Abstract:
A toy vehicle that is battery powered and driven by an electric motor mounted on the vehicle. The toy vehicle is designed for high and low speed operation in both a two-wheel drive mode and a four-wheel drive mode, as well as having a free wheel mode where the wheels are not in driving engagement with the electric motor. Thus the toy vehicle has at least five operating modes: 1) a higher speed two-wheel drive mode; 2) a lower speed two-wheel drive mode; 3) a higher speed four-wheel drive mode; 4) a lower speed four-wheel drive mode; and 5) a free wheel mode. Providing the toy vehicle with all of these operating modes makes the vehicle more interesting to children. In addition, the front end of the toy vehicle is designed to light up thereby increasing the visual appeal of the vehicle, especially for children. Further, the toy vehicle employs a unique electrical connection between the battery and the electric motor that does not require soldering or wiring, thereby simplifying assembly of the vehicle. Furthermore, a light bulb associated with the vehicle is electrically wired to the battery using clips, thereby eliminating the use of soldering.

Description:
FIELD OF THE INVENTION 
     This invention relates generally to toy vehicles, and more particularly to a toy vehicle that is capable of high and low speed operation in both a two-wheel drive mode and a four-wheel drive mode. 
     BACKGROUND OF THE INVENTION 
     An example of a known compact, battery powered toy vehicle is disclosed in U.S. Pat. No. 4,306,375 where a miniaturized electric motor powered by a battery is used to simultaneously drive front and rear axles, thereby producing four-wheel drive operation. In this toy vehicle, the axles and wheels are continuously engaged with the motor, so it is not possible for the vehicle to be operated by hand once the battery is exhausted. 
     Another known toy vehicle is disclosed in U.S. Pat. No. 4,540,380. This vehicle is powered by a battery operated motor through a shiftable transmission whereby the vehicle can operate in a low speed, four-wheel drive mode or in a high speed, two-wheel drive mode. Additionally, when the motor is turned off, the transmission is disengaged from the vehicle wheels to enable the vehicle to free wheel. 
     A further toy vehicle is disclosed in U.S. Pat. No. 4,591,347. This vehicle is designed for operation in both a high speed four-wheel drive mode and a low speed, four-wheel drive mode, as well as a neutral mode where the wheels are undriven. 
     Generally, a toy vehicle should be designed to operate and perform in a manner that is appealing to children. One of the ways to increase the appeal is to increase the operational capabilities of the vehicle and enable a child to select from a variety of different operating modes. Further, the vehicle should be designed with features that visually appeal to children and thereby make the vehicle more interesting to children. 
     Therefore, there is a continuing need for an improved battery operated, motor driven toy vehicle having a variety of operating modes and which has features that are visually appealing, to thereby increase the appeal of such toy vehicles to children. 
     SUMMARY OF THE INVENTION 
     The invention provides an improved toy vehicle, particularly a toy vehicle that is battery powered and driven by an electric motor mounted on the vehicle. The toy vehicle is designed for high and low speed operation in both a two-wheel drive mode and a four-wheel drive mode, as well as having a free wheel mode where the wheels are not in driving engagement with the electric motor. Thus the toy vehicle has at least five operating modes: 1) a higher speed two-wheel drive mode; 2) a lower speed two-wheel drive mode; 3) a higher speed four-wheel drive mode; 4) a lower speed four-wheel drive mode; and 5) a free wheel mode. Providing the toy vehicle with all of these operating modes makes the vehicle more interesting to children. In addition, the front end of the toy vehicle is designed to light up thereby increasing the visual appeal of the vehicle, especially for children. 
     Further, the toy vehicle of the invention employs a unique electrical connection between the battery and the electric motor that does not require soldering or wiring, thereby simplifying assembly of the vehicle. Furthermore, a light bulb associated with the vehicle is electrically wired to the battery using clips, thereby eliminating the use of soldering. 
     In one embodiment in accordance with the principles of the invention, a toy vehicle is provided which includes a chassis, front and rear axles rotatably mounted on the chassis, and a pair of wheels connected to each of the axles. An electric motor is mounted on the chassis, with the electric motor including a driveshaft for driving the front and rear axles. The toy vehicle further includes means for selectively driving both of the front and rear axles at a selected one of a first speed and a second speed, and for driving only one of the front and rear axles at a selected one of the first speed and the second speed. 
     In accordance with another embodiment of the invention, a toy vehicle is provided which includes a chassis, front and rear axles rotatably mounted on the chassis, and a pair of wheels connected to each of the axles. An electric motor is mounted on the chassis, with the electric motor including a driveshaft. The toy vehicle further includes front and rear gear mechanisms for driving the front and rear axles, respectively, with the front and rear gear mechanisms each providing a first speed and a second speed, and each of the front and rear gear mechanisms being actuatable between a freewheel mode at which the front and rear axles are not driven, a first speed mode at which the front and rear axles are driven at the first speed, and a second speed mode at which the front and rear axles are driven at the second speed. Front and rear shift mechanisms are connected to the front and rear gear mechanisms, respectively, for actuating the front and rear gear mechanisms between the freewheel mode, the first speed mode and the second speed mode, with the front and rear shift mechanisms being slideable relative to the chassis to actuate the front and rear gear mechanisms. A connector is engaged with the front and rear shift mechanisms, with the connector being moveable between a first position and a second position. The front and rear shift mechanisms are slideable together at the first position of the connector and the front and rear shift mechanisms are slideable relative to each other at the second position of the connector. 
     In yet another embodiment of the invention, a toy vehicle is provided which includes a chassis including a front end. A vehicle body is detachably connected to the chassis, with the vehicle body including a front end. Front and rear axles are rotatably mounted on the chassis, and a pair of wheels are connected to each of the axles. An electric motor is mounted on the chassis, with the electric motor including a driveshaft for driving the front and rear axles. A light bulb is mounted on the chassis at the front end thereof, and a transparent light bar is detachably connected to the vehicle body adjacent the front end thereof 
     A variety of additional advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The advantages of the invention will be realized and attained by means of the elements and combinations particularly pointed out in the claims. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention as claimed. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a side view of a toy vehicle in accordance with the invention, with a vehicle body detachably secured to a chassis. 
     FIG. 2 is a top view of the chassis with the vehicle body removed therefrom. 
     FIG. 3 is a further top view of the chassis with a motor cover removed to illustrate the drive gearing and shift mechanisms in a free wheel mode. 
     FIG. 4 is a bottom view of the chassis. 
     FIG. 5 is an exploded perspective view illustrating some of the components mounted on the chassis. 
     FIG. 6A is a bottom view of the front and rear shift levers and the lever connector, with the lever connector in the four-wheel drive position so that the front and rear shift levers move together. 
     FIG. 6B is a bottom view similar to FIG. 6A, but with the lever connector in the two-wheel drive position so that the rear shift lever can slide while the front shift lever remains stationary. 
     FIG. 7A is a view similar to FIG. 3 with the vehicle in a four-wheel drive, higher speed mode. 
     FIG. 7B is a view similar to FIG. 7A but with the vehicle in a four-wheel drive, lower speed mode. 
     FIG. 8A is a view similar to FIG. 7A but with the vehicle in a two-wheel drive, higher speed mode. 
     FIG. 8B is a view similar to FIG. 7A but with the vehicle in a two-wheel drive, lower speed mode. 
     FIG. 9 is a front perspective view of the light distribution bar. 
     FIG. 10 illustrates how the light distribution bar is removably attached to the front end of the vehicle body. 
     FIG. 11 is a bottom view of the motor cover with the motor disposed thereon. 
     FIG. 12 illustrates a portion of the electrical connection between the battery mount and the electric motor. 
     FIG. 13 illustrates a clip structure for electrically connecting a light bulb wire to a metallic strip. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     The invention relates to a battery powered, electric motor driven toy vehicle that is selectively operable in the following modes: a four-wheel drive, high speed mode; a four-wheel drive, low speed mode; a two-wheel drive, high speed mode; a two-wheel drive, low speed mode; and a free wheel mode. The toy vehicle is designed such that any one of these mode can be selected at any time, thereby providing a large number of vehicle operating modes. 
     The invention further provides a battery powered, electric motor driven toy vehicle having a light distribution bar that is connected, preferably in a detachable manner, to the front end of the vehicle body, so as to distribute light from a light bulb mounted on the vehicle chassis through the front end of the vehicle body and thereby simulate headlights. The light distribution bar is also designed to extend below the bottom front edge of the vehicle body so as to form a portion of the front bumper of the vehicle body and to distribute light to the bottom front end of the toy vehicle thereby simulating ground light. 
     In an additional aspect, the invention further provides a battery powered, electric motor driven toy vehicle utilizing an electrical connection between the battery and the electric motor that does not utilize any soldering or wiring. A set of metallic strips electrically connect the battery, light bulb and electric motor, with a metallic shell of the electric motor forming a negative contact to the battery and to the light bulb. Furthermore, electrical contact between the light bulb and the battery is achieved using clips rather than soldering. 
     One specific implementation of the invention is illustrated in FIGS. 1-12, with the toy vehicle being referenced by the numeral  10 . With reference to FIG. 1, it can be seen that the toy vehicle  10  comprises a vehicle body  12  detachably mounted on a chassis  14 . The body  12  is preferably made of molded plastic and is formed so as to simulate a vehicle. The body  12  is formed with tabs  16  on each of its sides on the interior surface thereof (only one tab being shown in the figures), with the tabs engaging with tabs formed on the chassis  14  to retain the body on the chassis. The tabs on the body  12  and chassis  14  form a snap connection whereby the body can snap on and off the chassis. This type of connection is conventional, and is not further described herein. 
     With reference to FIGS. 1 and 3, mutually parallel, spaced apart front and rear axles  18 ,  20 , respectively, are rotatably mounted on the chassis  14 , and wheels comprising hubs  22  having tires  24  thereon are fixed to the ends of each axle  18 ,  20 , whereby the vehicle  10  is able to roll along the ground. The hubs  22  are made of a rigid plastic material, such as acrylonitrile butadiene styrene (ABS), while the tires  24  are made of a relatively hard and rigid plastic or rubber material, such as polyvinyl chloride (PVC). As is evident from FIGS. 1 and 2, the tires  24  are formed with a tread design  26  to increase the traction of the tires on the ground. 
     Turning to FIGS. 2,  3  and  5 , a plastic motor cover  28  is removably secured to the chassis  14  via a screw  30  at one end and an integral clip  32  at the opposite end. Housed between the bottom of the cover  28  and a bottom wall  34  (FIG. 4) of the chassis  14  are an electric motor  36 , front and rear gear mechanisms  38 ,  40  for driving the front and rear axles  18 ,  20 , respectively, and front and rear shift mechanisms  42 ,  44  for selectively shifting the front and rear gear mechanisms, respectively. The cover  28  further defines a battery mounting recess  46  that is sized to receive a dry-cell battery  48 , such as a AA-size battery, therein for providing electrical power to the motor  36 . The battery  48 , shown in dashed lines in FIG. 2, extends parallel to the longitudinal axis of the vehicle  10  and perpendicular to the axles  18 ,  20 , and the recess  46  projects toward the bottom wall  34  of the chassis  14  such that the battery  48  is disposed approximately level with the motor  36  when mounted in the recess  46 . 
     The electric motor  36  that is used to drive the axles  18 ,  20  is illustrated in FIGS. 5 and 11. The motor  36 , which is preferably a 1.5 V motor, includes a metal shell  50  that is closed at one end and open at its opposite end, with a plastic cap  52  closing off the open end of the shell  50 . A double-ended driveshaft  54  is driven by the motor  36 , with each end of the driveshaft having a worm  56 ,  58  fixed thereon forming a portion of the front and rear gear mechanisms  38 ,  40 , respectively. The motor  36  further includes a terminal  60  thereon, with the terminal  60  having a negative contact  62  that is electrically connected to the metal shell  50 , such as by being bent into contact therewith, and a positive contact  64  that contacts a positive battery contact  66 . 
     With reference to FIGS. 11 and 12, it is seen that the positive battery contact  66  comprises a metallic strip that extends along the bottom of the motor cover  28  underneath the battery mounting recess  46 , with the contact  66  including a first end  68  that is adapted to contact the positive terminal of the battery  48  (best seen in FIG. 2) and a second end  70  that is adapted to contact the positive contact  64  of the motor terminal  60 . 
     As FIGS. 11 and 12 further show, a light bulb  72  is mounted underneath the motor cover  28  and projects upward through a hole provided in the motor cover  28  whereby the light bulb  72  illuminates the front end of the vehicle  10 . A metallic strip  74  is mounted to the bottom surface of the motor cover  28  and extends parallel to the positive battery contact  66 . The strip  74  includes an end  76  that makes contact with the metal shell  50  of the motor  36  and an end  78  that is adapted for electrical connection to a negative wire  80  of the light bulb  72 . The light bulb  72  also includes a positive wire  82  that electrically connects to the positive battery contact  66 . 
     The mechanism for electrically connecting the negative light bulb wire  80  to the end  78  of the strip  74  is illustrated in FIG.  13 . The end  78  includes a cantilevered clip  84  that is integrally struck therefrom, with the clip being bowed outwards intermediate its ends to enable passage of the wire  80  therethrough. The wire  80 , which is normally provided with electrical insulation, is stripped of its insulation adjacent the end of the wire, and the wire  80  is passed through the bowed portion of the clip  84  and then doubled back through the bowed portion, with the stripped end of the wire making contact with the metal end  78  thereby achieving electrical contact between the negative wire  80  of the light bulb  72  and the strip  74 . The special design of the clip  84  thus achieves a secure connection of the wire  80  to end  78  and provides good electrical contact, without requiring soldering, thus simplifying assembly. The positive light bulb wire  82  is secured to the positive battery contact  66  using a clip that is similar to the clip  84 . 
     The motor cover  28  further includes a negative battery contact  86  mounted thereon that includes the typical coil spring  88  that contacts the negative terminal of the battery  48 , as shown in FIGS. 2 and 11. Electrical connection between the negative battery contact  86  and the motor  36  is provided by a metal strip  90  that is mounted on the chassis  14 . As best seen in FIGS. 3 and 5, the strip  90  includes a first end  92  that is adapted to contact the negative battery contact  86  when the motor cover  28  is mounted on the chassis  14 . The strip  90  is elongated and extends toward the center of the chassis  14 , where a second, cantilevered end  94  of the strip is disposed. The cantilevered end  94  includes an upward projecting contact  96  that is disposed underneath the motor shell  50  for making contact therewith. As will be described in detail later, the contact  96  is selectively covered and uncovered by the rear shift mechanism  44 . When covered, the contact  96  is prevented from contacting the motor shell  50 , thereby preventing the electrical circuit between the battery  48  and the motor  36  from being completed so that the axles of the vehicle are not being driven. When the contact  96  is uncovered, the electrical circuit is completed so that the axles are driven by the motor  36 . 
     The front and rear gear mechanisms  38 ,  40  for driving the axles  18 ,  20 , respectively, are best seen in FIG. 3, with the components of the rear gear mechanism  40  being shown in detail in FIG.  5 . Each gear mechanism  38 ,  40  includes a lower speed gear  98  and a higher speed gear  100  slideably mounted on the axles  18 ,  20  for sliding movement along the axis of the axles. The gears  98 ,  100  include integral collars  102 ,  104 , respectively, that extend toward each other and into engagement, whereby the gears  98 ,  100  on any one of the axles  18 ,  20  are caused to move in unison upon applying a pushing force on one of the gears toward the other gear. Thus, if a pushing force is applied to the gear  98  that tends to push it toward the gear  100 , both gears  98 ,  100  would slide simultaneously along the respective axle. 
     The gear  98  has a larger diameter and a larger number of teeth than the gear  100 , so that the two gears  98 ,  100  enable the axles to be driven at two different speeds. For instance, in one embodiment, the gear  98  could have 22 teeth while the gear  100  has 18 teeth. However, it is to be realized that the gear  98  could be the higher speed gear and the gear  100  could be the lower speed gear. Further, the gears  98 ,  100  could have different numbers of gear teeth than those expressly recited in this example. 
     As shown in FIG. 5, the axle  20 , as well as the axles  18 , are preferably rectangular in cross-section, with the gears  98 ,  100  and collars  102 ,  104  having corresponding rectangular bores through which the axles pass so that the gears  98 ,  100  and axles rotate together, but the gears can slide axially along the axles. However, it is to be realized that other axles shapes could be used if desired, such as round axles, with the gears being rotatably fixed to the round axle while permitting axial sliding movements thereon, such as by using inter-engaging splines and grooves on the axle and gear bores, respectively. Further, as shown in FIGS. 4 and 5, the chassis  14  is formed with gear wells  106 ,  108  to accommodate the gears  98 ,  100 . 
     With continued reference to FIGS. 3 and 5, each gear mechanism  38 ,  40  further includes an intermediate compound gear assembly  110 , with each gear assembly  110  being engaged with a respective one of the worms  56 ,  58  on the double-ended driveshaft  54 , and which are selectively engaged with one of the gears  98 ,  100  upon actuation of the gears  98 ,  100  along the respective axle  18 ,  20 . Each compound gear assembly  110  comprises a shaft  112  that is rotatably mounted in mounts  114  formed on the chassis  14  such that the shafts  112  extend generally parallel to the axles  18 ,  20 . A worm gear  116  is fixed on the shaft  112  and rotates therewith, and a lower speed gear  118  and a higher speed gear  120  are fixed to the shaft  112  on opposite sides of the worm gear  116  immediately adjacent thereto. Preferably, the gears  118 ,  120  contact the worm gear  116  so as to minimize the size of the gear assembly  110 . 
     The worm gears  116  are designed to provide a desired gear ratio between the worms  56 ,  58  and the worm gears  116 . Further, like the gears  98 ,  100 , the gears  118 ,  120  have different diameters and different numbers of gear teeth to provide for two different driving speeds. 
     For instance, in one embodiment, the worm gears  116  can have 22 teeth, to provide a gear ratio between the worms and worm gears of 1:22. Further, the lower speed gear  118  can have 8 teeth while the higher speed gear  120  has 12 teeth. Provided that the gears  98 ,  100  have 22 teeth and 18 teeth, respectively, the gear ratio at the lower speed (i.e. gears  98 ,  118  engaged) is thus 8:22 or 1:2.75, while the gear ratio at the higher speed (i.e. gears  100 ,  120  engaged) is 12:18 or 1:1.5. The mechanical advantage provided by such a design is 33:1 in the faster mode, and 60.5:1 in the slower mode. It is to be realized that other gear ratios could be utilized as well. 
     The worm gears  116  are preferably in driving engagement with the worms  56 ,  58 , such that rotation of the worms causes rotation of the worm gears  116  and the gears  118 ,  120 . As is evident from FIG. 3, the distance between the facing surface of the gears  98 ,  100  is greater than the distance between the gears  118 ,  120  such that the gears  98 ,  100  are initially out of engagement with the gears  118 ,  120  so that the axles  18 ,  20  are not driven and the vehicle can freewheel. However, since the gears  98 ,  100  are slideable along the axles, actuation of the gears  98 ,  100  to the right in FIG. 3 can bring the gear  98  into driving engagement with the gear  118 , while actuation of the gears  98 ,  100  to the left in FIG. 3 can bring the gear  100  into driving engagement with the gear  120 . Thus, provision of the different axle driving speeds is provided through shifting of the gears  98 ,  100  along one or both of the axles  18 ,  20  to thereby selectively bring one of the gears  98 ,  100  into engagement with the corresponding gear  118 ,  120  on the gear assembly  110 . 
     The front and rear shift mechanisms  42 ,  44  are used to shift the gears  98 ,  100  along one or both of the axles  18 ,  20 . The shift mechanisms  42 ,  44  will be described with reference to FIGS. 3 and 5. The front shift mechanism  42  comprises a generally planar horizontal connection portion  122  that is slideably disposed on the chassis  14  for sliding movements back and forth in a direction parallel to the axle  18 . A slot  124  is formed in the portion  122  for a purpose which will become apparent later. A generally vertical wall portion  126  extends upward from the portion  122  to a height greater than the height the gears  98 ,  100  extend above the axle  18 . A slot  128  is formed both in the horizontal portion  122  and the vertical portion  126 , to accommodate the mount  114  and the shaft  112  when the front shift mechanism  42  is properly located, and to allow shifting of the shift mechanism  42  to the left and right (when viewing FIG.  3 ). 
     The front shift mechanism  42  further includes a shifting fork  130  that is connected to the wall portion  126  and extends generally parallel to the axle  18 . A shoulder  132  extends downward from the end of the fork  130  facing the wall portion  126 . The fork  130  extends generally above the gears  98 ,  100 , with the shoulder  132  being disposed slightly to the left of the gear  98  when viewing FIG. 3, and with the wall portion  126  being disposed slightly to the right of the gear  100  when viewing FIG.  3 . Thus, by sliding the shift mechanism  42  to the left in FIG. 3, the wall portion  126  contacts the gear  100  and pushes it and the gear  98  to the left, whereby the gear  100  is brought into driving engagement with the gear  120 . Similarly, by sliding the shift mechanism  42  to the right in FIG. 3, the shoulder  132  contacts the gear  98  and pushes it and the gear  100  to the right, whereby the gear  98  is brought into driving engagement with the gear  118 . 
     Returning to FIG. 5, it is seen that the rear shift mechanism  44  comprises a horizontal, generally planar portion  134  that is slideably disposed on the chassis  14  for sliding movements back and forth in a direction parallel to the axle  20 . A generally vertical wall portion  136  extends upward from the horizontal portion  134 , and a shifting fork  138  is connected to the portion  136  and extends generally parallel to the axle  20 . A shoulder  140  extends downward from the end of the fork  138  facing the wall portion  136 . The fork  138  extends generally above the gears  98 ,  100 , with the shoulder  140  being disposed slightly to the left of the gear  98  when viewing FIG. 3, and with the wall portion  136  being disposed slightly to the right of the gear  100  when viewing FIG.  3 . Thus, by sliding the shift mechanism  44  to the left in FIG. 3, the wall portion  136  contacts the gear  100  and pushes it and the gear  98  to the left, whereby the gear  100  is brought into driving engagement with the gear  120 . Similarly, by sliding the shift mechanism  44  to the right in FIG. 3, the shoulder  140  contacts the gear  98  and pushes it and the gear  100  to the right, whereby the gear  98  is brought into driving engagement with the gear  118 . 
     The rear shift mechanism  44  is further provided with a pair of tabs  142 ,  144  that are connected to opposite sides of the horizontal portion  134 . The chassis  14  is provided with a pair of slots  146 ,  148  through which the tabs  142 ,  144  extend so that the tabs project outward from the sides of the chassis as is seen in FIG.  4 . The projecting tabs  142 ,  144  thus form actuators by which the rear shift mechanism  44  can be slid to the left and right. Thus, by pushing the tab  142  to the left in FIG. 3, the rear shift mechanism is slid to the left, thereby pushing the gears  98 ,  100  to the left as described above. Pushing the tab  144  to the right in FIG. 3 slides the shift mechanism  44  to the right, thereby pushing the gears  98 ,  100  to the right. 
     A resilient indexing arm  146  is further connected to the horizontal portion  134  for retaining the rear shift mechanism  44  in each of three positions. The first position is the freewheel position in which the gears  98 ,  100  and  118 ,  120  are not engaged, and the axle  20  freewheels. The second position is a lower-speed position at which the gear  98  is engaged with the gear  118 . The third position is a higher-speed position at which the gear  100  is engaged with the gear  120 . The indexing arm  146  includes a finger  148  that engages with grooves  150  on an indexing rack  152  formed on the chassis  14 . The rack  152  includes three of the grooves  150 , with the middle groove corresponding to free-wheel position, the groove on the right (in FIG. 3) corresponding to the lower-speed position, and the groove on the left (in FIG. 3) corresponding to the higher-speed position. The finger  148  is adapted to cooperate with a respective one of the grooves  150  so as to retain the shift mechanism  44  at the desired position. However, application of a sufficient pushing force to one of the tabs  142 ,  144  is able to force the finger from its current groove and into an adjacent groove. 
     Further, as best seen in FIG. 5, a pair of cut-outs  154 ,  156  are formed in the horizontal portion  134  between the tabs  142 ,  144 , with the cut-outs  154 ,  156  being separated form each other by a bar  158 . The bar  158  is sized and shaped to cover and uncover the contact  96  and thereby control operation of the motor  36 . At the first, free-wheel position of the shift mechanism  44  shown in FIG. 3, the bar  158  covers the contact  96  and prevents it from contacting the motor  36 . Therefore, the electrical circuit is not completed and the motor is “off”. When the shift mechanism  44  is slid to the right, the bar  158  uncovers the contact  96  and the contact projects upwardly through the cut-out  156  and into engagement with the motor so the motor is “on” (FIGS.  7 B and  8 B). Likewise, when the shift mechanism  44  is slid to the left, the bar  158  uncovers the contact  96  and the contact projects upwardly through the cut-out  154  and into engagement with the motor to complete the electrical circuit so the motor is “on” (FIGS.  7 A and  8 A). 
     As was indicated previously, the vehicle is adapted for operation both in two-wheel drive and four-wheel drive. Since the tabs  142 ,  144  are connected to the rear shift mechanism  44 , only the rear gears  98 ,  100  will slide into engagement with the gears  118 ,  120  unless a mechanism is provided for causing the front shift mechanism  42  to move with the rear shift mechanism  44 . The mechanism for selectively connecting the front and rear shift mechanisms  42 ,  44  is shown in FIG. 5 in the form of a connector  160 . 
     The connector  160  is actuatable between a first, four-wheel drive position at which the front and rear shift mechanisms  42 ,  44  are connected so as to move together when the tabs  142 ,  144  are pushed to enable engagement of both the front and rear drive gear mechanisms  38 ,  40 , and a second, two-wheel drive position at which the rear shift mechanism  44  moves to engage the rear drive mechanism  40  while the front shift mechanism  42  is stationary and the front gear mechanism  38  is disengaged. 
     With reference to FIGS. 5,  6 A and  6 B, the connector  160  includes a platform portion  162  that is slideably received within the slot  124  of the front shift mechanism  42 , with the horizontal portion  122  of the front shift mechanism  42  being disposed underneath the front end of the horizontal portion  134  of the rear shift mechanism  44  as best seen in FIGS. 6A and 6B. An actuating stem  164  extends from the bottom of the platform portion  162  and through a T-shaped slot  166  formed through the bottom wall  34  of the chassis  14 , whereby the stem  164  projects below the bottom of the chassis  14  to enable actuation of the stem  164 . The T-shaped slot  166  includes a cap portion  168  extending generally parallel to the axles  18 ,  20  and a stem portion  170  extending generally perpendicular to the cap portion  168 , with the stem  164  being moveable within the confines of the slot  166 . 
     The front end of the horizontal portion  134  of the rear shift mechanism  44  includes a T-shaped channel  172 , shown in dashed lines in FIG. 5, on the bottom side thereof. The T-shaped channel  172  is located generally vertically above the T-shaped slot  166  and includes a cap portion  174  extending generally parallel to the axles  18 ,  20  and disposed above the stem portion  170 , and a stem portion  176  extending generally perpendicular to the cap portion  174  and disposed above the cap portion  168 . A button  178  projects from the top surface of the platform portion  162  and into the T-shaped channel  172 , with the button  178  being located directly opposite from the stem  164 . 
     The connector  160  is actuatable back and forth between a four-wheel drive position and a two-wheel drive position. At the four-wheel drive position, the stem  164  is pushed all the way to the rear such that it is disposed within the cap portion  168  of the T-shaped slot  166  at the base of the stem portion  170 . Since the T-shaped channel  172  is oriented opposite the T-shaped slot  166 , the button  178  will be located at the bottom of the stem portion  176  of the channel  172  as shown in FIG.  6 A. At the four-wheel drive position then, the platform portion  162  is disposed within the slot  124 , the button  178  is located in the stem portion  176 , and the stem  164  is in the middle of the cap portion  168  such that when the tabs  142 ,  144  are pushed to the left or right, both of the shift mechanisms  42 ,  44  move together to the left or right, with the stem  164  traveling along the length of the cap portion  168 . Thus, since both shift mechanisms  42 ,  44  are shifted, both gear mechanisms  38 ,  40  can be engaged such that the vehicle  10  can operate in a four-wheel drive, higher speed mode and a four-wheel drive, lower speed mode. 
     However, at the two-wheel drive position, the stem  164  is pushed all the way toward the front of the vehicle such that it is disposed at the end of the stem portion  170 . The platform portion  162  thus slides forward in the slot  124  and the button  178  moves into the middle of the cap portion  174  of the T-shaped channel  172 . The button  178  and the cap portion  174  of the channel  172  permit shifting of the rear shift mechanism  44  relative to the front shift mechanism  42  when the tabs  142 ,  144  are pushed to the left or right, such that only the rear gear mechanism  40  is engaged and only the rear axle  20  is driven. Thus, the vehicle  10  is operable in a two-wheel drive, higher speed mode and a two-wheel drive, lower speed mode. 
     FIGS. 7A and 7B show the vehicle  10  in the four-wheel drive, higher speed mode and the four-wheel drive, lower speed mode. In FIG. 7A, the connector  160  is pushed all the way to the rear such that the front and rear shift mechanisms  42 ,  44  are constrained to move together. When the tab  142  is pushed to the left, the shift mechanisms  42 ,  44  move together to the left, thereby bringing the gears  100  into engagement with the gears  120 . Simultaneously, the bar  158  uncovers the contact  96  which projects upward through the cut-out  154  and into contact with the shell  50  of the motor  36  thereby completing the electrical circuit and turning the motor “on”. Thus, both the front and rear axles  18 ,  20  will be driven at a relatively higher speed by a drive train comprising the worms  56 ,  58 , the worm gears  116 , the gears  120  and the gears  100 . 
     In FIG. 7B, the connector  160  remains in the same position as in FIG.  7 A. However, the tab  144  is pushed to right, thereby causing the front and rear shift mechanisms  42 ,  44  to move together to the right thereby bringing the gears  98  into engagement with the gears  118 . Simultaneously, the bar  158  uncovers the contact  96  which projects upward through the cut-out  156  and into contact with the shell  50  of the motor  36  thereby completing the electrical circuit and turning the motor “on”. Thus, both the front and rear axles  18 ,  20  will be driven at a relatively lower speed by a drive train comprising the worms  56 ,  58 , the worm gears  116 , the gears  118  and the gears  98 . 
     FIGS. 8A and 8B show the vehicle  10  in the two-wheel drive, higher speed mode and the two-wheel drive, lower speed mode. In FIG. 8A, the connector  160  is pushed all the way toward the front of the vehicle  10 , such that only the rear shift mechanism  44  moves while the front shift mechanism  42  remains stationary with the gear mechanism  38  disengaged. When the tab  142  is pushed to the left, the shift mechanism  44  moves to the left, thereby bringing the gear  100  into engagement with the gear  120 . Simultaneously, the bar  158  uncovers the contact  96  which projects upward through the cut-out  154  and into contact with the shell  50  of the motor  36  thereby completing the electrical circuit and turning the motor “on”. Thus, only the rear axle  20  is driven at a relatively higher speed by a drive train comprising the worm  58 , the worm gear  116 , the gear  120  and the gear  100 . 
     In FIG. 8B, the connector  160  remains in the same position as in FIG.  8 A. However, the tab  144  is pushed to right, thereby causing the rear shift mechanism  44  to move to the right thereby bringing the gear  98  into engagement with the gear  118 . Simultaneously, the bar  158  uncovers the contact  96  which projects upward through the cut-out  156  and into contact with the shell  50  of the motor  36  thereby completing the electrical circuit and turning the motor “on”. Thus, only the rear axle  20  is driven at a relatively lower speed by a drive train comprising the worm  58 , the worm gear  116 , the gear  118  and the gear  98 . 
     As was mentioned previously, a light distribution bar  180  is mounted on the vehicle body  12 , preferably in a detachable manner, so as to distribute light from the light bulb  72  over the front end of the vehicle  10 . FIGS. 1 and 10 show that the light distribution bar  180  is disposed at the front end of the vehicle body  12  and is mounted generally on the inside surface thereof, in front of the light bulb  72  mounted on the chassis  14 . The light distribution bar  180  is made from a transparent material, such as a transparent plastic, so as to allow light to be transmitted therethrough. 
     Details of the light distribution bar  180  are shown in FIG.  9 . The bar  180  is sized and shaped so as to cover substantially the entire front end of the vehicle body  12 , and includes a front portion  182  disposed against the inside surface of the front end of the body  12 . The front end of the body  12  is preferably designed to simulate the front end of an actual vehicle, including a front bumper and headlights. To simulate headlights, the front portion  182  of the bar  180  includes a plurality of shaped projections  184  thereon which penetrate through correspondingly shaped holes  186  (only one hole being visible in FIG. 10) formed in the front end of the vehicle body  12 . The projections  184  are preferably tinted as certain color, such as yellow, orange, red, etc. so that the projections  184  more closely simulate lights at the front of an actual vehicle. Since the projections  184  penetrate through the holes  186  and through the front end of the vehicle body  12 , when the light bulb  72  is lit, the light therefrom is transmitted through the projections  184 , such that the projections  184  simulate headlights, fog lights or other lights typically found at the front end of an actual vehicle. 
     The bar  180  further includes a flange  188  that is connected to the base of the front portion  182  and is disposed underneath the bottom front edge of the vehicle body  12 . The flange  188  thus forms a portion of the front bumper of the vehicle body  12 , as well as distributing light from the bulb  72  to the bottom front edge of the body  12 , thereby simulating a ground light. 
     As shown in FIG. 9, a pair of spaced tabs  190  are connected to the front portion  182  and extend rearwardly therefrom, with each tab  190  including a slot  192  formed in the end thereof. A pair of connecting posts  194  (only one post being visible in FIG. 10) are formed on the inner surface of the body  12  and extend downwardly therefrom. The posts  194  are adapted to be frictionally received in the slots  192  so as to detachably connect the bar  180  to the body  12 . The frictional engagement between the posts  194  and slots  192  is sufficient to retain the bar  180  in place during use of the vehicle  10 , but can be overcome by manual force to allow the light bar  180  to be detach and reattached as desired. 
     The above specification, examples and data provide a complete description of the manufacture and use of the composition of the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the invention, the invention resides in the claims hereinafter appended.