HK1164411B - Operator ride enhancement system - Google Patents

Description

Operator ride enhancement system

Cross Reference to Related Applications

Priority of U.S. provisional application 61/327,434, filed on 23/4/2010, is claimed in this application, the entire contents of which are incorporated herein by reference.

Statement regarding federally sponsored research or development

Not applicable.

Background

The present invention relates generally to an operator ride enhancement system. More particularly, the present invention describes an operator ride enhancement system that incorporates a weighted platform movably coupled to the vehicle frame and configured to isolate an operator supported on the weighted platform from vehicle disturbances.

The operator of the vehicle is repeatedly disturbed (e.g., fluctuated, etc.) during operation of the vehicle, which may cause the operator to feel uncomfortable. For example, an operator of a lift truck often stands on an operating platform while controlling the lift truck. Various disturbances can occur, for example, when the lift truck travels over the ground, through the expansion joints, through the sheet material of the transfer platform, and operates the forks. Focusing on increasing efficiency, by increasing production, has resulted in faster movement of the fork lift truck, thus exacerbating the generation and amplitude of disturbances. Protecting the operator from these and other disturbances can increase operator comfort, especially over long periods of operation.

One technique that has been developed to reduce interference includes the use of various energy absorbing devices (e.g., springs, viscous dampers, rubber bumpers, etc.) to suspend or support a typical, standard platform. However, many of these devices are based on configurations that require adjustment or calibration of the energy absorbing device to accommodate different operator masses (and thus different weights). Furthermore, these devices often result in increased complexity and maintenance. Maintaining reduced installation complexity limits the ability to attenuate interference transmissions over a range of frequencies and amplitudes.

In light of at least the above considerations, there is a need to reduce the disturbances experienced by a vehicle operator to improve the ride-ability of the operator in the vehicle.

Disclosure of Invention

An operator ride enhancement system coupleable to a frame of a vehicle includes a counterweight platform movably coupled to the frame, and a resilient element cooperating with the frame and the counterweight platform. The mass of the counterweight platform is configured to be at least equal to a total mass supported by the counterweight platform during operation of the vehicle. During vehicle operation, the operator ride enhancement system attenuates and/or inhibits movement of the counterweight platform.

In one aspect, an operator ride enhancement system for use in a vehicle having a frame includes a counterweight platform defining a mass, the counterweight platform coupled to the frame for pivotal movement about an axis. The resilient member cooperates with the frame and the weighted platform to dampen movement of the weighted platform about the axis. The control element cooperates with the frame and the counterweight platform to inhibit movement of the counterweight platform along the axis. During operation of the vehicle, the mass of the counterweight platform is configured to be approximately at least equal to the total mass supported by the counterweight platform.

In another aspect, an operator ride enhancement system for use in a vehicle having a frame and defining an operator compartment includes a counterweight platform defining a mass, the counterweight platform movably coupled to the frame at least partially within the operator compartment. The resilient member cooperates with the frame and the counterweight platform. During operation of the vehicle, the mass of the counterweight platform is configured to be approximately at least equal to the total mass supported by the counterweight platform. The mass and resilient elements of the counterweight platform are configured to attenuate disturbances transmitted through the frame to the counterweight platform.

These and other aspects of the invention will be described in detail below. In the detailed description, preferred embodiments will be described in connection with the accompanying drawings. These examples do not represent the full scope of the invention; in addition, many other embodiments of the invention are possible. The scope of the invention should therefore be determined from the following claims.

Drawings

Fig. 1 is a rear perspective view of an embodiment of a vehicle incorporating an operator ride enhancement system.

Fig. 2 is a partial perspective view of a portion of an embodiment of an operator ride enhancement system.

Fig. 3 is a partial perspective view of an embodiment of the operator ride enhancement system of fig. 2.

Fig. 4 is a simplified perspective view of a portion of an embodiment of the operator ride enhancement system of fig. 2.

Fig. 5 is an exploded perspective view of the operator ride enhancement system of fig. 3.

Fig. 6 is a partial simplified side view of an alternative embodiment of an operator ride enhancement system, showing an embodiment of an operator backrest structure.

Fig. 7 is a partial perspective rear view of another embodiment of an operator ride enhancement system.

Fig. 8 is a partial perspective rear view of the operator ride enhancement system of fig. 7.

Fig. 9 is a partial cross-sectional view taken along line 11-11 of fig. 8.

Fig. 10 is a partial perspective view of another embodiment of an operator ride enhancement system.

Fig. 11 is a partial perspective view of the operator ride enhancement system of fig. 10.

Fig. 12 is a partial perspective view of another embodiment of an operator ride enhancement system.

Fig. 13 is a partial perspective view of another embodiment of an operator ride enhancement system.

Fig. 14 is a perspective view of another embodiment of an off-vehicle operator ride enhancement system.

FIG. 15 is a partial top view of an additional rail embodiment.

Detailed Description

Several embodiments of operator ride enhancement systems are described and illustrated below with reference to material handling vehicles, commonly referred to as lift trucks. Nevertheless, given the benefit of this disclosure, those skilled in the art will recognize various modifications to the embodiments and applications that may incorporate the operator ride enhancement system. For example, the operator ride enhancement system described herein may be applied to other materials handling vehicles and other devices that mitigate the benefits of structure/device interference transmitted to the operator or coupling. Furthermore, the terms "front," "rear," "side," "top," "bottom," "upper," "lower," "up," "down," "vertical," "horizontal," and other words of orientation are used herein without limitation, but rather for the purpose of convenience in describing the embodiments.

FIG. 1 illustrates one example of a materials handling vehicle in the form of a lift truck 10 ("fork lift truck"). The lift truck 10 includes a mast 12, the mast 12 being operatively coupled to a front end of the lift truck 10 and capable of raising and lowering a set of forks 14 secured to the mast 12. A pair of drive wheels (not shown) are rotatably coupled to the front end of the lift truck 10 and operatively cooperate with a drive system (not shown), such as one or more electric motors. When the fork lift truck 10 incorporates an electric drive system, the fork lift truck 10 includes a battery box that houses a battery 18, as is well known to those skilled in the art. In the embodiment shown in fig. 1, the steerable wheels 20 operate in conjunction with drive wheels to allow the fork lift truck 10 to move along the ground 22.

An operator cab 24 is located near the rear end of the lift truck 10 and includes a console 26 having operator controls 28 that allow an operator to control the operation of the lift truck 10, the mast 12 and the forks 14. The operator compartment 24 may also include armrests and a backrest that are provided to an operator during use of the lift truck 10.

When the operator enters the operator compartment 24, the operator steps on and enters the operator compartment. In one embodiment, the pedal switch 34 is located within the operator compartment 24 such that the positions of the pedal switch 34 and the operator controls 28 typically cause the operator to assume a left-facing position. If armrests and/or a backrest are provided, preferably, when the operator is in a left-facing position, the back of the operator is proximate the backrest and the right arm of the operator engages the armrests.

With continuing reference to fig. 1 and with further reference to fig. 2-5, an embodiment of an operator ride enhancement system 36 movably coupled to a frame 38 of the lift truck 10 is shown. The "frame" is defined broadly to include any structure of the lift truck 10 suitable for supporting the mass of the operator ride enhancement system 36 and the mass supported by the operator ride enhancement system 36 during use.

In one embodiment, the operator ride enhancement system 36 includes a weighted platform 40, a resilient member 42, and a control member 44. Counterweight platform 40 is shown comprised of a hinged portion 46 and a platform portion 48 partially overlapped and coupled by fasteners 50, which may make assembly and assembly easier in situations where the mass of counterweight platform 40 may be cumbersome to manipulate. In other forms, the counterweight platform 40 may be formed as a single piece (e.g., cast, machined, molded, and the like). The counterweight platform 40 of the embodiment shown in fig. 5 is cast iron (e.g., gray iron, wrought iron 85-55-06, or alternatively made from an astm a36 grade steel alloy or other suitable material of sufficient density to provide the necessary counterbalancing force) and has a weight on the order of approximately three hundred fifty pounds. In one form, the weighted platform 40 comprises an approximately 3 inch thick base made of mild steel to which a thin angled top plate is secured (overall weight approximately three hundred eighty-five pounds). In a preferred form, the counterweight platform 40 is tapered such that the interface between the counterweight platform 40 and the operator is at a downward angle of about 2 ° to 4 ° with respect to horizontal. In addition, the lower surface of the counterweight platform 40 may be angled upward at approximately 2 ° to 4 ° relative to the horizontal plane to accommodate the downward, pivotal movement of the counterweight platform 40.

By providing the counterweight platform 40 with a mass in excess of the required mass to perform a structural function that supports an operator weight range (e.g., approximately between one hundred pounds and three hundred fifty pounds), the mass of the counterweight platform 40 reduces the effect of the total mass (including the mass of the operator) supported by the counterweight platform 40 during use on the overall dynamic response of the operator ride enhancement system 36. For example, as the percentage of the operator's mass to the total mass (i.e., the sum of the mass of the counterweight platform 40 and the total mass supported by the counterweight platform 40) decreases, the effect of variations in the mass of individual operators (i.e., different operators having different masses) on the dynamic response of the operator ride enhancement system 36 decreases. Thus, if the mass control dynamic response of the weighted platform 40, the attenuation characteristics of the operator ride enhancement system 36 may be designed to maintain the typical dynamic response of the operator ride enhancement system 36 within a range of predetermined characteristics (e.g., frequency range, maximum amplitude, maximum period after disturbance, etc.). The mass of the weighted platform 40 can be equal to or greater than the expected mass for the operator mass range (e.g., about forty-five kilograms to about one hundred sixty kilograms), about equal to or greater than the mass of the particular operator, or preferably about at least equal to the total mass supported by the weighted platform 40.

Returning to the weighted platform 40, the hinged portion 46 includes a pair of axially aligned holes 51 at a hinged end 52. Each aperture 51 receives a post 54 extending from a respective mounting block 56. A washer 58 slides through each post 54 and is positioned against a bearing surface 60 of the mounting block 56. A spherical bearing 62 is then mounted on each post 54 and within the respective aperture 51. The mounting block 56 is secured to the frame 38 by fasteners 64 such that the hinge portion 46 and the coupled platform portion 48 can pivot about an axis a (see generally fig. 3) that is substantially parallel to the fore-aft axis of the fork lift truck 10. In the preferred form, the pivot arm (i.e., approximately the vertical distance from axis a to the distal end of counterweight platform 40) is as close as possible to the linear, vertical movement of an operator supported on counterweight platform 40 as it pivots through a corresponding acute angular arc (e.g., 3 ° -5 ° and typically less than 3 °).

Preferably, in some configurations, orienting the substantially horizontal axis a about which the counterweight platform 40 pivots substantially parallel to the fore/aft direction of the lift truck 10 minimizes inertial disturbances that may occur about an axis that is more perpendicular to the fore/aft orientation of the lift truck 10. If the axis a is oriented perpendicular to the fore/aft direction of the lift truck 10, the weighted platform 40 tends to rotate about a vertical axis during acceleration and deceleration of the lift truck 10, such that the more parallel orientation of the axis a reduces the tendency of the weighted platform 40 during acceleration and deceleration of rotation about the axis a. Other orientations of axis a based on the particular application requirements of operator ride enhancement system 36 are also possible.

With continued reference to fig. 1-5, an embodiment of the operator ride enhancement system 36 includes a resilient member 42. An exemplary resilient member 42 may be one or more coil springs housed within the cylindrical housing between a fixed end plate and a piston slidably positioned within the cylindrical cavity. The piston may act as a damping element by friction fitting the cylindrical housing when sliding. Alternatively, the piston may separate the cylindrical housing into two chambers such that fluid is urged through an aperture located between the chambers as the piston slides within the cylindrical housing. One embodiment of the resilient member 42 may include the description in U.S. patent 6,773,002, which is incorporated herein by reference in its entirety. The elastic member 42 may further include an auxiliary spring at the end of the stroke of the piston, thereby providing an additional resilient force for severe disturbances. Additionally, as shown in FIG. 5, the bumpers 43 may be secured (e.g., by fasteners 47) to the underside of the counterweight platform 40. The example bumper 43 is resilient and is configured to form a flexible interface between the frame 38 and the underside of the weight platform 40 in the event that the weight platform 40 pivots about axis a.

The resilient members 42 cooperate with the frame 38 and the weighted platform 40 to at least partially attenuate disturbances transmitted through the frame 38 to the weighted platform 40 when the lift truck 10 is in use (e.g., when the lift truck 10 is moved along the floor 22, through expansion joints, along load carrying ramps, into storage containers, and the like). In particular, the example resilient member 42 includes a first end 74 attached to the frame 38 by a U-joint 76 extending from the frame 38, and in this embodiment, a second end 78 attached to the counterweight platform 40 by a U-joint 80 extending from the articulation portion 46 of the counterweight platform 40.

The resiliency (e.g., spring rate, spring force, and the like) of the resilient element 42 is preferably selected in conjunction with the mass of the counterweight platform 40 such that maximum static deflection of the counterweight platform 40 is controlled when pivoting about the axis a, as well as reducing interference from being transmitted to an operator supported by the counterweight platform 40. Other considerations, such as the natural frequency of the operator ride enhancement system 36 and the maximum dynamic deflection of the counterweight platform 40, may also be factors in selecting/configuring the resilient member 42 for a particular application. In one embodiment, the resilient member comprises a coil spring having a preload of about 1025 newtons (about 230 pounds force) and a spring rate of about 3300 newtons per centimeter (about 1888 pounds force per inch).

In the embodiment illustrated in fig. 1-5, the control element 44 inhibits fore/aft movement of the counterweight platform 40 generally along the axis a. The control elements 44 may reduce unwanted movement of the counterweight platform 40 in the fore/aft direction during acceleration and deceleration of the lift truck 10. In particular, the control element 44 includes a first end 82 that cooperates with the frame 38 and a second end 84 that cooperates with the weight platform 40 to inhibit movement of the weight platform 40 along the axis a (i.e., along the length of the control element 44). In the embodiment best shown in fig. 4 and 5, the control element 44 is in the form of a rod of adjustable length and includes a tab 86 at the first end 82 and another tab 86 at the second end 84, with a fastener 88 securing the tab 86. Other forms of control element 44 may be used, such as a beam, channel, rigid damper, stiff spring, guide wheel, and the like, without departing from the scope of the present invention.

In some applications, the operator ride enhancement system 36 uses system-inherent dampers (e.g., friction losses due to compression springs within the resilient element 42, friction losses due to the spherical bearing 62, etc.), and thus no special damping elements are required. In other examples, the resilient member 42 may further include a damping member (e.g., a hydraulic shock absorber) alone or incorporated within the resilient member 42 to provide the desired shock absorption for the counterweight platform 40 and the operator supported thereon, for example. The damping elements incorporated within the operator ride enhancement system 36 are preferably configured to return the weighted platform 40 to a natural (i.e., static) position within a relatively short time after a disturbance (e.g., within two cycles of the weighted platform 40), while also providing application-specific disturbance attenuation capabilities.

As best shown in fig. 2, during use, the platform portion 48 of the counterweight platform 40 is generally located within the confines of the operator compartment 24. The hinged shield 90 provides substantial separation between the platform portion 48 and the hinged portion 46. In a preferred manner, and depending on the maximum weight within the available space, the counterweight platform 40 includes an arcuate surface 92 that provides cleaning for the steerable wheels 20 (not clearly shown in fig. 2-5). In addition, the platform portion 48 may include a recess 35 sized to support and accommodate the foot pedal 34 (see FIG. 1); recess 35 may also include a drain 37 to reduce liquid retention near weighted platform 40 and around foot pedal 34. The operator ride enhancement system 36 shown in fig. 1 may further include a covering in the form of a resilient pad 41 over which an operator stands when located within the cab 24.

As a result of the operator ride enhancement system 36, disturbances input to the frame 38 of the lift truck 10 are at least partially attenuated by the construction and arrangement of the various components of the operator ride enhancement system 36. Furthermore, as previously described, the mass of the counterweight platform 40 minimizes the dynamic effects caused by operators of different masses.

Referring to fig. 6, a simple alternative arrangement of the counterweight platform 40 and backrest 32 is shown. In the illustrated construction, the distal end 96 of the counterweight platform 40 is pivotally coupled to the lower end 98 of a link 100 extending between the counterweight platform 40 and the backrest 32. In particular, the upper end 102 of the link 100 is pivotally coupled to the backrest 32. The backrest 32 is slidable up and down (see arrow 104), such as by rollers 106 extending from the backrest 32 and engaging rails 108 mounted on the frame 38. As the weight platform 40 deflects and/or pivots about axis a (shown simply by dashed line 110), the distal end 96 of the weight platform 40 and the lower end 98 of the coupled link 100 move downward to point B. This causes the backrest 32 to move downwardly therewith, minimizing relative movement between the operator, the weighted platform 40 and the backrest 32.

Fig. 7-9 generally illustrate another embodiment of an operator ride enhancement system 36. The operator ride enhancement system 36 incorporates a counterweight platform 112 that is integrally formed (e.g., machined) and has a pair of arms 114, 116 that are hinged to a central mounting block 118. The mounting block 118 is secured to the frame 38 by fasteners 120 (better shown in fig. 8 and 9). In addition, the operator ride enhancement system 36 includes a pair of resilient members 42, the resilient members 42 having a first end that engages the counterweight platform 112 and a second end that is mounted to the frame 38. One of the resilient members may be mounted in the manner described in connection with fig. 1-5, alternatively, or additionally, the resilient member 42 may be mounted to the side portion 122 of the frame 38. Thus, as shown, the resilient element 42, like other components (e.g., damping elements, control elements, etc.), can be mounted in a variety of positions relative to the counterweight platform 40 (and axis a), but preferably is mounted so as not to interfere with an operator. In addition, the spring element 42 is designed to calculate the static and dynamic forces exerted on the spring element 42 given a particular mounting location.

The control element 124 (see fig. 8) is preferably adjustable in length and includes a first end 126 pivotally coupled to the frame 38 and a second end 128 pivotally coupled to the counterweight platform 112. Rubber bushings are preferably located within first end 126 and second end 128 of control element 124. Fasteners 130 secure first end 126 to a U-shaped joint 132, which U-shaped joint 132 is in turn secured to frame 38. In addition, another fastener 130 secures the second end 128 to another U-joint 134, which in turn secures the other U-joint 134 to the counterweight platform 112. Again, the control element 124 inhibits movement of the weight platform 112 substantially in a direction along the pivot axis a about which the weight platform 112 may rotate.

Referring particularly to fig. 7-9, counterweight platform 112 is shown pivotally coupled to frame 38 by mounting block 118. The mounting block 118 defines a pair of alignment holes 136. Each aperture 136 receives a rod 138 that extends through an opening 140 of a respective arm 114, 116 of the counterweight platform 112. The outer end of the rod 138 includes a projection 142 extending radially from the rod 138 to prevent the rod 138 from sliding through the openings 140 of the respective arms 114, 116. Fig. 7 best illustrates that the fasteners 144 extend through openings of the tabs 142 and secure to the respective arms 114, 116, thereby securing the rods 138 to the respective arms 114, 116 and the respective apertures 136.

The opposite end of the rod 138 receives a radial spherical bearing 146 which is inserted into a corresponding aperture 136 of the mounting block 118. Thus, counterweight platform 112 is hinged to mounting block 118, and thus connected to frame 38, such that counterweight platform 112 may pivot about axis a. As with the operator ride enhancement system 36 of the previous example, a damping element (e.g., a hydraulic shock absorber) may be fitted between the frame 38 and the counterweight platform 112 to attenuate disturbances input to the frame 38, thereby ultimately reducing the transmission of disturbances to the counterweight platform 112 and the operator supported thereon.

Another embodiment of an operator ride enhancement system 36 is generally shown in fig. 10 and 11. In this arrangement, counterweight platform 148 includes a single arm 150 that is hinged at a distal end 152 to frame 38. In particular, arm 150 includes a square opening 154 through which a resilient element in the form of a square torsion bar 156 is rotatably interlocked such that pivoting weight platform 148 applies a torque to torsion bar 156 about axis a. Weight platform 148 is pivotally coupled to frame 38 if one end 158 of torsion bar 156 is rotationally fixed to frame 38 by preload element 160 and an opposite end 162 of torsion bar 156 is rotationally retained to frame 38 by bracket 164.

The preload element 160 is fixed to the torsion bar 156 and rotationally coupled to the frame 38 such that rotating the preload element 160 changes the static position of the weight platform 148. For example, the preload element 160 includes an adjustment bolt 166, with the adjustment bolt 166 extending into and through a threaded opening of the preload element 160. The end 168 of adjustment screw 166 bears against frame 38, urging torsion bar 156 to rotate about axis a in a direction to move counterweight platform 148 upward, and thereby reducing static deflection from a horizontal position.

The damping element is in the form of an elastomeric sleeve 170 that frictionally engages the end 162 of the torsion bar 156 and is supported by the bracket 164. As a result, resilient pads 170 at least partially attenuate the disturbance transmitted to weight platform 148 through frame 38 and help reduce vibrations of weight platform 148 in response to the disturbance. Of course, the damping element may comprise various configurations, such as hydraulic, pneumatic, magneto-rheological, electro-rheological, and friction dampers. Those skilled in the art should recognize the variety and arrangement of damping element arrangements given the benefit of this disclosure.

Fig. 12 shows another embodiment of the operator ride enhancement system 36, with a weighted platform 172 that may be hinged to the frame 38 in a manner similar to that described in fig. 10 and 11, but may also include a resilient member in the form of a compression spring 175. The springs 175 are shown positioned between the weighted platform 172 and the subfloor 174, and the subfloor 174 is secured to the frame 38. Additionally, a damping element 176 (shown in simplified form) may be fitted between counterweight platform 172 and frame 38 to again dampen movement of counterweight platform 172 during use.

Referring next to fig. 13, another alternative embodiment of an operator ride enhancement system 36 is shown. This embodiment includes a counterweight platform 178 having a pair of arms 180, 182 that extend upward and away from the counterweight platform 178 toward a pair of mounting blocks 184 that are secured to the frame 38. Resilient members, in the form of one or more springs 186, are again located between the weighted platform 178 and the subfloor 188. It will be appreciated by those skilled in the art, given the benefit of this disclosure, that the resilient member may be replaced by any other suitable means, such as tension springs, torsion springs, air springs, and elastomeric springs.

Additionally, or alternatively, torsion bar 190 can be secured to frame 38 and one or more arms 180, 182, with the resulting rotation of weighted platform 178 about axis a twisting torsion bar 190 via mounting block 184.

Fig. 14 illustrates another embodiment of the operator ride enhancement system 36, in which the operator ride enhancement system 36 includes a weighted platform 192 that is not hinged to the frame 38, but rather is supported by a subframe 194 that is fixed to the frame 38 (not shown). The counterweight platform 192 includes a plurality of guides in the form of vertical cylindrical channels 196 within which guide pins 198 (extending upwardly from the subframe 194) fit. Cylindrical passage 196 may be lined with bearings to facilitate relative movement of counterweight platform 192. As a result, in response to the interference during use, the counterweight platform 192 is able to translate vertically along the axis of the guide pin 198 as the guide pin 198 is slidingly received within the vertical cylindrical passage 196.

A resilient member in the form of a coil spring 200 is located between the subframe 194 and the counterweight platform 192 so as to at least partially attenuate the interference transmitted through the frame 38 to the counterweight platform 192. The damping elements, in the form of hydraulic shock absorbers (not shown), may also be secured to counterweight platform 192 with the upper ends of the damping elements secured to frame 38 (not shown). As a result, the hydraulic shock absorbers at least partially attenuate the interference transmitted through frame 38 to counterweight platform 192.

Fig. 15 shows another form of guide. The guide 206 generally includes a channel 208 secured to (or integrally formed with) the frame 38 and a carriage 210 secured to a counterweight platform 212. The carriage 210 includes a roller 214 rotatably mounted on a shaft 216. In this way, the carriage 210 (and thus the weighted platform 212) is mounted within the channel 208 and slides along the channel 208 as the rollers 214 roll.

The operator ride enhancement system described above may require application-specific adjustments to achieve a desired level of interference mitigation. Given the particular application requirements, some conventional considerations contribute to the design and development of a suitable operator ride enhancement system. For example, when considering resilient elements, a high spring rate is generally less sensitive to changes in operator weight and thus results in less static deflection of a weighted platform supporting the weight. In some applications, it is necessary to balance natural frequency, static deflection, dynamic deflection, spring rate, and counterweight platform weight. The weight of the counterweight platform is typically constrained by packaging limitations; nevertheless, other options for increasing the weight of the counterweight platform may include rearranging various vehicle components, such as motors, controllers, hydraulics, and the like, to alter the dynamics of the operating ride enhancement system. As one particular example, the battery of the forklift may be structurally coupled to the counter-balanced platform, thereby significantly increasing the weight of the counter-balanced platform compared to the weight of the operator, and further reducing the impact of the operator's weight on the dynamic response of the operator ride enhancement system.

While there have been shown and described what are at present considered the preferred embodiments of the invention, it will be apparent to those skilled in the art, having the benefit of this disclosure, that various changes and modifications can be made herein without departing from the scope of the invention as defined by the appended claims.

Claims (20)

1. An operator ride enhancement system for use in a vehicle having a frame, the operator ride enhancement system comprising:

a counterweight platform defining a mass and coupled to the frame for pivotal movement about an axis;

a resilient element cooperating with the frame and the counterweight platform to dampen movement of the counterweight platform about the axis; and

a control element cooperating with the frame and the counterweight platform to inhibit movement of the counterweight platform along the axis;

wherein, during operation of the vehicle, the mass of the counterweight platform is configured to be at least equal to the total mass supported by the counterweight platform.

2. The operator ride enhancement system of claim 1, wherein:

the axis is oriented substantially parallel to a fore-aft axis of the vehicle; and is

The control element is oriented substantially parallel to the fore-aft axis of the vehicle.

3. The operator ride enhancement system of claim 1, wherein the counterweight platform comprises:

a hinge portion pivotally coupled to the frame; and

a platform portion coupled to the hinge portion;

wherein the platform portion tapers toward a distal end opposite the hinge portion.

4. The operator ride enhancement system of claim 1, wherein the counterweight platform is configured to at least partially enclose a steerable wheel of the vehicle.

5. The operator ride enhancement system of claim 1, wherein the mass of the counterweight platform is configured to be at least forty-five kilograms.

6. The operator ride enhancement system of claim 1, wherein:

the elastic element is a spring; and

the control element is a lever.

7. An operator ride enhancement system for use in a vehicle having a frame and defining an operator compartment, the operator ride enhancement system comprising:

a counterweight platform defining a mass and movably coupled to the frame at least partially within the operating chamber; and

a resilient element cooperating with the frame and the counterweight platform;

wherein, during operation of the vehicle, a mass of the counterweight platform is configured to be at least equal to a total mass supported by the counterweight platform; and

wherein the mass of the counterweight platform and the resilient element are configured to attenuate disturbances transmitted to the counterweight platform through the frame.

8. The operator ride enhancement system of claim 7, wherein the counterweight platform is pivotally coupled to the frame for pivotal movement about an axis.

9. The operator ride enhancement system of claim 8, further comprising a control element cooperating with the frame and the counterweight platform to inhibit movement of the counterweight platform along the axis.

10. The operator ride enhancement system of claim 9, wherein the control element is at least one of a lever, a spring, a damper, and a roller.

11. The operator ride enhancement system of claim 7, wherein the resilient element is a torsion element having a first end rotatably secured to one of the frame and the counterweight platform and a second end rotatably secured to the other of the frame and the counterweight platform.

12. The operator ride enhancement system of claim 11, further comprising:

a preload element proximate the first end of the torsion element; and

a damping element cooperating with the frame and the second end of the torsion element to at least partially attenuate disturbances transmitted through the frame to the counterweight platform.

13. The operator ride enhancement system of claim 7, wherein the counterweight platform comprises at least one arm extending from the counterweight platform, the arm having a distal end pivotally coupled to the frame to pivot about an axis.

14. The operator ride enhancement system of claim 7, further comprising at least one guide coupled to the frame and cooperating with the counterweight platform to allow the counterweight platform to translate along the guide in response to the interference.

15. The operator ride enhancement system of claim 7, wherein the resilient element is at least one of a compression spring, an extension spring, a torsion spring, an air spring, and an elastomeric spring.

16. The operator ride enhancement system of claim 7, further comprising:

a damping element cooperating with the frame and the counterweight platform to attenuate disturbances transmitted through the frame to the counterweight platform;

wherein the damping element is at least one of a hydraulic damper, a pneumatic damper, a magneto-rheological damper, an electro-rheological damper, and a friction damper.

17. The operator ride enhancement system of claim 7, further comprising a backrest coupled to the counterweight platform such that the backrest and counterweight platform move substantially in unison as the counterweight platform moves relative to the frame.

18. The operator ride enhancement system of claim 7, wherein the mass of the counterweight platform is configured to be at least forty-five kilograms.

19. The operator ride enhancement system of claim 7, wherein the mass of the weighted platform is configured to be at least one hundred sixty kilograms.

20. The operator ride enhancement system of claim 7, wherein the counterweight platform comprises:

a hinge portion coupled to the frame for pivotal movement about an axis; and

a platform portion coupled to the hinge portion.