TRACKED ALL-TERRAIN VEHICLE
A tracked ATV includes a frame, a track coupled to the frame, and a power source supported by the frame and drivingly coupled to the track. The tracked ATV further includes a steering and drive assembly, which has a first hydraulic pump coupled to the tracks for large radius turns. The steering and drive assembly also has a second hydraulic pump coupled to the tracks for small radius turns.
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This application claims priority to U.S. Provisional Application No. 61/805,113, filed on Mar. 25, 2013, the entire disclosure of which is expressly incorporated by reference herein.
BACKGROUND OF THE DISCLOSUREThe present disclosure relates to vehicles, and more particularly to utility and all-terrain vehicles.
Generally, all-terrain vehicles (“ATVs”) and utility vehicles (“UVs”) are used to carry one or more passengers over a variety of terrain. More particularly, some ATVs and UVs may include side-by-side seating, in which a passenger may be seated next to the driver at the front of the vehicle. Side-by-side vehicles also may include a rear seating area to accommodate additional passengers in the vehicle. A roll cage may be provided over the seating of the vehicle. Additionally, ATVs and UVs may provide a cargo area in the front and/or the rear of the vehicle in order to carry cargo. ATVs and UVs include ground-engaging members, which may be tires, tracks, skis, or any other device for moving the vehicle across the ground.
SUMMARY OF THE DISCLOSURESome embodiments of the present disclosure includes a tracked ATV comprising a frame, a track coupled to the frame, and a power source supported by the frame and drivingly coupled to the track. The tracked ATV further comprises a steering and drive assembly, which has a first hydraulic pump coupled to the tracks for large radius turns. The steering and drive assembly also has a second hydraulic pump coupled to the tracks for small radius turns.
A further embodiment of the present disclosure includes a tracked ATV comprising a frame and a track coupled to the frame. The tracked ATV further comprises a power source supported by the frame and drivingly coupled to the track. The tracked ATV also comprises a steering and drive assembly, which includes a drive gear assembly coupled to the track for driving the track and a steering gear assembly. The steering gear assembly includes a first hydraulic pump and a motor. The first hydraulic pump is driven by the drive gear assembly when the vehicle is moving.
Another embodiment of the present disclosure includes a tracked ATV comprising a frame, a track coupled to the frame, and a power source supported by the frame and drivingly coupled to the track. The tracked ATV further comprises a suspension system coupled to the frame and supporting the track. The suspension system comprises a plurality of control arms coupled at an upper end to the frame and at a lower end to a carrier roller. At least some of the carrier rollers move independently of the other carrier rollers.
According to another illustrative embodiment of the present disclosure, a tracked ATV is provided including a frame, a track coupled to the frame, and a power source supported by the frame and drivingly coupled to the track. The tracked ATV further includes a plurality of load sensors supported by the frame, and each load sensor is operative to detect a load on the frame. The tracked ATV further includes a display device operative to display an indication of payload distribution of the vehicle. The tracked ATV further includes a control unit in communication with the plurality of load sensors and the display device. The control unit is operative to calculate a payload distribution of the vehicle based on output from the plurality of load sensors and to determine a recommended payload adjustment based on the calculated payload distribution. The control unit is operative to transmit a signal to the display device representative of the recommend payload adjustment.
According to yet another illustrative embodiment of the present disclosure, a method of managing payload distribution of a tracked all-terrain vehicle (ATV) is provided. The method includes providing a tracked ATV including a frame, a track coupled to the frame, and a power source supported by the frame and drivingly coupled to the track. The method includes detecting, by a plurality of load sensors, at least one load on the frame. The method includes calculating, by a control unit, a payload distribution of the vehicle based on output from the plurality of load sensors. The method includes determining, by the control unit, a recommended payload adjustment based on the calculated payload distribution. The method further includes transmitting, by the control unit, a signal to a display device representative of the recommend payload adjustment.
Additional features and advantages of the present invention will become apparent to those skilled in the art upon consideration of the following detailed description of the illustrative embodiment exemplifying the best mode of carrying out the invention as presently perceived.
The foregoing aspects and many of the intended advantages of this invention will become more readily appreciated as the same becomes better understood by reference to the following detailed description when taken in conjunction with the accompanying drawings.
Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of various features and components according to the present disclosure, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present disclosure. The exemplifications set out herein illustrate embodiments of the invention, and such exemplifications are not to be construed as limiting the scope of the invention in any manner.
DETAILED DESCRIPTION OF THE DRAWINGSThe embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed herein may have application to other types of vehicles such as all-terrain vehicles (“ATV”), utility vehicles (“UV”), motorcycles, watercraft, snowmobiles, side-by-side vehicle (“S×S”), and golf carts.
Referring to
As shown in
Side fenders 18 are laterally outward of operator area 20 and may be provided as support structure for ingress and egress with vehicle 10. Hood 16 may support a front cargo area forward of operator area 20, as detailed further herein. Frame assembly 30 also may support a rear cargo area 28 rearward of operator area 20. Illustrative rear cargo area 28 may be a fixed cargo box. Alternatively, rear cargo area 28 may be a movable dump box configured to pivot upwardly and rearwardly for unloading cargo therefrom. In one embodiment, the base weight of vehicle 10 may be approximately 1750 lb (approximately 794 kg) and vehicle 10 may be configured to accommodate approximately 500 lbs (approximately 227 kg) of cargo. Vehicle 10 may be configured with features for distributing the weight of any cargo supported on vehicle 10 during land operation and amphibious operation. For example, the cargo weight may be distributed such that the combined center of gravity of vehicle 10 and the cargo is positioned approximately at a center point of vehicle 10. As such, vehicle 10 may not bias forwardly or rearwardly in the water during amphibious operation. As described herein, vehicle 10 may include a load level notification system to alert the operator of payload distribution.
Referring to
Referring to
Referring to
In one embodiment, track members 12, 14 extend forwardly and rearwardly of frame assembly 30 and tub 40 such that track members 12, 14 define the full length of vehicle 10. As shown in
Referring now to
Longitudinal frame members 32, 33 and cross frame members 34 may be comprised of a metallic or polymeric material. Frame assembly 30 of
As shown in
Brace member 36 and tub 40 are configured to support roll cage assembly 50. Roll cage assembly 50 is coupled to brace member 36 and upper longitudinal frame members 33 with conventional fasteners, such as welds, bolts, rivets, adhesive, and structural bonds. In one embodiment, roll cage assembly 50 is configured to be removed from brace member 36 and upper longitudinal frame members 33. In a further embodiment, roll cage assembly 50 is permanently affixed to brace member 36 and upper longitudinal frame members 33.
Referring still to
Front cross member 56 is coupled to front members 52 and may be integrally formed thereto. Similarly, rear cross member 57 is coupled to rear members 54 and may be integrally formed thereto. Alternatively, front cross member 56 and rear cross member 57 may be coupled to front members 52 and rear members 54, respectively, with conventional fasteners, such as welds, rivets, bolt, adhesive, and/or structural bonds.
As shown in
Front members 52, rear members 54, and cross members 56, 57 may have a profiled cross-section in a figure-eight or hourglass configuration. As such, front members 52, rear members 54, and cross members 56, 57 include recessed portions for receiving accessories, such as windows, doors, a front windshield, a rear windshield, and/or a roof, which may enclose operator area 20. The recessed portions of roll cage assembly 50 may include sealing members in order to sealingly enclose operator area 20. Additional details of the profiled configuration of front members 52, rear members 54, and cross members 56, 57, as well as the enclosing accessories (e.g., doors, windshields, windows, and/or a roof) are disclosed in U.S. Patent Application Publication No. 2013/0033070, filed on Jun. 8, 2012, the complete disclosure of which is expressly incorporated by reference herein. If operator area 20 is enclosed, operator area 20 may be configured to supply heat, defrost, and/or air conditioning, as well as other accessories, for the comfort and convenience of the operator and the passenger.
Referring still to
The inverted “U” shape of bottom wall 45 is designed to direct any water in tub 40 toward perimeter 47 of bottom wall 45. As shown in
Rear and front walls 41, 43 may include latches 42 which provides vehicle 10 with towing capabilities. Additional tie-downs, latches, hooks, or other members may be provided for attaching additional cargo or assisting with towing capacity. Illustrative vehicle 10 may have a towing capacity of approximately 500-1000 lbs (approximately 227-450 kg).
Side walls 48 of tub 40 include a plurality of openings. For example, side walls 48 include a plurality of axle openings 44 adjacent front wall 43. Axle openings 44 are configured to receive a front axle assembly 532 (
Referring now to
Carrier rollers 72, 73, drive units 590, 592, and load wheels 75 are in contact with track members 12, 14 and are supported on side walls 48 of tub 40. In one embodiment, idler wheels 79 are connected to suspension members. Drive units 590, 592 may be supported by front axle assembly 532. Drive units 590, 592 are profiled to engage track members 12, 14, as detailed further herein. Upper carrier rollers 73 may be fixed to side walls 48 of tub 40. Upper carrier rollers 73 and idler wheel 79 are configured to maintain the tension in track members 12, 14. In one embodiment, for example on vehicle 10″ of
Lower carrier rollers 72 and load wheels 75 may be operably coupled to side walls 48 of tub 40 with a plurality of shafts 76 and a plurality of control arms 78. As shown in
In one embodiment, as shown in
As shown in
Alternatively, as shown in
As shown in
Referring still to
In operation, suspension assembly 70 of
Referring to
In operation, each control arm 78 and the corresponding lower carrier roller 72 coupled thereto moves independently of the other control arms 78 and lower carrier rollers 72. As such, each lower carrier roller 72 is able to move in its own path when traversing objects or terrain. More particularly, because each lower carrier roller 72 is configured for independent movement, each lower carrier roller 72 and track members 12, 14 may envelope or generally surround an object on the ground.
Additionally, as lower carrier rollers 72 and load wheels 75 contact the ground and other objects during operation of vehicle 10, lower carrier rollers 72 and load wheels 75 move upwardly and rearwardly. Because track members 12, 14 are secured on carrier rollers 72, 73, load wheels 75, and drive units 590, 592, the upward and rearward movement of lower carrier rollers 72 and load wheels 75 maintains the tension in track members 12, 14 when suspension assembly 70 moves relative to tub 40.
Referring now to
As shown in
Referring to
Referring to
In the illustrated embodiment, transmission 504 includes an electrically controlled continuously variable transmission (CVT), as detailed further in U.S. patent application Ser. No. 13/652,253, filed on Oct. 15, 2012, the complete disclosure of which is incorporated by reference herein. Transmission 504 is controlled by ECU 520 (
As illustrated in
Drive shaft 506 illustratively extends through the center of frame assembly 30 in the tub 40 below the operator seat 22. In one embodiment, drive shaft 506 extends through a tunnel provided below seat 22. As illustrated in
Referring to
As illustrated in
A hydraulic pump assembly 518 is also coupled to engine 502 and is driven by the crankshaft of engine 502. As described herein, hydraulic pump assembly 518 is operative to drive hydraulic motor 552 of steering and drive assembly 508 to facilitate zero-speed turning and low-speed turning of vehicle 10. In one embodiment, hydraulic pump assembly 518 includes a dual hydraulic pump in a dual stage configuration, i.e., a pair of hydraulic pumps coupled in a series relationship (see
In operation, to drive vehicle 10 straight forward, steering and drive assembly 508 applies power from engine 502 to both drive units 590, 592 (
In one embodiment, the differential speed of the two driving units 590, 592 is achieved by a controlled variation of the drive ratio between the two driving units 590, 592, and not by applying brakes 536. As such, the distribution of the torque applied to drive units 590, 592 is adjusted without changing the total torque applied. The torque reduced on the one side of vehicle 10 is applied to the other side of vehicle 10. Based on this behavior, the vehicle 10 keeps a constant driving speed during steering. In an alternative embodiment, brakes 536 are actuated to assist with steering vehicle 10.
As illustrated in
As illustrated in
The steering angle of the steering input device, i.e., steering wheel 529 of
When vehicle 10 is driving straight in the forward or reverse direction without steering input, the output of motor 552, steering gear assembly 562, and ring gear 568 are stationary, and drive axles 534 coupled to planetary gear assemblies 564, 566 rotate at the same speed. Depending on the steering angle of steering wheel 529, hydraulic motor 552 is driven faster or slower in one or the other direction based on the turning direction requested. The hydraulic motor 552 thus drives the ring gear 568 through the steering gear assembly 562. Rotation of the ring gear 568 changes the gear ratio of the planetary gear assembly 564, 566 and results in the differential speed of the two drive axles 534.
In one embodiment, to keep a constant velocity of vehicle 10 during a turning operation, the outer side drive axle 534 (relative to the turning direction) is driven faster than a neutral vehicle speed (i.e., the requested speed of the vehicle 10), and the inner side drive axle 534 is driven the same amount slower than the neutral vehicle speed. In the illustrated embodiment, intermediate shaft 572 of steering gear assembly 562 is operative to invert the rotational direction of the ring gear 568 of planetary gear assembly 564 relative to the rotational direction of ring gear 568 of planetary gear assembly 566. As such, the steering input provided with hydraulic motor 552 causes one drive axle 534 to drive faster and one drive axle 534 to drive slower relative to the neutral vehicle speed to provide the turning effect.
An operation of a drive assembly 542, hydraulic motor 552, and steering gear assembly 562 based on the steering input is detailed further in U.S. patent application Ser. No. 11/965,165, filed Dec. 27, 2007, titled “SKID STEERED ALL TERRAIN VEHICLE,” the entire disclosure of which is incorporated by reference herein.
Referring to
A priority flow control valve 612 controls the flow volume from pumps 518, 550 to a steering valve 614 such that the pressure drop over the steering valve 614 is substantially constant. Steering wheel 529 is coupled to steering valve 614 and switching valve 618 to control the fluid flow to motor 552. Steering valve 614 serves as an adjustable orifice to control the amount of fluid flow to motor 552 and thus the amount of rotation of motor 552 and the amount of steering of vehicle 10. The flow direction to motor 552 is switched with switching valve 618 based on the direction that steering wheel 529 is turned. As such, steering valve 614 and switching valve 618 cooperate to control the direction and volume of fluid flow to hydraulic motor 552 to control the rotational direction of motor 552 based on steering wheel 529 being turned to the left or right (for a corresponding left or right vehicle turn). As such, the steering angle of steering wheel 529 is operative to control the volume and direction of flow to motor 552.
A hydraulic switch, illustratively switching valve 616 is provided between motor 552 and the output of steering valve 614 to further control the direction of flow to the hydraulic motor 552 based on the operating gear of vehicle 10. In particular, in a forward gear of gearbox 510, switching valve 616 controls the fluid flow to rotate motor 552 in one direction. In a reverse gear of gearbox 510, switching valve 616 is operative to reverse the flow direction to motor 552, thereby allowing the steering direction of vehicle 10 to be independent of the forward or reverse movement of vehicle 10 based on a same steering angle of steering wheel 529. Switching valve 616 may be controlled electrically or mechanically based on the selection of a forward or reverse gear of gearbox 510.
Hydraulic fluid which is not used for steering may be either used to drive any other working hydraulic units of vehicle 10 or returned over a return line to the oil reservoir 622. The operation of priority control valve 612, steering valve 614, switching valve 616, and switching valve 618 of
In one embodiment, steering wheel 529 includes a position sensor 640 (
Hydraulic pump 550 and hydraulic pump assembly 518 are operative to drive hydraulic motor 552 based on the operating condition of vehicle 10. In the illustrated embodiment, hydraulic pump 550 drives motor 552 for steering operations when vehicle is moving. In particular, hydraulic pump 550 is driven by drive shaft 506 via gears 556, 558 (
In the illustrated embodiment, when engine 502 is disabled, but tracks 12, 14 are moving to rotate drive shaft 506, hydraulic pump 550 is operative to drive motor 552 to provide vehicle steering. Such a configuration may serve as a control feature for steering vehicle 10 when vehicle 10 is not powered but is coasting or moving down a hill, for example. In the illustrated embodiment, pump 550 is mechanically coupled to drive shaft 506 such that pump 550 rotates when drive shaft 506 rotates. In the illustrated embodiment, both forward and reverse movement of vehicle 10 is operative to drive pump 550 to power motor 552.
Hydraulic pump assembly 518 is operative to drive motor 552 to turn vehicle 10 when vehicle 10 is stopped or below a minimal threshold speed (e.g., 5 mph, 3 mph, etc.) or when ECU 520 determines that additional hydraulic power is required to drive hydraulic motor 552. Hydraulic pump 518, driven by engine 502, provides hydraulic power to motor 552 such that vehicle 10 is operative to turn when at a zero vehicle speed based on an operator turning steering wheel 529 and without operator input to the vehicle accelerator. As such, in one embodiment, hydraulic pump assembly 518 is operative to drive motor 552 for small radius turns, including a zero radius turn, and hydraulic pump 550 is operative to drive motor 552 for larger radius turns (i.e., when tracks 12, 14 are moving).
In one embodiment, vehicle 10 must be traveling at a speed less than a threshold vehicle speed before hydraulic pump assembly 518 is actuated by ECU 520 to drive motor 552. For example, vehicle 10 includes a speed sensor 642 (
For example, referring to
Referring to
In one embodiment, the steering system described herein is operative to control vehicle 10 at low to high vehicle speeds, including speeds up to and over 60 mph, for example. Vehicle 10 includes an accelerator pedal including a position sensor 650 (
In one embodiment, ECU 520 (
ECU 520 includes at least one processor that executes software and/or firmware stored in memory of ECU 520. The software/firmware contains instructions that, when executed by the processor, causes ECU 520 to perform the functions described herein. ECU 520 may alternatively include one or more application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), hardwired logic, or combinations thereof. In one embodiment, the processor of ECU 520 includes both engine control logic operative to control engine 502 and CVT control logic operative to control CVT 504. ECU 520 may alternatively include multiple control units or processors functioning together to perform the functions of ECU 520 described herein.
Referring to
Referring to
Referring to
Referring to
Vehicle 10 includes a network of load sensors in communication with ECU 520, illustratively load sensors 670 mounted in the front cargo area 26 and load sensors 672 mounted in the rear cargo area 28. Additional load sensors may be provided in other areas of vehicle 10. Load sensors 670, 672 may include weight or pressure sensors or other suitable sensors for detecting a load and providing a signal representative of the detected load to ECU 520. In one embodiment, load sensors 670, 672 are integrated into mounting bolts that are coupled to a respective structure (e.g., floor panel) of front and rear cargo areas 26, 28. Other suitable weight or pressure sensor apparatuses fit for the environment and necessary output levels may be provided.
The output of sensors 670, 672 are read by ECU 520 to determine the weight or pressure at each location of sensors 670, 672. Based on the readings, ECU 520 determines the load differential between the different sensor mounting locations to determine the payload distribution of vehicle 10. ECU 520 communicates the status of the payload distribution to a display or gauge 676 to notify the operator of the payload distribution and to alert the operator when weight differentials exceed threshold limits. If the threshold limits are exceeded, ECU 520 alerts the operator that the payload should be shifted to obtain improved vehicle stability. ECU 520 may also notify the operator when a maximum total vehicle payload has been exceeded, or a maximum rear or front total payload has been exceeded. In one embodiment, the threshold limits may be calibrated. In one embodiment, ECU 520 may implement or modify vehicle controls when the payload threshold limits are exceeded. For example, ECU 520 may limit the maximum speed or maximum torque of the engine via electronic throttle control, or other suitable control measures may be taken by ECU 520. ECU 520 may also sound an audible alarm when the limits are exceeded.
An exemplary gauge 676 is illustrated with gauge 678 of
For example, an individual indicator is illuminated green indicates the load point is “acceptable”, solid amber indicates the load point is “cautionary” and too light compared to another load point, flashing amber indicates the load point is “highly cautionary” and too light compared to another load point, solid red indicates the load point is “cautionary” and too heavy compared to another load point, and flashing red indicates the load point is “highly cautionary” and too heavy compared to another load point. Further, all indicators are illuminated red as “cautionary” when a first recommended total payload limit of vehicle 10 is exceeded and flashing red as “highly cautionary” when a second (higher) recommended payload limit of vehicle 10 is exceeded. Other colors and behavior of indicators may be implemented to indicate load status.
The following table provides examples of key sensor mounting location relationships with reference to gauge 678:
As illustrated in Table 1, gauge 678 may be used to monitor the loads between different combinations of sensor mounting locations to thereby determine payload differentials between mounting locations or regions at the rear portion of vehicle 10, the front portion of vehicle 10, and the overall vehicle 10. ECU 520 may provide calibratable limits for each location differential to set load differential at which the payload distribution transitions from acceptable to cautionary to highly cautionary. For example, ECU 520 may broadcast the status of each sensor 670, 672 via indicators A-H as follows:
wherein each state is illustratively represented by a three-bit code. As shown in Table 2, each indicator A-H may be illuminated with a different color to indicate the load status. In the illustrated embodiment, solid green indicates an acceptable status, solid amber and solid red each indicate cautionary status (more or less weight needed at location, respectively), flashing amber and flashing red indicates highly cautionary status (more or less weight needed at location, respectively), and alternating flashing red and amber indicates an error with the load detection system or that load information is not available.
ECU 520 may also implement calibratable limits for indicating when the total vehicle payload transitions from acceptable to cautionary to highly cautionary. This may be indicated with a separate gauge or with gauge 678. For example, to provide this indication with gauge 678, the following status indicators may be provided:
For example, when the total vehicle payload is acceptable, the indicators A-H default to the current individual load sensor statuses described above with Table 2. Indicators A-H are all solid red to indicate a cautionary status when a first total payload limit has been exceeded. Indicators A-H are all flashing red to indicate a highly cautionary status when a second, higher total payload limit has been exceeded. Indicators A-H alternately flash red and amber to indicate an error with load detection system or load information not available.
In one embodiment, the calibratable threshold limits for the payload at each individual sensor and the overall payload may be pre-determined based on real-world data collection and/or stability simulation.
As one example, if indicators F and H of gauge 678 of
In an alternative embodiment, vehicle 10 includes a series hybrid drive configuration as illustrated in
In operation, the gas engine 702 serves as a generator to supply electric power to inverter 710, which charges batteries 704. Independent operation of electric motors 706 may be commanded electronically via drive-by-wire from the ECU to provide the speed/torque differential between tracks 12, 14 for turning vehicle 10. Electric motors 706 may also be counter rotated at low ground speeds to provide a zero-radius turn. When batteries 704 require additional power to drive tracks 12, 14, engine 702 is commanded to run to charge batteries 704 until batteries 704 have sufficient power and engine 702 is shut down. The series hybrid drive configuration is further detailed in U.S. patent application Ser. No. 13/441,537, filed Apr. 6, 2012, titled “ELECTRIC VEHICLE WITH RANGE EXTENDER,” the entire disclosure of which is incorporated by reference herein
In one embodiment, vehicle 10 is adapted to be remotely controlled. For example, a remote control electronic device may be used to control vehicle 10 wirelessly without an operator being positioned in the vehicle 10. In one embodiment, vehicle 10 is operative to drive autonomously without human input.
The entire disclosure of U.S. patent application Ser. No. 11/035,925, filed Jan. 14, 2005, titled “TRACKED ATV,” is incorporated by reference herein.
The term “logic” or “control logic” as used herein may include software and/or firmware executing on one or more programmable processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), hardwired logic, or combinations thereof. Therefore, in accordance with the embodiments, various logic may be implemented in any appropriate fashion and would remain in accordance with the embodiments herein disclosed.
While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.
Claims
1. A tracked all-terrain vehicle (ATV), comprising:
- a frame;
- a track coupled to the frame;
- a power source supported by the frame and drivingly coupled to the track; and
- a steering and drive assembly, the assembly comprising a first hydraulic pump coupled to the tracks for large radius turns, and a second hydraulic pump coupled to the tracks for small radius turns.
2. The tracked ATV of claim 1, wherein the second hydraulic pump is drivingly coupled to the power source.
3. The tracked ATV of claim 2, wherein the second hydraulic pump comprises a dual hydraulic pump in a dual stage configuration.
4. The tracked ATV of claim 1, wherein the power source is an internal combustion engine.
5. The tracked ATV of claim 1, wherein the steering and drive assembly comprises a steering gear assembly and a drive gear assembly.
6. The tracked ATV of claim 5, wherein the drive gear assembly is comprised of a differential drive assembly.
7. The tracked ATV of claim 6, wherein the differential drive assembly comprises two planetary gear assemblies; a left planetary gear assembly coupled to a left track and a right planetary gear assembly coupled to a right planetary gear assembly coupled to a right track.
8. The tracked ATV of claim 7, further comprising an input shaft having a first end coupled to the differential drive assembly and a second end coupled to the power source.
9. The tracked ATV of claim 8, wherein the first hydraulic pump is drivingly coupled to the input shaft.
10. The tracked ATV of claim 9, wherein the steering gear assembly comprises a steering gear train coupled to the left and right planetary gear assemblies to operate the left and right tracks at differential speeds for steering.
11. The tracked ATV of claim 10, further comprising a hydraulic motor coupled to the first hydraulic pump for providing driving input to the steering gear train.
12. The tracked ATV of claim 8, wherein when the right and left tracks are moving, without input from the power source, the input shaft is driven and the coupling of the first hydraulic pump to the input shaft provides steering capabilities.
13. The tracked ATV of claim 5, wherein the steering and drive assembly is positioned adjacent a front end of the vehicle and the power source is positioned adjacent a rear end of the vehicle.
14. The tracked ATV of claim 13, further comprising a driveshaft extending from the power source to a front end of the vehicle.
15. The tracked ATV of claim 14, wherein the frame includes an enclosed pan.
16. The tracked ATV of claim 15, wherein the enclosed pan is sealed to provide an amphibious vehicle.
17. The tracked ATV of claim 1, wherein the low radius turn includes a zero radius turn.
18. The tracked ATV of claim 1, further comprising a speed sensor providing input to the second hydraulic pump, allowing the operation of the second hydraulic pump only under a selected speed range.
19. The tracked ATV of claim 1, further comprising a gear box intermediate the power source and the steering and drive assembly, the gear box providing a forward and reverse direction for the tracked ATV.
20. The tracked ATV of claim 19, further comprising a hydraulic motor coupled to the first hydraulic pump for providing driving input to the steering gear assembly.
21. The tracked ATV of claim 20, wherein the hydraulic motor is bi-directional.
22. The tracked ATV of claim 21, further comprising a hydraulic switch intermediate the first hydraulic pump and hydraulic motor, reversing the direction of flow to the hydraulic motor.
23. A tracked all-terrain vehicle (ATV), comprising:
- a frame;
- a track coupled to the frame;
- a power source supported by the frame and drivingly coupled to the track; and
- a steering and drive assembly, comprising: a drive gear assembly coupled to the track for driving the track; and a steering gear assembly including a first hydraulic pump and a motor, the first hydraulic pump being driven by the drive gear assembly when the vehicle is moving.
24. The tracked ATV of claim 23, wherein the drive gear assembly is comprised of a differential drive assembly.
25. The tracked ATV of claim 24, wherein the differential drive assembly comprises two planetary gear assemblies; a left planetary gear assembly coupled to a left track and a right planetary gear assembly coupled to a right track.
26. The tracked ATV of claim 25, further comprising an input shaft having a first end coupled to the differential drive assembly and a second end coupled to the power source.
27. The tracked ATV of claim 26, wherein the first hydraulic pump is drivingly coupled to the input shaft.
28. The tracked ATV of claim 27, wherein when the power source is operating, the first hydraulic pump is driven by the input shaft coupled to the power source.
29. The tracked ATV of claim 27, wherein when the power source is not operating, and the tracked ATV is moving, the first hydraulic pump is driven by the input shaft coupled to the differential drive assembly.
30. The tracked ATV of claim 27, further comprising a steering gear train coupled to the left and right planetary gear assemblies to operate the left and right tracks at differential speeds for steering.
31. The tracked ATV of claim 28, further comprising a hydraulic motor coupled to the first hydraulic pump for providing driving input to the steering gear train.
32. The tracked ATV of claim 28, wherein when the right and left tracks are moving, without input from the power source, the input shaft is driven, and the coupling of the first hydraulic pump to the input shaft provides steering capabilities.
33. The tracked ATV of claim 23, further comprising a hydraulic motor coupled to the first hydraulic pump for providing driving input to the steering gear assembly.
34. The tracked ATV of claim 33, further comprising a second hydraulic pump drivingly coupled to the power source and coupled to the hydraulic motor.
35. The tracked ATV of claim 34, wherein the second hydraulic pump comprises a dual hydraulic pump in a dual stage configuration, and drivingly coupled to the tracks for small radius turns.
36. The tracked ATV of claim 35, wherein the small radius turn includes a zero radius turn.
37. The tracked ATV of claim 36, further comprising a speed sensor providing input to the second hydraulic pump, allowing the operation of the second hydraulic pump only under a selected low speed range.
38. The tracked ATV of claim 34, further comprising
- an operator seat supported by the frame;
- a seat sensor coupled to the operator seat for detecting a load on the operator seat;
- a control unit operative to detect at least one of an occupied state and an unoccupied state of the operator seat based on output from the seat sensor, the control unit being operative to disable operation of the second hydraulic pump in response to detecting the unoccupied state of the operator seat.
39. The tracked ATV of claim 34, further comprising
- a speed sensor; and
- a control unit operative to detect a speed of the vehicle based on output from the speed sensor, the control unit being operative to disable operation of the second hydraulic pump in response to the speed of the vehicle exceeding a threshold speed.
40. The tracked ATV of claim 23, wherein the steering gear assembly is positioned adjacent a front end of the vehicle and the power source is positioned adjacent a rear end of the vehicle.
41. The tracked ATV of claim 23, wherein the power source is an internal combustion engine.
42. The tracked ATV of claim 41, further comprising a driveshaft extending from the power source to a front end of the vehicle.
43. The tracked ATV of claim 42, wherein the frame includes an enclosed pan.
44. The tracked ATV of claim 43, wherein the enclosed pan is sealed to provide an amphibious vehicle.
45. The tracked ATV of claim 23, further comprising a gear box intermediate the power source and the steering and drive assembly, the gear box providing a forward and reverse direction for the tracked ATV.
46. The tracked ATV of claim 45, further comprising a hydraulic motor coupled to the first hydraulic pump for providing driving input to the steering gear assembly.
47. The tracked ATV of claim 46, wherein the hydraulic motor is bi-directional.
48. The tracked ATV of claim 47, further comprising a hydraulic switch intermediate the first hydraulic pump and hydraulic motor, reversing the direction of flow to the hydraulic motor.
49. A tracked ATV, comprising:
- a frame;
- a track coupled to the frame;
- a power source supported by the frame and drivingly coupled to the track; and
- a suspension system coupled to the frame and supporting the track, the suspension system comprising a plurality of control arms coupled at an upper end to the frame, and at a lower end to a carrier roller, at least some of the carrier rollers moving independently of the other carrier rollers.
50. The tracked ATV of claim 49, wherein the track is the furthest point forward of the tracked ATV.
51. The tracked ATV of claim 49, wherein at least one of the carrier rollers is comprised of an inner web of resilient material, allowing the at least one carrier roller to deflect radially inwardly.
52. The tracked ATV of claim 49, wherein the control arms and carrier rollers are mounted to a sub frame, which is coupled to the frame.
53. A tracked all-terrain vehicle (ATV), comprising:
- a frame;
- a track coupled to the frame;
- a power source supported by the frame and drivingly coupled to the track;
- a plurality of load sensors supported by the frame, each load sensor being operative to detect a load on the frame;
- a display device operative to display an indication of payload distribution of the vehicle; and
- a control unit in communication with the plurality of load sensors and the display device, the control unit being operative to calculate a payload distribution of the vehicle based on output from the plurality of load sensors and to determine a recommended payload adjustment based on the calculated payload distribution, the control unit being operative to transmit a signal to the display device representative of the recommend payload adjustment.
54. The tracked ATV of claim 53, wherein the control unit is operative to compare the calculated payload distribution to a threshold payload distribution stored in memory accessible by the control unit to determine the recommended payload adjustment.
55. The tracked ATV of claim 53, wherein the control unit is operative to determine payload distributions between a plurality of regions of a cargo portion of the vehicle corresponding to mounting locations of the plurality of load sensors.
56. The tracked ATV of claim 53, further including a front cargo portion and a rear cargo portion each supported by the frame, wherein the plurality of sensors include a plurality of first sensors mounted to front cargo portion and a plurality of second sensors mounted to the rear cargo portion.
57. A method of managing payload distribution of a tracked all-terrain vehicle (ATV), the method comprising:
- providing a tracked ATV including a frame, a track coupled to the frame, and a power source supported by the frame and drivingly coupled to the track;
- detecting, by a plurality of load sensors, at least one load on the frame;
- calculating, by a control unit, a payload distribution of the vehicle based on output from the plurality of load sensors;
- determining, by the control unit, a recommended payload adjustment based on the calculated payload distribution; and
- transmitting a signal to a display device representative of the recommend payload adjustment.
58. The method of claim 57, further comprising comparing the calculated payload distribution to a threshold payload distribution stored in memory accessible by the control unit to determine the recommended payload adjustment.
59. The method of claim 57, further comprising determining payload distributions between a plurality of regions of a cargo portion of the vehicle corresponding to mounting locations of the plurality of load sensors.
Type: Application
Filed: Mar 25, 2014
Publication Date: Sep 25, 2014
Applicant: Polaris Industries Inc. (Medina, MN)
Inventors: Jeffrey D. Bennett (Roseau, MN), Amber P. Malone (Stacy, MN)
Application Number: 14/225,206
International Classification: B62D 55/06 (20060101); G06F 11/30 (20060101); B62D 11/04 (20060101);