Off-road vehicle driveline with segmented axles
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Recreational off-highway vehicles (ROVs) face limitations in accessing harsh off-road terrain due to factors like vehicle width, suspension, turning radius, undercarriage clearance, wheelbase, and center of gravity, which affect ride characteristics, reliability, maintenance, and cargo capabilities, particularly when additional traction is needed.
Innovation Solution
The design incorporates a utility vehicle with six or more ground engaging members, a prime mover, and a driveline system featuring selectively lockable differentials in the front, intermediate, and rear axles, allowing for various drive modes to optimize traction and terrain capability by engaging different sets of wheels and differentials.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If additional traction components (more than four wheels) are added to improve terrain capability, then the vehicle's ability to navigate harsh off-road terrain is improved, but the vehicle complexity and structural arrangement difficulty increase
Solution Approach 1:
The driveline is segmented into multiple independent axle assemblies (front, intermediate, rear) that can be selectively engaged. Each axle assembly functions as an independent module with its own differential and drive components, allowing the system to provide six or more ground engaging members while maintaining manageable structural complexity through modular design.
Solution Approach 2:
The vehicle employs selectively lockable differentials and engageable axle assemblies that can be dynamically adjusted based on terrain conditions. The driveline allows operators to engage or disengage specific axles (front, intermediate, rear) and lock or unlock differentials to optimize traction for specific off-road conditions, transforming a static four-wheel structure into a dynamic six-or-more wheel system.
2Adaptability or versatility
If selectively lockable differentials and multiple axle assemblies are incorporated to provide adjustable traction, then adaptability to different terrain conditions is improved, but the device complexity increases
Solution Approach 1:
The driveline system is designed with universal components that serve multiple functions. The intermediate axle assembly can serve as either a driven axle or a steering axle depending on engagement selection. The differentials can operate in both locked and unlocked states, providing versatile traction control. This multi-functionality allows the system to adapt to various terrain conditions without requiring entirely separate systems for each function.
Solution Approach 2:
The driveline incorporates dynamically controllable elements including selectively lockable differentials and engageable/disengageable axle assemblies. Operators can adjust the driveline configuration in real-time based on terrain conditions, selecting from multiple drive modes (two-wheel drive, four-wheel drive, six-wheel drive) and differential lock states to optimize performance for specific off-road environments.
3Reliability
If six or more ground engaging members are used to enhance terrain navigation, then traction and ride stability are improved, but the vehicle width and structural arrangement challenges increase
Solution Approach 1:
The six-or-more ground engaging members are segmented into three distinct axle assemblies (front, intermediate, rear) positioned at different longitudinal locations on the vehicle. This segmentation allows the wide track necessary for stability to be achieved without requiring excessive vehicle width at any single cross-section, as the ground engaging members are distributed along the vehicle length rather than concentrated laterally.
Solution Approach 2:
Instead of arranging all six or more ground engaging members in a single lateral plane (which would increase vehicle width), the patent distributes them across multiple longitudinal positions using front, intermediate, and rear axle assemblies. This transforms the problem from a two-dimensional width constraint to a three-dimensional spatial arrangement, achieving ride stability through longitudinal distribution rather than lateral expansion.
Data Source
AI summary
An off-road utility vehicle includes a frame, an engine, a continuously variable transmission, a transaxle comprising a rear differential, an intermediate drive assembly comprising an intermediate differential, and a front drive assembly comprising a front differential. The intermediate drive assembly and transaxle are coupled via an intermediate driveshaft and the front drive assembly and the intermediate drive assembly are coupled via a front drive shaft. The front drive shaft and the intermediate drive shaft are counter rotating.