Utility vehicle

Abstract

A utility vehicle includes a frame assembly defined by a lower frame assembly and an upper frame assembly, wherein the upper frame assembly is coupled to the lower frame assembly. The frame assembly supports a plurality of body panels. A roof, a front windshield, a rear windshield, and doors can be coupled to the frame assembly to enclose an operator area.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Patent Application Serial No. 63 / 329,543 entitled “UTILITY VEHICLE”, filed April 11, 2022, the entire disclosure of which is expressly incorporated herein by reference. Technical Field

[0003] This application relates to a multi-purpose vehicle, and more particularly, to a multi-purpose vehicle having an enclosed driver's cab. Background Technology

[0004] Vehicles configured for off-road driving, such as multi-purpose vehicles and all-terrain vehicles, may require various configurations to support vehicle attachments or other components. Depending on the application, the vehicle may need to be configured with various capabilities for towing large / heavy loads, supporting cargo or other attachments, pneumatic travel, and cargo transport. Additionally, an operator area surrounding the multi-purpose vehicle may be desirable, providing improved operator comfort when operating the vehicle in various environmental conditions. Therefore, there is a need for a vehicle configured for off-road terrain, capable of supporting large / heavy loads, while maintaining operator comfort during operation. Summary of the Invention

[0005] In one embodiment of this disclosure, the multi-purpose vehicle includes: a plurality of grounding members; a frame assembly having a front frame portion and a rear frame portion; a plurality of body panels supported by the frame assembly; and a cargo area supported by the frame assembly. The cargo area includes a cargo box configured to pivot from a first position to a second position. The cargo area also includes an actuator configured to allow the cargo box to pivot from the first position to the second position, and the actuator is concealed on the side of the multi-purpose vehicle.

[0006] In another embodiment of this disclosure, a door for a multi-purpose vehicle includes a door frame, at least one door panel supported on the door frame to define the door, and a door ring configured to receive the door. The door ring is configured to couple the door to the frame of the multi-purpose vehicle.

[0007] In another embodiment of this disclosure, a door stop assembly for a door of a multi-purpose vehicle includes a housing, a pawl located within the housing, and a door stop member. The door stop member includes a plurality of discrete pawl slots configured to receive the pawl based on the door's open position.

[0008] In another embodiment of this disclosure, a hinge assembly for a door of a multi-purpose vehicle includes a first hinge member having a stop surface, a second hinge member, and a stop member coupled to the second hinge member. The stop surface of the first hinge member is configured to engage the stop member when the door is opened to a first position, and the stop surface is configured to disengage from the stop member when the door is opened to a second position.

[0009] In another embodiment of this disclosure, a multi-purpose vehicle is provided. The multi-purpose vehicle includes a plurality of grounding members and a frame supported by the plurality of grounding members. An operator area supported by the frame includes a seat and a seatbelt. A powertrain supported by the frame includes a prime mover operatively coupled to at least one of the plurality of grounding members, and a transmission operatively coupled between the prime mover and at least one of the plurality of grounding members. A plurality of sensors supported by the frame include at least one sensor configured to determine the presence of an operator sitting in the seat. Furthermore, a controller is operatively coupled to the plurality of sensors, wherein, in response to the controller determining that an operator is not sitting in the seat, a portion of the powertrain is decoupled from at least one of the plurality of grounding members.

[0010] In another embodiment of this disclosure, a method of operating a vehicle is provided. The method includes a plurality of grounding members supported by a frame and an operator area supported by the frame. The operator area includes a seat and a seatbelt. A powertrain supported by the frame and operatively coupled to at least one of the plurality of grounding members. A plurality of sensors supported by the frame, with a first sensor operatively coupled to a controller configured to determine whether an operator is seated within the operator area, and a second sensor configured to monitor powertrain characteristics. The method includes: determining that the operator is not seated; determining that the vehicle is in a driving gear; and, in response to the operator not being seated and the vehicle being in a driving gear, altering the powertrain to operatively disengage from at least one grounding member. Attached Figure Description

[0011] The above and other features and implementations of the present invention will become more apparent from the following description of embodiments of the invention in conjunction with the accompanying drawings, and will enable a better understanding of the invention itself, wherein:

[0012] Figure 1 This is a left front perspective view of a multi-purpose vehicle according to this disclosure;

[0013] Figure 2 yes Figure 1 The right rear perspective view of the vehicle;

[0014] Figure 3yes Figure 1 The left-side view of the vehicle;

[0015] Figure 4 yes Figure 1 The right-side view of the vehicle;

[0016] Figure 5 yes Figure 1 A top-down view of the vehicle;

[0017] Figure 6 yes Figure 1 A front view of the vehicle;

[0018] Figure 7 yes Figure 1 Rear view of the vehicle;

[0019] Figure 8 yes Figure 1 Left front perspective view of the lower frame assembly of a multi-purpose vehicle;

[0020] Figure 9 yes Figure 8 The right rear perspective of the lower frame component;

[0021] Figure 10 yes Figure 8 The bottom view of the lower frame component;

[0022] Figure 11 yes Figure 8 A partial exploded view of the lower frame components;

[0023] Figure 12 It shows Figure 8 It is part of the lower frame component;

[0024] Figure 13 yes Figure 12 A partial exploded view of the lower frame components;

[0025] Figure 14 yes Figure 8 The rear frame section of the lower frame assembly and the right rear perspective view of the rear suspension assembly;

[0026] Figure 15 yes Figure 14 A partial exploded view of the rear frame section and rear suspension components;

[0027] Figure 16 yes Figure 15 Front view of the rear suspension components;

[0028] Figure 17 yes Figure 16 Exploded view of the shock absorbers in the rear suspension assembly;

[0029] Figure 18 yes Figure 14The left front perspective view of the rear frame segment;

[0030] Figure 19 yes Figure 18 Another left front perspective view of the rear frame section, in which the front differential has been removed;

[0031] Figure 20 yes Figure 8 The front view of part of the lower frame component;

[0032] Figure 21 yes Figure 20 A partial exploded view of the lower frame components;

[0033] Figure 22 yes Figure 20 A partial cross-sectional view of the lower frame component;

[0034] Figure 23 yes Figure 20 A partial perspective view of the lower frame component;

[0035] Figure 24 yes Figure 8 The lower frame component is coupled to the left front perspective of the upper frame component;

[0036] Figure 25 yes Figure 24 The right back perspective of the lower frame component and the upper frame component;

[0037] Figure 26 yes Figure 24 The left front perspective of the upper frame component;

[0038] Figure 27 yes Figure 26 A breakdown diagram of the upper frame components;

[0039] Figure 28 yes Figure 24 The left front perspective of the connection between the lower frame component and the upper frame component;

[0040] Figure 29 yes Figure 28 The connection along Figure 28 A cross-sectional view taken from line 29-29 in the diagram;

[0041] Figure 30 yes Figure 24 The left front perspective of the second connection between the lower frame component and the upper frame component;

[0042] Figure 31 yes Figure 30 The second connection edge Figure 30 Cross-sectional view taken at centerline 31-31;

[0043] Figure 32 yes Figure 28 A decomposition diagram of the connections;

[0044] Figure 33 yes Figure 28 The left front perspective view of the connection, including the seal at the connection;

[0045] Figure 34 yes Figure 30 The left front perspective view of the second connection, and includes the seal at the second connection;

[0046] Figure 35 yes Figure 33 and 34 Exploded view of the seals and connections;

[0047] Figure 36 It is used to Figure 24 A perspective view of the coupled components, where the upper and lower frame components are coupled together;

[0048] Figure 37 yes Figure 36 Side view of the coupled components;

[0049] Figure 38 yes Figure 36 A perspective view of the first coupling member of the coupling assembly;

[0050] Figure 39 yes Figure 36 A perspective view of the second coupling member of the coupling assembly;

[0051] Figure 40 yes Figure 36 The coupling components in Figure 36 A cross-sectional view taken from line 40-40 in the diagram;

[0052] Figure 41 yes Figure 36 Side view of the coupled components;

[0053] Figure 42 It is used to Figure 24 A left front perspective view of an alternative embodiment in which the lower frame component and the upper frame component are coupled together;

[0054] Figure 43 yes Figure 42 An exploded view of the alternative coupling components;

[0055] Figure 44 yes Figure 42 Alternative coupling components along Figure 42 A cross-sectional view taken from line 42-42 in the middle;

[0056] Figure 45 yes Figure 24The left front perspective of a portion of the upper frame component;

[0057] Figure 46 yes Figure 1 A perspective view of the door of a multi-purpose vehicle;

[0058] Figure 47 yes Figure 24 Left front perspective view of the sun visor base of the upper frame component;

[0059] Figure 48 yes Figure 47 Exploded view of the sun visor base and upper frame assembly;

[0060] Figure 49A It is coupled to Figure 1 A left front perspective view of the vehicle's upper frame assembly, roof, and windshield.

[0061] Figure 49B It is coupled to Figure 49A Exploded view of the hinge assembly of the roof and windshield;

[0062] Figure 50A yes Figure 49B Exploded view of the pivot component of the hinge assembly;

[0063] Figure 50B yes Figure 50A A cross-sectional view of the pivot assembly;

[0064] Figure 51 It is coupled to Figure 24 Left rear perspective view of the rear windshield of the upper frame component;

[0065] Figure 52 yes Figure 51 Exploded view of the rear windshield and upper frame components;

[0066] Figure 53 It is used for Figure 1 A perspective view of the door frame and hinge assembly of a door for a multi-purpose vehicle;

[0067] Figure 54 yes Figure 53 An exploded view of the hinge socket joint of the hinge assembly.

[0068] Figure 55 yes Figure 53 A side view of the door frame and hinge assembly in the first position;

[0069] Figure 56 yes Figure 53 Side view of the door frame and hinge assembly in the second position;

[0070] Figure 57 It is used for Figure 1 Left front perspective view of the door stop assembly of a door in a multi-purpose vehicle;

[0071] Figure 58 yes Figure 57 Right rear perspective view of the door stop assembly;

[0072] Figure 59 yes Figure 57 Exploded view of the door stop assembly;

[0073] Figure 60 It is used for Figure 1 Side view of the door ring of a multi-purpose vehicle;

[0074] Figure 61 yes Figure 60 Door ring edge Figure 60 A cross-sectional view taken from line 61-61 in the diagram;

[0075] Figure 62 yes Figure 60 Door ring edge Figure 60 The second cross-sectional view taken from line 62-62 in the middle;

[0076] Figure 63 It is used for Figure 1 Left rear perspective view of the external hinge assembly of the door of a multi-purpose vehicle;

[0077] Figure 64 It is used for Figure 63 Left rear perspective view of the bracket of the external hinge assembly;

[0078] Figure 65 yes Figure 63 Exploded view of the external hinge assembly;

[0079] Figure 66 yes Figure 63 A cross-sectional view of the external hinge assembly, with the door in the closed position;

[0080] Figure 67 yes Figure 63 A cross-sectional view of the external hinge assembly, with the door in the open position;

[0081] Figure 68 yes Figure 1 A perspective view of the stamped assembly of the door of a multi-purpose vehicle;

[0082] Figure 69 yes Figure 68 Exploded view of the stamping components;

[0083] Figure 70 It is used for Figure 1 A perspective view of the upper frame assembly of the door of a multi-purpose vehicle;

[0084] Figure 71 yes Figure 70 A breakdown diagram of the upper frame components;

[0085] Figure 72 yes Figure 70 A perspective view of the support structure of the upper frame component;

[0086] Figure 73 yes Figure 70 The upper frame component in the middle Figure 70 A cross-sectional view taken from line 73-73 in the diagram;

[0087] Figure 74 yes Figure 70 The upper frame component in the middle Figure 70 A cross-sectional view taken from line 74-74 in the diagram;

[0088] Figure 75 It is configured to accommodate Figure 1 A diagram illustrating vehicles used to transport containers of goods.

[0089] Figure 76 yes Figure 75 Further schematic diagram of the cargo container;

[0090] Figure 77 yes Figure 1 Right rear perspective view of the cargo box of a multi-purpose vehicle;

[0091] Figure 78 yes Figure 77 Right rear perspective view of the frame components of the cargo box;

[0092] Figure 79 yes Figure 78 A partial exploded view of the framework components;

[0093] Figure 80 yes Figure 77 A left front perspective view of the cargo box, with the tailgate in the first position;

[0094] Figure 81 yes Figure 77 A left front perspective view of the cargo box, with the tailgate in the second position;

[0095] Figure 82 yes Figure 77 A left front perspective view of the cargo box, with the tailgate in the third position;

[0096] Figure 83 yes Figure 77 A left front perspective view of the cargo box, with the tailgate in the fourth position;

[0097] Figure 84 yes Figure 77A left front perspective view of the cargo box, with the tailgate in the fifth position;

[0098] Figure 85 yes Figure 77 Exploded view of the rear bumper;

[0099] Figure 86 yes Figure 77 A front perspective view of the cargo box, showing the location of the end handle of the cargo box;

[0100] Figure 87 yes Figure 77 cargo boxes and Figure 8 An exploded view of a portion of the lower frame assembly, showing the release mechanism for the cargo box;

[0101] Figure 88 yes Figure 87 A perspective view of the release mechanism in the middle;

[0102] Figure 89 yes Figure 1 A left rear perspective view of the operator area of ​​a multi-purpose vehicle, showing the actuator for the transmission disconnector;

[0103] Figure 90 yes Figure 89 Left rear perspective view of the transmission disconnector;

[0104] Figure 91 yes Figure 1 A perspective view of the fuel tank of a multi-purpose vehicle;

[0105] Figure 92 yes Figure 91 Exploded view of the tank and fuel tank;

[0106] Figure 93 It is used for Figure 1 A top view of the cooling components of a multi-purpose vehicle;

[0107] Figure 94 yes Figure 93 Left side view of the cooling components;

[0108] Figure 95 yes Figure 93 Exploded view of the cooling components;

[0109] Figure 96 yes Figure 1 Right rear perspective view of the heater core assembly of a multi-purpose vehicle;

[0110] Figure 97 yes Figure 96 A perspective view of the bypass valve of the heater core assembly;

[0111] Figure 98 yes Figure 97 Exploded view of the bypass valve;

[0112] Figure 99 yes Figure 97 A cross-sectional view of the bypass valve;

[0113] Figure 100 yes Figure 96 A schematic diagram of the heater core assembly;

[0114] Figure 101 yes Figure 1 A perspective view of the muffler of the exhaust system of a multi-purpose vehicle; and

[0115] Figure 102 yes Figure 101 A cross-sectional view of the muffler;

[0116] Figure 103 This is a perspective view of a bumper assembly for a multi-purpose vehicle according to this disclosure;

[0117] Figure 104 yes Figure 103 Rear view perspective of the bumper assembly;

[0118] Figure 105A yes Figure 103 An exploded view of the bumper assembly;

[0119] Figure 105B yes Figure 103 A schematic top view of the bumper assembly;

[0120] Figure 106 This is a perspective view of the shift linkage assembly based on this disclosure;

[0121] Figure 107 yes Figure 106 A side view of the shift linkage assembly, with the actuator in the engaged position;

[0122] Figure 108 yes Figure 106 A side view of the shift linkage assembly, with the actuator in the disengaged position;

[0123] Figure 109 This is a schematic diagram of the power transmission system according to this disclosure;

[0124] Figure 110 yes Figure 107 A schematic control diagram of the actuator;

[0125] Figure 111 yes Figure 107 An exemplary operation control diagram of an actuator;

[0126] Figure 112 yes Figure 107An exemplary operation control diagram of an actuator;

[0127] Figure 113 It is a hinge assembly according to this disclosure;

[0128] Figure 114 yes Figure 113 A cross-sectional view of the hinge assembly;

[0129] Figure 115 yes Figure 113 A cross-sectional view of the hinge assembly in the stop position;

[0130] Figure 116 It is a perspective view of the cargo box coupled to the vehicle frame according to this disclosure;

[0131] Figure 117 yes Figure 116 Exploded view of the coupling components of the cargo box;

[0132] Figure 118 It is a perspective view of the panel adjacent to the engine hood of the vehicle according to this disclosure;

[0133] Figure 119 yes Figure 116 A perspective view of the latch assembly of the cargo box;

[0134] Figure 120 This is a perspective view of the entrance leading to the area below the cargo area;

[0135] Figure 121 This is a front perspective view of the cooling components below the cargo area;

[0136] Figure 122 yes Figure 121 Rear perspective view of the cooling components;

[0137] Figure 123 yes Figure 121 Exploded view of the cooling components;

[0138] Figure 124 It is a perspective view of the alternative vehicle according to this disclosure;

[0139] Figure 125 It is based on the roof perspective view disclosed herein;

[0140] Figure 126 It has supporting components. Figure 125 A partial perspective view of the roof of the vehicle;

[0141] Figure 127 yes Figure 125 An exploded view of the roof, showing the coupling joint;

[0142] Figure 128 yes Figure 125An exploded view of the roof, showing... Figure 127 Coupler connector;

[0143] Figure 129 yes Figure 125 roof edge Figure 125 The cross-sectional view taken by line 129-129 in the figure shows... Figure 127 Coupler connector;

[0144] Figure 130 It is a perspective view of the rear windshield of the vehicle according to this disclosure;

[0145] Figure 131 yes Figure 130 A perspective view of the rear windshield;

[0146] Figure 132 yes Figure 130 An exploded view of the rear windshield;

[0147] Figure 133 yes Figure 130 Exploded view of the coupling assembly of the rear windshield;

[0148] Figure 134 It is coupled to the frame of the vehicle according to this disclosure. Figure 133 A perspective view of the coupled components;

[0149] Figure 135 yes Figure 130 A perspective view of the hook assembly for the rear windshield;

[0150] Figure 136 This is a diagram of vehicles on sloping terrain;

[0151] Figure 137 This is a control diagram of the vehicle control system according to this disclosure;

[0152] Figure 138 It is a process diagram for controlling the powertrain of the vehicle according to this disclosure;

[0153] Figure 139 It is based on the schematic diagram of the vehicle disclosed herein; and

[0154] Figure 140 This is a process diagram illustrating the change in vehicle status according to this disclosure.

[0155] In all the views, corresponding reference numerals denote corresponding parts. Although the drawings illustrate embodiments of the invention, the drawings are not necessarily to scale, and some features may be exaggerated in order to better illustrate and explain the invention. Detailed Implementation

[0156] The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the detailed description below. Rather, these embodiments were chosen and described to enable others skilled in the art to utilize their teachings. While this disclosure relates primarily to multi-purpose vehicles, it should be understood that the features disclosed herein can also be applied to other types of vehicles, such as other all-terrain vehicles, two- or three-wheeled motorcycles, snowmobiles, personal transport vehicles, and golf carts.

[0157] See Figures 1 to 7 The figure illustrates an illustrative embodiment of a multi-purpose vehicle 2 configured to traverse various off-road terrains, including mud, rock, dirt roads, sand, and other on-road or off-road conditions. Vehicle 2 may also be referred to as a multi-purpose vehicle (“UTV”), an all-terrain vehicle (“ATV”), or a row-seat vehicle (“SxS”), and is configured for travel on various terrains or surfaces. Vehicle 2 can be configured for military, industrial, agricultural, or recreational applications.

[0158] The vehicle 2 includes a plurality of grounding members, including a front grounding member 4 and a rear grounding member 6, wherein the front grounding member 4 is exemplarily shown as having a front tire 4a and a front wheel 4b, and the rear grounding member 6 is exemplarily shown as having a rear tire 6a and a rear wheel 6b.

[0159] Grounding members 4 and 6 are configured to support the frame assembly on the ground. The frame assembly includes a lower frame assembly 10 and an upper frame assembly 12 coupled to the lower frame assembly 10. An operator area 8 or cab may be defined between the frame assemblies 10 and 12 to support the operator or driver, and one or more passengers laterally adjacent to and / or located behind the operator. Frame assemblies 10 and 12 extend along the longitudinal axis L of the vehicle 2. The lower frame assembly 10 includes a front frame section 14, a middle or main frame section 60, and a lower frame section 14. Figure 8 ) and the later frame segment 16.

[0160] Frame assemblies 10, 12 can be configured to support a plurality of body panels 18, which, exemplarily, may include a hood 20, a roof 22, front fenders or side panels 24, doors 26, and / or a rear fender 28. The lower frame assembly 10 also supports a cargo area 30 at the rear frame section 16. When mounted on the vehicle 2, each body panel 18 may surround an operator area 8, such as the roof 22 and doors 26, and may respectively seal against portions of the lower frame assembly 10 and the upper frame assembly 12. Alternatively, the roof 22 and doors 26 may be removed or not included on the vehicle 2 when needed by the operator. When needed by the operator, the windshield 32, door windows 34, and / or rear windshield 36 (…) Figure 2 The operator area can be further enclosed.

[0161] The front suspension assembly 38 is operatively coupled to a portion of the front frame section 14 and the front ground contact member 4, respectively, while the rear suspension assembly 39 is operatively coupled to a portion of the rear frame section 16 and the rear ground contact member 6, respectively. The upper frame assembly 10 and the lower frame assembly 12 can also support multiple accessories; for example, the lower frame assembly 10 can support a winch assembly 37, such as... Figure 1 As shown.

[0162] The braking system 1002 may include multiple braking components, and each grounding member 4, 6 includes a braking component. A brake input (i.e., brake pedal) may be located within the operator area 8, and the input of the brake input engages the braking system 1002 to reduce the speed of the vehicle 2 by decelerating the grounding members 4, 6.

[0163] See now Figures 8 to 13 The lower frame assembly 10 will be described in more detail below. As disclosed herein, the lower frame assembly 10 is located along the longitudinal axis L between the front frame segment 14 and the rear frame segment 16. Figure 1 The front frame segment 14 and the rear frame segment 16 can be coupled to each other via an intermediate frame segment 60. The front frame segment 14 includes a lower longitudinally extending frame member 62, a lower transversely extending frame member 64, a mounting plate 66 coupled to the frame members 62 and 64, a front upright member 68 extending generally upward from the front mounting plate 67, and a crossbeam member 70 extending transversely between the front upright members 68. The front upright member 68 and / or the crossbeam member 70 may also be coupled to the upper longitudinally extending member 72. The front frame segment 14 may also include a rear upright member 76, which is generally located behind the crossbeam member 70 and contacts the upper surface of the mounting plate 66.

[0164] At least the combination of components 68, 70, and 76 defines the front subframe assembly of the front frame segment 14. This subframe assembly extends forward from the other frame components of the front frame segment 14 and can therefore be part of the front frame segment 14 to absorb impacts in the event of the vehicle 2 contacting an object (e.g., a tree, rock, etc.). However, the subframe provides a load path between the front frame segment 14 and various components of the upper frame assembly 12 and / or the intermediate frame segment 60 to improve the structural performance of the frame assemblies 10, 12 by resisting torsional loads that may be applied to the front frame segment 14. In other words, the subframe construction reinforces the front frame segment 14 and provides a load path to distribute the load across the entire lower frame assembly 10 and to suppress torsion in some portions of the frame assemblies 10, 12 (e.g., the front frame segment 14).

[0165] See still Figures 8 to 13The upper longitudinal extension member 72 may include first and second members 72 located on the right and left sides of the front frame section 14, and the first and second members 72 may be coupled together at a bracket 74. A bracket 74 is included on the left and right sides of the front frame section 14. The front frame section 14 is located in front of the operator area 8 and is configured to support various components of the vehicle 2, such as the winch assembly 37, the front suspension assembly 38, portions of the powertrain assembly (e.g., the front gearbox or differential), portions of the steering assembly, other components of the radiator and / or cooling assembly, etc.

[0166] The longitudinally extending frame member 62 is configured to be coupled (removably or permanently) to the inner longitudinally extending frame member 80 of the intermediate frame portion 60. The laterally extending frame member 64 is configured to be coupled (removably or permanently) to the outer longitudinally extending frame member 78 of the intermediate frame portion 60. The frame members 78, 80 of the intermediate frame portion 60 can be coupled together by various laterally extending struts 82.

[0167] Exemplarily, the struts 82 are configured diagonally relative to each other and to the longitudinal extension members 78, 80, rather than perpendicular to them. As shown, the struts 82 generally define a lattice structure, wherein adjacent struts 82 define a triangular configuration. This lattice configuration increases the torsional stiffness of the lower frame assembly 10 compared to a frame assembly with only longitudinal and transverse frame members positioned at approximately 90 degrees to each other, thereby reducing noise and vibration in the lower frame assembly 10. The reduced noise and vibration in the lower frame assembly 10 improves the handling of the vehicle 2. More specifically, the lattice configuration of the struts 82 increases the stiffness of the lower frame assembly 10 by reducing the bending and torsional loads on the intermediate frame segment 60.

[0168] Additionally, the strut 82 may have varying cross-sectional shapes and / or dimensions. The strut 82 can be configured to support various components of the vehicle 2, such as fuel tanks, batteries(one or more), piping, etc.; however, it is preferred to maintain a consistent seat height and floor height to allow for different applications and embodiments of the vehicle 2. To provide the flexibility required for positioning these components on the vehicle 2 based on its construction without affecting the seat or floor height, the varying cross-section of the strut 82 accommodates vehicle components of different sizes without increasing the seat height or decreasing the floor height. The strut 82 may include extended ends attached to other members of the frame assembly 10, and these extended ends improve welded connections to these other frame members. It is understood that the strut 82 may also be coupled to the floor or underbody protection plate of the vehicle 2 (e.g., underbody protection plate 108, disclosed in further detail herein).

[0169] The intermediate frame portion 60 also includes a front upright member 84, an intermediate upright member 86, and a rear upright member 88. Exemplarily, upright members 86 and 88 each have generally C-shaped legs 81 coupled to the longitudinal extension member 72, and the shape of the legs 81 allows for load shifting and minimizes abrupt changes in stiffness. At the ends opposite the legs 82, at least each of the upright members 86 and 88 may include an open receiving end 98 configured to couple to a portion of the upper frame assembly 12, as further disclosed herein. The front upright member 84 is coupled to the front frame segment 14 via a bracket 74 of the upper longitudinal extension member 72. The front upright member 84 may be coupled to an extension 90 adjacent to the upright member 84 and extending along a portion of the length of the upright member 84. The front upright members 84 may be coupled together via a crossbeam member 92, and the rear upright member 88 may be coupled together via a crossbeam member 96. The handgrip 94 can be coupled to the central upright member 86 and is configured to be gripped by rear passengers during operation, entry or exit of the vehicle 2.

[0170] The intermediate frame portion 60 may include a seat frame 95 for supporting the operator seat 420. Figure 75 ) and at least one passenger seat 422 ( Figure 75 For example, vehicle 2 can be configured to support at least three passengers. Seat frame 95 is disposed generally longitudinally between front frame section 14 and rear frame section 16.

[0171] The rear frame segment 16 is coupled to the intermediate frame segment 60 via at least longitudinal extension members 100, which are configured to be removably or permanently coupled to the inner longitudinal extension member 80. The longitudinal extension members 100 may be coupled to each other via at least one crossbeam member (exemplarily, crossbeam members 102, 104, and 106). A rear underbody guard or lower mounting plate 108 may also extend between the longitudinal extension members 100 and is configured to support part of the powertrain assembly of the vehicle 2, such as a prime mover or engine 580. Figure 96 ), battery, motor, transmission 532 ( Figure 90 The longitudinal extension member 100 is also coupled to the rear drive base assembly 120, which defines the rearmost extent of the lower frame assembly 10 and is configured to support the rear drive unit or differential 164 of the powertrain assembly. Figure 18 ).

[0172] Additionally, engine mount 124 may be supported on crossbeam member 106. Other engine mounts may be included on other parts of the rear frame section 16. Details of the engine 580 are disclosed in U.S. Patent Application Serial No. 16 / 875,448, filed May 15, 2020, entitled “OFF-ROAD VEHICLE” (PLR-15-29110.01P-US), and U.S. Patent Application Serial No. 16 / 875,494, filed May 15, 2020, entitled “OFF-ROAD VEHICLE” (PLR-15-29110.02P-US), the entire disclosure of which is expressly incorporated herein by reference. To minimize the wheelbase of vehicle 2, when the oil pan is laterally offset from the longitudinal axis L, the oil pan adapted for engine 580, supporting engine mount 124 and / or other engine mounts or isolators, and having a pivoting position for a narrow rear suspension assembly 39 (e.g., a pivoting position for the rear control arm), the lower frame assembly 10 has a large lateral width difference over a short longitudinal length. The lower frame assembly 10 is configured to accommodate the aforementioned features using a crossbeam member 106. The crossbeam member 106 is configured to transmit torque in the forward / rear and lateral directions. The crossbeam member 106 extends laterally and is coupled to a longitudinally extending frame member, such as frame member 100. Other frame members, such as frame member 126 that partially defines the rear drive base assembly 120 and / or is otherwise coupled to the rear drive base assembly 120, may also be coupled to the crossbeam member 106. Exemplarily, at least frame member 100 has a first cross-sectional profile, and crossbeam member 106 has a second cross-sectional profile. In one embodiment, the crossbeam member 106 has a circular cross-sectional profile, and the frame member 100 has a rectangular cross-sectional profile. Other frame members, such as frame member 126, may have a circular cross-sectional profile. Thus, the crossbeam member 106 is configured to couple with and support components of the lower frame assembly 10 with different cross-sectional profiles, thereby allowing the rear frame segment 16 to support the position of the engine oil pan, support the configuration of the rear suspension assembly 39, and maintain the narrow wheelbase of the vehicle 2.

[0173] Various bases for the rear suspension assembly 39 are attached to a generally U-shaped channel frame member that transitions gradually to the crossbeam member 106. More specifically, and see... Figure 14 , 15Frame members 126, 18, and 19, can be configured as these U-shaped channel members. Frame member 126 has a longitudinally tapering length that tapers outwards, thus its front end 126b is wider than its rear end 126a. Exemplarily, the lateral width of the front end 126b is greater than the lateral width of the rear end 126a, and the front end 126b is coupled to the crossbeam member 106. The rear end 126a is coupled to or includes a suspension base 130, while the front end 126b includes a suspension base 128. Suspension bases 128 and 130 are configured to pivotally support the lower control arm 132 of the rear suspension assembly 39.

[0174] The suspension base 130 includes an upper portion that also pivotally supports the upper control arm 134 of the rear suspension assembly 39. The upper control arm 134 and the lower control arm 132 are operatively coupled to the wheel hub 139 and a torsion bar or anti-roll bar 138. Figure 14 As shown, the suspension base 130 is configured to couple with the torsion bar 138, and exemplarily, at least a portion of the torsion bar 138 is disposed longitudinally rearward of the suspension base 130, such that the brackets configured to couple the torsion bar 138 to the suspension base 130 are disposed along the rear surface of the suspension base 130. Thus, the base for the torsion bar 138 is integrated into the same base for the upper control arm 134 and the lower control arm 132. In this way, the clamping load of the upper control arm 134 and the lower control arm 132 at the suspension base 130 can form the stiffness for mounting the torsion bar 138. In other words, the configuration of the suspension base 130 as both the base for the control arms 132 and 134 and the base for the torsion bar 138 increases the stiffness for mounting the torsion bar 138, thereby allowing the operator to adjust the vehicle 2.

[0175] Additionally, the rear frame section 16 is configured to support the linear force element 136 (exemplarily, a shock absorber) of the rear suspension assembly 39. See still... Figure 11 and Figures 14 to 19The strut 118 of the rear frame segment 16 can be a one-piece frame member configured to support the shock absorber 136. Because the strut 118 can be a one-piece member, it can improve the shock load distribution capacity across the entire strut 118, thereby reducing the stress at the welds that couple the strut 118 to the frame members 112 and 116. When the stress at the welds is reduced, the durability of the rear frame segment 16 can be improved. The strut 118 is configured to couple to the upper shock absorber base 158 of the shock absorber 136 at the mounting hole 162. The strut 118 is configured to accommodate two shock absorber mounting positions—a first or outer position at mounting holes 162a and 162b for heavy load and traction, and a second or inner position at mounting hole 162b for normal (or non-heavy load or traction) operation of the vehicle 2. This form feature in the strut 118 is configured to avoid the shock absorber 136 in both the first and second positions. The support column 118 may be welded to frame members 112 and / or 116 near its upper and lower portions to increase the bending stiffness of the support column 118. In addition, the one-piece construction of the support column 118 minimizes the height of the cargo area 30, optimizes the dimensions of the frame members including the rear frame section 16, improves manufacturing tolerances, and / or may increase the pivot width of the cargo area 30, thereby reducing undesirable movement of the cargo container (e.g., swaying).

[0176] about Figure 16 and 17 A spring bracket 144 may be included at the upper end 146 of the shock absorber 136. The spring bracket 144 includes a tab 148 and a mounting hole 150. Additionally, a shield 152 may be configured to be mounted to the spring bracket 144 and to protect the shock absorber 136 and its assembled components. The shield 152 includes a mounting hole 154 configured to align with the mounting hole 150 on the spring bracket 144. Removable fasteners may be provided at the mounting holes 150 and 154 to secure the shield 152 to the spring bracket 144. Furthermore, the tab 148 may receive a portion of the shield 152 for further coupling with the shield 152. The shield 152 moves with the movement of the shock absorber 136 and thus protects the shock absorber 136 throughout its range of motion. Considering the shock absorber 136, the shield 152 is made of a thermally suitable material. Therefore, the shield 152 can be positioned substantially adjacent to heat-generating components, such as the engine 580, exhaust pipes 674, 676, muffler 672, etc. For example, the shield 152 can be formed or coated from any thermally suitable material, such as metals, alloys, steel alloys, aluminum, aluminum alloys, heat-resistant polymers, thermal barrier coatings, or other materials that are resistant to thermal degradation at or near the impact location 136.

[0177] like Figure 16As best shown, the shield 152 includes an upper portion 156 having a shape substantially complementary to the shape of the muffler 672 of the exhaust assembly 670 of the vehicle 2. The upper portion 156 extends at least adjacent to the upper shock absorber base 158 of the shock absorber 136, such that the shield 152 provides thermal protection for the upper shock absorber base 158 from the heat of the muffler 672. In addition to protecting the upper shock absorber base 158, the vertical length of the shield 152 is configured to protect the annular sleeve, shock absorber bumper, and shock absorber cap in the same manner.

[0178] See also the following frame component 10 ( Figure 11 The rear frame segment 16 also includes an upright member 110 configured to couple to a rear upright member 88 of the intermediate frame segment 60 and to a lower outer frame member 105 of the rear frame segment 16. An upper outer frame member 112 extends rearward from the upright member 110 and is coupled together via at least a crossbeam member 114. The upper outer frame member 112 is also coupled to a rear drive base assembly 120 via a frame member 116, which extends generally vertically between the frame member 112 and the base assembly 120. The crossbeam member 114 is coupled to a longitudinally extending member 100 via the frame member 116. The frame members 116 may be coupled together via struts or supports 118, which extend laterally between the frame members 116.

[0179] See still Figures 11 to 14 And as Figure 15 and 16 As further shown, various connections between the parts of the lower frame assembly 10 can be defined as frame or chassis nodes. Exemplarily, chassis nodes may be present at the connection between the support 74 of the front frame segment 14 and the upright member 84 of the intermediate frame segment 60, the connection between the longitudinally extending frame member 80 of the intermediate frame segment 60 and the frame members 62 and 100 of the front frame segment 14 and the rear frame segment 16, and the connection between the upright member 88 of the intermediate frame segment 60 and the upright member 110 of the rear frame segment 16. More specifically, these chassis nodes may be bolted joints, castings, or pipe-to-pipe joints, incorporating slip surfaces to reduce tolerance overlap and improve the fit and finish of the lower frame assembly 10 during manufacturing and assembly. In one embodiment, as... Figures 8 to 13As shown, the support 74, longitudinal extending members 62, 80, 100, and upright member 110 include or define a C-shaped channel 122, which may be a stamped channel, such that the channel 122 is configured to receive other frame members. For example, the support 74 is configured as a C-shaped support and / or includes a C-shaped channel 122, which is configured to receive the front portion of the upright member 84 and extends around a portion of the upright member 84, such that the support 74 overlaps with a portion of the upright member 84. Similarly, the channel configuration of the longitudinal extending member 80 is configured to receive the longitudinal extending frame members 62, 100, such that a portion of the frame member 80 extends around and overlaps with a portion of the frame members 62, 100. Moreover, the upright member 110 is configured with a C-shaped channel 122 for receiving the rear surface of the upright member 88, and thus extends around and overlaps with a portion of the upright member 88.

[0180] This channel configuration allows the frame members to slide along the length of the connecting frame members to adjust for any necessary manufacturing tolerances, and forms a natural reinforcement of the lower frame assembly 10 at these connection or joint locations, as these chassis nodes are configured to transmit large loads.

[0181] Chassis nodes are located at the joints between frame segments 14, 60, and 16, as this allows for modularity of the lower frame assembly 10 and the ability to easily attach frame segments 14, 60, and / or 16 of different constructions to existing frame segments without redesigning one or more parts of the frame. Exemplarily, chassis nodes may be located at at least position 15 at the intersections between frame segments 14, 60, and 16. Figure 9 As shown in the diagram. More specifically, various prior art frame components can be configured as individual welded pieces and / or discrete sections welded together. In this case, the welded connections of the frame components form permanent frame connections, and certain frame segments cannot be modified or interchanged with other frame segments. However, the construction of the lower frame component 10, made possible by the chassis node locations and design, allows any one of the frame segments 14, 60, and 16 to be interchanged with other frame segments without affecting the design and construction of other frame components.

[0182] For example, see Figure 14 and 15The rear frame segment 16 can be interchanged with or coupled to different frame segments to support six people and / or six wheels of the vehicle 2, such that the lower frame assembly 10 can include an additional seat behind the operator area 8. In this embodiment, a third axle can be added to the vehicle 2 by attaching an additional frame member for the axle at mounting position 140. Mounting position 140 is defined by frame member 142, which is exemplarily shown as two U-shaped channel stampings coupled to lower mounting plate 108. Frame member 142 and lower mounting plate 108 form a box-like portion opening toward the rear of the vehicle 2, the size of which can be designed to receive the additional frame member at mounting position 140. For example, the additional frame member can slide into frame member 142 and can be permanently or removably coupled to frame member 142 to increase the length of the lower frame assembly 10 and thus support the third axle, additional wheels, and additional seat. In one embodiment, the additional frame member is shown as frame member 143 ( Figure 15 The tubes can be 1.0 to 2.0 inches (2.54 cm to 5.08 cm) square tubes. In this way, the chassis nodes of the lower frame assembly 10 allow for modular assembly and addition of frame components, thereby increasing the configurability of the vehicle 2 (e.g., cab size, number of seats, number of axles, etc.) based on the vehicle's application and operator preferences, without redesigning or providing different parts of the frame assembly 10.

[0183] See Figure 18 and 19 The powertrain components of vehicle 2 may include a rear differential or gearbox 164 supported on at least one lower mounting plate 108. Figure 18 The rear frame section 16 also includes additional supports or bases for the rear differential 164, exemplarily shown at mounting positions 166, 168, and 169. Figure 19 As best shown, mounting position 166 is located on suspension base 128 of lower control arm 132, and more specifically, along the inner surface of suspension base 128. Thus, suspension base 128 is configured to support both lower control arm 132 and rear differential 164.

[0184] Mounting position 168 is located longitudinally rear of mounting position 166 and can be positioned generally along a vertical plane extending through the longitudinal axis L of vehicle 2. Both mounting positions 166 and 168 are configured to support the lower portion of rear differential 164. In one embodiment, mounting position 168 defines a bracket at the longitudinal front end of tow receiver 170, such that tow receiver 170 can be coupled to rear differential 164 and attached to a hook for trailer hitch.

[0185] Mounting position 169 is configured to support the upper part of the rear differential 164 and is located at a higher vertical height than mounting positions 166 and 168. In one embodiment, mounting position 169 may also be disposed along a vertical plane extending through the longitudinal axis L, and thus may be disposed directly above a portion of mounting position 168. Figure 19 As best shown, mounting position 169 may define a bracket supported on strut 172. Strut 172 is configured to include or couple to suspension base 130 such that strut 172 can support both suspension base 130 and mounting position 169. In various embodiments, mounting position 169 may be laterally aligned with the mounting position of the upper control arm 134 of suspension base 130.

[0186] Understandably, the strut 172, base 128, and tow receiver 170 are dual-purpose components of the lower frame assembly 10, as they also support multiple components of the vehicle 2. Furthermore, the mounting locations 166, 168, and 169 are situated near the structural load path, thereby improving load transfer efficiency while maintaining ease of assembly and maintainability of the rear differential 164.

[0187] See now Figures 20 to 23 The various parts and frame members of the lower frame assembly 10 can be configured to utilize a rear partition panel passing through the body panel (e.g., a plastic body panel, such as a dashboard assembly or a rear partition panel near or behind the rear seats within the operator area 8). Figure 3 The joints of the components are coupled to each other. The body panels can be used as insulating elements to seal off dust and airflow entering the vehicle 2 from the outside (e.g., ambient air). More specifically, this is achieved with crossbeam members 96 and upright members 88. Figure 8 For example, various frame members such as crossbeam member 96 include flange 174 having holes 176 configured to receive fasteners 178. Crossbeam member 96 can be coupled to another frame member, such as upright member 88, via body panel 180 using a bolted joint defined by bracket 184 and flange 174. Body panel 180 includes ribs 181 generally surrounding opening 182, thereby allowing the joint between crossbeam member 96 and upright member 88 to seal when tightened. Exemplarily, ribs 181 provide a flat surface to form a seal upon contact with flange 174. Ribs 181 provide an interference fit around opening 182 of body panel 180 to prevent air from flowing through the vehicle 2's cab at that location. However, ribs 181 are soft enough to deform until the bolted joint is fully in place. Thus, the bolted joint is less likely to loosen compared to a case where body panel 180 is integrally formed with the bolted joint. In one embodiment, the flange 174 and the bracket 184 of the bolt joint are made of steel, such that the bolt joint is a steel-to-steel bolt joint.

[0188] The hole 176 of flange 174 is configured to align with the hole 186 of bracket 184 to receive fastener 178. Fastener 178 extends through the hole 176 and opening 182 in body panel 180 to be received within the hole 186 in bracket 185 and is coupled to a second fastener 188 to couple the crossbeam member 96 and the upright member 88 together through body panel 180. Although the crossbeam member 96 and the upright member 88 are disclosed herein with respect to bolted joints, any frame member and body panel of vehicle 2 can achieve sealed coupling using the construction of bolted joints.

[0189] See now Figures 24 to 52 The figure discloses the upper frame assembly 12 in more detail. The upper frame assembly 12 includes a front upright member 190, a middle upright member 192, and a rear upright member 194. A longitudinal extension member 196 extends between the front upright member 190 and the rear upright member 194. In one embodiment, the longitudinal extension member 196 may be integrally formed with any one of the upright members 190, 192, and 194, or may be removably coupled to any one of the upright members 190, 192, and 194.

[0190] like Figures 24 to 27 As shown, upright members 192 and 194 exemplarily have a rectangular cross-sectional profile. Typical frame members at these locations can be tubular structures with end braces and / or additional tubes, thus facilitating stiffness and load transition at these frame members. However, the upright members 192 and 194 of this application can be stamped frame members, thereby allowing these main load-bearing members of the upper frame assembly 12 to transfer loads more efficiently. Additionally, these stampings can reduce the number of parts required for the upper frame assembly 12. More specifically, due to the connection with leg 81 ( Figure 8 Similar positions 704, 706 Figure 24 With an approximate C-shaped curvature at the point (), the stiffness transition of the stamped part can be gradual, thereby allowing for a reduction in the number of frame components and welds in the upper frame assembly 12. For example, these stamped parts allow for the integration of door interfaces and sealing surfaces without the need for additional components to accommodate these features.

[0191] The construction of these stamped parts also provides natural slip surfaces for manufacturing, thereby improving the quality, tolerances, and surface finish of the upper frame assembly 12. In one embodiment, and as... Figures 28 to 31 Furthermore, these stampings are two-piece stampings, allowing for a robust and closed cross-sectional construction that improves load transfer and optimizes cross-sectional parameters, material thickness, and material grade to allow for varying strength along the length of the upright members 192, 194, which would be impossible with conventional tubular designs.

[0192] The upper frame assembly 12 also includes multiple crossbeam members, such as a front crossbeam member 198, a middle crossbeam member 200, and a rear crossbeam member 202. The crossbeam members 198, 200, and 202 are integrally or removably coupled to the longitudinal extension member 196 and may be coupled to the front upright member 190, the middle upright member 192, and the rear upright member 194, respectively.

[0193] The upper frame assembly 12 may also include diagonal struts or K-shaped struts. Exemplarily, the front diagonal strut 204 is coupled to the intermediate crossbeam member 200 and the longitudinal extension member 196 at a location substantially adjacent to the front crossbeam member 198. Additionally, the rear diagonal strut 206 is coupled to the rear crossbeam member 202 and the longitudinal extension member 196 at a location substantially adjacent to the intermediate crossbeam member 200. By including the diagonal struts 204 and 206, the load-bearing capacity and torsional stiffness of the upper frame assembly 12 (more generally, the vehicle 2) can be increased. Thus, by increasing the stiffness and strength of the upper frame assembly 12, the overall mass of the vehicle 2 can be reduced, the driving and handling performance of the vehicle 2 can be improved, and noise, vibration, and acoustic roughness can be reduced.

[0194] In addition, such as Figure 1 As shown, vehicle 2 may include a roof 22 and diagonal struts 204, 206 to improve the stiffness and load-bearing capacity of the roof 22. More specifically, the diagonal struts 204, 206 increase the number of contact points between the roof 22 and the upper frame assembly 12, and thus improve the stiffness, strength, and noise / vibration / acoustic roughness characteristics of the roof 22. To achieve this result for the roof 22 without using the diagonal struts 204, 206 would require a large amount of structure or mass, which could adversely affect the weight, center of gravity, cost, and manufacturing of vehicle 2.

[0195] like Figure 27 As shown, the rear crossbeam member 202 can be configured as two separate frame members (e.g., welded members) 208 coupled together. For example, the frame members 208 can be separated generally along a vertical plane extending through the longitudinal axis L and coupled together with a center joint 210. Exemplarily, the center joint 210 is shown as a bracket 212 having a plurality of vertically extending mounting bosses 214. The bosses 214 are aligned with holes 216 on the frame member 208 to receive fasteners 218 passing through them. Additional fasteners 220 are coupled to the fasteners 218 to secure the center joint 210 to the frame member 208.

[0196] See still Figure 27The intermediate crossbeam member 200 can also be configured as separate frame members (e.g., welded members) 222 coupled together. Exemplarily, the frame members 222 can also be separated generally along the longitudinal axis L and coupled to a center joint 224. Exemplarily, the center joint 224 is shown as a bracket 226 and a longitudinally extending mounting boss 228. The boss 228 aligns with a hole 230 on the frame member 222 to receive a fastener 232 passing through it. An additional fastener 234 is coupled to the fastener 232 to secure the center joint 224 to the frame member 222.

[0197] Center joints 210 and 224 can be configured to mate with diagonal struts 206 and 204, respectively, to transfer loads directly to center joints 210 and 224. More specifically, the lateral width and overall construction of center joints 210 and 224 allow loads to be transferred between the two frame members 208 and the two frame members 222, respectively.

[0198] See Figure 28 , 29 And 32, the upper frame assembly 12 is coupled to the lower frame assembly 10 at multiple locations, exemplary, at least at the joint between the lower end of the front upright member 190 and the upper end of the frame member 84, at the joint between the lower end of the middle upright member 192 and the upper end of the frame member 86, and at the joint between the lower end of the rear upright member 194 and the upper end of the frame member 88. The joint between the lower frame assembly 10 and the upper frame assembly 12 can be of any construction; an example of such a joint is... Figure 28 and 29 The diagram shows frame members 86 and 192. For example, the joint is a bolted joint, wherein the intermediate upright member 192 is inserted into or otherwise received within the open receiving end 98 of the frame member 86. A bushing 238 is provided on the intermediate upright member 192 to prevent the joint from collapsing under clamping loads. More specifically, when the bolts 239 are tightened to couple frame members 192 and 86 together, the inner surface 237 of the frame member 86 can contact the bushing 238. An additional fastener 235 is also used for coupling with the fastener 239.

[0199] In addition, such as Figure 28 and 29As shown, various frame members may include generally U-shaped or C-shaped stamped members joined together in a clamshell construction, as previously disclosed herein. For example, intermediate upright member 192 may include a first member 192a and a second member 192b, which are permanently or removably coupled together by welding, adhesive, rivets, bolts, or any other fastening or joining mechanism. Similarly, frame member 86 may include a first member 86a and a second member 86b, which are also permanently (e.g., welded) or removably coupled together. As disclosed herein, vehicle 2 includes door 26, and it is understood that the seam between the first member 86a and the second member 86b is not the location where door 26 seals the frame assemblies 10, 12, thereby allowing for a stronger seal between door 26 and frame assemblies 10, 12.

[0200] Similarly, and regarding Figures 30 to 32 Bolted joints are also used at the connection between the rear upright member 194 and the frame member 88. More specifically, the rear upright member 194 is inserted into or otherwise accommodated within the open receiving end 98 of the frame member 88. A bushing 240 on the intermediate upright member 194 is disposed within the joint to prevent the joint from collapsing under clamping loads. More specifically, when the bolts 242 are tightened to couple the frame members 194 and 88 together, the inner surface 246 of the frame member 88 can contact the bushing 240. An additional fastener 244 is also used for coupling with the fastener 242. As shown, the rear upright member 194 may include a first member 194a and a second member 194b, which are permanently or removably coupled together by welding, adhesive, rivets, bolts, or any other fastening or joining mechanism. Similarly, the frame member 88 may include a first member 88a and a second member 88b, which are also permanently or removably coupled together.

[0201] See now Figures 33 to 35 A seal 248 may be provided at the connection or joint between the lower frame assembly 10 and the upper frame assembly 12. The seal 248 may be located at any frame member of the frame assemblies 10, 12, but... Figures 33 to 35 Frame members 192, 194, 86, and 88 are shown as examples. More specifically, seal 248 is positioned approximately adjacent to the lower ends of upright members 192 and 194 and the upper ends of frame members 86 and 88. Seal 248 is configured to conceal the open receiving ends 98 of frame members 86 and 88, thereby preventing dust, water, and debris from accumulating at the joint and entering the cab of vehicle 2. Additionally, seal 248 allows for a better seal between any doors of vehicle 2 and frame assemblies 10 and 12.

[0202] The inner surface of seal 248 includes a tapered inner wall 249, the thickness of which is greater than the thickness of the rest of seal 248, such that the tapered inner wall 249, due to its channel configuration, nests tightly against the second members 192b and 194b of the upright members 192 and 194. Thus, seal 248 wraps around or extends around the outer surface of the entire joint and frame members 192, 194, 86, and 88. To facilitate installation of seal 248, seal 248 can be separated at 247, allowing it to be partially separated to wrap around frame members 192, 194, 86, and 88. However, once installed, seal 248 closes at 247.

[0203] In one embodiment, the bottom of the seal 248 wraps around the open receiving end 98 of the frame members 86, 88, wherein the inner leg 245a of the seal 248 is shorter than the outer leg 245b, thereby facilitating assembly. The upper edge of the seal 248 rests on the upright members 192, 194 and is biased inward in the free state, thereby allowing compression when the seal 248 is secured to the upright members 192, 194. This reduces the likelihood of the seal 248 being pulled away from the upright members 192, 194, which could otherwise allow water or dust to enter the joint between the lower frame assembly 10 and the upper frame assembly 12. Additionally, the seal 248 extends around the corners of the upright members 192, 194, wherein the seal 248 has less inward bias and less compression, thereby eliminating high stress at the corners of the upright members 192, 194 and reducing the risk of tearing at these corners. In this way, the seal 248 can be made thinner along its top edge and provides a transition surface for sealing the door onto the upper frame assembly 12.

[0204] See now Figures 36 to 44 The joint between frame assemblies 10 and 12 may also include a cast joint. However, cast joints are a common leakage path for water and dust to enter the cab of vehicle 2. Figures 36 to 44 As shown, and only by way of an alternative embodiment with respect to frame members 192, 86, a casting joint 250 is defined at the coupling between an alternative embodiment of the intermediate upright member 192' and an alternative embodiment of the frame member 86'. The casting joint 250 includes a first engaging member 252 coupled to the lower end of the intermediate upright member 192', and a second engaging member 254 coupled to the upper end of the frame member 86' (e.g., coupled at the opening receiving end 98). Figure 35 More specifically, the upper end 264 of the first connecting member 252 is housed within the lower end of the intermediate upright member 192', while the lower end 266 of the second connecting member 254 is housed within the open receiving end 98 of the frame member 86'.

[0205] The first joining member 252 includes an upper inclined surface 256 and a lower inclined surface 260. The second joining member 254 includes an upper inclined surface 258 complementary to the inclined surface 256 of the first joining member 252. The second joining member 254 also includes a lower inclined surface 262 complementary to the inclined surface 260 of the first joining member 252. The casting joint 250 is configured to deflect water and dust away from the interior of the cab because surfaces 256, 258, 260, and 262 are inclined toward the exterior of the vehicle 2, and thus guide any water entering the joint 250 toward the exterior of the vehicle 2. As shown, all inclined surfaces 256, 258, 260, and 262 are inclined downward toward the outer surface 268 of the casting joint 250, wherein the outer surface 268 defines the outermost lateral surface of the casting joint 250.

[0206] Additionally, the first and second engagement members 252, 254 include overlapping, stepped, or interlocking engagement surfaces 270, 272, 274, 276 to prevent a direct path for water or dust to enter the cab. Exemplarily, surfaces 270, 272 of the second engagement member 254 are shown as protrusions that are not vertically or laterally aligned with each other. The first engagement member 252 includes surfaces 274, 276 configured as recesses to receive the corresponding surfaces 270, 272 of the second engagement member 254. Because surfaces 270 and 272 are not vertically or laterally aligned with each other, and surfaces 274 and 276 are also not vertically or laterally aligned with each other, any water entering the cast joint 250 has no direct path between the first and second engagement members 252, 254, and therefore does not enter the cab of the vehicle 2. For example, high-pressure water can be used to clean vehicle 2, but the overlapping, stepped, and interlocking surfaces 270, 272, 274, and 276 can accommodate any tolerance of the cast joint 250 and prevent direct wiring from entering the cab. The use of overlapping surfaces 270, 272, 274, and 276 and inclined surfaces 256, 258, 260, and 262 prevents water and dust intrusion without the need for additional components in the frame assemblies 10 and 12.

[0207] See details Figures 42 to 44 Alternatively, other embodiments of the cast joint 250, such as cast joint 250', can be used. Cast joint 250' includes first and second engaging members 252', 254'. Additionally, a seal 278 may be included in the cast joint 250' to prevent water and dust from entering the passenger compartment of vehicle 2. The seal 278 may be disposed generally around the periphery of the first and / or second engaging members 252', 254'. The seal 278 may be made of rubber or synthetic materials. Alternatively, a sealant or adhesive may be used at the interface between the first and second engaging members 252', 254' to prevent water and dust intrusion.

[0208] like Figure 45 and 46 As shown, the surfaces of the lower frame assembly 10 and the upper frame assembly 12 may include large stamped parts that simultaneously provide multiple functions. Taking the upper frame assembly 12 as an example, the various components of the upper frame assembly 12 may be formed as large stamped parts, such as longitudinally extending members 196 and upright members 190, 192, 194. Alternatively, upright members 192, 194 may be stamped parts welded to the longitudinally extending members 196 along interface 282. The stamped parts include features and surfaces that can be integrally formed with several other components of the vehicle 2 (e.g., doors), thereby reducing the total number of frame components. For example, upright members 192, 194 are configured to be integrally formed with door 26. By directly engaging the upper frame assembly 12 with the sealing surface 284 of the door 26, the leakage path into the vehicle 2 is reduced, and the upper frame assembly 12 does not require additional components.

[0209] On the door sealing surface 284, the welded content is removed to reduce changes in the sealing surface. Recesses 286 along the partial stamping (e.g., recesses at the upright members 192, 194 and the longitudinally extending member 196) are integrally formed in the stamping and serve as the two sealing surfaces of the door 26 and provide structure for the stamping.

[0210] The upper frame assembly 12 can support the sun visor and also includes a sun visor base 288, such as Figure 47 and 48 As shown. The sun visor base 288 is generally coupled to the longitudinally extending frame member 196 at a location adjacent to the forward upright member 190. However, it is understood that the sun visor base 288 is not located at the joint, bend, or intersection 285 between the forward upright member 190 and the longitudinally extending member 196, thereby reducing the likelihood of breakage at these locations. The sun visor base 288 may be erected above the crossbeam member 198. The sun visor base 288 is removably coupled to a bracket 287 of the longitudinally extending frame member 196 via fasteners 289 and spans the lateral width of the upper frame assembly 12. It is understood that the bracket 287 is coupled to both the sun visor base 288 and the crossbeam member 198. The sun visor base 288 is configured as a double shear joint to improve engagement efficiency and to separate the joint from the high-stress tube bend location at the intersection 285 of the longitudinally extending frame member 196 and the forward upright member 190, thereby achieving a favorable failure mode.

[0211] As used herein, vehicle 2 may include multiple accessories and / or body panels to surround operator area 8 and define an enclosed cab of vehicle 2. For example, vehicle 2 may include a roof 22, doors 26, windows 34 for the doors, and a windshield 32. See also Figures 49A to 50BThe windshield 32 may include a wiper 280 supported on the windshield 32 via a wiper mount 281. For mounting the windshield 32 onto the upper frame assembly 12, a molded recess 290 of the roof 22 is configured to receive an attachment feature 292 of the windshield 32. The attachment feature 292 can be used to mount both fixed and tilt-down windshield 32. In one embodiment, the attachment feature 292 is a hinge extending between the recess 290 and the outer surface of the windshield 32. The configuration of the recess 290 and the attachment feature 292 allows the windshield 32 to be mounted without removing multiple components. Furthermore, while securing the windshield 32 to the vehicle 2, the attachment feature 292 biases downwards onto the roof 22. In embodiments where the vehicle 2 includes the roof 22 but not the windshield 32, the recess 290 may be concealed using a disc (not shown) made of a material similar to that of the roof 22 (e.g., plastic).

[0212] like Figure 49B As shown, attachment feature 292 is configured as a hinged assembly, including a first portion 294 configured to be fixed to a bracket 310 on the windshield 32. The first portion 294 can be fixed to the bracket 310 by a latching mechanism, magnetic connection, permanent connection, or any other fixed or removable coupling mechanism. The first portion 294 is pivotally coupled to a second portion 296 at a pivot joint 298. The second portion 296 is received in a recess 290 of the roof 22. A seal or gasket 300 can be vertically disposed between the second portion 296 and the lower surface of the recess 290. The second portion 296 is generally aligned with an opening 302 of the recess 290 to receive a fastener 308 extending downward from the sun visor base 288. More specifically, the recess 290 is configured to be received in a recess 304 of the sun visor base 288 such that the opening 302 of the recess 290 is generally aligned with the opening 306 of the recess 306. In this way, the fastener 308 extends upward from the bottom of the sun visor base 288 to extend through the openings 306 and 302, and is received in the lower surface of the second portion 296 of the attachment feature 292.

[0213] See Figure 50A and 50BThe pivot joint 298 includes an eccentric cylinder 430, an eccentric pin 432, a retaining ring 434, a bushing 436, and a locking screw 438. The cylinder 430 is configured to be received within a portion of an arm 295, which may be a die-cast arm. The cylinder 430 includes a head 440 abutting the arm 295 and a recess 442 configured to receive the locking screw 438 when it is received in the arm 295 through an opening 447. The cylinder 430 also includes a groove 449 configured to receive the retaining ring 434 and a channel 444 configured to receive the pin 432. The pin 432 extends from the cylinder 430 into the bushing 436. Exemplarily, the bushing 436 is received within a cast base 297 of a second portion 296 and includes a head 446 abutting a portion of the base 297. Bushing 436 includes channel 448, which is configured to receive pin 432 as part of the bushing.

[0214] In operation, only two standard tools (such as an Allen wrench and a crescent wrench or adjustable wrench) are required to operate the pivot joint 298 to secure the windshield 32 to the vehicle 2 via the attachment feature 292. Using the Allen wrench, the screw 438 can be loosened with one hand to allow the cylinder 430 to rotate, and the hexagonal feature on the head 440 of the cylinder 430 can be rotated with the other hand to adjust the windshield 32 to achieve a proper seal. Once the seal is correct, the screw 438 can be tightened with the Allen wrench to hold the windshield 32 in position. The cylinder 430, base 297, and arm 295 are axially aligned, but the pin 432 is offset from the axis of the cylinder 430, thus providing axial adjustment of the joint 298.

[0215] See Figure 51 and 52 The vehicle 2 may also include a rear windshield 36 to further enclose the operator area 8. The rear windshield 36 is disposed within an opening 312 defined by the crossbeam member 202, the rear upright member 194, and the crossbeam member 96. The seal 314 is sized and shaped to contact portions of the crossbeam member 202, the rear upright member 194, and the crossbeam member 96 along the periphery of the opening 312, such that when mounted on the vehicle 2, the rear windshield 36 contacts the seal 314 and presses the seal 314 against these frame members.

[0216] As disclosed in this article, and as Figures 1 to 7 As shown, vehicle 2 may include door 26 to further enclose operator area 8. See also Figures 53 to 74 Door 26 will be described in further detail. Figures 53 to 56As shown, door 26 may include a door frame 318 disposed within an opening defined by the frame members of the upper frame assembly 12. Exemplarily, door 26 is exposed relative to the upright members 190, 194 and the longitudinal extension member 196 of the upper frame assembly 12; however, door 26 may also be contained within an opening defined by the upright members 192, 194 and the longitudinal extension member 196. Hinge assembly 316 may be configured for adjustably positioning and coupling door 26 to a portion of the upper frame assembly 12 (e.g., the intermediate upright member 192). Hinge assembly 316 may be configured as an infinitely adjustable hinge, including a hinge ball 320, a hinge socket base 322, a bushing 324 (e.g., a nylon bushing), and a lower hinge member 326. Hinge ball 320 is coupled to door frame 318 and engages and is positioned to hinge socket 322 coupled to a portion of the upper frame assembly 12 (e.g., the intermediate upright member 192). The articulated ball 320 includes a bushing 324 or other similar encapsulation features to ensure a tight fit within the articulated socket 322.

[0217] The lower hinge 326 can be configured to rotate about a first lower hinge axis 328 or a second lower hinge axis 330, while the door frame 318 is configured to pivot about a first door frame pivot axis 332 or a second door frame pivot axis 334. Depending on the application and parameters of the door 26, the lower hinge 326 can be positioned anywhere along the door frame 318. The first lower hinge pivot axis 328 can be positioned infinitely and points to the center sphere of the hinge ball 320 via the first door frame pivot axis 332. This alignment of the first lower hinge pivot axis 328 with the center of the sphere 321 of the hinge ball 320 ensures that the door 26 can pivot properly and is adjustable. Because the placement of the lower hinge 326 is infinite, the lower hinge 326 and the door frame 318 can also rotate about axes 330 and 334, which also point to the center of the sphere 321. For example, as... Figure 55 As shown, the hinge ball 320 is in a first position relative to the hinge socket 322, and the door frame 318 and the lower hinge 326 are configured to rotate about corresponding second axes 334 and 328. However, in Figure 56 The diagram shows the hinge ball 320 in a second (e.g., angled) position relative to the hinge socket 322, where the door frame 318 and the lower hinge 326 are configured to rotate about corresponding first axes 332 and 328. Thus, since the ball 321 is fixed in space and the hinge pivot axes 328, 330 point towards their center, the fundamental principle that allows the lower hinge 326 to be positioned infinitely relative to the hinge ball 320 at the top of the door frame 318 is realized. Conventional single-axis hinge mechanisms cannot achieve the infinite positioning provided by the hinge assembly 316.

[0218] See now Figures 57 to 59Door 26 may include a door stop assembly 340 to allow door 26 to have a stop along the opening path of door 26, thereby ensuring that door 26 is held open in a desired position. Door stop assembly 340 includes a bracket 341 coupled to frame members 86, 88, 192, 194, such that bracket 341 can be secured to frame members 10, 12. Bracket 341 is received in door 26 through opening 344, thereby being coupled to frame members 86, 88, 192, 194. Bracket 341 is pivotally coupled to arm 342 via pivot joint 343. Arm 342 includes or is coupled to a door stop member, which, exemplarily, is a diagonal bar 345 received through and extending from housing 346. Housing 346 includes a fastener 351a extending through an opening in door 26 and coupled to fastener 351b.

[0219] The slant bar 345 includes a pre-set pawl groove 349. In one embodiment, the slant bar 345 includes three pawl grooves 349, shown as pawl grooves 349a, 349b, and 349c, and each pawl groove 349 corresponds to a separate open position of the door 26. The slant bar 345 also has an upper surface 347, an inclined portion 348a adjacent to the first pawl groove 349a, and a tapered end 348b adjacent to the last pawl groove 349c. The pawl grooves 349 are spaced apart from each other along the upper surface 347 and are configured to receive a pawl 700 in a housing 346, as further disclosed herein. For example, when the pawl 700 is positioned in the third groove 349c, the door 26 can open more fully than when the pawl 700 is positioned in the first groove 349a. The pawl 700 can be spring-biased toward the slant bar 345 by a spring 702. If the force applied to door 26 exceeds the spring tension of spring 702, door 26 can open 180°, thus exceeding the third slot 349c. However, the spring force at the third slot 349c can be greater than the spring forces at slots 349a and 349b. More specifically, the step or recess in the end of the pawl slot 349c adjacent to the end of the diagonal bar 345 is larger than that of the other pawls (e.g., 349a and 349b). When pawl 700 interacts with this edge of pawl 349c, a greater degree of compression of the pawl spring 702 is required to overcome the larger step, thus requiring a greater spring force and a greater door opening force to overcome the pawl.

[0220] During operation, Figure 57The door 26 is shown in the closed position, with the diagonal bar 345 extending fully from the housing 346. However, as the door 26 opens, the diagonal bar 345 slides through the housing 346 and can be limited or held in a predetermined position when the pawl 700 within the housing 346 is accommodated in the pawl groove 349 corresponding to the open position. Thus, while conventional door limiters stop within a range of approximately 78° to approximately 90°, the door 26 of this disclosure is configured to swing open to a position greater than 90° when the pawl 700 is in the third pawl groove 349c or even when the spring force of the pawl 700 exceeds the third pawl groove 349c. The door 26 is also allowed to separate from the frame assemblies 10, 12 through the final pawl position 349c without damage to the door 26, the lower frame assembly 10 and the upper frame assembly 12 or the door stop assembly 340. It is also understood that the door 26 can be removed from the vehicle 2 without removing the bracket 341, and when the door 26 needs to be reattached to the vehicle 2, the diagonal bar 345 can be coupled to the arm 342 and rotate laterally due to the tapered end 348 to slide through the housing 346.

[0221] like Figures 60 to 62 As shown, to facilitate assembly of door 26 at a dealership or location other than the manufacturer, door 26 may also include a door ring 350 that can be separated from vehicle 2, and improves the fit and function of door 26 when mounted on the lower frame assembly 10 and the upper frame assembly 12. As disclosed herein, when transporting vehicle 2 from the manufacturer, it may be necessary to remove or not attach various components of vehicle 2 directly. In this case, the dealer may need to install or assemble the unattached components in a manner that maintains the fit and finish required to maintain optimal operation and appearance of vehicle 2.

[0222] The door ring 350 is an example of a component that can be used to facilitate the installation of the door 26 after transportation. The door ring 350 can be formed from channel-shaped or L-shaped metal plate segments spot-welded together to form a rigid, one-piece construction. Exemplarily, the door ring 350 includes a first portion 350a configured to support the front door of the vehicle 2, and a second portion 350b configured to support the rear door of the vehicle 2. The first portion 350a and the second portion 350b can be integrally formed with each other (e.g., formed from a single continuous metal component by spot welding). Thus, the door ring 350 can be configured as a single component to simultaneously support the installation of both the front and rear doors.

[0223] The door ring 350 includes a hinge position 355 and a latching point 353 for the door 26. The hinge position 355 may define an actual hinge or a bracket coupled to the hinge of the door 26. Thus, the door 26 can be pre-assembled to the door ring 350, and specifically, the frame 318 for the door 26 ( Figure 54The door can be coupled to the door ring 350, allowing the entire assembly of the door 26 to be installed on the vehicle 2 at the dealership or distribution center with better dimensional control than current methods (e.g., on frame members 86, 88, 190, 192, 194, 196). Using the door ring 350 improves door sealing, door operation, and reduces vibration. Furthermore, because the door ring 350 can be separated from the vehicle 2, high transport density can be maintained.

[0224] Door ring 350 can have the following features: Figure 61 and 62 The cross-sectional profile is shown. The door ring 350 includes a recessed portion 354 configured to receive a seal 352 and a portion of the door 26. The seal 352 is disposed between the door 26 and the door ring 350 and can be compressed between them. Exemplarily, the seal 352 is positioned adjacent to a first surface 354a of the door ring 350, and the door 26 (e.g., door frame 318) is positioned adjacent to a second surface 354b of the door ring 350. Based on the position of the seal 352, both the seal 352 and the door 26 can be adjacent to the second surface 354b.

[0225] like Figures 63 to 67 As shown, door 26 includes an outer hinge 360, which can be connected to door frame 318. Figures 53-56 ) and / or door stop assembly 340 ( Figures 57-59 The hinge assembly 316 cooperates with the lower frame assembly 10. The hinge 360 ​​is configured to couple with a bracket 362 on the frame members 86, 88 of the lower frame assembly 10. It is understood that the bracket 362 is located on the same surface of the frame members 86, 88. More specifically, because the frame members 86, 88 may include two channel members coupled together (e.g., 86a, 86b and 88a, 88b), the bracket 362 is located on the same surface, such as members 86a and / or 88a, and not at the joint between the two channel members.

[0226] Hinge 360 ​​allows door 26 to open 180° while also having a stop at approximately 90° to hold door 26 open in the position typically expected by the operator and / or passenger. It is understood that the open position of door 26 (e.g., 90° or 180°) is relative to the closed position of door 26 when latched. Hinge 360 ​​includes a first hinge member 364 and a second hinge member 366 pivotally coupled together at a pivot joint 378. The first hinge member 364 is removably coupled to door 26 via fastener 376. The first hinge member 364 is received in a recess 372 of the door, and the fastener 376 extends through the first hinge member 364 and door 26. A cover 368 is coupled to the first hinge member 364 and conceals the fastener 376. As shown, the cover 368 engages in the first hinge member 364 and coupling is achieved without the need for a fastener. The first hinge member 364 also includes a protrusion 380 located generally near the joint 378. The protrusion 380 is configured to move together with the first hinge member 364 and rotate within a recess 384 defined by a portion of the second hinge member 366.

[0227] The second hinge member 366 is removably coupled to the bracket 362 via a fastener 374. The plate 370 may also accommodate the fastener 374, such that the bracket 362 is longitudinally positioned between the second hinge member 366 and the plate 370. The second hinge member 366 includes a stop or stop member 382, ​​which may be made of a compressible material (such as rubber) and disposed within a recess 384. In various embodiments, the stop member 382 may be molded from various materials having a variety of hardnesses to vary the force required to overcome a 90° position.

[0228] During operation, when the door 26 rotates to the open position, the first hinge member 364 rotates together with the door 26 relative to the second hinge member 366 fixed to the lower frame assembly 10. As the door 26 rotates to the open position by at least 90°, the protrusion 380 contacts and compresses the stop member 382, ​​as... Figure 66 and 67As shown. Thus, when the protrusion 380 contacts the stop 382, ​​the door 26 can be held in a 90° position. However, the door 26 can overcome this 90° position without damage and can be opened to a greater extent (e.g., 180°). More specifically, because the stop 382 is made of a compressible material, when engaged with the protrusion 380, the stop 382 can be compressed and have a first or compressed profile to hold the door 26 in a first open position. However, if the protrusion 380 is pushed, the protrusion 380 can compress the stop 382 and rotate into or move past the entire stop 382, ​​causing the door 26 to open to a further open position. If the protrusion 380 does not engage with the stop 382, ​​the stop 382 is no longer compressed and therefore has a second or uncompressed profile.

[0229] Hinge 360 ​​allows for directional adjustment in the X, Y, and Z directions, enabling tilt, rotation, and sliding adjustments. Directional adjustment is possible because the large slot in bracket 362 allows for vertical (Z direction) and some lateral (Y direction) adjustment. The front and rear slots in hinge 364 allow for front-to-back (X direction) adjustment of door 26. This adjustment is maintained even after door 26 is removed from vehicle 2. Specifically, door 26 can be removed by removing fasteners (e.g., bolts) from bracket 362, but the specific construction of hinge 360 ​​remains unaffected after door 26 is removed.

[0230] See now Figures 113 to 115Alternate hinge 360' is substantially similar to hinge 360. Alternate hinge 360' includes a first hinge member 364 and a second hinge member 366, and an outer cover (not shown, similar to outer cover 368) may cover the first hinge member 364. The first hinge member 364 is coupled to a door (e.g., door 26), and the second hinge member 366 is coupled to a frame (e.g., intermediate upright member 86). A pivot joint 378 is coupled between the first hinge member 364 and the second hinge member 366. Protrusion 380' may be substantially similar to the protrusion 380 of hinge 360. Protrusion 380' may be integrally formed with the first hinge member 364 and rotate about the pivot joint 378. A recess 384 is provided between the pivot joint 378 and the second hinge member 366. The second hinge member 366 may define a hole 367 generally facing the pivot joint 378. The hinge stop 382' extends through the hole 367 to a location adjacent to the pivot joint 378 to contact the protrusion 380' as it rotates about the pivot joint 378. The hinge stop 382' is a replaceable frame member coupled to the second hinge member 366 and has a specific cross-section to withstand specific shear forces applied from the protrusion 380'. In some embodiments, the hinge stop 382' is integrally formed with the second hinge member 366. That is, the hinge stop 382' may be welded to the second hinge member 366 or otherwise formed together with the second hinge member 366 during a manufacturing process (e.g., stamping, extrusion, machining, printing, or other processes). The hinge stop 382' may be made of metal or a metal composite (e.g., aluminum) and may be configured to withstand specific forces applied from the door 26 through the protrusion 380'. In other words, the hinge stop 382' can be configured to prevent the door 26 from rotating completely through the pivot joint 378, but it can also be configured to break under a predetermined force to prevent damage to the door 26 or the frame. The hinge stop 382' can break after being subjected to a predetermined force, and the second hinge member 366 can be replaced by the user, distributor, manufacturer, or other party.

[0231] like Figure 68 and 69 As shown, door 26 may include at least one stamped member. Exemplarily, door 26 includes a first stamped member 390 and a second stamped member 392 welded together (e.g., via resistance welding). Additional support members 394, 396 may be welded to stamped members 390, 392 to reinforce the structure of door 26. More specifically, resistance welding along the outer flanges 398, 399 of the respective first stamped member 390 and second stamped member 392 reduces manufacturing costs and eliminates the need for additional filler material to form a joint between the first stamped member 390 and the second stamped member 392. Additional filler material can form weld beads, leading to poor sealing and consequently reducing operator comfort in the cab of vehicle 2.

[0232] See now Figures 70 to 74 The door 26 (e.g., door frame 318) may also include an upper extrusion 400 coupled to the stamping 392. The extrusion 400 may be made of a metallic material, such as aluminum. However, when aluminum is joined to a steel component, bolts are required for coupling. In conventional constructions, this might require welding to the aluminum support; however, welding negatively impacts the material properties of aluminum. Therefore, as... Figures 70 to 74 As shown, the extruder 400 is configured to slide into the guide rail or track 402 and is held in place by the track 402 without welding to the extruder 400. In this way, the door 26 can be assembled with the lower half of the door of any configuration using a separate upper frame (defined by the extruder 400).

[0233] Exemplarily, a first upper plate 404 is used to couple the track 402 to the lower frame assembly 10 via fasteners 406. A second upper plate 408 also couples the track 402 to the lower frame assembly 10 via brackets 412 and fasteners 410. A lower block 414 may be coupled to the lower frame assembly 10 and is configured to control and lock the track 402. The first and second upper plates 404 and 408 each include corresponding tabs 416 and 418, which are configured to receive a portion of the extruder 400 when the extruder 400 slides along the track 402. In this way, the extruder 400 is removably but securely mounted on the stamping 392 without the need for welding on the extruder 400.

[0234] See Figure 75 and 76 Vehicle 2 can be transported to a dealership or other location, and therefore must be configured to fit within cargo container 424. To accommodate vehicle 2 within container 424, upper frame assembly 12 is nested within lower frame assembly 10, and may be included in container 424 as multiple parts or sub-assemblies. The nested upper frame assembly 12 allows the operator more space within operator area 8 to operate vehicle 2 before it is fully assembled or disassembled. More specifically, upper frame assembly 12 is nested behind operator seat 420, and exemplary, positioned above a portion of rear passenger seat 422 and cargo area 30. Thus, during the assembly of upper frame assembly 12 into lower frame assembly 10, operator seat 420 remains open and can be used by the operator to drive vehicle 2 if needed.

[0235] See now Figures 77 to 88The cargo area 30 is described in more detail below. The cargo area 30 includes a cargo box 450 having a front wall 452, opposing side walls 454 coupled to the front wall 452, a rear baffle 456, and a bottom plate 458. The cargo box 450 includes multiple retaining features to support items that an operator may be using. For example, the cargo box 450 may include multiple cup holders 460 located at various positions, such as along the upper surface 466 of the front wall 452 and the inner surface 464 of the rear baffle 456, such that when the rear baffle 456 is rotated to a lowered position and substantially coplanar with the bottom plate 458, the cup holders 460 face upwards. Additionally, the inner surface 464 of the rear baffle 456 may include a recess 462 configured to accommodate a tablet computer, laptop computer, telephone, etc., in a generally vertical position, such that the screen of these devices is visible to the operator, the speakers are oriented in a selected direction, the input portion of the devices is accessible, and so on.

[0236] Guide rail 470 may be included in cargo box 450, and exemplarily, guide rail 470 is disposed on and / or defines the uppermost surface 472 of side wall 454. Guide rail 470 is used to mount accessories to cargo box 450 and is coupled to side wall 454 by invisible fasteners. More specifically, and as Figure 78 and 79 As shown, the guide rail 470 is removably coupled to the frame 474 of the cargo box 450. The frame 474 includes uprights 476 located approximately at the four corners of the cargo box 450. The frame 474 also includes a plurality of crossbeam members 478 that couple opposite the uprights 476 together. The guide rail 470 is coupled to the upper surface of the uprights 476 via fasteners 480. In various embodiments, the guide rail 470 may be directly coupled to the upper surface of the uprights 476, and / or may be coupled to a bracket 484 at the upper extent of the uprights 476. The fasteners 480 are configured to be received through lateral alignment holes 486 in the guide rail 470 and lateral alignment holes 488 at the upper extent of the uprights 476. Weld nuts 482 may be included at the upper extent of the uprights 476 and / or on the bracket 484 to couple with the fasteners 480. Because holes 486 and 488 are laterally aligned, fastener 480 is received by the side wall of guide rail 470 and is therefore hidden by the body panel of side wall 454 of cargo box 450. In this way, fastener 480 is invisible to the operator of vehicle 2 and does not interfere with the function of guide rail 470.

[0237] In one embodiment, the rear baffle 456 may have an expandable configuration, such as Figures 80 to 85As shown. Exemplarily, the rear panel 456 includes a first panel 490, which is pivotally coupled to a second panel 492 via a hinge 494. The second panel 492 may be a blow-molded component, and the hinge 494 may be a friction hinge. Thus, the first and second panels 490, 492 are configured to rotate together or relative to each other (via hinge 494) to extend the longitudinal length of the rear panel 456. A retaining member (exemplarily, a strip or cable 496) is coupled to a post 476 ( Figure 78 A portion of the second panel 492 is used to limit the lower position of the rear baffle 456 and ensure that the inner surface of the second panel 492 does not extend beyond the generally horizontal position. When the rear baffle 456 is rotated to the lowered position, a portion of the rear baffle 456 is generally coplanar with the bottom plate 458 of the cargo box 450.

[0238] like Figure 81 As shown, when the rear baffle 456 is in the latch position ( Figure 80 Move to the lower position ( Figure 81 When this is done, the first and second panels 490 and 492 can rotate together to the lowered position. Additionally, as... Figure 82 As shown, the first panel 490 can rotate relative to the second panel 492, such that the first panel 490 moves to a substantially vertical position, while the second panel 492 remains in a lowered substantially horizontal position. Furthermore, as... Figure 83 As shown, the first panel 490 can be further rotated to extend longitudinally from the second panel 492, such that both the first and second panels 490 and 492 are substantially horizontal and coplanar with the base plate 458. Figure 84 As shown, the first panel 490 may include an extension panel 498, exemplarily shown as a gate, and coupled to the second panel via a hinge 494. An additional hinge 499 may also be used to allow the first panel 490 to rotate relative to panel 498. Hinge 499 may be a friction hinge. Hinge 494, hinge 499, or both may be friction hinges. Friction hinges may be configured to reduce movement of one or more portions of the tailgate 456 (e.g., the first panel 490, the second panel 492, or the extension panel 498) during vehicle movement. Figure 84 As shown, the extension panel 498 can be rotated to a position longitudinally rear of the second panel 492 and coplanar with the second panel 492, while the first panel 490 extends substantially vertically relative to the extension panel 498 and the second panel 492.

[0239] like Figure 85As shown, it can be understood that the inner surface 500 of the second panel 492 and / or the inner surface 502 of the first panel 490 can be configured to receive the extension panel 498, such that the extension panel 498 is nested within and between the first and second panels 490, 492, thereby minimizing the longitudinal depth of the rear baffle 456. More specifically, the inner surface 500 of the second panel 492 may include a plurality of protrusions 506 spaced apart by a plurality of recesses 504, wherein the recesses 504 are configured to receive a frame 508 of the extension panel 498, and the protrusions 506 are received within an opening 510 defined by the frame 508. In this way, the extension panel 498 is nested against the inner surface 500 of the second panel 492, thereby reducing the longitudinal depth or size of the rear baffle 456 and maintaining maximum cargo capacity in the cargo box 450. In addition, the frame 508 may be made of aluminum, aluminum alloy, polymer material, or a combination thereof, thereby reducing the weight of the extended rear baffle 456.

[0240] Hinges 494 are used to rotatably couple extension panels 498 to the first panel 490 via bracket covers 512 on the first panel 490. Hinges 494 can be welded to brackets 516 on the frame 508. Additionally, various frame members of the frame 508 of the extension panels 498 can be coupled to the first panel 490 and / or the second panel 492 at raised stops 514. Raised stops 514 prevent the extension panels 498 from pivoting beyond their designated range.

[0241] In some examples, the cargo box 450 and / or tailgate 456 may include one or more supports configured to reduce or prevent vertical movement of the tailgate 456 when in an extended configuration. For example, one or more supports may include hinges connected to the cargo box 450. In a folded configuration, one or more supports may be substantially flush with the sidewalls of the cargo box 450. In an extended configuration, one or more supports may extend from a hinged connection on the cargo box over at least a portion of the tailgate 456 (e.g., at least a portion of the second panel 492). In some examples, one or more supports may engage a portion of the tailgate 456 to removably lock one or more supports into place. Thus, in an extended configuration, one or more supports may reduce or prevent vertical movement of the tailgate 456 during vehicle operation.

[0242] The ability to increase the longitudinal length of the cargo box 450 with rear panel 490, 492, 498 and rear panel 456 allows for increased cargo space along the bottom panel 458. For example, in an extended configuration, rear panel 456 can increase the overall length of the cargo box 450 by approximately 25 inches to approximately 30 inches. Thus, the overall length of the cargo box 450 can be in the range of approximately 60 inches to approximately 70 inches. In one embodiment, the overall longitudinal length of the cargo box 450 can be approximately 64 inches. Furthermore, no tools are required when folding and unfolding the extended panel 498, making the operation tool-free.

[0243] like Figures 86 to 88 As shown, the cargo box 450 is configured to tilt rearward and downward to allow unloading of its contents. Thus, the cargo box 450 has a first position and a second position, in which the floor 458 is generally horizontal, and in the second position, the floor 458 is angled relative to the horizontal. To tilt the cargo box 450, a mechanical or electronic actuator can be used. For example, a mechanical end handle 522, such as a manual lift actuator or release handle, can be used. Because it is obstructed by body panels (at least in the side view of vehicle 2) such as those at the side walls 454 and / or the rear fender 28, in Figure 86 The end handle 522 is not shown; however, it is generally located at position 520. The rear fender 28 and / or any other body panel used to conceal the end handle 522 may also cover the engine oil filter and dipstick of vehicle 2. The end handle 522 can be actuated by reaching position 520 below the body panel.

[0244] To conceal the end handle 522 at position 520, the front wall 452 of the cargo box 450 may support and conceal the tilting mechanism and the end handle 522. Specifically, the front wall 452 may support and conceal at least one release mechanism 524, such as a rotary latch, and a cable 526 extending between the release mechanism 524 and the end handle 522. The cable 526 is operatively coupled to the end handle 522 and can apply hydraulic or electrical actuation to the release mechanism 524 in response to actuation of the end handle 522. When the cargo box 450 is in a first or non-tilted position, the release mechanism 524 may have a first position in which the release mechanism 524 is in contact with a portion of the cargo box 450. However, when the cargo box 450 is in a second or tilted position, the release mechanism 524 may have a second position in which the release mechanism 524 is spaced apart from that portion of the cargo box 450. The release mechanism 524 may be concealed by at least the front wall 452 in both the first and second positions. The tilting platform 528 may be supported at least on the crossbeam member 96 of the lower frame assembly 10 and may be at least partially concealed by the front wall 452. In some embodiments, the release mechanism 524 is coupled to the cargo box 450, and in a second or tilted position, the release mechanism 524 may remain coupled to the cargo box 450 and spaced apart from the crossbeam member 96.

[0245] See Figure 119 The lower frame assembly 10 includes a frame member 858 supporting a striker or buffer 860. The cargo box 450 supports a frame support 851, which defines a pair of recesses 853 configured to support each cable 526. A latching mechanism 850 is coupled to the frame support 851. The latching mechanism 850 includes a pair of latching arms 852 configured to move between engaged positions around the striker 860. Figure 119 Lever arm 854 is rotatably coupled to latch mechanism 850 about rotation axis 856. Each cable 526 is coupled to lever arm 854 and configured to move the lever arm about rotation axis 856. In some embodiments, rotation of lever arm 854 about rotation axis 856 is configured to disengage latch arm 852 and allow container 450 to move relative to striker 860. In some embodiments, latch mechanism 850 is a single-stage rotary latch, and actuation of release mechanism 524 actuates latch mechanism 850 from an engaged position to a disengaged position to allow container 450 to move. In some embodiments, as container 450 moves downward, latch mechanism 850 contacts striker 860 and automatically re-engages latch mechanism 850, locking container 450 in place.

[0246] See Figures 89 to 90Part of the powertrain components of vehicle 2 can be generally shown as 530. The transmission 532 of the powertrain component 530 is operatively coupled to a front drive shaft 534 and a rear drive shaft 536. The front drive shaft is operatively coupled to a front differential, and the rear drive shaft 536 is operatively coupled to a rear differential 164. Figure 18 The front differential is operatively coupled to the front grounding member 4, and the rear differential 164 is operatively coupled to the rear grounding member 6. The transmission 532 is also operatively coupled to the engine 580 of the vehicle 2. Figure 96 ), and operably coupled to a continuously variable transmission (“CVT”) 761 ( Figure 109 In one embodiment, CVT 761 may be a steel belt CVT, the details of which are disclosed in U.S. Patent Application Serial No. 17 / ,147,937 (Attorney General's File No.: PLR-06-28903.02P-US), filed January 13, 2021, entitled "POWERTRAINFOR A UTILITY VEHICLE," the entire disclosure of which is expressly incorporated herein by reference. In other embodiments, CVT 761 may be an electronically controlled CVT, the details of which are disclosed in U.S. Patent Application Serial No. 17 / 587,486 (Attorney General's File No.: PLR-00TC-29204.02P-US), filed January 28, 2022, entitled "ELECTRONICALLY-CONTROLLED CONTINUOUSLY VARIABLE TRANSMISSION FOR A UTILITY VEHICLE," the entire disclosure of which is expressly incorporated herein by reference. In some embodiments, the CVT 761 includes a drive clutch (not shown) and a driven clutch (not shown) coupled between a prime mover and one or more grounding members 4, 6. In some embodiments, the drive clutch is coupled to the engine, the driven clutch is coupled to the transmission 532, and the drive clutch is operatively coupled to the driven clutch via an annular member (e.g., a belt). In some embodiments, the drive clutch has a fixed drive clutch pulley and a movable drive clutch pulley, and the driven clutch has a fixed driven clutch pulley and a movable driven clutch pulley.

[0247] The transmission 532 allows the vehicle 2 to operate in various drive modes, such as forward / drive, rear, high, and low. The transmission 532 also includes a parking gear. In this embodiment, neutral is removed from the shift modes and is disengaged from the forward, reverse, parking, and any other gears or drive modes of the transmission 532. By disengaging neutral, the transmission 532 can be disconnected from the rest of the drivetrain. A disconnect feature 546 may be included, configured as a transmission disconnector / drivetrain neutral feature to allow the transmission 532 to be mechanically disconnected from the rest of the powertrain assembly 530. More specifically, if the vehicle 2 is towed with the engine off, the CVT's pulleys may be damaged; therefore, the disconnect feature 546 allows the transmission 532 to be disconnected from drive shafts 534, 536 under certain conditions (e.g., towing). A handle 538 is located on the instrument panel assembly 537 within the operator area 8. Assuming the actuation handle 538 of the transmission disconnector is located within the operator area 8 and substantially adjacent to the steering wheel 540, the operator can easily actuate the disconnect feature from the operator seat 420. The operator may need to actuate the disconnect feature in a multi-step process, such as pulling out and rotating the handle 538 to engage the disconnect feature, as indicated by the corresponding arrows 542 and 544. In some embodiments, the transmission 532 includes an electronic shift mechanism configured to electronically shift gears between various driving modes (e.g., parking, reverse, high speed, low speed, 1st gear, 2nd gear, 3rd gear, etc.). A controller may be configured to control the electronic shift mechanism to automatically switch between various driving modes. Further details regarding electronic gear shifting can be found in U.S. Patent Application No. 14 / 947,737 entitled “ELECTRONIC CONTROL OF A TRANSMISSION” (Office File No.: PLR-15-26599.02P-US), filed November 20, 2015, the entire disclosure of which is expressly incorporated herein by reference.

[0248] See Figure 91 and 92A fuel tank 550 is mounted on vehicle 2 and fluidly coupled to the engine. The fuel tank 550 includes an evaporator 552 (e.g., an evaporating fuel vapor canister), coupled to a bracket 554 supported on the fuel tank 550. More specifically, the bracket 554 is hot-plate welded to the fuel tank 550, and the canister 552 is secured to the bracket 554 by fasteners 558. The position of the bracket 554 allows the canister 552 to be positioned above the fuel tank 550 and allows other components to be enclosed or otherwise supported on vehicle 2 adjacent to the fuel tank 550 without interfering with the canister 552. By positioning the canister 552 above the fuel tank 550, condensate removal is improved. The overall construction of the canister 552 on the fuel tank 550 allows the remainder of the fuel tank 550 to also accommodate a fresh air filter vent 556, and in some examples, other evaporative emission components, such as one or more evaporative vent lines and / or solenoids, one or more flush flow sensors, one or more evaporative flushing solenoids, etc.

[0249] like Figures 93 to 95 As shown, the cooling assembly 560 is also fluidly coupled to the engine of vehicle 2. The cooling assembly 560 includes components configured to cool engine 580. Figure 96 At least one heat exchanger of the vehicle 2. Exemplarily, three heat exchangers 562, 564, and 566 are arranged in a stacked or longitudinally aligned manner at the front end of the vehicle 2. The first heat exchanger 562 may be a condenser for the HVAC system of the vehicle 2, the second heat exchanger 564 may be a transmission oil cooler, and the third heat exchanger 566 may be an engine radiator. A fan assembly 568 is longitudinally disposed behind the heat exchangers 562, 564, and 566 and includes a first fan 570 and a second fan 572. All three heat exchangers 562, 564, and 566 utilize the same fan assembly 568 to draw air through them. In some embodiments, the first heat exchanger 562 (i.e., the HVAC condenser) is the foremost heat exchanger to provide maximum cooling capacity to the HVAC system, thereby allowing for the maximum amount of cooling. In some embodiments, each of the first heat exchanger 562, the second heat exchanger 564, and the third heat exchanger 566 is longitudinally spaced to allow fluid (e.g., air, water) to flow between the heat exchangers 562, 564, and 566.

[0250] See Figure 118Vehicle 2' includes an engine hood 20' (similar or identical to engine hood 20) disposed adjacent to the front of vehicle 2'. Engine hood 20' includes a central panel 840 removable from engine hood 20'. Central panel 840 is configured to cover various components (e.g., electrical components such as accessory panels) and heat exchanger covers 842. Heat exchanger covers 842 can be removed by a plurality of fasteners 844 to expose each of the first heat exchanger 562, the second heat exchanger 564, and the third heat exchanger 566. Heat exchanger covers 842 can be removed to allow cleaning tools (not shown) to be disposed adjacent to heat exchangers 562, 564, 566, thereby facilitating cleaning of heat exchangers 562, 564, 566. That is, a user can spray fluid (e.g., air, water) downward between heat exchangers 562, 564, 566 to clean debris (e.g., mud, straw, dust, etc.).

[0251] As shown in the figure, heat exchangers 562, 564, and 566 are supported on the front subframe and are laterally positioned between the frame members 68. Heat exchangers 562, 564, and 566 are also longitudinally positioned behind the front bumper 576, but extend forward from the front subframe to be longitudinally positioned between a portion of the front subframe and the bumper 576. Because heat exchangers 562, 564, and 566 are supported on the front subframe and partially extend forward from it, they are located in front of the main frame section or intermediate frame section 60. Heat exchangers 562, 564, and 566 also extend laterally between the headlights 574 of vehicle 2 (see also...). Figure 1 The inner surface 578 of the headlight 574 is recessed to allow heat exchangers 562, 564, 566 to be fitted between the two headlights. Since three heat exchangers 562, 564, 566 can be installed between the front of the vehicle 2 and the headlights 574, the need to find locations for additional heat exchangers and fans to encapsulate the vehicle 2 is eliminated.

[0252] See Figures 96 to 99 Further details of the cooling assembly 560 are disclosed. Specifically, when the vehicle 2 includes an HVAC system, a heater core 582 is included to provide an adjustable temperature for the passenger compartment of the vehicle 2. An engine coolant bypass circuit or system 584 is also shown. The addition of the heater core 582 to the engine coolant bypass circuit 584 increases flow restriction. The bypass system or circuit 584 includes a bypass valve assembly 590, which will be described in further detail below. This flow restriction may reduce the bypass coolant flow to undesirable levels at high engine speeds. However, bypassing the heater core 582 to prevent this flow reduction may reduce the flow rate of the heater core 582 and decrease performance at low engine speeds. Therefore, Figures 96 to 99The design utilizes a bypass circuit 584 with a bidirectional engine thermostat as a bypass circulation regulator, thereby providing the desired high engine speed flow to the engine 580 and the desired low engine speed flow to the heater core 582. The advantage of using the bypass system 584 is that all bypass flow at engine idle is forced through the heater core 582. The bypass system 584 regulates the pressure drop across the heater core 582 to ensure that the flow to the heater core 582 is unaffected by changes in engine speed. The bypass system 584 also regulates the pressure drop across the heater core 582 so that the flow to the heater core 582 is unaffected by the thermostat position. With the thermostat closed, the bypass system 584 allows for a higher engine bypass flow at high engine speeds to provide the required engine water / coolant flow. Thus, the bypass system 584 can improve heating in the vehicle 2's passenger compartment and improve engine cooling, especially during engine start-up. Furthermore, by installing the heater core 582 within the bypass system 584, no additional coolant lines are required.

[0253] like Figures 96 to 99 As shown, bypass system 584 is fluidly coupled to engine 580 to maintain engine 580 performance and maximum head temperature. Engine inlet line 620 is fluidly coupled to outlet 624 of heat exchanger 566 and inlet 626 of engine 580 to supply coolant or cooling water to engine 580 in the direction of arrow 622. Engine outlet or return line 634 is fluidly coupled to outlet 628 of engine 580 and inlet 630 of heat exchanger 566 to return hot coolant to heat exchanger 566 in the direction of arrow 632. Heater core 582 includes inlet 636, configured to receive hot coolant from engine return line 634 to provide heater core 582 with the necessary temperature for heating and cooling the vehicle 2's cab. Heater core 582 also includes outlet 638 fluidly coupled to heater core line 640, which supplies coolant to engine 580 in the direction of arrow 642, thereby promoting engine 580 cooling. The heater core line 640 is fluidly coupled to the bypass line 644, and the bypass line 644 is coupled to the bypass valve assembly 590.

[0254] The bypass system 584 includes multiple bypass lines, including a vent inlet line 646, which is fluidly coupled to a bypass valve assembly 590 and configured to supply coolant to the bypass valve 590 in the direction of arrow 648. Additionally, the bypass line includes a vent outlet line 650, which is fluidly coupled to the bypass valve assembly 590 and configured to supply hot coolant to the engine return line 634 in the direction of arrow 652.

[0255] A bypass valve assembly 590 is disposed within a bypass system 584. The bypass valve assembly 590 includes a cover 592, a thermal actuator valve 594, a housing 596, a first thermostat 654, and a second thermostat 656. Fasteners 598 are used to couple the cover 592 to the housing 596. The housing 596 includes an inlet 600 and an outlet 602. The housing also includes a valve seat 610 configured to receive a diaphragm 608 of the first thermostat 654. Coolant can be received within the housing through the inlet 600 (arrow 604) and regulated by the thermal actuator valve 594 (arrow 606) before flowing through the outlet 602. The cover 592 may include a plurality of ribs 593 configured to improve the structural integrity of the cover 592.

[0256] During operation, if the HVAC system is not used for vehicle 2, the heater core 582 does not need to be engaged. Coolant is supplied to engine 580 through line 620 to cool the temperature of engine 580, and the hot coolant from engine 580 returns to heat exchanger 566 through return line 634 to utilize the airflow through heat exchanger 566 to cool the coolant.

[0257] However, when the operator wants to use the HVAC system of vehicle 2, heater core 582 can be engaged. Coolant from heat exchanger 566 continues to flow through line 620 to engine 580 to ensure proper cooling of engine 580. If heater core 582 also includes cooled coolant, this coolant will flow from heater core outlet 638 to provide cooled coolant to engine 580. More specifically, coolant flows through outlet 638, heater core line 640, connector 660, into bypass line 644, and then into engine 580. In this way, cooled coolant bypasses valve assembly 590. Because the coolant is cold, coolant at connector 660 flows into vent inlet line 646 but does not actuate thermostats 654, 656, as the temperature at this point is below the predetermined actuation temperature of thermostats 654, 656. When the thermostats 654 and 656 are not activated, the diaphragm 608 remains against the valve seat 610, and coolant does not flow into the valve assembly 590.

[0258] However, as the temperature of the coolant from heater core 582 begins to rise, the coolant flows through heater core line 640 and through connector 660 to vent inlet line 646. This temperature rise is sensed by at least the first thermostat 654, and the diaphragm 608 begins to move away from valve seat 610, allowing some hot coolant to flow into valve assembly 590. As the coolant temperature continues to rise in heater core line 640 and vent inlet line 646, this temperature rise is sensed by the second thermostat 656, and the diaphragm 608 moves to a fully open position away from valve seat 610. Subsequently, the coolant in valve assembly 590 flows through vent outlet line 650 to connector 658 in engine return line 634. In this way, the hot coolant from heater core 582 bypasses engine 580 and does not flow to engine 580. Instead, it flows through valve assembly 590 and vent line 650, combines with the hot coolant from engine 580 in return line 634, and then flows back to heat exchanger 566 to be cooled. Exemplarily, the hot coolant from engine 580 flows directly out of engine 580 and into the first portion 634a of return line 634, while the hot coolant from heater core 582 (via valve assembly 590) combines with the hot coolant from engine 580 in the second portion 634b of return line 634 and then flows back to heat exchanger 566.

[0259] Additionally, see Figure 100 A pump 612 can be provided, and test setup conditions for the bypass system 584 are disclosed. When the engine 580 is starting and / or otherwise idling or at low engine speeds, the diaphragm 608 of the thermal actuator valve 594 remains closed (i.e., closed against the valve seat 610 of the housing 596), and flow is restricted to allow more coolant to pass through the heater core 582. This improves the performance of the heater core 582 at idle or low engine speeds (e.g., during engine start-up). As the flow pressure at inlet 600 increases, the diaphragm 608 begins to move away from the valve seat 610. When the pressure reaches a predetermined threshold, the thermal actuator valve 594 moves to the open state, where the diaphragm 608 is separated from the valve seat 610, and coolant flows through the housing 596 to outlet 602. In this way, the flow returns directly to the pump 612 instead of passing through the heater core 582 and the heat exchanger 566, and under high-speed conditions, the temperature of the engine 580 can be reduced when the flow through the engine 580 increases.

[0260] See still Figure 100The outlet of the engine thermostat is connected to heat exchanger 566, and the return line of heat exchanger 566 is connected to engine water pump 612. Multiple temperature sensors are provided, shown as T1, T2, T3, T4, T5, T6, T7, T8, T9, T10, T11, T12, and T13. Additionally, multiple pressure sensors are provided, shown as P1, P2, P3, P4, P5, and P6. Flow meters FM1, FM2, and FM3 are also provided. Temperature sensor T5 is connected downstream of the engine thermostat outlet. Temperature sensors T6 and T7 are connected upstream and downstream of heat exchanger 566, respectively. Flow meter FM2 and pressure sensor P3 are also connected downstream of the engine thermostat. A bypass line connects from the engine cylinder head to water pump 612. Downstream of the engine cylinder head, temperature sensor T2, flow meter FM1, and pressure sensor P2 are connected. Two temperature sensors, T3 and T4, are located upstream and downstream of heater core 582. Two pressure sensors P5 and P6 and two temperature sensors T12 and T13 are connected upstream and downstream of bypass valve 590 to measure data at these locations. Pressure sensor P4 is located upstream of water pump 612. Pressure sensor P1 and temperature sensor T1 are connected to engine 580 to measure pressure and temperature downstream of engine water pump 612.

[0261] Further details of the HVAC components can be found in U.S. Patent No. 9,738,134 entitled “UTILITY VEHICLE”, filed August 22, 2017 (Representative Office File No.: PLR-06-27153.01P-US), the entire disclosure of which is expressly incorporated herein by reference.

[0262] See Figure 101 and 102 The diagram shows an exhaust assembly 670. The exhaust assembly 670 can be disposed generally along a vertical plane extending through the longitudinal axis L, thereby enhancing the tilting capability of the cargo box 450, as disclosed herein. The exhaust assembly 670 includes a muffler or silencer 672 that directs exhaust gases from the engine 580 (…). Figure 96An inlet pipe 674 is provided to the muffler 672, and an outlet pipe 676 provides exhaust gas from the muffler 672 to the tailpipe of the vehicle 2, and then to the outlet pipe 676 from the vehicle 2. A first oxygen sensor can be supported on the muffler 672 at position 678, and a second oxygen sensor can be supported on the outlet pipe 676 at position 680. As the exhaust gas flows through the inlet pipe 674 into the muffler 672 in the direction of arrow 682, the exhaust gas passes through the first internal chamber 688 and then flows through the catalytic converter 684. The exhaust gas leaving the catalytic converter 684 contacts the interior through the baffle 686, and the composition of the exhaust gas can be measured by the first oxygen sensor at position 678. The exhaust gas then flows through the second internal chamber 690 in the direction of arrow 682 and enters the outlet pipe 676, where the composition of the exhaust gas is again measured by the second oxygen sensor at position 680 before flowing into the tailpipe.

[0263] A first oxygen sensor at location 678 utilizes a baffle 686, which is formed to allow the first oxygen sensor to be pulled out from an internal chamber 688 within the muffler 672. The baffle 686 is formed to protrude through the internal volume of the muffler 672. A plug weld 692 at location 678 supports a boss for the first oxygen sensor, which measures exhaust gas downstream of the catalyst 684. The plug 692 is welded to be generally parallel to the catalyst axis 694 and can be parallel to the axis 694 within a range of 15 degrees. The configuration of the exhaust assembly 670 allows for exhaust gas monitoring by a sensor at location 678, within the muffler 672 rather than outside the muffler 672. Exemplarily, the catalyst 684 is positioned generally in the middle of the muffler 672, rather than directly adjacent to the housing or baffle 686 of the muffler 672, thereby allowing for increased sound attenuation. Further details of the exhaust assembly 670 are disclosed in U.S. Provisional Patent Application Serial No. 63 / 184,496 (Representative Office File No.: PLR-06-29264.01P-US), filed May 5, 2021, entitled “EXHAUST ASSEMBLY FOR A UTILITY VEHICLE,” the entire disclosure of which is expressly incorporated herein by reference.

[0264] See now Figures 103 to 105BA front bumper 710 (which may be similar to or identical to bumper 576) is coupled to front frame section 14. The front bumper 710 includes a first bumper portion 712, a second bumper portion 714, and a third bumper portion 716, the second bumper portion 714 extending outward from the first bumper portion 712, and the third bumper portion 716 extending outward from the first bumper portion 712 and generally opposite to the second bumper portion 714. An upper surface 713 extends laterally between the second bumper portion 714 and the third bumper portion 716 along the upper portion of the first bumper portion 712. A first mounting portion 718 is generally a rod and is configured to mount the front bumper 710 to the front frame section 14. The front bumper 710 also includes a pair of second mounting portions 720, which are vertically positioned higher than the first mounting portions 718, and each second mounting portion 720 is configured to mount the front bumper 710 to the front frame section 14. In some embodiments, each second mounting portion 720 extends generally rearward from the first bumper portion 712 and has a top surface 722. The front bumper 710 is configured with at least three individual mounting portions 718, 720. In some embodiments, the front bumper 710 has more than three mounting portions.

[0265] See still Figures 103 to 105B The front bumper 710 includes a pair of D-ring assemblies 728 configured to receive hooks, latches, snap hooks, or other types of latching members. The D-ring assembly 728 includes a mounting assembly 724 and a ring 726 coupled to the mounting assembly 724. The mounting assembly 728 includes a T-shaped body 734 having a central extension 735. The central extension 735 defines a bore 736, and the body 734 defines a pair of bores 730, 732 vertically positioned above and below the bore 736. A first bumper portion 712 defines a pair of bores 711, with bore 712a located below and above the bore 711. The T-shaped body 734 is configured to be received within the bore 711, and a pair of fasteners 731 are configured to extend through bores 730, 712a and 732, 712a, respectively, to couple the T-shaped body 734 to the first bumper portion 712.

[0266] A support member 740 is longitudinally disposed behind the first bumper portion 712 and extends vertically between a top surface 722 and an upper surface 713. The support member 740 includes a first flange 742 extending along its lower extent and a second flange 744 extending along its upper extent. The first flange 742 defines a hole 743, and the second flange 744 defines a hole 745. The top surface 722 of the second mounting portion 720 defines a hole 723, and the upper surface 713 defines a pair of holes 715. A pair of fasteners 746 are configured to extend through holes 745, 715 to couple the second flange 744 to the upper surface 713, and through holes 743, 723 to couple the first flange 742 to the top surface 722. In addition, the support member 740 defines a longitudinally oriented hole 741, and the fastener 737 is configured to extend through the longitudinally oriented hole 741 and hole 736 to couple the T-shaped body 734 to the support member 740.

[0267] The D-ring assembly 728 is coupled to the bumper 710 at multiple locations via multiple fasteners to enhance the strength of the D-ring assembly 728. For example... Figure 105B As shown, the D-ring assembly 728 is coupled along the bumper 710 at at least three separate longitudinal locations (e.g., fasteners 731, 737, and 746). The longitudinal spacing of these coupling locations increases the magnitude of the force (F) that the D-ring assembly can withstand in non-orthogonal directions. That is, by longitudinally spacing fasteners 731, 737, and 746, the D-ring assembly 728 can withstand a greater torque. The D-ring assembly 728 can be used as a recovery hook to pull the vehicle 2 from a stuck state (e.g., stuck in mud, sand, or other places), and during recovery, the vehicle 2 is often subjected to both normal and lateral forces simultaneously.

[0268] See now Figures 106 to 110 The shift assembly 750 includes a shift arm 752 and a shift knob 754 coupled to the shift arm 752. The shift arm 752 generally defines a bell-shaped crank 756 and is operatively coupled to the front frame section 14 about a pivot link 758. The shift arm 752 includes an extension 757 generally opposite the shift knob 754, and the extension 757 defines a bore 762. A shift cable 760 is coupled to the extension 757 at the bore 762. The shift cable 760 is operatively coupled to a transmission (e.g., transmission 532 or CVT 761). Figure 109 The operator of vehicle 2 can operate the shift assembly 750 by applying a rotational force to the shift arm 752, which causes the shift arm 752 to rotate about the pivot link 758 and the shift cable 760. The bell crank 756 includes a notch 776 at its outer extent, and the notch 776 rotates about the pivot link 758 as the bell crank rotates.

[0269] A frame member 764 is coupled to the front frame section 14, and an actuator or solenoid 766 is coupled to the frame member 764. An arm 768 is operably and rotatably coupled to the front frame section 14 about a pivot link 769. The arm 768 is generally positioned between the shift arm 752 and the solenoid 766. The arm 768 is generally U-shaped and includes a crossbeam link 771 disposed vertically lower than the pivot link 769. The crossbeam link 771 is configured and shaped to fit within a recess 776. The solenoid 766 includes a shaft 778 extending outwardly from the solenoid 766. The solenoid 766 is operably coupled to an electronic controller 780, which is configured to supply current to the solenoid 766. Shaft 778 is operatively coupled to arm 768 at beam link 771, and beam link 771 rotates about pivot link 769 as shaft 778 moves inward and outward from solenoid 766. In some embodiments, solenoid 766 can be in an extended or engaged state ( Figure 107 ) and the state of not extending or separating ( Figure 108 Move between ( ). In the engaged state ( Figure 107 In the disengaged state, the crossbeam link 771 is configured to engage the notch 776 and prevent the shift arm 752 from rotating about the pivot link 758. Figure 108 In this configuration, the crossbeam link 771 is configured away from the recess 776 (i.e., disengaged from the recess 776) and allows the shift arm 752 to rotate about the pivot link 758. In some embodiments, when the crossbeam link 771 is engaged with the recess 776 (i.e., disposed within the recess 776), the shift cable 760 is in a first state, and the transmission (e.g., transmission 532 or CVT 761) is in a "park" state (i.e., "park" gear). In some embodiments, when the crossbeam link 771 is disengaged from the recess 776 (i.e., disposed outside the recess 776), the shift cable 760 is in a second state, and the transmission (e.g., transmission 532 or CVT 761) can move between any available gears.

[0270] See Figure 110 The electronic controller 780 includes at least one processor 784 and at least one non-transitory computer-readable medium / memory 784. In some embodiments, the electronic controller 780 controls the operation of various systems of vehicles 2, 2'. In some embodiments, the electronic controller 780 is a distributed system including multiple controllers, each controller controlling one or more systems of vehicles 2, 2', and capable of communicating with each other via one or more wired and / or wireless networks. In some embodiments, the multiple controllers communicate via a CAN network.

[0271] Furthermore, the electronic controller 780 is operatively coupled to a plurality of sensors 786 that monitor various parameters of the vehicles 2, 2' or the environment surrounding the vehicles 2, 2'. In some embodiments, one or more of the plurality of sensors 786 may be combined as part of the electronic controller 780, having a direct connection to the electronic controller 780, and / or providing information about sensing characteristics via one or more wired and / or wireless networks. In some embodiments, the plurality of sensors and the controller communicate via a CAN network.

[0272] Multiple sensors 786 may include brake information sensors (e.g., brake input sensors, brake pressure sensors), throttle information sensors (e.g., throttle input sensors), and gear position sensors 1062. Figure 140 Steering information sensor, IMU 1004 ( Figure 137 ), Accelerometer 1006 ( Figure 137 ), Gyroscope 1008 ( Figure 137 ( ), suspension sensors or other sensors. The controller 780 is configured to receive information from one or more of the plurality of sensors 786, and to cause one of a first current and a second current to be supplied to the solenoid 766.

[0273] Controller 780 performs specific operations (e.g., provides commands) to control one or more subsystems of other vehicle components. In some embodiments, controller 780 forms part of a processing subsystem that includes one or more computing devices having memory, processing, and communication hardware. Controller 780 may be a single device or may be distributed among multiple devices, and the functionality of controller 780 may be executed by hardware and / or as computer instructions stored on a non-transitory computer-readable storage medium such as memory 784, executed by one or more processors.

[0274] See Figures 107 to 108 The solenoid 766 is coupled to the frame member 764 or the front frame portion 14 in an isolated manner. That is, a threaded nut 772 is disposed on the shaft 770, and the frame member 764 can be fastened between the nut 772 and the solenoid 766 to couple the solenoid 766 to the frame member 764. In some embodiments, one or more isolation spacers 774 may be placed between the nut 772 and the frame member 764, and between the frame member 764 and the solenoid 766. In other embodiments, the solenoid 766 is filled with an insulating material to reduce noise and vibration emitted by the solenoid 766.

[0275] See now Figure 111Process 790 is configured to determine whether the position of solenoid 766 should be changed. Process 790 includes step 792, which determines whether vehicle 2 is in the "park" position. If vehicle 2 is not in the "park" position, process 790 restarts and does not continue until it is determined that vehicle 2 is in the "park" position. When it is determined in step 792 that vehicle 2 is in the "park" position, process 790 proceeds to step 794, which determines whether a brake input is detected. In step 794, the brake input may be detected by one or more sensors 786, such as a brake switch or a brake pressure sensor. If no brake input is detected, process 790 returns to step 792. If it is determined in step 794 that a brake input is detected, process 790 proceeds to step 796. In step 796, process 790 changes the state of solenoid 766 (e.g., in the engaged state). Figure 107 ) and separation state ( Figure 108 (Changes between )). Process 790 is configured to ensure that the transmission (e.g., transmission 532 or CVT 761) does not move out of "park" gear unless brake input is detected in step 794.

[0276] See now Figure 112Process 796 comprises multiple steps configured to change the current (amperes) supplied to solenoid 766. Process 796 begins at step 798, and in response to a decision by controller 780 to change the solenoid position (e.g., as a result of performing aspects of process 790 above), controller 780 causes a first current to be supplied to solenoid 766. Process 796 proceeds to step 800, and the first current is configured to provide power to solenoid 766 to move shaft 778 and disengage beam link 771 from recess 776, allowing shift arm 752 to rotate, thereby allowing vehicle 2 to shift out of "park" position. Process 796 proceeds to step 802, and after solenoid 766 has moved shaft 778 and disengaged beam link 771 from recess 776, controller 780 causes a second current to be supplied to solenoid 766. The second current can be considered a "holding" current, and the second current can be less than the first current. The second current is configured to "hold" shaft 778 in the disengaged position. The current required for solenoid 766 to hold shaft 778 in place is less than the current required to move shaft 778 from the engaged position to the disengaged position. Therefore, providing a second current to solenoid 766 after the first current (step 798) (step 802) reduces the energy drawn from solenoid 766 and reduces the heat generated by solenoid 766. In some embodiments, shaft 778 is biased outward by a biasing member (spring, damper, or other linear force element) such that no current is supplied to solenoid 766 when beam link 771 moves outward to engage notch 776, and shaft 778 moves outward under the force of the biasing member (e.g., spring, damper, or other linear force element).

[0277] See now Figures 116 to 117 Vehicle 2' includes a rear frame portion 16' (similar or identical to rear frame portion 112), which may be part of the lower frame assembly 10 and may be compatible with the front frame section 14 and the main frame section 60. The rear frame portion 16' includes a pair of upper outer frame members 804 (similar or identical to upper outer frame member 112), a pair of frame members 806 (similar or identical to frame member 122) extending downward from the rear portion of the upper outer frame members 804, and frame crossbeam members 814 (similar or identical to crossbeam member 114) extending between the upper outer frame members 804. Furthermore, a pair of frame members 810 (similar or identical to frame member 116) are coupled to and extend forward from the crossbeam members 814. Studs 812 (similar or identical to studs 118) extend between the frame members 810. Each frame member 804 defines a hole 805 in its generally rearward portion, and a beam member 814 extends through each hole 805 and extends a width W2. Each beam member 814 includes an end portion 824 disposed laterally outward from the frame member 804.

[0278] Vehicle 2' ( Figure 124 It may be similar to or the same as vehicle 2. Components, parts, sub-components or other systems of vehicle 2 or vehicle 2' may be used with vehicle 2 or vehicle 2'. See also Figure 124 Vehicle 2' includes a cargo box 820 (similar or identical to cargo box 450) supported by a rear frame portion 16', and cargo box 820 has a width W1. In some embodiments, the width W2 of the crossbeam member 814 is greater than half the width W1 of cargo box 820. Cargo box 820 defines a cargo box region 30' (similar or identical to cargo box region 30). Cargo box 820 includes a cargo box frame 816 supporting cargo box region 30', and a protective member 818 is coupled to the bottom of cargo box frame 816. The protective member 818 is configured to separate cargo box 820 and cargo box region 30' from a portion of the powertrain (e.g., engine 580).

[0279] See still Figures 116 to 117 Cargo box 820 is rotatably coupled to rear frame portion 16'. Paired coupling assemblies 822 are coupled between cargo box 820 and end portion 824. End portion 824 includes a plurality of extensions 824a, 824b, 824c spaced apart around the outer periphery of frame member 814. Ring member 826 is configured to fit onto end portion 824 and extends between extensions 824a, 824b, 824c. In some embodiments, ring member 826 is coupled to end portion 824 by a permanent coupling method such as welding. In other embodiments, ring member 826 is coupled to end portion 824 by adhesive or other coupling methods.

[0280] The coupling assembly 822 includes a bushing 830, which includes a first bushing portion 830a and a second bushing portion 830b. Exemplarily, the first bushing portion 830a and the second bushing portion 830b are configured to couple together to surround a frame member 814. The frame member 814 is configured to rotate within the bushing 830. A retainer 832 defines a pair of bores 834 and is configured to surround the bushing 830 and couple each of the bushing 830 and the frame member 814 to a cargo box frame 816 of the cargo box 820. A pair of fasteners 836 (e.g., bolts) extend downward from the cargo box frame 816 and through the bores 834, and a pair of nuts 838 are adapted to the fasteners 836 to couple the coupling assembly 822 to the cargo box 820. That is, the cargo box 820 is rotatable about the frame member 814 via the coupling assembly 822. Each coupling assembly 822 is located laterally outside the frame member 804 and laterally inside the ring member 826. The coupling assembly 822 defines the pivot point of the cargo box 820, and the frame member 814 extends laterally and ensures that each pivot point is laterally aligned. Furthermore, the coupling assembly 822 is a multi-piece assembly and can be assembled onto the frame member 814 after the assembled frame portion 16'.

[0281] See now Figures 120 to 123 Vent 864 is disposed adjacent to cargo box 820. Exemplarily, vent 864 is disposed behind rear fender panel 862 and at least a portion of cargo box 820. In some embodiments, vent 864 is disposed behind door 26. Vent 864 includes a plurality of vent holes 866, and vent 864 is coupled to upper outer frame member 804 by a plurality of fasteners 868. Panel 870 ( Figure 122 and 123 The vent 864 is coupled to the rear fender panel 862 to close the volume 871 adjacent to the vent 864. That is, the vent 866 provides a fluid passage to the volume 871. The panel 870 includes an outlet 872 configured to provide a path for fluid passage. The panel 862 also includes a plurality of tabs 874 defining the vent 876, and a plurality of fasteners 878 are configured to extend through the vent 876 to couple the panel 870 to the rear fender panel 862. The vent 864 is vertically positioned above and in front of the rear wheel 6 to maximize the intake of fresh air (e.g., free of debris) into the vent 866.

[0282] See still Figures 120 to 123A panel 894 is coupled to an engine 580. In some embodiments, the panel 894 is coupled to the rear side of the engine 580 and is configured to cover one or more belts, alternators, starters, pumps, fans, etc. The panel 894 includes an inlet 896 and a collar 898 disposed within a volume 900. The inlet 896 is fluidly coupled to the volume 900, and the collar 898 may have one or more recesses or channels 899 to guide air within the volume 900. In some embodiments, the collar 898 has a recess 899 configured to guide air downwards.

[0283] A duct 890 is coupled between an outlet 872 and a panel 894, and air is configured to flow through a vent 866 into a volume 871, through the duct 890, and into the panel 894. In some embodiments, a coupling 892 is coupled between the duct 890 and an inlet 896 of the panel 894. In some embodiments, air flows into the inlet 896 of the panel 894 and is directed to a fan 902 coupled to an alternator. In some embodiments, the rotational motion of the fan 902 is configured to propel air through the panel 894 and over various belts, an alternator, a starter, a pump, etc. In some embodiments, cool air is drawn into the panel 894 through the duct 890 and is configured to cool the exhaust components and the cargo box 820. In some embodiments, air is dispersed around the engine 580 and is located generally below the cargo box 820 to cool various other components (e.g., the exhaust system, engine, transmission, or other auxiliary components).

[0284] See now Figures 124 to 129 Vehicle 2' includes a body assembly 18', which is the same as or similar to body assembly 18. The body assembly includes a hood 20', a panel 840, a front fender 24' (similar to or the same as front fender 24'), a rear fender 28', a door 26, a cargo box 820, and may also include a roof 904 (which may be similar to roof 22). Roof 904 includes a first roof portion 906 and a second roof portion 908. In some embodiments, the first roof portion 906 is a front roof portion, and the second roof portion 908 is a rear roof portion. A plurality of fasteners 912 are configured to couple the first roof portion 906 and the second roof portion 908 along a coupling boundary 910.

[0285] See Figure 126The second roof portion 908 includes a bottom portion 914 having a plurality of bosses 916. A support strut 913 is coupled to the bottom portion 914. The support strut 913 is configured to extend laterally through at least a portion of the second roof portion 908. The support strut 913 is configured to increase the rigidity of the second roof portion 908 to prevent the roof portion 908 from sagging or bending due to wear, debris, etc. The support strut 913 includes a pair of extensions 915 and a plurality of holes 917. A plurality of fasteners 919 are configured to extend through the holes 917 and the bosses 916 to couple the support strut 913 to the second roof portion 908.

[0286] See now Figures 127 to 129 A coupling boundary 910 defines the junction between a first end or front end 918 of the second roof portion 908 and a first end or rear end 932 of the first roof portion 906. In this embodiment, the rear end 932 of the first roof portion 906 is configured to overlap and cover the front end 918 of the second roof portion 908. The front end 918 includes a first channel 920, a second channel 924, and a third channel 928. The first channel 920 extends to approximately the same width as the second roof portion 908 and has a downwardly sloping lateral end 922. In some embodiments, the first channel 920 slopes downward from a lateral midpoint to the lateral end 922. The first channel 920 defines a plurality of bosses 921, the first roof portion 906 defines a plurality of holes 911, and fasteners 912 extend through the holes 911 and the bosses 921 to couple the first roof portion 906 to the second roof portion 908. The first roof portion 906 has a bottom portion 907 defining a plurality of first extensions 934 and a plurality of second extensions 936. The first extensions 934 are configured to extend downward into a first channel 920. A second channel 924 is disposed in front of the first channel 920, and a seal 926 is configured to be located within the channel 920. The extensions 936 are at least partially aligned with the second channel 918, and when the first roof portion 906 is coupled to the second roof portion 908, the extensions 936 provide pressure on the seal 926 within the channel 918. The seal 926 is configured to prevent flue gas from flowing through the channel 924.

[0287] The coupling boundary 910 is configured to provide a path, as indicated by arrow 938, for fluid (e.g., water) to drain outward toward the side of vehicle 2'. That is, fluid can fall onto or flow onto either of the roof portions 9069, 08 and flow toward the coupling boundary 910. The water then flows laterally outward along path 938 through the first channel 920 toward the lateral end 922. If fluid passes through the first channel 920, movement through the seal 926 within the second channel 924 is prevented. Furthermore, a third channel 928 defines a plurality of holes 930 configured to align with a plurality of bosses 940 on the bottom portion 907. Fasteners 912 are configured to extend through the holes 930 and bosses 940 to couple the first roof portion 906 to the second roof portion 908.

[0288] See Figures 130 to 135 The windshield assembly 942 is coupled between a pair of upright members 992, 994 (similar to upright members 192, 194), a crossbeam member 996 (similar to crossbeam member 202), and a crossbeam member 990 (similar to crossbeam member 96). The roof 904 is configured to overlap a portion of the windshield assembly 942. The windshield assembly 942 includes a windshield 944 and a seal 946 surrounding the periphery of the windshield 944. The windshield assembly 942 includes three hooks 948 disposed adjacent to the bottom of the windshield 944. The windshield assembly 942 includes a pair of latching assemblies 956 disposed adjacent to the top of the windshield 944. The windshield 944 includes a plurality of holes 952 disposed adjacent to the bottom of the windshield 944 and a plurality of holes 972 disposed adjacent to the top of the windshield 944.

[0289] See Figure 132 The hook 948 includes a hook portion 950 and a pair of holes 949. A plurality of fasteners 954 are configured to extend through the holes 954 and 949 to couple the hook 948 to the windshield 944.

[0290] See Figures 132 to 133The latch assembly 956 includes a latch body 958. The latch body 958 includes a latch body 962 and a latch handle 960. A protrusion 964 extends outwardly from the latch body 962. The protrusion 964 is generally circular and includes multiple features, including a projection 966, a recess 968, and a hole 970. The recess 968 is generally arcuate, and the hole 970 is located at the center of the recess 968. The projection 966 is generally located above the recess 968. The latch assembly 956 also includes a spacer 974 containing the hole 976. The latch assembly 956 also includes a plate 978. The plate 978 includes a protrusion 980, which includes a protrusion 984, multiple recesses 982, and a hole 983. In some embodiments, the plurality of recesses 982 include a first recess 982a, a second recess 982b, and a third recess 982c, and the recesses 982a, 982b, and 982c are spaced approximately 90 degrees apart from each other. In some embodiments, a protrusion 964 extends through holes 972 and 976 and engages a protrusion 980. That is, a protrusion 984 is configured to be located within a recess 968, and a protrusion 966 is configured to be located within one of each recess 982. The latch assembly 956 also includes a wave washer 998 and a washer 1000. Furthermore, a fastener 986 is configured to extend through each of the washer 1000, the wave washer 998, holes 983, 976, 972, and 970 to couple the latch body 958 to each of the windshield 944, the spacer 974, the plate 978, the wave washer 998, and the washer 1000.

[0291] In some embodiments, the latch body 962 is configured to rotate relative to the windshield 944 and each of the spacer 974, plate 978, wave washer 998, and washer 1000. Furthermore, the latch body 962 is configured to rotate between three separate positions associated with each recess 982. Additionally, when the protrusion 964 on the latch body 962 engages with the protrusion 980 on the plate 978, the protrusion 984 falls within the recess 968. Furthermore, the latch body 962 is rotatably limited by the movement of the protrusion 984, which moves within the recess 968. Figure 133 As shown, the latch body 962 is in an upright position, and the protrusion 966 is aligned with and falls into the second recess 982b. In some embodiments, the latch body 962 can be rotated 90 degrees in either direction, such that the protrusion 966 is aligned with and falls into the first recess 982a or the third recess 982c.

[0292] See Figures 134 to 135The windshield assembly 942 is configured to be mounted on vehicle 2 (or vehicle 2') in the following manner: first, the hook 948 of the windshield assembly 942 is placed on the crossbeam member 990, and the windshield assembly 942 is rotated upward to the mounting position such that the upper part of the windshield assembly 942 contacts the crossbeam member 996, and the seal 946 contacts each of the upright members 992, 994, crossbeam member 990, and crossbeam member 996. Figure 134 As shown, the top plate 904 includes a recess 988 configured to receive a latch handle 960 of a latch body 958. As the windshield assembly 942 rotates upward to the mounting position, the latch body 958 must be rotated such that the protrusion 966 engages either a first recess 982a or a third recess 982c, and the latch body 958 rotates substantially laterally. When the windshield assembly 942 is in the upward and mounted configuration, the latch body 958 rotates upward such that the latch handle 960 is positioned within the recess 988. In some embodiments, as the latch body 958 rotates upward, a crossbeam member 996 is clamped between the latch handle 960 and the windshield 944 to lock the windshield assembly 942 into place.

[0293] See now Figures 136 to 138 The controller 780 is operatively coupled to the IMU 1004, accelerometer 1006, gyroscope 1008, engine speed sensor 1010, and transmission speed sensor 1012, and may also be coupled to other sensors, such as another tilt sensor 1014, which is configured to determine the pitch angle α of the ground 1001 on which the vehicle 2 is located. When the vehicle 2 is stationary on the ground 1001, a downward force Fy (e.g., Fy = (vehicle mass) * (gravity) * sin(α)) acts on the vehicle 2 along the slope. To overcome the downward force Fy, the powertrain 530 must generate sufficient power to overcome the downward force Fy and propel the vehicle upward along the ground 1001.

[0294] See still Figures 136 to 138 The controller 780 is configured to determine or receive the tire diameter 1016 (e.g., the diameter of the ground contact members 4, 6), the engine displacement 1018, the engine loss 1020, the transmission loss 1022, and the transmission ratio 1024.

[0295] See now Figure 138 Controller (e.g.) Figure 110The controller 780 can perform process 1026 to control the movement of vehicle 2 or 2' on the inclined ground 1001. In some embodiments, process 1026 can be used to provide terrain-based powertrain control, such as downhill control, hill-hold function, or uphill control. That is, process 1026 includes controlling the powertrain according to one or more inputs to maintain a substantially constant speed (positive, negative, or zero speed) uphill or downhill. In some embodiments, process 1026 begins at step 1028, i.e., receiving user input to initiate terrain-based powertrain control. Process 1026 proceeds to step 1034, determining the power output corresponding to the terrain-based powertrain control requested by the user. The user input may also include a requested or target ground speed.

[0296] Process 1026 includes step 1030, in which the controller determines the downward force Fy acting on the vehicle based on at least one or more of the pitch angle α, vehicle weight 1038, and additional weight 1040 (e.g., the weight of cargo, passengers, and fuel). Process 1026 also includes step 1032, determining the total loss of the powertrain 530 based on at least one or more of engine losses 1020 and transmission losses 1022. Engine losses 1020 and / or transmission losses 1022 may be predetermined values ​​input by the manufacturer and / or may be determined experimentally. Alternatively, or additionally, the controller may measure engine efficiency and / or transmission efficiency. For example, the controller may compare one or more engine intake air temperatures and one or more engine exhaust temperatures to determine engine efficiency and engine losses. In another example, the controller may compare transmission input torque and transmission output torque to determine transmission efficiency and transmission losses. Engine losses may also include friction losses. Transmission losses may also include friction losses.

[0297] See still Figure 138 After overcoming the resultant force of each of the downward force determined in step 1030 and the powertrain loss determined in step 1032, process 1026 may determine in step 1034 the power output corresponding to the user-requested terrain-based powertrain control to meet the target ground speed in step 1028. In some embodiments, step 1034 further includes taking into account the tire diameter 1016. That is, the larger the tire diameter 1016, the greater the torque required to generate the requested power at each ground contact member 4, 6. Process 1026 proceeds to step 1036, whereby the controller provides one or more commands to the powertrain 530 (e.g., including the prime mover 580) to meet the requested power in step 1028.

[0298] In some embodiments, the controller may provide instructions to the powertrain 530, including increasing or decreasing engine speed, increasing or decreasing engine torque, increasing or decreasing the gear ratio of the transmission to change the relevant mechanical benefits, increasing or decreasing motor speed, increasing or decreasing motor torque, or one or more other types of changes to the powertrain 530.

[0299] In some embodiments, aspects of process 1026 are iterative and may, for example, be based on varying vehicle or environmental conditions (e.g., angle α, engine loss 1020, transmission loss 1022, or any of various alternative or additional conditions) to repeatedly (e.g., continuously or periodically) determine the power output corresponding to the user-requested terrain-based powertrain control in step 1034. In some embodiments, process 1026 includes a closed-loop feedback circuit to match target values, such as target ground speed or target engine speed.

[0300] See now Figures 139 to 140 Vehicles 2, 2' may include one or more operator presence sensors 1042. Operator presence sensors 1042 may include seat sensors, such as pneumatic seat sensors or resistive seat sensors. Operator presence sensors 1042 may be placed within each of the driver's seat 420 and one or more passenger seats 422. In some embodiments, a controller (e.g., controller 780) is configured to receive information from each operator presence sensor 1042 and determine that an operator is present in the driver's seat 420 when the operator presence sensor 1042 determines that weight (e.g., exceeding a predetermined threshold) is present on the seat 420. In some embodiments, any of a variety of alternative or additional sensors may be used to identify the presence of an operator. For example, operator presence sensor 1042 may include a sensor that detects the presence of a vehicle key, and the controller is configured to determine the presence of an operator when a vehicle key is detected within vehicles 2, 2'. In some embodiments, operator presence sensor 1042 may include a door switch. In some embodiments, vehicles 2, 2' may also include a seat restraint system, which may include a seat belt (not shown) and a seat belt receiver (not shown). Seat belt sensor 1044 ( Figure 140 The system can determine when the seatbelt engages with the seatbelt receiver. The seatbelt sensor 1044 is operatively coupled to a controller, and the controller is configured to determine the presence of an individual (e.g., an operator or passenger) when the seatbelt engages with the seatbelt receiver based on indications from the seatbelt sensor 1044.

[0301] In some embodiments, process 1046 includes an additional step 1060 that may be performed before or after step 1048. In step 1060, the controller is configured to determine whether vehicles 2, 2' are in a driving gear (e.g., high speed, low speed, reverse, or 1st, 2nd, 3rd, etc.). In some embodiments, if it is determined that vehicles 2, 2' are in a parking gear, process 1046 will not continue. That is, in such examples, process 1046 is executed when it is determined that vehicles 2, 2' are in a gear that can be moved forward or backward by "creeping" (i.e., incremental movement without throttle input).

[0302] See now Figure 140 Process 1046 may begin at step 1048 to determine that the operator is not in seat 420. In some embodiments, the absence of an operator in seat 420 is determined based on a determination from presence sensor 1042 that no weight is detected in seat 420 and a determination from seatbelt sensor 1044 that the seatbelt is not engaged with the seatbelt receiver. In some embodiments, step 1048 determines that the operator is not in seat 420 based solely on the determination from presence sensor 1042. In some embodiments, step 1048 determines that the operator is not in seat 420 based solely on the determination from seatbelt sensor 1044. In some embodiments, step 1042 determines that the operator is not in seat 420 based on any of a variety of alternative or additional sensors, including vehicle key and / or door switch sensors and one or more other sensors.

[0303] See still Figure 140 After determining that the operator is not in seat 420, process 1046 proceeds to step 1050. In step 1050, the controller determines whether the time during which no operator has been detected in seat 420 exceeds a time threshold. That is, the controller determines the duration for which the operator has been away from seat 420 and compares the time away from the seat to a time threshold. In some embodiments, the time threshold is 0.5 seconds, 0.75 seconds, 1 second, 1.25 seconds, 1.5 seconds, 1.75 seconds, 2 seconds, 2.25 seconds, 2.5 seconds, 2.75 seconds, 3 seconds, or more. If it is determined that the operator has not left the seat for more than the time threshold, process 1046 returns to step 1048 until it is determined that the operator has left the seat for more than the time threshold. The time threshold is configured to provide a buffer period before process 1046 continues. That is, process 1046 is configured not to continue if the operator bounces, leans forward, or otherwise temporarily removes weight from the seat.

[0304] Process 1046 proceeds to step 1052, whereby the vehicle state is changed from the current state or the original state to a new vehicle state. In some embodiments, in step 1052, the vehicle state to be changed is the powertrain state, braking state, and / or other vehicle states. In some embodiments, in step 1052, the controller is configured to change CVT 761 ( Figure 109 This allows the CVT 761 to disconnect from one or more grounding components. In some embodiments, the controller is configured to move one or more of the movable pulleys of the drive clutch and the driven clutch to disconnect the CVT 761 from one or more grounding components. By disconnecting the CVT 761 from one or more grounding components, the vehicle's "creeping" or incremental movement will be reduced, stopped, or interrupted. In some embodiments, in step 1052, the controller is configured to change the braking system to engage the parking brake or the anti-lock braking system. By engaging the parking brake or otherwise engaging the braking system, the vehicle's "creeping" or incremental movement will be reduced, stopped, or interrupted. In some embodiments, in step 1052, the controller is configured to change the gear position of the transmission 532. In some embodiments, the controller is configured to electronically shift the transmission 532 to the parking gear. By shifting to the parking gear, the vehicle's "creeping" or incremental movement will be reduced, stopped, or interrupted.

[0305] See still Figure 140 Process 1046 includes steps 1054 and 1056, whereby the controller maintains the new vehicle state until user input is received in step 1056. When user input is received in step 1056, process 1046 proceeds to step 1058. The user input in step 1056 may include, but is not limited to, throttle input, brake input, or gear shift. It is understood that the received user input is not limited to explicit user input. For example, the user input in step 1056 may include determining that an operator is present in seat 420. That is, if the controller determines that a presence sensor indicates that an operator is in seat 420 and / or a seatbelt sensor indicates that the seatbelt is within the seatbelt receiver, process 1046 proceeds to step 1058 and changes the vehicle state. Changing the vehicle state in step 1058 may include returning the vehicle to its original state before step 1052. In some embodiments, changing the vehicle state in step 1058 may include changing CVT 761 ( Figure 109The controller is configured to operatively couple CVT 761 to one or more grounding members. In some embodiments, the controller is configured to move one or more of the movable pulleys of the drive clutch and the driven clutch to couple CVT 761 to one or more grounding members. Coupling CVT 761 to one or more grounding members will cause or allow “creep” or incremental movement of the vehicle. In some embodiments, in step 1058, the controller is configured to change the braking system to disengage the parking brake or disengage the anti-lock braking system. Disengaging the parking brake or otherwise disengaging the braking system will cause or allow “creep” or incremental movement of the vehicle. In some embodiments, in step 1058, the controller is configured to change the gear position of transmission 532. In some embodiments, the controller is configured to electronically shift transmission 532 to a driving gear (e.g., high speed, low speed, reverse, or 1st, 2nd, 3rd, etc.) or the original gear position that the vehicle 2, 2' was in during its original state. Shifting to a driving gear will cause or allow the vehicle to "creep" or move incrementally.

[0306] The following clauses illustrate example topics described in this article.

[0307] Clause 1. A multi-purpose vehicle comprising: a plurality of grounding members; a frame assembly having a front frame portion and a rear frame portion; a plurality of body panels supported by the frame assembly; and a cargo area supported by the frame assembly and including a cargo box configured to pivot from a first position to a second position, the cargo area further including an actuator configured to allow the cargo box to pivot from the first position to the second position, and the actuator being concealed in the side of the multi-purpose vehicle.

[0308] Clause 2. The multipurpose vehicle as described in Clause 1, wherein the actuator is a handle accessible from below one of the plurality of body panels.

[0309] Clause 3. The multipurpose vehicle as described in Clause 1, wherein the actuator is disposed approximately at the front portion of the cargo box.

[0310] Clause 4. The multipurpose vehicle according to Clause 3, wherein the cargo area further includes a release mechanism operatively coupled to the actuator, the release mechanism having a first position when the cargo box is in the first position and a second position when the cargo box is in the second position, and the release mechanism is disposed approximately at the front portion of the cargo box.

[0311] Clause 5. The multipurpose vehicle as described in Clause 4, wherein the cargo box defines a front wall, a first side wall, a second side wall and a rear deck, and the release mechanism is supported along the front wall.

[0312] Clause 6. The multipurpose vehicle according to Clause 6, wherein the release mechanism is supported within the front wall.

[0313] Clause 7. The multipurpose vehicle according to Clause 5, wherein the actuator is supported generally along at least one of the front wall, the first side wall, or the second side wall.

[0314] Clause 8. The multipurpose vehicle according to Clause 1, wherein the cargo area further includes a release mechanism operatively coupled to the actuator, and the release mechanism is a single-stage rotary latch.

[0315] Clause 9. The multipurpose vehicle according to Clause 1, wherein the cargo area has a first lateral width, the frame assembly includes a first frame member operatively coupled to the rear frame portion, the first frame member has a second lateral width, a first pivot assembly and a second pivot assembly operatively coupled between the cargo area and the first frame member, and the second lateral width is greater than half of the first lateral width.

[0316] Clause 10. The multipurpose vehicle according to Clause 1 further includes a vent disposed within one of the plurality of body panels, wherein the vent is fluidly coupled to a region disposed vertically below the cargo area.

[0317] Clause 11. A door for a multi-purpose vehicle, comprising: a door frame; at least one door panel supported on the door frame to define the door; and a door ring configured to receive the door, wherein the door ring is configured to couple the door to the frame of the multi-purpose vehicle.

[0318] Clause 12. The door as described in Clause 11, wherein the door ring includes a first portion configured to support a first door and a second portion configured to support a second door.

[0319] Clause 13. The door as described in Clause 12, wherein the first part and the second part are integrally formed.

[0320] Clause 14. The door as described in Clause 11, wherein the door ring includes at least one hinged position for the door and at least one latch.

[0321] Clause 15. The door as described in Clause 11, wherein when the door is separated from the multipurpose vehicle, the door frame is coupled to the door ring.

[0322] Clause 16. The door according to Clause 11 further includes a door seal, and a first surface of the door ring is adjacent to the door seal, and a second surface of the door ring is adjacent to the door.

[0323] Clause 17. A door stop assembly for a door of a multi-purpose vehicle, comprising: a housing; a pawl located within the housing; and a door stop member including a plurality of discrete pawl slots configured to receive the pawl based on an open position of the door.

[0324] Clause 18. The door as described in Clause 17, wherein the door stop member is configured to slide through an opening in the housing when the door is rotated to the open position.

[0325] Clause 19. The door as described in Clause 17, wherein the separate ratchet groove corresponds to the separate open position of the door.

[0326] Clause 20. The door as described in Clause 17, wherein the ratchet groove is provided on the upper surface of the door latch member.

[0327] Clause 21. The door as described in Clause 20, wherein the upper surface of the door latch member includes an inclined portion.

[0328] Clause 22. The door as described in Clause 17, wherein the pawl is a spring-biased pawl.

[0329] Clause 23. A hinge assembly for a door of a multi-purpose vehicle, comprising: a first hinge member having a stop surface; a second hinge member; and a stop member coupled to the second hinge member, wherein the stop surface of the first hinge member is configured to engage the stop member when the door is opened to a first position, and the stop surface is configured to disengage from the stop member when the door is opened to a second position.

[0330] Clause 24. The multipurpose vehicle according to Clause 23, wherein the engagement of the stop surface with the stop member holds the door in the first position.

[0331] Clause 25. The multipurpose vehicle according to Clause 23, wherein the stop member has: a first configuration when the door is in the first open position, and a second configuration when the door is in the second open position.

[0332] Clause 26. The multipurpose vehicle according to Clause 25, wherein the stop member is made of a compressible material, and the first configuration of the stop member is a compressed configuration when the door is in the first open position, and the second configuration of the stop member is an uncompressed configuration when the door is in the second open position.

[0333] Clause 27. The multipurpose vehicle according to Clause 23, wherein the first hinge member is removably coupled to the door, and the second hinge member is removably coupled to the frame assembly of the multipurpose vehicle.

[0334] Clause 28. The multipurpose vehicle according to Clause 23, wherein the first open position is at approximately 90° relative to the closed position of the door, and the second open position is at approximately 180° relative to the closed position.

[0335] Clause 29. The multipurpose vehicle as described in Clause 23, wherein the stop member comprises a metallic material.

[0336] Clause 30. A multi-purpose vehicle comprising: a plurality of grounding members; a frame supported by the plurality of grounding members; an operator area supported by the frame, the operator area including a seat and a seat belt; a powertrain supported by the frame, the powertrain including a prime mover and a transmission, the prime mover being operatively coupled to at least one of the plurality of grounding members, the transmission being operatively coupled between the prime mover and the at least one of the plurality of grounding members; a plurality of sensors supported by the frame, the plurality of sensors including at least one sensor configured to determine whether an operator is sitting in the seat; a controller operatively coupled to the plurality of sensors, wherein, in response to the controller determining that an operator is not sitting in the seat, a portion of the powertrain is decoupled from the at least one of the plurality of grounding members.

[0337] Clause 31. The multipurpose vehicle according to Clause 30, wherein the at least one sensor includes a seat sensor configured to determine whether an operator is sitting in the seat.

[0338] Clause 32. The multipurpose vehicle according to Clause 30, wherein the at least one sensor includes a seatbelt sensor configured to determine whether the seatbelt is operatively coupled to a seatbelt receiver.

[0339] Clause 33. The multipurpose vehicle according to Clause 30, wherein the at least one sensor comprises: a first sensor including a seat sensor and configured to determine whether an operator is seated in the seat; and a second sensor including a seatbelt sensor and configured to determine whether the seatbelt is operatively coupled to a seatbelt receiver; and the controller is configured to determine, based on each of the first sensor and the second sensor, that the operator is not in the seat.

[0340] Clause 34. The multipurpose vehicle as described in Clause 33, wherein the portion of the powertrain is the transmission.

[0341] Clause 35. The multipurpose vehicle as described in Clause 33, wherein the transmission is a continuously variable transmission including a clutch, and the portion of the powertrain is the clutch.

[0342] Clause 36. The multipurpose vehicle according to Clause 35, wherein the clutch includes a first pulley and a second pulley, and the controller is configured to move one of the first pulley and the second pulley to discouple the clutch from at least one of the plurality of grounding members.

[0343] Clause 37. The multipurpose vehicle according to Clause 30, wherein the controller is configured to disengage the portion of the powertrain after a first moment following the controller's determination that the operator is not seated in the seat.

[0344] Clause 38. The multipurpose vehicle as described in Clause 37, wherein the first time is between 0.5 and 2.5 seconds.

[0345] Clause 39. The multipurpose vehicle according to Clause 37, wherein, in response to the controller detecting user input, the portion of the powertrain is operably coupled to at least one of the plurality of grounding members.

[0346] Clause 40. The multipurpose vehicle according to Clause 39, wherein the user input is a braking input, and the controller is configured to actuate a solenoid in response to the braking input in an operable manner coupled to the shifter.

[0347] Clause 41. A method of operating a vehicle, the vehicle including a plurality of grounding members supported by a frame, an operator area supported by the frame, the operator area including a seat and a seat belt, and a powertrain supported by the frame, the powertrain being operably coupled to at least one of the plurality of grounding members, a plurality of sensors supported by the frame, and a first sensor of the plurality of sensors being operably coupled to a controller configured to determine whether an operator is seated in the operator area, and a second sensor of the plurality of sensors being configured to monitor powertrain characteristics; the method comprising: determining that the operator is not seated in the seat; determining that the vehicle is in a drive gear; and in response to the operator not being seated in the seat and the vehicle being in a drive gear, changing the powertrain to operably discouple it from the at least one grounding member.

[0348] Clause 42. The method according to Clause 41, wherein the first sensor includes a seat sensor and a seatbelt sensor, and the seat sensor is configured to determine whether the operator is sitting in the seat, and the seatbelt sensor is configured to determine whether the seatbelt is operatively coupled to a seatbelt receiver.

[0349] Clause 43. The method according to Clause 41, wherein each of the determining steps is completed at a first time, and the changing step occurs at a second time after the first time.

[0350] Clause 44. The method according to Clause 43, wherein the second time is 0.5 to 2.5 seconds apart from the first time.

[0351] Clause 45. The method according to Clause 41, wherein the powertrain includes a prime mover and a transmission, the transmission being operably coupled between the prime mover and the at least one grounding member, and the alteration step includes altering the transmission to operably decouple it from the at least one grounding member.

[0352] Clause 46. The method according to Clause 45, wherein the transmission includes a clutch, and the changing step includes moving the clutch to discouple the transmission from the at least one grounding member.

[0353] Although the invention has been described with exemplary design, it may be further modified within the spirit and scope of this disclosure. Therefore, this application is intended to cover any variations, uses, or adaptations of the invention using the general principles thereof. Furthermore, this application is intended to cover deviations from this disclosure within known or conventional practice in the field to which this invention pertains.

Claims

1. A multi-purpose vehicle, comprising: Multiple grounding components; A frame supported by the plurality of grounding components; An operator area supported by the frame, the operator area including a seat and a seat belt; A powertrain supported by the frame, the powertrain including a prime mover operatively coupled to at least one of the plurality of grounding members, and a transmission operatively coupled between the prime mover and at least one of the plurality of grounding members; Multiple sensors supported by the frame, including at least one sensor configured to determine whether an operator is sitting in the seat; A controller operatively coupled to the plurality of sensors, wherein, in response to the controller determining that the operator is not seated in the seat, a portion of the powertrain is disconnected from at least one of the plurality of grounding members.

2. The multi-purpose vehicle according to claim 1, wherein, The at least one sensor includes a seat sensor configured to determine whether an operator is sitting in the seat.

3. The multi-purpose vehicle according to claim 1, wherein, The at least one sensor includes a seatbelt sensor configured to determine whether the seatbelt is operatively coupled to a seatbelt receiver.

4. The multi-purpose vehicle according to claim 1, wherein, The at least one sensor includes a first sensor, which includes a seat sensor and is configured to determine whether an operator is sitting in the seat, and a second sensor, which includes a seatbelt sensor and is configured to determine whether the seatbelt is operatively coupled to a seatbelt receiver, and the controller is configured to determine, based on each of the first and second sensors, that the operator is not in the seat.

5. The multi-purpose vehicle according to claim 4, wherein, The portion of the powertrain is the transmission.

6. The multi-purpose vehicle according to claim 4, wherein, The transmission is a continuously variable transmission (CVT), which includes a clutch, and the portion of the powertrain is the clutch.

7. The multi-purpose vehicle according to claim 6, wherein, The clutch includes a first pulley and a second pulley, and the controller is configured to move one of the first pulley and the second pulley to disengage the clutch from at least one of the plurality of grounding members.

8. The multi-purpose vehicle according to claim 1, wherein, The controller is configured to disengage the portion of the powertrain after the controller determines that the operator has not been seated in the seat for a first period of time.

9. The multi-purpose vehicle according to claim 8, wherein, The first time is between 0.5 and 2.5 seconds.

10. The multi-purpose vehicle according to claim 8, wherein, In response to the controller detecting user input, the portion of the powertrain is operatively coupled to at least one of the plurality of grounding members.

11. The multi-purpose vehicle according to claim 10, wherein, The user input is a braking input, and in response to the braking input, the controller is configured to operatively couple an actuation solenoid to the shifter.

12. A method of operating a vehicle, the vehicle including a plurality of grounding members supported by a frame, an operator area supported by the frame, the operator area including a seat and a seat belt, and a powertrain supported by the frame, the powertrain being operatively coupled to at least one of the plurality of grounding members, a plurality of sensors supported by the frame, and a first sensor of the plurality of sensors being operatively coupled to a controller configured to determine whether an operator is seated in the operator area, and a second sensor of the plurality of sensors being configured to monitor powertrain characteristics, the method comprising: It was determined that the operator was not sitting in the chair; The vehicle is confirmed to be in a driving gear. as well as In response to the operator not being seated and the vehicle being in drive, the powertrain is altered to operatively disconnect from the at least one grounding member.

13. The method according to claim 12, wherein, The first sensor includes a seat sensor and a seatbelt sensor, wherein the seat sensor is configured to determine whether the operator is sitting in the seat and the seatbelt sensor is configured to determine whether the seatbelt is operatively coupled to a seatbelt receiver.

14. The method according to claim 12, wherein, Each of the determining steps is completed at a first time, and the changing step occurs at a second time after the first time.

15. The method according to claim 14, wherein, The second time interval is 0.5 to 2.5 seconds from the first time.

16. The method according to claim 12, wherein, The power transmission system includes a prime mover and a transmission, the transmission being operatively coupled between the prime mover and the at least one grounding member, and the changing step includes: The transmission is modified to make it operably disconnected from the at least one grounding member.

17. The method according to claim 16, wherein, The transmission includes a clutch, and the changing step includes: Move the clutch to disconnect the transmission from the at least one grounding member.

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