Abstract:
An all-terrain or utility vehicle having various combinations of left and right front wheels, left and right rear wheels, a differential rotationally variably coupling the left and right front wheels together with a variable coupling torque and a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration. The coupling torque is relatively stronger when a speed of the vehicle is relatively slower and is relatively weaker when the speed of the vehicle is relatively faster. The second configuration is selectable from the first configuration while the vehicle is in motion and (1) a rotational difference in speed exists between at least one of the left and right front wheels and at least one of the left and right rear wheels and (2) a rotational speed of at least one of the left and right rear wheels exceeds a rotational speed of at least one of the left and right front wheels.

Description:
RELATED APPLICATION  
       [0001]     This disclosure is related to the following co-pending United States patent application entitled “DIFFERENTIAL” by John E. Hamrin, et al, filed on even date herewith, (Attorney Docket No. 124P26US01) which is not admitted as prior art with respect to the present disclosure by its mention in this section. 
     
    
     FIELD OF THE INVENTION  
       [0002]     This invention relates to all-terrain or utility vehicles and, in particular, all-terrain or utility vehicles having selectable drive configurations and methods therefore.  
       BACKGROUND OF THE INVENTION  
       [0003]     Control of drive configurations or characteristics of all-terrain or other types of utility vehicles can be unique to such vehicles. Such vehicles are often capable of being driven over uneven or hilly terrain. Such vehicles are often capable of encountering soft, loose or slippery soils as well as snow and/or ice.  
         [0004]     A driver of such a vehicle typically operates the vehicles from a somewhat centrally located seat location using handlebars to control the steering of the vehicle, typically accomplished by turning the front wheels with respect to the body of the vehicle.  
         [0005]     Optimum drive characteristics for these vehicles often vary from rear wheel drive, front and rear wheel drive and all wheel drive. In a typical rear wheel drive configuration, only the rear wheels propel the vehicle. The rear wheels may be rotationally coupled allowing both rear wheels to provide traction. In front and rear wheel drive configuration (sometimes referred simply as four wheel drive), the rear wheels and at least one of the front wheels provide traction. In all wheel drive configuration, the rear wheels and both front wheels provide traction.  
         [0006]     The drive configuration is fixed for some prior art systems. That is, the drive configuration can not be changed, e.g., from rear wheel drive to all wheel drive. In other prior art systems, the drive configuration can be selected by the operator but only in certain circumstances, e.g., such as when the vehicle is stationary.  
         [0007]     Care should be taken in choosing a drive configuration and, in particular, in changing between drive configurations. Selecting or changing from one drive configuration to another drive configuration while the vehicle is in motion may affect the steering and/or handling of the vehicle and could result in loss of control of the vehicle.  
         [0008]     One prior art system employed to engage front wheel drive (for a base rear wheel drive vehicle) is to employ engagement dogs, or splines. A limitation with this type of drive configuration is the inability to engage or disengage “on the fly,” i.e., while the vehicle is in motion. Thus, it is typically not useful in a system that engages only when wheel slip is detected. An operator, or driver, of a vehicle using a system based upon this technique generally must anticipate driving conditions to be encountered and choose between greater traction capability or steering effort and handling. The same problem is true for engagement dogs used to control differentiation between the left and right front wheels. Additionally, this type of engagement is “all or nothing,” i.e., the engagement typically can not be modulated like a clutch that is capable of slipping.  
         [0009]     Over-running clutches have also been used on vehicles of this type. A disadvantage of an over-running clutch is that these systems generally have a front to rear gear ratio other than one, e.g., −0.83:1, depending on the particular vehicle. This front to rear ratio is generally used due to the need to prevent engagement of four wheel drive on surfaces having good traction during turns. This ratio difference can result in sudden engagement of front wheel drive under some circumstances, as well as ultimate traction, as the front and rear wheels fight each with different rotational rates when the front wheel drive is engaged. Further, the front wheels generally can not be use for engine braking, severely limiting the vehicle&#39;s capability in steep downhill terrain.  
         [0010]     Another method utilized employs a differential mechanism that uses differential cams and a roller clutch to engage/disengage the front wheel drive. This type of system does not allow for computerized automatic engagement of front wheel drive and will usually not supply significant power to the tractive wheel if the other wheel is completely non-tractive. Further, tuning of this type of system is fundamental to the design and usually can not accept user or computer input.  
         [0011]     Another traditional method of traction control uses silicon viscous technology to apply linear force to a clutch pack in response to differences in speed between the left and right front wheels. Usually, this method can not be tuned as a function of vehicle speed and may compromise high-speed handling with low-speed capability. Further, this method usually can not be disengaged, even in two-wheel (rear wheel) drive mode.  
         [0012]     Traditional automotive methods, such as silicon viscous coupling between the transfer case and the front drive are generally not desirable because they usually do not exhibit safe braking characteristics on an all-terrain or utility vehicle. All-terrain or utility vehicles usually have the capability brake the rear wheels independent of the front wheels. During application of the rear brakes, if rear wheel lock-up occurs, a difference in front wheel speed to rear wheel speed would exist. A silicon viscous front wheel drive coupling system will attempt to limit that difference. Engagement could cause rotation of the front wheels to approach the rotation of the rear wheels, but only after a delay. This delay can unexpectedly try to pitch the driver over the handle-bars and is, thus, an unsafe condition.  
         [0013]     Another traditional automotive technique is to employ a Torsen® style limited slip device to act between the left and right front wheels. However, this type of system generally can not be automatically or manually controlled and generally will not supply significant power to a tractive wheel if the other wheel is completely non-tractive, e.g., in the air or on ice.  
         [0014]     Another traditional technique is to employ a “limited slip” mechanism between the left and right wheels. Since all-terrain vehicles generally don&#39;t have power steering to overcome the resulting increase in steering effort, steering effort can become unacceptably high. Further, the amount of engine torque that can be transmitted to only one wheel is severely limited, reducing off-road driving capability.  
         [0015]     Still another prior art technique uses fly-weights that spin in accordance with the difference in left and right wheel rotational speed. At some preset speed, the fly weights cause the engagement of a locking mechanism. This type of system can have a dangerous handlebar jerk and poor handling upon engagement when used with a four wheel drive vehicle.  
       BRIEF SUMMARY OF THE INVENTION  
       [0016]     There is needed an all-terrain or utility vehicle, or a control system for such vehicle, that provides low steering effort and predictable handling dynamics. The vehicle, or control system, should not provide unexpected and deleterious handle-bar motion and/or should not provide unexpected and deleterious braking effects. Further, in some embodiments, the vehicle, or control system, should not provide a sudden loss of handling characteristics or control during changing riding conditions or varying terrain. In some embodiments, the vehicle, or control system, one wheel with poor traction should not prevent significant engine torque delivery to the other wheel on the same axis and/or other wheels on the vehicle.  
         [0017]     In an embodiment, the present invention provides an all-terrain or utility vehicle having left and right front wheels, left and right rear wheels, a differential rotationally variably coupling the left and right front wheels together with a variable coupling torque and a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration. The coupling torque is relatively stronger when a speed of the vehicle is relatively slower and is relatively weaker when the speed of the vehicle is relatively faster. The second configuration is selectable from the first configuration while the vehicle is in motion and (1) a rotational difference in speed exists between at least one of the left and right front wheels and at least one of the left and right rear wheels and (2) a rotational speed of at least one of the left and right rear wheels exceeds a rotational speed of at least one of the left and right front wheels.  
         [0018]     In another embodiment, the present invention provides an all-terrain or utility vehicle having left and right front wheels, left and right rear wheels, a differential rotationally variably coupling the left and right front wheels together with a variable coupling torque and a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration and a differential rotationally variably coupling the left and right front wheels together with a variable coupling torque. The variable coupling torque being relatively stronger when a speed of the vehicle is relatively slower and being relatively weaker when the speed of the vehicle is relatively faster.  
         [0019]     In another embodiment, the present invention provides an all-terrain or utility vehicle having left and right front wheels, left and right rear wheels and a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration. The second configuration being selectable from the first configuration while the vehicle is in motion and (1) a rotational difference in speed exists between at least one of the left and right front wheels and at least one of the left and right rear wheels and (2) a rotational speed of at least one of the left and right rear wheels exceeds a rotational speed of at least one of the left and right front wheels.  
         [0020]     In another embodiment, the present invention provides an all-terrain or utility vehicle having left and right front wheels, left and right rear wheels and a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration The left and right front wheels being optionally rotationally coupled together. The second configuration being selected whenever the left and right front wheels are rotationally coupled together.  
         [0021]     In another embodiment, the present invention provides a method of controlling an all-terrain or utility vehicle having left and right front wheels, left and right rear wheels, a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration and a differential rotationally variably coupling the left and right front wheels together with a variable coupling torque. The variable coupling torque is set relatively stronger when a speed of the vehicle is relatively slower and relatively weaker when the speed of the vehicle is relatively faster. The second configuration is selected from the first configuration while the vehicle is in motion and (1) a rotational difference in speed exists between at least one of the left and right front wheels and at least one of the left and right rear wheels and (2) a rotational speed of at least one of the left and right rear wheels exceeds a rotational speed of at least one of the left and right front wheels. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0022]      FIG. 1  is a diagrammatic block diagram of an all-terrain or utility vehicle;  
         [0023]      FIG. 2A  is a flow diagram of a portion of a vehicle control system mainly illustrating left/right wheel slip engagement criteria;  
         [0024]      FIG. 2B  is a flow diagram of another portion of a vehicle control system mainly illustrating front/rear engagement parameters; and  
         [0025]      FIG. 2C  is a flow diagram of another portion of a vehicle control system mainly illustrating left/right wheel torque parameters. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0026]     In  FIG. 1 , an all-terrain or utility vehicle  10  is shown in diagrammatic form. Such all-terrain or utility vehicles are often capable of being driven over uneven or hilly terrain and are often capable of encountering soft, loose or slippery soils as well as snow and/or ice. While these vehicles are described as being all-terrain or utility vehicles, it is to be recognized and understood that other terms may be used to refer to such vehicles. Generally, a driver of such a vehicle typically operates the vehicles from a somewhat centrally located seat location using either handlebars or a steering wheel to control the steering of the vehicle, typically accomplished by turning the front wheels with respect to the body of the vehicle.  
         [0027]     Vehicle  10  has a left front wheel  12  and a right front wheel  14  generally located toward the front  16  of vehicle  10 . Together, left front wheel  12  and right front wheel  14  make up the left and right front wheels of vehicle  10 . Vehicle  10  also has a left rear wheel  18  and a right rear wheel  20  generally located toward the rear  22  of vehicle  10 . Together, left rear wheel  18  and right rear wheel  20  make up the left and right rear wheels of vehicle  10 .  
         [0028]     In a preferred embodiment, left rear wheel  18  and right rear wheel  20  are rotationally tied together by axle  24 . Motive power to left and right rear wheels ( 18  and  20 ) is provided by engine and transmission  26  coupled conventionally to axle  24 . Engine  26  may also be coupled to left and right front wheels ( 12  and  14 ) through front wheel drive disconnect  28  and differential  30 .  
         [0029]     Front wheel drive disconnect  28  allows vehicle  10  to have a plurality of handling configurations.  
         [0030]     In one configuration, front wheel drive disconnect  28  is disengaged allowing engine  26  to provide motive power to left and right rear wheels ( 18  and  20 ) while not actively driving left and right front wheels ( 12  and  14 ). In such configuration, vehicle  10  is configured for rear wheel drive, i.e., vehicle  10  is tractively powered by both rear wheels ( 18  and  20 ) only. This configuration may be preferred for certain driving conditions such as driving on surfaces with good traction and/or at higher speeds. Rear wheel drive may provide vehicle  10  with adequate traction as well as relatively light steering control forces.  
         [0031]     In another configuration, front wheel drive disconnect  28  may be engaged allowing engine  26  to provide motive power not only to left and right rear wheels ( 18  and  20 ) but also to left and right front wheels ( 12  and  14 ). Such configuration may be generally referred to as “front wheel drive,” meaning that the left and right front wheels ( 12  and  14 ) are engaged for tractive power.  
         [0032]     In an embodiment, front wheel drive disconnect  28  is an “all or nothing” connection. This means that front wheel drive disconnect  28  is either fully engaged, driving the front wheels with, generally, an equal amount of torque as drive the rear wheels. Many conventional front wheel drive disconnects  28  may be employed for this purpose.  
         [0033]     Differential  30  is disposed between front wheel drive disconnect  28  and left and right front wheels ( 12  and  14 ) and between left front wheel  12  and right front wheel  14 . Generally, differential  30  allows left front wheel  12  to turn somewhat independently, or differentially, from right front wheel  14 . Such differential rotation may be desirable to aid handling characteristics when, for example, vehicle  10  is turning and one of the front wheels must traverse a longer arc than the other front wheel. Such differential in rotation may prevent one, or both, of the front wheels from scuffing or skidding on the terrain surface during a vehicle turn.  
         [0034]     In an embodiment, differential  30  may also be used to apply a variable amount of rotational torque between left front wheel  12  and right front wheel  14 . If no rotational torque exists between left front wheel  12  and right front wheel  14 , then one of the wheels would not obtain any, or little, tractive force if the other wheel was slipping or spinning, such as may exist if one of the wheels was in the air or on ice. Such an event could result in vehicle  10  having three-wheel drive (the two rear wheels and only one of the front wheels). Further, since the one front wheel may not have traction, the net result may be loss of front wheel drive capability, i.e., essentially rear wheel drive.  
         [0035]     If differential  30  applies a great amount of rotational coupling torque between left front wheel  12  and right front wheel  14 , then both front wheels will be essentially rotationally locked together and all wheel drive traction (with front wheel drive engaged) will be available to the operator of vehicle  10 .  
         [0036]     A preferred example of a differential that can be used for differential  30  is described in co-pending United States patent application entitled “DIFFERENTIAL” by John E. Hamrin, et al, filed on even date herewith, (Attorney Docket No. 124P26USO1), which is hereby incorporated herein by reference in its entirety.  
         [0037]     However, since vehicle  10  may be operated in a variety of conditions and the various driving/handling characteristics of vehicle are desired to be available to the operator, vehicle  10  may switch between drive configurations while vehicle  10  is on motion. When vehicle  10  is in motion, switching between low left-right torque and/or between rear wheel drive and front wheel drive, care should be taken to ensure continued vehicle stability and controllability.  
         [0038]     Left-right torque may be engaged when, or following, a slippage of one left and right front wheels ( 12  and  14 ) resulting in a significant differential in rotation between left front wheel  12  and right front wheel  14 . If left-right torque is suddenly engaged at higher vehicles, the handlebars or steering wheel of vehicle  10  may undergo significant torque resulting in an adverse experience for the operator and, possibly, a deleterious effect on the handling of vehicle  10 . In an embodiment, the left-right torque engagement of vehicle  10  may be relatively low when engaged during relatively higher vehicle speeds and may be relatively high when engaged during relatively lower vehicle speeds. More left-right torque is generally needed at lower speeds to enable vehicle  10  to escape low speed/low traction events.  
         [0039]     Once engaged, left-right torque may be gradually reduced in time if no further or lessened rotation differential exists between left front wheel  12  and right front wheel  14 . Thus, disengagement of left-right torque in differential  30  is not an abrupt on-off but rather a gradual reduction.  
         [0040]     In an embodiment, engagement front wheel drive disconnect  28  should only occur when the rear wheels ( 18  and  20 ) is rotating faster than at least one of the front wheels ( 12  and  14 ). If the opposite were true, the possibility would exist for the operator to be thrown over the handlebars or steering wheel upon a sudden deceleration of vehicle  10  upon sudden engagement of front wheel drive disconnect  28 .  
         [0041]     In an embodiment, front wheel drive disconnect  28  is engaged whenever differential  30  applies left-right torque between left front wheel  12  and right front wheel  14 .  
         [0042]      FIG. 2A ,  FIG. 2B  and  FIG. 2C  is a flow chart illustrating the drive configuration control system of vehicle  10 .  
         [0043]     In  FIG. 2A , the control system begins ( 110 ) by calculating the rotational speed of each of front wheels ( 12  and  14 ) ( 112 ). From the rotational speed of front wheels ( 12  and  14 ), the speed of vehicle  10  may be calculated ( 114 ) conventionally. If the vehicle speed is less than a limit speed ( 116 ), in this example 29.5 miles per hour, the absolute difference in the rotational speed of left front wheel  12  and the rotational speed of right front wheel  14  is calculated ( 118 ). If the absolute value of the rotational difference of left and right front wheels ( 12  and  14 ) is greater than 35 revolutions per minute ( 120 ), the control system moves to flow chart connecting point A ( 122 ) to engage the left-right torque clutch in differential  30 .  
         [0044]     If the absolute value of the rotational difference of left and right front wheels ( 12  and  14 ) is greater than 35 revolutions per minute ( 120 ), it is determined if the absolute value of the rotational difference of left and right front wheels ( 12  and  14 ) is less than 25 revolutions per minute ( 124 ). If so or if the vehicle speed limit is not less than 29.5 miles per hour ( 116 ), a decreased left-right torque value is calculated ( 126 ). Then if the decreased left-right torque value is not greater than a lower limit ( 128 ), e.g., an “off” value, or if the absolute value of the rotational difference of left and right front wheels ( 12  and  14 ) is not less than 25 revolutions per minute ( 124 ), the rear wheel speed is calculated ( 130 ) and the control system moves to transfer node B ( 132 ) to determine whether the front wheel drive disconnect  28  should be engaged.  
         [0045]     If however, the decreased left-right torque value is greater than the lower limit ( 128 ), the control system delays ( 134 ) for a predetermined period of time, e.g., 100 milliseconds and applies ( 136 ) the decreased left-right torque value in differential  30 . The control system then calculates the rear wheel speed ( 130 ) and moves to transfer node B ( 132 ) to determine whether the front wheel drive disconnect  28  should be engaged.  
         [0046]     In  FIG. 2B , from transfer node B ( 132 ), the control system determines if the rear speed limit is below a predetermined limit ( 138 ), e.g., 59.5 miles per hour. If not, the front wheel drive disconnect  28  is disengaged ( 140 ) (if the front wheel drive  28  was previously engaged). If so, it is determined ( 142 ) whether or not the rotational of the rear wheels results in a vehicle speed of greater than 4.5 miles per hour. If so, it is determined ( 144 ) whether or not the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is greater than 69.5 revolutions per minute. If so, it is determined ( 146 ), whether the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is less than 199.5 revolutions per minute. If so, the front wheel drive disconnect  28  is engaged ( 148 ).  
         [0047]     Front wheel drive disconnect  28  is also engaged ( 148 ) if the speed of the vehicle  10  as calculated from the rotation of the rear wheels ( 18  and  20 ) is not greater than 4.5 miles per hour ( 142 ), the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is greater than ten ( 10 ) revolutions per minute ( 150 ) and the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is less than 199.5 revolutions per minute ( 146 ).  
         [0048]     If however, the speed of the vehicle  10  as calculated from the rotation of the rear wheels ( 18  and  20 ) is greater than 4.5 miles per hour ( 142 ), the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is greater than 69.5 revolutions per minute and the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is not less than 5 revolutions per minute ( 152 ), then front wheel drive disconnect  28  is engaged ( 148 ).  
         [0049]     If however, the speed of the vehicle  10  as calculated from the rotation of the rear wheels ( 18  and  20 ) is greater than 4.5 miles per hour ( 142 ), the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is greater than 69.5 revolutions per minute and the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is less than 5 revolutions per minute ( 152 ), then front wheel drive disconnect  28  is disengaged ( 140 ).  
         [0050]     Front wheel drive disconnect  28  is also disengaged ( 140 ) if the speed of the vehicle  10  as calculated from the rotation of the rear wheels ( 18  and  20 ) is not greater than 4.5 miles per hour ( 142 ), the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is not greater than ten ( 10 ) revolutions per minute and the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is less than 5 revolutions per minute ( 154 ).  
         [0051]     However, front wheel drive disconnect  28  is not modified if the speed of the vehicle  10  as calculated from the rotation of the rear wheels ( 18  and  20 ) is not greater than 4.5 miles per hour ( 142 ), the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is not greater than 5 revolutions per minute and the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is not less than ten ( 10 ) revolutions per minute ( 154 ), or if front wheel drive disconnect is either engaged ( 148 ) or disengaged ( 140 ), control system moves to transfer node D ( 110 ) and returned to start.  
         [0052]     In  FIG. 2C , from transfer node A ( 122 ), control system moves the portion of the flow chart which primarily determines the left-right engagement torque for differential  30 .  
         [0053]     If the rear wheel speed is not greater than zero ( 158 ), the left-right clutch is not engaged and the control moves to transfer node C ( 160 ) and returns to calculate rear wheel speed ( 130 ) in  FIG. 2A .  
         [0054]     If the rear wheel speed is greater than zero ( 158 ), the left-right engagement torque is calculated ( 162 ). The value of the left-right engagement torque to be applied by differential  30  is determined by using a calculation based as a function of the speed of vehicle  10  as determined by the rotation of the front wheels ( 12  and/or  14 ). In an embodiment, the left-right engagement torque decreases as the speed of vehicle  10  increases. In an embodiment, the formula 
 
Engagement Torque=Maximum Torque−(Front Vehicle Speed*Constant) 
 
 where the Maximum Torque is the left-right engagement torque for a vehicle at rest and Constant is a predetermined value used to linearly decrease the engagement force as the vehicle speed increases. It is to be recognized and understood that the exemplary formula is only one of many formulas which may be used to decrease the left-right engagement torque and may be non-linear as well as linear. 
 
         [0055]     Following calculation of left-right engagement torque ( 162 ), it is determined ( 164 ) whether the calculated left-right engagement torque is less than a predetermined minimum torque. If so, a minimum torque value is assigned ( 166 ) and if not, the calculated torque is used ( 168 ). In either event, the left-right clutch of differential  30  is engaged ( 170 ) using either the assigned minimum or calculated torque value.  
         [0056]     In an embodiment, front wheel drive disconnect  28  is engaged ( 172 ) whenever the left-right clutch of differential  30  is engaged. Following engagement of front wheel drive disconnect  28 , the control system moves to transfer node C ( 160 ) and returns to calculate rear wheel speed ( 130 ) in  FIG. 2A .  
         [0057]     From the above-described flow chart of the control system for vehicle  10 , the front wheel drive disconnect is engaged (1) at vehicle speeds not greater than 4.5 miles per hour and a rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) of between 10 and 199.5 revolutions per minute, or (2) at vehicle speeds greater than 4.5 miles per hour and a rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) of between 69.5 and 199.5 revolutions per minute.  
         [0058]     The front wheel drive disconnect  28  is disengaged if (1) vehicle  10  is over the speed limit, e.g., 59.5 miles per hour, or (2) the rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) is less than 5 revolutions per minute.  
         [0059]     The front wheel drive disconnect state of engagement is neither changed from its prior state to engaged nor disengaged (1) at vehicle speeds not greater than 4.5 miles per hour and a rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) of either between 5 and 10 revolutions per minute or greater than 199.5 revolutions per minute, or (2) at vehicle speeds greater than 4.5 miles per hour and a rotational difference in speed between the rear wheels ( 18  and  20 ) and the front wheels ( 12  and  14 ) of either between 10 and 69.5 revolutions per minute or over 199.5 revolutions per minute.  
         [0060]     Thus, embodiments of the all-terrain or utility vehicle having selectable drive characteristics and method therefore are disclosed. One skilled in the art will appreciate that the present invention can be practiced with embodiments other than those disclosed. The disclosed embodiments are presented for purposes of illustration and not limitation, and the present invention is limited only by the claims that follow.