Note: Descriptions are shown in the official language in which they were submitted.
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ALL TERRAIN VEHICLE
BACKGROUND OF THE INVENTION
1 _ F field of Invention
S The invention relates to a wheeled vehicle adapted to traverse a variety of
terrain. The invention particularly relates to straddle-type vehicles commonly
hnow~n
as sport all terrain vehicles or sport ATVs.
2. Description of Related Art
ATVs have become very popular consumer products in recent years. These
vehicles are typically used by one rider to travel undeveloped terrain, often
called
"off road" connoting the lack of paved or even defined paths. ATVs are used
for both
off road work and recreation. Due to the off road use, ATVs commonly encounter
obstacles such as rocks, steep hills, and ditches and may travel over loose,
granular
1 S fill, unstable mud or shallow water.
To accommodate the different, and often tugged, terrain, such vehicles are
generally designed with a powerful drive system to enhance mobility arid
traction and
provide sufficient force to push or pull various objects. Additionally, as
these
vehicles may be requited to travel over or under obstacles, ATVs are typically
24 designed to be as compact and light-weight as possible to allow a rider to
maneuver
the vehicle in difficult circumstances. In some cases, a rider must manually
move or
free the vehicle by pushing, pulling or tipping the vehicle.
In prior ATVs, certain elements have been added in response to the above
noted problems and conditions faced by the vehicle and its rider. For example,
25 fenders and mud flaps are typically provided to shield the rider from spray
of debris
and mud. However, such fenders can obscure the rider's view of the wheels,
thus
inhibiting the rider's ability to avoid or assess obstacles. Also, fenders
su~ciently
sized to protect a rider often interfere with ground obstacles and become
damaged or
break off: Additionally, fenders tend to collect mud and debris, which can
accumulate
30 above the wheel eventually interfering with rotation of the wheel.
ProteCiive courts may also be provided over the engine compartment to shield
the engine from debris and damage. The front of the vehicle, in particular,
may be
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provided with protective coverings over the radiator, the head lamps, and the
control
elemznts, for zxample.
At times due to the conditions encountered off road, ii may be desirable or
necessary tn physically move the vehicle. To assist riders in manually moving
the
ATV, many prior vehicles have grab bars located on the vehicle. However, these
grab
ban must be securely airached to a frame member and cannot protrude coo far
from
the vehicle, lest the bar interfere with its operation.
As a result of traversing such ru6ged terrain, the rider is often subjected to
an
uneven or unbalanced ride. It may be necessary, depending on the inclination
of the
vehicle or slope of the terrain, for the rider to balance the vehicle by
shifting his or her
body wright or leaning against the tilt of the vehiclr. Ot3rn, riders mwt
clamp onto
the seat or body of the ATV with their legs to maintain control and remain
astride the
vehicle.
Additionally, the rider, who swaddles the vehicle and rides on an open seat,
often experiences a rough ride, which can cause discomfort during lengthy
expeditions. In particularly rough terrain, a rider tends to get jostled. Such
vehicles
should provide adequate suspension to comfort the rider and allow the rider to
remain
on the vehicle over most terrain.
Another problem encountered by an ATV when traveling on uneven or sloped
terrain is continuous engine operation. Where an ATV is tilted or even tipped
on its
side, engine operation can be compromised or interrupted if flow of required
engine
fluids is prevented. For example, a gravity oil feed system must be oriented
substantially vertically to operate. When an ATV with gravity oil feed is
tipped. on its
side, oil will not be properly supplied to the other engine components
seriously
?5 compromising ensine performance and durability.
Accordingly, sta.biliry and ease of operation with a high degree of control is
important for both engine performance and rider comfort.
SU~RY OF THE INVENTION
3U An aspect of the embodiments of this invention is to provide a stable
vehicle
that is able to uaverse a wide range of off-road conditions.
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Another aspect is to protect the rider of the all terrain vehicle from debris
without compromising performance by obscuring visibility or interfering with
obstacles.
A further aspect is to provide a versatile yet stable seating arrangement to
allow a rider improved control and comfort while seated.
A.n additiona.l aspect is to assist the rider in maneuvering the vehicle in a
variety of conditions.
According to embodiments of this invention, a vehicle is provided that has a
frame with a front portion, a rear portion, a lower portion and an uppzr
portion, and a
plurality of wheels supported for rotation by the frame, including at least
one front
wheel and at least one rear wheel. A contoured seat is provided for a rider
supponcd
by the upper portion of the frame. The seat has a profile including a central
section
having a first height with respect to a horizontal support surface and an end
section
having a Second height with respect to the horizontal support surface. The
first height
is less than the second height. The seat is tapered from a wide end coward a
narrowed
section that coincides with the central section.
A drive assembly is supported by the frame and includes an engine and a drive
system connected to at least one of the wheels to impart drive power to the at
least one
wheel. A vehicle conuol assembly is also provided and includes a steering
mechanism supported by the frame and connected to the at least one front wheel
to
turn the at least one front wheel about a vertical axis, a power controller
connected to
the engine to control the drive power imparted by the drive system, and a
braking
mechanism connected to at least one of the wheels to inhibit rotation of the
at least
one wheel.
Also according to the aspects of embodiments of this invention, a vehicle is
provided that includes a frame with a front portion, a rear portion, a lower
portion and
an upper portion, and a plurality of rotatable wheels, each wheel connected to
a wheel
support coupled to the frame, including at least one front wheel and at least
one rear
wheel. A fender is positioned over the at least one front wheel, and a fender
support is
coupled to the fender and supported by the wheel support. A seat for a rider
is
supported by the upper portion of the frame. A drive assembly is supported by
the
frame and includes an rn;ine and a drive system connected to at least one of
the
wheels to impart drive power to the at least one wheel-
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A vehicle control assembly is also provided that includes a steering
mechanism supported by the frame and connected to the wheel support of the at
least
one front wheel to turn the at least one front wheel about a vertical axis, a
power
conuoller connected to the engine to conuol the drive power imparted by the
drive
system, and a braking mechanism connected tv at least one of the wheels to
inhibit
rotation of the at least one wheel. When the at least one front whzel is tamed
by the
steering mechanism, the fender that is supported by the wheel support is tamed
about
the same vertical axis with the at least one front wheel.
Preferably, the vehicle is a light-weight all terrain vehicle. The seat is
preferably a swaddle-type seat. Additionally, the preferred number of whzels
includes
two front wh.erls and two rear wheels.
Another aspect of this invention is to provide various additional features
that
are usable in combination on one vehicle, individually usable on separate
vehicles or
selectively combined on various vehicles, including different types of
vehicles, such
1S as vehicles with different wheel and seating configurations.
For example, an open U-shaped foot peg with a serrated edge can be provided
to provide a suong, stable foot support that inhibits the accumulation of mud
and
debris on the foot peg.
A convex cover can be provided over the front of the vehicle or portions of
the
front of the vehicle, such as the radiator.
A front and/or back grab handle can be provided as bumpers attached to the
upper portions of the main frame or extended frame positioned close to sear
level to
allow easy access for manual maneuvering of the vehicle.
The frame and engine placement can provide a low center of gravity. The
wheels can also be significantly offset from center_ A large suspension travzl
can
provide the rider with a more secure ride.
The frame can be formed of a pair of one piece tubular members bent to the
desixed support shape, which can reduce the required welds and corresponding
potential points of weakness.
An oil tank with a generally funnel shape and a sump portion can be used in a
gravity frrd system to rzliably supply oil even when the vehicle is disposed
at an
angle.
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These and other aspects of the invention W ll be apparent when taken in
conjunction with the drawings and detailed description below.
BRIEF DESCPvIPTION OF THE DREtWITIGS
p Referring to the drawings that form part of this original disclosure:
Fig. 1 is a perspective view of a vehicle in accordance with this invention;
Fig. 2 is a front view of a vehicle in accordance with this invention;
Fig. 3 is a side view of a vehicle in accordance with this invention;
Fig. 4 is a back view of a vehicle in accordance with this invention;
Fig. ~ is another side view of a vehicle in accordancz with this invention;
Fis. 6 is a top plan view of a vehicle in accordance with this invention;
Fig. 7 is an exploded perspective view of the frame in accordance with this
my enuon;
Fig. 8 is a partial perspective virw of the frame and seat in accordance with
this invention;
Fig. gEi is a plan view of the seat of Fig. 8;
Fig. 9 is a partial exploded perspective view of the frame and rear suspension
in accordance with this invention;
Fig. 10 is a partially exploded perspective view of the front of the frame in
?0 accordance with this invention;
Fig. 11 is an exploded partial view of the steering assembly and front fender
in
accordance with this invention;
Fig. 12 is an exploded perspective view of the front frame and suspension in
accordance with this invention;
?~ Fig. 13 is an exploded per,pzctive view of protective covers and
accessories in
accordance with this invention;
Fig. 13A. is a perspective view of an embodiment of the front fender in
accordance with this invention;
Fig. 13B is a partial side view in cross section of an embodiment of the
fender
30 and fender support in accordance with this invention;
Fis. 13C is a partial side view in cross section of an embodiment of the
fendrr
and mudflap in accordance with this invention;
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Fig. 14 is an exploded perspective view of the radiator, oil tank, gas tank
and
engine in accordance with embodiments of this invention;
Fig. 15 is another schematic view of an average rider with standard
dimensional ranges;
S Fig. 16 is a schematic view of an average rider similar to Fig. 15;
Fig. 17 is a perspective view of several components of the vehicle of the
present invention, showing their positional relationship with respect to one
another;
Fig. 18 is a perspective view of the oil tank of the vehicle of the present
invention; and
Fig. 19 is a side view of the general design of the oil tank for the vehicle
of the
present tnvenuon.
DETAILED DESCRIPTION OF PREFI=RRED EMBODIMENTS
A vehicle in accordance with the embodiments of this invention is
1 ~ illustratively shown in Fig. 1. The various elements described below are
discussed for
ease of explanation with reference to the vehicle 10 shown in the drawings.
However,
it will be understood by those skilled in the art that the various elements
are usable,
sepatnately or in various combinations, on other types of vehicles.
Vehicle 10 is designed to comfortably accommodate an average rider, which
as shown in Figs. 15 and 16 is a 50'" percentile U.S. male with the range oY
dimensions shown on these drawings. Of cotuse, in operation, a ridex is any
person
that drives the vehicle and is not limited to the average size person of Figs.
15 and 16.
Vehicle 10 is preferably an all terrain vehicle used by a single rider. The
vehicle is intended for recreation and, as described below, is designed to
handle
various terrain and conditions, particularly conditions termed "off road". Of
course,
the vehicle is not limited to the uses and conditions described herein.
As seen in Figs. I-6, vehicle 10 comprises a main frame 12 with rwo front
wheCls 14 and two rear wheels 16 rotarably supported by main frame 1?. The
preferred configuration includes four wheels for enhanced stability. Howzver,
two or
3U three wheel configurations are also possible. A drive system 18 is carried
by retain
frame 12 and is preferably a relatively powerful system that delivers a high
rate of
torque to the front or back wheels of the vehicle as described below. The
embodiment
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described herein uses a Rotaxr'" 6~0 engine, which is a 4 stroke, 1 cylinder
doublz
overhead cam shafr type. Howevzr, any suitable drive system could be
substituted.
A seat 20 is supported by frame 12 for supporting a rider in a straddle
position
with a leg on each side of seat 20 supported by a foot rest 56. Connected to
main
frame 12 is a steering assembly 22 including handle bars 24 for use by the
rider. As is
conventionally known and best seen in Fig. 6, handle bats 24 carry hand grips
26, a
front brake lever 28, a clutch lever 3U and various other switches.
Preferably,
handgrips 26 are spaced at a distance A above a horizontal surface (when the
vehiclC
is at full droop) in range of 1080-1195mm (42.5-47 inches), for example 1138mm
(44.8 inches). Also, handle bars 24 are preferably angled rearwardly at an
angle a of
about 17". Preferably, handle bars 24 have a borizon~l aprrad ui thr range of
730-
810mm (28.7-3 I .9 inches), for example 770mm (30.3 inches).
Referring to Fig. 7, main frame 12 is formed of two side frame pieces 32 and
34, which connect together to form a cavity 36. Each side frame piece, 34 for
example, is preferably formed of a one piece tubular support that is bent into
a
polygon. The ends are connected at a common point to an intermediate support
member 38, thus creating one joint for each side frame piece. 'This
configuration
facilitates manufacturing by reducing the number of joints that must be welded
or
otherwise connected and creates a strong, rigid frame with minimal points of
weakness. Of course, each side frame piece could be formed of a plurality of
individual members connected together into a polygon if desired.
For additional rigidity and to resist buckling and enhance strength,
additional
support members, shown as 40 in Fig. 7, can be used as desired. The number of
intermediate and additional support members depends on the particular strength
2p requirements and materials used for the vehicle. Frame pieces arid support
members
are also used, and added as necessary, as support for attachment of various
elements
such as the engine andlor coven. As seen in Fig. 7, brackets, such as 42, are
attached
to the support members for attachment of other components of the vehicle as
described below.
The frame members can be made of hollow pipes of steel, for example. The
support members can be hollow pipes, flat straps, T-bars, channel members or I-
beams depending on the strength, weight and cost parameters of the particular
vehicle.
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Side frame 32 is connected to side frame 34 by a series of spaced cross
support
members 44 that hold side frames 32, 34 in a fixed relationship with respect
to each
other and form cavity 36. Supported between upper portion and tower portion of
main frame 13 in cavity 36 is drive system 18, mainly the engine, which is
described
below. The configuration of cross support members 44 varies depending on the
location of the cross support members in the frame. In the vehicle shown in
this
example, the rear crass support members are tubular pipes, the wp cross
support
members are I-beams, and the front, bottom cross support members are channel
members.
The front of main frame 12 is generally triangular and slopes downwardly-
The front of main frame 12 suppo~ the from whccl a;serrcbly with cross support
members 44 that, in this case, are four channel brackets 46 each extending
outwardly
from side dame pieces 33, 34. As described below, another cross support member
44
is disposed above channel brackets 46, also in the form of a channel bracket
48
extending outwardly from side frame pieces 32, 34. A seat ~0 that receives
steering
assembly ?2 is created by a cross strap between channel brackets 46. A pair of
front
bumper brackets 52 extend outwardly from the front portion of main frame 12 at
the
ends of intermediate support members 38.
Lower portion of train frame 12 includes brackets for retaining portions of
the
2U drive system 18, particularly the engine. Toward the rear portion of the
lower portion
of main frame 12, a pair of tapered brackets 54 extend from each side frame
piece 32,
34- Each bracket supports a foot rest 56. Each foot rest 56 is formed as an
open
generally U-shaped peg that has a series of serrations S8 pointing upwardly.
In the
bottom of each foot rest 56, a series of openings 60 are provided. By this
configuration, a rider can securely rest the foot with the serrations
inhibiting slipping.
The openings allow dirt and debris to fall through to the ground and
discourage raking
of mud and dirt in the foot rest 56. Foot rest 56 may be formed from a single
piece of
metal shaped into a U by bending a plate of material with opposed serrated
edges at
two longitudinal fold lines with openings prefarmed or punched after folding.
Alternatively, foot rest 56 may be formed by bending a strip of material with
one
serrated edge at two uansverse fold lines, thus forming a loop with an open
bottom.
The top surface of foot rest 56 is preferably spaced from a horiwncal support
surface at a distance B, in a range of about 380-420mm (15.0-16_5 inches), for
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example 400mm (15.7 inches) (when the vehicle is at full droop). Foot rest 56
is
spaced below handle bars 24 at a distance C, in a range of about 700-775mm
(27.6-
30.5 inches), for example 73$mm (29.1 inches). Foot rest ~6 is positioned from
the
rear edge of handle bars 24 at a distancz D, in a range of about 225-255mm
{8.86-10.0
inches), for example about 240mm (9.45 inches). In addition, foot rest 56 is
positioned from the rear wheel axle at a distance E, in a range of about 535-
595mm
{21.1-23.4 inches), for example 566mm (22.3 inches).
The rear portion of main frame 12 has a bracket 62 for supporting the rear
wheel assembly and a bracket 64 for the suspension system. 4 frame extension
66 is
lU attached to the rear portion of main frame as shown in Figs. 7 and 8. Frame
extension
66 forms a generally triangular shape when viewed from the side and has a pair
of
side arm supports 68 and 70 on each side. Cross arm supports 72 and 74 are
provided
to space the side arms from each other and to form a rigid frame assembly.
Main
frame 12 with frame extension 66 forms a generally rhomboidal frame unit. As
seen
1 S in Fig. 8, brackets 76 are provided at the rear end of frame extension 66
to secure a
rear bumper 78 thereto.
Rear bumper 78 is formed as a generally U-shaped handle and functions as a
grab bar for a rider to pul! or maneuver the vehicle manually when necessary.
t~s seen
in Figs. 3-6, rear bumper 78 extends just beyond the rear wheels 16 to protect
the
20 vehicle from obstacles. Rear bumper 78 slopes downwardly to provide a rider
with
leverage when necessary to manually move the vehicle. Although shown as an
attachment to frame extension 66, rear bumper could be integrahy formed with
frame
extension 66. Similarly, frame extension 66 could be formed integrally with
main
frame 12.
25 Rzferring to Fig. 8, the upper portion of main frame 12 and frame extension
66
form a support surface for seat 20. The support surface is generally upwardly
concave
with the upper portion of main frame 12 and the upper portion of frame
extension 66
meeting at an obtuse angle to form a V-shaped dip 80. Seat 20 is contoured to
follow
and complement dip 80 thus forming an upwardly concave s;.ating surface. Seat
20 is
30 also inwardly tapered at dip 80 so that the rider can securely clamp the
lower legs on
either side of dip 80. As seen in Fig. 8A, seat 20 has an inwardly tapered
section 87
that coincides with dip 80. ~ pair of side wings 89 extend forward from dip $0
and
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inwardly tapered section 87. Side wings 89 are padded and form a clamping area
for a
rider's knees when a rider is shifted forward.
Seat 20 is formed of materials known for seating use on all terrain vehicles.
Preferably, the seat is formed of a molded plastic contoured shell with a
resilient,
5 foam inner support member supported by the shell and a durable all weather
outer
surface covering, such as vinyl, formed over the resilient member.
As seen in Fig. 8, seat ?0 can be secured with a hinge and latch onto the
frame
with a latch assembly 82 to provide access to the components beneath seat 20
if
desired. Typically, access to the battery compartment is beneath the seat.
Storage
10 areas may also be provided. Resilient stoppers 84 prevent wear and rattle
of seat 20
during operation. Of course, if desired, seat 10 can be fixed to the &atne.
As seen in Figs. 3 and ~, the contour of seat 20 provides for cxntral dip 80
portion that slopes gradually up to a raised portion 86 at the rear of the
vehicle. The
rear end of seat 20 is preferably higher with respect to a horizontal support
surface
than dip 80. Also, rear portion 86 is preferably wider than tapered section
87. Front
end of szat 20 is also preferably a raised portion 88 that is higher with
respect io a
horizontal support surface than dip 80. In the embodiment shown in Figs. 3 and
5,
front raised portion 88 is higher than rear raised portion 86. Front raised
portion
forms a cushioned area that protects a rider from impact with the gas tank or
steering
assembly, along with cushioned side wings 89 that allow a rider to bear
against the
sides of vehicle 10.
Front raised portion 88 is shown as an integral portion of seat 20. However,
if
desired, front raised portion 88 could be a separate cushioned component.
Similarly,
side wings 89 are shown as integral extensions of seat 20> but could be formed
as
separate cushioned or padded components. The relative vertical heights of the
seat
portions could also vary. For example, rear end of the seat could be level or
taprred at
the bark so that the rear end is level with the dip portion. The relative
taper can also
vary, but it is desired that the tapered section be sufficiently narrow to
allow a rider to
sit comfortably and securely with the lower legs and knees straddling the
vehicle.
Preferably, tapered section 89 is about half as wide at the top of seat 20
than at the
bottom of seat 20. For example, the width of the tapered section can bc: about
~.S
inches at the top, with the bottom width being about 11.~ inches.
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Seat 20 can also be provided with only a tapered section 87, with no dip such
chat the side profile of the seat would be flat. Such a configuration would
allow a
rider to still clamp the sides of the seat while riding. Seat 2U, in either
configuration,
could also be used on other vehicles, including but not limited to personal
watercraft,
S snowmobiles or motorcycles.
Fig. 3 shows an example of preferred dimensions of seat 20 in which front
raised portion 88 slopes at an angle ~, of about 42° (at rest} toward
dip 80. Rear raised
portion 86 slopes upwardly at an angle y from dip at an angle of about
7°at rest, and
about 6° with a rider.
As seen in Fig. 8 A, dip 80 coincides with a tapered area 89 of seat 20.
Preferably, seat 20 tapers inwardly. pip $0 is positioned generally
vcrticr~lly above
foot rests 56 and spaced slightly rearwardly. Dip 80 and taper section 89 are
designed
to support a rider az the knee and lower thigh with the foot supported on foot
rest 56.
Thus, dip 80 is preferably spaced at a distance F, within about 130-l4~mm
(5.12-5.71
inches), for example 138tnm (5.43 inches) from foot rest 56 toward the rear of
the
vehicle. Likewise, dip 80 is preferably spaced at a distance G, in the range
of about
44~-495mm (17.5-19.5 inches), for example about 471mm (18.5 inches) above foot
rests 36 to accommodate an average six rider. Hy this positioning, a rider is
able to
lean or slide sideward while riding to facilitate maneuvering the vehicle
because the
rider's knee is positioned slightly above the seat over dip 80. Seat 20 has an
intermediate height H in a range of about 470-520mm (18.5-20.5 inches), for
example
about 497mm (19.6 inches) above foot rest 56. At its rear end, seat 20 also
has a
height I of about 495-550mm ( 19.5-21.7 inches), for example 525mm (20.7
inches)
above foot rest 56. A distance 1, measured from foot rest ~6 to height of the
intermediate portion of the seat is in the range of about 330-367mm (13.0-14.4
inches), for example 349mm (13.7 inches). At a distance of K, measured from
foot
rest 56 to the rear of seat 20, is about 53~-595mm (21.1-23.4 inches), for
example
S66mm (22.3 inches),.
The rear suspension 90 is shown in detail in Fig. 9. As can be seen in Figs. 4
3U and 7, rear suspension 90 extends from the upper portion of main frame 12
to the rear
wheel assembly. The suspension assembly, including rear suspension 90 and the
front
suspension described below, provides a very large vertical travel distance,
preferably
in the range of 11-12 inches of vertical travel, which results in a smoother,
more
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stable ride for a user. In this case, rear suspension 9U provides a vertical
travel
distance of about 292mm (11.~ inches).
Rear suspension 90 includes a shock absorber with a central hydraulic cylinder
92, a piston 94 and compressed gas source 96 surrounded by a heavy duty
helically
wound spring 98. The cop end 100 of the shock absorber is attached to bracket
64 on
main frame 12 with a conventional fastener. The other, bottom end 102 of the
shock
absorber is attached to the rear wheel assembly, also with a conventional
fastener at a
swing arm 104. Swing arm 104 is pivotally attached at end 106 to main frame 12
at
bracket 62 and rotatably supports the rear wheel drive axle with a cylindrical
support
sleeve 108 that clamps around the rear axle, as seen in Fig. 4.
Turning to the front portion of main frame 12, Fig. 10 shows the front portion
of main frame 12 that supports the front wheel assembly. Extending from each
side
frame piece 32, 34 are a pair of extension arms. For example, lower arm 110
and
upper arm 112 extend from side frame piece 34 and are pivotally connected at
channel
brackets 46. Similar extension arms extend from side frame piece 32 on the
opposite
side.
!=ach extension arm, lower atm 110 for example, is formed as a V-shaped
support with each outer end of the arms 1 l0a and 1 l Ob being connected to a
channel
bracket 46 and the vertex 110c being connected to a knuckle joint 114.
Referring to
knuckle joint 114 in Figs. 10 and 11 for ease of explanation, pivotal
connection points
116 and 118 are provided for upper and lower extension arms and an outwardly
extending a.Kle 12U is provided for aaachmenc to the hub 122 for one of the
front
wheels 14. As seen in Fig. 10, a suitable fastener assembly including a series
of o-
rings, ball bearings, bushings, seals and nuts is provided to attach the wheel
hub 122
to the axle 120 for rotation.
Referring to Fig. 11, each knuckle 114 is also connected to steering assembly
22 at flange 124, which is fastened to steering tie rod 126. A pair of tia
rods 126 are
fastened to base 128 and extend from steering assembly 22 adjacent steering
column
130. As steering column 130 is rigidly connected to base 128, steering motion
actuated by handle bars 24 translates through column 130 and base 128 to tie
rods
126, which in turn pull or push knuckles 114 and the associated front wheel
hub in the
desired steering direction.
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Front suspension 13? is shown in detail in Fig. 12. Front suspension 132 is a
shock absorber with a cylinder 134 and piston 136 surrounded by a helically
wound
heavy duty spring 138. One end 140 of the shock absorber is pivotally fastened
to
main frame 12 at channel bracket 48. The other end 142 of the shock absorber
is
pivotally attached to lower arm 110 adjacent vertex 1 l Oe. Front suspetuion
132
allows the front wheels to move vertically with respect to the frame and
independently
of each other to improve the ride and enhance stability. As discussed above,
the
suspension system of the vehicle of the preferred embodiment provides a wide
range
of vertical travel. In this case, front suspension 132 preferably has a
vertical travel of
lU about 3USmm (12.0 inches).
The front wheel hubs are widely set apart for incr~ed stability. In the
preferred embodiment, the span between the outer edges of front wheels is i.tt
the
range of 1110-1230mm (43.7-48.4 inches), for example about 1170mm (46.1
inches).
The rear wheel hubs are also set apart with the outer edges of the rear wheels
being
spaced within a range of 1205-133~mm (47.4-52.6 inches), for example about
1270mm (50.U inches). 1'he front wheel track from hub to hub is preferably
within a
range of 995-I 100mm (39.2-43.3 inches), for example about 1048mm (41 in.) and
the
rear wheel track from hub to hub is preferably in the range of 940-1040mm
(37.0-40.9
inches), for example about 990mm (39 in). Thus, the front wheel track is
slightly
larger than the rear wheel track. The axis of rotation of the front wheels 14
is spaced
from the axis of rotation of the rear wheels 16 by a distance in the range of
about
1250-1350mm (49.2-53.1 inches), which also forms a stable wheel base. Tha
ratio
between the wheel base and the wheel tracks is roughly 1.3, which greatly
enhances
stability. The clearance beneath the frame at the front and under the engine
as shown
is about 279mm (11 inches). The clearance under the drive train at the rear
axle as
shown is about 121mm (4.75 inches). Thr wide set wheel base and wheel tracks,
particularly coupled with the enhanced suspension system, adds to the
stability of the
vehicle.
Secured to each knuckle 114 is front fender assembly 144. There is a front
fender assembly 144 provided far each front wheel 14- Front fender asszmbly
144
includes a fender 146, a fender support 148 and an optional mud flap 1~0.
Fender l46
is a rigid sheet member, which is generally convex and shaped to generally
complement a section of the outer edge of the front wheel. Fender 146 is
supported
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14
by fender ~uppor< 148, which is a V-shaped support bracket having a pair of
support
arms fastened to either end of fender 14b. As seen in Fig. 11, tender assembly
144 is
secured to the top edge 154 of knucklz 114 by a pair of fasteners that clamp
bracket
I 56 onto knuckle I 14. Fender 146 is supported at a distance from the outer
edge of
the front tare to provide sufficient clearance for the front wheel to turn
even when
caked with mud and debris andlor when the inner side of fender 146 has an
accumulation of debris. The front edge of fender 146 is positioned to provide
a clear
line of sight to the front edge of the front wheel for the rider, as seen in
Fig. 5.
Ahernatively, fender assembly 144 may be pivotally attached to knuckle 114
to allow at least fender 146 to pivot with respect to the axis of rotation of
the front
wheel in provide access to the front wheel and to nnovc away from ground
obstacles.
As seen in Fig. 13A, fender support 148 can be pivotally connected to knuckle
114
with a spring biased connector I 58 that allows fender support 148 to pivot
with
respect to knuckle 114 along the axis of rotation of the front wheel. A spring
may be
used to bias the finder support into the normal operaring posuion. Fig. 13A
shows a
simple hinge spring, but any biasing element may be used, including but not
limited to
a compression, coil or leaf spring or a rubber grommet assembly.
Also, rather than providing the pivotal connection at the knuckle 114, fender
146 may be pivotally, releasably connected to fender support 148. As seen in
Fig.
13B, fender 146 may have a snap fit connection 160 that releasably connects to
fender
support 148. A biasing member may be provided to return fender 146 to the
operating
position.
Mud flap 150 can be a separate element fastened to the rear edge of fender
146, as seen in Fig. 13, or integrally formed with fender 146. Mud flap 150 is
2~ preferably a flexible sheet made of a resilient, highly durable plastic
material, such as
vinyl. However, mud flap 150 may be formed of a rigid material. In this case,
or
even when resilient material is used, mud flap 150 can be fastened to fender
146 with
a pivotal or releasable connection 152, as seen in Fig. 13C. The connection
152 can
be spring loaded to allow mud flap 1 SO to pivot upwardly upon impact with an
obstacle. Similarly, mud flap can be configured to break free from fender 146
if an
obstacle is encountered.
In operation, due to the direct connection between the fender and the front
wheel assembly 14, fender assembly 144 tum~ with front wheels 14. Thus, front
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fenders 146 rotate with knuckles 114 about a vertical axis. To accomplish
this, it is
not necessary that the fender support 148 necessarily be connected to knuckle
114 as
long as a connection is made with the front wheel assembly 14 or steering
assembly
22, rather than rigidly with the frame. The effect of rotatable fenders is
that the rider
S remains protected from flying debris at all times during operation. 'Ibis
greatly
increases rider comfort and safety.
Fig. 13 auo shows several of the protective components for vehicle 10.
Referring also to Figs. 1-6, a front buruper 162 is secured to main frame 12
by flanges
164 that connect to brackets 52 at each side frame piece 32 and 34. Front
bumper 162
I U is generally U-shaped to form a grab bar that can bz used by a rider to
manually
maneuver vehicle 10 if necessary. Front bumper 162 has side handles 166 that
provide additional grasping portions. Front bumper 162 is preferably formed of
a
rigid tubular metal member for strength. A skid plate 168 is fastened to front
bumper
162 as a protective plate for oncoming obstacles. Skid plate 168 can be formed
of any
15 durable material, preferably a rigid, molded plastic. As seen in Figs. 3
and 5, front
bumper I62 protrudes beyond the front edge of front wheels 14 for protection.
A front cowling 170 is positioned over the upper fiont portion of the vehicle
to
protect the rider and drive assembly, to improve the aerodynamics of the
vehicle, and
to provide an aesthetically pleasing appearance for the vehicle. Front cowling
has a
front convex portion with wings 172 extending froth either side. Various front
vents
and an opening 174 that frames the head lamp are provided, as seen in Figs. 1,
2, and
13.
Disposed behind steering assembly 22 and front cowling 170 is a gas tank
cover 176 shaped to fit on tap of and over both sides ofthe gas tank. Gas tank
cover
176 slopes with the front portion 88 and side wings 89 of seat 20. Gas tank
cover 176
is shaped to fit around the steering column and provide access to the gas tank
for
filling.
A pair of foot protectors 178 are provided at each side of main frame 12 to
shield a rider's foot from rear wheels 16. Foot protectors 178 are disposed
rearwardly
of foot rests 56 and provide an additional support surface for a rider. A rear
fender
180 is attached to the upper, rear portion of main frame 12 to cover rear
wheels 16.
As shown, rear fender 180 extends under seat 20 with an opening 182 for access
to the
battery- Rear fender 180 is shown as a one piece unit, but may be made of
individual
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components is desired. Mud flaps similar to mud flaps 1 ~0 may also be
provided if
desired.
Front cowling 170, gas tank cover, 176, foot protectors 178 and rear fender
180 are preferably formed of durable rigid sheet material, such as molded
plastic, that
3 has a high resistance to impacts and superior weatherabiliry.
Finally, retained within main frame 12 is drive system 18. As partially
schematically represented in Fig. 14, the drive system 18 includes an engine
182, a
fuel system with a gas tank 184, a cooling system with a radiator 186, and a
transmission with a drive train 188, best seen in Fig. 4.
Radiator 186 has a protective cover 196 fastened over the front face to
protect
radiator 186 from damage during operation. Cover 196 is outwardly convex and
thus
is spaced from the front face of radiator 186. The convexity adds strength and
stiffness to the sheet material of cover 196 and ensures that any small
penetrations of
cover 196 will affect radiator 186. Cover 196 has side edges 198 that have a
flat edge
to meet radiator 186 and a cmrved edge to match the outer surface that stiffen
cover
196 and further protect radiator 18b.
Hs shown in greater detail in Figs. 18 and 19, oil tank 190 is provided for
rhz
engine with a gravity feed arrangement. Oil tank 190 has a main chamber 192
formed
in a generally funnel, tapered shape that leads to a sump 194. The funnel
shape is
shown in general detail in Fig. 19. The shape of oil tank 190 ensures that oil
wilt be
supplied to engime 182 when vzhicle 10 is tipped at any angle from the
horizontal. As
oil is funneled to sump 194 in all but horizontal positions, oil delivery can
be assured.
As shown in Fig. 17, oil tank 190 is positioned above gas tank 184, behind
radiator 186 and lighting fixture 200. The arrangement of these elements in
this
?S manner provides a compact, yet efficient, arrangement.
Other conventional components of a drive system, such as an exhaust system,
are provided as seen in the figures but need not be described in detail as one
of
ordinary skill in the art would readily recognize the remaining drive
components.
All of the above noted dimensions are provided merely for purposes of
description and are in no way intended to be limiting. The various parameters
could
of course be varied and remain within the scope of the invention.
The embodiments described herein are intended to be illustrative of this
invention. As will be recognised by those of ordinary skill in the arc,
various
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17
modificauons and changas can be made and would remain within the scope of the
invention defined in the appended claims.
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