Utility Work Vehicle Engine Layout for Stability
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Solution Overview
Problem
Utility work vehicles face instability due to a high engine position, which increases the center of gravity, and existing solutions to lower the engine position either lead to interference with other components or require additional costly universal joints, reducing power transmission efficiency and durability.
Innovation Solution
The engine is positioned in a rearwardly inclined posture with a clutch and belt type stepless speed changer device, allowing the front wheel driving output shaft to extend without interference, reducing the need for multiple universal joints and lowering the vehicle's center of gravity, thus improving stability and reducing costs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-generated harmful factors
If the engine is disposed at a high position to avoid interference with the PTO shaft and intermediate shafts, then the engine will not interfere with these components, but the center of gravity of the vehicle body comes high, causing deterioration in vehicle body stability
Solution Approach 1:
The patent changes the spatial arrangement by disposing the engine laterally adjacent to the transmission case rather than vertically above it. The engine is positioned at a height that aligns with the PTO shaft, eliminating the need for vertical clearance while maintaining stability by lowering the center of gravity to an appropriate level.
Solution Approach 2:
The patent removes the intermediate shafts from the transmission system by directly coupling the PTO shaft to the front wheel differential case. This extraction of unnecessary components eliminates the interference problem while simplifying the overall structure and reducing the number of universal joints required.
2Stability of the object's composition
If the height position of the engine section is lowered to improve vehicle body stability, then the center of gravity is lowered improving stability, but the positions of intermediate shafts etc. are lowered, causing them to come into inadvertent contact with other objects
Solution Approach 1:
The patent eliminates the intermediate shafts by directly coupling the PTO shaft to the front wheel differential case. This removes the components that would otherwise be at risk of inadvertent contact, while allowing the engine to be positioned at a lower, more stable height.
3Shape
If three universal joints are provided in the front wheel transmission line to connect intermediate shafts and universal joints to the front wheel differential case, then the intermediate shafts can be positioned at a high position, but the cost required for the front wheel transmission line increases
Solution Approach 1:
The patent removes the intermediate shafts and reduces the number of universal joints by directly coupling the PTO shaft to the front wheel differential case. This simplification eliminates the need for costly intermediate transmission components while maintaining the necessary power transmission function.
4Ease of operation
If universal joints on the engine section side have large operational angles to accommodate the transmission arrangement, then the components can be connected, but power transmission efficiency deteriorates and durability of universal joints decreases due to heat generation
Solution Approach 1:
The patent eliminates the intermediate shafts and reduces the number of universal joints with large operational angles by directly coupling the PTO shaft to the front wheel differential case. This reduction in universal joints minimizes heat generation and maintains power transmission efficiency while improving durability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enhances vehicle stability by lowering the center of gravity without increasing the operational angle of universal joints, maintaining power transmission efficiency, and reducing heat-related durability issues, while also allowing for easier maintenance and compacting the engine section.
Implementation Method 1
a belt type stepless speed changer device disposed on one right/left side of the engine and the speed changer device and configured to transmit power from the engine to the speed changer device
Data Source
AI summary
Disclosed is a utility work vehicle having an engine section at a rear portion of a vehicle body. The engine section includes an engine having an output shaft oriented laterally along a right/left direction of the vehicle body, a speed changer device having an input shaft oriented laterally along the right/left direction of the vehicle body, the speed changer device being disposed rearwardly of the engine, a belt type stepless speed changer device disposed on one right/left side of the engine and the speed changer device and configured to transmit power from the engine to the speed changer device. A clutch is disposed between the engine and the belt type stepless speed changer device. A space is formed downwardly of the clutch between the engine and the belt type stepless speed changer device. At a portion downwardly of the speed changer device and facing the space, a front wheel driving output shaft extends forwardly from the speed changer device. To the front wheel driving output shaft, a transmission shaft is connected coaxial with the front wheel driving output shaft, the transmission shaft extending through the space forwardly.