All terrain vehicle

• US 10,457,140 B2
• Filed: 12/15/2014
• Issued: 10/29/2019
• Est. Priority Date: 05/16/2007
• Status: Active Grant

• Current Assignee: Polaris Industries Incorporated (Polaris Inc.)
• Original Assignee: Polaris Industries Incorporated (Polaris Inc.)
• Inventors: Bennett, Jeffrey D., Nelson, Stephen L., Schreier, John D.
• Primary Examiner(s): Dickson, Paul N
• Assistant Examiner(s): Wilhelm, Timothy
• Application Number:
  US14/570,843
• Publication Number:
  US 20150165886A1
• Time in Patent Office: 1,779 Days
• CPC Class Codes: B60G 2200/144 with two lateral arms forming a parallelogram
• CPC Class Codes: B60G 2300/124 Quads
• CPC Class Codes: B60G 3/20 all arms being rigid
• CPC Class Codes: B60K 17/08 of mechanical type
• CPC Class Codes: B60K 17/22 characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
• CPC Class Codes: B60K 5/02 with the engine main axis, e.g. crankshaft axis, substantially in or parallel to the longitudinal centre line of the vehicle
• CPC Class Codes: B60T 1/065 employing disc B60T1/062 takes precedence
• CPC Class Codes: B62J 25/04 Floor-type foot rests
• CPC Class Codes: B62K 19/00 Cycle frames cycle frames specially adapted for one particular kind of cycle specified in groups B62K1/00 - B62K17/00, see the relevant group
• CPC Class Codes: B62K 2005/001 Suspension details for cycles with three or more main road wheels
• CPC Class Codes: B62K 5/01 Motorcycles with four or more wheels specially adapted for disabled riders B62K5/003
• CPC Class Codes: F16D 65/123 comprising an annular disc secured to a hub member; Discs characterised by means for mounting

Abstract

An all-terrain vehicle including a frame having longitudinally-spaced ends defining a first longitudinal axis, and an engine supported by the frame. The engine includes a crankshaft defining a second longitudinal axis substantially parallel to the first longitudinal axis.

Claims

1. A vehicle, comprising:

a frame;

at least one seat coupled to the frame for a rider;

a pair of front wheels operably coupled to the frame;

a pair of rear wheels operably coupled to the frame;

a rear suspension including right and left lower control arms, each lower control arm having an inner pivot coupling operably coupled to the frame and an outer pivot coupling operably coupled to one of the rear wheels;

the rear suspension further includes right and left upper control arms, each upper control arm having an inner pivot coupling operably coupled to the frame and an outer pivot coupling operably coupled to one of the rear wheels;

an engine coupled to the frame including at least one cylinder and a crankshaft driven by the at least one cylinder, the engine having an output shaft;

a continuously variable transmission (CVT) having a drive clutch and a driven clutch, the drive clutch being rotatable along a first axis and the driven clutch being rotatable along a second axis, with the engine being coupled to the drive clutch and the first axis is parallel to the second axis;

a transmission having an input shaft driven by the driven clutch and being rotatable along the second axis, a second shaft being rotatable along a third axis, the third axis is parallel to the first axis, a first shaft drivingly coupled to the rear wheels and being rotatable along a fourth axis, a third shaft drivingly coupled to the front wheels through a front drive shaft coupled to the third shaft at a first connection, the third shaft being rotatable along a fifth axis, the first connection being in a non-intersecting relationship with the fourth axis, a first gear carried by the first shaft and a second gear carried by the third shaft, the second gear being intermeshed and directly coupled with the first gear, wherein the fourth axis is spaced apart and parallel to the first axis, and the fifth axis is spaced apart and parallel to the fourth axis.

2. The vehicle of claim 1, further comprising a shock absorber operably coupled between an upper bracket of the frame and a bracket of the lower control arm, wherein the input shaft, second shaft, and output shafts are located vertically between the upper bracket of the frame and the lower bracket of the control arm.

3. The vehicle of claim 2, wherein the input shaft, second shaft, and output shafts are located vertically between the upper bracket of the frame and the inner pivot of the lower control arm.

4. The vehicle of claim 1, wherein the input shaft is drivingly coupled to the second shaft, the second shaft driving the first shaft, the first shaft driving the third shaft, and the first shaft and third shaft each include gears that are intermeshed.

5. The vehicle of claim 1, wherein a rotation of the first shaft causes a rotation of the third shaft.

6. A vehicle, comprising:

a frame;

at least one seat coupled to the frame for a rider;

a pair of front wheels operably coupled to the frame;

a pair of rear wheels operably coupled to the frame;

an engine coupled to the frame, the engine having an output shaft;

a continuously variable transmission (CVT) having a drive clutch and a driven clutch, the drive clutch rotating along a first axis and the driven clutch rotating along a second axis, with the engine being coupled to the drive clutch, the driven clutch overlaps an outer envelope of the engine when viewed along the second axis;

a transmission having a transmission housing, an input shaft driven by the driven clutch and rotating along the second axis and a driven shaft rotating along a third axis, the driven shaft being coupled to the input shaft by various transmission gear pairings, whereby the rotational speed of the driven shaft can be varied by the gear ratio of the various transmission gear pairings, the transmission further comprising a front output drive drivingly coupled to the front wheels, and a rear output drive drivingly coupled to the rear wheels, wherein the front output drive rotates about a fourth axis within the transmission housing and the rear output drive rotates about a fifth axis within the transmission housing, the fifth axis is noncollinear with the fourth axis;

whereby the second axis is vertically higher than both of the first axis and the third axis.

7. The vehicle of claim 6, wherein the first axis, the second axis, and the third axis are all parallel.

8. The vehicle of claim 7, wherein the output shaft of the engine is rotatable about an axis parallel to the second axis.

9. The vehicle of claim 6, wherein the second axis is vertically higher than both of the front output drive and the rear output drive.

10. The vehicle of claim 6, further comprising a front shaft drivingly coupled between the transmission and front output drive, a rear axle shaft drivingly coupled between the rear output and one of the rear wheels, and an engine air intake located over one of the front or rear shafts.

11. The vehicle of claim 10, further comprising an engine exhaust located over one of the front or rear shafts.

12. The vehicle of claim 6, wherein an engine air intake system overlaps one of the front or rear shafts when viewed from a top view of the vehicle.

13. A vehicle, comprising:

a frame;

at least one seat coupled to the frame for a rider;

a pair of front wheels operably coupled to the frame;

a pair of rear wheels operably coupled to the frame;

an engine supported by the frame and operatively coupled to the at least two rear wheels to transfer power from the engine to the at least two rear wheels, the engine having an output shaft;

a front differential supported by the frame and operatively coupled to the engine and the at least two front wheels to transfer power from the engine to the at least two front wheels;

a continuously variable transmission (CVT) having a drive clutch and a driven clutch, the drive clutch being rotatable along a first axis and the driven clutch being rotatable along a second axis, with the engine being coupled to the drive clutch and the first axis is parallel to the second axis;

a transmission having an input shaft driven by the driven clutch and being rotatable along the second axis and a driven shaft being rotatable along a third axis, the third axis is parallel to the first axis, the transmission input shaft is rearward of the engine relative to a longitudinal centerline of the vehicle, wherein the engine is coupled to a first one of the at least two front wheels through a shaft extending from the transmission at a location forward of the driven clutch and rotatable about a fourth axis, the engine is coupled to a first one of the at least two rear wheels through a second shaft rotatable about a fifth axis, where the fourth axis is noncollinear to the fifth axis and at least a portion of the second shaft being rearward of the driven clutch.

14. The vehicle of claim 13, wherein the output shaft of the engine is rotatable along an axis parallel to the second axis.

15. The vehicle of claim 13, wherein the engine is coupled to a first one of the at least two rear wheels through a shaft rotatable about a sixth axis which is parallel to the first axis.

16. The vehicle of claim 13, wherein the shaft passes from the transmission to the front drive and is positioned under an exhaust.

17. The vehicle of claim 13, further comprising an air intake in fluid communication with the engine wherein the air intake is located along the longitudinal centerline of the vehicle.

18. The vehicle of claim 13, wherein the transmission is mounted rearward of the engine.

19. The vehicle of claim 13, further comprising a rear differential positioned under a rear cargo panel of the vehicle.

20. The vehicle of claim 13, wherein the shaft extends between the transmission and the front differential, the front differential operatively coupled to the first one of the at least two front wheels through a first half shaft and wherein the second shaft extends between the transmission and a rear differential, the rear differential operatively coupled to the first one of the at least two rear wheels through a second half shaft.