CROSS REFERENCE TO RELATED APPLICATION

This Application is based on and derives the benefit of Indian Provisional Application 202211029268 filed on 20-May-2022, the contents of which are incorporated herein by reference.

TECHNICAL FIELD

[001] The embodiments herein relate to an agricultural vehicle having a first driving position and a second driving position.

BACKGROUND

[002] Agricultural vehicles such as tractors and other similar vehicles are primarily used in agricultural field operations. A wide range of agricultural vehicles are available in the market. However, a single agricultural vehicle cannot meet the daily needs, or perform multiple and complicated operations in agricultural fields. In a single crop cycle, from land preparation to post harvest, different agricultural implements or machines are required to be used along with the agricultural vehicle. These agricultural implements are either attached at a front-end or at a rear-end of the vehicle. However, these agricultural implements incur high cost and are not suitable for small scale farming due to the size of the agricultural implements.

[003] Agricultural vehicles have an operator’s seat which is fixedly provided at the rear-end of the vehicle. Agricultural field operations require the vehicle to be operated (driven) in the reverse direction, and hence the operator must turn back frequently during the reverse operation (driving) of the vehicle as the operator’s seat is fixed to face forward direction. The rear visibility of the operator is limited and frequent turning of the operator during reverse operation in agricultural fields requires more effort of the operator which in turn leads to operator’s fatigue resulting in reduced agricultural productivity.

[004] Further, agriculture has a tremendous need for tractors having various characteristics. This need has been met primarily by building a wide variety of tractors, including wheeled and tracked, of various heights and configurations. A standard height agricultural vehicle may be used to process short crops, as in case of early stage com or the like, but difficulties arise while processing taller crops, such as mature corn, that are taller than the ground clearance of a standard vehicle. For such crops, high clearance vehicles may be used. Though high clearance vehicles provide sufficient clearance to pass over the top of taller crops, they suffer from various limitations. For example, high clearance vehicles, having crop clearance of seventy inches or more, may have an overall height that exceeds highway height restrictions, thereby making the transport of such vehicles to and from the field difficult. Further, public highways often restrict the height of a load to twelve feet or less which may be exceeded when a high clearance vehicle is placed on a transport trailer. Thus, needs to be lowered to an acceptable transport height, which is done either by deflating the tires or entirely removing the wheels.

[005] Furthermore, the conventional tractors are not appropriate for few agricultural operations and for small agricultural fields and geographical locations such as hilly areas. Such agricultural operations, small agricultural fields and such geographical locations are mechanized either by hand tool, walk behind tractors or tillers. Existing standard agricultural vehicles have fixed characteristics and dimensions (for ex. ground clearance, seating position) and if the operator aims to change the standard characteristics of the tractor for specific requirement, the operator has to either go for a permanent change in characteristics and dimensions of the tractor or needs to choose different vehicle with required characteristics.

[006] Therefore, there exists a need for an agricultural vehicle, which obviates the aforementioned drawbacks.

OBJECTS

[007] The principal object of an embodiment of this invention is to provide an agricultural vehicle.

[008] Another object of an embodiment of this invention is to provide the agricultural vehicle having a first driving position in which an operator drives and operates the vehicle from a first seating position which is at a rear-end of the vehicle, and a second driving position in which the operator drives and operates the vehicle from a second seating position which is at a front-end of the vehicle and immediately onto a front bumper assembly. [009] Another object of an embodiment of this invention is to provide the agricultural vehicle with a steering control mechanism which is configured to be provided in at least one of a first position corresponding to a first driving position in the vehicle, and a second position corresponding to a second driving position in the vehicle.

[0010] Another object of an embodiment of this invention is to provide the agricultural vehicle with a front bumper assembly which is adapted to removably receive an operator’s seat in second driving position of the vehicle.

[0011] Another object of an embodiment of this invention is to provide a compact agricultural vehicle with adjustable ground clearance.

[0012] Another object of an embodiment of this invention is to provide the agricultural vehicle with steering control mechanism which provides flexibility to vary steering angle at driver end to meet desired turning radius by optimizing leverage to steering effort ratio.

[0013] These and other objects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS

[0014] The embodiments of the invention are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:

[0015] Fig. 1 depicts a perspective view of an agricultural vehicle, where a chassis is at a lowered position, an operator’s seat is at a first seating position and a steering control mechanism is in a first position corresponding to a first driving position in the vehicle, according to an embodiment of the invention as disclosed herein; [0016] Fig. 2 depicts a perspective view of the agricultural vehicle, where the chassis is in the lowered position, according to embodiments of the invention as disclosed herein;

[0017] Fig. 3 depicts a perspective view of the agricultural vehicle in which the chassis is at a raised position, according to embodiments of the invention as disclosed herein;

[0018] Fig. 4 depicts another perspective view of the agricultural vehicle in which the chassis is at the raised position, according to embodiments of the invention as disclosed herein;

[0019] Fig. 5 illustrates a pair of extension units coupled between corresponding steering arms and corresponding front wheels when the chassis is in the raised position, according to embodiments as disclosed herein;

[0020] Fig. 6 depicts a cross-sectional view of a final drive transmission of the agricultural vehicle, according to embodiments as disclosed herein;

[0021] Fig. 7 depicts a superimposed view of the final drive transmission in a first position corresponding to a first wheelbase position, and a second position corresponding to a second wheelbase position, according to embodiments as disclosed herein;

[0022] Fig. 8A and fig. 8B illustrates the first wheelbase position and the second wheelbase position of the agricultural vehicle when the chassis is moved to one of the lowered position and the raised position respectively, according to embodiments as disclosed herein;

[0023] Fig. 9 depicts a perspective view of the agricultural vehicle, where the chassis is at the raised position, the operator seat at a second seating position and the steering control mechanism is in a second position corresponding to a second driving position in the vehicle, according to an embodiment of the invention as disclosed herein;

[0024] Fig. 10 depicts a perspective view of a steering control mechanism for the vehicle, where the steering control mechanism is in a first position corresponding to the first driving position in the vehicle, according to an embodiment of the invention as disclosed herein; [0025] Fig. 11 depicts a perspective view of the steering control mechanism provided in a second position corresponding to the second driving position in the vehicle, according to an embodiment of the invention as disclosed herein;

[0026] Fig. 12 depicts a side view of the steering control mechanism in the first position corresponding to the first driving position in the vehicle, according to an embodiment of the invention as disclosed herein; and

[0027] Fig. 13 depicts a side view of the steering control mechanism in the second position corresponding to the second driving position in the vehicle, according to an embodiment of the invention as disclosed herein.

DETAILED DESCRIPTION

[0028] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0029] The embodiments herein achieve a compact agricultural vehicle having a first driving position and a second driving position. Another embodiments herein achieves the agricultural vehicle with a steering control mechanism which provides flexibility to vary steering angle at driver end to meet desired turning radius by optimizing leverage to steering effort ratio. Referring now to the drawings, and more particularly to Figs. 1 through 13, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.

[0030] Fig. 1 depicts a perspective view of an agricultural vehicle (10), where a chassis (10C) is at a lowered position, an operator seat (10S) is at a first seating position and a steering control mechanism (400) is in a first position corresponding to a first driving position in the vehicle, according to an embodiment of the invention as disclosed herein. In an embodiment, the agricultural vehicle (10) includes a chassis (IOC), a pair of front wheels (10FW), a pair of rear wheels (10RW), a pair of steering arms (10ST), a pair of kingpins (10KP), as shown in fig. 5), a front axle (10FAX), a pair of final drive transmissions (100), as shown in fig. 1 to fig. 4, fig. 6 and fig. 7), a pair of extension units (200), as shown in fig. 3 to fig. 5), a front bumper assembly (300), as shown in fig. 1, fig. 4 & fig. 9) and a steering control mechanism (400), as shown in fig. 10 to fig. 13). The agricultural vehicle (10) has a first driving position and a second driving position. The first driving position is defined as “an operator drives and operates vehicle (10) from a first seating position Sf which is at a rear-end of the vehicle (10)”. The second driving position is defined as “the operator drives and operates vehicle 10 from a second seating position Sr which is at a front-end of the vehicle (10) and immediately onto the front bumper assembly (300)”. The operator’s seat 10S is configured to be provided in the vehicle (10) at one of the first seating position Sf corresponding to the first driving position, and the second seating position Sr corresponding to the second driving position, where the second seating position Sr is opposite to the first seating position Sf.

[0031] The pair of front wheels (10FW) and the pair of rear wheels RW are supported by the chassis (10C). The front axle (204P) is movably mounted to the chassis (10C). The pair of kingpins (10KP) are adapted to couple corresponding front wheels (10FW) to corresponding steering arms (10ST) and the front axle (10FAX).

[0032] Fig. 6 depicts a cross-sectional view of a final drive transmission (100) of the agricultural vehicle (10), according to embodiments as disclosed herein. The pair of final drive transmissions (100) is coupled between a transmission shaft (10TP) and corresponding rear wheels (10RW) of the vehicle. Each final drive transmission (100) includes an upper final drive housing assembly (101 A), a lower final drive housing assembly (10 IB), an intermediate final drive housing assembly (101C), a support bracket (101L), a driving gear (102), a first intermediate gear (104), a first intermediate shaft (105), a second intermediate gear (106), a second intermediate shaft (107), a universal joint (108) and a driven gear (110).

[0033] The upper final drive housing assembly (101A) is adapted to receive the transmission shaft (10TP) therein. The upper final drive housing assembly (101A) is secured onto a transmission housing (10TH) through a plurality of first fasteners (101FA), as shown in fig. 2, fig. 4 & fig. 7). The lower final drive housing assembly ( 10 IB) is adapted to receive the rear axle shaft (10RAX) therein. The lower final drive housing assembly (101B) is coupled to corresponding rear wheel (10RW). The intermediate final drive housing assembly (101C) is adapted to receive the first intermediate shaft (105), the universal joint (108) and the second intermediate shaft (107) therein. One end of the intermediate final drive housing assembly (101C) is connected to the upper final drive assembly (101A), and another end of the intermediate final drive housing assembly (101C) is connected to the lower final drive housing assembly (101B).

[0034] The driving gear (102) is mounted onto the transmission shaft (10TP). For the purpose of this description and ease of understanding, the transmission shaft (10TP) is considered to be a differential shaft. The driving gear (102) is driven by the transmission shaft (10P) and is adapted to drive the first intermediate shaft (105) through the first intermediate gear (104). The driving gear (102) is at least a first bevel pinion. The first intermediate gear (104) is defined on the first intermediate shaft (105). The first intermediate gear (104) is rotatably engaged with the driving gear (102). The first intermediate gear (104) is at least a first bevel gear which is integrated on the first intermediate shaft (105). The driving gear (102) and the first intermediate gear (104) constitutes a first bevel gear set. The first intermediate shaft (105) is transverse to the transmission shaft (10TP). The first intermediate shaft (105) is at least a first bevel gear shaft. The first intermediate shaft (105) is adapted to drive the second intermediate shaft (107) through the universal joint (108).

[0035] The second intermediate gear (106) is defined on the second intermediate shaft (107). The second intermediate gear (106) is at least a second bevel pinion which is integrated on the second intermediate shaft (107). The second intermediate shaft (107) is coaxially positioned below the first intermediate shaft (105). The second intermediate shaft (107) is at least a second bevel pinion shaft. The universal joint (108) is adapted to connect the first intermediate shaft (105) to the second intermediate shaft (107). The driven gear (110) is mounted onto the rear axle shaft (10RAX) of corresponding rear wheel (10RW). The driven gear (110) is rotatably engaged with the second intermediate gear (106). The driven gear (110) is at least a second bevel gear. The driven gear (110) and the second intermediate gear (106) constitutes a second bevel gear set. The driven gear (110) is driven by the second intermediate gear (110) thereby driving the rear axle shaft (10RAX) of corresponding rear wheel (10RW). The rear axle shaft (10RAX) is transverse to the second intermediate shaft (107). [0036] The chassis (10C) is configured to be moved between one of a lowered position and a raised position. In the lowered position, the chassis (10C) is closer to ground. In the raised position, the chassis (10C) is above the lowered position. Further, in the lowered position (as shown in fig. 1 and fig. 2) of the chassis (10C), each final drive transmission (100) is locked to the transmission housing (10TH), as shown in fig. 2 and fig. 4) and the chassis (10C) at a first position corresponding to a first wheelbase position (WB1), as shown in fig. 8A) of the vehicle (10). In the raised position of the chassis (10C), each final drive transmission (100) is locked to the transmission housing (10TH) and the chassis (10C) at a second position corresponding to a second wheelbase position (WB2), as shown in fig. 8B) of the vehicle (10). For the purpose of this description ease of understanding, the first wheelbase position (WB1) of the vehicle (10) is considered to be a longer wheelbase position. Further, the second wheelbase position (WB2) of the vehicle (10) is a shorter wheelbase position. The support bracket (10 IL) of each final drive transmission (100) is adapted to lock the lower final drive housing assembly (101B) to the chassis (10C) at one of the first position or the second position. A top end of the support bracket (101L) is connected to the chassis (10C) through a plurality of second fasteners (101FB), only one of which is shown in fig. 2 and fig. 4), and a bottom end of the support bracket (101L) is connected to corresponding lower final drive housing assembly (101C) through a plurality of third fasteners (101FC), only one of which is shown in fig. 2).

[0037] The extension units (200) are adapted to be coupled between corresponding front wheels (10FW) and corresponding steering arms (10ST) when the chassis (C) is in the raised position, and each final drive transmission (100) is in the second position corresponding to the second wheelbase position (WB2) of the vehicle (10). The extension units (200) are adapted to be coupled between corresponding front wheels (10FW) and corresponding steering arms (10ST) when the chassis (C) is in the raised position, and each final drive transmission (100) is in the second position corresponding to the second wheelbase position (WB2) of the vehicle (10). In an embodiment, each extension unit (200) includes an extension member (202) having an extension coupler (204), and a plurality of fastener sets (208B, 208N), as shown in fig. 2, fig. 4 & fig. 5). The extension member (202) of each extension unit (200) is adapted to be received by corresponding end portion (10FP), as shown in fig. 5) of the front axle (10FAX), wherein a top end of the extension member (202) is connected to corresponding the steering arm (10ST). The extension coupler (204) of each extension unit (200) is adapted to be connected to a bottom end of the extension member (202). The extension coupler (204) is adapted to receive a top section of corresponding the kingpin (10KP). The bottom section of each kingpin (10KP) is connected to a wheel hub shaft (10FS), as shown in fig. 5) of corresponding front wheel (10FW). The extension coupler (204) of each extension unit (202) is adapted to be locked with the top section of corresponding kingpin (10KP) through the plurality of fastener sets (208B, 208N). In an embodiment, each fastener set (208B, 208N) includes a bolt (208B) and a locknut (208N). The bolt (208B) of each fastener set (208B, 208N) is adapted to be received by a through hole (not shown) defined in each extension coupler (204) and the top end of said kingpin (10KP). The locknut (208N) of each fourth fastener set (208B, 208N) is adapted to lock the bolt (208B) against the extension coupler (204) thereby locking the kingpin (10KP) with the extension coupler (204).

[0038] Initially, the chassis (10C) is in the lowered position. When there is a requirement to move the chassis (10C) from the lowered position to the raised position. Each kingpin (10KP) is decoupled from corresponding steering arm (10ST) and the front axle (10FAX) thereby decoupling the front wheels (10FW) from the steering arms (10ST) and the front axle (10FAX). Further, the upper final drive housing assembly (101A) of each final drive transmission (100) is adapted to be unlocked from the transmission housing (10TH) by disengaging the plurality of first fasteners (101FA) from the transmission housing (10TH). Further, the lower final drive housing assembly (101B) of each final drive transmission (100) is adapted to be unlocked from support bracket (10 IE) by unlocking third fasteners (101FC) Further, second fasteners (101FB) are loosened. Thereafter, each final drive transmission (100) is adapted to be rotated (manually rotated) about the transmission shaft (10TP) in a first predefined direction thereby moving each final drive transmission (100) from the first position to the second position while moving the chassis (10C) from the lowered position to the raised position. The first predefined direction in which each final drive transmission (100) is rotated about the transmission shaft (10TP) is a downward direction.

[0039] To maintain the chassis (10C) at the raised position, and each final drive transmission (100) in the second position corresponding to the second wheelbase (WB2) of the vehicle (10), the upper final drive housing assembly (101 A) of each final drive transmission (100) is adapted to be locked with the transmission housing (10TH) through the first fasteners (101FA), and the lower final drive housing assembly (101B) of each final drive transmission (100) is adapted to be locked with the support bracket (101L) through the third fasteners (101FC). Further second fasteners (101FB) are tightened to lock the support bracket (101L) to the chassis (IOC). Further, each extension unit (200) is adapted to be coupled between corresponding steering arms (10ST) and corresponding front wheels (10FW) thereby maintaining the chassis (10C) at the raised position.

[0040] Now, when there is a requirement to move the chassis (10C) from the raised position to the lowered position, each extension unit (200) is decoupled from corresponding steering arm (10ST) and corresponding the front wheel (10FW) thereby decoupling the front wheels (10FW) from the steering arms (10ST) and the front axle (10FAX). Further, the upper final drive housing assembly (101A) of each final drive transmission (100) is adapted to be unlocked from the transmission housing (10TH) by disengaging the plurality of first fasteners (101FA) from the transmission housing (10TH). Further, the lower final drive housing assembly (101B) of each final drive transmission (100) is adapted to be unlocked from the support bracket (101L). Thereafter, second fasteners (101FB) are loosened. Thereafter, the upper final drive housing assembly (101A) of each final drive transmission (100) is rotated with respect to the transmission shaft (10TP) in a second predefined direction thereby moving each final drive transmission (100) from the second position to the first position when the chassis (10C) is moved from the raised position to the lowered position. The second predefined direction in which each final drive transmission (100) is rotated about the transmission shaft (10TP) is an upward direction.

[0041] To maintain the chassis (10C) in the lowered position, and each final drive transmission (100) in the first position corresponding to the first wheelbase position (WB1) of the vehicle (10), the upper final drive housing assembly (101A) of each final drive transmission (100) is adapted to be locked with said transmission housing (10TH) through first fasteners (101FA), and the lower final drive housing assembly (101B) of each final drive transmission (100) is adapted to be locked with the support bracket (101L) through the third fasteners (101FC). Further, second fasteners (101FB) are tightened to lock the support bracket (101L) to the chassis (10C) thereby maintaining the chassis (10C) in the lowered position. Further, each kingpin (10KP) is adapted to be coupled between corresponding steering arm (10ST) and corresponding the front wheel (10FW) thereby maintaining the chassis (10C) in the lowered position.

[0042] The lower final drive housing assembly (101B) of each final drive transmission (100) are closer to the chassis (10C) when each final drive transmission (100) is locked with the transmission housing (10TH) and the chassis (IOC) at the first position. Further, the lower final drive housing assembly (101B) of each final drive transmission (100) are farther away from the chassis (10C) when each final drive transmission (100) is locked with the transmission housing (10TH) and the chassis (10C) at the second position.

[0043] The front bumper assembly (300) includes a main bumper frame assembly (302) and a mounting bracket assembly (304), as shown in fig. 1 & fig. 4). The mounting bracket assembly (304) is connected to the main bumper frame assembly (302) at one of a first position or a second position. The first position of the front bumper assembly (300) is defined as “the mounting bracket assembly (304) is vertically connected to main bumper members (302A) of the main bumper frame assembly (302)”. The first position of the front bumper assembly 300 enables the front bumper assembly 300 to deform therein to absorb impact energy in an event of frontal impact (low speed collision) between the vehicle and another vehicle or fixed object to protect an engine (not shown) and the front-end components of the vehicle, where the vehicle is being operated from a first driving position in which the operator’s seat S is provided at a first seating position Sf (as shown in fig. 1) which is at a rear end of the vehicle, and in between and above the rear wheels of the vehicle. It is also within the scope of the invention to configure the front bumper assembly 300 to protect the engine (not shown) and the front-end components of the vehicle irrespective of the position of the front bumper assembly 300. Further, it is also within the scope of the invention to removably attach any of bumper beams and any other energy absorbing structure to the front end of the front bumper assembly 300 to absorb the impact energy. The first position of the front bumper assembly (300) enables mounting of add-on structure/ ballast means onto the front bumper assembly (300) thereby providing stability to the vehicle during lifting of an agricultural implement coupled to the rear end of the vehicle, and/or the vehicle is being operated in agricultural fields. The ballast means is also called as ballast weight or counterweight or balancing means.

[0044] The second position of the front bumper assembly 300 is defined as “the mounting bracket assembly (302) is horizontally connected to the main bumper members (302A) of the main bumper frame assembly (302)”. The second position of the front bumper assembly 300 enables removable mounting of at least one of the operator’s seat 10S, the ballast means and the add-on structure thereon. The mounting of the operator’s seat (10S) onto the mounting brackets (304B), as shown in fig. 4) of the mounting bracket assembly (304) of the front bumper assembly 300 enables an operator to be seated onto the operator’s seat S (as shown in fig. 4 and fig. 6) and operate the vehicle from a second seating position Sr ( as shown in fig. 9) which is at a front end of the vehicle, and immediately onto the front bumper assembly 300. Mounting the operator’s seat 10S onto the front bumper assembly 300 enhances the visibility of the operator which in turn enhances agricultural operations and reduces efforts of the operator.

[0045] The main bumper frame assembly (302) is adapted to be connected to the chassis (10C). The main bumper frame assembly (302) includes a pair of main bumper members (302A) and at least one first cross beam member (302B). Each main bumper member (302A) is adapted to be connected to the chassis (10C), where each main bumper member (302A) is parallel and spaced apart from the other. The first cross beam member (302B) is adapted to connect each main bumper member (302A) with the other. The first cross beam member (302B) extends between each main bumper member (302A) along a widthwise direction of the vehicle (10).

[0046] The mounting bracket assembly (304) includes a pair of mounting bracket support members (304A) and a plurality of mounting brackets (304B). Each mounting bracket support member (304A) adapted to be one of vertically or horizontally connected to the main bumper members (302A) in one of the first position or the second position respectively. Each mounting bracket support member (304A) is parallel and spaced apart from the other. Each mounting bracket (304B) is adapted to connect each mounting bracket support member (304A) with the other. Each mounting bracket (304B) extends between each mounting bracket support member (302A) along a widthwise direction of the vehicle (10). Each mounting bracket (304B) of mounting bracket assembly (304) is adapted to removably mount the operator’s seat (S) thereon at the second seating position (Sr) corresponding to the second driving position in the vehicle (10) when the mounting bracket assembly (304) is connected to the main bumper assembly (302) at the second position, where the second seating position (Sr) is opposite to the first seating position (Sf).

[0047] Each mounting bracket support member (304A) of the mounting bracket assembly (304) is locked onto corresponding main bumper members (302A) of the main bumper assembly (302) at first and second locking points by using fasteners such as bolts and nuts at the second position. Each mounting bracket support member (304A) of the mounting bracket assembly (304) is locked onto corresponding main bumper members (302A) of the main bumper assembly (302) at second and third locking points by using fasteners such as bolts and nuts at the first position.

[0048] Fig. 10 to fig. 13 illustrate the steering control mechanism (400) of the agricultural vehicle, according to embodiments as disclosed herein. The steering control mechanism (400) is adapted to control a directional change in the movement of the vehicle and maintain the vehicle in a position as per the decision of a user driving the vehicle. In an embodiment, the steering control mechanism (400) is configured to be provided in at least one of a first position corresponding to a first driving position in the vehicle, and a second position corresponding to a second driving position in the vehicle. In an embodiment, the steering control mechanism (400) includes a steering control means (402), a first steering column (404), a second steering column (406), a first steering shaft (408), a second steering shaft (410), a first lever (412), a second lever (414), a lever connecting means (416), a check nut (418A), a steering drop arm (420), another checknut (418A), a main pillar (403) and a mounting bracket (407M). For the purpose of this description and ease of understanding, the steering control mechanism (400) is explained herein below with reference to be controlling steering of an agricultural vehicle in one of the first driving position or the second driving position. However, it is also within the scope of the invention to implement/practice the steering control mechanism 400 in an off-road vehicle, any other type of vehicle, a machine, a tiller machine and an agricultural machine, where controlling the steering of the vehicle in the first driving position or the second driving position without otherwise deterring the intended function of the steering control mechanism 400 as can be deduced from the description and corresponding drawings.

[0049] The first position of the steering control mechanism (400) is defined as “a plurality of arms (402a) of the steering control member (402) are positioned towards an operator seat (10S) which is at a first seating position Sf, and correspondingly the lever connecting means (416) is provided in an extended position corresponding to the first driving position”, where the operator engages the arms (402a) of the steering control member (402) to steer the vehicle from the first driving position. The first driving position in the vehicle is defined as “operator operates and drives the vehicle from the first seating position Sf which is at a rear-end of the vehicle.

[0050] The second position of the steering control mechanism (400) is defined as “the plurality of arms (402a) of the steering control member (402) are positioned towards the operator’s seat IOS (as shown in fig. 4) which is at a second seating position Sr (as shown in fig. 4), and correspondingly the lever connecting means (416) is provided in a retracted position corresponding to the second driving position ”, where the operator engages the arms (402a) of the steering control member (402) to steer the vehicle from the second driving position. The second driving position in the vehicle is defined as “operator operates and drives the vehicle from the second seating position Sr (as shown in fig. 4) which is at a front end of the vehicle”, where the second seating position Sr is opposite to the first seating position Sf.

[0051] The steering control member (402) includes a plurality of arms (402a) adapted to be engaged by the user to steer the vehicle. The steering control member (402) is connected to the first steering shaft (408) and adapted to be moved between the first position corresponding to the first driving position, in which the arms 402a of the steering control member (402) are positioned towards the operator’s seat 10S which is at the first seating position Sf (as shown in fig. 3), and a second position corresponding to a second driving position in which the arms 402a of the steering control member (402) are positioned towards the operator seat 10S which is at the second seating position Sr (as shown in fig. 4). The steering control member (402) is at least a steering handle. The steering control member 402 is connected to the first steering shaft 408 through a mounting bracket 407M and a plurality of locking clamps 407P. The steering control member 402 is secured onto the mounting bracket 407B through the plurality of locking clamps 407P. The first steering shaft 408 is rotatably supported by the first steering column 404.

[0052] The first steering column 404 is adapted to rotatably receive the first steering shaft 408 and is mounted on the main pillar (403) through a support member 403M (as shown in fig. 1 and fig. 2). Mounting bracket 407P is guided onto the first steering shaft 408 and secured with check nut 418A. The first steering column 404 is disposed at an offset to the second steering column 406. The second steering column 406 is adapted to rotatably receive the second steering shaft 410 and is mounted onto the main pillar 403. A vertical central axis of the first steering column 404 is parallel and disposed away from a vertical central axis of the second steering column 406.

[0053] The first steering shaft 408 rotates freely inside the first steering column 404. One end of the first steering shaft 408 is connected to the steering control member 402 through the mounting bracket 407P and another end of the first steering shaft 408 is connected to the first lever 412. The second steering shaft 410 rotates freely inside the second steering column 406 and is disposed away from the first steering shaft 408. One end of the second steering shaft 410 is connected to the second lever 414 and another end of the second steering shaft 410 is connected to the steering drop arm 420.

[0054] The first lever 412 is adapted to transmit the movement of the first steering shaft 408 to the second lever 414 through the lever connecting means 416. One end of the first lever 412 is connected to the first steering shaft 408 and another end of the first lever 412 is connected to the second lever 414 through the lever connecting means 416. The second lever 414 is adapted to transmit the movement of the first lever 412 to the second steering shaft 410 which in turn moves the steering drop arm 420. The lever connecting means 416 is adapted to connect the first lever 412 with the second lever 414. A first end 416f of the lever connecting means 416 is connected to the first lever 412 and a second end 416s of the lever connecting means 416 is connected to the second lever 414. The lever connecting means 416 is connected to the first lever 412 and the second lever 414 through corresponding ball pin joints. The lever connecting means 416 is at least a connecting tie rod. The lever connecting means 416 is moved between the extended position corresponding to the first driving position and a retracted position corresponding to the second driving position. The check nut (418) is adapted to secure the first end 416f of the lever connecting means 416 with first lever 412. One end of the steering drop arm 420 is connected to the second steering shaft 410 and another end of the steering drop arm 420 is connected to a longitudinal tie rod assembly 422.

[0055] The steering angle of the vehicle is changed by adjusting a length of at least one of the first lever 412, the second lever 414 and the steering drop arm 420. Further in another example, a first end 416f of the lever connecting means 416 is adapted to be connected to the first lever 412 in at least one of a plurality of mounting positions and correspondingly a second end 416s of the lever connecting means 416 is adapted to be connected to the second lever 414 in at least one of a plurality of mounting positions to vary steering angle of the vehicle.

[0056] When there is a requirement to operate the vehicle from the second driving position, the position of the steering control mechanism 400 is changed from the first position to the second position in which the lever connecting means 416 is dis-engaged from the first lever 412. Thereafter, the steering control member 402 is rotated to the second position corresponding to the second driving position. To ensure that steering control means 402 is rotated exactly to second position, holes provided in mounting bracket 407M and in support member 403M of the main pillar 403 are aligned by inserting cross pin (not shown) there between and locking it as gauge. Thereafter, the lever connecting means 416 is engaged with the first lever 412 and a length of the lever connecting means 416 is adjusted by retracting the lever connecting means 416 for setting the steering drop arm 420 rotation to its initial position.

[0057] The technical advantages of the agricultural vehicle are as follows. The agricultural vehicle with steering control mechanism provides flexibility to vary steering angle at driver end to meet desired turning radius by optimizing leverage to steering effort ratio. The agricultural vehicle is compact and robust and has high maneuverability in order to achieve a lower turning radius in tight spaces. The agricultural vehicle allows the operator to operate the vehicle from one of the first driving position and the second driving position.

[0058] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.