Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
THREE-WHEELED VEHICLE
BACKGROUND OF THE DISCLOSURE
[0001] The present disclosure generally relates to an on-road vehicle and,
more
particularly, to a three-wheeled vehicle configured with a cooling assembly
supported at a
front end thereof.
[0002] Various vehicles have an engine and other components of a poweitiain
assembly positioned at the front of the vehicle. However, also positioned at
the front of the
vehicle is the front suspension, the front wheels, various electrical
components, and the
cooling system. As such, it may be difficult to package and organize such
large systems at
the front of the vehicle without significantly increasing the size of the
front end of the
vehicle.
[0003] Additionally, and with respect to the cooling system, various
components
thereof, such as the radiator, must be arranged in a certain configuration in
order to operate
properly. For example, the radiator cannot be blocked by other components
because the air
flow to the radiator would be impeded. As such, the radiator must be
positioned in such a
way to receive the appropriate air flow for cooling the engine but also must
be arranged with
all other components at the front end of the vehicle.
[0004] Therefore, there is a need to configure various systems and
components of a
vehicle, especially at the front end thereof, in an efficient packaging
arrangement that allows
for proper operation of the systems without substantially increasing the size
of the vehicle.
At the same time, the need exists in fan operated cooling systems to protect
the fans from
being driven by the air flow of the vehicles at higher operating speeds.
SUMMARY OF THE DISCLOSURE
[0005] In one embodiment of the present disclosure, a vehicle comprises a
plurality
of ground-engaging members; a frame assembly supported by the ground-engaging
members;
a powei Li ain assembly supported by the frame and including at least an
engine; and a cooling
assembly fluidly coupled to at least the engine and including a radiator and
at least one fan
positioned rearward of the radiator; a rear shroud positioned intermediate the
radiator and the
fan; and an air bypass assembly integrated with the rear shroud, the air
bypass assembly
comprising a bypass opening formed in the rear shroud, a bypass flap coupled
over the
bypass opening by way of a hinge, and at least one spring coupled between the
bypass flap
and the rear shroud whereby the bypass flap is normally spring loaded in a
shut position.
-I-
Date Recue/Date Received 2021-06-07
[0006] A further embodiment of the present disclosure includes a vehicle a
vehicle
comprising a plurality of ground-engaging members; a frame assembly supported
by the
ground-engaging members; a powertrain assembly supported by the frame and
including at
least an engine; a cooling assembly fluidly coupled to at least the engine and
including a
radiator and at least one fan positioned rearward of the radiator; a rear
shroud positioned
intermediate the radiator and the fan wherein the rear shroud has a curved
shape rear wall
extending between the radiator and the at least one fan; and an air bypass
assembly integrated
with the rear shroud, the air bypass assembly comprising a bypass opening
formed in the rear
shroud, a bypass flap coupled over the bypass opening by way of a hinge,
whereby the bypass
flap is normally spring loaded in a shut position, wherein the bypass opening
is positioned in
the rear wall at a position above the fan.
[0007] The above mentioned and other features of the invention, and the
manner of
attaining them, will become more apparent and the invention itself will be
better understood
by reference to the following description of embodiments of the invention
taken in
conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Fig. 1 is a front left perspective view of a three-wheeled vehicle
of the present
disclosure;
[0013] Fig. 2 is a rear right perspective view of the vehicle of Fig. 1;
[0014] Fig. 3 is a left side view of a front portion of the vehicle of
Fig. 1, illustrating a
location of a cooling system of the vehicle;
[0015] Fig. 4A is a front view of the front portion of the vehicle of Fig.
3, including
the location of the cooling system;
[0016] Fig. 4B is a front view of the front portion of the vehicle of Fig.
3, including
close out body panels;
[0017] Fig. 5 is a front left perspective view of a portion of a lower
frame assembly
supporting a powertrain assembly and the cooling assembly of the vehicle of
Fig. 1;
[0018] Fig. 6A is a front left perspective view of the powertrain assembly
and the
cooling assembly of Fig. 5;
[0019] Fig. 6B is a rear left perspective view of the powertrain assembly
and the
cooling assembly of Fig. 6A;
[0020] Fig. 7 is a front left perspective view of the cooling assembly of
Fig. 5 and a
front suspension assembly of the vehicle;
-2-
CA 3061098 2019-11-07
[0021] Fig. 8 is a lower rear left perspective view of a radiator, a
radiator shroud, and
a plurality of fans of the cooling assembly of Fig. 6B;
[0022] Fig. 9 is an exploded view of the radiator, radiator shroud, and
plurality of
fans of Fig. 8;
[0023] Fig. 10 is an exploded view of the fans and a shroud for the fans
of Fig. 8;
[0024] Fig. 11 is a front left perspective view of an air intake assembly
for the
powertrain assembly of Fig. 5;
[0025] Fig. 12 is an exploded view of the air intake assembly of Fig. 11;
[0026] Fig. 13 is a rear right perspective view of operator inputs for the
vehicle of
Fig. 1, including a clutch pedal and a brake pedal;
[0027] Fig. 14 is a rear left perspective view of the clutch pedal and
brake pedal of
Fig. 13 in a first position;
[0028] Fig. 15 is a rear left perspective view of the clutch pedal and
brake pedal of
Fig. 13 in a second position;
[0029] Fig. 16A is a rear right perspective view of the cooling assembly
and a
steering assembly supported on the frame assembly;
[0030] Fig. 16B is a bottom view of the steering assembly of Fig. 16A
supported on
the frame assembly rearward of the cooling assembly;
[0031] Fig. 17 is a front left perspective view of the steering assembly
of Fig. 16A;
[0032] Fig. 18A is an exploded view of a portion of the steering assembly
of Fig. 17;
[0033] Fig. 18B is a further exploded view of the portion of the steering
assembly of
Fig. 17, including a steering wheel adapter;
[0034] Fig. 19 is an exploded view of the steering wheel adapter of Fig.
18B;
[0035] Fig. 20 is a logic flowchart disclosing the operation and operating
conditions
of an electric power steering module of the steering assembly of Fig. 17;
[0036] FIG. 21 is a rear left perspective view of an alternate cooling
assembly having
an air bypass;
[0037] Fig. 22 is across-sectional view through lines 22-22 of Fig. 21;
[0038] Fig. 23 is an enlarged and exploded view of the air bypass
assembly;
[0039] Fig. 24 is an underside view of the bypass flap; and
[0040] Fig. 25 is an enlarged portion of the cross-sectional view of Fig.
22.
-3-
CA 3061098 2019-11-07
DETAILED DESCRIPTION OF THE DRAWINGS
[0041] Corresponding reference characters indicate corresponding parts
throughout
the several views. Unless stated otherwise the drawings are proportional.
[0042] The embodiments disclosed below are not intended to be exhaustive or
to limit
the invention to the precise forms disclosed in the following detailed
description. Rather, the
embodiments are chosen and described so that others skilled in the art may
utilize their
teachings. While the present disclosure is primarily directed to a three-
wheeled vehicle, it
should be understood that the features disclosed herein may have application
to other types of
vehicles such as all-terrain vehicles, utility vehicles, motorcycles,
watercraft, snowmobiles,
people movers, and golf carts. Additionally, such features may be applicable
to hybrid
vehicles, electric vehicles, and any other type of vehicle.
[0043] With reference to Figs. 1 and 2, a vehicle 2 is shown. Vehicle 2
includes a
front end 4 and a rear end 6 positioned along a longitudinal axis L (Fig. 1).
A plurality of
ground engaging members, including front wheels 8 and a single rear wheel 10,
support
utility vehicle 2 on a ground surface G. Illustratively, vehicle 2 is a three-
wheeled vehicle.
In one embodiment, one or more of front wheels 8 and/or rear wheel 10 may be
replaced with
tracks, such as the Prospector II Tracks available from Polaris Industries,
Inc., located at 2100
Highway 55 in Medina, MN 55340 or non-pneumatic tires, such as those shown in
U.S.
Patent Nos. 8,176,957 and 8,104,524. Additionally, vehicle 2 is illustratively
shown as an
on-road vehicle, however, various embodiments of vehicle 2 may be configured
to traverse a
variety of terrain and may be operated on various trails.
[0044] Referring still to Figs. 1 and 2, vehicle 2 includes a frame
assembly 12
supported by front and rear wheels 8, 10 and which is generally concealed by a
body
assembly 14. Body assembly 14 includes a plurality of body panels supported by
frame
assembly 12 which couple together to define a continuous outer body of vehicle
2. For
example, body assembly 14 may include at least a hood 16, a plurality of side
panels 18, a
rear panel 20, a front fender 22, and a radiator grille 24.
[0045] Referring to Figs. 1-4, front end 4 of vehicle 2 includes front
wheels 8 which
are operably coupled to a front suspension assembly 50. Front suspension
assembly 50
includes at least a lower control arm 52 (Fig. 1), an upper control arm 54
(Fig. 4), a shock
absorber 56 (Fig. 1) on both the right and left side of vehicle 2.
Additionally, front
suspension assembly 50 may include a stability bar 55 which is operably
coupled to at least
lower control arm 52. In one embodiment, stability bar 55 is configured as a
sway bar for
-4-
Date Recue/Date Received 2021-06-07
front suspension assembly 50. As shown in Fig. 3, shock absorber 56 may be
coupled to
frame assembly 12 at an upper end 58 thereof. Front suspension assembly 50 may
be
disclosed further in U.S. Patent Nos. 9,004,214; 8,544,587; and 8,695,746,
issued
respectively on April 14, 2015; October 1, 2013; and April 14, 2014.
[0046] Additionally, and referring to Fig. 2, rear end 6 of vehicle 2 also
includes a
rear suspension assembly 60 including at least a shock absorber 62 and a drive
assembly 64
having a rear trailing arm 66 and a belt 68 entrained about a drive sprocket
(not shown) and a
driven sprocket 69. Additional details of rear suspension assembly 60 may be
disclosed in
U.S. Patent No. 9,469,374, issued on October 18, 2016.
[0047] As shown in Figs. 1 and 2, frame assembly 12 also supports an
operator area
26 of vehicle 2 positioned longitudinally intermediate front end 4 and rear
end 6. Operator
area 26 includes seating 28 for at least an operator of vehicle 2.
Illustrative seating 28
includes an operator seat 30 having a seat bottom 32 and a seat back 34 and at
least one
passenger seat 36 having a seat bottom 38 and a seat back 39. Illustratively,
seats 30, 36 are
in a side-by-side seating arrangement, however, in various embodiments,
passenger seat 36
may be positioned at least partially rearward of operator seat 30. As shown,
operator area 26
is an open-air operator area 26, however, in other embodiments, vehicle 2 may
include a cab
assembly, including any or all of a front windshield, a rear windshield, full
or half doors, and
a roof, to partially or fully enclose operator area 26 above frame assembly
12.
[0048] Operator area 26 also includes operator inputs, such as steering
assembly 40
and a shifter, at least one instrument display or gauge 42, and at least one
storage
compai anent 46. In one embodiment, display 42 is disclosed further in U.S.
Patent
Application Serial No. 15/161,720, filed May 23, 2016.
[0049] Referring to Figs. 1-10, front end 4 of utility vehicle 2 supports
at least
portions of a powei (lain assembly 70 (Fig. 5), a cooling assembly 80 (Fig.
5), and an air
intake assembly 74 (Fig. 5), as detailed further herein. As shown best in
Figs. 5-6B,
poweitiain assembly 70 includes an engine 72, additional details of which are
filed in U.S.
Patent Application Serial Nos. 15/595,209 and 15/595,224, both filed May 15,
2017. As
shown in
-5-
Date Recue/Date Received 2021-06-07
Fig. 5, at least powertrain assembly 70 is supported at front end 4 of vehicle
2 and is
generally surrounded by and/or supported on at least a lower longitudinally-
extending frame
member 76 and an upper longitudinally-extending frame member 78 of frame
assembly 12.
[0050] As shown in Figs. 3-5, cooling assembly 80 also is supported at
front end 4 of
vehicle 2. Cooling assembly 80 includes a radiator 82, at least one fan 84
(illustratively two
fans 84) positioned rearward of radiator 82, and a plurality of cooling lines
or hoses 86
extending between radiator 82 and engine 72 for providing cooling fluid to
engine 72.
Cooling assembly 80 also includes a first shroud 88 positioned forward of
radiator 82 for
directing air flowing at front end 4 of vehicle 2 into radiator 82.
Illustratively, first shroud 88
has a tapered configuration such that the outer surface or perimeter thereof
narrows or
decreases in size as first shroud 88 extends rearwardly to couple to with
radiator 82. First
shroud 88 is removably coupled to radiator 82 with fasteners 90 (Fig. 9),
which, for example,
are bolts and/or nuts.
[0051] First shroud 88 is configured to direct air from grille 24 (Fig. 4A)
and under
front fender 22 (Fig. 4A) into radiator 82. To increase air flow into radiator
82, a forward
end 88a (Fig. 6) of first shroud 88 may be sealed to various components of
body assembly 14
and/or frame assembly 12, thereby channeling or directing all air flow at
grille 24 and near
front fender 22 into radiator 82. In one embodiment, an inlet duct portion 103
for cooling
assembly 80, illustratively defined by a lower portion of radiator 82 and
first shroud 88, may
extend below front fender 22 such that air is drawn into cooling assembly 80
from below
front fender 22.
[0052] Referring to Figs. 3-10, cooling assembly 80 also includes a second
shroud 92
positioned rearward of radiator 82 and forward of fans 84. Illustratively,
second shroud 92
has a curved configuration extending rearwardly from radiator 82 such that air
flow through
second shroud 92 is directed rearwardly and downwardly. More particularly, a
forward end
92a of second shroud 92 extends vertically and a rearward end 92b of second
shroud 92 is
angled relative thereto (i.e., relative to vertical), thereby defining the
curved shape of second
shroud 92 extending therebetween (Fig. 9). Second shroud 92 also includes
openings 94 for
supporting fans 84 therein. As such, second shroud 92 generally houses fans 84
and fans 84
draw air through radiator 82. The air flowing from radiator 82 into second
shroud 92 is
directed downwardly towards fans 84, as is disclosed further herein. Second
shroud 92 is
removably coupled to radiator 82 with fasteners 96, which, for example, are
bolts and/or nuts.
Additionally, second shroud 92 includes a recessed flange 93 which is
configured to couple
-6-
CA 3061098 2019-11-07
with a mounting bracket or flange 95 on the rear surface of radiator 82 in
order to couple
together the lower end of both radiator 82 and second shroud 92 also with
fasteners 96.
[0053] As shown in Figs. 6A-9, second shroud 92 may include a retention
member 97
configured to receive a portion of front suspension assembly 50 at a position
directly
rearward of radiator 82. More particularly, retention member 97 may be
positioned
longitudinal intermediate radiator 82 and fans 84. In one embodiment,
retention member 97
may be configured to seal about a portion of stability bar 55 (Fig. 7) and
also may be
configured to accommodate any misalignment between various components. For
example,
stability bar 55 may traverse the width of vehicle 2 from the right side to
the left side such
that stability bar 55 extends through a portion of cooling assembly 80 forward
of fans 84 and
rearward of radiator 82. Illustratively, retention member 97 is configured to
receive a seal or
grommet 99, illustratively comprised of neoprene foam, for generally
surrounding a portion
of stability bar 55. In this way, stability bar 55 is configured to pivot or
rotate within
retention member 97 during operation of vehicle 2 but grommet 99 is configured
to seal any
opening between retention member 97 and stability bar 55. By configuring a
portion of
second shroud 92, illustratively retention member 97, to seal about a portion
of front
suspension assembly 50 which traverses the air flow path of cooling assembly
80, all of the
air within cooling assembly 80 remains therein and is appropriately directed
through cooling
assembly 80, for example through first shroud 88, into radiator 82, through
second shroud 92,
and into fans 84 before being directed downwardly from vehicle 2. In this way,
and
especially when vehicle 2 is at idle, air leakages from cooling assembly 80
are minimized.
[0054] Referring still to Figs. 3-10, cooling assembly 80 further includes
a third
shroud 98 positioned rearward of radiator 82 and fans 84. Like second shroud
92, illustrative
third shroud 98 has a curved configuration such that air flow through third
shroud 98 is
directed downwardly. More particularly, the air flowing through radiator 82
and fans 84 exits
vehicle 2 downwardly towards ground surface G (Fig. 3) due to the curved
configuration of
third shroud 98. In this way, the warm/hot air exiting cooling assembly 80 is
directed away
from operator area 26 to prevent warm/hot air from flowing towards the
operator and/or
passenger therein.
[0055] In one embodiment, third shroud 98 is removably coupled to second
shroud 92
with fasteners 100, such as nuts, bolts, etc. Additionally, third shroud 98
may be mounted to
second shroud 92 with retention clips 105 positioned on a rear surface of
second shroud 92
(Fig. 10). Retention clips 105 may allow for easy positioning of third shroud
98 relative to
-7-
CA 3061098 2019-11-07
second shroud 92 and also may initially support third shroud 98 on second
shroud 92 before
fasteners 100 are coupled thereto.
[0056] As shown in Figs. 3-10, fans 84 are angled relative to radiator 82
and, as such,
are not positioned immediately rearward of radiator 82. Illustratively,
radiator 82 extends in
a vertical plane which includes vertical axis V (Fig. 3) and, instead, of
positioning fans 84
parallel to radiator 82, illustrative fans 84 extend in an angled plane which
includes angled
axis A (Fig. 3). Angled axis A is angled relative to vertical axis V by an
angle a which may
be approximately 30-90 and, more particularly, may be approximately 30-60 ,
such as 36-
40 . In one embodiment, angle a is 37 . In this way, fans 84 are spaced apart
from radiator
82 by a distance D (Fig. 3) and are not immediately adjacent or rearward
thereof. Rather, as
shown in Fig. 9, fans 84 are supported at the rear surface of second shroud 92
such that the
full extent of the curved surface of second shroud 92 spaces fans 84 from
radiator 82. In one
embodiment, distance D may be approximately 2.0-8.0 inches, and illustratively
5.2 inches,
extending from the upper surface of fans 84 to the rear surface of radiator
82.
[0057] By positioning fans 84 at angle a relative to radiator 82, fans 84
are configured
to draw air through radiator 82 and in a downward direction which decreases
the likelihood
that warm/hot air exiting cooling assembly 80 flows into operator area 26.
Additionally, by
spacing apart fans 84 relative to radiator 82 by distance D, the quantity and
rate of air flowing
through radiator 82 increases such that air flow through radiator 82 may be
optimized. More
particularly, because fans 84 are not immediately rearward and adjacent
radiator 82, fans 84
draw air through the entire width and height of radiator 82, thereby utilizing
the complete
cooling surface of radiator 82. Conversely, when fans 84 are positioned
immediately
rearward of radiator 82 and in a parallel configuration therewith, fans 84 may
only draw air
through the portion of radiator 82 positioned directly forward of fans 84,
thereby creating
potential "dead spots" and decreasing the likelihood that air flows through
any of the portions
of radiator 82 outside of fans 84. For example, air may be drawn through
radiator 82 only at
a position corresponding to the diameter of fans 84, thereby decreasing the
likelihood of air
flow through the entirety of radiator 82. Therefore, by angling fans 84
relative to radiator 82
and by spacing fans 84 apart from radiator 82, as shown in Figs. 3-10, fans 84
increase air
flow through the entirety of radiator 82 and direct the warm/hot air flow from
radiator 82
downwardly.
[0058] Referring to Figs. 3 and 4A, air flow through radiator 82 also may
be
increased by the position of cooling assembly 80 on vehicle 2. Illustratively,
cooling
assembly 80 is supported at front end 4 of vehicle 2 forward of engine 72 and
is positioned
-8-
CA 3061098 2019-11-07
below hood 16 and at least partially rearward of front fender 22. In one
embodiment, the
position of cooling assembly 80 may allow for adjustment to the position of
engine 72 and/or
may allow for engine 72 to be made longer along longitudinal centerline L
without interfering
with cooling assembly 80. As shown in Fig. 3, cooling assembly 80 also is
positioned
directly forward of a portion of front wheel 8 and, more particularly,
radiator 82 and first
shroud 88 are both positioned completely forward of front wheel 8. As shown in
Fig. 3, a
center point C of radiator 82 is positioned at approximately the same height
from ground
surface G as axis of rotation R of front wheel 8 such that a height H1 between
ground surface
G to center point C of radiator 82 is approximately the same as a height H2
between ground
surface G to axis of rotation R. Additionally, center point C of radiator 82
is at
approximately the same height from ground surface G as retention member 97
(Fig. 3).
[0059] Additionally, cooling assembly 80 is positioned entirely below
upper end 58
of shock absorber 56 of front suspension assembly 50. Cooling assembly 80 also
is
positioned entirely below the height of the upper surface of front wheel 8.
More particularly,
and as shown in Fig. 3, a majority of the height of fans 84 is positioned
below axis of rotation
R of front wheel 8. Illustratively, fans 84 each may include an upper end
portion 106, a
lower end portion 108, and an intermediate portion 110 extending therebetween,
and at least
intermediate portion 110 and lower end portion 108 of fans 84 are positioned
below axis of
rotation R. In one embodiment, upper end portion 106 may define the upper 10-
20% of the
height of fan 84, lower end portion 108 may define the lower 10-20% of the
height of fan 84,
and intermediate portion 110 defines the height therebetween. And, as shown
best in Fig.
4A, fans 84 also are at least partially positioned below grille 24 such that
at least lower end
pcirtion 108 of fans 84 and at least a portion of intermediate portion 110 are
positioned below
grille 24 for radiator 82.
[0060] Referring still to Figs. 3 and 4A, a lower surface or extent 102 of
cooling
system 80 may be defined by the lowest-most surface thereof, illustratively
the lowest-most
surface of first shroud 88, and is at approximately the same height from
ground surface G as
lower longitudinally-extending frame member 76, which may define the lower
extent of
frame assembly 12. More particularly, a height H3 between ground surface G to
lower extent
102 of cooling assembly 80 is approximately the same as a height H4 between
ground surface
G to the lower surface of lower longitudinally-extending frame member 76.
Similarly, lower
extent 102 of cooling assembly 80 also is generally flush with or at the same
height from
ground surface G as a lower extent 104 of body assembly 14 (Fig. 4A). In this
way, cooling
assembly 80 is at a forward and lowered position on vehicle 2. This forward
and lowered
-9-
CA 3061099 2019-11-07
position of cooling assembly 80 may increase air flow to cooling assembly 80
because fewer
components on vehicle 2 block or inhibit air flow to radiator 82 such that air
at front end 4 of
vehicle 2 is drawn immediately into cooling assembly 80. Also, this forward
and low
position of cooling assembly 80 on vehicle 2 may create additional space on
vehicle 2 for
engine 72 and other components of powertrain assembly 70. Further, by lowering
the
position of cooling assembly 80 on vehicle 2, the center of gravity of at
least radiator 82 and
fans 84 is lowered, which may contribute to an overall lowered center of
gravity of vehicle 2.
Additionally, the lowered position of cooling assembly 80 ensures that the
operator's line of
sight and overall visibility is maintained. For example, cooling assembly 80
does not extend
upwardly into hood 16 or create any vertical protrusion at front end 4 of
vehicle 2 such that
visibility over hood 16 is maintained.
[0061] Referring to Fig. 4B, air flow through radiator 82 may be increased
further by
body assembly 14 which may include close out body panels 25. Body panels 25 of
body
assembly 14 are illustratively configured to conceal at least a portion of
front suspension
assembly 50 when viewed from the front of vehicle 2. For example, body panels
25 may be
positioned adjacent radiator grille 24, below headlights 27, and positioned
forward of at least
a portion of front wheels 8, shock absorber 56 and control arms 52, 54. Also,
body panels 25
may be configured to direct air towards cooling assembly 80 such that
increased air quantities
flow toward radiator 82. More particularly, body panels 25 facilitate the
creation of a high-
pressure zone or region at front end 4 of vehicle 2 which drives more air flow
through
radiator 82. In other words, because body panels 25 inhibit air at front end 4
of vehicle 2
from flowing along front wheels 8 and through portions of front suspension
assembly 50, a
high-pressure region forms at front end 4 which directs the air at front end 4
toward cooling
assembly 80 to increase air flow into radiator 82.
[0062] Referring to Figs. 11 and 12, the lowered and forward position of
cooling
assembly 80 on vehicle 2 also may allow additional space for air intake
assembly 74. Air
intake assembly 74 is fluidly coupled to engine 72 to provide combustion air
thereto. As
shown in Fig. 5, air intake assembly 74 is positioned longitudinally
intermediate cooling
assembly 80 and engine 72. Air intake assembly 74 includes an airbox 112
defined by an
upper housing portion 114 and a lower housing portion 116. Upper housing
portion 114 may
be removably coupled to lower housing portion 116 through latches 118 or other
removable
fasteners. When upper and lower housing portions 114, 116 are coupled
together, an interior
volume 120 is defined therebetween in which a filter 122 may be positioned.
Filter 122
includes a seal 124 configured to contact upper and/or lower housing portions
114, 116 to
-10-
CA 3061098 2019-11-07
=
ensure that air flowing into interior volume 120 flows through filter 122 and
does not bypass
filter 122.
[0063] In operation, air flows from front end 4 of vehicle 2 towards airbox
112.
Lower housing portion 116 includes at least one, and illustratively three,
inlets 126 which are
configured to receive air flowing into vehicle 2 at front end 4. Inlets may
have a tapered
configuration when extending into interior volume 120 for decreasing noise
from the air
flowing therein. The air from front end 4 of vehicle 2 flows into inlets 126,
for example from
inlet area 129 (Fig. 4) adjacent lights for vehicle 2, and into interior
volume 120. Once the
air is within interior volume 120, the air flows upwardly through filter 122
and travels from
airbox 112 into air conduit 128 which is coupled to upper housing portion 114.
The filtered
air within air conduit 128 then flows into engine 72 to facilitate combustion
therein.
[0064] It may be appreciated that inlets 126 are positioned above cooling
assembly 80
(Fig. 5) such that cooling assembly 80 does not inhibit air flow into inlets
126. More
particularly, air intake assembly 74 is positioned above radiator 82, as shown
in Fig. 5, and
extends above second and third shrouds 92, 98 and fans 84. In this way, inlets
126 of air
intake assembly 74 only receive air flowing at front end 4 of vehicle 2 (via
inlet area 129)
which is above cooling assembly 80 such that air intake assembly 74 and
cooling assembly
80 are not scavenging air from each other. Furthermore, because cooling
assembly 80 directs
the warm exiting radiator 82 and fans 84 downwardly, the warm air expelled
from cooling
assembly 80 does not recirculate or otherwise flow into air intake assembly
74.
[0065] Referring now to Figs. 13-15, various operator inputs are used in
combination
with powertrain assembly 70 for operating vehicle 2. For example, operator
area 26 includes
a throttle pedal (not shown), a brake pedal 130, and a clutch pedal 132. Brake
pedal 130 is
coupled to frame assembly 12 through a lever arm 134 which is configured to
rotate about a
frame member or bar 136. Similarly, clutch pedal 132 is coupled to frame
assembly 12
through a lever arm 138 which is configured to rotate about a frame member or
bar 140.
[0066] Both brake pedal 130 and clutch pedal 132 include non-contact
switches
operably coupled thereto. More particularly, clutch pedal 132 includes a
switch assembly
142 which includes a switch lever 144 coupled to lever arm 138 through a
sleeve 146. In this
way, switch lever 144 is configured to move with clutch pedal 132 and lever
arm 138 when
the operator depresses and releases the clutch. Switch lever 144 is configured
to move
between a first or disengaged position (Fig. 14) in which switch lever 144 is
positioned at a
forward end of an opening 150 of a switch housing 148 when the operator does
not depress
clutch pedal 132 and a second or engaged position when the operator depresses
clutch pedal
-11-
CA 3061098 2019-11-07
132 in which switch lever 144 is moved to a rearward end of opening 150 of
switch housing
148 (Fig. 15). Switch housing 148 may be coupled to a tab 152 which is
supported on frame
assembly 12. In one embodiment, switch assembly 142 for clutch pedal 132 is a
Hall-Effect
switch. By configuring switch assembly 142 as a non-contact switch assembly,
there is no
need to determine necessary forces to overcome spring forces as would be the
case for
various embodiments of contact switches.
[0067] In operation, in order to start vehicle 2, the operator must
depress clutch pedal
132 such that the bottom of travel for switch assembly 142 defines a starter
interlock. In this
way, clutch pedal 132 and switch assembly 142 ensure that vehicle _2 is not
started when
vehicle 2 is in gear. Additionally, depressing clutch pedal 132 may activate
an engine or
vehicle control module (not shown) for vehicle 2, which may allow various
electrical
components of vehicle 2 to be turned on or otherwise accessed without turning
on engine 72.
For example, depressing clutch pedal 132, thereby actuating the control
module, may allow
for access to display 42 (Fig. 2). Clutch pedal 132 also may include other
switches for
operating other vehicle systems, such as cruise control, for example.
[0068] Referring still to Figs. 13-15, brake pedal 130 also includes a non-
contact
switch assembly 154 which includes a switch lever 156 coupled to lever arm 134
and,
illustratively, is integrated with lever arni 134. In this way, switch lever
156 is configured to
move with brake pedal 130 and lever arm 134 when the operator depresses and
releases the
brake. Switch lever 156 is configured to move between a first or disengaged
position (Fig.
14) in which switch lever 156 is positioned at a forward end of an opening 160
of a switch
housing 158 when the operator does not depress brake pedal 130 and a second or
engaged
position when the operator depresses brake pedal 130 in which switch lever 156
is moved
outside of switch housing 158 (Fig. 15). Switch housing 158 may be coupled to
a tab 162
which is supported on frame assembly 12.
[0069] Referring to Figs. 16A-19, in addition to brake pedal 130 and
clutch pedal
132, operator area 26 further includes additional operator inputs, such as
steering assembly
40. Steering assembly 40 is supported on frame assembly 12 at front end 4 of
vehicle 2 and,
more particularly, as shown in Figs. 16A and 16B, is supported on at least a
frame member
196 at a position rearward of cooling assembly 80. More particularly, at least
a portion of
steering assembly 40 may be positioned longitudinally intermediate engine 72
(Fig. 5) and
cooling assembly 80 such that steering assembly 40 does not interfere with
either cooling
assembly 80 or engine 72. Further, frame member 196 includes a recessed or
scalloped
portion 198 which also decreases the likelihood of interference between any of
steering
-12-
CA 3061098 2019-11-07
assembly 40, cooling assembly 80, and powertrain assembly 70. Additionally, as
shown in
Figs. 16A and 16B, frame member 196 is positioned directly rearward of third
shroud 98 of
cooling assembly 80 such that the air flow from radiator 82 which is directed
downwardly by
third shroud 98 also is further impeded from flowing towards operator area 26
and engine 72
by frame member 196.
[0070] Steering assembly 40 includes a steering wheel 170, a steering
wheel base 172
which operably couples steering wheel 170 to a steering column 173, a steering
post or shaft
174, a steering gear 176, illustratively a rack and pinion assembly, tie rods
178, and an
electric power steering ("BPS") module 180. In operation, as the operator
rotates steering
wheel 170, the rotation thereof is transmitted to steering column 173 and into
steering shaft
174, and, using steering gear 176, the rotational motion through steering
shaft 174 is
translated into linear motion for movement of tie rods 178 which ultimately
steer front wheels
8 (Fig. 1). In one embodiment, steering shaft 174 may be aluminum.
[0071] Referring still to Figs. 16A-19, steering wheel base 172 is
configured to
operably coupled steering wheel 170 to steering column 173. More particularly,
steering
wheel 170 is coupled to steering wheel base 172 with a plurality of removable
fasteners 182,
such as bolts. Additionally, steering wheel base 172 includes an adapter
portion 184
configured to receive an upper end of steering column 173. Adapter portion 184
is
illustratively a two-piece adapter defined by a protrusion 186 and a
cylindrical member 188
configured to be received within protrusion 186. Cylindrical member 188
threadedly
receives the upper end of steering column 173 through internal splines 190
(Fig. 19). The
outer surface of cylindrical member 188 includes a plurality of protrusions
and grooves or
recesses 192 which are configured to cooperate with a plurality of protrusions
and grooves or
recesses 194 along the inner surface of protrusion 186 to retain cylindrical
member 188
within protrusion 186.
[0072] In one embodiment, steering wheel base 172, including protrusion
186 of
adapter portion 184, may be comprised of a light-weight metallic material,
such as aluminum,
thereby decreasing the overall weight of steering assembly 40. However,
cylindrical member
188 of adapter portion 184 may be comprised of a heavier and/or higher-
strength material,
such as steel. In one embodiment, steering wheel base 172, including
protrusion 186 of
adapter portion 184, may be die cast over or atop cylindrical member 188.
[0073] In operation, steering assembly 40 may be configured to steer
vehicle 2 during
operation thereof. Additionally, and as shown in Fig. 20, EPS module 180 is
configured to be
actuated when the ignition of vehicle 2 is turned on and a wheel speed is
detected, for
-13-
CA 3061098 2019-11-07
example with a wheel speed sensor (not shown). Therefore, EPS module 180 may
be
actuated merely through activating the ignition of vehicle 2 but not turning
on engine 72.
However, if engine 72 is not turned on within a predetermined period of time
(e.g., 2-10
minutes and, illustratively approximately 5 minutes), an indicator (e.g., a
warning lamp or
light) may alert the operator that EPS module 180 will turn off, as shown in
Fig. 20. As such,
if engine 72 is started when the indicator is active, EPS module 180 will not
be actuated and
the operator will not have any power assist for steering assembly 40.
Therefore, in order to
use EPS module 180 after an extended period without turning on engine 72, the
ignition must
first be cycled off and then turned back on for vehicle 2 to utilize EPS
module 180. In this
way, vehicle 2 allows for vehicle 2 to be easily pushed or moved when engine
72 is not
operating, for example in a garage, shop, or on trails or various terrain, if
necessary, by
activating the ignition without engine 72 running.
[0074] Additionally, and referring still to Fig. 20, if no wheel speed is
detected, EPS
module 180 may not be actuated. Further, if EPS module 180 is actuated upon
initial
detection of a wheel speed, EPS module 180 is configured to power off if wheel
speed is not
continuously detected for a predetermined period of time. For example, if
wheel speed is not
detected for up to one minute, EPS module 180 may turn off. More particularly,
if wheel
speed is not detected for 30 seconds, EPS module 180 may turn off. In the
illustrative
embodiment, EPS module 180 may be turned off when no wheel speed is detected
after
approximately 10-20 seconds, and more particularly 10-15 seconds.
[0075] As such, as shown in Table 1, EPS module 180 operates according to
at least
Conditions 1, 2, 3, and 4 shown therein. When transitioning to Condition 2
from Condition
3, there may be a delay in turning off EPS module 180, for example an
approximately 10- to
15-second delay, as shown in Fig. 20. Therefore, if vehicle speed (i.e., wheel
speed) resumes
to a speed greater than zero within that delay period, the condition resets to
Condition 3 such
that EPS module 180 remains on and continues to assist steering assembly 40.
Vehicle/Wheel Engine Crank EPS Assist
Condition # Ignition State
Speed Speed State
1 Off 0 0 Off
2 On 0 0 Off
3 On >0 0 On
4 On >0 >0 On
Table 1
-14-
CA 3061098 2019-11-07
[0076] Additional details of vehicle 2 may be disclosed in U.S. Patent
Application
Serial No. 15/043,335, filed February 12, 2016.
[0077] With reference now to Figs. 21-25, an alternate cooling assembly is
shown at
200 which is similar to the cooling assembly 80 as described above and
includes first shroud
88, an alternate second shroud 202, and third shroud 98. The radiator 82 and
fans 84 are also
substantially similar to those described above. In this embodiment however,
the second
shroud 202 includes an air bypass assembly at 204 which includes a bypass flap
206 and a
bypass opening as best shown in Fig. 23.
[0078] With reference to Fig. 23, second shroud 202 includes a rear wall
210 through
which opening 208 is defined. As shown, opening 208 includes an integrally
formed hinge
212 having plural hinge risers namely, end risers 214a and 214b; hinge risers
214c and 214d;
and center hinge risers 214e. Each of the hinge risers includes an aperture
218 along an axial
center line 220 defined by a molding operation along center line 220. Thus as
shown in Fig.
23, the hinge risers are positioned upwardly of the rear surface 210 such that
opening 218 is
accessible. Bypass opening 208 also includes notches 226a, 226b, 226c, 226d
and 226e.
Notches 226a-226e are defined to allow a hinging of bypass flap 206 as further
described
herein. Finally, hinge riser 212 tapers into the back wall 210 defining a
tapered surface 230.
[0079] With reference still to Fig. 23, bypass opening 208 defines outer
rails 232 and
234 which upstand from back wall 210 thereby defining an outwardly facing
seating surface
232a and 234a. A laterally extending lip 238 connects rails 232 and 234 and
defines an upper
most surface at 238a and an inclined surface at 240. A plurality of
rigidifying ribs 250 are
provided intermediate rails 232 and 234 which rigidify the opening 208 as well
as the hinge
risers 214a-214e. Each rib 250 provides an outer edge at 252 and a notched
lower surface at
254. The notched lower surface 254 merges into inclined surface 240 as best
shown in Fig.
25.
[0080] With reference to Figs. 23 and 24, bypass flap 206 includes a plate-
like body
at 260 having an indentation at 262 at one edge defining a depending wall 264.
A plurality of
hinge bosses extend from the opposite edge, namely, hinge bosses 266a, 266b,
266c, 266d
and 266e extend from the bypass flap body 260. An opening 270 extends through
each of the
bosses 266a-266e and extends along an axial center line 272. A recess 276 is
positioned
adjacent to hinge boss 266a and a recess 278 is positioned adjacent to hinge
boss 266e. With
reference now to Figs. 24 and 25, bypass flap 206 includes an inner surface at
280, while
-15-
Date Recue/Date Received 2021-06-07
indentation 262 defines a lower most surface 282, an inclined surface at 284
and a front lower
surface at 286. As shown in Fig. 24, wall 264 merges with walls 288 and outer
surfaces 288a
and 288b are formed.
[0081] With reference still to Fig. 23, the air bypass assembly 204
further includes
torsion springs 290. Each of the torsion springs 290 includes a coiled portion
292 having an
opening 294 therethrough. Torsion springs 290 further include arm portions 296
and 298
which extend from end portions of the coiled portion 292 and include foot
portions 298 and
300.
[0082] To assemble the air bypass assembly, the bypass flap 206 is
positioned such
that hinge bosses 266a-266e fit within the corresponding notched openings 226a-
226e.
Coiled portions 292 of torsion springs 290 are positioned in recesses 276 and
278 and hinge
pin 310 is positioned through opening 218, opening 270 and through opening 294
of torsion
springs 290. Torsion springs 290 are profiled such that the spring is torqued
in the position of
Fig. 21 with foot portion 300 bearing against surface 230 and foot portion 298
bearing against
surface 260. This means that the steady state position of the bypass flap 206
is in the
normally closed position shown in Figs. 21 and 25. It should be appreciated
that a centerline
of the hinge pin 310 and centerlines 220 and 272 are all coincident when in
the assembled
position.
[0083] As shown in Fig. 25, when the bypass flap 206 is shown in the
closed position,
inner surface 280 of flap 206 is positioned adjacent to the upper surfaces 252
of ribs 250;
surface 282 of depending wall 264 is positioned adjacent to lower surface 254;
surface 284 is
positioned adjacent to surface 240, and surface 286 abuts top surface 238a.
Walls 288 also fit
on the inside of rails 232 and 234 such that surface 288a contacts surface
232a and surface
288b contacts surface 234a.
[0084] Thus as shown best in Fig. 22, when the vehicle is moving in a
forward
direction (from right to left as viewed in Fig. 22) air is moved into first
shroud 88 in the
direction of arrows 330. When the vehicle is moving at a velocity of <V, air
is moved in the
direction of arrows 332 through the radiator 82 and pulled through by the fans
84. However,
when the vehicle is moving at a speed >V, the bypass flap 206 moves to the
open position
(shown in phantom in Fig. 22) and air flows in the direction of arrows 334 and
bypasses the
fans 84. In the present embodiment, V is in the range of 60-80 miles per hour
(mph) and
optimally at V = 70 mph.
-16-
CA 3061098 2019-11-07
[0085] As best shown in Fig. 22, the rear wall 210 is curved from the
radiator 82
down to the fan 84. The bypass opening 208 is positioned above the fans 84.
The fan 82 is
positioned such that the bypass opening 208 intersects with the fans 82 in a
longitudinal
direction. As shown best in the embodiment of Fig. 22, the entire bypass
opening intersects
in a longitudinal direction with the fans 82. The bypass opening 208 is in the
selected
position in order to allow less travel distance for the air to be released
through the opening.
The bypass opening 208 and the spring 290 have been designed for the
functionality of the air
bypass assembly 204.
[0086] First, with respect to the bypass opening 208, the opening is sized
in relation
to the net effective area of the fans. The net effective area of one fan is
the area of the
opening (see Fig. 9, opening 94) less the area of the fan blades of fan 84.
Thus, the opening
208 is sized to be approximately 80% of the net effective area of the two fans
84, although
could be in a range from 60-100% and more preferably within 70-90%.
[0087] With respect to the spring 290, the spring was designed with a high
spring rate
such that the spring maintains the bypass flap 206 in a normally closed
position up until a
relatively high speed of the vehicle, but yet maintains the bypass flap in an
open position
thereafter, even though the force vector on the bypass flap 206 is reduced
when in the open
position (see phantom position of the bypass flap 206 in Fig. 25). The spring
was designed
with coiled portion 292 having 6-8 coils of .037" diameter wire made from 302
Stainless steel
spring wire and such that coil opening 294 can receive hinge pin 310 of 3/16".
Finally, the
spring 290 was designed such that the legs 296 are approximately 1/3 the depth
the of the
bypass flap body 260.
[0088] It should be realized that the operation of the flap could be
manually
controlled as well, such as by a Bowden cable extending to the flap, such that
a handle in the
operator compartment can operate in a push-pull fashion to open and close the
bypass flap.
[0089] While this invention has been described as having an exemplary
design, the
present invention may be further modified within the spirit and scope of this
disclosure. This
application is therefore intended to cover any variations, uses, or
adaptations of the invention
using its general principles. Further, this application is intended to cover
such departures
from the present disclosure as come within known or customary practices in the
art to which
this invention pertains.
-17-
CA 3061098 2019-11-07
