Note: Descriptions are shown in the official language in which they were submitted.
OFF-ROAD UTILITY VEHICLE
Cross-Reference
This application claims priority to U.S. Provisional Application No.
62/474,562, filed
, March 21, 2017, and titled "OFF-ROAD UTILITY VEHICLE", and to U.S.
Provisional
Application No. 62/474,556 filed March 21, 2017 and entitled "CAB AND
FASTENERS FOR
VEHICLE CAB".
Background
Side-by-side recreational off-highway vehicles ("ROVs") are quite capable in a
wide
variety of riding environments and situations, whether for sport or utility
purposes. The ability of
the vehicles to carry multiple occupants in a side-by-side seating arrangement
makes them socially
enjoyable to ride as well. The vehicles can be easy to enter and exit and easy
to operate with
controls and ergonomics somewhat similar to automobiles. However, unlike most
automobiles,
ROVs can be driven on harsh off-road terrain. The extent to which such terrain
can be accessed
depends on multiple factors, including the vehicle width, suspension, turning
radius, under-
carriage clearance, wheelbase, center of gravity, and power. The arrangement
of these aspects and
their interrelations can be important in determining the occupant ride
characteristics, reliability,
ease of maintenance, and terrain and cargo capabilities of the ROV.
Summary
According to some embodiments, an off-highway recreational vehicle is
disclosed having
a longitudinal centerline and including a frame and a rear suspension. The
rear suspension includes
a left A-arm, wherein the left A-arm has a pivot axis, the pivot axis being on
a right-hand side of
the longitudinal centerline.
Brief Description of the Drawings
FIGS 1-4 are perspective, side, front and back views, respectively, of the off-
road utility
vehicle according to some embodiments.
FIGS. 5-10 are front and rear perspective, side, front, back, and top views,
respectively, of
the off-road utility vehicle, with body components removed to illustrate the
frame, drivetrain, and
front/rear suspension components of the utility vehicle according to some
embodiments.
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FIGS. 11-13 are perspective, side, and top views, respectively, of the off-
road utility
vehicle, with body components, drivetrain and front/rear suspension components
removed to
illustrate frame components of the off-road vehicle according to some
embodiments.
FIG. 14 is a perspective view of a roll over protection system (ROPS)
according to some
embodiments.
FIG. 15 is an exploded view illustrating the connection of a first ROPS
connection member
to a second ROPS connection member according to some embodiments.
FIG. 16 is a perspective view of a ROPS including a forward overhead member
overlapping
with a mating surface according to some embodiments.
FIG. 17 is a cross-sectional view of ROPS members according to some
embodiments.
FIG. 18 is a side view of second ROPS connection member; and FIGS 18a-18c are
cross-
sectional views of the second ROPS connection member according to some
embodiments.
FIG. 19 is a perspective view illustrating an accessory attachment connected
to the second
ROPS connection member according to some embodiments.
FIG. 20 is a perspective view of second ROPS connection member having first,
second and
third connection portions according to some embodiments.
FIGS. 21-24 are side, top, front and bottom views of a brake pedal assembly
according to
some embodiments.
FIGS. 25 and 26 are front and side views of a brake pedal assembly formed from
a single
piece of metal according to some embodiments.
FIG. 27 is an exploded view of brake pedal assembly and FIG. 28 is an
assembled view of
brake pedal assembly according to some embodiments.
FIGS. 29-32 are side, top, front, and bottom views, respectively, of a front
suspension
system according to some embodiments.
FIG. 33 is a side view of a front spring and front anti-roll bar (ARB)
connected to front
upper A-arm according to some embodiments.
FIGS 34-36 are top, front, and bottom views, respectively, illustrating the
connection of
front ARB to front upper A-arm according to some embodiments.
FIGS. 37 and 38 are exploded and assembled views, respectively, of the upper A-
arm
according to some embodiments.
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FIGS. 39-42 are side, top, front, and bottom views, respectively, of a rear
suspension
system according to some embodiments.
FIGS. 43-46 are side, top, front, and bottom views, respectively, illustrating
connection of
a rear anti-roll bar (ARB) to rear upper A-arm according to some embodiments.
FIG. 47 is a perspective view illustrating the relationship between upper A-
arm and lower
A-arm according to some embodiments.
FIGS 48-51 are perspective views illustrating the connection of tie rods to a
steering rack
according to some embodiments.
FIGS. 52 and 53 are side views illustrating the connection of tie rods to a
steering rack
according to some embodiments.
FIGS. 54 and 55 are rear and top views, respectively, illustrating the
connection of tie rods
to the steering rack according to some embodiments.
FIGS. 55A and 55B are perspective views of front upper cross bracket according
to some
embodiments.
FIG. 56 is a perspective view illustrating the driveline according to some
embodiments.
FIG. 57 is a top view of the engine and transmission according to some
embodiments.
FIG. 58 is an exploded view of the continuously variable transmission (CVT)
and
transmission relative to the engine according to some embodiments.
FIG. 59 is an exploded view of front drive shaft and front drive assembly
according to
some embodiments, and FIG. 59A is a cross-sectional view taken along line 59A-
59A according
to some embodiments.
FIG. 60 is a perspective view of front drive assembly and CVT cover according
to some
embodiments.
FIGS. 61 and 62 are a side views illustrating the connection of front drive
shaft to the
transmission according to some embodiments.
FIG. 63 is a perspective view illustrating standoff members and flywheel
attached to a
prime mover according to some embodiments.
FIGS. 64 and 64a are perspective views of the continuously variable
transmission (CVT)
and associated CVT intake according to some embodiments.
FIG. 65 is a perspective view of the CVT cover according to some embodiments.
FIG. 66 is an exploded view of the CVT cover assembly according to some
embodiments.
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FIGS. 67 and 68 are side and rear views, respectively, of CVT cover assembly
according
to some embodiments.
FIG. 69 is a magnified view of a portion of the CVT over and intermediate CVT
cover
highlighted in FIG. 68 according to some embodiments.
FIG. 70 is a perspective view illustrating the mounting of inner CVT cover to
a mount plate
adjacent to the engine according to some embodiments.
FIGS. 71-72 are side and top views of the steering column assembly and the
gear selector
assembly according to some embodiments.
FIGS. 73 and 74 are perspective views of gear selector assembly according to
some
embodiments.
FIGS. 75 and 76 are exploded and assembled views of the steering column
assembly
according to some embodiments.
FIG. 77 is a front view and FIG. 78 is a rear perspective view of the seating
area according
to some embodiments.
FIG. 79 is a rear perspective view of the seating area and FIG. 80 is a front
perspective
view of the seating area according to some embodiments.
FIG. 81 is a top view of the floorboards included in the seating area, and
FIGS. 82 and 83
are cross-sectional views of the floorboards taken along lines 82-82 and 83-
83, respectively,
according to some embodiments.
FIG. 84 is a perspective view of the seating area that includes the seatback
body panel and
upwardly extending floorboard portion according to some embodiments.
FIG. 85 is an isometric view illustrating the coupling of the seatback body
panel with the
ROPS cross member according to some embodiments.
FIGS. 86 and 87 are rear and front views of seat backs according to some
embodiments.
FIGS. 88 and 89 are front and back views, respectively, of seat bases and seat
backs
according to some embodiments.
FIGS 90-93 illustrate top and bottom views, respectively, of first and second
seat bases
according to some embodiments.
FIGS. 94 and 95 are perspective views that illustrates rotation of the seat
bases relative to
the seat backs and removal of the seat bases from the seat support frame,
respectively, according
to some embodiments.
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FIGS. 96 and 97 are perspective views illustrating the connection of seat
backs and seat
bases to the seat support frame according to some embodiments.
FIG. 98 is a perspective view of the bumper assembly according to some
embodiments.
FIGS. 99-102 are perspective views illustrating the cooling system in relation
to various
other components of the off-road utility vehicle according to some
embodiments.
FIG. 103 is a perspective view of the exhaust and intake systems in relation
to a diesel
engine according to some embodiments.
FIG. 104 is a perspective view of the intake system according to some
embodiments.
FIG. 105 is a perspective view of the exhaust system according to some
embodiments.
FIG. 106 is a perspective view of the of the exhaust and intake systems in
relation to a
gasoline engine according to some embodiments.
FIG. 107 s a perspective view of the intake system according to some
embodiments.
FIG. 108 is a perspective view of the exhaust system in relation to the engine
according to
some embodiments.
FIG. 109 is a perspective/exploded view of the exhaust system according to
some
embodiments.
FIG. 110 is a top view of the off-road utility vehicle according to some
embodiments.
FIG. 111 is a cross-sectional view of the off-road utility vehicle shown in
FIG. 110 taken
along line 111-111 according to some embodiments.
FIG. 112 is a rear perspective view of frame components of the off-road
utility vehicle
according to some embodiments.
FIG. 113 is a side view illustrating tilting of the cargo box according to
some embodiments.
FIGS. 114-115 are top and bottom perspective views, respectively, of the cargo
box
according to some embodiments.
FIG. 116 is an exploded view of panels associated with the cargo box according
to some
embodiments.
FIG. 117 is a top view of the cargo box according to some embodiments.
FIG. 118 is a sectional view of the cargo box taken along line 118-118
according to some
embodiments.
FIG. 119 is a sectional view of the cargo box taken along line 119-119
according to some
embodiments.
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FIG. 120 is a perspective view of fuel system and fuel tank according to some
embodiments.
FIG. 121 is a top view of the fuel tank according to some embodiments.
FIG. 122 is a cross-sectional view of the fuel tank taken along line 122-122
according to
some embodiments.
FIG. 123 is a perspective view illustrating the attachment of the bumper to
the main frame
according to some embodiments.
FIG. 124 is an exploded view illustrating attachment of dash panels and hood
panels to the
main frame according to some embodiments.
FIG. 125 is a perspective view of dash panels and hood panels affixed to the
main frame
according to some embodiments.
FIG. 126 is an exploded view of the front fascia members attached to the main
frame
according to some embodiments.
FIG. 127 is a front perspective view of the front fascia members according to
some
embodiments.
FIG. 128 is an exploded view of the fender panels attached to the main frame
according to
some embodiments.
FIG. 129 is a rear perspective view of the fender panels according to some
embodiments.
FIG. 130 is an exploded view of the cargo box panels affixed to the cargo box
according
to some embodiments.
FIG. 131 is a perspective view of the cargo box including affixed cargo box
panels
according to some embodiments.
FIGS. 132-133 are outer side and front views, respectively, of the cab door
according to
some embodiments.
FIG. 134-135 are inner side and rear views, respectively, of the cab door
according to some
embodiments.
FIGS. 136-137 are top and bottom views, respectively, of the cab door
according to some
embodiments.
FIG. 138 is a perspective view of roof assembly, brush guard and windows
according to
some embodiments.
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FIG. 139 is a perspective view of the roof assembly affixed to the ROPS system
according
to some embodiments.
FIG. 140 is a top view of the roof assembly according to some embodiments.
FIG. 141 is a cross-sectional view of the roof assembly and ROPS system taken
along line
141-141 as shown in FIG. 140 according to some embodiments.
FIG. 142 is a cross-sectional view of the roof assembly and ROPS system taken
along line
142-142 as shown in FIG. 141 according to some embodiments.
FIG. 143 is a perspective view of the seat support frame according to some
embodiments.
In further embodiments of a cab and fasteners for a vehicle cab described in
an appendix
to this disclosure,
FIG. 144 shows a perspective view of a partial utility vehicle, according to
some
embodiments.
FIG. 145 shows a perspective view of a partial utility vehicle, according to
some
embodiments.
FIG. 146 shows an exploded view of a partial utility vehicle, according to
some
embodiments.
FIG. 147 shows an exploded view of a partial utility vehicle, according to
some
embodiments.
FIG. 148 shows an exploded view of a roof assembly, according to some
embodiments.
FIG. 149A shows a bottom perspective view of a roof assembly, according to
some
embodiments.
FIG. 149B shows a top perspective view of a roof assembly, according to some
embodiments.
FIG. 150 shows a side view of couplers, according to some embodiments.
FIG. 151 shows a perspective view of a roof assembly, according to some
embodiments.
FIG. 152 shows a partial perspective view of a windshield assembly, according
to some
embodiments.
FIGs. 153A-D show views of buckle inserts and couplers, according to some
embodiments.
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In the drawings, which are not necessarily drawn to scale, like numerals may
describe
similar components in difference views. The drawings illustrate generally, by
way of example,
but not by way of limitation, various embodiments discussed in the present
document.
Detailed Description
As shown in FIG. 1, a utility vehicle 10 has a body 12, a frame 14, and a
plurality of
ground engaging members 16 (e.g., tires, tracks). In at least some
embodiments, the utility
vehicle 10 includes a cargo carrying portion such as a cargo box 18. As shown
in FIG. 1, the
cargo box 18 is rearward of a seating area 20. The frame 14 includes
structural members 22
which are coupled together (e.g., welded, bolted, glued). Further, the
structural members 22 can
be tubular steel or aluminum, stamped sheet metal (e.g., steel, aluminum),
hydroformed, cast,
forged, or formed in any other suitable manner. The utility vehicle 10 can be
2-wheel or 4-wheel
drive. Further, it can have any suitable style of drive system. In some
embodiments, the utility
vehicle 10 is 4-wheel drive and includes a differential in both the front end
and rear end of the
vehicle 10. The differentials can include optional locking differentials or
they can be open
differentials, which can be manually selectable by an operator or engaged
automatically in
response to terrain conditions (e.g., wheel slip). In some embodiments, the
vehicle has a limited
slip differential (e.g., clutch pack, Quaife, Torsen) or any other suitable
configuration (e.g.,
spool). In other embodiments, the utility vehicle is a 2-wheel drive system.
The 2-wheel drive
system may be a rear-wheel drive system or a front-wheel drive system.
As further illustrated in FIGs. 1 and 5, the seating area 20 includes one or
more seats 24.
The seats 24 can be arranged in a side-by-side configuration and can include
bench seating or
bucket seating. As shown in FIG. 1, for example, the seats 24 are arranged in
a three-abreast
configuration. The seats 24 can further be arranged in a 60/40 arrangement.
Further, in some
embodiments, one or more of the seat bottoms and/or seat backs is adjustable.
In some
embodiments, the driver's seat 24a is adjustable (e.g., forward and back) and
one or more of the
passenger seats (24b, 24c) are not adjustable. In some embodiments, both the
driver's seat 24a
and one or more of the passenger seats 24b, 24c are adjustable. In some
embodiments, one or
more of the seat base(s) 26a-26c (FIG. 10) are adjustable, for example
vertically, horizontally,
pivotally (e.g., tilt/recline), and/or laterally. In some embodiments one or
more of the seat backs
28a-c are adjustable, for example vertically, horizontally, and/or laterally.
The seat bases 26a-d
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can be adjustable and the seat backs 28a, b can be fixed or vice-versa. In
some embodiments, at
least some of the seats have adjustable backs and adjustable bases. In some
embodiments, the
seat backs have a lumbar support adjustment, for example via an air filled
bladder in a portion of
the seat back 28. In some embodiments, the seat back 28b extends across two
seat bases, for
example 26a, 26b.
With further regard to FIG. 1, the utility vehicle 10 has a fuel filling port
30. In some
examples, the fuel filling port 30 is located on the left-hand side of the
utility vehicle 10, however
it can be located on any appropriate side or location of the vehicle, for
example rear, front, side,
etc. In some embodiments, a rear cab-side body panel 32 (e.g., 32a, left-hand
rear cab-side body
panel) has a cutout to provide access to the filling port 30. As shown in FIG.
2, in some
embodiments, a concavity 34 can be formed into the rear cab-side body panel 32
in order to
provide access to the fuel cap 36 (FIG. 79). In some embodiments, fuel cap 36
is located inside
the outermost surface of rear cab-side body panel 32, such that rear cab-side
body panel 32
provides protection to fuel cap 36. The concavity 34 can further be formed
provided in a body
panel that is independent of the rear cab-side body panel 32. As illustrated
in FIG. 120, the fuel
cap 36, in turn, is fastened to a filler neck 38, as discussed in greater
detail below.
With further regard to FIG. 6, the utility vehicle 10 includes a receiver
hitch assembly 40.
The receiver hitch assembly 40 can be sized for any suitably sized ball mount
(not shown), for
example using as a 2" receiver or 1 1/4" receiver. The receiver hitch assembly
40 further includes
a hitch plate 42 which can include one or more rear suspension attachments 44,
as illustrated in
FIGs. 11 and 41.
Returning to FIGs. 1 and 2, the utility vehicle 10 further can include
headlights 46 and
taillights 48. In some embodiments, the utility vehicle 10 can further include
brake lights 50
(FIG. 4) and turn signals 52. Any of the headlights 46, taillights 48, brake
lights 50, and turn
signals 52 can be located in any suitable location, for example on the front,
rear, or sides of the
vehicle, as appropriate. Moreover, the utility vehicle can also include fog
lamps, hazard lights,
high and low beam lights, light bars, integrated reflectors, etc., as desired.
Any lights and
reflectors can be placed in any suitable location, including on the front and
rear of the cab 54
(FIG. 2).
As further shown in FIGs. 1-4, in some embodiments, the utility vehicle 10
includes one
or more headrests 58. As shown, each of the headrests 58 is coupled to an
angled cab member
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60, for example with one or more fasteners (FIG. 4).
In some embodiments, the vehicle 10 has one or more (e.g., one on each side)
doors 62.
The doors 62 can be of any desirable configuration. In some embodiments, one
or more of the
doors 62 is positioned upwardly of a portion of the lower cab panel 64. As
further shown in FIG.
2, in some embodiments, one or more of the doors 62 extends upwardly above the
top of the seat
base 26a. In some embodiments, one or more of the doors 62 extends upwardly to
a height that
is level with the top of the seat base 26a and, in some embodiments, one or
more of the doors
extends upwardly (e.g., vertically) to a height that is below the top of the
seat base 26a. In some
embodiments, one or more of the doors 62 include one or more hinges 766 (FIG.
133-137). As
shown in FIGs. 5 and 133-137, in some embodiments, the hinges 766 are coupled
to a door
support member 68 which, in some embodiments, is also referred to as a first
seating support
member 142 (FIG. 12) and which extends vertically from an outer lower frame
member 70. As
discussed in greater detail below, in some embodiments, the lower cab panel 64
is integrally
formed with the rear cab-side body panel 34, as shown for example in FIG. 128.
In some embodiments, the door support member 68 is a tubular member which is
welded
to the outer lower frame member 70. In some embodiments, the door support
member 68 has a
rectangular cross-section, however, the door support member can have any
suitable cross-
section; it can be manufactured from any suitable material (e.g., steel,
plastic, carbon-fiber).
Further, it can be stamped, extruded, molded, cast, etc. As further shown in
FIG. 5, in some
embodiments, the door 62 is hinged at its rear. Alternatively, the door 62 can
be hinged at its
front, so as to swing forwardly upon opening.
In some embodiments, the vehicle 10 further includes a ROPS (roll-over
protection
structure) 72. In some embodiments, the ROPS 72 is attached to the main frame
74. As used
herein, the term "frame" 14 includes both the ROPS 72 and the main frame 74.
With regard to FIGs. 2, 5, 11, and 12, in some embodiments, the vehicle 10
further
includes at least one side restraint 76. In some embodiments, the side
restraint 76 is coupled to
main frame 74 (e.g., rear outer frame member 78), for example via one or more
fasteners or
welding. In some embodiments, the side restraint 76 is further coupled to a
portion of the ROPS
72, for example via one or more fasteners. In some embodiments, an upper end
of the side
restraint 76 is coupled to a portion of the ROPS 72 via a stub 80 that extends
from an interior
portion of the rear ROPS member 82. In some embodiments, the stub 80 is welded
to an interior
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portion of the rear ROPS member 82 and the side restraint 76 is attached to
the stub via one or
more fasteners. In some embodiments, the upper end of the side restraint 76 is
attached to the
ROPS 72 inwardly of the channel in the ROPS tubing, as shown in FIGs. 139 and
142. In some
embodiments, both ends of the side restraint 76 are coupled to the main frame
74; in some
embodiments, both ends of the side restraint 76 are coupled to the ROPS 72.
In some embodiments, the vehicle 10 includes a steering wheel 84 which is
coupled, for
example via a steering linkage, to at least two of the ground engaging members
16, for example
the front ground engaging members 16a. The steering wheel 84 is coupled to the
front ground
engaging members 16a in any suitable way, for example by mechanical steering
linkage, electric
power steering (EPS), hydraulically assisted power steering, electric power
steering without
mechanical linkage (e.g., drive-by-wire), electric assisted power steering
((EPAS), e.g., including
pull-drift compensation, active nibble control, etc.) or in any other suitable
way. Further, in
some embodiments, the steering can include variable ratio steering and it can
be programmable
such that the use can set the steering ratio (and rate-of-change of steering
ration, if it is variable)
to illicit a steering response in accordance with the user's or manufacturer's
desires (e.g.,
exhibiting understeer characteristics). In some embodiments, the steering
wheel 84 is coupled to
the rear ground engaging members 16b, for example, via a steering linkage
mechanical steering
linkage, electric power steering (EPS), hydraulically assisted power steering,
electric power
steering without mechanical linkage (e.g., drive-by-wire), electric assisted
power steering
((EPAS), e.g., including pull-drift compensation, active nibble control, etc.)
or in any other
suitable way. As illustrated in FIG. 7, an electric power steering unit 102 is
positioned between
the steering wheel 84 and the steering rack 104. In some embodiments, the
electric power
steering unit 102 includes a motor 106 (e.g., direct current or alternating
current motor), at least a
portion of which is positioned in a vertical plane 110 passing through the
motor 106 and brake
pedal 108, the vertical plane extending laterally orthogonal to the
longitudinal axis of the vehicle
10.
With further regard to FIG. 2, in some embodiments, the steering wheel 84
tilts, shown
via arrow 86. A tilt assembly 88 includes a shock 90 to adjust the tilt
configuration of the
steering wheel 84.
Turning to FIG. 3, in some embodiments, the utility vehicle 10 has a front
bumper 92
which, in some embodiments, is positioned in front of the front ground
engaging members 16a.
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Further, in some embodiments, the vehicle 10 has at least one hand-hold 94.
The hand-hold 94
can be coupled to a portion of the vehicle 10 in any suitable way and in any
suitable location(s).
By way of example, in some embodiments, the hand-hold 94 is coupled to a
portion of the ROPS
72, for example an A-frame member 96. In some embodiments, the hand-hold 94 is
coupled to a
forward overhead member 98. In some embodiments, the hand-hold 94 is coupled
to a portion of
the frame 14, for example via welding or via one or more fasteners (e.g.,
bolts).
With regard to FIGs. 6 and 7, in some embodiments, the front bumper 92 is
coupled to
the main frame 74, for example via one or more bumper brackets 100.
As shown in FIGs. 11 and 12, in some embodiments, the frame 14 comprises a
rear upper
frame member 124, a rear lower frame member 126, a front outer frame member
128, and an
upper dash frame member 130. In some embodiments, the rear upper frame member
124, rear
lower frame member, and an upper dash frame member 130 are horizontal frame
members. As
shown in FIG. 112, in some embodiments, the frame 14 comprises a left-hand
inner frame
member 132 and a right-hand inner frame member 134. In some embodiments, one
or both of
the left-hand inner frame member 132 and a right-hand inner frame member 134
includes one or
more bends 136. In some embodiments, the frame 14 comprises angled connecting
member 138;
in some embodiments, the angled connecting member 138 is coupled to the outer
lower frame
member 70. In some embodiments, the frame 14 includes a ROPS support member
140, which,
in some embodiments is rearward of the rear outer frame member 78. In some
embodiments, the
frame includes a first seating support member 142 and a second seating support
member 144; in
some embodiments, the first seating support member 142 is coupled to the outer
lower frame
member 70 and the second seating support member 144 is coupled to the rear
outer frame
member 78 (e.g., by welding or via one or more fasteners). As shown for
example in FIGs. 11
and 12, the first seating support member 142 extends vertically and slightly
rearwardly, however
the first seating support member 142 can have any suitable configuration.
Further, as shown in
FIGs. 11 and 12, the second seating support member 144 extends horizontally.
In some
embodiments, the first seating support member 142 is coupled to the second
seating support
member 144.
In some embodiments, a seat support frame 146 is coupled to the frame 14,
e.g., main
frame 74. In at least some embodiments, the seat support frame 146 includes a
plurality of
structural members. In some embodiments, the seat support frame 146 includes
one or more
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lateral seat support frame members 148 and one or more longitudinal seat
support frame
members 150. As shown in FIG. 143, in some embodiments, the lateral seat
support frame
members 148 include first and second lateral support frame members 148a and
148b,
respectively.
As shown in FIG. 143, in some embodiments, the longitudinal seat support frame
members 150 include a bent portion 152. In some embodiments, the seat support
frame 146 is
coupled to the main frame 74 via one or more fasteners or weldments. In some
embodiments,
the seat support frame 146 is coupled to the second seating support member 144
via a plurality of
fasteners. Further, in some embodiments, the seat support frame 146 is coupled
to the lateral
rear cab frame member 154 via a plurality of fasteners.
Returning to FIGs. 11 and 12, in some embodiments, the frame 14 includes rear
joining
frame member 156, which couples the rear upper cross member 178 and rear lower
frame
member 126. In some embodiments, the frame 14 has an intermediate joining
frame member
158, which couples the box support member 160 and rear lower frame member 126
at a location
forward of the rear joining frame member 156. The box support member 160, in
turn, is coupled
to left and right rear upper frame members 124a, 124b (FIG. 13).
With further regard to FIGs. 12 and 13, the frame 14 includes longitudinal
intermediate
rear frame member 162, which couples the rear joining frame member 156 and
intermediate
joining frame member 158. In some embodiments, the frame 14 additionally
include a front
upper rear-suspension support member 164, a rear upper rear-suspension support
member 166, a
front lower rear-suspension support member 168, and a rear lower rear-
suspension support
member 170. In some embodiments, the front upper rear-suspension support
member 164 and
rear upper rear-suspension support member 166 extend between opposing
longitudinal
intermediate rear frame members 162a and 162b (FIG. 13). In some embodiments,
the front
lower rear-suspension support member 168 and rear lower rear-suspension
support member 170
extend between opposing rear lower frame members 126a and 126b (FIG. 112). In
some
embodiments, the frame 14 further includes an intermediate lower rear-
suspension support
member 172 which extends between the rear lower frame members 126a and 126b.
As will be
appreciated form certain of the drawings, frame members, body panels, etc.,
may be, where
appropriate, referred to via a suffix 'a' or 'W.
As further shown in FIG. 112, in some embodiments, the frame 14 includes a
third panel
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174. In some embodiments, one or more of the first panel 114, second panel
122, and third panel
174 includes one or more stiffening ribs 176. The stiffening ribs can be
formed via a stamping
operation, for example. In some embodiments, the third panel 174 is welded (or
otherwise
coupled) to the main frame 74. In some embodiments, one, two, or all of the
first panel 114,
second panel 122, and third panel 174 are formed from a metallic material such
as steel or
aluminum. Where the frame 14 is made of steel, for example, and one or more of
the panels
(114, 122, 174) are welded thereto, the panels (114, 122, 174) may also be
formed of steel.
With additional reference to FIGs. 11 and 112, in some embodiments, the frame
14
includes lower front frame member 180, longitudinal intermediate front frame
member 182, front
joining frame member 184, front intermediate joining frame member 186,
intermediate dash
support member 188, front angled connecting member 190, and front upper cross
member 192.
In some embodiments, the lower front frame member 180 includes rear lower
front-suspension
support member 194. In some embodiments, the lower front frame member 180 is
coupled to a
front frame bracket 196. In some embodiments, the frame 14 includes a fourth
panel 198. In
some embodiments, the fourth panel 198 extends laterally between the opposing
lower front
frame members 180a and 180b, forwardly to the front frame bracket 196, and
rearwardly to a
portion of the lateral lower frame member 200. In some embodiments, the fourth
panel 198 is
formed from a metallic material, such as steel.
As shown in FIGs. 11 and 12, an outer fender support member 202 is coupled
(e.g., by
one or more fasteners) to the front outer frame member 128 and front joining
frame member 184.
In some embodiments, the front joining frame member 184 includes a bend such a
portion of the
front joining frame member 184 includes a vertical portion and a generally
longitudinal portion.
In some embodiments, the utility vehicle 10 includes a fuel tank 112. As shown
for
example in FIGs. 13 and 78, in some embodiments, a first panel 114 (e.g.,
steel panel) supports
the fuel tank 112. In some embodiments, the first panel 114 is coupled (e.g.,
welded) to one or
more adjacent frame members. In some embodiments, the first panel 114 includes
one or more
depressions 116. The one or more depressions 116 can be formed, for example,
via a sheet metal
press. In some embodiments, one or more of the depressions 116 can be used to
locate the fuel
tank 112 relative to the first panel 114. In some embodiments, the fuel tank
112 includes a
protruding portion 716 (FIG. 122) that matches one or more depressions 116. In
some
embodiments, one on of the depressions 116 corresponds to a low point of the
fuel tank 112
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where a fuel pick is located within the fuel tank 112. In some embodiments,
the one or more
depressions 116 extend downwardly from the first panel 114. The one or more
depressions 116
can extend below the bottom of the adjacent outer lower frame member 70. In
some
embodiments, however, for example as shown in FIG. 112, the bottom of the
outer lower frame
member 70 is lower than the bottom of one or more of the depressions 116. In
this way, one or
more skid plates (not shown) are coupled to the frame 14 below the one or more
depressions 116.
Further, as shown in FIG. 12, in some embodiments, a horizontal plane 120,
defined by the
bottom of the frame 14, is lower than the depressions 116. Although shown on
the left side of
the vehicle 10 (e.g., driver's side), the fuel tank 112 can be located in any
appropriate location
and with any appropriate arrangement. By way of example, the fuel tank 112 can
also be located
on the passenger side of the vehicle 10; further, in some embodiments, the
vehicle 10 can have
two or more fuel tanks 112, which can be located in any appropriate location
and with any
appropriate arrangement.
With further regard to FIG. 13, in some embodiments, the vehicle 10 has a
second panel
122. In some embodiments, the second panel 122 is welded to one or more of the
adjacent frame
members. In some embodiments, the second panel 122 is located on the right
side of the vehicle
10. The second panel 122 can support, for example, a battery or fuel tank; in
at least some
embodiments, the second panel 122 provides structural rigidity for the frame
14. In some
embodiments, the first panel 114 provides structural rigidity for the frame
14. The first panel
114 and second panel 122 can include one or more cut-outs 124, which can serve
to lighten the
respective panel.
Turning to FIG. 14, in some embodiments, the ROPS 72 includes a rear lateral
ROPS
member 204, longitudinal ROPS members 206 (206a, 206b), forward overhead
member 98, A-
frame members 96 (96a, 96b), rear ROPS members 82 (82a, 82b), and ROPS cross
member 208.
In some embodiments, one or more of the ROPS members have a channel, as shown
in FIG. 17,
in order to provide mating surfaces 210 for doors, a windshield, rear window,
and roof. In some
embodiments, forward overhead member 98 is formed from sheet steel and is
stamped to provide
a portion generally matching the contoured channel of the adjacent ROPS
members (e.g., 206a,
206b, 96a, 96b). In some embodiments, an end edge 212 of the forward overhead
member 98
overlaps a portion of the mating surface 210 of longitudinal ROPS member 206,
as shown in
FIG. 16, for example. Further, as shown in FIG. 1, in some embodiments, an
edge 212 of the
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forward overhead member 98 overlaps a portion of the mating surface 210 of the
A-frame
members 96.
With regard to FIG. 15, in some embodiments, the ROPS 72 includes a first ROPS
connection member 214 and a second ROPS connection member 216. In some
embodiments,
the first and second ROPS connection members 214, 216 are formed from
castings. In some
embodiments, first ROPS connection member(s) is/are welded to an adjacent
section of ROPS
tubing. As shown in FIG. 15, for example, in some embodiments, the first ROPS
connection
member 214 would be welded to the longitudinal ROPS member 206. Further, in
some
embodiments, a portion of the first ROPS connection member 214 is inserted
into the interior
space of the adjacent ROPS tube such that an end of the ROPS tube abuts a
ledge of the first
ROPS connection member 214, permitting the first ROPS connection member 214 to
be easily
located relative to the ROPS tube for welding.
As further illustrated in FIG. 15, the first ROPS connection member 214 can be
fastened
to the second ROPS connection member 216, for example via fasteners (e.g.,
nuts and bolts).
As shown in FIGs. 18-20, the second ROPS connection member 216 includes a
first
connection portion 218, a second connection portion 220, and a third
connection portion 222. In
some embodiments, the first connection portion 218 is fastened to a mating
portion 234 of the
first ROPS connection member 214. In turn, in some embodiments, the second
connection
portion 220 is coupled to the rear ROPS member 82. In some embodiments, the
second
connection portion 220 is welded to the rear ROPS member 82, for example by
fitting a portion
of the second connection portion 220 into a portion of the ROPS member 82, in
a fashion similar
to that discussed previously with respect to the first ROPS connection member
214 and
longitudinal ROPS member 206. In some embodiments, the third connection
portion 222 is
coupled to the rear lateral ROPS member 204, for example by welding in a
fashion similar to that
discussed above with respect to the first ROPS connection member 214 and
longitudinal ROPS
member 206. Of course, the second ROPS connection member 216 can be coupled to
adjacent
tubes/connection members in any suitable way, for example with fasteners, by
welding, gluing,
etc.
As shown in FIG. 19, in some embodiments, the second ROPS connection member
216
includes an accessory attachment portion 224. In some embodiments, an
accessory can be
attached thereto, for example, via fasteners (e.g., bolts) that are inserted
into the one or more
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aperture(s) 226. Further, nuts can be inserted into opening(s) 228 to mate
with bolts inserted
through aperture(s) 226. The walls of the opening(s) 228 can capture sides of
a nut such that a
tool or wrench is not required to keep the nut from turning as the fastener
(e.g., bolt) is tightened
against the nut. In some embodiments, a door hinge is attached to the
attachment portion 224, as
discussed in greater detail below. In some embodiments, a headache rack or
other accessory can
be attached to the accessory attachment portion 224. Further still, in some
embodiments, more
than one accessory can be attached to the accessory attachment portion 224 at
any given time.
Regarding FIGS. 18A-18C show cross-sectional profiles of the second ROPS
connection
member 216 along portions thereof. With regard to FIG. 18C, in some
embodiments, one or
more nuts (not shown) can be captured by channel 230 such that upon insertion
of fasteners (e.g.,
bolts) through apertures 232 of the first connection portion 218. In this way,
a tool or wrench is
not required to keep the nut from turning as the fastener (e.g., bolt) is
tightened against the nut.
With regard to FIGs. 21-28, an embodiment of a brake pedal assembly 236 is
shown.
The brake pedal assembly 236 is coupled to brake calipers, via brake lines, to
stop or slow the
vehicle 10 when the brake pedal 240 is depressed. In some embodiments, a
portion of the brake
pedal assembly 236 is coupled to pedal assembly mount 238. As shown in FIGs.
25-27, in some
embodiments, the pedal assembly mount 238 is formed from a single piece of
sheet steel which
has bends 242. The pedal assembly mount 238 can also be formed from multiple
pieces of
material and of any suitable material (e.g., plastic, composite, aluminum,
alloy, etc.). As further
shown, the pedal assembly mount 238 is coupled to the frame 14 and, in some
embodiments, it is
welded to the upper dash frame member 130 and the intermediate dash support
member 188,
though it can be coupled to the frame 14 in any suitable way.
As shown in FIG. 27, in some embodiments, the brake pedal assembly 236 has a
brake
pedal arm 244, to which the brake pedal 240 is coupled (e.g., via one or more
fasteners, welding,
etc.), a collar member 246, to which the brake pedal arm 244 is coupled (e.g.,
via one or more
fasteners, welding, etc.), a shoulder bolt 248 around which the brake pedal
arm 244 pivots, one
or more bushings 250, through which a portion of the shoulder bolt 248
extends, and a nut 252
(FIG. 25), which is mated to shoulder bolt 248. In some embodiments, the brake
pedal assembly
236 further includes a master cylinder 254, having therein a piston (not
shown) which is coupled
to rod 256. The rod 256, in turn, is coupled to fork 258. The fork 258 is
rotatably coupled to the
brake pedal arm 244. As shown in FIGs. 27-28, the fork 258 is rotatably
coupled to the brake
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pedal arm 244 via coaxial apertures in the fork 258 and brake pedal arm 244,
through which
pivot pin 260 extends. Pivot pin 260 is held in place with a retaining clip
(e.g., snap ring, e-clip,
c-clip), nut, or other appropriate fastener.
In some embodiments, the brake pedal assembly 236 includes at least one
pressure switch
262. The at least one pressure switch 262 has an electrical output to activate
the brake light(s) 50
(FIG. 4) and/or provide a signal to the vehicle's CAN (controlled area
network) bus (not shown),
ECU (engine control unit), or other electrical component, when the brake pedal
240 is depressed.
In some embodiments, the brake pedal assembly 236 includes a first fluid
reservoir 264.
In some embodiments, the first reservoir 264 is positioned vertically above
the master cylinder
254 and rearwardly of the front splash panel 268 (FIG. 124). In some
embodiments, the brake
pedal assembly 236 includes a second fluid reservoir 266. In some embodiments,
the second
fluid reservoir 266 is positioned forwardly of the front splash panel 268
(FIG. 124) and
forwardly of the first fluid reservoir 264 and master cylinder 254. In some
embodiments, the
second fluid reservoir 266 is in fluid communication with the first fluid
reservoir 264 via fill tube
270. In some embodiments, the fill tube 270 slopes downwardly and to the rear
such that a user
can fill the first fluid reservoir 264 via the second fluid reservoir 266. The
second fluid reservoir
266, being remotely located relative to the first fluid reservoir 264, allows
the user to
conveniently fill the brake fluid while the master cylinder 254 and first
fluid reservoir 264 are
positioned rearwardly of the front splash panel 268.
In some embodiments, the master cylinder 254 has at least one piston (not
shown) which
is between 0.5 and 1.25 inches in diameter, though other sizes can also be
utilized. In some
embodiments, the master cylinder is 0.5 ¨ 1.0 inches in diameter, and in some
embodiments, the
piston is 0.75 inches in diameter. Further, in some embodiments, each of the
front calipers (not
shown) can be single piston calipers or dual piston calipers, though other
arrangements can also
be used. In some embodiments, the front calipers are dual piston calipers, the
pistons having a
diameter of between 0.75 inches and 2.0 inches. In some embodiments, the front
calipers are
dual piston, each piston having a diameter of 1.375 incudes. In some
embodiments, each rear
caliper is a single piston caliper, the pistons having a diameter of between
0.75 inches and 2.0
inches. In some embodiments, the rear calipers are single piston, each piston
having a diameter
of 1.375 incudes. In some embodiments, the rear calipers are dual piston,
though other
arrangements can also be used.
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The brake pedal assembly 236 can also include more than one master cylinder
(e.g., two
master cylinders), for example one master cylinder in fluid communication with
front calipers
and one master cylinder in fluid communication with the rear calipers. In some
embodiments,
the brake pedal assembly 236 includes an adjustable brake balancer, which can
be adjusted when
the vehicle is stopped or it can be adjusted dynamically from within the
seating area during usage
of the vehicle 10.
In some embodiments, the brake pedal assembly 236 has a pedal ratio, which is
ratio of
distance moved by the center of the face of the brake pedal 240 relative to
the distance moved by
the pivot pin 260. In some embodiments, the pedal ratio is between 4:1 and
7:1; in some
embodiments, between 4.5:1 and 6.5:1; in some embodiments, between 5.5:1 and
6.5:1; in some
embodiments, between 5.5:1 and 6:1. By way of example, in some embodiments,
the pedal ratio
is 5.8:1. In such an example, the pivot pin 260 moves 1 inch for every 5.8
inches moved by the
center of the face of the brake pedal 240. Other ratios can also be used, as
appropriate,
depending upon the size of the master cylinder(s), size of the brake caliper
pistons, number of
brake caliper pistons, brake bias, etc. In some embodiments, the brake pedal
assembly 236
further includes power brakes, for example, via a brake booster.
Turning to FIGs. 29 ¨ 38, the utility vehicle 10 includes a front suspension
272. In some
embodiments, the front suspension 272 includes a front upper A-arm 274, front
lower A-arm
276, front knuckle 278, front damping member 280, front anti-roll bar (ARB)
282, front hanger
284, and front ARB link 286. In some embodiments, the front ARB link 286 is
coupled to the
front upper A-arm 274, for example via a fastener such as a nut. Further, as
shown at least in
FIGs. 29 and 33, in some embodiments, a portion of the front ARB link 286
extends through an
aperture the front anti-roll bar 282 and a portion of the front ARB link 286
extends through front
link aperture 288 (FIG. 37) in the front upper A-arm 274. Although the front
ARB link 286 is
shown as extending through an aperture in the front upper A-arm 274 (e.g.,
front link aperture
288), the front ARB link 286 can, instead, be linked with the front lower A-
arm 276, for example
via an aperture or in any appropriate way. Further, the front ARB link 286 can
be linked with
the front upper A-arm 274 in any appropriate way. In some embodiments, one or
more portions
of the front ARB link 286 extends through one or more elastomeric members 290.
In some
embodiments, there are four elastomeric members 290 ¨ one on each side of the
aperture in the
front anti-roll bar 282 (above and below the aperture) and one on each side of
the front link
19
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aperture 288 in the front lower A-arm (above and below the front link aperture
288). Thus, in
some embodiments, the front suspension 272 includes eight total elastomeric
members 290. In
some embodiments, the elastomeric members 290 an annular-cross sectional
shape. In some
embodiments, the front anti-roll bar 282 connects the left side of the front
suspension with the
right side of the front suspension in order to reduce roll.
By way of example, in a turn, the outside suspension compresses and the
vehicle 10 tends
to lean to the outside. The front anti-roll bar 282 connects the left side
front suspension with the
right side front suspension, thereby reducing roll and increasing the
effective spring rate (as
compared to the same suspension without the anti-roll bar) and roll stiffness.
In some
embodiments, however, the vehicle 10 does not includes a front anti-roll bar
282.
In some embodiments, the front anti-roll bar 282 includes a central portion
291 (FIG. 34)
and arm portions 292 (292a, 292b). As shown, the arm portions 292 extend from
the central
portion 291. In some embodiments, the central portion 291 undergoes torsional
strain when one
of the sides (left or right) of the front suspension is compressed or extended
relative to the other
side of the front suspension (left or right). The arm portions 292 can be
rearwardly extending (as
shown in FIG. 34) or forwardly extending. Further, the central portion 291 can
be located inside
the frame 14, outside the frame 14, above an appropriate frame member, below
an appropriate
frame member, or otherwise packaged in any appropriate way. As will be
appreciated, the
material, length of the arm portions 292, length of the central portion 291,
cross-section of the
central portion 291, cross-section of the arm portions 292, wall thickness (if
not formed from a
solid piece of material), diameter, etc., of the anti-roll bar 282 can all be
selected to achieve
desired suspension characteristics.
In some embodiments, the front damping member 280 include a shock 294 and a
spring
296. In some embodiments, the damping member 280 comprises a coil-over shock,
as shown in
FIGs. 29-36, however, other arrangements are also contemplated. By way of
example, leaf
springs, coils springs, torsion springs can also be used. Further, the shock
294 can be located
remotely from the spring.
In some embodiments, the shock 294 is remotely adjustable, for example to
adjust shock
characteristics. In some embodiments, the shock 294 is adjustable via a
mechanical adjuster
(e.g., dial) or graphical user interface (GUI), which may employ a controller
to adjust shock
valving, etc.
CA 2998648 2018-03-21
In some embodiments, the damping member 280 includes a magnetorheological
fluid,
such that the shock characteristics can be dynamically adjusted by a
microprocessor. Further
still, in some embodiments, the utility vehicle 10 may not include a front
anti-roll bar 282 (or
rear anti-roll bar), as the microprocessor can react to changing conditions
encountered by the
vehicle, and vary the shock characteristics.
In some embodiments, for example as shown in FIG. 36, the front lower A-arm
276a (left
hand side of the vehicle) is the same as the front lower A-arm 276b (right
hand side of the
vehicle), such that these front lower A-arms are interchangeable. In some
embodiments, the
front lower A-arm 276 is stamped from a piece of sheet metal (e.g., sheet
steel). In some
embodiments, the front lower A-arm is welded together from tubular steel,
however, the A-arms
can be formed in any suitable way and from any suitable material or materials,
alloys, etc.
Further, in some embodiments, the front lower A-arm 276 is formed from two or
more stamped
components which are welded together.
With regard to FIG. 37, in some embodiments, the front upper A-arm 274 has
bearings
298 which are pressed into respective receptacles 300. In some embodiments,
the bearings 298
are spherical bearings, however other types of bearings or bushings can also
be used. In some
embodiments, the bearings 298 have an inner bearing member 302 and an outer
bearing member
304. In some embodiments, the inner bearing member 302 includes a center
portion having a
convex spherical portion which is encircled by the outer bearing member 304.
In some
embodiments, the inner bearing member 302 has end portions 306, extending from
the center
portion. The end portions 306 are encircled by respective seals 309, which are
also inserted into
receptacles 300, to protect the bearing 298.
With further reference to FIG. 37, in some embodiments, the front upper A-arm
274 has a
ball joint 308 which is retained in the front upper A-arm 274 via a retaining
clip (e.g. snap ring
310), or in any other suitable way (e.g., press fit).
In some embodiments, the front lower A-arm 274 includes a mount 310, to which
the
front damping member 280 is coupled.
Although the bearing 298, receptacles 300, ball joint 308, etc., are discussed
with respect
to the front upper A-arm, these components are, in some embodiments, employed
with the front
lower A-arm 276, as well.
Turning now to FIGs. 39-47, the utility vehicle 10 includes a rear suspension
312. In
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some embodiments, the rear suspension 312 includes a rear upper A-arm 314,
rear lower A-arm
316, rear knuckle 318, rear damping member 320, rear anti-roll bar (ARB) 322,
rear hanger 324,
and rear ARB link 326. In some embodiments, the rear ARB link 326 is coupled
to the rear
upper A-arm 314, for example via a fastener such as a nut. As further shown,
in some
embodiments, a portion of the rear ARB link 326 extends through an aperture in
the rear anti-roll
bar 322 and a portion of the rear ARB link 326 extends through rear link
aperture 328 (FIG. 47)
in the rear upper A-arm 314. Although the rear ARB link 326 is shown as
extending through an
aperture in the rear upper A-arm 314, the rear ARB link 326 can, instead, be
linked with the rear
lower A-arm 316, for example via an aperture or in any appropriate way.
Further, the rear ARB
link 326 can be linked with the rear upper A-arm 314 in any appropriate way.
In some
embodiments, one or more portions of the rear ARB link 326 extend(s) through
one or more
elastomeric members 290, in a fashion similar to that discussed above with
respect to the front
anti-roll bar.
By way of example, in a turn, the outside suspension compresses and the
vehicle 10 tends
to lean to the outside. The rear anti-roll bar 322 connects the left side
front suspension with the
right side front suspension, thereby reducing roll and increasing the
effective spring rate (as
compared to the same suspension without the anti-roll bar) and roll stiffness.
In some
embodiments, however, the vehicle 10 does not includes a rear anti-roll bar
322.
In some embodiments, the rear anti-roll bar 322 includes a central portion 330
(FIG. 44)
and arm portions 332 (332a, 332b). As shown, the arm portions 332 extend from
the central
portion 330. In some embodiments, the central portion 330 undergoes torsional
strain when one
of the sides (left or right) of the rear suspension is compressed or extended
relative to the other
side of the rear suspension (left or right). The arm portions 332 can be
rearvvardly extending (as
shown in FIG. 39) or forwardly extending. Further, the central portion 330 can
be located inside
the frame 14, outside the frame 14, above an appropriate frame member, below
an appropriate
frame member, or otherwise packaged in any appropriate way. As will be
appreciated, the
material, length of the arm portions 332, length of the central portion 330,
cross-section of the
central portion 330, cross-section of the arm portions 332, wall thickness (if
not formed from a
solid piece of material), diameter, etc., of the rear anti-roll bar 322 can
all be selected to achieve
desired suspension characteristics.
In some embodiments, the rear damping member 320 includes a shock 294 and a
spring
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CA 2998648 2018-03-21
296. In some embodiments, the rear damping member 320 comprises a coil-over
shock, as
shown in FIGs. 39-43, 45, and 46, however, other arrangements are also
contemplated. By way
of example, leaf springs, coils springs, torsion springs can also be used.
Further, the shock 294
can be located remotely from the spring.
In some embodiments, the shock 294 is remotely adjustable, for example to
adjust shock
characteristics. In some embodiments, the shock 294 is adjustable via a
mechanical adjuster
(e.g., dial) or graphical user interface (GUI), which may employ a controller
to adjust shock
valving, etc.
In some embodiments, the rear damping member 320 includes a magnetorheological
fluid, such that the shock characteristics can be dynamically adjusted by a
microprocessor.
Further still, in some embodiments, the utility vehicle 10 may not include a
front anti-roll bar
282 (or rear anti-roll bar), as the microprocessor can react to changing
conditions encountered by
the vehicle, and vary the shock characteristics.
In some embodiments, the rear lower A-arm 316a (left hand side of the vehicle)
is the
same as the rear lower A-arm 316b (right hand side of the vehicle), such that
these rear lower A-
arms are interchangeable. In some embodiments, the rear lower A-arms 316 is
stamped from a
piece of sheet metal (e.g., sheet steel). In some embodiments, the rear lower
A-arm is welded
together from tubular steel, however, the A-arms can be formed in any suitable
way and from
any suitable material or materials, alloys, etc. Further, in some embodiments,
the rear lower A-
arm 316 is formed from two or more stamped components which are welded
together. In some
embodiments, the rear lower A-arms 316a, 316b are not the same.
In some embodiments, one or more of the rear upper A-arm 314, rear lower A-arm
316,
front lower A-arm 276, utilize bearings 298 and seals 309, as discussed above
with respect to
FIG. 37.
With regard to FIG. 47, in some embodiments, the rear upper A-arm 314 includes
a
mount 334 to which the rear damping member 320 is coupled. The rear damping
member 320
can also be coupled to the lower A-arm.
In some embodiments, at least a portion of the rear lower A-arm 316 extends
through a
vertically extending longitudinal plane 336. The vertically extending
longitudinal plane 336
includes the centerline (shown in FIG. 42) of the vehicle 10. Plane 336 is
shown illustratively in
FIGs. 40 and 41. In some embodiments, at least a portion of the lower A-arm
316 is positioned
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CA 2998648 2018-03-21
above the lower rear frame member 126, as shown in FIG. 42. In some
embodiments, the left
lower A-arm 316a has a left lower A-arm pivot axis 338, around which the left
lower A-arm
pivots as it moves through its range of travel. As shown in FIG. 42, the left
lower A- arm pivot
axis 338 extends longitudinally and is positioned (in bottom view looking
upwardly) between the
centerline of the vehicle 10 and the right rear lower frame member 126b.
Similarly, in some
embodiments, the right lower A-arm pivot axis 340, around which the right
lower A-arm 316b
pivots, is positioned, in bottom view, between the centerline of the vehicle
10 and the left rear
lower frame member 126a.
In some embodiments, respective upper and lower A-arms of left rear
suspension, right
rear suspension, left front suspension, right front suspension are parallel A-
arms. In some
embodiments, the respective arms are non-parallel A-arms. In some embodiments,
the
respective upper and lower A-arms are unequal in length. In some embodiments,
the lower A-
arm is longer than the upper A-arm, as shown in FIGs. 44-47.
Turning to FIGs. 48-55, in some embodiments, the steering rack 104 has tie
rods 342
(342a, 342b) coupled thereto. In turn, in some embodiments, the tie rods 342
have tie rod ends
344 (344a, 344b) respectively coupled to the tie rods 342, for example by
threading the tie rods
to threads on the tie rods 342. The tie rod ends 344 include steering ball
joints 346 which, in
some embodiments, are coupled to front knuckle 278 (FIG. 29) in order to
facilitate steering of
the vehicle 10. In some embodiments, the steering ball joints 346 are coupled
to respective front
knuckles 278 via a castle nut 348 and cotter pin 350.
In some embodiments, the steering rack 104 is positioned above at least a
portion of a
front drive assembly 352. In some embodiments, the front drive assembly 352
includes a
differential (not shown) which transmits power from the front drive shaft 354
to the front half-
shafts 356. In some embodiments, the steering rack 104 is coupled to rack
bracket 358 (FIG.
54). In turn, in some embodiments, the rack bracket 358 is coupled to rack
mount 360. The rack
mount 360 is coupled to a portion of the front upper cross-bracket 372, as
shown for example in
FIG. 55. In some embodiments, the rack bracket 358 is coupled to the rack
mount 360 via one or
more fasteners; further, in some embodiments, the rack mount 360 is coupled to
the front upper
cross-bracket 372 via one or more fasteners.
Turning to FIGs. 52-56 and 59, in some embodiments, the front drive assembly
352 is
coupled to an upper front drive assembly bracket 362 and a lower front drive
assembly bracket
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364. In some embodiments, the housing of the front drive assembly 352 is
coupled to the upper
front drive assembly bracket 362 and lower front drive assembly bracket 364
via one or more
fasteners (e.g., bolts). In turn, in some embodiments, one or both of the
upper front drive
assembly bracket 362 and lower front drive assembly bracket 364 are coupled to
the frame 14.
In some embodiments, the upper front drive assembly bracket 362 is coupled,
for example via
one or more fasteners, to front upper cross-bracket 372 (FIG. 50). In some
embodiments, the
front upper cross-bracket 372 is formed front a piece of bent sheet metal
(e.g., steel). In some
embodiments, the front upper cross-bracket 372 includes one or more mounting
locations for the
front upper A-arm 274 and, in some embodiments, the front upper front-
suspension support
member 370 is integrally formed with the front upper cross bracket 372 (FIG.
52). As shown in
FIG. 52, in some embodiments, the front upper cross-bracket 372 includes tabs
to which a front
fork portion and rear fork portion, respectively, of the front upper A-arm 274
are rotatably
mounted, to permit movement of the suspension. In some embodiments, a
horizontal portion of
the upper front drive assembly bracket 362 is positioned above a horizontal
portion of the front
upper cross-bracket 372.
Returning to FIG. 32, in some embodiments, the front fork portion 414 of the
front lower
A-arm 276 is rotatably mounted to the front lower front-suspension support
member 366 and the
rear fork portion of the front lower A-arm 276 is rotatably mounted to a
backer 418. In some
embodiments, the backer 418 is piece of sheet steel that is welded to a
portion of the front
joining frame member 184 (FIG. 11). In some embodiments, a portion of the
front upper A-arm
274, can be rotatably mounted in a similar fashion, for example, to an
appropriate backer.
Portions of the rear suspension 312 can be rotatably mounted via an
appropriate backer, as well.
With further regard to FIG. 52, in some embodiments, the frame 14 includes a
rear upper
front-suspension support member 368 and a front lower front-suspension support
member 366.
In some embodiments, the rear upper front-suspension support member 368 and
front lower
front-suspension support member 366 are welded to the lower front frame member
180. In
some embodiments, the front upper cross bracket 372 and rear upper front-
suspension support
member 368 are formed from a single piece of bent sheet metal (e.g., steel),
as shown for
example in FIGs. 55A and 55B. In some embodiments, the front upper cross-
bracket 372 is
welded to one or more adjacent portions of the frame 14 (e.g., longitudinal
intermediate front
frame member 182). In some embodiments, one or more portions of the front
upper cross-
CA 2998648 2018-03-21
bracket 372 are welded to one or more other portions of the front upper cross-
bracket 372. As
shown in FIG. 55B, for example, angled portion 390 of the front upper cross-
bracket 372 is
welded at 392.
In some embodiments, the lower front drive assembly bracket 364 is coupled to
the
fourth panel 198, for example via one or more fasteners (e.g., bolts), as
shown in FIG. 54.
Turning to FIGs. 56-63, one or more portions of the driveline 374 are shown.
In some
embodiments, the driveline 372 includes a prime mover 376 (e.g., engine,
electric motor, etc.),
transmission 378 (e.g., transaxle, which includes a rear differential), front
drive shaft 354, front
drive assembly 352, front half shaft(s) 356, rear half shafts 380, drive
clutch 382 (FIG. 58), and
driven clutch 384 (FIG. 58). In some embodiments, the prime mover 376 and
transmission 378
are rigidly coupled to one another, for example via one or more coupling
members 386 (FIG.
56). In turn, in some embodiments, the prime mover 376 and transmission 378,
as a unit, is
isolated from the frame 14 (FIG. 11) via vibration isolators 388 (FIG. 56). As
shown in FIGs.
58, 63, and 70, in some embodiments, the prime mover 376 is coupled to a
lateral mount member
394, for example via one or more brackets. In turn, the lateral mount member
394 is isolated, via
vibration isolators 388, from standoff members 396. The standoff members 396
are coupled to
portions of the frame 14, for example, via one or more fasteners. In some
embodiments, the
vibration isolators include an elastomeric portion (e.g., rubber isolator), to
isolate vibration
caused by one or more of the driveline components (e.g., engine, transmission,
etc.).
In some embodiments, the transmission 378 is coupled to vibration isolators
388 via one
or more transmission isolator brackets 398, as shown in FIGs. 56, 57, and 70.
With regard to FIG. 58 and 61-63, in some embodiments, a portion of the front
drive
shaft 354 extends under the lateral mount member 394 and under a portion of
the prime mover
376. As shown in FIG. 63, in some embodiments, a portion of the front drive
shaft 354 extends
between an oil pan 400 and an inner CVT (continuously variable transmission)
cover 402.
With further regard to FIG. 58, in some embodiments, the CVT cover assembly
404
includes an inner CVT cover 402, an intermediate CVT cover 406, and an outer
CVT cover 408.
In some embodiments, the drive clutch 382 and driven clutch 384 are housed
within a space
between the intermediate CVT cover 406 and outer CVT cover 408. In some
embodiments, the
flywheel 410 (FIGs. 63 and 70) is housed within a space between the inner CVT
cover 402 and
mount plate 412. In some embodiments, the mount plate 412 also serves as a
coupler member
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386 to couple the prime mover 376 with the transmission 378.
In some embodiments the front drive assembly 352 is coupled to one or more of
the
lower front drive assembly bracket 364, upper front drive assembly bracket
362, and frame 14
via one or more vibration isolators. Alternatively, in some embodiments, the
front drive
assembly 352 is rigidly coupled to one or more of the lower front drive
assembly bracket 364,
upper front drive assembly bracket 362, and frame 14.
With regard to FIGs. 64, an embodiment of a CVT cover assembly 404 is shown.
Also
shown in FIG. 64 is a CVT intake duct member 420, CVT exhaust duct member 422,
and CVT
air box 424. In some embodiments, the outer CVT cover 408 is removable from
the intermediate
CVT cover 406 without the use of tools (i.e. with hands only). In some
embodiments, the outer
CVT cover 408 is removed from the inner CVT cover 406 by releasing CVT cover
fasteners 426.
In some embodiments, CVT cover fasteners 426 are spring-type retainers.
Shown in FIG. 64A is another embodiment of a CVT cover assembly 404 and CVT
air
box 424. In some embodiments, the CVT air box 424 has one or more mounting
tabs 428. The
mounting tabs 428 can support (or help support) the CVT air box 424 such that
the CVT air box
424 can be coupled to an adjacent frame member or piece of material (e.g.,
sheet metal) which is
welded or otherwise coupled to the frame. An example of the CVT air box 424
being coupled to
an adjacent frame member is shown in FIG. 5. In some embodiments, the CVT air
box 424 is
coupled to a frame member, mounting bracket, etc., via an air box fastener 430
(e.g., sheet metal
screw, nut, etc.).
Turning to FIG. 64B, the flywheel 410 is shown in position within the inner
CVT cover
402. In some embodiments, the flywheel 410 includes a plurality of projections
432 extending
radially from the flywheel 410. In some embodiments, the projections 432 are
formed of the
same piece of material as the flywheel 410; in some embodiments, however, the
projections 432
are individual members which are attached to the flywheel 410; in still other
embodiments, the
projections 432 extend from an annular portion of a member that is coupled to
the flywheel 410
via one or more fasteners.
With further regard to FIG. 64B, in some embodiments, a sensor 434 (e.g.,
magnetic
pickup) is positioned adjacent to the flywheel 410 such that upon rotation of
the flywheel 410 the
sensor 434 detects passage of the projections 432. In this way, the engine
speed is known and
can be displayed on the dash of the vehicle. In this way, an operator will
know how fast the
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CA 2998648 2018-03-21
engine is rotating. Such information can be displayed in revolutions per
minute (RPM). In
addition, the projections 432 can be arranged in a configuration that the
sensor 434 can detect the
position of the crankshaft of the engine. In some embodiments, an electrical
lead 436 extends
from the sensor 434. The electrical lead 436 can transmit a signal to the CAN
bus, ECU, etc. In
some embodiments, however, the signal is transmitted wirelessly to the CAN
bus, ECU, etc.
such that the inner CVT cover 402 does not have a CVT cover cutout 438 for the
electrical lead
436. Stated differently, in some embodiments, the electrical lead 436 extends
from an interior of
the inner CVT cover 402 to the exterior of the inner CVT cover 402. Thus,
where a signal is
transmitted wirelessly from within the inner CVT cover 402, the CVT cover
cutout 438 may not
be necessary.
In some embodiments, the inner CVT cover 402 is coupled to the mount plate 412
(FIG.
70) via one or more fasteners. Further, in some embodiments, an inner CVT
gasket 442. In
some embodiments, the CVT gasket 442 resides in an inner CVT cover gasket
channel 444 (FIG.
68). In some embodiments, the CVT gasket 442 is pressed against the mount
plate 412 to
provide seal therebetween.
With regard to FIGs. 65, 66, 68, and 69, in some embodiments, one or more of
the CVT
covers (e.g., inner CVT cover 402 and intermediate CVT cover 406) are coupled
together via a
CVT cover retainer 440. In some embodiments, the CVT cover retainer 440
comprises a snap
ring. In some embodiments, the inner CVT cover 402 comprises one or more
retaining tabs 446.
As illustrated in FIGs. 65 and 69, the CVT cover retainer 440 is positioned
between a portion of
the intermediate CVT cover 406 and retaining tabs 446. In this way, the
intermediate CVT cover
406 is secured to the inner CVT cover 402. In order to disassemble the
intermediate CVT cover
406 from the inner CVT cover 402, in some embodiments, the CVT cover retainer
440 is
expanded (in diameter) and removed from the first groove 448 (FIG. 65).
Thereafter, the
intermediate CVT cover 406 can be removed from the inner CVT cover 402.
With further reference to FIG. 69, in some embodiments, the inner CVT cover
402 and
intermediate CVT cover 406 include ridges 450. The ridges 450 of the inner CVT
cover 402 and
the ridges 450 of the intermediate CVT cover 406 mate with each other in order
to provide a
positive interaction between the inner CVT cover 402 and the intermediate CVT
cover 406, and
to facilitate locating the inner CVT cover 402 and the intermediate CVT cover
406 relative to
one another during assembly. Further, the ridges 450 can provide a water-tight
seal between the
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CA 2998648 2018-03-21
respective CVT covers. Although the ridges 450 are shown between the inner CVT
cover 402
and intermediate CVT cover 406, they can be utilized at an interface with any
of the CVT
covers.
Returning to FIG. 66, in some embodiments, an outer CVT gasket 452 is
positioned in a
second groove 454 (FIG. 68). The outer CVT gasket 452 provides a watertight
seal between the
outer CVT cover 408 and the intermediate CVT cover 406. In some embodiments,
the outer
CVT gasket 452 is formed from an elastomeric material. In some embodiments,
the outer CVT
gasket 452 is formed from an extruded foam material or molded rubber material.
In some
embodiments, the outer CVT gasket 452 has a circular cross-section.
With additional reference to FIG. 66, in some embodiments, the inner CVT
gasket 442 is
formed from an elastomeric material. In some embodiments, the inner CVT gasket
442 is
formed from an extruded foam material or molded rubber material. In some
embodiments, the
inner CVT gasket 442 includes a plug portion 456. As shown in FIG. 64B, the
plug portion 456
fits in the CVT cover cutout 438. In some embodiments, the plug portion 456
includes a slit 458
and/or plug portion aperture 460. During assembly or disassembly of the inner
CT cover 402,
the slit 458 can facilitate passage of the electrical lead 436. As is shown in
FIG. 70, in this way,
the sensor 434 can remain coupled to the mount plate 412 (for example via an
appropriate
mounting bracket) upon removal of the inner CVT cover 402. Further, in some
embodiments,
the electrical lead 436 extends through plug portion aperture 460 when the
inner CVT cover 402
is assembled to the mount plate 412. In some embodiments, the plug portion 456
is integrally
formed with the inner CVT gasket 442, for example in a molding process.
As also shown in FIG. 66, in some embodiments, a CVT filter 462 (e.g., foam)
is
positioned within a cavity of the CVT air box 424. The CVT filter 462 can be
of any suitable
type, such as paper filter, foam filter, centrifugal filter, etc.
In some embodiments, air enters the CVT cover assembly 404 via CVT air box 424
and
is then routed into the inner CVT cover 402. The air then flows from the inner
CVT cover 402,
past the inner CVT cover opening 466 and into a space between the intermediate
CVT cover 406
and outer CVT cover 408 (a portion of which space is, in some embodiments,
also occupied by
the drive clutch 382 (FIG. 58)). Thereafter, the air flows into a narrowing
region in the space
between the intermediate CVT cover 406 and outer CVT cover 408 and exists
through the exit
port 464 (FIG. 64B) which leads into CVT exhaust duct member 422. The air is
then exhausted
29
CA 2998648 2018-03-21
out into the atmosphere or is used to cool an oxygen sensor or other sensor,
for example as
disclosed in U.S. Pub. No. 2016/0061088, titled, "Oxygen Sensor Cooling Duct".
Turning to FIGs. 71-76, in some embodiments the vehicle 10 includes a steering
column
assembly 468. In some embodiments, the steering column assembly 468 includes a
gear selector
assembly 470 and a tilt assembly 88 (also shown in FIG. 2). In some
embodiments, the gear
selector assembly 470 includes a cable 472 (e.g., a push-pull cable); the
cable 472 extends to the
transmission 378, thereby permitting the operator to select a desired gear
(e.g., park, high, low,
neutral, reverse). In some embodiments, the cable 472 is surrounded by a
sheath 526 (FIG. 73)
to protect the cable 472.
In some embodiments, the steering column assembly 468 further includes an
upper
steering shaft 474, first steering shaft bushing 476, and a second steering
shaft bushing 478. In
some embodiments, the steering column assembly 468 includes a first steering
shaft washer 480
(e.g., a wave washer), a second steering shaft washer 482, and a steering
shaft retaining clip 484
(e.g., c-clip, e-clip, snap ring, etc.). Although shown with a steering shaft
retaining clip 484 in
FIG. 75, other fasteners can also be used, such as a nut. In some embodiments,
the upper
steering shaft 474 has a splined portion 486 and a threaded portion 488. In
some embodiments,
the threaded portion 488 has a hole extending therethrough such that a castle
nut (not shown) and
cotter pin (not shown) can be used to fasten the steering wheel 84 (FIG. 2) to
the upper steering
shaft 474. In some embodiments, the upper steering shaft 474 includes a U-
joint 490 at a lower
end thereof.
In some embodiments, the tilt assembly 88 (shown without shock 90 in FIGs. 71-
76)
includes a barrel member 492, through which a portion of the upper steering
shaft 474 extends.
Further, in some embodiments, the first steering shaft bushing 476 and second
steering shaft
bushing 478 are positioned within a portion of the barrel member 492. In some
embodiments,
the tilt assembly 88 further includes a horseshoe member 494, which may be
coupled to barrel
member 492, for example by welding or via one or more fasteners. In some
embodiments, the
horseshoe member 494 and barrel member 492 are formed from a single piece of
material (e.g.,
by casting). In some embodiments, the tilt assembly 88 further includes an
inner tilt bushing
496, an outer tilt bushing 498, a tilt pivot member 500 (e.g., bolt), and tilt
fastener 502 (e.g., nut).
In some embodiments, for example as shown in FIG. 75, the tilt assembly 88
includes two of
each of the inner tilt bushing 496, outer tilt bushing 498, tilt pivot member
500, and tilt fastener
CA 2998648 2018-03-21
502. In some embodiments, the tilt assembly 88 includes an upper shock mount
504. In some
embodiments, the upper shock mount 504 is coupled to the barrel member 492,
for example with
one or more fasteners.
With regard to FIGs. 73-76, in some embodiments, the gear selector assembly
486
includes a shift tube 510, shift handle 506, shift arm 508, jam nut 514,
torque arm 512, first gear
selector bushing 516, and second gear selector bushing 518. The first and
second gear selector
bushings 516, 518 are positioned over first and second collar portions 520,
522, respectively, of
the barrel member 492, as shown in FIG. 75. In some embodiments, at least one
of the first and
second gear selector bushings 516, 518 is formed from a polyacetyl resin. In
some
embodiments, at least one of the first and second gear selector bushings 516,
518 has a hardness
of at least 80 shore D. In some embodiments, the jam nut 514 is utilized to
adjust the position
length and position of the shift handle 506.
.In some embodiments, the shift arm 508 is coupled to the shift tube 510, for
example by
welding, however the shift arm 508 can be coupled to the shift tube 510 in any
other suitable
manner (e.g., one or more fasteners, adhesive, etc.). In some embodiments, the
shift arm 508 has
a threaded end onto which the shift handle 506 and jam nut 514 are threaded.
In some
embodiments, the jam nut 514 is tightened against the shift handle 506 to
prevent the shift handle
506 from loosening.
In some embodiments, the gear selector assembly 486 further includes a cable
bracket
524. In some embodiments, an end of the cable sheath 526 (FIG. 73) includes a
threaded
member that extends through a slot or aperture 530 in the cable bracket 524.
In this way, the
cable 472 can move within the cable sheath 526, thereby permitting the
operator to select the
desired gear by rotating the shift handle 506. As further shown in FIG. 73, in
some
embodiments, a cable boot 528 extends over a portion of the cable 472.
In some embodiments, the shift tube 510 includes a shift tube opening 532
(FIG. 74).
The shift tube opening 532 permits rotation of the shift tube 510 over the
upper shock mount
504.
Although components of the steering column assembly 468 may be described
within the
context of the gear selector assembly 470 or tilt assembly 88, it will be
appreciated that some
components can be grouped into more than one of these assembles. Further, it
will be
appreciated that the steering/tilt/gear select components discussed in the
preceding paragraphs
31
CA 2998648 2018-03-21
can be aptly included in the context of any one of the steering column
assembly 468, gear
selector assembly 470, and/or tilt assembly 88.
Turning to FIGs. 77-84, in some embodiments, the vehicle 10 includes a
floorboard 534.
In some embodiments, the floorboard 534 extends the width of the seating area
20; in some
embodiments, it extends forwardly to the front splash panel 268 (FIG. 124);
and, in some
embodiments, it extends rearwardly to a forward end of the rear outer frame
member 78 (FIG.
11). In some embodiments, one or more portions of the floorboard 534 include
one or more
gutters 536. The one or more gutters 536 direct water (or other liquid or
debris) to the one or
more drains 538. In some embodiments, the gutters 536 are connected such that
water (or other
liquid or debris) can flow downhill when the vehicle 10 is situated on level
ground. In some
embodiments, the floorboard 534 is sloped to permit flow via the gutters 536
for exit via the
drain(s) 538. With regard to FIG. 82 and 83, in some embodiments, some of the
gutters 536
have a greater depth, xi, than other gutters 536, x2. In this way, fluid (or
other debris) will flow
via the gutters 536, in combination, even where the floorboard 534 is not
otherwise sloped. In
some embodiments, the depth of gutters 536 can change along the length of the
gutter to
facilitate flow. In some embodiments, certain of the gutters 536 are wider (or
narrower) than
others.
As shown for example in FIG. 82, in some embodiments, the floorboard 534
includes one
or more traction-enhancing features, for example projections 540 (which can
also be
indentations, texturing, etc.) which, in some embodiments, are arranged in a
pattern. With regard
to FIGs. 77, 78, and 81, in some embodiments, the floorboard 534 includes a
footrest 542 (e.g.,
dead-pedal) which in some embodiments comprises a sloped portion of the
floorboard 534 on
which the operator can rest a foot (e.g., left foot). In some embodiments, the
floorboard 534
includes a raised tunnel portion 544. The raised tunnel portion 544 can
provide a space for a
portion of the driveline 374, such as the front drive shaft 354 (FIG. 56).
As shown in FIG. 80, in some examples, the floorboard 534 includes one or more
removable covers 546. In some embodiments, the removable cover 546, as shown
in FIG. 80,
snaps into place. As further shown in FIG. 80, the removable cover 546 can be
removed to
provide access to one or more components (not shown in FIG. 80) behind the
removable cover
546. By way of example, the removable cover 546 can be removed to access a
dipstick, oil filter,
or other engine component. In some embodiments, the removable cover 546
includes a cover
32
CA 2998648 2018-03-21
handle 548, which can be gripped by an operator to facilitate removal or
replacement of the
removable cover 546.
With regard to FIGs. 81, 83, and 84, in some embodiments, the floorboard 534
includes
one or more upwardly extending portions 550. As shown in FIGs 83 and 84, the
upwardly
extending portion 550 is integrally formed with the floorboard 534, for
example during a
molding process. In some embodiments, the floorboard 534 includes a plateau
portion 552. The
plateau portion 552 extends longitudinally and laterally, for example above at
least a portion of
the fuel tank 112 (FIG. 7).
In FIGs. 88 and 89, an embodiment of a driver's seat 24a is shown. In some
embodiments, the driver's seat 24a includes one or more seat structural
portions 554a (e.g.,
frame members). The seat structural portions 554a can comprise any suitable
material, for
example metal (e.g., steel), composite, plastic, glass-filled nylon, etc. In
some embodiments, the
seat base 26a includes a cushion 556a. In some embodiments, the seat back 28a
includes a
cushion.
In FIGs. 90 and 91, an embodiment of a passenger seat base 26b is shown. In
some
embodiments, the passenger seat base 26b is removably coupled to one or more
portions of the
seat support frame 146 (FIGs. 94-97). In some embodiments, the passenger seat
base 26b
includes one or more structural portions 554b (e.g., frame members) and a
cushion 556b. The
seat structural portions 554b can comprise any suitable material, for example
metal (e.g., steel),
composite, plastic, glass-filled nylon, etc. In some embodiments, the
passenger seat base 26b
includes one or more seat attachment members 558b. The seat attachment members
558b can
facilitate attachment of the seat base 26b to one or more portions of the seat
support frame 146
(FIGs. 94-97). In some embodiments, the seat attachment members 558b comprise
one or more
hooks. The one or more hooks, in turn, are matingly coupled to seat support
pins 560b (FIGs.
95-97). Although shown with the seat base 26b having hooks and the seat
support frame 146
having seat support pins 560b, the seat base 26b can alternatively comprise
supports pins and the
seat support frame 146 can have hooks. Further, the seat support frame 146 and
seat base 26b
can comprise any suitable mating, interlocking, coupling structure(s). In some
embodiments, the
seat base 26b (e.g., seat structural portion 554b) includes one or more seat
alignment members
562b. The seat alignment members 562b mate with seat receiver members 564b
(FIGs. 94-97).
In some embodiments, the seat receiver members 564b facilitate alignment of
the seat base 26b
33
CA 2998648 2018-03-21
with respect to the seat support frame 146 when the seat base 26b is placed on
the seat support
frame 146 (e.g., upon returning the seat base 26b to a seating configuration,
as discussed in
greater detail below). In some embodiments, the seat receiver members 564b
also support the
seat base 26b. Although shown in FIGs. 94-97 with the seat alignment members
562b having a
male portion and the seat receiver members 564b having a female portion, these
roles can be
reversed such that a male portion is positioned on the seat support frame 146
(or is an integral
part thereof) and a female portion is positioned on the seat structural
portion 554b (or is an
integral part thereof). Other arrangements and structures can also be
employed.
With regard to FIGs. 92 and 93, an embodiment of a passenger seat base 26c is
shown.
In some embodiments, the passenger seat base 26c is removably coupled to one
or more portions
of the seat support frame 146 (FIGs. 94-97). In some embodiments, the
passenger seat base 26c
includes one or more structural portions 554c (e.g., frame members) and a
cushion 556c. The
seat structural portions 554c can comprise any suitable material, for example
metal (e.g., steel),
composite, plastic, glass-filled nylon, etc. In some embodiments, the
passenger seat base 26c
includes one or more seat attachment members 558c. The seat attachment members
558c can
facilitate attachment of the seat base 26c to one or more portions of the seat
support frame 146
(FIGs. 94-97). In some embodiments, the seat attachment members 558c comprise
one or more
hooks. The one or more hooks, in turn, are matingly coupled to seat support
pins 560c (FIGs.
95-97). Although shown with the seat base 26c having hooks and the seat
support frame 146
having seat support pins 560c, the seat base 26c can alternatively comprise
supports pins and the
seat support frame 146 can have hooks. Further, the seat support frame 146 and
seat base 26c
can comprise any suitable mating, interlocking, coupling structure(s). In some
embodiments, the
seat base 26c (e.g., seat structural portion 554c) includes one or more seat
alignment members
562c. The seat alignment members 562c mate with seat receiver members 564c
(FIGs. 94-97).
In some embodiments, the seat receiver members 564c facilitate alignment of
the seat base 26c
with respect to the seat support frame 146 when the seat base 26c is placed on
the seat support
frame 146 (e.g., upon returning the seat base 26c to a seating configuration,
as discussed in
greater detail below). In some embodiments, the seat receiver members 564c
also support the
seat base 26c. Although shown in FIGs. 94-97 with the seat alignment members
562c having a
male portion and the seat receiver members 564c having a female portion, these
roles can be
reversed such that a male portion is positioned on the seat support frame 146
(or is an integral
34
CA 2998648 2018-03-21
part thereof) and a female portion is positioned on the seat structural
portion 554c (or is an
integral part thereof). Other arrangements and structures can also be
employed.
FIGs. 94-97 show progressive views for removing and storing the seat bases 26b
and 26c.
Reference is further made to FIGs. 86 and 87. As illustrated in FIG. 94, front
portions of the seat
bases 26b and 26c are rotated upwardly about an axis of the seat support pins
560 such that the
seat alignment members 562 are free and clear of the seat receiver members
564. With regard to
FIG. 95, the seat bases 26b, 26c are removed from the seat support frame 146.
As further shown
in FIGs. 95-97, in some embodiments, the seat backs 28b, 28c are supported by
one or more
lower seatback supports 566. In some embodiments, the lower seatback supports
556 are
coupled to the lateral rear cab frame member 154 (FIG. 111), for example via
one or more
fasteners. In some embodiments, the lower seatback supports 566 comprise hook
members into
which a portion of the seat backs 28b, 28c extends. In some embodiments, the
lower seatback
supports 566 have an axis which is collinear with a seatback axis 568 (FIG.
95), discussed
below.
Referring to FIG. 96, in some embodiments, the seat backs 28b, 28c are rotated
forward.
In some embodiments, the seat backs 28b, 28c are rotated about seatback axis
568 (FIG. 95).
Referring to FIGs. 86 and 87, in some embodiments, the seat backs 28b, 28c are
coupled together
via one or more seatback bridging members 570, for example an upper seatback
bridging
member 572 and a lower seatback bridging member 574. In some embodiments, the
lower
seatback bridging member 572 comprises a metallic member (e.g., tubular
member) that is bent
or formed into an appropriate shape. The lower seatback bridging member 574
can be formed
from any suitable material (e.g., metal, plastic, composite, etc.) and in any
suitable way. In some
embodiments, the lower seatback bridging member 574 is coupled to one or more
structural
portions of the seat backs 28b, 28c. In some embodiments, the lower seatback
bridging member
574 is coupled to structural portions of each of the seat backs 28b, 28c in
three locations, as
illustrated in FIG. 86, for example via fasteners (e.g., screws, bolts, etc.)
(not shown).
In some embodiments, the upper seatback bridging member 572 comprises a
metallic
member that is bent or formed into an appropriate shape. In some embodiments,
the upper
seatback bridging member 572 is formed from a piece of sheet metal (e.g.,
sheet steel) which is
bent. In some embodiments, the upper seatback bridging member 572 has one or
more holes
which receive fasteners (e.g., to couple the upper seatback bridging member
572 to one or more
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structural portions of each of the seat backs 28b, 28c) (e.g., screws, bolts,
etc.) (not shown). In
some embodiments, the upper seatback bridging member 572 includes one or more
upper
seatback receiver members 576, which mate with the seatback alignment members
578 (IFG.
85). Although shown with the female member (e.g., upper seatback receiver
member(s) 576)
being a portion of (or coupled to) upper seatback bridging member 572 and the
male member
(e.g., seatback alignment member(s) 578) being a portion of (or coupled to)
the seatback body
panel 580, the male member can be a portion of (or coupled to) the upper
seatback bridging
member 572 and the female member (e.g., seatback alignment member(s) 578) can
be a portion
of (or coupled to) the seatback body panel 580. Other configurations,
fasteners, etc. are also
suitable. In some embodiments, the seatback body panel 580 is coupled (e.g.,
fastened via one or
more fasteners (e.g., screws, bolts, etc.)) to the ROPS cross member 208, as
shown in FIG. 85.
Returning to FIG. 86, in some embodiments, the upper seatback bridging member
572
includes one or more seatback retainer apertures 582. Further, as shown in
FIG. Fig. 85, one or
more seatback fastening members 584 are coupled to the seatback body panel 580
such that the
seatback fastening member(s) 584 matingly engages with the one or more
seatback retainer
apertures 582. In some embodiments, the seatback fastening member 584 is a
quarter-turn
fastener, as shown.
Returning now to FIG. 96, the seat bases 26b, 26c are stowed forward of the
rear portion
of the seatback body panel 580 (see also FIG. 111). Thereafter, as illustrated
in FIG. 97, the seat
backs 28b, 28c are rotated rearwardly into an upright configuration and the
seatback fastening
member 584 is oriented (e.g., turned 1/4 turn) to retain the upper seatback
bridging member 572.
As shown in the cross-section of FIG. 111, the seat base 26b is shown in both
configurations: (1)
in a stowed configuration, wherein the seat base 26b is positioned forward of
the rear portion of
the seatback body panel 580 and rearward of the seat back 28b, and (2) in an
seating
configuration, wherein the seat base 26b is situated such than an operator can
sit on it.
In order to orient the seat bases 26b, 26c from a stowed configuration to a
seating
configuration, the process is reversed. Specifically, after orienting the
seatback fastening
member 584 in an appropriate fashion, the seat back 28b, 28c is rotated
forwardly about seatback
axis 568 (FIG. 95). Thereafter, the seat bases 26b, 26c are removed from their
stowed location,
positioned relative to the seat support pins 560, and then rotated about an
axis defined by the seat
support pins 560 until the seat alignment members 562 are received within the
seat receiver
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members 564, as shown in FIGs. 93-96.
In some embodiments, the seat back 28b, 28c can be removed by orienting the
seatback
fastening member 584 (e.g., rotating 1/4 turn to unlock), rotating a top
portion of the seat back
28b, 28c forwardly about seatback axis 568 (FIG. 95), and lifting the seatback
28b, 28c such that
the lower seatback bridging member 574 (FIG. 86) is free of the lower seatback
supports 566
(FIG. 95).
Returning to FIGs. 78 and 79, in some embodiments, the vehicle 10 includes a
rear splash
panel 586. In some embodiments, the vehicle includes left (586a) and right
(586b) rear splash
panels. In some embodiments, one or both of the rear splash panels 586a, 586b
include rear
splash panel attachment tabs 588. In some embodiments, the rear splash panel
attachment tabs
588 couple the rear splash panels 586a, 586b to the adjacent body panel or
frame member, as
discussed in greater detail below. In some embodiments, the splash panel
attachment tabs 588
include barbs to facilitate a positive connection to maintain hold between the
panels.
Turning now to FIGs. 98 and 123, in some embodiments, the bumper 92 is coupled
to the
main frame 74, for example via one or more bumper brackets 100. In some
embodiments, the
bumper brackets 100 are coupled to portions of the main frame 74 for example
via one or more
fasteners (e.g., bolts). In some embodiments, the bumper brackets 100 are
coupled, via fasteners,
to frame bumper mounts 590. In some embodiments, the frame bumper mounts 590
are welded
to front joining frame members 184, respectively. In some embodiments, the
bumper 90 is
formed from more than components that are fastened together, for example via
fasteners. In
some embodiments, the bumper 92 is coupled to the bumper brackets 100 via one
or more
fasteners.
Referring specifically to FIG. 98, in some embodiments, the bumper 92 has a
winch
guide 592 coupled thereto, for example via one or more fasteners. In some
embodiments, a
winch 594 is positioned rearwardly of at least a portion of the bumper 92. In
some
embodiments, at least a portion of the bumper 92 is positioned longitudinally
between the winch
guide 592 and the winch 594.
With regard to FIGs. 99 and 100, in some embodiments, a cooling system 596 is
shown,
for example, in relation to a diesel engine. As illustrated, in some
embodiments, the cooling
system 596 includes a radiator 598, fill tank 600, coolant feed conduit 602,
and coolant return
conduit 604. In some embodiments, the fill tank 600 also serves as an overflow
tank. With
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regard to FIG. 99, in some embodiments, the fill tank 600 is positioned
rearwardly of the core
support member 606.
With regard to FIGs. 101 and 102, in some embodiments, the cooling system 596
is
shown, for example, in relation to a gasoline engine. As illustrated, in some
embodiments, the
cooling system 596 includes a radiator 598, fill tank 600, coolant feed
conduit 602, and coolant
return conduit 604. In some embodiments, the fill tank 600 also serves as an
overflow tank.
With regard to FIG. 101, in some embodiments, the fill tank 600 is positioned
rearwardly of the
core support member 606.
Turning now to FIGs. 103 ¨ 105, an embodiment of one or more portions of
exhaust and
intake systems are illustrated in respective figures. In FIG. 103, portions of
illustrative intake
and exhaust systems are shown in relation to a diesel engine. In some
embodiments, an intake
system 608 includes (FIG. 104) an air filter assembly 610, an engine intake
duct member 612
(e.g., rubber hose), filter support member 614, first engine intake conduit
616 (e.g., angled
rubber hose), second engine intake conduit 618 (e.g., plastic tube, aluminum
tube), and third
engine intake conduit 620 (e.g., angled rubber hose). In some embodiments, the
third engine
intake conduit 620 is coupled to an intake manifold or throttle body, for
example via a hose
clamp.
With regard to FIG. 105, in some embodiments, an exhaust system 622 includes a
first
exhaust gasket 624, a first exhaust pipe 626, an exhaust donut 628, one or
more exhaust retaining
members 630 (e.g., springs), a second exhaust pipe 632, a second exhaust
gasket 634, a muffler
636, and one or more exhaust support members 638. In some embodiments, the
first exhaust
pipe 626 is coupled (e.g., via fasteners such as nuts) to an exhaust manifold.
In some
embodiments, the exhaust retaining members 630 couple the first and second
exhaust pipe 626,
632 together. In some embodiments, the exhaust support members 638 are welded
to portions of
the muffler 636 and, as shown in FIG. 103, support the muffler 636 (or other
component of the
exhaust system 622) via one or more exhaust isolators 640 (e.g., rubberized
inserts).
In FIGs. 106 ¨ 109, an embodiment of one or more portions of exhaust and
intake
systems are illustrated in respective figures. In FIG. 106, portions of
illustrative intake and
exhaust systems are shown in relation to a gasoline engine, however, the type
of engine is only
illustrative. Further, the engine can be an HCCI (homogeneous charge
compression ignition),
HCSI (homogeneous charge spark ignition), SCCI (stratified charge compression
ignition),
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RCCI (reactively controlled compression ignition), etc., with any appropriate
fuel type (gas,
propane, diesel, etc.).
With regard to FIG. 107, in some embodiments, an intake system 608 includes an
air
filter assembly 610, an engine intake duct member 612 (e.g., rubber hose),
filter support member
614, first engine intake conduit 616 (e.g., angled rubber hose), second engine
intake conduit 618
(e.g., plastic tube, aluminum tube), and third engine intake conduit 620
(e.g., angled rubber
hose). In some embodiments, the third engine intake conduit 620 is coupled to
an intake
manifold or throttle body, for example via a hose clamp. As further shown in
FIG. 107, in some
embodiments, the intake system 608 includes a breather tube 642. As shown FIG.
106, in some
embodiments, the breather tube 642 is in fluid communication with a portion of
the prime mover
376 (e.g., engine), such as valve cover 644. The breather tube 642 can provide
ventilation for the
engine.
With regard to FIGs. 108 and 109, in some embodiments, an exhaust system 622
includes
a first exhaust gasket 624, a first exhaust pipe 626, an exhaust donut 628,
one or more exhaust
retaining members 630 (e.g., springs), a second exhaust pipe 632, a second
exhaust gasket 634, a
muffler 636, and one or more exhaust support members 638. In some embodiments,
the first
exhaust pipe 626 is coupled (e.g., via fasteners such as nuts) to an exhaust
manifold 646 (FIG.
108). In some embodiments, the exhaust retaining members 630 couple the first
and second
exhaust pipe 626, 632 together. In some embodiments, the exhaust support
members 638 are
welded to portions of the muffler 636 and, as shown in FIG. 103, support the
muffler 636 (or
other component of the exhaust system 622) via one or more exhaust isolators
640 (e.g.,
rubberized inserts). In some embodiments, the exhaust system 622 further
includes a bung 648
for an oxygen sensor 650 (02 sensor).
FIG. 110 shows a top view of an embodiment of a vehicle 10, while FIG. 111
shows the
vehicle of FIG. 110 in cross-section. As illustrated in FIG. 111, in some
embodiments, the cargo
box 18 tilts with respect to the frame 14, for example to dump cargo out of
the cargo box 18. In
some embodiments, the cargo box tilts about tilt axis 652 (also shown in FIG.
118). In some
embodiments, the rear joining frame member 156 includes a sloped portion 654,
which provides
clearance for the cargo box 18 when it is tilted, as shown in FIG. 113. In
some embodiments, a
portion of the cargo box 18 extends forwardly of a portion of the seatback
body panel 580, as
illustrated in FIG. 111. Moreover, in some embodiments, when the seat base 26b
(or 26c) is in
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CA 2998648 2018-03-21
the stowed configuration, a portion of the cargo box 18 is forward of at least
a portion of the seat
base 26b (or 26c).
With regard to FIG. 113, in some embodiments, the vehicle 10 includes a hip
restraint
656. Although the vehicle 10 is shown in FIG. 113 with both a side restraint
76 and a hip
restraint 656, the vehicle 10 will have, in some embodiments, either a side
restraint 76 or a hip
restraint 656, but not both. As illustrated in FIG. 112, in some embodiments,
the hip restraint
656 is coupled to the rear outer frame member 78 and the first seating support
member 142.
Referring to FIGs. 114-119, in some embodiments, the cargo box 18 has a first
lateral
side 658, a second lateral side 660, a front side 662, and a rear side 664. In
some embodiments,
the rear side 664 comprises a tailgate 666. In some embodiments, the front
side 662 includes a
portion that extends upward away from cargo box 18. This upward extending
portion is located
adjacent to ROPS cross member 208 (shown in FIG. 14) to act as a noise barrier
between cargo
box 18 and passengers. In some embodiments, the upward extending portion
directly abuts
ROPS cross member 208. In other embodiments, the upward extending portion is
situated to
allow cargo box 18 to tilt as shown in FIG. 113.
In some embodiments, the vehicle 10 includes a cargo box assembly 682. In some
embodiments, the cargo box assembly 682 includes the cargo box 18, a tilt
release member 668
(FIG. 115), and one or more tilt release catches 670. In some embodiments, the
tilt release
member 668 is formed from piece of metallic (e.g., steel) rod or tubing that
is formed into the
appropriate shape. In some embodiments, the one or more tilt release catches
670 have a latch
portion that releasably catches on latch pin 672 (FIG. 78). In some
embodiments, the tilt release
member 668 further tilt handle 674. The tilt handle 674 is pulled upwardly to
release the catch
from the latch pin 672 (FIG. 78) such that the cargo box 18 can be tilted.
Although shown as
having a circular cross section, the latch pin 672 can have any desirable
shape. For example, it
can be formed from square tubing, round tubing, a bracket, etc. In some
embodiments, the tilt
release member 668 interfaces with one or more biasing members 676 (e.g.,
springs, torsion
springs), such that tilt release member 668 is biased into a latched
configuration.
With regard to FIG. 115, in some embodiments, the cargo box assembly 682 has a
tilt
shock 678. In some embodiments, the tilt shock 678 resists quick raising or
lowering of the
cargo box 18. In some embodiments, the tilt shock 678 is coupled, for example
via a fastener, to
one or more box supporting ribs 680 or channel members.
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Referring to FIG. 116, in some embodiments, the cargo box assembly 682 further
includes at least one protective cover 684, one or more tailgate handles 686,
one or more handle
latches 688 (for example, over center latches), one or more latch receivers
690, one or more
tailgate hinge members 692, one or more tailgate hinge bushings 694, one or
more tailgate
support members 696 (e.g., cables), one or more bumper members 698, and one or
more tilt
release mounts 700. In some embodiments, the protective cover 684 protects a
portion of the
wiring harness (not shown), for example a portion of the wiring harness that
connects to a brake
light. In some embodiments, a portion of the wiring harness (not shown) is
routed between
opposing lateral sides of the protective cover 684. In addition, hardware
(e.g., fasteners such as
nuts, bolts, screws, etc.) can be utilized to assemble various components, as
illustratively shown
in FIG. 116. In some embodiments, the bumper members 698 are formed from an
elastomeric
material (e.g., rubber). In some embodiments, a bottom surface of the bumper
members 698
rests on a portion of the frame 14, as shown in FIG.111, for example when the
cargo box 18 is in
a lowered configuration. In some embodiments, the bumpers 698 rest on the rear
upper frame
members 124 (FIG. 111).
In some embodiments, the cargo box 18 is formed from a metallic material, such
as steel
or aluminum. In some embodiments, the cargo box 18 is formed from one or more
sheets of
steel that are bent into an appropriate shape, as illustratively shown in
FIGs. 117-119, to form the
floor of the cargo box 18, one or more portions of the first lateral side 658,
second lateral side
660, front side 662, rear side 664, and tailgate 666. In some embodiments, one
or more plastic
body panels are attached to exterior portions of the bent metallic sheets
which form structural
portions of the cargo box 18.
Turning to FIGs. 120-122, in some embodiments, a fuel tank 112 and portions of
a fuel
system 702 are shown. The fuel system 702 includes the fuel tank 112, filler
neck 38, fuel cap
36, fuel supply line 704, fuel return line 706, fuel level sender 708, fuel
filter 710, pressure
release valve 712, and vent tube 714. In some embodiments, the fuel level
sender 708
communicates with a fuel gauge on the dash to display the level of fuel in the
fuel tank 112
operator. In some embodiments the pressure release valve 712 can vent pressure
inside or
outside the tank in order to equalize pressure inside the tank with respect to
the atmosphere. In
some embodiments, the pressure release valve 712 is a rollover valve, such
that, in the event the
fuel tank 112 is tipped, liquid fuel does not leak out of the fuel tank 112.
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With regard to FIG. 122, in some embodiments, the fuel tank 112 includes a
protruding
portion 716 (discussed previously). In some embodiments, the fuel tank 112
also includes a
recessed portion 718, which can facilitate locating the fuel tank 112 relative
to a frame member,
panel (e.g., first panel 114), body panel, etc.
With regard to FIGs. 124-131, one or more panels (e.g., plastic body panels)
are shown.
In FIGs. 124 and 125, in some embodiments, the vehicle 10 has a hood 720,
bridging dash
member 722, upper dash member 724, and lower dash member 726, and glovebox
door 728. In
some embodiments, the hood 720 is removable, hingeable, etc. to facilitate
access to a
compartment, accessory, electrical, radiator, etc. which may be located under
the hood 720.
With regard to FIGs. 126 and 127, in some embodiments, the vehicle 10 includes
an
upper fascia member 730, intermediate fascia member 732, and lower fascia
member 734. In
some embodiments, the upper fascia member 730 includes a grille 736, which can
be integrally
formed with the remainder of the upper fascia member 730 or it can be formed
separately and
coupled (e.g., with tabs, fasteners, etc.) to the remainder of the upper
fascia member 730. In
some embodiments, the radiator is located rearwar dly of the grille 736.
As shown in FIGs. 128 and 129, in some embodiments, the vehicle 10 includes a
fender
panel member 738 and a fender trim member 740. In some embodiments, the fender
trim
member 740 is coupled to the fender panel member 738 via one or more trim
member attachment
tabs 742, which fit into tab apertures in the fender panel member 738.
Turning to FIGs. 130 and 131, in some embodiments, one or more portions of the
cargo
box assembly 682 are formed from one or more plastic or composite materials.
In some
embodiments, the cargo box 18 is formed in a single molding process, for
example from a high-
density polyethylene (HDPE) with a foaming agent. In some embodiments, the
cargo box
assembly 682 further includes a box sub-frame 744, upper cargo box body panel
56, and lower
cargo box body panel 746. In some embodiments, the tailgate 666 includes an
inner tailgate
member 748, and an outer tailgate member 750. In some embodiments, the inner
tailgate
member 784 is formed from a sheet of stamped metal (e.g., stamped sheet
metal). In some
embodiments, the outer tailgate member 750 is formed from an HDPE material. In
some
embodiments, the upper cargo box body panel 56 is formed from a thermoplastic
olefin (TPO) or
an ionomer resin such as DuPont's Surlyn. In some embodiments, the lower
tailgate member
748 is formed from HDPE. These materials are only illustrative, and other
materials such as
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CA 2998648 2018-03-21
thermoplastics, thermosets, metals, metal alloys, composites, etc. can also be
used. In some
embodiments, the box sub-frame 744 is formed from one or more steel
components, which may
be welded or otherwise fastened together (e.g., using fasteners).
In some embodiments, the cargo box assembly 682 further comprises one or more
tie-
down members 752. The tie-down members 752 are coupled, for example via one or
more
fasteners, to the cargo box 18, as illustratively shown in FIG. 131. In some
embodiments, the
cargo box assembly 682 includes one or more box retainers 754. In some
embodiments, the box
retainers 754 secure the floor of the cargo box 18 to one or more portions of
the box sub-frame
744, for example via fasteners such as bolts (e.g., carriage bolts), nuts,
and/or screws, etc.
Turning to FIGs. 133 ¨ 137, in some embodiments, the one or more doors 62
comprises a
door which vertically spans only a portion of the cab opening. For example, in
some
embodiments, an upper edge of the door 62 extends upwardly to a position that
is 1/2 - 4" above
the top of the seat base 26a, as illustratively shown in FIG. 2. The upper
edge of the door 62 can
also be below the top of the seat base 26a, level with the seat base 26a, or
any other suitable
height. In some embodiments, the doors 62 include an outer door panel 756 and
an inner door
panel 758. In at least some embodiments, the door 62 is part of a door
assembly 760. In some
embodiments, the door assembly 760 further includes an outer door handle 762,
a door hinge
766, and a door latch assembly 768. One or more portions of the door latch
assembly 768 are
coupled to the frame 14 (FIG. 5), for example via one or more fasteners (e.g.,
nuts, bolts, screws,
etc.). Further, one or more portions of the door hinge 766 may be coupled to
the frame 14, seat
support frame 146, etc., for example via one or more fasteners (e.g., nuts,
bolts, screws, etc.). In
some embodiments, a portion of the door hinge 766 is coupled to the first
seating support
member 142 (FIG. 12).
In some embodiments, actuation of the outer door handle 766 unlatches the door
latch
assembly 768, permitting the door 62 to open. Although not shown in FIGs. 133-
137, in some
embodiments, the door assembly 760 also includes an inner door handle, by
which an operator
can unlatch the door assembly 768 to open the door 62.
Referring to FIGs. 134-135, in some embodiments, the inner door panel 758
includes a
door pocket 770. In some embodiments, the door pocket 770 is at least partly
defined by a space
between the inner door panel 758 and outer door panel 756.
Turning now to FIGs. 138-142, in some embodiments, the vehicle 10 includes a
roof
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assembly 772, a brush guard 774 (FIG. 138), and one or more side windows 776.
In some
embodiments, the vehicle 10 further includes front and rear windshields, which
may have one or
more transparent portions that pivot outwardly, slide (e.g., rear sliding
windows), include one or
more accessories (e.g., wiper and washer assemblies), etc. As shown in FIG.
141, in some
embodiments, the roof assembly 772 includes an inner front panel 778, an outer
front panel 780,
and an outer main panel 782. In some embodiments, for example as shown in FIG.
141, the
inner front panel 778 and outer front panel 780 are coupled to one another,
for example via one
or more fasteners (e.g., clips, screws, bolts, nuts, etc.). In some
embodiments, the roof assembly
772 include a headliner (not shown), roof console, and/or one or more roof
mounted controls
(e.g., light switch), roof mounted storage areas, etc.
In some embodiments, one or more of the body panels can be formed from a
composite
material, HDPE material, TPO material, or other suitable material. In some
embodiments, one or
more of the panels (e.g., rear cab-side panel 32, upper cargo box body panel
56, lower cab panel
64, front splash panel 268, seatback body panel 580, rear splash panel 586,
hood 720, bridging
dash member 724, lower dash member 726, glovebox door 728, upper fascia member
730,
intermediate fascia member 732, lower fascia member 734, fender panel member
738, fender
trim member 740, lower cargo box body panel 746, inner tailgate member 748,
outer tailgate
member 750, outer door panel 756, inner door panel 758, inner front panel 778,
outer front panel
780, outer main panel 782) can be formed from a composite material having a
resin and fibers.
In some embodiments, the fibers have an average fiber length of 0.2 -2 inches.
In some
embodiments, the fibers have an average fiber length of 0.5-1.5 inches, and in
some
embodiments, the fibers have an average fiber length of 0.75-1.25 inches. In
some
embodiments, the fibers have an average fiber length of 1 inch. In some
embodiments, one or
more of the panels (e.g., rear cab-side panel 32, upper cargo box body panel
56, lower cab panel
64, front splash panel 268, seatback body panel 580, rear splash panel 586,
hood 720, bridging
dash member 724, lower dash member 726, glovebox door 728, upper fascia member
730,
intermediate fascia member 732, lower fascia member 734, fender panel member
738, fender
trim member 740, lower cargo box body panel 746, inner tailgate member 748,
outer tailgate
member 750, outer door panel 756, inner door panel 758, inner front panel 778,
outer front panel
780, outer main panel 782) is formed via a Reaction Injection Molding process
(RIM), which can
utilize IMP (In-mold-paint). In some embodiments, the composite utilizes a
polyurethane. In
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some embodiments, polyurethane based composites include chopped glass
reinforcement fibers,
structural foam, and elastomers. In some embodiments, the composite is a
dicyclopentadiene
(DCPD) composite or a fiberglass/polyester composite.
In some embodiments, the composite uses a 2-part thermoset polyurethane
[Iso/poly]
material. In some embodiments, one or more of the panels (e.g., rear cab-side
panel 32, upper
cargo box body panel 56, lower cab panel 64, front splash panel 268, seatback
body panel 580,
rear splash panel 586, hood 720, bridging dash member 724, lower dash member
726, glovebox
door 728, upper fascia member 730, intermediate fascia member 732, lower
fascia member 734,
fender panel member 738, fender trim member 740, lower cargo box body panel
746, inner
tailgate member 748, outer tailgate member 750, outer door panel 756, inner
door panel 758,
inner front panel 778, outer front panel 780, outer main panel 782) has a high
gloss (class "A")
on one or more of the surfaces (e.g., exterior surface). In some embodiments,
one or more of the
panels (e.g., rear cab-side panel 32, upper cargo box body panel 56, lower cab
panel 64, front
splash panel 268, seatback body panel 580, rear splash panel 586, hood 720,
bridging dash
member 724, lower dash member 726, glovebox door 728, upper fascia member 730,
intermediate fascia member 732, lower fascia member 734, fender panel member
738, fender
trim member 740, lower cargo box body panel 746, inner tailgate member 748,
outer tailgate
member 750, outer door panel 756, inner door panel 758, inner front panel 778,
outer front panel
780, outer main panel 782) has color on only one side of the panel. In some
embodiments, one
or more of the panels (e.g., rear cab-side panel 32, upper cargo box body
panel 56, lower cab
panel 64, front splash panel 268, seatback body panel 580, rear splash panel
586, hood 720,
bridging dash member 724, lower dash member 726, glovebox door 728, upper
fascia member
730, intermediate fascia member 732, lower fascia member 734, fender panel
member 738,
fender trim member 740, lower cargo box body panel 746, inner tailgate member
748, outer
tailgate member 750, outer door panel 756, inner door panel 758, inner front
panel 778, outer
front panel 780, outer main panel 782) is formed via compression molding,
using fiberglass
reinforced plastics, and/or resin transfer molding.
In some embodiments, one or more of the roof panels (e.g., inner front panel
778, outer
front panel 780, outer main panel 782) provides falling object protection, for
example when is
formed using fibers having an average fiber length of 0.5-1.5 inches.
In some embodiments, one or more of the panels (e.g., rear cab-side panel 32,
upper
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cargo box body panel 56, lower cab panel 64, front splash panel 268, seatback
body panel 580,
rear splash panel 586, hood 720, bridging dash member 724, lower dash member
726, glovebox
door 728, upper fascia member 730, intermediate fascia member 732, lower
fascia member 734,
fender panel member 738, fender trim member 740, lower cargo box body panel
746, inner
tailgate member 748, outer tailgate member 750, outer door panel 756, inner
door panel 758,
inner front panel 778, outer front panel 780, outer main panel 782) includes
one or more
composite materials, which can include carbon fiber, fiberglass, and Kevlar.
In some
embodiments, one or more of these materials can be utilized to provide light
armament for the
vehicle 10, for example small-arms fire ballistic protection. Additionally,
nomex, titanium, steel,
epoxy, or polyester resins can be utilized. Further still, additional panels
can be added, for
example, between inner and outer door panels, which are formed form a material
which provides
ballistic protection (e.g., Kevlar composites, as previously discussed).
In some embodiments, driveline can also include a differential between the
front and rear
differentials. Thus, the utility vehicle 10 can have one, two, three, or more
differentials. The
differentials can be oriented laterally or longitudinally. For example, a
differential coupling the
front and rear differentials can be oriented longitudinally, while front and
rear differentials can
be oriented laterally.
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APPENDIX
CAB AND FASTENERS FOR VEHICLE CAB
Summary
A utility vehicle including a cab assembly, a roof assembly, a windshield
assembly, a rear
window assembly, and two or more couplers attached to one or more ROPS
members. The
couplers are each aligned with and are releasably connected with a buckle
insert attached to one
or more of the roof assembly, windshield assembly, rear window assembly and
doors of the cab
assembly.
Detailed Description
As shown in perspective views FIGs. 144-145 and exploded views FIGs. 146-147,
a
utility vehicle 10 comprises at least a cab assembly 12 which, in some
embodiments, includes
one or more doors 14, rear window assembly 16, windshield assembly 18, and
roof assembly 20.
In some embodiments, one or more of the doors 14, rear window assembly 16,
windshield
assembly 18, and roof assembly 20 are removable from the utility vehicle 10 by
removing or
actuating a fastener.
With regard to FIGs.. 148 and 149A-B, in some embodiments, the roof assembly
20
includes a rear roof portion 22 and a front roof portion 24. The rear roof
portion 22 and front
roof portion 24 can be fastened together, integrated, or isolated components.
In some
embodiments, the roof assembly 20 further includes one or more ROPS (Rollover
Protective
Structures) couplers 26. In some embodiments, the ROPS couplers 26 have a
profile that
engages the ROPS tubing or members such that the ROPS couplers 26 can be
secured to the
ROPS tubing using one or more fasteners 28 (see FIG. 150). In some
embodiments, a securing
member 30 is coupled to the ROPS couplers 26, for example, and/or one or more
fasteners 28.
The securing member 30 can comprise a flat plate of material, however other
shapes are also
permissible.
Returning to FIG. 148, in some embodiments, the roof assembly 20 further
includes one
or more buckle inserts 32. The buckle inserts 32 can be attached to the roof
assembly 20 at a
first surface and releasably contacted with buckle retainers 34 at a second
surface. The buckle
inserts 32 can be selectively held in place by the buckle retainers 34 or
removed from the ROPS
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couplers 26 by pressing on a portion of the buckle retainer 34 to release the
buckle insert 32. In
some embodiments, the buckle retainer 34 includes a barb portion (not shown)
that catches on an
aperture 36 in the buckle insert 32. Upon pressing on a portion of the buckle
retainer 34,
however, the barb portion releases the aperture 36 and the buckle insert 32
can be selectively
removed from the ROPS coupler 26.
In turn, the buckle inserts 32 are attached (e.g., by one or more fasteners)
to one or more
portions of the rear window assembly 16, windshield assembly 18, and/or rear
roof portion 22.
Complementary couplers 26 are positioned on the ROPS tubing or members to
releasably contact
or connect via buckle retainers 34.
As further shown in FIG. 148, in some embodiments, the roof assembly 20
further
includes one or more standoff members 38 which are coupled to the rear roof
portion 22, for
example via one or more fasteners. The standoff members 38 can be formed form
bent sheet
metal, for example.
FIG. 149A shows a bottom or underside view of a rood assembly 20. One or more
buckle
inserts can be positioned near the perimeter of the roof assembly or in
alignment with an ROPS
tubing adjacent the roof assembly 20. FIG. 149B shows a top view of roof
assembly 20. FIG.
151 shows a perspective view of an example roof assembly 20 with coupler 26
attached.
As discussed above, the couplers 26 can be additionally positioned on one or
more of
doors 14, rear windshield assembly 16, and windshield assembly 18. FIG. 152
shows four
couplers attached to ROPS tubing at a windshield assembly 18. The buckle
inserts 32 are
releas ably or removably connected to buckle retainers 34. As shown in the
figure, the
windshield assembly can be removed by engaging the coupler 26 at buckle
retainer 34.
FIGs. 153A-B show a coupler 26 assembly 26 in an engaged (FIG. 153B) and
disengaged
(FIG. 152A) position. In the engaged position, the buckle insert 32 is
releasably secured within
buckle retainer 34 of coupler 26. By physically contacting the buckle retainer
34 (such as by
pushing, pulling, pressing, etc.), the buckle insert 32 is released from
coupler 26 (disengaged
position shown in FIG. 153A). FIGs. 153C-D show engaged and disengaged
positions when the
buckle insert 32 is attached to a roof assembly 20.
There is thus provided an off-road vehicle comprising: a cab; a roof portion,
windshield,
and rear window; a plurality of ROPS couplers secured to one or more ROPS
members; and one
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or more buckle inserts which are selectively releasable from the ROPS members,
wherein at least
one of buckle inserts is attached to at least one of the roof portion,
windshield, and rear window.
There is also provided a utility vehicle comprising: a cab assembly; a roof
assembly; a
windshield assembly; a rear window assembly; and two or more couplers attached
to one or
more ROPS members; wherein the couplers are each aligned with and are releas
ably connected
with a buckle insert attached to one or more of the roof assembly, windshield
assembly, rear
window assembly and doors of the cab assembly.
In one aspect, of the utility vehicle, each coupler includes a buckle retainer
for receiving
a buckle insert.
In a further aspect, each buckle insert includes an aperture for securing with
the buckle
retainer of the coupler.
In another aspect, the ROPS member comprises tubing.
In a further aspect, the couplers each further comprise a fastener for
securing the coupler
to a ROPS member.
In still a further aspect, there is further provided a securing member,
positioned between
the coupler and the ROPS member.
In another aspect, the securing member contacts both the coupler and fastener.
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