HK1160424B - Tractor vehicle - Google Patents

Description

Tractor vehicle

Technical Field

The present disclosure relates to vehicles that may be categorized as tractors.

Background

Many different types and styles of vehicles are used for practical purposes and many different national laws and regulations apply for many applications. Typically, all terrain vehicles ("ATVs") and utility vehicles ("UV") are used to transport one or two passengers and small amounts of cargo over a variety of terrain. Most ATVs include engines containing one to three cylinders. Typically, the engine is mounted in the frame of the ATV, and most ATVs include a straddle or saddle type seat positioned above the engine. The seat is typically rigidly mounted to the frame and does not provide a variety of rider structures such as height and weight.

With regard to the classification of tractors, each country has specific requirements for the classification of tractor vehicles. Europe has "the European Commission Association (78/764/EEC) (OJL 255, 18.9.1978, Pg.1)" 1978, 7, 25, Council Directive of 25July1978 on the adaptation of the law of the members of the member state relating to the driver's seat on the wheeled agricultural or forestry tractor on the road expected of the member state relating to the driver's seat for the tractor or forestry tractors ", the subject matter of which is incorporated herein by reference.

The instructions specify certain characteristics that the wheeled vehicle is required to possess in order to be classified as a tractor. First, the position of the backrest (or seat cushion together with the seat backrest) must be adjustable by at least a distance of 60 mm. The seat must also be able to be adjusted at least 30mm in the vertical direction. As shown in appendix two of the above council directive, the directive also specifies that the seat be capable of accommodating a particular load adjustment range of between 385 newtons (86 pounds) and 923 newtons (207 pounds).

Disclosure of Invention

It is an object of the present invention to provide an ATV-type vehicle that conforms to the tractor classification.

Drawings

Embodiments of the invention will now be described by reference to the accompanying drawings, in which:

fig. 1 is a left front perspective view of a tractor of the present disclosure;

FIG. 2 is a rear right perspective view of the tractor of the present disclosure;

FIG. 3 is a rear view of the tractor;

FIG. 4 is a rear perspective view of the tractor frame showing the seat load adjustment assembly and the seat height adjustment assembly;

FIG. 5 is a rear perspective view similar to that of FIG. 4;

FIG. 6 is a left side perspective view similar to the rear perspective views of FIGS. 4 and 5;

FIG. 7 is a top view of the tractor frame shown in FIG. 6;

FIG. 8A is a right side elevational view of the tractor shown in FIG. 6;

FIG. 8B is a cross-sectional view through the vehicle air box and seat;

FIG. 9 is a bottom perspective view of the seat;

FIG. 10 illustrates a top perspective view of the seat frame;

FIG. 11 illustrates a rear perspective view of the seat frame of FIG. 10;

FIG. 12 shows a partial perspective view of the seat in a fully raised position;

FIG. 13 shows the seat of FIG. 12 in a fully lowered position;

FIG. 14 shows an end view looking into the seat height adjustment assembly with the locking pawl in the uppermost locking aperture;

FIG. 15 shows a view similar to that of FIG. 14 with the locking pawl in the intermediate locking aperture;

FIG. 16 shows a view similar to that of FIG. 14 with the locking pawl in the lowermost locking aperture;

FIG. 17 is a perspective view showing the seat back in a rearward most position;

FIG. 18 is a perspective view showing the seat back in a forward most position;

FIG. 19 is a perspective view showing the air intake system and a speed control unit mounted to the throttle valve;

FIG. 20 is a perspective view similar to FIG. 19 without the engine and throttle in place;

FIG. 21 is a top plan view of the tractor similar to that of FIG. 20;

FIG. 22 is a perspective view of a valve of the speed control unit;

fig. 23 is a view showing a plurality of component parts of the speed control unit;

FIG. 24 is an exploded view of the speed control unit;

FIG. 25A illustrates system operation at speeds less than 25 mph; and

FIG. 25B illustrates system operation at speeds greater than 25 mph.

Detailed Description

Referring initially to fig. 1-3, a tractor is shown generally at 2. The tractor 2 is a four-wheel drive vehicle having front drive wheels 4 and rear drive wheels 6 supporting a tractor frame 8. The tractor 2 also includes a seat 10 for a single rider, the seat 10 having a backrest 12 with a front utility frame 14 and a rear utility frame 16. The tractor is steerable by steering assembly 18 and movable by drive train 20 (fig. 2).

Referring now to fig. 4-8, the frame 8 is shown in more detail. The frame 8 generally includes a longitudinally extending upper frame portion 26, the upper frame portion 26 generally including a longitudinally extending frame member 28 held in fixed relation by a cross bar 30. The lower frame member 32 is rigidly attached to the upper frame member 26 by frame posts 34, 36 and 38. Tractor 2 still includes strenghthened type rider district, and this strenghthened type rider district includes: a seat height adjustment assembly, generally indicated at 40, a seat load adjustment assembly, generally indicated at 42, and a backrest advancement/retraction assembly, generally indicated at 44 (fig. 3).

Referring to fig. 8B and 19, the front of the frame 26, and in particular the frame members 28, is shown. The fuel tank 46 is attached to the frame 26 by depending legs 48 attached to brackets 49. Cantilevered legs 48 extend rearwardly from the bracket in a cantilevered fashion, as further described herein.

Referring again to fig. 4-8, the seat load adjustment assembly 42 will be described in greater detail. The seat load adjustment assembly 42 generally includes a load frame 50, a coil spring assembly 52, and a spring retainer 54. Referring to fig. 4 and 5, the frame 50 is shown to include side panel members 56, the side panel members 56 being attached at one end to a rear bracket 58 and at an opposite end to a front panel 60. The front plate 60 also cooperates with the adjustable seat height assembly 40 as will be described herein. The frame 50 also includes a channel 62 extending between the plate 60 and the bracket 58. As described herein, the bottom side of the channel 62 is open and includes an attachment aperture 64 (fig. 5). As best shown in fig. 5, the frame 50 includes a hinge plate 70 secured to the bottom of the plate member 56 and flanked by (flank) bushings 72. This enables the frame 50 to be pivotally mounted to the end tube 74 spanning between the frame members 28. It will be appreciated that this enables the entire frame assembly 50 to pivot relative to the frame 8. Finally, referring to fig. 4, the front plate 60 includes a plurality of vertically spaced apertures 80 and alignment blocks 82, as further described herein.

Referring again to fig. 4 and 5, the spring retainer 54 includes a back plate 90 and side plates 92 that terminate in side flanges 94, which in turn are attached to the inner surface of the frame member 28. Referring now to fig. 6 and 7, the mounting of the spring 52 will be described in more detail. The spring 52 is a compression spring and is shown sandwiched between the rear stopper 100 and the front stopper 102. The rear retainer 100 includes an expanded portion 104, wherein the expanded portion 104 has a profile larger than the outer diameter of the coil spring 52 and is located inside the spring retainer 54. The stopper 100 further includes an inner diameter portion 106, the inner diameter portion 106 having a smaller diameter than the inner diameter of the coil spring 52 to be seated within the coil spring 52. The rear stop 100 will also be attached to a jack screw 110 (see fig. 5 and 6), and when the jack screw 110 is screwed through a nut 112, the jack screw 110 pushes the rear stop 100 upward, increasing the compressive spring force in the coil spring 52.

Referring to fig. 7 and 8, the upper stopper 102 includes an expanded portion 110 and a reduced diameter portion 112, wherein the expanded portion 110 has a larger outer shape than the coil spring 52, and the reduced diameter portion 112 has a smaller diameter than the coil spring 52 and is disposed inside the coil spring 52. It should be understood that the expanded portion 110 may include an anchor portion (not shown) having an aperture through which a pin may be attached to a rearward one of the apertures 64 (fig. 4-5) to attach the top end of the coil spring 52 to the central passage 62. Thus, it will be appreciated that a downward force F (see FIG. 8) on the front of the frame 50 enables the frame 50 to pivot about the tube 74 in the direction of the arrow shown in FIG. 8 under the influence of the spring force. It should also be appreciated that the compressive spring force in the spring 52 can be controlled by the jack screw 110.

When the spring retainer 54 is secured, the coil spring may pivot about the retainer 100 during this pivoting movement. However, it is also possible to mount the spring retainer 54 rotatably with respect to the rear tube 120 or to fix the spring retainer 54 to the rear tube 120 and enable the tube 120 to rotate with respect to the post 34.

Referring now to fig. 5 and 6, the shock absorbing assembly is shown to include a post 122 attached to the cross-bar 30, with a channel 124 attached to the post 122. The shock absorber 126 is positioned between the channel 124 and the orifice 64 in the channel 62 (see fig. 5).

Referring now to fig. 9-11, the seat 10 will be described in more detail. The seat 10 includes a base 130 having a front 132 and a rear 134 with structural ribs 136 secured therein and extending between the front 132 and rear 134. The ribs 136 are shown riveted, but may also be secured by integral molding, adhesive, or other known fasteners. Fig. 9 shows a seat 10 having a base 130 with a seat cushion, while fig. 10 and 11 show only the base 130. The base 130 also includes a lower surface 138, the lower surface 138 having a post 140 extending therefrom, the post 140 having a rubber stopper 142. As best shown in fig. 9, to secure the seat base 130 with steel ribs 144 attached to the posts 140. As shown in fig. 9, the base front 132 includes two openings 146 (only one of which is visible) located within a mold cavity 148. Finally, as shown in fig. 11, the seat frame 130 is equipped with a height adjustment latch assembly shown at 150.

Referring again to fig. 4, the seat adjustment latch 150 includes a lever 152 having two pins 154 extending through a fork-shaped pawl 156, wherein an upper portion 158 of the fork-shaped pawl flanks a molding 160 of the seat frame 130. The pin portion 154 is fixedly attached to the fork pawl 156 and the fork pawl 156 rotates about an axis passing through the pin 154 when the handle 152 is moved. The fork-shaped pawl 156 also includes a locking pawl 166 (fig. 5) that locks with one of the apertures 80 in the front plate 60. It should be appreciated that the latch assembly 150 includes a torsion spring 168 such that the forked pawl 156 is normally biased against the plate 60 with the pawl 166 in a locked condition within the aperture 80.

As also best shown in fig. 4, the seat frame 130 includes a recess 170, the recess 170 aligning with the alignment block 82 and receiving the alignment block 82 to enable the seat to pivot up and down, but laterally prevent movement of the seat frame 130. As best shown in fig. 4, the rubber stopper 142 is aligned with the frame member 28 to prevent the seat frame 130 from violently engaging the frame member 28 in the event of a jounce. Seat 10 is held in place by positioning depending legs 48 into openings 146 (see fig. 8B), positioning blocks 82 into openings 170 (see fig. 4), and positioning latch assemblies 150 into apertures 80 of plate 60.

As shown in fig. 12 and 13, the seat 10 is movable between extreme position a and extreme position B, as measured at the utility rack 16. Fig. 14-16 also show the seat position with the locking pawl 166 in a different aperture 80. As shown by a comparison between fig. 12 and 13, the seat has a vertical movement of 42.926mm/1.69 ".

Referring to fig. 3 and 17, the seat back adjustment assembly 44 includes a tubular frame member 180 attached to a seat back cushion 182 and a locking channel 190 fixedly attached to the rear frame 16. Frame portion 180 also includes a horizontal extension 188 positioned within a locking channel 190 that is locked by a threaded thumb wheel 192. It should be appreciated that when the thumb wheel 192 is loosened and retracted, the horizontal tube portion 188 can move back and forth within the channel 190 to enable a user to position the seat back in a variety of different positions, and to lock the seat back in any position between the extreme positions. Fig. 17 and 18 show these extreme positions, where the difference between position C and position D allows 60mm of travel of the seat back.

As designed, the tractor 2 meets all of the requirements of the above instructions. As disclosed in fig. 17 to 18, the seat back moves forward and backward. The seat also meets the seat load characteristics by providing the pivoting suspension frame 50 with a spring 52 that is loaded when there is a force on the seat. The spring rate of the disclosed spring is 170lb in compression_f/inch, which enables the load of the illustrated embodiment to be substantiallyVarying between 155N and 1200N. The height variation is achieved by interconnecting the end of the seat with the front end of the suspension frame 50.

Referring now to fig. 19 to 25, a speed control apparatus for a tractor will be described. Referring initially to fig. 19, a tractor 2 is shown having an air induction system, generally indicated at 200, the air induction system 200 including an air box 202, an air intake pipe 204 connected to the air box 202, and a speed control unit 206 connected between the air box 202 and a throttle 208. It will be appreciated that the throttle is attached to the air intake of the engine of the tractor in a known manner.

Referring to FIG. 22, the speed control unit 206 generally includes a speed control body, generally shown at 210, the speed control body 210 having an intake side 212 connected to the air box 202 and an exhaust side 214 connected to the throttle body 208. The speed control unit further includes a shutter door 216 and a top cover 218 having an air input connector 220. Referring now to fig. 23 and 24, the speed control unit is shown in an exploded manner and also showing the housing insert 222.

As shown in fig. 24, the speed control body 210 includes a central body portion 224, the central body portion 224 being in fluid communication with an open upper region 226 surrounded by a flange 228. The insert 222 can be received into the central body portion 224 in the position shown in figure 22. The insert 222, together with the housing 210, defines an air passage 230 between the intake side 212 and the exhaust side 214. As best shown in fig. 22, the control body 210 includes a raised portion or "tonsil" shaped portion, shown as 230. As further described herein, the raised portion 230 is only on one side (the intake side 212) and extends only up to the gate member 216. The insert 222 can be fixedly received within the central body portion 224 by a pair of fasteners 236. As best shown in fig. 23, the insert 222 includes an inner profile 238 having an H-shaped channel, as will be further described herein.

Meanwhile, the diaphragm assembly 216 includes a gate valve member 240 attached to a diaphragm 242, wherein the gate valve member 240 has an H-shaped configuration capable of mating with the opening 238, and is capable of being received in the opening 238 and capable of moving up and down laterally with respect to the opening 230. It should also be appreciated that the diaphragm 242 is positioned on top of the opening 226 of the body 210 and the gate valve member 240 is able to move up and down within the insert 222 based on the location of the center of the diaphragm.

The cap 218 is secured to the top of the body 210 by fasteners 243, the fasteners 243 being received through apertures of the cap 218 in apertures 244 of the body 210. This forms a seal around the periphery of the opening 226 by the diaphragm. A spring 250 and cap 252 are positioned between the diaphragm 242 and the cover 218 such that the gate valve member 240 is normally spring loaded to a position where the shutter plate forms a closed state within the opening. As also shown in fig. 23, the baffle member 216 includes a discharge hole 260 extending through the shutter plate 240 and up through the baffle 242, as further described herein. A first pressure chamber is defined below the cover 218, above the diaphragm, and a second pressure chamber is defined below the diaphragm.

The raised portion 230 minimizes air turbulence entering the throttle. Due to the flat bottom shape of the gate valve member 240, the valve member completely conforms to the raised portion to isolate the air flow when the gate valve member 240 is fully lowered. A certain amount of air leaks through the orifice 260 and leakage through the orifice 260 is limited, wherein the orifice 260 is preferably a 1.27mm hole. The orifice provides a defined leakage and provides a damping effect for movements of the gate valve member in the up-down direction.

Referring now to fig. 25A and 25B, the operation of the speed control device 206 will be described in more detail. First with respect to controlling speed, it should be understood that any particular speed limit may be set as an upper limit, but in this particular embodiment, the speed is set to be controlled at a maximum speed of 25 mph.

As shown in fig. 25A, the velocity detector is shown schematically as 270, and the velocity detector can take many different configurations. However, for example, in this embodiment, the speed detector is a hall effect sensor located near the rear wheel that detects a signal from the wheel speed and transmits that information to the engine control unit 272. The engine control unit 272 also communicates with a solenoid valve 274, the solenoid valve 274 in turn being connected to the fitting 220 by a hose 276. The vehicle speed is fed into the engine control unit 272. When open, solenoid valve 274 and hose 276 may enable atmospheric pressure to enter the top of speed control unit 206 and reach the top side of diaphragm 242.

In the embodiment of fig. 25A, it is assumed that the tractor operates at less than 25 mph. This information is fed to the engine control unit 272, which engine control unit 272 causes the solenoid valve 274 to close. When the operator attempts to increase the speed, the engine will generate a vacuum pressure P1 on the engine side of the speed control unit 206. The pressure P2 (fig. 25A) on the opposite side of the speed control unit 206 is greater, so a greater pressure P2 acts on the underside of the diaphragm 242 and raises it upward. Allowing air on the top side of the partition 242 to be discharged through the discharge holes 260 (fig. 23).

If the tractor reaches a speed of 25mph or greater, and as shown in fig. 25B, the speed detector 270 senses this condition and sends a message to the engine control unit 272 that the operating speed is greater than 25 mph. The engine control unit 272 then sends a signal to the solenoid valve 274, the solenoid valve 274 allowing atmospheric air to pass through the hose 276 and atmospheric pressure to pass through the fitting 220. This exerts a force on the back side of the partition 242 in the direction of the arrow shown in fig. 25B. This closes the diaphragm and moves the gate valve member 240 to its most restrictive position and leaves the engine free of air.

This state causes the engine control unit to assume that it is in a different operating condition (e.g., a higher altitude condition), and further to adjust other operating states such as fuel input. The end result of the speed control unit 206 is to reduce the vehicle speed to a speed equal to or less than 25 mph. The discharge holes 260 enable smooth acceleration and deceleration without shaking.

While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.

Claims (16)

1. A vehicle (2), the vehicle (2) comprising a vehicle frame (8), a seat (10) and a seat load adjustment assembly (42) connected adjacent a rear portion of the vehicle frame, the vehicle frame (8) having a longitudinal centerline, wherein reaction forces on the seat can be varied for different drivers, the seat load adjustment assembly comprising a plurality of latch elements (80), characterized in that the seat is pivotally mounted relative to the frame at a pivot location adjacent a front portion of the seat by a seat height adjustment mechanism (40), the seat height adjustment mechanism (40) comprising a latch mechanism (150) adjacent a rear portion of the seat, the latch mechanism comprising a latch pawl (156), wherein the seat can tilt relative to the frame about the pivot location and is adjusted by selectively coupling the latch pawl of the seat height adjustment mechanism to the seat load adjustment assembly One of the plurality of latch elements of the assembly is maintained at a different tilt height.

2. The vehicle of claim 1, characterized in that the latching pawl is in the form of a pawl.

3. The vehicle of claim 1, characterized in that the latching element is located in a plate (60) positioned at a front of the seat load adjustment assembly.

4. The vehicle of claim 1, characterized in that the latching pawl is spring loaded to a normal latched position.

5. The vehicle of claim 4, characterized in that the seat height adjustment mechanism includes a plurality of latching pawls connected to a lever (152), wherein the lever moves the latching pawls out of the normally latched position.

6. The vehicle of any of claims 1-5, characterized in that the seat height adjustment mechanism cooperates with the seat load adjustment assembly to vary one or both of the seat height and the reaction load on the seat.

7. The vehicle of claim 5, characterized in that the seat load adjustment assembly includes a load frame (50) mounted relative to the vehicle frame.

8. The vehicle of claim 7, characterized in that the load frame is pivotally mounted to the vehicle frame.

9. The vehicle of claim 7, characterized in that a rear portion of the load frame is pivotally mounted to the vehicle frame and extends forward toward the seat.

10. The vehicle of claim 7, characterized in that the seat and the load frame intersect at the seat height adjustment mechanism.

11. The vehicle of claim 7, characterized in that the seat load adjustment assembly includes at least one of a coil spring (52) or a shock absorber (126) positioned between the vehicle frame and the load frame.

12. The vehicle of claim 11, characterized in that the seat load adjustment assembly comprises a spring load adjustment mechanism.

13. The vehicle of any of claims 1-5, characterized in that the latch dog is connected to a lever positioned adjacent a rear portion of the seat.

14. The vehicle of claim 12, characterized in that the vehicle is an all-terrain vehicle (ATV) that includes a rear utility rack (16) mounted rearward of the seat, the utility rack being positioned above and substantially covering the load frame and providing access to the lever and the spring load adjustment mechanism when the utility rack is in place.

15. The vehicle of claim 14, characterized in that the seat is vertically movable by at least 30 mm.

16. The vehicle of claim 14 or 15, further characterized by a seat back (44), the seat back (44) characterized by the seat back being longitudinally movable by at least 60 mm.