Abstract:
A v-twin motorcycle engine, 100 to 140 cubic inches (1600 cc to 2300 cc) is mounted longitudinally in a tubular chassis behind dual seats. A chain drive is mounted to the crankshaft that further drives a clutch device. A transmission/transfer unit is mounted in front of and below the engine and receives a clutch output shaft. The transfer case has two output drive shafts, one to a front differential and the other to a rear differential located under the engine. The differentials each have two shafts that drive the four wheels. The wheels have disk brakes and typical independent suspension for driven wheels of such types of vehicles. The present invention provides an off road, sports utility vehicle having the power between an ATV and a 4 cylinder (VW) engine. Further an adjustable engine mount allows for the selection of different engines.

Description:
CROSS REFERENCES TO RELATED APPLICATIONS 
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     REFERENCE TO FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
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     REFERENCE TO JOINT RESEARCH AGREEMENTS 
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     REFERENCE TO SEQUENCE LISTING 
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     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The present invention relates generally to motorized vehicles, and, more particularly, relates to recreational four-wheel drive vehicles, and, with greater particularity, relates to such vehicles using V-twin engines having a displacement from about 1000 cc to about 1500 cc. 
     Description of the Prior Art 
     All-terrain vehicles or off-the-road vehicles or utility vehicle, or recreational vehicles like such have captured the interest of the weekend vehicle enthusiasts. These vehicles come in a wide variety of shapes, sizes, models, styles from a simple go-kart to v-8 powered sand dune buggies. The basic construction features involve a chassis and a drive train. 
     Go-karts come in several models. One model is especially designed for racing on tracks. These go-karts normally have a low center of gravity, no wheel suspension, no roll cage and usually a two-cycle, high performance engine from 100 to 200 cc; go-karts for dirt tracks typically have roll cages and have a high center of gravity with larger wheels. Other engines used may be four-cycle and even Wankel style rotary engines. Typical go-karts have a single seat that may be positioned for different types of racing venues. U.S. Pat. No. 7,000,727 is directed at a direct-drive racing go-kart using a Wankel style engine, and U.S. Pat. No. 6,749,039 is directed at a caged go-kart being approximately 24 by 50 inches in size designed to be shipped by mail. Some examples of typical go-karts are sold by Baja Motorsports® through Pep Boys Auto® under the name of “Trax Go-Kart,” having two seats and large off-road tires. Another model is the “Blaster Go-Kart” with a 6.5 HP engine with larger off-road tires. A still larger and more featured model is the “Reaction 150 cc Go-Kart” with a 150 cc, 4-stroke, 9.2 HP engine. All of these models have a cage roll bar system. 
     Another type of recreational vehicle is the all-terrain vehicle (ATV). This type of vehicle is especially suited for off-road use in rough terrain. The ATV has four large tires, four-wheel drive, usually with single cylinders engine of less than about 20 HP, normally seats a single person/driver like a driver of a motorcycle, normally without a roll cage, and normally is geared to a lower speeds than the typical go-kart. They typically have engines of about 20 HP with a displacement from 200 to 300 cc. A typical ATV is sold by Baja Motorsports® under the name of “Camo 250 ATV” by Pep Boys Auto. It has a 250 cc 4 cycle engine of about 14 HP. U.S. Pat. Nos. 6,382,196 and 6,626,260 disclose an ATV. 
     Another style of recreational vehicle is the off-road utility vehicle. These are typically a larger version of the ATV and can normally seat two persons in car-like seats and also have roll cages with body covering. The engines range up to a 40 HP version, and single cylinder engines. Two examples of the off-road utility vehicles are sold by Yamaha® as the “Rhino”® and Polaris® as the “Ranger”®. These vehicles have engines of about 40 HP in the range of 700 cc and have a maximum speed up to about 50 MPH and may be two or four-wheel drive depending on the models. See U.S. Pat. No. 8,382,125, for example. 
     Off-road vehicles, normally two wheel driven, used as sand dune buggies typically have much larger engines such as the VW engine, 1.6 to 2.0 liters, of about 200 HP, and even larger V-6 and V-8 car engines for pushing performance to the limit in this unique environment. These types of engines have their limitations in this environment also. The VW bug engine is hard to modify to obtain higher horse power, higher torque output, and the car engines being water cooled have heating problems and are also not fuel efficient in the desert environment. Several examples of these vehicles are available. A much smaller version of this type of vehicle is the “Dune 250 Go-Kart” sold by Baja Motorsports® through Pep Boys Auto®. U.S. Pat. No. 5,251,713, issued to Honda Giken Kogyo Kabushiki Kaisha, discloses a two-wheel drive vehicle having a rear-mounted water-cooled engine. The frame is of tubular construction with an integral roll cage for two persons. A military version of the sand dune buggy is called the “Desert Patrol Vehicle (DPV)” and built by Chenowth Racing Products, Inc. It further employs a VW engine of about 200 HP. Although it was used for a short time by the military, it disadvantages caused it to be replaced with the HMMWVs, “Hummers,” by the regular U.S. Army. A newer version of the DPV called the Light Strike Vehicle has been used by the special forces, but still has many disadvantages such as the lack of armor to even small arms fire. In order to avoid several problems associated with the use of car engines in dune buggies, U.S. Pat. No. 4,645,172 discloses the use of an adaptor plate wherein a motorcycle engine may replace the typical VW bug engine and drive the VW transaxle device, two wheel drive, that is used on these dune buggies. 
     All of the above references are incorporated by reference. 
     The above vehicles although providing some positive features fail to address the need for a new class of vehicle for off-road use. 
     Accordingly, there is an established need for an off-road vehicle having four-wheel drive that provides a high power engine without the disadvantages of the above vehicles. 
     SUMMARY OF THE INVENTION 
     The present invention is directed at a recreational vehicle being of the off-road style, four-wheel drive, and having a V-twin engine ranging in displacement from about 100 cubic inch to about 150 cubic inch. 
     A V-twin motorcycle engine, 100 to 140 cubic inches (1600 cc to 2300 cc), preferably, is mounted longitudinally in a tubular chassis behind dual seats. A chain drive is mounted to the crankshaft of the engine which further drives a clutch device. A transmission/transfer unit is mounted in front of and below the engine and in close proximity to the two seats and receives a clutch output shaft. The transfer case has two output drive shafts, one to a front differential and the other to a rear differential located under the engine. The differentials each have two shafts that drive the four wheels. The wheels have disk brakes and typical independent suspension for driven wheels of such types of vehicles. The present invention provides an off road, sports utility vehicle having the power between an ATV and a 4 cylinder (VW engine), or 6 or 8 cylinder car engines used in high power dune buggies. 
     In the present invention, the vehicle has a tubular chassis comprising an upper and a lower frame members with support and strengthening members therebetween. A roll cage is integral thereto. A front suspension section is integrally welded to the chassis as well as a rear suspension/engine section that allows for the placement of different sizes of engines as the customer may request. The V-twin engine is mounted horizontal to the chassis axis. A chain drive is mounted to the engine output shaft and is connected to a clutch. A transmission/transfer unit is mounted behind the seats of the chassis and connected to the clutch by a drive shaft. The transmission, automatic or manual, is connected to a transfer case that has a front drive shaft and a rear drive shaft which are in turn connected to a front differential and a rear differential. The differentials have wheel drive axle shafts therefrom with appropriate u-joints and brakes. Each wheel is mounted to an independent suspension attached to the front suspension section and the rear suspension section. A pair of performance seats are mounted in the rear area of the main chassis. Appropriate instruments and controls are further mounted in the chassis for use by the driver. 
     An object of the present invention is to provide a hybrid all-terrain, four-wheel drive vehicle. 
     Another object of the present invention is to provide a vehicle with a fully integral tubular chassis of high strength and light-weight metal. 
     It is another object of the present invention to provide a vehicle having a size between that of a utility vehicle (UTV) and that of a dune buggy. 
     It is a further object of the present invention to provide a vehicle having a substantial load capacity and towing capacity. 
     It is still a further object of the present invention to provide a vehicle having an engine between that of a conventional UTV and a dune buggy wherein it has high power, high torque and high performance. 
     It is still a further object of the present invention to provide a hybrid all-terrain, four-wheel drive vehicle using a V-twin motorcycle like-engine. 
     It is yet a further object of the present invention to provide an off-road vehicle having an exhaust sound equivalent to the sound of a traditional hog motorcycle well known to those skilled in the art. 
     These and other objects, features, and advantages of the present invention will become more readily apparent from the attached drawings and the detailed description of the preferred embodiments, which follow. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The preferred embodiments of the invention will hereinafter be described in conjunction with the appended drawings provided to illustrate and not to limit the invention, where like designations denote like elements, and in which: 
         FIG. 1  is a top view by schematic of the hybrid all-terrain, four-wheel drive vehicle of the present invention; 
         FIG. 2  is a side view by schematic similar to  FIG. 1  further including the rear chassis of the present invention; 
         FIG. 3  is a partial side view showing the location of the engine, clutch and transmission/transfer unit of the present invention; 
         FIG. 4  is a partial 3D schematic illustration of the hybrid all-terrain, four-wheel drive vehicle of the present invention; 
         FIG. 5  is a schematic similar to  FIG. 3  showing the drive train therein of a preferred embodiment of the hybrid all-terrain, four-wheel drive vehicle of the present invention; 
         FIG. 6  shows by schematic top view the rear chassis section of the hybrid all-terrain, four-wheel drive vehicle of the present invention; and 
         FIG. 7  is an schematic illustration of the engine mounting within the rear chassis section of a preferred embodiment of the hybrid all-terrain vehicle of the present invention. 
     
    
    
     Like reference numerals refer to like parts throughout the several views of the drawings. 
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The present invention is directed at a recreational vehicle being of the off-road style, four-wheel drive, and having a conventional V-twin engine ranging in displacement from about 100 cubic inch to about 150 cubic inch. 
     As a further preferred embodiment, the present invention provides for a custom drive train adapted to a V-twin engine for use in the off-road style vehicle. 
     Turning to the drawings, wherein like components are designated by like reference numerals throughout the various figures, attention is initially directed to  FIG. 1  which illustrates partially a schematic top view of a vehicle  100  constructed according to the present invention and is considered a hybrid vehicle in that it embodies features not found in vehicles of this size. 
     In the present invention, the hybrid vehicle  100  has a tubular main chassis section  102 , a tubular front chassis section  104  having drive train components therein, a tubular rear chassis section  106  having an engine  109  therein and also other drive train components to be described. Referring to both  FIGS. 1 and 2 , the main chassis  102 , front chassis section  104 , rear chassis section  106  and a roll cage  112  are shown as lines representing tubular material unless otherwise stated. The main chassis section  102  comprises an upper frame  108  and a lower frame  110 , being similar in shape, with support and strengthening members  128  therebetween, as shown, both vertical and diagonal members are employed and are tubular material. The roll cage  112  is an integral part of the main chassis section  102  and may be constructed of tubular members also as will be described below. The front chassis section  104  is integrally welded to horizontal front tubes  114  of the main chassis  102  as well as a rear chassis section  106  being welded to horizontal rear tubes  116 . All of the chassis members are 1½ inch diameter chromoly steel tubing and are TIG welded. Although tubular material is preferred, other types of materials may be acceptable. 
     The four-wheel vehicle  100  for off-road use has the roll cage  112  shown in  FIGS. 1 to 4  comprising a pair of main roll bars  172  and  174  attached to a top of said upper main frame member  108  at a front position  176  and rising up to a level section  178 ; a pair of main support roll bars  182  and  184  are attached at an end of the level section  178  and to the rear of said upper main frame member  108  to a side near the passenger seats; a pair of horizontal support members  186  and  188  are attached at the ends of the level section  178 , one end being at a position  190  approximately where the main roll bars  172  and  174  turn downward to the front of the vehicle  100 ; a pair of front truss supports  192  and  194 ,  FIGS. 1 and 3 , have one end attached to the main support roll bars  172  and  174 , the other end attached to said upper frame  108  in proximity to the front corners  196  and  198 ; also a pair of rear truss support members  200  and  202  are attached to the ends of the level section  178  and the other ends attached to the upper frame  108  near the rear chassis section  106 . The roll cage  112  provides an inner box of safety to the driver and passenger and is further described below. 
     A V-twin engine  109 ,  FIGS. 1 to 3, and 5 to 7 , is mounted horizontal to a chassis axis  122 ,  FIG. 1 , on an adjustable motor mount  120 ,  FIG. 7 . Referring to  FIGS. 3 and 6 , a drive train  124  is illustrated showing the V-twin engine  109  mounted behind seats  126 . In  FIGS. 3 and 5 , the drive train  124  is shown by solid lines and the chassis by dashed lines. The engine  109  is connected to a chain drive  210 ,  FIG. 5 , that motivates a clutch  130  by shaft  212 . The chain drive  210  is driven by an engine shaft  216  having a sprocket thereon that turns a chain  214  that further turns the shaft  212  into the clutch  130 . The clutch output shaft  132  is connected to a transmission/transfer unit  134 , automatic or manual. By use of the chain drive  210  and the transmission/transfer unit  134 , a front drive shaft  136  and rear drive shaft  138  are lowered to be in close alignment with a front differential  140  and a rear differential  142  that minimizes stress on u-joints and differentials. The transmission/transfer unit  134  is mounted between and behind the seats  126 . The transmission  144 , automatic or manual, of five speeds typically, is connected to a transfer case  146 , having a selectable low and high ranges. The differentials  140  and  142  have wheel drive axle shafts  148 ,  150 ,  152  and  154  therefrom with appropriate u-joints, two per axle, disk brakes, etc. Each wheel  156 ,  158 ,  160 , and  162  is mounted to an independent suspension  164 ,  166 ,  168 , and  170 , respectively. Conventional disc brakes are located on each wheel axle. An independent A-arm support may be used in the suspensions. Appropriate instruments and controls are further mounted in the chassis&#39;  102 ,  104 , and  106  for use by the driver such as brakes, steering wheel, speed odometer, rpm gauge, fuel gauge, shifter for the transmission  144  and transfer case  146 , not shown. A specification listing is shown below that describes the manufacturer, and part number and the items listed are considered conventional. 
       FIG. 6  is a top view of the rear chassis section  106  mounted to the main chassis section  102  with the engine  109  and the clutch  130  adjustably mounted therein by use of a adjustable mounting  220 ,  FIG. 7 . Rear chassis diagonal support tubes  222  and  224  are mounted to a top rear chassis tube  226  and the roll cage rear horizontal support member  188 . The rear differential  142  has wheel drive shafts  152  and  154  therefrom with rotor brakes  228  thereon. Each rear wheel has an independent breakaway “A” arm suspension  231  with a laydown shock absorbers  230  thereon. Not shown are brackets, bolts, nuts, etc., which are all considered conventional automotive parts. 
     Referring to  FIG. 7 , the V-twin engine  109  is fixedly mounted in an engine cradle  240  that is mounted with rubber engine mounts  242  to lower rear chassis tube  244 . A top adjustable rigid engine mount  246  is mounted to upper rear chassis tube  226 . A cross support member  248  of the mount  246  has an engine bracket  250  affixed thereon. Both of the cradle  240  and the mount  246  are of flexible design made to accommodate engines that may be used in the vehicle  100 . 
     The four-wheel vehicle  100  for off-road use has the main chassis  102 ,  FIGS. 1 and 2  with the upper frame  108  and the lower frame  110  being essentially similar in shape and size. Both of the frames  108  and  110  have rounded rear corners  204  and  206 ; the upper or lower frames also have truncated front corners  196  and  198  for tire clearance. 
     The vehicle  100  of the present invention is considered to a hybrid in that its size is that between a utility vehicle (UTV) and that of a dune buggy with a power plant almost equal to that in horse power of a dune buggy having a VW bug engine therein. The present engine provides greater torque and responsiveness and gives it an overall performance capability greater than any present vehicle. The present vehicle has an approximate length of 11 feet, 8 feet in width, and about 5 feet in height. 
     The present vehicle has a substantial load capacity of about 1,200 pounds and towing capacity of about of about 1,500 pounds. The dry weight of the vehicle is about 1,200 pounds. 
     Further, the vehicle  100  of the present invention provides an off-road vehicle having an exhaust sound from a muffler  300  equivalent to the sound of a traditional hog motorcycle well known to those skilled in the art. The sound of such is available at the website of: http://www.harley-davidson.com/EX/KNO/H101/en/QTEngine_sounds.asp. 
     The four-wheel vehicle  100  has a chassis, a front suspension section and a roll cage composed of high strength chromoly steel tubing being TIG welded with a diameter of about 1.5 inches. The support and truss members may be of a smaller diameter as well as the roll cage. 
     The four-wheel vehicle  100  for off-road use in the present invention has strengthening members such as vertical members and diagonal truss members between the upper and lower frames  108  and  110  as shown in  FIG. 2 . The vertical members are located at or near the joints being shared with roll cage members for increased strength. 
     The four-wheel vehicle  100  for off-road use has the front suspension section  110  comprising an upper U-frame member  192 , and a lower U-frame member  194  with strengthening members therebetween such as member  302 . 
     SPECIFICATION 
     Although identification of certain parts hereinbelow shows that many of the parts are conventionally available, other parts may be used in the construction of the present hybrid vehicle: 
     1. Axle, front, Assembly/Differential Assembly; Dana Corporation, Part No. 018AS100-4; 
     2. Axle, rear, Assembly/Differential Assembly, Dana Corporation, Part No. 018AS103-2; 
     3. Brake Caliper; Thunder Heart Performance, Part No. BA2025P; 
     4. Brakes; Wilwood®; 
     5. Chassis; 1½ inch chromoly steel tubing. 
     6. Engine; 100 CI (1643 cc), rated output 110 HP with 110 Lb. Ft Torque, Part No. 298-250, air cooled, 45 degree V-Twin, electric start; 
     7. Gas Tank, 10 gallon; 
     8. Oil Cooler for Engine; UltraCool, Inc. 
     9. Seats/Safety Harness; MasterCraft®. 
     10. Suspension, independent “A” arm front and rear; 
     11. Tires (front and rear), 28-10×12, 28-12×12. 
     12. Transmission/Transfer unit; Team Industries, Part No. 421718; Transmission, automatic clutch/manual, 5 speed with reverse/high-low ranges. 
     13. Dimensions: 72 wide by 96 long; weight, 1200 pounds, length/width/height, 11 ft./8 ft./64 inches. 
     Payload; 1200 pounds. 
     Towing; 1500 pounds. 
     Since many modifications, variations, and changes in detail can be made to the described embodiments of the invention, it is intended that all matters in the foregoing description and shown in the accompanying drawings be interpreted as illustrative and not in a limiting sense. Thus, the scope of the invention should be determined by the appended claims and their legal equivalents.