Abstract:
A motor mounting system for a vehicle is provided comprising a motor carrier frame and a resilient flexible member connecting the motor carrier frame to a chassis of the vehicle. The motor carrier frame comprises an overtravel cage with a portion of the chassis projecting into the cage and being movable in the cage.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to motorized vehicles and, more particularly, to a system for mounting a motor to a chassis. 
     2. Prior Art 
     U.S. Pat. No. 4,821,827 discloses an engine mount for a golf cart having flanges on a chassis and a grommet located between the flanges and attached to a front flange on an engine mounting frame. A need exists for a motor mounting system which is relatively easy to assemble, provides a flexible connection, but limits over-travel, and which can accommodate a relatively small engine receiving area in a chassis. 
     SUMMARY OF THE INVENTION 
     In accordance with one embodiment of the present invention, a motor mounting system for a vehicle is provided comprising a motor carrier frame and a resilient flexible member connecting the motor carrier frame to a chassis of the vehicle. The motor carrier frame comprises an over-travel cage with a portion of the chassis projecting into the cage and being movable in the cage. 
     In accordance with another embodiment of the present invention, a motor mounting system for a motorized vehicle is provided comprising a motor carrier frame and a resilient flexible member connecting the motor carrier frame to a chassis of the vehicle. The resilient flexible member comprises a one-piece member with a first receiving aperture and a second receiving aperture. A portion of a first connection section on the chassis projects into the first receiving aperture and a portion of a second connection section on the motor carrier frame projects into the second receiving aperture. 
     In accordance with another embodiment of the present invention, a motor mounting system for a motorized vehicle is provided comprising a first connection section, a second connection section and a resilient flexible connection. The first connection section is stationarily connected to a chassis of the motorized vehicle. The first connection section comprises a first cantilevered projection. The second connection section is stationarily connected to a motor carrier frame. The second connection section comprises a second cantilevered projection. The resilient flexible connection connects the first and second cantilevered projections to each other. The first and second cantilevered projections project, at least partially, in a same direction from the chassis and the motor carrier frame, respectively. 
     In accordance with one method of the present invention, a method of connecting a motor carrier frame to a chassis of a vehicle is provided comprising steps of providing first and second cantilevered projections extending, at least partially, in a same direction from the chassis and the motor carrier frame, respectively; positioning the first cantilevered projection into a first aperture of a one-piece resilient flexible member; and positioning the second cantilevered projection into a second aperture of the one-piece resilient flexible member. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The foregoing aspects and other features of the present invention are explained in the following description, taken in connection with the accompanying drawings, wherein: 
     FIG. 1 is a perspective view of a golf car incorporating features of the present invention; 
     FIG. 2 is a partial exploded perspective view of some of the components used in the golf car shown in FIG. 1; 
     FIG. 3 is a partial perspective view of a portion of the chassis and the motor carrier frame shown in FIG. 2; 
     FIG. 4 is an enlarged exploded perspective view of the front connection of the motor carrier frame to the chassis shown in FIG. 3; 
     FIG. 5 is a partial perspective view similar to FIG. 3 of an alternate embodiment of the motor mounting system; and 
     FIG. 6 is an enlarged exploded perspective view of the front connection of the motor carrier frame to the chassis shown in FIG.  5 . 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to FIG. 1, there is shown a perspective view of a golf car  10  incorporating features of the present invention. Although the present invention will be described with reference to the embodiments shown in the drawings, it should be understood that the present invention can be embodied in many alternate forms of embodiments. In addition, any suitable size, shape or type of elements or materials could be used. 
     Although the present invention will be described with reference to a golf car, it should be understood that features of the present invention can be embodied in other types of cars and automobiles including other types of turf vehicles. Referring also to FIG. 2, the car  10  generally comprises (among other things) a chassis  12 , a drive system, body parts  18 , tires  20 , brakes (not shown), and a steering system  22 . The car  10  can have either an internal combustion engine drive system or an electric powered drive system. FIG. 2 shows the chassis  12  and the internal combustion engine  14  for the internal combustion engine powered car. As used herein, the term “internal combustion engine” is intended to include any suitable type of internal combustion engine powered by any suitable type of fuel, such as gasoline, natural gas, hydrogen, etc. 
     The engine  14 , in the embodiment shown, is a four cycle engine with an engine block  24 . However, any suitable type of engine could be used. The engine  14  has a drive clutch assembly  26  connected to an output shaft of the engine  14 , an air filter assembly  28 , a muffler  30 , and an electric starter/generator  32 . A belt  33  connects the starter/generator  32  to the drive clutch assembly  26 . Another belt (not shown) connects the drive clutch assembly  26  to a driven assembly  34  on the rear axle assembly  36 . This type of belt transmission is well known, as shown by U.S. Pat. No. 3,727,478, and has been used in golf cars for many years. 
     The car also comprises an engine or motor mounting system for mounting the engine  14  to the chassis  12 . The mounting system generally comprises a motor carrier frame  40 , a front connection  42 , rear springs (not shown), and rear shock absorbers (not shown). The rear springs and shock absorbers are well known in the art, such as disclosed in U.S. Pat. No. 5,597,181 which is hereby incorporated by reference in its entirety. Referring also to FIGS. 3-4, the chassis  12  includes a cross-beam  44  between two side beams  46 . The cross-beam  44  generally defines the front end of the engine receiving area  47  of the chassis  12 . 
     The motor carrier frame  40  generally comprises a general U-shaped member  48 , an engine support surface  50 , and two rear spring/shock absorber mounting sections  52 . However, in alternate embodiments the motor carrier frame could have any suitable configuration. The U-shaped member  48  generally comprises a one-piece bent tube member. However, in alternate embodiments the member  48  could have any suitable shape and need not be from a tubular stock material. The engine support surface  50  is fixedly and stationarily attached to the member  48 , such as by welding. The support surface  50  is preferably formed from a flat plate and comprises engine mounting standoffs  54  and the holes  56  for fasteners (not shown) to attach the engine block  24  to the top surface of the support surface  50 . The two rear mounting sections  52  are each connected to a separate end  58  of the U-shaped member  48 , such as by welding. Each rear mounting section  52  includes holes  60  for fasteners (not shown) to attach the springs, shock absorbers, and rear axle assembly  36  to the motor carrier frame. However, any suitable rear connection configuration could be provided. 
     The front connection  42  generally comprises a first connection section  62 , a resilient flexible member  64 , and a second connection section  66 . The first connection section  62  generally comprises a front end connector  68  fixedly attached to the chassis  12  by fasteners  70 . The front end connector  68  is preferably a one-piece metal member with a base  72  and a cantilevered projection or beam  74 . The base  72  is stationarily mounted on the front side  45  of the chassis cross-beam  44  by the fasteners  70 . However, any suitable means could be used to attach the front end connector  68  to the chassis  12 , such as welding, and at any suitable location. The cantilevered beam  74  extends from the front side  45  in a forward direction; towards the front end of the chassis  12 . In this embodiment the front end of the cantilevered beam  74  includes retainers  76  extending from lateral sides of the beam. However, the retainers need not be provided, or any suitable retainer for retaining the resilient flexible member  64  on the beam  74  could be provided. 
     The second connection section  66  generally comprises a front end connector  78  fixedly attached to the motor carrier frame  40 . The second connection section  66  generally comprises a one-piece member that is welded to the front end of the U-shaped member  48 . However, any suitable means could be used to stationarily attach the second connection section  66  to the motor carrier frame  40 . In addition, the front end connector  78  could be comprised of two or more pieces. Because the second connection section  66  is fixedly and stationarily attached to the U-shaped member  48 , the second connection section  66  essentially becomes part of the motor carrier frame  40 . In this embodiment the front end connector  78  of the second connection section  66  generally comprises a base section  80 , an over-travel cage  82 , and a cantilevered projection or beam  84 . The base section  80  has side flanges with a recess  86  that receives part of the U-shaped member  48 . The over-travel cage  82  has a general loop or ring shape with a center aperture  88 . In this embodiment the cage  82  has a general rectangular shape, but any suitable shape could be provided. A bottom end of the cage  82  is attached to the base section  80 . In this embodiment the cage  82  extends in a general cantilever fashion upward and forward at an angle relative to the base section  80 . However, any suitable orientation could be provided. The cantilevered beam  84  extends in a general cantilever fashion from the bottom of the cage  82  in a forward direction substantially parallel to the top beam  74  of the chassis&#39; front end connector  68 . However, because of movement of the motor carrier frame  40  relative to the chassis  12 , the two beams  74 , 84  will have yaw, pitch, roll, vertical and horizontal movement relative to each other during movement of the car  10 . In this embodiment the front end of the bottom beam  84  includes retainers  90  extending from lateral sides of the beam. However, the retainers need not be provided, or any suitable retainer for retaining the resilient flexible member  64  on the beam  84  could be provided. 
     The resilient flexible member  64  is preferably a one-piece member comprised of a resilient rubber or polymer material. However, in alternate embodiments the member  64  could be comprised of multiple pieces. The resilient member  64  generally comprises two mounting apertures  92 , 94  and a hollowed area  96 . The member  64  has a general rectangular block shape, but any suitable shape could be provided. The resilient member  64  is mounted on the two beams  74 , 84  and functions to connect the two beams  74 , 84  to each other. The top beam  74  extends into and through the top aperture  92 . The bottom beam  84  extends into and through the bottom aperture  94 . The height and width of the beams  74 , 84  are substantially the same as the height and width of the apertures  92 , 94  except at the front ends of the beams. More specifically, the retainers  76 , 90  make the front ends of the beams  74 , 84  wider than the apertures  92 , 94 . Thus, once the resilient member  64  is mounted on the beams  74 , 84  with the front ends of the beams extending past the front end of the resilient member  64 , the retainers  76 , 90  assist in preventing the resilient member  64  from inadvertently moving in a forward direction and coming off of the beams  74 , 84 . 
     As seen best in FIGS. 2 and 3, with the resilient member  64  mounted on the two beams  74 , 84 , the resilient member  64  connects the two beams to each other thereby connecting cross-beam  44  of the chassis  12  with the front end of the motor carrier frame  40 . This is a resilient flexible connection. Thus, as the rear wheels of the car  10  move up and down relative to the chassis  12  as the car  10  moves, the rear axle assembly  36  (connected to the rear end of the carrier frame  40 ) twists, and turns and moves up and down. The resilient flexible member  64  allows the chassis and motor carrier frame to stay connected to each other at the front end of the motor carrier frame with the two beams  74 , 84  being able to yaw, pitch, roll and vertically move up and down relative to each other. The stiffness of the connection between the two beams  74 , 84  can be selected to be any suitable stiffness or resiliency by means of selection of material(s) for the member  64  and selection of appropriate dimensions for the member  64 . 
     The front connection  42 , in addition to the fixed resilient connection provided by the resilient flexible member  64 , also provides an over-travel prevention feature. More specifically, the configuration of the front connection  42  limits the maximum amount of vertical and horizontal movement of the two connection sections  62 , 66  relative to each other. This is accomplished by means of the top beam  74  extending into the over-travel cage  82  and a portion of the resilient flexible member  64  being located or sandwiched between the two beams. The height of the aperture  88  is preferably larger than the height of the member  64  between the aperture  94  and the top surface of the member  64 . The width of the aperture  88  is also preferably larger than the width of the member  64 . However, in alternate embodiments the widths and/or the heights could be the same. The resilient member  64  can be compressed between the two beams, but only a limited amount. The size and shape of the aperture  96  can be selected to provide any suitable deformation characteristics for the resilient member  64 . The resilient member  64  can also stretch between the two beams  74 , 84 , but only a limited amount because the top of the cage  82  will contact the top of the resilient member  64 , thereby limiting travel. Likewise, left and right relative movement of the two connection sections  62 , 66  relative to each other will be limited by contact of the cage  82  with left and right sides of the resilient member  64  proximate the top beam  74 . Thus, an over-travel prevention feature is also provided for both vertical and horizontal directions. 
     One of the features of the present invention is in regard to assembly of the car  10 . The front connection  42  allows the motor carrier frame  40  (perhaps with the motor  14  already attached) to be easily located relative to the chassis  12  with the top beam  74  merely being located into the aperture  88  of the cage  82 . Interaction between the top beam  74  and the cage  82  can be used during the assembly process as a pre-connection (before the resilient member  64  is connected) to limit movement of the motor carrier frame  40  relative to the chassis  12 . The rear mounting sections  52  (which can already have the rear axle assembly  36  attached) can then be connected to the chassis  12  by the springs and shock absorbers. The resilient member  64  can then be mounted on the two beams  74 , 84  to complete the connection of the motor carrier frame  40  to the chassis. The resilient member  64  can be connected to the beams  74 , 84  at the same time by merely locating the apertures  92 , 94  in front of the beams  74 , 84  and moving the member  64  with a single stroke in a rearward direction. In an alternate method the member  64  could be mounted to the beams  74 , 84  one at a time and could be connected to one of the beams before the cage  82  is positioned around the top beam  74 . 
     Another feature of the present invention is that the present invention allows the front connection  42  to be located outside the engine receiving area  47 . This is because the front connection  42  is located in front of the chassis cross-beam  44  rather than behind the cross-beam. This can allow the area  47  to be smaller than in conventional golf cars and/or can allow the motor carrier frame  40  to be longer with reduced amounts of movement at the front connection  42  because of the longer length. However, in an alternate embodiment, the front connection could be located in the engine receiving area if desired. 
     Referring now to FIGS. 5 and 6, another embodiment of the present invention is shown. In this embodiment the front end connection  100  generally comprises a first connection member  102 , a second connection member  104 , and a resilient flexible member  106 . The first connection member  102  is substantially the same as the member  68 , is attached to the front face  45  of the chassis cross-beam  44 , and has its cantilevered beam  108  extend in a forward direction. The resilient flexible member  106  is substantially the same as the member  64  with two apertures  110 , 112 , but a smaller stiffness reducing aperture  114 . The second connection member  104  generally comprises a base section  116 , a cantilevered beam  118 , a top over-travel blocker  120 , a center aperture  122  and transverse side walls  124 . The base section  116  is preferably welded to the frame  48  of the motor carrier frame  40 . The bottom beam  118  extends into the aperture  112 . The top blocker  120  is located above the top surface of the member  106 . The distance between the top blocker  120  and the bottom beam  118  is larger than the distance between the aperture  112  and the top of the member  106 . The member  106  is located in front of the aperture  122  rather than in the aperture  122 . In this embodiment the top end of the second connection member  104  is not forward angled relative to the base section  116 . The transverse side wall  124  function as stiffeners to retain the second connection member  104  as a rigid structure. The two beams  108 , 118  can yaw, pitch, roll, vertically and horizontally move relative to each other with a fixed resiliently flexible connection being maintained by the member  106  and, over-travel prevention (which might otherwise permanently deform member  106 ) being provided by the top over-travel blocker  120  and the top beam  108  being located in the aperture  122 . Thus, the portion of the second connection member  104  surrounding the aperture  122  forms an over-travel cage for the top beam  108  in the aperture  122 . In an alternate embodiment the beams  108 , 118  could project in different or reverse directions. 
     It should be understood that the foregoing description is only illustrative of the invention. Various alternatives and modifications can be devised by those skilled in the art without departing from the invention. Accordingly, the present invention is intended to embrace all such alternatives, modifications and variances which fall within the scope of the appended claims.