Abstract:
A motorcycle where the rear wheel of the motorcycle is not only driven but the front wheel is also driven. Power from the motor of the motorcycle is transmitted to a power transmitting joint which includes an output shaft. The power transmitting joint is mounted directly below the steering stem and on the steering axis of the motorcycle. The power to the front wheel is supplied through a chain which connects between the steering assembly and the front wheel with the chain being movable in conjunction with the front wheel when the front wheel is steered and with suspension movement as when bumps are encountered.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The field of this invention relates to steering mechanisms and more particularly to a driving mechanism that is designed to be used in conjunction with the front wheel of a motorcycle so that the front wheel of the motorcycle can be driven as well as the rear wheel of the motorcycle. 
         [0003]    2. Description of the Related Art 
         [0004]    Almost all motorcycles are driven by a motor that applies power solely to the rear wheel of the motorcycle. For certain usage, it would be desirable if power could be also applied to the front wheel of the motorcycle. If power is supplied to the front wheel as well as the rear wheel, it is readily apparent that the motorcycle would have double the traction. This increased traction would be most beneficial in relation to off road motorcycles and also motorcycles that are used to pull cargo. For example, in the past there has been manufactured a two-wheel-drive motorcycle known as the “trail breaker”. The purpose of this motorcycle was to drag heavyweight objects out of narrow access environments, such as forests. Also, this type of motorcycle is advantageous for hilly terrain. However, the speed of operation of this particular motorcycle is limited to around ten miles per hour. 
         [0005]    Other motorcycles with powered front wheels that have been constructed have one major problem and that is torque of the engine is supplied in an unbalanced manner to the steering of the motorcycle. The result is the steering of the motorcycle has an inherent tendency to pull to the left or pull to the right. The more power applied the greater the pull. Therefore, the motorcycle has to be operated at low power levels in order for the operator to steer the motorcycle and keep the motorcycle going in the desired direction. The operator has to fight against the pull constantly in order to keep the front wheel steered in the direction that the operator wishes to proceed. This constant pulling movement is not only annoying, it is actually a hazard and a momentary loss in the counteracting force by the operator against the pull or change of traction can result in the motorcycle crashing. 
         [0006]    There is a need to construct a motorcycle that has a front wheel drive but where the engine torque that is transmitted to the front wheel is balanced so that there is no undesirable effect produced on the steering of the motorcycle. 
       BRIEF DESCRIPTION OF THE INVENTION 
       [0007]    This invention is a method of transferring power from the engine to the front wheel of a motorcycle without making steering more difficult. It is added onto an existing rear wheel drive setup. It uses a known constant velocity (C-V) joint in a new way and in a new location. 
         [0008]    Automobile C-V joints are usually located inside the front wheels on the axle center line. In this invention, the C-V joint is located outside the wheel and is connected to the front wheel and engine by chains. Its location under the steering head on the steering axis ensures that forces are balanced and steering remains neutral even at high power levels. Between a pair of chains and before the C-V joint is a one-way clutch which allows the front wheel to continue turning if the engine stops. This maintains steering control so the rider can safely bring the motorcycle to a stop. 
         [0009]    A third chain from the C-V joint down to the front wheel goes around two idler sprockets, one of which is spring loaded. This compensates for the chain becoming tighter as the wheel moves up in its suspension. The spring tension can be weak because the one-way clutch prevents chain loading on the return side. The idler wheels are mounted on two chain plates which are located by ball bearings at the front and a torque rod at the rear. One ball bearing goes between the inner chain plate and wheel hub. The other ball bearing goes between the outer chain plate and axle. 
         [0010]    A torque rod mounts to the steering plate at the top and between the chain plates at the bottom. Thus, when engine power is applied to the chain, there is no tendency for the plates to bend or twist. The torque rod controls chain tension and prevents the chain plates moving up when power is applied. 
       SUMMARY OF THE INVENTION 
       [0011]    The first basic embodiment of the present invention is in conjunction with a motorcycle which has a front wheel and a rear wheel mounted on a frame. The frame includes a steering stem which has a longitudinal center axis known as the steering axis. A steering bearing assembly is pivotally mounted on the steering stem with pivoting occurring about the longitudinal center axis. A handlebar assembly is provided for turning of the front wheel through a horizontal steering angle which will steer the motorcycle to a leftward direction and to a rightward direction. A fork assembly is connected by steering plates between the steering stem and the front wheel. The improvement is directed to the including of a power transmitting joint mounted on the frame with the power transmitting joint to receive power from the motorcycle motor. The power transmitting joint has an output shaft with this output shaft being connected to the lower steering plate. The power transmitting joint has a joint housing having an internal chamber that is connected to the output shaft where an annular series of balls are located within the internal chamber and drivingly connected to the joint housing. The balls connect with the output shaft and the joint housing is to be rotated by power from the motor. The power transmitting joint is mounted directly below the steering stem and on the steering axis so not only will power be transmitted from the motor to the rear wheel but also to the front wheel. There is a chain connected between the front wheel and the power transmitting joint to cause driving rotation of the front wheel. 
         [0012]    A further embodiment of the present invention is where the first basic embodiment is modified by defining that the frame has a frame plane with the balls that are in driving connection within the joint housing are in alignment with this frame plane. 
         [0013]    A further embodiment of the present invention is where the first basic embodiment is modified by defining that when the longitudinal center axis of the output shaft is located perpendicular to the frame plane that the driving axis through the balls lies within the frame plane. 
         [0014]    A further embodiment of the present invention is where the first basic embodiment is modified by defining that there is a torque rod mounted between the steering plate assembly and the front wheel with this torque rod to maintain proper chain tension at different power levels and suspension movement. The torque rod is located parallel to and in longitudinal alignment with to the chain. 
         [0015]    A further embodiment of the present invention is where the just previous embodiment is modified by defining that the chain and the torque rod are within the same plane and when the front wheel is positioned to cause the motorcycle to move in a directly forward direction that the chain plane is parallel to the frame plane. 
         [0016]    A further embodiment of the present invention is where the first basic embodiment is modified by defining that the internal chamber has a basically circular transverse cross-section defined by a wall surface, the internal chamber has six equally spaced grooves formed within this wall surface. The grooves are parallel and arcuate longitudinally. One ball is located in each groove. Whereby the output shaft is movable horizontally for steering and power is continuously transmitted through the power transmitting joint regardless of the position of the handlebar assembly. 
         [0017]    A second basic embodiment of the present invention is directed to be in combination with a motorcycle which has a front wheel and a rear wheel mounted on a frame. The frame includes a steering stem which has a longitudinal center axis known as the steering axis. A handlebar assembly is mounted on an upper steering plate and a lower steering plate with the pivoting occurring on the steering stem about the longitudinal center axis. The handlebar assembly is for turning of the front wheel of the motorcycle through a horizontal steering angle which will steer the motorcycle to either a leftward direction, to a rightward direction or a straight direction. A fork assembly connects the steering plates and the front wheel. The improvement is directed to a power transmitting joint mounted on the frame with this power transmitting joint to transmit power from the motorcycle motor to the front wheel of the motorcycle. The power transmitting joint has an output shaft with this output shaft attached to the lower steering plate. The handlebar assembly being movable horizontally through a sufficient angle to effect steering of the motorcycle. The power transmitting joint is located directly below the steering stem centered on the steering axis. 
         [0018]    A further embodiment of the present invention is where the second basic embodiment is modified by defining that the power transmitting joint has a transverse center axis known as a driving axis. The driving axis coincides with the steering axis. 
         [0019]    A further embodiment of the present invention is where the second basic embodiment is modified by defining that there is a continuous chain connected between the front wheel and the power transmitting joint to cause rotation of the front wheel. 
         [0020]    A further embodiment of the present invention is where the just previous embodiment is modified by defining that there is a torque rod mounted between the steering plate assembly and the chain plates with this torque rod to control the chain tension when power is applied and during suspension movement. The torque rod is located behind and parallel to the chain. 
         [0021]    A further embodiment of the present invention is where the just previous embodiment is modified by defining that the chain and the torque rod lie to one side of, and parallel to the steering plane. When the front wheel is positioned to cause the motorcycle to move in a directly forward direction the steering plane is parallel to the frame plane. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0022]    For a better understanding of the present invention, reference is to be made to the accompanying drawings. It is to be understood that the present invention is not limited to the precise arrangement shown in the drawings. 
           [0023]      FIG. 1  is a right side elevational view of the mechanism that is used to drive a front wheel of a motorcycle with the front wheel of the motorcycle shown in phantom; 
           [0024]      FIG. 2  is a left side elevational view showing the chain arrangement of the motorcycle that is used to operate both the front wheel drive and rear wheel drive of the motorcycle with the motorcycle again being shown in phantom; 
           [0025]      FIG. 3  is a top plan view of a portion of the chain drive taken along line  3 - 3  of  FIG. 2 ; 
           [0026]      FIG. 4  is a cross-sectional view of the present invention taken along line  4 - 4  of  FIG. 3 ; 
           [0027]      FIG. 5  is a cross-sectional view of the present invention taken along line  5 - 5  of  FIG. 4 ; 
           [0028]      FIG. 6  is a cross-sectional view through the power transmitting joint of the present invention taken along line  6 - 6  of  FIG. 1  showing the output shaft of the power transmitting joint located in a direction which will steer the motorcycle in a straight direction; 
           [0029]      FIG. 7  is a view similar to  FIG. 6  but with the output shaft of the power transmitting joint of the present invention angularly displaced which would steer the motorcycle in a leftward direction with the steering of the motorcycle in a rightward direction being shown in dotted lines; 
           [0030]      FIG. 8  is a cross-sectional view through the driving mechanism of the power transmitting joint taken along line  8 - 8  of  FIG. 6 ; 
           [0031]      FIG. 9  is a partly cross-sectional view showing more clearly the sprocket for the chain that connects to the front wheel taken along line  9 - 9  of  FIG. 6 ; 
           [0032]      FIG. 10  is a partly cross-sectional view of the sprocket that connects with the chain that extends to the motor taken along line  10 - 10  of  FIG. 6 ; 
           [0033]      FIG. 11  is a view partly in cross-section showing one of the mounting plates that is used to rotationally mount the output shaft of the power transmitting joint relative to the handlebar assembly taken along line  11 - 11  of  FIG. 6 ; 
           [0034]      FIG. 12A  is an exploded isometric view of the structural components between the handlebar assembly and the driving star that is utilized in conjunction with the power transmitting joint which supports the driving balls within the power transmitting joint; 
           [0035]      FIG. 12B  is an exploded isometric view of the housing of the power transmitting joint and the output shaft of the power transmitting joint; 
           [0036]      FIG. 13  is a cross-sectional view through the handlebar assembly showing the exterior of the power transmitting joint and its relationship relative to the input power chain from the motor and the output power chain to the front wheel of the motorcycle taken along line  13 - 13  of  FIG. 1 ; 
           [0037]      FIG. 14  is a cross-sectional view taken through the front wheel of the motorcycle showing the driving chain arrangement to the front wheel taken along line  14 - 14  of  FIG. 1 ; 
           [0038]      FIG. 15  is a side elevational view of the driving chain arrangement for the front wheel of the motorcycle taken along line  15 - 15  of  FIG. 14 ; 
           [0039]      FIG. 16  is a cross-sectional view taken through the chain tensioner mechanism that is utilized in conjunction with the driving chain from the front wheel of the motorcycle taken along line  16 - 16  of  FIG. 15 ; 
           [0040]      FIG. 17  is a cross-sectional view taken through the chain tensioner taken along line  17 - 17  of  FIG. 16 ; 
           [0041]      FIG. 18  is a cross-sectional view taken through the front wheel hub of the motorcycle of the present invention taken along line  18 - 18  of  FIG. 1 ; 
           [0042]      FIG. 19  is a side view, partly in cross-section, of side plate  96 ; 
           [0043]      FIG. 20  is a side view, partly in cross-section, of sprocket  100 ; and 
           [0044]      FIG. 21  is an exploded isometric view of the steering assembly used in this invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0045]    Referring particularly to  FIGS. 1 and 2  of the drawings, there is depicted in phantom lines a conventional motorcycle  20  which has a frame  22  on which is mounted a motor  24 . On the rear portion of the frame  22  there is mounted a rear wheel yoke  26  on which is mounted the rear wheel  28 . The plane of rotation of the rear wheel  28  is to be in alignment with the plane of the rotation of the front wheel  30 . The front wheel  30  is supported by a bifurcated fork assembly  32  relative to a steering assembly  34 . The steering assembly  34  is manually operated through a handlebar  36  which is mounted in conjunction with an elongated member known as a frame head  38 . Mounted on the frame head  38  are a pair of parallel spaced apart plates known as an upper steering plate  40  and a lower steering plate  42 . Frame head  38  is secured to bottom surface of steering plate  40  by using lock nuts  51  and  53  which connect with threaded section  55  of a steering stem  33 . Threaded section  55  passes through hole  57  formed in steering plate  40 . Steering stem  33  is secured to top surface of steering plate  42 . Steering stem is telescopingly rotationally mounted within head  38 . Handlebar  36  is securely mounted on saddle brackets  59  and  61  which are secured to the top surface of steering plate  40 . 
         [0046]    The motorcycle  20  includes a fuel tank  44  which is located just forward of the operator&#39;s seat  46  and is mounted on top tube  41  of frame  22 . The motor  24  expels exhaust gases through exhaust pipe  48  and then through muffler  50 . Covering the rear wheel  28  will be a rear fender  52  and covering the front wheel  30  is a front fender  54 . 
         [0047]    The fork assembly  32  is composed of a right yoke unit that is formed of an upper tube  56  and a lower tube  58 . The tube  58  is telescopingly mounted within the upper tube  56 . Included within the upper tube  56  is a shock absorber and spring assembly, which is not shown. The lower tube  58  is fixedly mounted by nut  60  onto an axle  62  (see  FIG. 18 ). The opposite end of the axle  62  is fixedly mounted by nut  64  to a lower tube  66 . The lower tube  66  is mounted within upper tube  68 . Tubes  56  and  68  are fixedly mounted to the lower steering plate  42  and upper steering plate  40 , as is clearly shown in  FIGS. 13 and 21 . With tube  56  tightly secured in hole  43  of steering plate  42  and within hole  45  of steering plate  40  with tube  68  tightly secured in hole  47  of steering plate  42  and within hole  49  of steering plate  40 . 
         [0048]    Referring specifically to  FIG. 18 , there is shown wire spokes  70  which are used to connect to the tire rim  72  of the front hub  30 . The wire spokes  70  mount the front wheel  30  onto the hub  74 . The hub  74  is rotationally mounted by bearings  76  and  78  on the axle  62 . The axle  62  is essentially fixed to the frame  22  by means of the yoke assembly  32 . The hub  74  includes a through opening  80  within which is mounted the bearings  76  and  78 . Mounted on one side of the hub  82  is a disc brake rotor  82  that forms no specific part of this invention. The disc brake rotor  82  is fixedly mounted to the hub  74  by means of bolts  84  and  86 . A spacer  88  is mounted on the axle  62  located between the hub  74  and the lower tube  66  and the nut  64 . The function of the spacer  88  is to have the lower tube  66  to be spaced from and not interfere with the operation of the disc brake rotor  82 . 
         [0049]    Low frictionally mounted by bearing  90  on the hub  74  is a side plate  92 . Rotationally mounted by bearing  94  on the axle  62  is a side plate  96 . Spacer  98  is located about the axle  62  and is to function to keep the side plate  96  spaced from a sprocket  100 . The sprocket  100  is fixedly mounted by bolts  102  and  104  to the hub  74 . The lower tube  58  is spaced from side plate  96  by spacer  106  which is mounted on the axle  62 . 
         [0050]    Mounted on the sprocket  100  in an engaging manner is a chain  108 . The chain  108  is conducted over a pair of idler sprockets  110  and  112 . The upper end of the chain  108  also is conducted over a drive sprocket  114 . Idler sprockets  110  and  112  are mounted between side plates  92  and  96  and are free to rotate relative thereto. A torque rod  116  is mounted between lower steering plate  42  and block  118  which is fixedly mounted on the opposite ends thereof to the side plates  92  and  96 . It is to be noted that in looking at  FIG. 14  that the torque rod  116  is in alignment with the plane of operation of the chain  108 . This is important in order to avoid a sideways pulling action on the front chain  108  of the motorcycle  20 , that is having a tendency to pull to the left or pull to the right. The torque that will be transmitted to the front wheel  30  will be transmitted in a balanced manner with no pull being created. When the motorcycle  20  is moving along and goes over bumps, the front wheel  30  will move up and down with the shock being absorbed by the shock absorber within the fork assembly  32 . This movement up and down of the front wheel will have a tendency to shorten and lengthen the chain  108 , although the shortening and lengthening of the chain  108  will be held to a minimum because of the use of the idler sprockets  110  and  112  and positioning the idler sprockets  110  and  112  in an almost right angled position from the sprocket  100 . However, in order to compensate for the minor amount of shortening and lengthening of the chain  108 , there is included a chain tightener  120  which is mounted by bolts  122  to the side plates  92  and  96 . Reference is to be had to  FIGS. 15 and 16  that clearly show the chain tightener  120  of this invention. Idler sprocket  110  is low frictionally mounted for free rotation by bearing  124  on pin  126  which is also mounted between the side plates  92  and  96 . The pin  126  is mounted within an arcuate elongated slot  128  formed within the side plate  96  and also within a similar aligned arcuate elongated slot  130  formed within the side plate  92 . Pin  126  is fixedly mounted to legs  132  and  134  of a yoke which includes an apex section  136  that connects between the legs  132  and  134 . The leg  132  includes a right angled extension  138  with leg  134  including a similar such extension  140 . The extension  138  is pivotally mounted by bolt fastener  142  to the side plate  96 . The extension  140  is pivotally mounted by bolt  144  to the side plate  92 . 
         [0051]    The apex section  136  includes a centrally located protuberance  146 . A coil spring  148  is to be mounted about the protuberance  146  with the protuberance  146  functioning to keep one end of the coil spring  148  in continuous aligned contact with the apex section  136 . The opposite end of the coil spring  148  is mounted within a cap  150 . Cap  150  has fixedly mounted on its exterior surface a threaded member  152 . Threaded member  152  passes through hole  154  formed within a mounting yoke  156 . The threaded member  152  passes through a nut  158  to which it is threadably connected and terminates in a bolt head  160 . 
         [0052]    Initially, the nut  158  is to be loosened with the bolt head  160  turned in order to apply the correct amount of compression within the coil spring  148 . This correct amount of compression will in turn result in the production and the desired amount of tension in the spring  108 . This is caused by the idler sprocket  110  moving within the arcuate elongated slots  128  and  130 . The mounting yoke  156  is fixed to both the plates  92  and  96  by the bolts  122 . It is to be understood that the chain tightener  120  can be adjusted by loosening of the bolt head  160  which will vary the amount of compression within the coil spring  148  and hence alter the position of the idler sprocket  110  relative to the arcuate elongated slots  128  and  130  thereby increasing or decreasing the tension in the chain  108 . 
         [0053]    The idler sprocket  112  is fixedly mounted between the side plates  92  and  96  by a pin  162 . Surrounding the pin  162  is a sleeve  164  on which is mounted a bearing  166  which is deemed to be part of the idler sprocket  110 . Surrounding the pin  162  is a sleeve  168  on which is mounted a bearing  170  which is deemed to part of the idler sprocket  112 . The outer end of the torque rod  116  is mounted within block  118 . Passing through the block  118  is a fastening bolt  174 . It is to be understood that each of the sleeves  164 ,  168  and  172  abut against the side plates  92  and  96 . The upper end of the torque rod  116  is mounted on a connector  176  which is fixedly mounted onto the lower steering plate  42 . 
         [0054]    The torque rod  116  is threaded and adjustable in length so idler sprocket  110  can be positioned in the lower portion of slots  128  and  130 . This compensates for chain wear or for sprockets with larger or smaller numbers of teeth. 
         [0055]    Sprocket  114  includes a central splined hole  178 . Splined hole  178  is mounted to splined area  180  on a sleeve  182 . Sleeve  182  includes a through splined hole  184 . Spline shaft  186  is to be engaged with splined hole  184 . Spline shaft  186  has a rounded outer end  187  and a necked-in area  189  which is spaced slightly from rounded outer end  187 . As the motorcycle  20  is steering and encounters bumps, the steering can adjust by permitting turning of sleeve  182  on rounded outer end  187 . The inner edge  185  of sleeve  182  is provided clearance for this deflecting movement by the necked-in area  189  which provides space for the edge  185  to enter. Mounted on the outer end of the sleeve  180  is a bearing  188 . Mounted about the bearing  188  are a pair of plates  190  and  192 . The plates  190  and  182  are connected together by a pair of elongated bolts  194  and  196 . These bolts  194  and  196  are fixedly mounted onto the lower steering plate  42 . Bearing  188  is prevented from axial movement on sleeve  182  by means of a snap ring  198 . Sprocket  114  is actually located on sleeve  182  by means of snap rings  200  and  202 . 
         [0056]    Also mounted on sleeve  182  is a bearing  204 . Bearing  204  is restrained in position on sleeve  182  by means of a snap ring  206 . Bearing  204  is mounted within an opening formed within a pair of mounting plates  208  and  210 . Plates  208  and  210  are connected by means of a pair of elongated bolts  212  and  214 . Bolts  212  and  214  are fixedly secured to lower steering plate  42 . 
         [0057]    The inner end of the spline shaft  186  is engaged with spline hole  216  of a drivestar  218 . Drivestar  218  has, about its circumference, six in number of longitudinal grooves  220 . A dirt protective flexible shroud  222  is mounted by clamp rings  224  and  226  respectively on sleeve  182  and a joint housing  228 . Joint housing  228  has an internal chamber  230 . Internal chamber  230  has a wall surface and formed within the wall surface are six in number of evenly spaced apart arcuate grooves  232 . Mounted within each groove  220  is a ball  234 . The balls  234  move within the grooves  220  as the motorcycle  20  is steered. The amount of deflection of the balls  234  is one-half of the steering deflection. For example, if the steered angle is thirty degrees off center (either right or left), the deflection of ball axis  199  will be fifteen degrees (see  FIG. 7 ). The balls  234  are retained by a retaining ring  236 . There is to be a single ball  234  within a single groove  232 . Each ball  234  assumes a loose fit within groove  220  to provide for free low frictional rotation of shaft  186  (see  FIG. 8 ). When steering of the motorcycle  20 , the steering plates  40  and  42  move horizontally to the right and to the left. During this movement, the spline shaft  186  and the structure that is mounted thereon is pivoted, as shown in  FIGS. 6 and 7 , with the leftward most position being shown in dotted lines in  FIG. 7  and the rightmost position being shown in dotted lines in  FIG. 7 . During this movement, the balls  234  ride within their respective groove  232 . During this movement, a driving connection is still maintained between the spline shaft  186  and the joint housing  228 . 
         [0058]    Joint housing  228  is mounted by ball bearing assembly  238  to the first support plate  240 . Joint housing  228  is also mounted by means of a ball bearing assembly  242  to a second support plate  244 . Support plates  230  and  244  are fixedly mounted by bolt fasteners  246  to downtube  248  of the frame  22  of the motorcycle  20 . Each bolt fastener  246  passes through a spacer  247  and is each secured by a nut  249  mounted on the back side of support plate  244 . It is desirable that the frame plane  250  be in alignment with the transverse axis  252  which passes through the joint housing  228  and the center of the balls  234 . This alignment is clearly shown in  FIG. 6 . This alignment only occurs when the spline shaft  186  is in its centered position, which is shown in  FIG. 6 . This alignment will balance the steering forces when steering of the motorcycle  20  so that when the spline shaft  186  is moved to the different position shown in  FIG. 7 , there will not be a tendency for an unbalanced force trying to turn the motorcycle  20  either to the left of to the right. To ensure that the frame plane  250  is precisely aligned with the transverse axis  252 , there is a spacer  254  mounted about each of the bolts  246  with it being understood that there is a separate spacer  254  for each bolt  246 . As a result, the downtube  248  is located against each of the spacers  254  and also abuts against first support plate  240 . The outer end of the support plates  240  and  244  are connected together by bolts  256  with there being an elongated spacer  258  located between plates  240  and  244 . 
         [0059]    Joint housing  228  is integrally attached to a short spline shaft  260 . Exteriorly mounted on the short spline shaft  260  are an annular series of splines  262 . A spacing washer  264  has a centrally located through opening  266 . This spacing washer  264 ,is located between sprocket  268  and bearing assembly  242 . Sprocket  268  has a central through hole which includes a series of splines  270 . Splines  270  are in engagement with splines  262  of the short spline shaft  260 . Mounted on splines  262  is an outside spacing washer  272  which includes a through hole  274 . The reason that washer  264  and  272  are splineingly connected to the splines  262  along with sprocket wheel  268  is so that all three parts will be pivoted when the short spline shaft  260  is pivoted. This particular arrangement provides for the lowest friction possible during the rotation. The outer end of the short spline shaft  260  includes a threaded knob  276 . A nut  278  is threadably connected to knob  276 . Nut  278  will also pivot along with short spline shaft  260 . The purpose of nut  278  is to secure and fix in position washers  264  and  272  and sprocket  268  on the spline shaft  260 . 
         [0060]    Operatively connecting with sprocket  268  is a chain  280 . The chain  280  also connects with a sprocket  286 . This sprocket  286  is mounted on a shaft  288 . This mounting on the shaft  288  is accomplished by a key  290 . Set screws  289  and  291 , which are mounted in sprocket  286 , abuts tightly against key  290 . The shaft  288  is mounted to the frame  22  of the motorcycle with the shaft  288  being low frictionally rotationally supported by means of bearings  292  and  294 . Secured by key  293  located in shaft  288  is a sleeve  295 . Rotatably mounted between the bearings  292  and  294  on the sleeve  295  in between the bearings  292  and  294  is a second set of bearings  296  and  298 . The bearings  296  and  298  are used to mount discs  300  and  302  in a low frictional rotational manner relative to the shaft  288 . In between the discs  300  and  302  is mounted a sleeve  304 . The sleeve  304  is secured to the discs  300  and  302  respectively by bolts  306  and  308 . Fixedly mounted on the exterior surface of the sleeve  304  is a sprocket  310 . Short chain  282  connects between sprocket  286  and a motor sprocket  312 . Sprocket  286  includes an enlarged center section  311  which is fixed by key  313  to shaft  288 . The motor sprocket  312  is to be fixedly connected onto the output shaft  314  of the motor  24 . Also mounted on the output shaft of the motor there is another sprocket  316 , which is not observable in  FIGS. 3 and 4  because it is basically hidden by chain  282  and sprocket  310 . Sprocket  316  is used to drive chain  284  which connects to the rear wheel sprocket  318 . The rear wheel sprocket  318  is fixedly mounted onto rear wheel axle  320  of the rear wheel  28 . 
         [0061]    Thus, it can be seen that the output of the motor  24  is used to drive the rear wheel  28  through chain  284 . Also, that same output is transferred through chains  282  and  280  and chain  108  to rotate the front wheel  30 . 
         [0062]    The discussion included in this patent is intended to serve as a basic description. The reader should be aware that the specific discussion may not explicitly describe all embodiments possible and alternatives are implicit. Also, this discussion may not fully explain the generic nature of the invention and may not explicitly show how each feature or element can actually be representative of a broader function or of a great variety of alternative or equivalent elements. Again, these are implicitly included in this disclosure. Where the invention is described in device-oriented terminology, each element of the device implicitly performs a function. It should also be understood that a variety of changes may be made without departing from the essence of the invention. Such changes are also implicitly included in the description. These changes still fall within the scope of this invention. 
         [0063]    Further, each of the various elements of the invention and claims may also be achieved in a variety of manners. It should be understood that as the disclosure relates to elements of the invention, the words for each element may be expressed by equivalent apparatus terms or method terms—even if only the function or result is the same. Such equivalent, broader, or even more generic terms should be considered to be encompassed in the description of each element or action. Such terms can be substituted where desired to make explicit the implicitly broad coverage to which this invention is entitled. It should be understood that all actions may be expressed as a means for taking that action or as an element which causes that action. Similarly, each physical element disclosed should be understood to encompass a disclosure of the action which that physical element facilitates. Such changes and alternative terms are to be understood to be explicitly included in the description.