Powertrain for multi-purpose vehicles

Abstract

An off-road vehicle includes a powertrain assembly having an engine and a steel belt continuously variable transmission (CVT). A portion of the powertrain assembly is supported at the rear of the vehicle and positioned relative to other components of the vehicle also supported at the rear. The vehicle is also configured for a variety of different operating modes.

Description

Technical Field

[0001] This application relates to a multi-purpose vehicle, and more specifically to a powertrain assembly for a multi-purpose vehicle. Background Technology

[0002] Multipurpose vehicles (“UTVs”), including side-by-side vehicles, and all-terrain vehicles (“ATVs”) are configured to operate on off-road surfaces and a wide variety of terrains. Such vehicles must have sufficient power for a variety of different drive modes (e.g., terrain-dependent drive modes) and to meet the expectations of the driver and passengers. However, due to interference from other components or systems (e.g., rear suspension, cargo box, etc.), engines and transmissions large enough to adequately meet the power and passenger needs may be difficult to fit into vehicles suitable for narrow-path conditions. Thus, there is a need for off-road vehicles with sufficient powertrain capacity to meet increased passenger expectations while maintaining a compact configuration and width for driving on narrow-paths. Summary of the Invention

[0003] In one embodiment, a multi-purpose vehicle includes: a plurality of ground contact members; a frame assembly supported on the plurality of ground contact members; and a powertrain assembly supported by the frame assembly. The powertrain assembly includes an engine and a transmission. The engine is separate from the transmission and is longitudinally aligned with a portion of the transmission in a forward / rear direction of the multi-purpose vehicle.

[0004] In a further embodiment, a multi-purpose vehicle includes: a plurality of ground contact members; a frame assembly supported on the plurality of ground contact members and extending along a longitudinal axis; a cargo area supported on the frame assembly; and a powertrain assembly supported by the frame assembly and including an engine, a transmission, and a driveshaft operatively coupled to the transmission and the plurality of ground contact members. The engine includes a crankcase and a cylinder block positioned above the crankcase. The cylinder block is angled relative to the vertical direction and positioned below a portion of the cargo area and above a portion of the driveshaft.

[0005] In another embodiment, a multi-purpose vehicle includes: a plurality of ground contact members; a frame assembly supported on the plurality of ground contact members and extending along a longitudinal axis; and a powertrain assembly supported by the frame assembly. The powertrain assembly includes an engine, a transmission operatively coupled to the engine, and a driveshaft operatively coupled to the transmission. Viewed from a rear view of the multi-purpose vehicle, the output of the engine is positioned on a first side of the longitudinal axis, the output of the transmission is positioned on a second side of the longitudinal axis, and the driveshaft is configured to rotate clockwise for forward movement of the multi-purpose vehicle.

[0006] In yet another embodiment, a multi-purpose vehicle includes: a plurality of front ground contact members; a plurality of rear ground contact members; a frame assembly supported on the plurality of front and rear ground contact members and extending along a longitudinal axis; and a powertrain assembly supported by the frame assembly. The powertrain assembly includes an engine, a steel belt continuously variable transmission operatively coupled to the engine and including a drive pulley and a driven pulley, a driveshaft operatively coupled to the transmission, and a disconnection device positioned between the output of the driven pulley of the transmission and the plurality of rear ground contact members. The disconnection device is configured to disengage the rear ground contact members from power at the output of the transmission. Attached Figure Description

[0007] The above and other features of the invention, as well as the ways in which they are implemented, will become clearer and the invention itself will be better understood by referring to the following description of embodiments of the invention in conjunction with the accompanying drawings, in which:

[0008] Figure 1 This is a left front perspective view of the multi-purpose vehicle disclosed herein;

[0009] Figure 2 yes Figure 1 The right rear perspective view of the vehicle;

[0010] Figure 3A yes Figure 1 A schematic diagram of the vehicle's powertrain components, in which the transmission is connected to and separate from the differential.

[0011] Figure 3B yes Figure 1 A schematic diagram of the vehicle's powertrain components, wherein the transmission includes a differential;

[0012] Figure 3C It is an alternative rear differential. Figure 3B A schematic top view of the power transmission components;

[0013] Figure 3D yes Figures 3A to 3C A top view of the power transmission components of any of them;

[0014] Figure 3E yes Figure 3D Left side view of the power transmission assembly;

[0015] Figure 3F yes Figure 3D Rear view of the powertrain components;

[0016] Figure 3G yes Figure 3D Front view of the powertrain components;

[0017] Figure 3H It includes a transfer case operably connected to the transmission. Figure 3D A top view of the power transmission components;

[0018] Figure 3I yes Figure 3H Left side view of the power transmission assembly;

[0019] Figure 4A The engine is located in front of the transmission. Figures 3A to 3G A top view of an alternative configuration of the powertrain components of any of them;

[0020] Figure 4B yes Figure 4A Left side view of the power transmission assembly;

[0021] Figure 4C yes Figure 4A Front view of the powertrain components;

[0022] Figure 4D yes Figure 4A Rear view of the powertrain components;

[0023] Figure 4E It includes a transfer case operably connected to the transmission. Figure 4A A top view of the power transmission components;

[0024] Figure 4F yes Figure 4E The left side of the power transmission component;

[0025] Figure 4G It includes the rear differential integrated with the transmission. Figure 4A A top view of the alternative powertrain components;

[0026] Figure 5A It is support Figures 3A to 4G Left front perspective view of the rear frame portion of the powertrain assembly of any of them;

[0027] Figure 5B yes Figure 5A A bottom view of the rear frame and powertrain components.

[0028] Figure 6 yes Figure 5A The power transmission components relative to Figure 1 A top view of the seats in the operator's area of ​​the vehicle;

[0029] Figure 7 yes Figure 5A Side view of the power transmission components;

[0030] Figure 8 It is support Figures 3A to 4G A left front perspective view of the rear frame portion of an alternative embodiment of the powertrain assembly of any of the above.

[0031] Figure 9A yes Figure 8 A bottom view of the rear frame section;

[0032] Figure 9B yes Figure 8 Another bottom view of the rear frame section;

[0033] Figure 10 It is connected to the oil pan. Figures 3A to 4G A schematic diagram of the crankcase of the engine in any of the power transmission components;

[0034] Figure 11 yes Figures 3A to 4G A schematic diagram of a steel belt continuously variable transmission (CVT) for the power transmission components of any of the components;

[0035] Figure 12 It includes the differential and wet clutch assembly. Figures 3A to 4G A schematic diagram of the internal structure of a continuously variable transmission (CVT) for any of the powertrain components in the diagram.

[0036] Figure 13 It is used to Figures 3A to 4G A schematic diagram of a connection assembly in which a portion of the driveshaft of any of the power transmission components is connected to the rear differential.

[0037] Figure 14A It is used to Figures 3A to 4G A top cross-sectional view of an alternative coupling assembly that connects this portion of the driveshaft of any of the powertrain components to the rear differential, wherein the coupling assembly is in the connected position.

[0038] Figure 14B It is in the disconnected position. Figure 14A Top section view of the connecting components; and

[0039] Figure 15 yes Figure 1 A schematic diagram of the vehicle's control components or systems.

[0040] Throughout these views, corresponding reference numerals indicate the corresponding parts. Although the accompanying drawings illustrate embodiments according to the invention, they are not necessarily drawn to scale, and some features may be exaggerated to better illustrate and explain the invention. Detailed Implementation

[0041] 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, these embodiments were chosen and described to enable those skilled in the art to utilize their teachings. While this disclosure is primarily directed toward multi-purpose vehicles, it should be understood that the features disclosed herein can be applied to other types of vehicles, such as other all-terrain vehicles, motorcycles, snowmobiles, and golf carts.

[0042] Reference Figure 1 and Figure 2 An illustrative embodiment of a multi-purpose vehicle 10 is shown. The vehicle 10 includes ground contact components (including a front ground contact component 12 having a rotation axis R1 and a rear ground contact component 14 having a rotation axis R2), a power transmission assembly 16, and (…). Figures 3A to 4G The vehicle 10 includes a frame assembly 20, multiple body panels 22 connected to the frame assembly 20, a front suspension assembly 24, a rear suspension assembly 26, and a rear cargo area 28 having a cargo bed surface 29. In one embodiment, one or more ground contact members 12, 14 may be replaced by tracks, such as PROSPECTOR II tracks available from Polaris Industries, Inc., located at 2100 Highway 55 in Medina, Minn. 55340, or by non-pneumatic tires. The vehicle 10 may be referred to as a multi-purpose vehicle (“UTV”), an all-terrain vehicle (“ATV”), or a side-by-side vehicle (“SxS”), and is configured to travel on a variety of terrains or surfaces and is suitable for driving on trails. More specifically, the vehicle 10 may be configured for military, industrial, agricultural, or recreational applications.

[0043] Still referencing Figure 1 and Figure 2 The vehicle 10 includes an operator area 30 supported by a frame assembly 20, which includes seats for at least an operator and a passenger. Illustratively, one embodiment of the vehicle 10 includes a side-by-side operator seat 32 and a front passenger seat 34. The operator seat 32 includes a seat base (illustratively a bucket seat) and a seat back. Similarly, the front passenger seat 34 includes a seat base (illustratively a bucket seat) and a seat back. Although the seats are shown as separate side-by-side seats, it will be understood that the seats may include bench seats with driver and passenger portions. Additionally, a cargo area 28 may be configured to support additional passengers and / or cargo.

[0044] The frame assembly 20 of vehicle 10 is supported by ground contact members 12 and 14. The frame assembly 20 includes a lower frame assembly 20a and an upper frame assembly 20b. The lower frame assembly 20a includes a front frame portion 36 and a rear frame portion 38 positioned along the longitudinal axis or centerline L of vehicle 10. The longitudinal axis L is generally perpendicular to the vertical direction and perpendicular to the rotation axis R1 of the front ground contact member 12 and the rotation axis R2 of the rear ground contact member 14, respectively. The upper frame assembly 20b is connected to the lower frame assembly 20a and cooperates with the operator area 30 to define the cab of vehicle 10.

[0045] The power transmission assembly 16 is operably supported on the frame assembly 20 and is drivenly connected to one or more of the grounding members 12, 14. Figures 5A to 9B As shown, the powertrain assembly 16 is supported on the rear frame portion 38, and thus, at least a portion of the powertrain assembly 16 is positioned behind the seats 32, 34, as disclosed in further detail herein. The powertrain assembly 16 may include an engine 40 and a transmission 42. In one embodiment, the transmission 42 may be a continuously variable transmission (“CVT”) and / or a shiftable transmission.

[0046] The powertrain assembly 16 further includes at least a front differential 44, a rear differential 46, and a drive shaft or transmission shaft 48 extending between them. The front differential 44 is operatively coupled to the front ground contact member 12, and the rear differential 46 is operatively coupled to the rear ground contact member 14. As further disclosed herein, the transmission shaft 48 includes a first transmission shaft or front transmission shaft 48a operatively coupled to the transmission 42 and the front differential 44, and a second transmission shaft or rear transmission shaft 48b operatively coupled to the transmission 42 and the rear differential 46. A torsional damper (e.g., comprising rubber) may be included on or used on the transmission shaft 48 to prevent vibrations or other feedback from being transmitted from the transmission shaft 48 to the transmission 42.

[0047] refer to Figures 3A to 3I Several different embodiments are schematically illustrated, in which the engine 40 is positioned behind the transmission 42. In such embodiments, and as disclosed further in more detail herein, such as Figure 3D As shown, the drive shaft 48 can be angled laterally by up to 20° relative to the longitudinal axis L. Figure 3D In the illustrative embodiment, both the front driveshaft 48a and the rear driveshaft 48b are angled (angle α) toward the left side of the vehicle 10, and therefore can be angled up to 20° toward the left side of the longitudinal axis L. However, the front driveshaft 48a and the rear driveshaft 48b can also be angled up to 20° toward the right side of the longitudinal axis L.

[0048] like Figure 3EAs shown, driveshaft 48 can also be angled vertically at an angle α (up to 20°) relative to a line horizontal to the ground plane. Illustratively, both front driveshaft 48a and rear driveshaft 48b are angled vertically above a line horizontal to the ground plane (i.e., the ground or the surface supporting vehicle 10) to connect to the engine output (the center line of engine power output shown at 124) and the front differential 44 and rear differential 46, respectively. However, front driveshaft 48a and rear driveshaft 48b can also be angled vertically below a line horizontal to the ground plane.

[0049] exist Figures 3A to 3E In the embodiment where the engine 40 is positioned behind the transmission 42, when observing Figure 3F In the rear view, it is clear that the rear drive shaft 48b rotates clockwise to move the vehicle 10 forward. It is also clear that the centerline 124 of the engine power output is located on the first / right side of the longitudinal axis L. Additionally, as... Figure 3G As shown in the front view, when the engine 40 is positioned behind the transmission 42, the front drive shaft 48a rotates counterclockwise to move the vehicle 10 forward, and the centerline 124 of the engine power output appears to be positioned to the left of the longitudinal axis L, but is still positioned to the right of the vehicle 10 relative to the longitudinal axis L.

[0050] In one embodiment, Figures 3A to 3G The powertrain assembly 16 may include a transfer case 41 operably coupled to the transmission 42, such as Figure 3H As shown. Both the front driveshaft 48a and the rear driveshaft 48b can be laterally angled (angle α) relative to the longitudinal axis L by up to 20° to be operatively connected to the transfer case 41. Illustratively, the front driveshaft 48a is angled laterally to the right of the longitudinal axis L, while the rear driveshaft 48b is angled laterally to the left of the longitudinal axis L; however, it is understood that the front driveshaft 48a and the rear driveshaft 48b can be laterally angled laterally to the right or left of the longitudinal axis L.

[0051] In addition, such as Figure 3I As shown, when the powertrain 16 includes the transfer case 41 and the engine 40 is positioned behind the transmission 42, both the front driveshaft 48a and the rear driveshaft 48b can be vertically angled (angle α) relative to a line horizontal to the ground plane, up to 20°. Illustratively, the front driveshaft 48a and the rear driveshaft 48b are vertically angled α upwards towards a line horizontal to the ground plane; however, it is understood that the front driveshaft 48a and the rear driveshaft 48b can also be vertically angled downwards relative to a line horizontal to the ground plane.

[0052] From at least Figures 3A to 3IClearly, the engine 40 and transmission 42 are mounted longitudinally in the vehicle 10 (i.e., in a longitudinally overlapping relationship, such that at least a portion of the engine 40 and at least a portion of the transmission 42 are aligned in the front / rear direction), and viewed from the rear view, the centerline 124 of the engine power output is located on the first / right side of the longitudinal axis L, and the output 100 of the transmission 42 causes the rear drive shaft 48b to rotate clockwise. Figure 3F Thus, while other vehicles (e.g., cars / road vehicles) could also be configured to rotate the transmission output clockwise (viewed from the rear view of the vehicle), the engine and transmission of such vehicles are laterally aligned (i.e., the engine and transmission are laterally / side-by-side with each other), which increases the width of the vehicle. Due to this increased width, such vehicles with laterally aligned engines and transmissions may not be suitable for trails and are generally not configured for off-road terrain.

[0053] This article discloses, in more detail and in a non-illustrative manner, details of Figures 3A to 3I Examples of this embodiment. However, as disclosed below, several different embodiments of the powertrain 16 are configured such that the engine 40 is positioned in front of the transmission, as... Figures 4A to 4F As shown in the figure. Figures 5A to 14B All aspects of the disclosure also apply. Figures 4A to 4F The power transmission configuration.

[0054] Regardless of the position of engine 40 relative to transmission 42, engine 40 can be an internal combustion engine that burns fuel; however, any engine component, such as a hybrid, fuel cell, or electric motor or unit, is conceivable. In one embodiment, powertrain 16 includes a turbocharger (not shown).

[0055] like Figures 5A to 9B As shown, a powertrain assembly 16 is illustrated, in which an engine 40 is positioned rear of a transmission 42. The engine 40 is supported on a rear frame portion 38. More specifically, the rear frame portion 38 includes an upper longitudinal extension member 38a, a lower longitudinal extension member 38b, and at least one crossover member 38c extending between the two. Various embodiments of the rear frame portion 38 may include one or more crossover members 38c in any orientation relative to the upper longitudinal extension member 38a and the lower longitudinal extension member 38b. For example, as... Figures 7 to 9B As shown, an alternative rear frame portion 38' is illustrated, which has an upper longitudinally extending frame member 38a', a lower longitudinally extending frame member 38b', and at least one bridging member 38c'.

[0056] about Figures 5A to 9BThe engine 40 and / or transmission 42 are supported on at least one of the lower longitudinal extension frame members 38b, 38b' and / or at least one of the upper longitudinal extension frame members 38a, 38a' using metal mounting members 54 and isolators (not shown) including damping material. The mounting members 54 are schematically shown, and in embodiments, at least three mounting members 54 may be used to connect the engine 40 and / or transmission 42 to the upper longitudinal extension frame members 38a, 38a' and / or the lower longitudinal extension frame members 38b, 38b'.

[0057] Additionally, the engine 40 can be supported on the housing 78 of the transmission 42 by at least two mounting portions. For example, the housing 78 of the transmission 42 may include a mounting plate or planar surface 50 at its rearward extension, which is configured to mate with a corresponding mounting or planar surface 52 of the engine 40, such that the transmission 42 and the engine 40 are mounted together. Conventional fasteners, such as bolts (not shown), may extend to / through the mounting surfaces 50, 52. The mounting surfaces 50 and / or 52 may individually or jointly define a bell-shaped housing. A torsional damper (not shown) may be positioned longitudinally at the midpoint of the mounting surfaces 50, 52.

[0058] refer to Figure 10 The illustrative engine 40 includes: a cylinder block 56 ( Figure 7 and Figure 8 The engine 40 includes at least one cylinder configured to receive a piston (not shown) therein; a crankcase 58 configured to support a crankshaft 60 and coupled to the cylinder block 56; and a drive assembly including a cam assembly 62 operably coupled to the crankshaft 60 via a belt or chain 64 and a belt tensioner 66. In several different embodiments, the engine 40 may include any number of cylinders, such as one, two, three, four, six, or eight cylinders. Additionally, the engine 40 includes an oil pan 68 coupled to the crankcase 58. Figure 10 As shown, the oil pan 68 is angled along the lower extension of the crankcase 58, and more specifically includes a bottom surface 68a in a generally horizontal configuration and other sides (illustratively 68b, 68c, 68d, 68e) angled relative to the horizontal and vertical directions. As further disclosed herein, the angle of the oil pan 68 allows for the encapsulation of the powertrain assembly 16 relative to other components of the vehicle 10 supported at the rear frame portion 38. While the engine 40 illustratively includes the oil pan 68, the engine 40 may also be configured as a dry-panel engine.

[0059] like Figure 11As best shown, transmission 42 can be any type of drive axle, such as a planetary gear transmission, automatic transmission, manual transmission, dual-clutch transmission (“DCT”), automatic-manual transmission, automatic shift transmission (“AST”), etc. Illustratively, transmission 42 is shown as a steel belt continuously variable transmission (“CVT”), wherein, instead of a conventional rubber belt surrounding and extending between the active and driven opening / closing devices, a belt comprising multiple steel blocks or plates surrounds and extends between the active and driven opening / closing devices. For example, as Figure 11 As shown, the transmission 42 includes an active opening / closing device or pulley 70 (e.g., a shift pulley), a driven opening / closing device or pulley 72 (e.g., a shift pulley), and a steel belt 74 sandwiched between the active and driven opening / closing devices 70 and 72. The belt 74 includes a plurality of steel blocks or plates 76, and may also include metal (e.g., steel) hoops (not shown) extending along both sides of all the steel blocks 76. In this way, the steel hoops support all the steel blocks 76 and together form the channels in which the steel blocks 76 are positioned.

[0060] Figure 4 to Figure 9B As shown, the housing 78 of the transmission 42 is configured to support the opening and closing devices 70, 72 and the steel belt 74 therein. The housing 78 includes a mounting plate 50 for coupling with the engine 40. As further disclosed herein, the transmission 42 is positioned in front of at least a portion of the engine 40 such that the mounting plate 50 is positioned at a rearward extension of the transmission 42 and coupled to a front extension or surface of a mounting surface 52 on the engine 40. The transmission 42 also connects via a crankshaft 60 (… Figure 10 ) is operably connected to the engine 40, such that the crankshaft 60 is on the rotation axis of the active opening and closing device 70 and the input shaft 80 of the transmission 42. Figure 12 ) connection.

[0061] like Figure 3A As shown, the transmission 42 may include a separate differential 43 coupled to the output 100. However, in other embodiments, the output 100 of the transmission 42 may include an integrated differential 43, such as... Figure 3BAs shown. Differential 43 is a locking, controlled, or limited-slip differential. If differential 43 is a controlled differential, torque limiting capability is possible, such that if the torque applied to the different ground contact members 12 exceeds a threshold, the clutch of differential 43 will slip. This embodiment allows for a reduction in the size of the components and also minimizes or prevents damage to the various drivetrain components. In one embodiment, differential 43 is positioned in front of and connected to transmission 42, or positioned within the housing 78 of transmission 42 at the front portion of transmission 42. Alternatively, differential 43 can be located in any position relative to the opening and closing devices 70, 72 and housing 78. In other embodiments of vehicle 10, powertrain assembly 16 may not include any differential at the location of differential 43. In such embodiments, there is no differential between the front driveshaft 48a and the rear driveshaft 48b.

[0062] refer to Figure 12 The input shaft 80 of the transmission 42 may also have a wet clutch assembly 82 instead of a torque converter, which includes two wet plate clutches with planetary gears on the input shaft of the transmission 42, instead of a reverse pawl. In one embodiment, the wet clutch assembly 82 is an electronically controlled and hydraulically actuated wet engagement clutch. This configuration allows shifting during operation, such that the wet clutch assembly 82 allows gear changes between forward and reverse gears as the vehicle 10 moves. Additionally, if slippage occurs during the operation of the vehicle 10, the slippage will occur at the wet clutch assembly 82. Slippage can occur indefinitely until a threshold RPM is reached. In this way, the wet clutch assembly 82 protects the powertrain assembly 16 (e.g., driveshaft 48) and additional systems or components of the vehicle 10 by being configured to slip at predetermined parameters.

[0063] While this document discloses a wet clutch assembly 82, it is understood that a torque converter can be used instead. In the case of a torque converter, if the fluid is adequately cooled, the torque converter will slip indefinitely. In another embodiment, a dry clutch can be used instead of a torque converter or a wet clutch assembly 82; however, the slippage of a dry clutch may be limited compared to that achievable with a wet clutch assembly 82 and a torque converter.

[0064] refer to Figure 12 The transmission 42 may also include a three-speed group 75 for operating the vehicle 10 in at least low and high gears. More specifically, the three-speed group 75 is operably coupled to the driven opening / closing device 72 of the transmission 42 via a pinion drive 77 and operably coupled to the differential 43 of the transmission 42. Figure 12As best shown, the three-speed gear set 75 can be positioned along the countershaft 81 and outside the driven engagement device 72. The three-speed gear set 75 meshes with the pinion drive 77. The pinion drive 77 engages with the differential 43. Thus, the transmission 42 is configured to provide discrete gears (e.g., high gear, low gear, neutral), a continuous range of gear ratios via the active engagement device 70, the driven engagement device 72, and the belt 74, as well as forward and reverse operations.

[0065] Regarding the pinion drive 77, since it includes a pinion shaft 114, a first gear 116, and a second gear 118, two-stage gear reduction is possible. The first gear 116 and the second gear 118 can be used to produce different gear ratios. It is understood that the transmission 42 is configured for forward and reverse operation, as well as at least low and high gear operation, via the wet clutch assembly 82, the three-speed group 75, and / or the pinion drive 77.

[0066] Still referencing 3A to Figure 9B The powertrain assembly 16 includes a front differential 44 operatively coupled to a transmission 42, such that the transmission 42 provides power to the forward ground contact member 12. Specifically, the output shaft 100 of the transmission 42 is operatively coupled to a front driveshaft 48a to provide rotational power to the forward ground contact member 12 via the front driveshaft 48a. It is understood that the vehicle 10 is configured for all-wheel / four-wheel drive operation, which in some embodiments may be selectively achieved by the driver, as the transmission 42 provides drive power to all ground contact members 12, 14 by selectively engaging (or disengaging) the front differential 44. In 4WD mode (i.e., with the front driveshaft 48a and front differential 44 engaged), torque sensing can be performed in the transmission 42 via the front driveshaft 48a or the front differential 44.

[0067] Still in 3A Figure 9B As shown, the rear differential 46 is operatively coupled to the transmission 42, such that the transmission 42 provides power to the rear ground contact member 14. Specifically, the output shaft 100 of the transmission 42 is operatively coupled to the rear drive shaft 48b to provide rotational power to the rear ground contact member 14 via the rear drive shaft 48b. The rear differential 46 is configured to be selectively locked or unlocked by the driver.

[0068] When vehicle 10 needs to be operated in multiple different modes, when vehicle 10 needs to be towed, or when vehicle 10 tows another vehicle, both the front differential 44 and the rear differential 46 can be disengaged from the transmission 42. In one embodiment, the disengagement mechanism can be positioned anywhere between the driven pulley 72 of the transmission 42 and the rear ground contact member 14. Although in Figures 13 to 14BAn illustrative example of such a disconnection mechanism is shown relative to the rear differential 46, but it will be understood that the same disconnection mechanism may be used for the front differential 44, or any other mechanism configured to disconnect the front differential 44 or the rear differential 46 from the transmission 42. The front differential 44 and / or the rear differential 46 may be selectively disconnected from the transmission 42 at the driver's discretion.

[0069] In one embodiment, such as Figure 13 As shown, the disconnection devices for the front differential 44 and the rear differential 46 are located within the transmission 42, causing the front drive shaft 48a and the rear drive shaft 48b to be disconnected from the output 100 of the transmission 42. More specifically, the coupling assembly or mechanism 83 of the first embodiment is configured to selectively connect the transmission output shaft 100 to the output shaft 73 of the driven pulley 72 of the transmission 42. In this way, if it is desired to prevent the driven pulley 72 and the rear ground contact member 14 from rotating together (e.g., in towing situations), the output shaft 73 of the driven pulley 72 of the transmission 42 is disconnected from the transmission output shaft 100, so that the driven pulley 72 will not rotate when the rear ground contact member 14 rotates in the towing state.

[0070] like Figure 14A and Figure 14B As shown, a second embodiment of the disconnect mechanism includes a coupling assembly 84 configured to operatively connect the rear driveshaft 48b to the rear differential 46. The coupling assembly 84 may be located within the housing of the rear differential 46 or may be separate from the rear differential 46 and the rear driveshaft 48b. The coupling assembly 84 includes a shaft 86, a seal 88, a first bearing 90, a second bearing 92, and a collar 94. The illustrative shaft 86 is a splined shaft coupled to or integrated with the rear driveshaft 48b. The shaft 86 is sealed against a rear extension of the rear driveshaft 48b by the seal 88. The first bearing 90 is located radially midway between the shaft 86 and the rear driveshaft 48b.

[0071] Shaft 86 includes a receiving end 96 of a pinion drive 98 configured to receive a rear differential 46. A second bearing 92 is positioned radially midway between the pinion drive 98 and the receiving end 96 of shaft 86. A collar 94 is positioned along the outer surface or outer diameter of the receiving end 96 of shaft 86 and is configured to slide longitudinally along the outer surface of the receiving end 96. Specifically, and as... Figure 14AAs shown, the collar 94 can be moved longitudinally rearward to a position along the outer surface of the receiving end 96 of the shaft 86 and along the outer surface of the pinion drive 98, such that the collar 94 spans the connection position between the pinion drive 98 of the rear differential 46 and the shaft 86 of the rear drive shaft 48b. In this way, the collar 94 holds the rear drive shaft 48b connected to the rear differential 46, and as the rear drive shaft 48b rotates, the shaft 86 rotates with the rear drive shaft 48b.

[0072] However, as Figure 14B As shown, when the rear driveshaft 48b is to be disconnected from the rear differential 46, the collar 94 can move forward toward the rear driveshaft 48b such that the collar 94 is positioned only along the outer surface of the receiving end 96 of the shaft 86. In this way, the collar 94 does not connect the pinion drive 98 of the rear differential 46 to the shaft 86, and thus, when the rear driveshaft 48b rotates, the pinion drive 98 does not rotate with the rear driveshaft 48b. Instead, the rear driveshaft 48b rotates only about the pinion drive 98.

[0073] An actuator or lever can be used to move the collar 94 in... Figure 14A The connection position and Figure 14B The collar 94 slides longitudinally between its disconnected and open positions. In one embodiment, an actuator configured to move the collar 94 may be associated with an input within the operator area 30 (e.g., a button, touchscreen graphic or input, lever, knob, or any other operator input), allowing the operator to selectively move the collar 94 between an engaged and disengaged position. Alternatively, a torque-limiting clutch package with an open and unpressurized clutch arrangement may be used to facilitate movement of the collar 94 in response to operator input and the actuator of the collar 94, or to facilitate automatic movement of the collar 94 based on the operating conditions of the vehicle 10 and / or powertrain 16.

[0074] Alternatively, the operator can manually move or remove the pins connecting the rear driveshaft 48b to the rear differential 46 and / or the transmission 42. In another alternative embodiment, a manually operated cable-operated disconnect device can be used, which will provide a neutral state regardless of the gear position of the transmission 42 (however, it is understood that the transmission 42 does include a neutral mode in which the wet clutch assembly 82 remains open). Thus, a variety of different alternative embodiments and equivalent connection and disconnect mechanisms can be used.

[0075] Regardless of the mechanical features used to disconnect the rear driveshaft 48b, as noted herein, the rear driveshaft 48b can be selectively disconnected by selective input from the user, or it can be automatically disconnected in response to a variety of different parameters. For example, the rear driveshaft 48b can be disconnected once a specific parameter is met. Such parameters may relate to driving conditions, powertrain operating conditions, etc., and / or may relate to a series of steps (e.g., after certain steps are met, such as in response to gear selection (e.g., neutral or park), the disconnection of the rear driveshaft 48b may occur). It is understood that the front driveshaft 48a can be disconnected from the front differential 44 and / or transmission 42 via the mechanisms discussed above with respect to the rear driveshaft 48b.

[0076] Still referencing Figures 5A to 9B Many components of the powertrain 16 are supported by the rear frame portion 38. These components of the powertrain 16 are positioned relative to many other vehicle systems and components, such as the rear suspension assembly 26, the cargo bed surface 29, the operator area 30, the seats 32, 34, and the various components of the frame assembly 20. Illustratively, the rear differential 46 is positioned at the rear extension of the rear frame portion 38 and at the lateral midpoint of the lower longitudinally extending frame members 38b, 38b'. Figure 6 As shown in the optimal configuration, the rear differential 46 is typically positioned laterally at the midpoint of the rotation axis R2 of the rear ground contact member 14 and along the longitudinal axis L.

[0077] In one embodiment, the rear driveshaft 48b may be generally parallel to the horizontal direction, the ground plane, or the longitudinal axis L and substantially perpendicular to the vertical direction. In other embodiments, the rear driveshaft 48b may be at an angle of up to 20° relative to the horizontal direction (e.g., a line horizontal to the ground surface). If the angle of the rear driveshaft 48b is greater than 20°, heat generation, noise, and other problems may occur in the powertrain assembly 16. Therefore, the illustrative rear driveshaft 48b may be at an angle of up to 20° relative to the horizontal direction / ground plane, but the angle may not exceed 20°.

[0078] At least a portion of the engine 40 is positioned to the right of the rear driveshaft 48b and adjacent to at least one of the lower longitudinal extension frame members 38b and 38b'. Additionally, a portion of the engine 40 may extend above and over the driveshaft 48. The engine 40 may also be positioned below each of the upper longitudinal extension members 38a and 38a'. Thus, the engine 40 can be angled relative to the vertical direction, such that the cylinder block 56 and the corresponding cylinder head are positioned below the upper longitudinal extension members 38a and 38a' and also below the bed surface 29. More specifically, and as... Figures 7 to 9BAs best shown, the crankcase 58 is positioned on the right side of the vehicle 10 and on the right side of the longitudinal axis L. However, the cylinder block 56 may be angled relative to the vertical direction toward the left side of the vehicle 10 so as not to interfere with the bed surface 29. Thus, the cylinder block 56 is angled relative to the longitudinal axis L and the vertical direction, and at least the cylinder head is generally positioned on the left side of the longitudinal axis L. In this way, the engine 40 intersects or overlaps with the longitudinal axis L, such that a first part of the engine 40 (e.g., the crankcase 58) is positioned on one side of the longitudinal axis L, and a second part of the engine 40 (e.g., the cylinder block 56) is positioned on a second side of the longitudinal axis L.

[0079] Similarly, a first portion of the engine 40 is positioned on a first side of the rear driveshaft 48b, and a second portion of the engine 40 is positioned on a second side of the rear driveshaft 48b. At least a portion of the engine 40 (illustratively, the cylinder block 56) may also be positioned on a portion of the rear driveshaft 48b. In this way, the rear driveshaft 48b is positioned laterally adjacent to the crankcase 58 and below the cylinder block 56. By positioning the crankcase 58 at least toward the right side of the vehicle 10, the angle of the rear driveshaft 48b will not exceed 20°, and this facilitates longitudinal alignment between the front and rear ends of the rear driveshaft 48b. It is understood that the angle of the oil pan 68 prevents interference with the rear driveshaft 48b, allowing the rear driveshaft 48b to be positioned adjacent to the crankcase 58.

[0080] like Figures 5A to 9B As shown, engine 40 is generally positioned behind operator area 30 and behind seats 32, 34. Illustratively, engine 40 is generally positioned behind passenger seat 34 and laterally offset from operator seat 32, such that engine 40 is longitudinally aligned with a portion of passenger seat 34. Additionally, engine 40 is longitudinally positioned between rear differential 46 and transmission 42. More specifically, engine 40 is positioned behind transmission 42 such that at least a portion of engine 40 and a portion of transmission 42 are longitudinally aligned with each other in the forward / rear direction. Furthermore, as further discussed herein, the angle of driveshaft 48 relative to the horizontal / ground plane / longitudinal axis L does not exceed 20°.

[0081] Still referencing Figures 5A to 9B At least a portion of the transmission 42 is positioned in front of the cargo area 28. In several different embodiments, the engine 40 is positioned below the cargo area 28; however, in other embodiments, a portion of the transmission 42 may extend below a portion of the cargo bed surface 29. The height of the transmission 42 is lower than the height of the cargo bed surface 29, such that even if a portion of the transmission 42 is positioned directly below the cargo area 28, the transmission 42 will not interfere with the cargo bed surface 29.

[0082] In the illustrative embodiment, the transmission 42 is generally positioned to the right of the longitudinal axis L, such that a portion of the transmission 42 longitudinally overlaps with the passenger seat 34 of the operator area 30 (e.g., positioned longitudinally rearward of the passenger seat). Additionally, the transmission 42 is generally positioned rearward of the operator area 30 and the seats 32, 34, but at least a front extension of the transmission 42 may extend into the operator area 30 and between the seats 32, 34. Thus, the engine 40 and transmission 42 are generally positioned within an envelope 102 defined between the rear ground contact member 14 and the operator area 30. The envelope 102 may also be vertically defined extending from a generally rotating axis R2 to the lower or bottom surface of the cargo box 28. In this way, at least the engine 40 and transmission 42 are positioned within the envelope 102, and therefore, below the lower surface of the cargo box 28, along the rotating axis R2, laterally within the width defined as the distance between the rear ground contact members 14, and longitudinally between the operator area 30 and the rear ground contact member 14. If the vehicle 10 includes additional passenger seats positioned behind seats 32, 34, the transmission 42 may extend into a portion of the operator area 30 and may be positioned laterally at the midpoint of each of the rear passenger seats.

[0083] The transmission 42 is tightly mounted to the engine 40 via mounting surfaces 50, 52, such that the engine 40 and the transmission 42 are adjacent to each other. In particular, the rear extension of the transmission 42 is adjacent to the front extension of the engine 40. This close or compact arrangement between the engine 40 and the transmission 42 also allows the drive shaft 48 to be angled no more than 20° relative to the horizontal direction / ground plane / longitudinal axis L.

[0084] like Figures 5A to 9B As shown, output 100 is positioned to the left of the longitudinal axis L and aligned with the position of driveshaft 48, such that rear driveshaft 48b extends linearly rearward from output 100 and along the crankcase 58 of engine 40, while front driveshaft 48a extends linearly forward from output 100 and between seats 32 and 34. In this way, driveshaft 48 is longitudinally aligned with output 100, minimizing any angles in driveshaft 48 from output 100 to the front differential 44 and rear differential 46. If the configuration of powertrain assembly 16 at rear frame portion 38 is similar to that shown in Figures 4 to 5... Figure 9B With different configurations, the drive shaft 48 may be angled relative to the longitudinal axis L; however, in such embodiments, in order to overcome the angle of the drive shaft 48, a gear-gear drive can be used along the drive shaft 48 to resolve the angled configuration and rotation of the drive shaft 48.

[0085] refer to Figure 7In this embodiment, the compact package of the rear differential 46, engine 40, and transmission 42, and the output of the engine 40 (e.g., crankshaft 60) extending along the output centerline / horizontal axis 124 ( Figure 10 The output 100 of the transmission 42, extending along the output centerline / horizontal axis 122, and the input 47 of the rear differential 46, extending along the input centerline / horizontal axis 122, can both be positioned at approximately the same height along the horizontal axis. Because the rear driveshaft 48b is generally linearly oriented relative to the horizontal and longitudinal axes L, noise and vibration in the powertrain assembly 16 are reduced. In one embodiment, the output 100 of the transmission 42 is positioned above the height of the input 47 of the rear differential 46 (measured as the vertical distance H1 between axes 120 and 122). Alternatively, in another embodiment, the output 100 of the transmission 42 is positioned above the height of the output of the engine 40 (measured as the vertical distance H2 between axes 122 and 124). Further, in several different embodiments, the input 47 of the rear differential 46 is positioned below the height of the output of the engine 40 (measured as the vertical distance H3 between axes 120 and 124).

[0086] Alternatively, in one embodiment, such as Figure 3C As shown, the rear differential 46 can be configured as a crown, spiral cone, or quasi-hyperboloid rear drive, wherein the input 47 of the rear differential 46 is positioned along the left side of the longitudinal axis L. In this configuration, the rear driveshaft 48b can be angled relative to the output of the transmission 42 by 100°. The angle of the rear driveshaft 48b relative to the longitudinal axis L can be up to approximately 20°, and can be angled relative to the horizontal direction.

[0087] The front driveshaft 48a and the rear driveshaft 48b are generally longitudinally aligned, such that the front driveshaft 48a is also positioned to the left of and parallel to the longitudinal axis L. In one embodiment, the front driveshaft 48a is positioned closer to the operator seat 32 than to the passenger seat 34, and in one embodiment (e.g., Figure 6 The part of the operator's seat 32 is vertically aligned with a portion of the operator's seat 32, such that a portion of the operator's seat 32 is directly above a portion of the front drive shaft 48a.

[0088] Note that the configuration of the engine 40 relative to the transmission 42 can be adjusted. For example, the engine 40 can be configured to face rearward and away from the transmission 42 and / or can be positioned in front of the transmission 42. In such embodiments, to overcome the angle of the driveshaft 48, a gear-gear drive can be used along the driveshaft 48 to address the angled configuration and rotation of the driveshaft 48. Additionally, when the engine 40 faces... Figure 5AWhen the direction is opposite to that shown in Figure 9, the single-stage gear reduction allows the angle of the drive shaft 48 to be fixed.

[0089] More specifically, in Figures 4A to 4F An embodiment of the powertrain assembly 16, in which the engine 40 is positioned in front of the transmission 42, is shown. As noted herein, in Figures 3A to 3I and Figures 5A to 14B The various aspects of the power transmission assembly 16 shown can be applied to Figures 4A to 4F Examples of implementations. See reference. Figure 4A The engine 40 can be positioned in front of the transmission 42, such that the rear extension of the engine 40 is connected to the front extension of the transmission 42. In this embodiment, the driveshaft 48 can be laterally angled (angle α) by up to 20° relative to the longitudinal axis L. Illustratively, both the front driveshaft 48a and the rear driveshaft 48b are angled to the right of the longitudinal axis; however, the front driveshaft 48a and / or the rear driveshaft 48b can be angled to the right or left of the longitudinal axis L.

[0090] refer to Figure 4B When the engine 40 is positioned in front of the transmission 42, the driveshaft 48 can also be angled up to 20° (angle α) vertically relative to a line horizontal to the ground. Illustratively, both the front driveshaft 48a and the rear driveshaft 48b are angled vertically upward relative to a line horizontal to the ground for connection with the transmission 42; however, it is understood that the front driveshaft 48a and / or the rear driveshaft 48b can be angled vertically upward or downward relative to a line horizontal to the ground.

[0091] exist Figure 4A and Figure 4B In the embodiment where the engine 40 is positioned in front of the transmission 42, when observing... Figure 4C In the front view, it is clear that the front drive shaft 48a rotates clockwise to move the vehicle 10 forward. It is also clear that the engine power output centerline 124 appears to be positioned to the right of the longitudinal axis L, but the engine power output centerline 124 is actually positioned along the left side of the vehicle 10 or the driver's side. Additionally, as... Figure 4D As shown in the rear view, when the engine 40 is positioned in front of the transmission 42, the rear drive shaft 48b rotates counterclockwise to move the vehicle 10 forward, and the centerline 124 of the engine power output is positioned to the left of the longitudinal axis L.

[0092] In one embodiment, Figures 4A to 4D The powertrain assembly 16 may include a transfer case 41 operably coupled to the transmission 42, such as Figure 4EAs shown. Both the front driveshaft 48a and the rear driveshaft 48b can be laterally angled by up to 20° (angle α) relative to the longitudinal axis L for operability with the transfer case 41. Illustratively, both the front driveshaft 48a and the rear driveshaft 48b are laterally angled to the right of the longitudinal axis; however, it can be understood that the front driveshaft 48a and the rear driveshaft 48b can be laterally angled to the right or left of the longitudinal axis L.

[0093] In addition, such as Figure 4F As shown, when the powertrain 16 includes the transfer case 41 and the engine 40 is positioned in front of the transmission 42, the front driveshaft 48a and the rear driveshaft 48b can both form an angle (angle α) of up to 20° vertically relative to a line horizontal to the ground. Illustratively, the front driveshaft 48a and the rear driveshaft 48b form an angle α vertically upwards towards a line horizontal to the ground; however, it is understood that the front driveshaft 48a and the rear driveshaft 48b can also form an angle downwards relative to a line horizontal to the ground.

[0094] exist Figure 4G Another alternative embodiment is shown, in which the rear differential is integrated into the transmission 42. In this way, the rear driveshaft 48b is omitted because the rear axle extends laterally outward from the housing 78 of the transmission 42 to engage with the rear ground contact member 14. Thus, in this configuration, the engine 40 is positioned in front of the transmission 42, which may be a steel belt transmission as disclosed herein, the rear differential 46 is integrated into the transmission 42, and only a single driveshaft 48 extends forward from the transmission 42 to engage with the front differential 44.

[0095] Angle α is used herein to describe the angles of the front driveshaft 48a and the rear driveshaft 48b relative to the longitudinal axis L and to a line horizontal to the ground plane. However, it should be understood that the use of angle α in this document does not imply that the front driveshaft 48a and the rear driveshaft 48b have the same angles relative to the longitudinal axis L and / or to a line horizontal to the ground plane. Nor does the use of angle α imply that the angle of the front driveshaft 48a or the rear driveshaft 48b relative to the longitudinal axis L is the same as its angle relative to a line horizontal to the ground plane.

[0096] Additionally, although the various embodiments disclosed herein show an engine 40 and transmission 42 longitudinally aligned with each other, other embodiments may include an engine 40 and transmission 42 partially laterally aligned with each other. In this configuration, mounting surfaces 50, 52 may face the right and left sides of the vehicle 10, rather than facing... Figures 5A to 9B The vehicle 10 is shown in the longitudinal direction. The engine 40 can be positioned on or along the first side or right side of the longitudinal axis L, while the transmission 42 can be positioned on the second side or left side of the longitudinal axis L.

[0097] During the operation of vehicle 10, and regardless of the use Figures 3A to 3I The power transmission component 16 is still Figures 4A to 4F The power transmission assembly 16 allows the operator to make various selections or inputs to control the operation of the vehicle 10. For example, such as Figure 2 As best shown, the operator area 30 includes an instrument panel assembly 104 that supports an instrument cluster or display 106 and multiple inputs 108. The inputs 108 can be any type of mechanical lever, button, knob, switch, etc., configured to receive input commands, or the inputs 108 can be received via the display 106, which can be configured as a touchscreen display and configured to provide information to the operator and receive input commands. The display 106 and the inputs 108 can be electrically connected to a control assembly including an engine control unit (“ECU”) 110 for monitoring and controlling the operation of at least the engine 40 and a transmission control unit (“TCU”) 111 for monitoring and controlling the operation of the transmission 42, such as... Figure 15 As shown.

[0098] Certain inputs 108 may define operating or drive mode controls that allow at least one component of the powertrain 16 to operate according to certain parameters. The components of the control assembly, inputs 108, display 106, engine 40, and / or transmission 42 can all communicate over CAN communication. As disclosed herein, the powertrain 16 can operate in at least any of the following modes, with additional operating modes available, and it is noted that, in cases where operation in any of these modes is required, the rear driveshaft 48b may be disconnected from the rear differential 46, or the front driveshaft 48a may be disconnected from the front differential 44 (e.g., for 2WD rather than AWD):

[0099] Cruise Mode

[0100] When an operator wishes to operate vehicle 10 in cruise mode, the operator can select cruise mode via input 108, which triggers ECU 110 and / or TCU 111 to communicate with at least engine 40 and / or transmission 42, respectively. In cruise mode, the speed of engine 40 (e.g., RPM) is reduced while maintaining the speed desired by the operator for vehicle 10 to operate in cruise mode. Specifically, the transmission ratio of transmission 42, including differential 43, can be adjusted to maintain the speed selected by the operator while reducing engine speed. In one embodiment, ECU 110 calculates the virtual accelerator pedal position required to maintain or sustain the desired speed selected by the operator, and transmission 42 responds accordingly to the virtual pedal position.

[0101] Fuel Economy Mode

[0102] When the operator wishes to maximize the fuel economy range of vehicle 10, the operator can select a fuel economy mode via input 108, which triggers ECU 110 and / or TCU 111 to communicate with at least engine 40 and / or transmission 42, respectively. In fuel economy mode, ECU 110 determines the most efficient part or portion of the engine diagram under given conditions and controls the operation of engine 40 accordingly. More specifically, transmission 42 may maintain a higher gear ratio to improve fuel economy.

[0103] Plow Mode

[0104] When an operator wishes to operate an accessory of vehicle 10 (e.g., a snowplow, winch, or other similar device), the operator can select snowplow mode via input 108, which triggers ECU 110 and / or TCU 111 to communicate with at least engine 40 and / or transmission 42, respectively. In one embodiment, when vehicle 10 is operated in snowplow mode, the control components can communicate with foot pedal 112 ( Figure 15 ) or other similar inputs and power transmission components 16 communicate to provide sufficient power to operate attachments (e.g., raising and lowering the plow).

[0105] Tow Mode

[0106] When the operator wishes to tow a trailer or other item (such as a vehicle), the operator can select the towing mode by inputting 108. This triggers ECU 110 and / or TCU 111 to communicate with at least engine 40 and / or transmission 42, respectively. In towing mode, TCU 111 can communicate with transmission 42 to lock the gear ratio of transmission 42, while ECU 110 can communicate with engine 40 to change the engine speed (e.g., RPM). The towing mode can also be used for rock crawling situations.

[0107] Creep Mode

[0108] When vehicle 10 is capable of crawling forward when the brake is released (e.g., when an operator lifts their foot off the brake, triggering a slow forward movement of vehicle 10), ECU 110 and / or TCU 111 communicate with at least engine 40 and / or transmission 42, respectively. In crawl mode, TCU 111 may communicate with transmission 42 to maintain a specified distance between the clutch plates, enabling vehicle 10 to crawl forward when the operator lifts their foot off the brake pedal. During operation, instead of using the brake and accelerator pedals, a load is applied to engine 40 via the clutches to achieve a stable low vehicle speed. In non-crawling mode, TCU 111 may communicate with transmission 42 to close the clutch plates toward each other, preventing vehicle 10 from crawling forward when the operator lifts their foot off the brake pedal. In one embodiment, the operator can select the crawl mode via input 108, which communicates the operator's selection to ECU 110 and / or TCU 111.

[0109] Shift Mimic Mode

[0110] When the operator wishes to manually shift gears, they can select a shift simulation mode by inputting 108. This triggers ECU 110 and / or TCU 111 to communicate with at least engine 40 and / or transmission 42, respectively. In shift simulation mode, TCU 111 communicates with the paddle shifters within the operator's area 30 and receives gear ratio changes commanded by the user to simulate the behavior of a transmission with discrete gear ratios.

[0111] Performance Mode

[0112] When it is desired to prioritize and / or optimize the performance of vehicle 10 (e.g., increase horsepower, speed, torque, etc.), the operator can choose to operate vehicle 10 in performance mode, which triggers ECU 110 and / or TCU 111 to communicate with at least engine 40 and / or transmission 42 respectively to control the operation and parameters of various aspects of powertrain 16.

[0113] Additionally, vehicle 10 may further include additional operating features or controls, such as active descent control (“ADC”) and hill-start assist control. More specifically, regarding ADC, transmission 42 may be configured to provide ADC until a specific operating or terrain threshold is reached. By using transmission 42, the torque of engine braking and rear contact member 14 is controlled. If operating or terrain conditions exceed a predetermined threshold, braking components (e.g., anti-lock braking system (“ABS”)) are configured to provide ADC above the predetermined threshold for controlled operation of vehicle 10 during downhill driving.

[0114] In one embodiment, the TCU 111 is configured to detect downhill driving conditions based on the torque transmitted from the ground contact members 12, 14 to the flywheel / engine 40 (e.g., using wheel speed sensors). When such a downhill driving condition is detected, the control system is configured to limit the available engine braking torque and use engine braking if an increase in the speed of engine 40 is detected. More specifically, when descending a slope, the clutch applies a load to engine 40 for engine braking and controlling the downhill speed.

[0115] Regarding hill-start assist control, transmission 42 can be configured to provide hill-start assist control until a specific operating or terrain threshold is reached. Engine braking is controlled by using transmission 42. If operating or terrain conditions exceed a predetermined threshold, braking components (e.g., ABS) are configured to provide hill-start assist control above the predetermined threshold.

[0116] During the operation of vehicle 10, the temperature of the various components of powertrain 16 (such as engine 40 and transmission 42) must be maintained. Regarding cooling engine 40, a heat exchanger (e.g., a radiator) is configured to allow airflow over the engine coolant to lower its temperature. Regarding cooling transmission 42, an oil-air cooling system can be used. Alternatively, regarding transmission 42, a liquid-oil cooler can be integrated with the engine oil cooler. This configuration allows the transmission oil temperature to be lower than the engine oil temperature. The cooling components for both engine 40 and transmission 42 may include temperature protection so that if the temperature of engine 40 and / or transmission 42 exceeds a predetermined threshold, the operator can receive a warning message via display 106 or another instrument / display, reduce operating parameters, or implement other similar measures.

[0117] While the invention has been described as having an illustrative design, further modifications can be made to the invention within the spirit and scope of this disclosure. Therefore, this application is intended to cover any variations, uses, or modifications made to the invention using the general principles of the invention. Furthermore, this application is intended to cover any deviations from this disclosure that fall within the scope of known or customary practice in the field to which this invention pertains.

Claims

1. A multi-purpose vehicle, comprising: Multiple ground contact components; A frame assembly that is supported on the plurality of ground-contacting members and extends along a longitudinal axis; The cargo area is supported on the frame assembly; as well as A powertrain assembly, supported by the frame assembly and including an engine, a transmission, and a driveshaft operatively connected to the transmission and the plurality of ground contact members, wherein the engine includes a crankcase and a cylinder block positioned above the crankcase, the cylinder block being angled relative to a vertical direction perpendicular to the longitudinal axis toward one side of the multi-purpose vehicle and positioned below a portion of the cargo area and above a portion of the driveshaft, wherein the transmission is a continuously variable transmission including a steel belt comprising a plurality of steel blocks and steel bands extending along both sides of the steel blocks.

2. The multi-purpose vehicle as described in claim 1, wherein, The drive shaft is at a vertical angle of up to 20° relative to the horizontal direction.

3. The multi-purpose vehicle as described in claim 1, wherein, The crankcase is positioned on the first side of the longitudinal axis, and the cylinder block is positioned on the second side of the longitudinal axis.

4. The multi-purpose vehicle as described in claim 3, wherein, The drive shaft is positioned on the second side of the longitudinal axis.

5. The multi-purpose vehicle as described in claim 1, wherein, The powertrain assembly further includes a transmission positioned directly in front of the engine.

6. The multi-purpose vehicle as claimed in claim 1, wherein, The powertrain assembly is configured to operate in multiple operating modes.

7. The multi-purpose vehicle as described in claim 6, wherein, These multiple operating modes include at least four operating modes.

8. The multi-purpose vehicle as claimed in claim 7, wherein, One of the multiple operating modes includes a cruise mode configured to maintain the engine speed.

9. The multi-purpose vehicle as claimed in claim 7, wherein, One of the multiple operating modes includes a fuel economy mode configured to increase the engine's fuel range.

10. The multi-purpose vehicle as claimed in claim 7, wherein, One of the multiple operating modes includes a plow mode configured to transmit power to an accessory operatively coupled to the vehicle.

11. The multi-purpose vehicle as claimed in claim 7, wherein, One of the multiple operating modes includes a towing mode configured to maintain the speed of the transmission and change the speed of the engine.

12. A multi-purpose vehicle, comprising: Multiple ground contact components; A frame assembly that is supported on the plurality of ground-contacting members and extends along a longitudinal axis; as well as A powertrain assembly supported by the frame assembly and including an engine, a transmission operably coupled to the engine, and a driveshaft operably coupled to the transmission, wherein, viewed from a rear view of the multi-purpose vehicle, the output of the engine is positioned on a first side of the longitudinal axis, the output of the transmission is positioned on a second side of the longitudinal axis, and the driveshaft is configured to rotate clockwise for moving the multi-purpose vehicle forward.

13. The multi-purpose vehicle as claimed in claim 12, wherein, The driveshaft is a rear driveshaft extending between the transmission and the rear differential, which is operatively connected to at least one of the plurality of ground contact members.

14. A multi-purpose vehicle, comprising: Multiple front-contact components; Multiple rear-contact components; A frame assembly that is supported on the plurality of front grounding members and the plurality of rear grounding members and extends along a longitudinal axis; as well as A powertrain assembly supported by the frame assembly and including an engine, a steel belt continuously variable transmission operably coupled to the engine and including a drive pulley and a driven pulley, a driveshaft operably coupled to the transmission, and a disconnection device. The engine includes a cylinder block angled relative to a vertical direction perpendicular to the longitudinal axis toward one side of the multi-purpose vehicle. The disconnection device is positioned between the output of the driven pulley of the transmission and the plurality of rear ground contact members, wherein the disconnection device is configured to disengage the rear ground contact members from the power output of the transmission. The disconnection device includes a shaft, a seal, a first bearing, a second bearing, and a collar.

15. The multi-purpose vehicle as claimed in claim 14, wherein, The disconnect device is located at the output of the transmission.

16. The multi-purpose vehicle as claimed in claim 14, wherein, The powertrain assembly further includes a rear differential operably coupled to the plurality of rear ground contact members, and the disconnection device is located on at least one of the driveshaft and the rear differential.

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