
intercooler 426 and heat exchanger 416 in order to return cooling fluid to
heat exchanger 416.
As detailed further herein, cooling fluid, for example coolant, oil, or water,
circulates through
first low-temperature cooling line 418a, to pump 420, through conduit 422, and
into
intercooler 426, such that when the charged, pre-combustion air from charger
78 passes over
or through intercooler 426, the temperature of the charged, pre-combustion air
decreases
before the air enters cylinders 80a, 80b of engine 72. The cooling fluid
within intercooler
426 is then returned to heat exchanger 416 in order to decrease the
temperature of the cooling
fluid when ambient air passes through heat exchanger 416.
[00147] As shown in Figs. 57 and 58, pump 420 may be coupled to a
bracket 470 on
lower frame assembly 10. In one embodiment, pump 420 is an electric water
pump. In
.. another embodiment, pump 420 may be a mechanical pump configured to receive
cooling
fluid from cooling line 418a and flow the cooling fluid into conduit 422 for
supplying to
intercooler 426. Pump 420 also may be configured to operate at differing
speeds in order to
control the electrical load and accurately alter temperature of the cooling
fluid. In one
embodiment, pump 420 may only be configured to operate when engine 72 is
operating. In a
further embodiment, pump 420 and other components may be configured for
variable
operation, rather than at full capacity ("full on") or completely off, in
order to lower the
electrical load.
[00148] Referring to Figs. 51-55, first cooling circuit 412 includes a
heat exchanger or
radiator 434 supported by front portion 12 of lower frame assembly 10 and a
pump 435
operably coupled to engine 72 (Fig. 15). In one embodiment, pump 435 is a
mechanical
pump configured to receive and distribute the cooling fluid (e.g., water,
coolant, oil) to
engine 72. Additionally, cooling assembly 410 may include a third pump, in
addition to
pumps 420 and 435, which may be operably coupled to engine 72. The third pump
may be
electrically or mechanically controlled.
[00149] Heat exchanger 434 is fluidly coupled to coolant bottle 424 and a
plurality of
high-temperature cooling lines 436. High-temperature cooling lines 436 extend
from front
portion 12 to rear portion 14 of lower frame assembly 10. As shown in Fig. 54,
the diameter
of cooling lines 436 is greater than the diameter of cooling lines 418.
Illustratively, as shown
- 28 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
in Figs. 53 and 54, high-temperature cooling lines 436 are coupled to lower
frame assembly
through a bracket 438 and extend through tunnel 430. A first high-temperature
cooling
line 436a is a cooling supply line and a second high-temperature cooling line
436b is a return
line, both of which are fluidly coupled to engine 72 and heat exchanger 434.
As detailed
5 further herein, the cooling fluid circulates through first high-
temperature cooling line 436a
and to a portion of engine 72 in order to cool engine 72 (e.g., cool the
engine oil). The
cooling fluid is then returned from engine 72 to heat exchanger 434 in order
to decrease the
temperature thereof when ambient air passes through heat exchanger 434.
[00150] As shown in Figs. 55 and 56, a fan 440 is positioned rearward
of heat
10 exchangers 416 and 434 for drawing ambient air through heat exchangers
416, 434 to
decrease the temperature of the cooling fluid. As such, both heat exchangers
416, 434 utilize
fan 440, which may be cycled on and off based on temperature of the cooling
fluid,
temperature at intercooler 426, and/or temperature at heat exchangers 416,
434.
[00151] The cooling fluid is stored in coolant bottle 424, which is
also positioned
rearward of heat exchangers 416, 434 and fan 440. Coolant bottle 424 is a
pressurized
reservoir which includes a pressurized cap 442, a first housing member 444, an
intermediate
member 446, and a second housing member 448. As shown in Fig. 56, first
housing member
444 is positioned forward of intermediate member 446 and second housing member
448 such
that intermediate member 446 is positioned between first and second housing
members 444,
448. First housing member 444 includes an internal wall or baffle 451 which
divides first
housing member 444 into a first compartment 450 fluidly coupled to first
cooling circuit 412
through heat exchanger 434 and a second compartment 452 fluidly coupled to
second cooling
circuit 414 through heat exchanger 416. As such, coolant bottle 424 is a
single reservoir
configured to supply cooling fluid to both first and second cooling circuits
412, 414.
Additionally, only one supply of cooling fluid is necessary to fill both first
and second
compartments 450, 452 because the cooling fluid may be supplied through a port
454 which
supplies the cooling fluid to both first and second compartments 450, 452
simultaneously.
Pressurized cap 442 is coupled to port 454 to close coolant bottle 424.
[00152] As shown in Figs. 51, 52, and 59, heat exchanger 416 is
positioned forward of
heat exchanger 434 and both heat exchangers 416, 434 are positioned forward of
operator
area 20. Additionally, an upper surface 456 of heat exchanger 416 is
positioned lower than
an upper surface 458 of heat exchanger 434 such that heat exchangers 416, 434
are in a
staggered configuration. As shown in Fig. 59, upper surface 456 of heat
exchanger 416 is
- 29 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
coupled to a bracket 460 of lower frame assembly 10 and upper surface 458 of
heat
exchanger 434 is coupled to a bracket 462 of lower frame assembly 10.
[00153] During operation of vehicle 2, ambient airflow A passes through
a mesh or
grille 464 and through heat exchangers 416, 434 to decrease the temperature of
the cooling
__ fluid flowing therethrough. However, because heat exchanger 434 is
positioned rearward of
heat exchanger 416, the ambient flowing through heat exchanger 434 may be at
an elevated
temperature after flowing through heat exchanger 416, thereby decreasing the
cooling effect
on the cooling fluid in heat exchanger 434. Therefore, in order to supplement
cooling at heat
exchanger 434, a secondary mesh or grille 466 allows ambient airflow B to pass
therethrough, which is then directed downwardly toward heat exchanger 434 for
additional
cooling at heat exchanger 434. Secondary grille 466 is positioned below a hood
468 of body
18 and ambient airflow B is directed toward secondary grille 466 by front body
panel 469
positioned generally forward of and below secondary grille 466.
[00154] Referring to Figs. 60-62, illustrative intercooler 426 is a
liquid-to-air cooled
heat exchanger which is removably coupled to engine 72. More particularly,
intcrcooler 426
is coupled to an intake manifold 472 of engine 72 and positioned adjacent a
fuel rail 500 of
vehicle 2, and fuel pressure may be monitored in fuel rail 500. As such,
intercooler 426 is
positioned at rear portion 14 of vehicle 2, rather than at front portion 12
near heat exchangers
416, 434. Additionally, intercooler 426 is not welded to engine 72, but
rather, is removably
coupled thereto with removable fasteners 476, such as bolts and nuts. As such,
intercooler
426 is removable from engine 72 for servicing, cleaning, or replacing without
needing to
disassembly intake manifold 472 and/or engine 72.
[00155] In operation, cooling fluid flows through first cooling circuit
412 and to
engine 72 in order to alter the temperature of engine 72. In particular, the
cooling fluid is
cooled at heat exchanger 434 and then flows through cooling line 436a and to
engine 72.
When the cooling fluid has circulated about engine 72, the temperature of the
cooling fluid
may be elevated, and therefore, the cooling fluid flows back to heat exchanger
434 to
decrease the temperature of the cooling fluid when ambient air passes through
heat exchanger
434. Additionally, cooling fluid flows simultaneously through second cooling
circuit 414 and
to engine 72 in order to alter the temperature of the pre-combustion air. In
particular, the
cooling fluid is cooled at heat exchanger 416 and then flows through cooling
line 418a, to
pump 420, into conduit 422, and to intercooler 426. As such, when the pre-
combustion air
passes through intercooler 426, the temperature of the pre-combustion air
decreases before
- 30 -
CA 02969107 2017-05-26
WO 2016/099770
PCT/US2015/061272
entering cylinders 80 of engine 72. When the cooling fluid has circulated
about intercooler
426, the temperature of the cooling fluid may be elevated, and therefore, the
cooling fluid
flows back to heat exchanger 416 to decrease the temperature of the cooling
fluid when
ambient air passes through heat exchanger 416. In this way, cooling assembly
410 is
configured to both alter the temperature of engine 72 and alter the
temperature of the pre-
combustion air entering engine 72.
[00156] While this invention has been described as having an exemplary
design, the
present invention may be further modified within the spirit and scope of this
disclosure. This
application is therefore intended to cover any variations, uses, or
adaptations of the invention
using its general principles. Further, this application is intended to cover
such departures
from the present disclosure as come within known or customary practice in the
art to which
this invention pertains.
-31 -
