Work Vehicle Frame Segmentation for Steering Angle
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Solution Overview
Problem
Existing work vehicles face limitations in increasing the maximum steerable angles of front wheels without increasing the mounting pitch, due to constraints in the spacing width between front frames, which is dependent on the width of the transmission case and flywheel unit, and require a safety mechanism to prevent forward shift of the engine unit.
Innovation Solution
The work vehicle design includes a spacer between the front and main frames to independently reduce the spacing width between the front frames, allowing for increased steerable angles, and uses antivibration support mechanisms with a mount flange to limit the forward shift of the engine unit, while maintaining low engine and flywheel unit positions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the spacing width between front frames is reduced to increase maximum steerable angles of front wheels, then the steerable angle is improved, but the engine unit and flywheel unit cannot be properly positioned
Solution Approach 1:
The vehicle frame is segmented into front frames and main frames as separate components, allowing independent adjustment of their spacing widths. The front frames can be positioned closer together to increase steerable angles, while the main frames maintain adequate spacing for engine and flywheel unit positioning.
Solution Approach 2:
A spacer is introduced as an intermediary component between the front frames and main frames. This spacer enables the decoupling of the spacing constraints, allowing the front frames to be spaced narrowly for better steering while the main frames remain properly spaced for powertrain accommodation.
2Ease of operation
If the mounting pitch of front wheels is increased to increase steerable angles, then the steerable angle is improved, but the vehicle width increases
Solution Approach 1:
By segmenting the frame into front and main sections with independent spacing control, the patent enables steerable angle improvement through front frame spacing reduction rather than wheel mounting pitch increase, thereby avoiding vehicle width expansion.
3Volume of moving object
If the transmission case width is reduced to reduce main frame spacing, then the vehicle size is reduced, but the engine unit and flywheel unit positioning is compromised
Solution Approach 1:
The frame segmentation allows the main frame spacing to be independently optimized for powertrain accommodation while the front frame spacing is optimized for steering performance, enabling compact overall vehicle dimensions without compromising powertrain positioning.
Solution Approach 2:
The spacer acts as a mediator that decouples the relationship between transmission case width and front frame spacing, allowing the main frames to be properly spaced for powertrain units while the front frames are closely spaced for compact vehicle width.
4Reliability
If antivibration support mechanisms are added to prevent engine forward shift, then reliability is improved, but device complexity increases
Solution Approach 1:
The spacer serves as a simple intermediary mechanical element that provides both structural connection and positional constraint for the engine unit, preventing forward shift without requiring complex antivibration support mechanisms.
Solution Approach 2:
The spacer structure inherently provides the engine positioning and constraint functions through its geometric design and connection geometry, eliminating the need for separate complex antivibration support systems.
Data Source
AI summary
Outer rear end surfaces of a pair of front frames are connected to corresponding inner front end surfaces of a pair of main frames with spacers being interposed therebetween. Accordingly, a width between the front frames is independent of a width between the main frames, so that maximum steerable angles of front wheels can be increased as much as possible without increasing a mounting pitch of the front wheels. The front frames can be arranged such that at least upper regions of the rear end surfaces thereof are located forward of the mount flange, and the engine unit and the flywheel unit are supported by the vehicle frames such that at least lower portions thereof overlap the vehicle frames in a side view, and the mount flange overlap the upper regions of the rear end surfaces of the front frames in a front view.