Abstract:
A dual chassis with multi-directional transmission includes a front chassis and a rear chassis that can be united to function as a traditional unitary chassis or can be separated to become two independently, but connected, chassis that can traverse uneven terrain during ground movement. The multi-directional transmission serves to increase the distance between the two chassis and enable them to travel at differing vertical and horizontal angles with respect to the surface of the earth. As part of the multi-directional transmission, a central multi-directional mechanism connects a medial portion of said front chassis to a medial portion of said rear chassis to selectively allow for the independent horizontal and vertical movement of said front and rear chassis when traversing uneven terrain.

Description:
RELATED APPLICATIONS INCORPORATED BY REFERENCE 
       [0001]    This patent application is a continuation of U.S. patent application Ser. No. 11/439,799 filed on May 23, 2006, entitled “Central Multi Directional Transmission System” and which is incorporated herein by reference in its entirety. 
     
    
     BACKGROUND OF THE INVENTION 
       [0002]    The present invention relates generally to directional transmission systems and, more specifically, to a new chassis with a central multi direction transmission system that works activating each of its mechanisms or gears with electric motors or hydraulic injection motors. 
         [0003]    The present invention provides a totally different chassis then that which exists in the market, providing an innovation of a central mechanism in the chassis, which main function consists on a system that will drive its force multi directionally, semi mechanisms that allow the vehicle&#39;s ample mobility and grip as needed on hard to reach terrain. 
         [0004]    When the central mechanism is activated to both sides on first position and opening and closing the main central piston, will ride imaging a worm, this will make it strong and safe on any hard to reach terrain due to the fact that this mechanism makes it even more self protected because of its multiple positions. 
         [0005]    The novelty consists in two half chassis joined by the central mechanism with a maximum torsion of 50° between each other, bending its mechanism 60° to both sides with the mechanism on first position turning the mechanism 90° to the left will put it in position to bring it up or down. 
         [0006]    The distinguishing characteristics of this novel chassis are the chassis is formed on its frontal part by a half chassis attached in a second chassis joined by a multi direction central mechanism, its two bars and its semi mechanisms. When chassis is connected to its two bars, it will work as a traditional chassis with little torsion. The novelty consists in the essential technical characteristics that this new invention withholds in order to be activated in all of its following positions and functions. The first step will be deactivate and retract the two central bars that will be embedded in the half chassis tips and will be deactivated retracting them and will come in and out on pressure into the second chassis and will be attached by an automatic pressure lock by its two hydraulic pistons generating a primary gap between the two half chasses, these bars when retracted will be embedded in their pistons and in the half chassis tips. A second gap will be given when opening the central hydraulic piston lineally separating both half chasses. The piston will attach to its stable side to the back chassis on the secondary bridge. The second moving part consists in the central hexagonal bar which is guided on a bearing in its hexagonal guide placed in the back chassis center of the front bridge that will allow the hexagonal bar&#39;s displacement in a lineal form in its back half chassis when these two bars open, the central piston will give a maximum gap to allow the flexion of its main or initial position. In this position the central mechanism will be ready to be activated by its main worm screw that transfers the strength to the central gear placed in its peripheral section to the hexagonal central bar in its central part, the transference on this said force is obtained by three gears that allow the flexion of the mechanism with the strength of an electric motor, the mechanism will give a turn of 60° or more in the chassis. This will allow it to make “U” turns in only one maneuver and in a reduced space using the vehicles normal traction and direction, added to the flexion of the mechanism. This new multi direction chassis, has a second important position that will come to place when turning the hexagonal central bar with its auxiliary mechanism that is mounted in the hexagonal central bar, semi attached to the front bridge of its half chassis between the initial position and the second position and contains two bumps that are 90° one from the other attached to the inner part of this half chassis. In the same bridge, in the inner part of the two bumps consists an opposite bump that is one that will allow the mechanism to turn to its original position and to the second position. This opposite bump is mounted in the central bar and it can be moved to its front part to allow the mechanism to turn 360° or more accordingly to the terrain difficulty. For this multi direction mechanism to turn 360° the brake disc must be loose from the central brake and open or separate the clutch mechanism gear to set free the central mechanism from the shock absorbers which can stay in the primary position or second position when the opposite bump returns electromechanically from position to the turning position of 90° the disc brake will be controlled voluntarily depending on the conditions of the terrain with the brake drum. 
         [0007]    This multi direction mechanism will be activated by its main worm screw in any of its two positions that move the three main gears. In the secondary position the mechanism will go up and down. The efficiency of the multi direction chassis of the present invention also resides in other fundamental part in the front half chassis between the back bridge and the two shock absorbers and counts with a geared clutch mechanism mounted in the central bar guide and next to the disc brake. Mounted and attached to the central bar in its frontal part, the bar will pass the bridge guided by a bearing, where the main torsion will take place, between two half chassis, this torsion difference will be of 50° or more. The disc brake has to be 100% on its braking position when the vehicle is functioning on the highway, to avoid the torsion and maintain the stability of a traditional chassis when this new chassis runs on hard to reach terrain. The brake will be gradually liberated when its required to maintain better traction and access over the terrain, the torsion of the two half chassis will be mitigated by two shock absorbers and placed in perpendicular position in the front half chassis in the respective tracks and hooked from its moving parts to the central front to avoid that both chassis move in a harsh way during the traction due to the matter that both chassis are connected in this position only by its central bar and multi direction mechanism. The first left shock absorber is located in the inner central part of the front half chassis in the front of the gear clutch in the central bar attached at one distal end to the upper part of the main arm. The main arm is mounted on the front end of the main central bar and has a vertical initial position of 90° according to its second arm in its initial position with the vehicle leveled at 0° of torsion, including the 90° turn of the central mechanism, 50° of each side and the 25° of torsion. These degrees of torsion are included in the 50° torsion on each side, the 50° or more will accrue when lifting or bringing down one wheel or a vehicles corner, leaving the other half chassis in a horizontal position or 0° of torsion. 
         [0008]    Other main objectives of the present invention is that when driving the vehicle in hard to reach terrain, the torsion is divided in two half chassis that will be 25° or more each half chassis. For example, 36° one half chassis and 14° the other half chassis or 39° one half chassis and 11° the other half chassis and 44 one half chassis and 46 other half chassis, according to the terrain for which it is designed for. 
       DRAWING 
       [0009]    The left shock absorber is supported by a second right shock absorber attached to a second arm. 
         [0010]    The central mechanism will put the front half chassis in two other positions, when the chassis is leveled or not leveled, it will lift both front corners, one at a time, and is done by calculating a lighter weight or cargo on the front part or leave the back portion for cargo. To lift the right wheel or corner of the front chassis it has to have its two bars deactivated and the mechanism being in its initial or second position with the front central disc brake applied 100% and when the turning gear is activated to its left side, it will lift the right wheel and corner. To lift the left wheel or corner of the front chassis, the brake must be applied 100%. 
         [0011]    The multi direction chassis of the present invention can be positioned in all directions making it of easier maneuverability off the road, therefore with the new chassis it will maintain a more efficient traction then the existing all terrain vehicles. This new invention allows the vehicle to drive over straight obstacles of up to 33 inches or more in height. 
         [0012]    This new chassis has another new important characteristic, it will be able to turn over by itself, first, it will turn over the lighter half chassis, the first step will be to apply the central disc brake 100% when activating the back turning mechanism in any of its both ways. 
         [0013]    Having a half chassis in its normal position, the second step will be to activate a counterbalance system to make the half chassis on normal position heavier, this counterbalance could be any liquid or fuel and when the turning mechanism is applied again, in any of its both ways with the brake disc applied 100% the lighter chassis will turn over. 
       DESCRIPTION OF THE PRIOR ART 
       [0014]    There are other all terrain vehicles designed for off road. Typical of these in U.S. Pat. No. 4,074,784 issued to Lee et al. on Feb. 21, 1978. 
         [0015]    Another patent was issued to McColl on May 8, 1979 as U.S. Pat. No. 4,153,265. Yet another U.S. Pat. No. 4,223,904 was issued to McColl on Sep. 23, 1980 and still yet another was issued on May 12, 1981 to Lauber as U.S. Pat. No. 4,266,627. 
         [0016]    Another patent was issued to van der Lely on Feb. 21, 1984 as U.S. Pat. No. 4,432,427. Yet another U.S. Pat. No. 4,932,491 was issued to Collins, Jr. on Jun. 12, 1990. Another was issued to Schempf et al. on Nov. 15, 1994 as U.S. Pat. No. 5,363,935 and still yet another was issued on Sep. 5, 2000 to Wilcox et al. as U.S. Pat. No. 6,112,843. 
         [0017]    Another patent was issued to Won on Jul. 24, 2001 as U.S. Pat. No. 6,263,989. Yet another U.S. Pat. No. 6,267,196 was issued to Wilcox on Jul. 31, 2001. 
         [0018]    U.S. Pat. No. 4,074,784 
         [0019]    Inventor: Arthur L. Lee et al. 
         [0020]    Issued: Feb. 21, 1978 
         [0021]    The haulage vehicle has a frame member with separate front and rear sections that are connected to each other by universal means and are free to articulate in a plurality of planes. The frame rear section has a transversely mounted rear axle adjacent the rear portion on which a pair of propelling wheels are mounted and a transversely mounted intermediate axle adjacent the front portion of the frame rear section on which a pair of intermediate propelling wheels are mounted. The frame front section has a transversely mounted front axle on which a pair of front propelling wheels are mounted. Separate propelling motors are mounted adjacent each of the propelling wheels and are drivingly connected to the adjacent propelling wheel. All of the propelling wheels are steerable and the drive motors are movable therewith. A body member is supported on the frame rear section and a boom member is supported on the frame front section. The boom member is connected to the body member by a plurality of longitudinally extending flexible plates, so that the boom and body members are free to articulate in a plurality of planes. Endless conveying means are positioned in the longitudinal haulage compartment formed by the body and boom members. With this arrangement all of the propelling wheels on the haulage vehicle remain in contact with the ground as the haulage vehicle moves over uneven terrain and the haulage vehicle follows the contour of the uneven terrain. 
         [0022]    U.S. Pat. No. 4,153,265 
         [0023]    Inventor: Bruce J. McColl Issued: May 8, 1979 
         [0024]    A high-mobility wheeled vehicle for transporting long loads over roadless terrain. The vehicle has front and rear quad wheel assemblies pivotally connected to a centrally disposed elongated bed frame so as to permit lateral rotation of these assemblies about the longitudinal axis of the frame. A roll control means interconnects the quad wheel assemblies and the bed frame to proportionately control the relative angular movement. The wheels of each quad wheel assembly are paired together by walking beam members, thus providing a suspension system having balanced load distribution between the wheels over a wide range of terrain roughness conditions. A differential drive system provides a balanced distribution of power to each wheel on both assemblies under all wheel drive conditions. Preferably, each of these wheels is steerable and the steering control means provides for oblique travel in conjunction with conventional steering. 
         [0025]    U.S. Pat. No. 4,223,904 
         [0026]    Inventor: Bruce J. McColl Issued: Sep. 23, 1980 
         [0027]    A high mobility wheeled vehicle for transporting long loads, such as trimmed tree trunks or whole trees, over roadless terrain. The vehicle has front and rear quad wheel assemblies pivotally connected to a centrally disposed elongated bed frame so as to permit lateral rotation of these assemblies about a roll axis disposed below and parallel to the longitudinal axis of the bed frame. A linkage type roll control means interconnects the quad wheel assemblies and the bed frame to proportionately control the relative angular movement of the bed frame with respect to the quad wheel assemblies. The roll control means includes a plurality of interconnected links plus a pair of power extensible links for selectively adjusting the steady state position of the vehicle bed relative to the quad wheel assemblies in either direction. In a modification, parallel links are employed to interconnect the quad wheel assemblies with pivotally mounted load supporting cradles. 
         [0028]    U.S. Pat. No. 4,266,627 
         [0029]    Inventor: Ernst Lauber Issued: May 12, 1981 
         [0030]    A traveling assembly, especially a wheel suspension, for a vehicle capable of rolling and stepping or walking travel upon a regular or uneven surface, e.g. for cranes, excavators, construction, earth-moving, mining and other machinery in which wheels are articulated at the ends of legs which, in turn, are pivotally connected to a support structure. The legs themselves are formed with telescoping support elements which can be extended and retracted while a fluid-pressure cylinder can be provided to pivot the arm which is articulated to the lower end of the leg and which carries the wheel. 
         [0031]    U.S. Pat. No. 4,432,427 
         [0032]    Inventor: Cornelis van der Lely 
         [0033]    Issued: Feb. 21, 1984 
         [0034]    A tractor has three pairs of ground wheels: front and rear steerable pairs which cooperate to steer the tractor, and a central pair. The central pair of wheels each are connected to the frame through a hydraulic cylinder and piston assembly which can be controlled to raise those wheels above the ground or to lower the wheels to engage the ground. The central wheels can be the same as the other wheels or traction caged wheels of hallow beams wherein a hub is connected to outer fellies with spokes. Supports interconnect the fellies at the inner or outer sides. All of the wheels can be driven independently by an engine and the central wheels are each detachable from a driven axle. The hub of the central wheels includes an outer cylindrical sleeve to which and end plate and the spokes are affixed. Each wheel is mounted on a hydraulic motor which is mounted on the tractor&#39;s frame, the forward and rear motors being turnable with the wheels mounted thereon. Hydraulically actuated three-point lift devices are provided on the tractor frame to extend forward between the front two wheels and rearwardly between the two rear wheels. Front and rear power take-off shafts are also provided. Power is provided by an engine located between the axes of rotation of the front and central wheels which energized a hydraulic pump that in turn, separately powers each of the hydraulic motors and the other hydraulic actuated mechanisms. 
         [0035]    U.S. Pat. No.  4 , 932 , 491  Inventor: Earl R. Collins, Jr. Issued: Jun. 12, 1990 
         [0036]    A rough terrain vehicle is described which includes auxiliary wheels that can be deployed to avoid overturning the vehicle when turning while traversing a slope, to climb an embankment or the like, and to right the vehicle when it is overturned. The vehicle includes a pair of front and rear primary wheels, and a pair of auxiliary arms having inner ends pivotally mounted on the front wheel axes and outer ends that carry auxiliary wheels. A motor can turn the arms to move the auxiliary wheels from a stowed position about halfway between the front and rear wheels and above the ground, to a second position against the ground to stabilize the vehicle. The arms can be turned more than 180 degree to move the auxiliary wheels in front of the front primary wheels to help climb an embankment. The primary wheels can be mounted at the end of primary front wheels but also the inner ends of the auxiliary arms. 
         [0037]    U.S. Pat. No. 5,363,935 
         [0038]    Inventor: Hagen Schempf et al. 
         [0039]    Issued: Nov. 15, 1994 
         [0040]    A reconfigurable mobile vehicle having at least one endless driven member and a motor for driving the endless member on a surface capable of supporting a magnetic circuit. The vehicle is equipped with a magnetic system that comprises a magnet, a fixed magnetic circuit member, and a movable magnetic circuit member for establishing first and second magnetic circuits. A clutch is provided to selectively connect the movable magnet circuit member to the motor to move the movable magnetic circuit member between a first position wherein the first magnetic circuit is established such that the endless driven member can magnetically engage the surface and a second position wherein the second magnetic circuit is established such that the endless member does not magnetically engage the surface. The vehicle is equipped with sensing apparatuses for analyzing the structural integrity of the surface upon which the vehicle is riding and is also equipped with acoustical positioning apparatus for assisting the operating personnel and computer in locating and controlling the vehicle&#39;s position within an enclosed environment. The vehicle is also equipped with a tether line that is issued to facilitate the transfer of control power/data between the vehicle and the various operating components attached thereto and a control console located remote from the vehicle. The tether line is also used to deploy and retrieve the vehicle. 
         [0041]    U.S. Pat. No. 6,112,843 
         [0042]    Inventor: Brian H. Wilcox et al. 
         [0043]    Issued: Sep. 5, 2000 
         [0044]    A vehicle, for driving over a ground surface, has a body with a left side, a right side, a front and a back. The vehicle includes left and right drive mechanisms. Each mechanism includes first and second traction elements for engaging the ground surface and transmitting a driving force between the vehicle and ground surface. Each mechanism includes first and second arms coupled to the first and second traction elements for relative rotation about first and second axis respectively. Each mechanism includes a rotor having a third axis, the rotor coupled to the body for rotation about the third axis and coupled to the first and second arms for relative rotation about the third axis. The mechanism includes first and second drive motors for driving the first and second traction elements and first and second transmissions, driven by the first and second motors and engaging is the rotor. Driving the first and second traction elements simultaneously rotates the rotor relative to the first and second arms, respectively. 
         [0045]    U.S. Pat. No. 6,263,989 
         [0046]    Inventor: Chikyung Won Issued: Jul. 24, 2001 
         [0047]    An articulated tracked vehicle that has a main section, which includes a main frame, and a forward section. The main frame has two sides and a front end, and includes a pair of parallel main tracks. Each main track includes a flexible continuous belt coupled to a corresponding side of the main frame. The forward section includes an elongated arm. One end of the arm is pivotally coupled to the main frame near the forward end of the main frame about a transverse axis that is generally perpendicular to the sides of the main frame. The arm has a length sufficiently long to allow the forward section to extend below the main section in at least some degrees of rotation of the arm, and a length shorter than the length of the main section. The center of mass of the main section is located forward of the rearmost point reached by the end of the arm in its pivoting about the transverse axis. The main section is contained within the volume defined by the main tracks and is symmetrical about a horizontal plane, thereby allowing inverted operation of the robot. 
         [0048]    U.S. Pat. No. 6,267, 196 
         [0049]    Inventor: Brian H. Wilcox et al. 
         [0050]    Issued: Jul. 31, 2001 
         [0051]    A vehicle, for driving over a ground surface, has a body with a left side, a right side, a front and a back. The vehicle includes left and right drive mechanisms. Each mechanism includes first and second traction elements for engaging the ground surface and transmitting a driving force between the vehicle and ground surface. Each mechanism includes first and second arms coupled to the first and second traction elements for relative rotation about first and second axis respectively. Each mechanism includes a rotor having a third axis, the rotor coupled to the body for rotation about the third axis and coupled to the first and second arms for relative rotation about the third axis. The mechanism includes first and second drive motors for driving the first and second traction elements and first and second transmissions, driven by the first and second motors and engaging the rotor. Driving the first and second traction elements simultaneously rotates the rotor relative to the first and second arms, respectively. 
         [0052]    While these all terrain vehicles may be suitable for the purposed for which they were designed, they would not be as suitable for the purposes of the present invention, as hereinafter described. 
       SUMMARY OF THE PRESENT INVENTION 
       [0053]    A primary object of the present invention is to provide a new chassis with a multi direction mechanism and form of chassis that is different to existing chassis found on the market today in a versatile all terrain vehicle. 
         [0054]    Another object of the present invention is to provide a central multi directional transmission system that works activating each of its mechanisms or gears with electric motors or hydraulic injection motors. 
         [0055]    Yet another object of the present invention is to provide a central multi directional transmission system that will drive its force multi directionally, with semi mechanisms that allow the vehicle&#39;s ample mobility and grip as needed on hard to reach terrain. 
         [0056]    Still yet another object of the present invention is to provide a central multi directional transmission system that when the central mechanism is activated to both sides on first position and opening and closing the main central piston, will ride imaging a worm, this will make it strong and safe on any hard to reach terrain due to the fact that this mechanism makes it even more self protected because of its multiple positions. 
         [0057]    Another object of the present invention is to provide a central multi directional transmission system that consists in two half chassis joined by the central mechanism with a maximum torsion of 50° or more between each other, bending its mechanism 60° to both sides with the mechanism on first position turning the mechanism 90° to the left will put it in position to bring it up or down. 
         [0058]    Yet another object of the present invention is to provide a central multi directional transmission system that the chassis is formed on its frontal party by a half chassis attached in a second chassis joined by the multi direction central mechanism, its two bars and its semi mechanisms. 
         [0059]    Still yet another object of the present invention is to provide a central multi directional transmission system that will be deactivate and retract the two central bars that will be embedded in the half chassis tips and will be deactivated retracting them and will come in and out on pressure into the second chassis and will be attached by an automatic pressure lock by its two hydraulic pistons generating a primary gap between the two half chasses, these bars when retracted will be embedded in their pistons and in the half chassis tips. 
         [0060]    Additional objects of the present invention will appear as the description proceeds. 
         [0061]    The present invention overcomes the shortcomings of the prior arty by providing a central multi directional transmission system that a second gap will be given when opening the central hydraulic piston lineally separating both half chasses. This piston will attach to its stable side to the back chassis on the secondary bridge. The second moving part consists in the central hexagonal bar which is guided on a bearing in its hexagonal guide placed in the back chassis center of the front bridge that will allow the hexagonal bar&#39;s displacement in a lineal form in its back half chassis when these two bars open, the central piston will give a maximum gap to allow the flexion of its main or initial position. In this position the central mechanism will be ready to be activated by its main worm screw that transfers the strength to the central gear placed in its peripheral section to the hexagonal central bar in its central part, the transference on this said force is obtained by three gears that allow the flexion of the mechanism with the strength of an electric motor, the mechanism will give a turn of 60° or more in the chassis. This will allow it to make “U” turns IN only one maneuver and in a reduced space using the vehicles normal traction and direction, added to the flexion of the mechanism. 
         [0062]    The foregoing and other objects and advantages will appear from the description to follow. In the description reference is made to the accompanying drawing, which forms a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments will be described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that other embodiments may be utilized and that structural changes may be made without departing from the scope of the invention. In the accompanying drawing, like reference characters designate the same or similar parts throughout the several views. 
         [0063]    The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is best defined by the appended claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS FIGURES 
         [0064]    In order that the invention may be more fully understood, it will now be described, by way of example, with reference to the accompanying drawing in which: 
           [0065]      FIG. 1  is an illustrative view of the central multi direction transmission system of the present invention in use. 
           [0066]      FIG. 2  is a perspective view of the multi direction transmission system of the present invention. 
           [0067]      FIG. 3  is a perspective view of the present invention with central bars retracted. 
           [0068]      FIG. 4  is a detailed view of the multi direction transmission system of the present invention. 
           [0069]      FIG. 5  is a detailed view of the present invention with central bars retracted to a primary gap. 
           [0070]      FIG. 6  is a detailed view of the present invention with central bars retracted to a maximum gap. 
           [0071]      FIG. 7  is a detailed view of the central multi direction transmission system of the present invention. 
           [0072]      FIG. 8  is a detailed view of the central multi direction transmission system of the present invention. 
           [0073]      FIG. 9  is an exploded view of the central multi direction system of the present invention. 
           [0074]      FIG. 10  is a top view showing the flexion process of the present invention. 
           [0075]      FIG. 11  is a top view showing the flexion process of the present invention. 
           [0076]      FIG. 12  is a side view of the present invention prior to flexion. 
           [0077]      FIG. 13  is a side view of step two of the flexion process of the present invention. 
           [0078]      FIG. 14  is a side view of step three of the flexion process of the present invention. 
           [0079]      FIG. 15  is a side view of step four of the flexion process of the present invention. 
           [0080]      FIG. 16  is a side view of step five of the flexion process of the present invention. 
           [0081]      FIG. 17  is a side view of step six of the flexion process of the present invention. 
       
    
    
     DESCRIPTION OF THE REFERENCE NUMERALS 
       [0082]    Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, the figures illustrate the Dual Chassis Frame with Multi-Directional Transmission of the present invention. With regard to the reference numerals used, the following numbering is used throughout the various drawings figures. 
         [0083]      10  Dual Chassis Frame with Multi-Directional Transmission of the present invention 
         [0084]      12  front chassis 
         [0085]      14  rear chassis 
         [0086]      16  multi-directional transmission 
         [0087]      17  central multi-directional mechanism 
         [0088]      18  fixed wheel 
         [0089]      20  retractable wheel 
         [0090]      22  side frame of  12   
         [0091]      23  side frame of  14   
         [0092]      24  first bridge of  14   
         [0093]      26  rear bridge of  14   
         [0094]      28  secondary bridge of  14   
         [0095]      30  central bar 
         [0096]      32  front bridge of  12   
         [0097]      34  rear bridge of  12   
         [0098]      36  central hydraulic piston 
         [0099]      38  shaft of  36   
         [0100]      40  hexagonal bar 
         [0101]      42  main bar 
         [0102]      44  bump 
         [0103]      46  central disc brake 
         [0104]      48  clutch gear 
         [0105]      50  back central gear 
         [0106]      52  arm support of  30   
         [0107]      54  shock absorber 
         [0108]      56  turning auxiliary mechanism 
         [0109]      58  bearing guide 
         [0110]      60  pressure lock 
         [0111]      62  main central gear 
         [0112]      64  main worm screw 
         [0113]      66  worm drive of  56   
         [0114]      68  primary gap 
         [0115]      70  second gap 
         [0116]      72  union 
         [0117]      74  cardan 
         [0118]      76  yoke 
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0119]    The following discussion describes in detail one embodiment of the invention (and several variations of that embodiment). This discussion should not be construed, however, as limiting the invention to those particular embodiments, practitioners skilled in the art will recognize numerous other embodiments as well. For definition of the complete scope of the invention, the reader is directed to appended claims. 
         [0120]      FIG. 1  is an illustrative view of the central multi direction transmission system of the present invention  10  in use. The present invention  10  refers to a dual chassis frame having a unifiable front chassis  12  and rear chassis  14  with a central multi direction transmission system  16  that works by activating each of its mechanisms or gears with electric motors or hydraulic injection motors. The object of the invention  10  is to provide a totally different chassis then the ones that exist in the market, based in the innovation of a central multi directional mechanism  17  in the chassis which main function consists on a system that will drive its force multi directionally, semi mechanisms that allow the vehicle&#39;s ample mobility and grip as needed on hard to reach terrain as shown in illustration. When the central multi-directional mechanism  17  is activated both sides, left or right, on first position and opening and closing the main central piston, will ride imaging a worm, making it strong and safe on any hard to reach terrain due to this mechanism that makes it even more self protected because of its multiple positions. The novelty consists in the front chassis  12  and the rear chassis  14  joined by the central multi-directional mechanism  17  with maximum torsion of 50° or more between each other, bending its mechanism  17  60° to both sides with the mechanism  17  on first position turning the mechanism  17  90° to the left will put in position to bring it up or down. The front chassis  12  and rear chassis  14  each have a pair of distally disposed fixed wheels  18  and medially disposed retractable wheels  20 . 
         [0121]      FIG. 2  is a perspective view of the multi direction transmission system of the present invention  10 . The present invention  10  is a dual chassis with a central multi-direction transmission  16  shown as a traditional unified chassis. The front chassis  12  and rear chassis  14  are joined together by two central bars  30  and the multi direction mechanism  17 . When the front chassis  12  and the rear chassis  14  are connected by the two central bars  30 , it works as a traditional chassis with little torsion. The novelty consists in the essential technical characteristics that the present invention  10  withholds in order to activate all positions and functions. 
         [0122]    Shown is the present invention  10  during the initial transitional phase between unified chassis operation and dual chassis operation with the central bars  30  extended from the front chassis  12  but still secured to the rear chassis  14  and the retractable wheels  20  lowered to the operational position. The retractable wheels  20  are in the raised position during unified chassis operation. 
         [0123]    The front chassis  12  comprises a pair of side frames  22  connected by a front bridge  32  and a rear bridge  34 . The rear chassis  14  comprises a pair of side frames  23  connected by the first bridge  24  and a rear bridge  26  with a secondary bridge  28  disposed therebetween. 
         [0124]      FIG. 3  is a perspective view of the present invention  10  with the central bars  30  retracted. The present invention  10  is a dual chassis with a central multi-direction transmission system  10  shown with front chassis  12  and the rear chassis  14  with the two retracted central bars  30  retracted upon release of the pressure locks  60  and joined only by the multi direction central mechanism  17  thereby forming a gap between the front chassis  12  and the rear chassis  14 . On its first position and the central hydraulic piston  36  opened, and the multidirection mechanisms will be ready to be activated in all of their multiple positions. 
         [0125]      FIG. 4  is a detailed view of the multi direction transmission system of the present invention  10 . The present invention  10  is shown with the front chassis  12  and the rear chassis  14  connected. To operate the system the first step is to deactivate and retract the two central bars  30  within the half chassis tips. They are deactivated, retracting them in or out on pressure into the front chassis  12  and are attached by automatic pressure locks  60  and by its two hydraulic pistons, generating a primary gap between the two chassis. 
         [0126]      FIG. 5  is a detailed view of the present invention  10  with central bars  30  retracted to a primary gap during the transition to dual chassis operation mode. To operate the system, the first step is to deactivate and retract the two central bars  30  within the tips of the side frames  22  of the front chassis  12 . They are deactivated, retracting them in or out on pressure into the front chassis  12  and are attached by automatic pressure locks  60  and by its two hydraulic pistons, generating a primary gap  68  between the front chassis  12  and the rear chassis  14  which are now only joined by the central multi-directional mechanism  17 . 
         [0127]      FIG. 6  is a detailed view of the present invention  10  with the shaft  38  of the central hydraulic piston  36  extended to form a maximum gap separating the front chassis  12  from the rear chassis  14 . The central hydraulic piston  36  will attach on its stable side to the rear chassis  14  on the secondary bridge. The second moving part consists in the central hexagonal bar  40  which is guided on a bearing  58  in its hexagonal guide placed in the first bridge  24  of the rear chassis  14  that will allow for the hexagonal bar&#39;s  40  displacement in a lineal form in the rear chassis  14  and when the two central bars  30  open and the central hydraulic piston  36  is fully extended will add a second gap  70  to the primary gap  68  to provide a maximum gap to allow the flexion of its main or initial position and in this position the central multi-directional mechanism  17  will be ready to be activated by its main worm screw  64  that transfers the strength to the main central gear  62  placed in its peripheral section to the hexagonal center bar  40  in its central part, the transference of said force is obtained by three gears that allow the flexion of the mechanism and with the strength of an electric motor. The advancement of the horizontal bar  40  is affected by turning auxiliary mechanism  56  and it&#39;s related worm drive  66  to result in the rotation thereof thus turning the central multi-directional mechanism  17  to the vertical position. 
         [0128]      FIG. 7  is a detailed view of the present invention  10  showing the front chassis  12  separated from the rear chassis  14  and ready to be activated in its first position. Shown in its detail is the 25° torsion, or more, of each chassis half. Being 50° or more of proper torsion, for a continued circulation in this position the mechanism will bend the chassis to its both sides. The central multi-directional mechanism  17  remains in the horizontal position until the central hydraulic piston is activated to advance the hexagonal bar  40 . The shock absorbers  54  remain in the first position. 
         [0129]      FIG. 8  is a detailed view of the present invention  10  showing the separated front chassis  12  and the rear chassis  14  with the two central bars  30  retracted and its central hydraulic piston opened and showing a front view of the shock absorber  54  system and its torsion system in the 25° or more of torsion from each side including 90° or more, turn of the mechanism from first to second position. In this position, when the central multi-directional mechanism  17  is activated, it will go up and down. The shaft  38  of the central hydraulic piston has advanced the hexagonal bar  40  which was rotated by the turning auxiliary mechanism  56  and its related worm gear  66  thereby rotating the central multi-directional mechanism  17  to the second vertical position. 
         [0130]      FIG. 9  is an exploded view of the central multi-direction transmission  16  wherein the piston shaft  38  of the central hydraulic piston  36  extends and retracts the hexagonal bar  40  which is rotated during its linear movement by the turning auxiliary mechanism  56 . The hexagonal bar  40  travels through a bearing  58  and is affixed to the central multi-directional mechanism  17  thus allowing it to be rotated simultaneously. A pair of yokes  76  retain the various components of the central multi-directional mechanism  17  including the main central gear  62  and the main worm screw  64 . A central bar  30  extends from the central multi-directional mechanism  17  opposite the hexagonal bar  40 . The components related to the central bar  30  include a back central gear  50 , a pair of bumps  44  offset 90 degrees from one another, a central disc brake  46 , a clutch gear  48  and arm supports  52  for securing the shock absorbers  54 . Cardan joints  74  and shafts assist with stabilizing the central multi-directional mechanism  17 . 
         [0131]      FIG. 10  is a top view showing the flexion process of the present invention  10  showing the flexion process and chassis advancement. Three gears allow the flexion of the mechanism and with the strength of an electric motor, the mechanism will give a 60° or more in the chassis, this will allow it to make “U” turns. 
         [0132]      FIG. 11  is a top view showing the flexion process of the present invention  10  showing the flexion process and chassis advancement. Three gears allow the flexion of the mechanism and with the strength of an electric motor, the mechanism will give a 60° or more in the chassis, this will it to make “U” turns. 
         [0133]      FIG. 12  is a side view of the present invention  10  prior to flexion. Shown is the first step of the flexion process and chassis advancement of the present invention  10 . The following  FIGS. 13 through 17  are a continuation of the flexion process and are illustrated in steps. 
         [0134]      FIG. 13  is a side view of step two of the flexion process of the present invention  10 . Shown is step two of the flexion process and chassis advancement of the present invention  10 . 
         [0135]      FIG. 14  is a side view of step three of the flexion process of the present invention  10 . Shown is step three of the flexion process and chassis advancement of the present invention  10 . 
         [0136]      FIG. 15  is a side view of step four of the flexion process of the present invention  10 . Shown is step four of the flexion process and chassis advancement of the present invention  10 . 
         [0137]      FIG. 16  is a side view of step five of the flexion process of the present invention  10 . Shown is step five of the flexion process and chassis advancement of the present invention  10 . 
         [0138]      FIG. 17  is a side view of step six of the flexion process of the present invention  10 . Shown is step six of the flexion process and chassis advancement of the present invention  10 . 
         [0139]    It will be understood that each of the elements described above, or two or more together may also find a useful application in other types of methods differing from the type described above. 
         [0140]    While certain novel features of this invention have been shown and described and are pointed out in the annexed claims, it is not intended to be limited to the details above, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and in its operation can be made by those skilled in the art without departing in any way from the spirit of the present invention. 
         [0141]    Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can, by applying current knowledge, readily adapt it for various applications without omitting features that, from the standpoint of prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention.