CA2164078A1 - Modular motor vehicle - Google Patents

Abstract

A front wheel drive motor vehicle is disclosed having a strong, light weight and attractive arrow-like body made with steel square tubing and removable plastic panel inserts. Vehicle entry is by removable or roll back top, the vehicle's front wheels are simultaneously driven through a bevel gear drive arranged in a narrow wheel track, and body suspension and steering is through a pair of special U-shaped springs which provide semi-independent front suspension coupled with a wide rear wheel track for stability.

Description

~ 2164(~78 R~ ROUND OF T8E INVENTION
The field of the invention is automotive, specifically small front wheel drive motor vehicles.
5Motor vehicle front wheel drive has become increasingly popular and many of such vehicles have been getting smaller and lighter, mainly to attain fuel conservation and lower levels of pollution. However, their complexity has made their manufacture and repair expensive while the safety of smaller vehicles is of continuous concern to both manufacturers and consumers. In addition, fiberglass and special composite materials have been increasingly used to reduce motor vehicle weight which leads to increasing concerns as to the ease with which a motor vehicle comprised of disparate materials can be recycled.
15The related prior art includes electric conversions as seen in U.S. Patent 3,902,565 and torque converters or continuously variable transmissions as disclosed in U.S. Patent 3,939,732.
Although the basic running gear in U.S. Patent 747,909 and the front wheel drive in U.S. Patent 761,657 have been substantially improved, their basic principals of operation still prevail today in their improved state.

SUMMARY OF THE INVENTION
It is one object of the invention to provide an inexpensive, economical, low polluting and safe front wheel drive motor vehicle.
It is another object of the invention to provide a vehicle which i8 suitable for efficient utilization of small engine power sources, utilizing mechanical torque converters or continuously variable transmission driving means.
The disclosed vehicle comprises front wheels which are driven through a bevel gear drive in an arrangement which provides a narrow front wheel track and drives both front wheels ~imultaneously. Suspension and steering along with drive support is through a pair of special U-shaped springs mounted to a sleeve which is on a pivot shaft secured to the front of the vehicle.
The special U-shaped springs provide a semi-independent front suspension and a wider rear wheel track for the vehicle provides good vehicle stability.
The generally A-shaped wheel track is complimented with an arrow-like body which is aerodynamically advantageous while affording considerable occupant impact crash protection.
The vehicle's body and frame is constructed with steel square tubing welded together at compound angles and uses detachable plastic panels, generally screw mounted inserts, to complete the body. With steel and plastic being used in such manner, both strength and lightness of weight are achieved and the separation of desperate materials is made easy.
The result is an attractive, fuel efficient motor vehicle which can utilize alternate power trains and/or power sources.

'~- 216~78 BRIEF n~PTPTION OF THE DRAWINGS
The present invention will be more fully understood by reference to the following detailed description when read in conjunction with the attached drawings, wherein:
FIG. 1 is a side view of a motor vehicle of the invention.
FIG. 2 is a rear view of the motor vehicle of FIG. 1.
FIG. 3 is a top view of the lower frame, power train and steering assembly of the vehicle of FIG. 1.
FIG. 4 is a side view of the lower frame, power train and suspension of FIG. 3.
FIG. 5 is a sectional view, partially showing the plastic panel inserts and top with glass of a vehicle of the invention.
FIG. 6 is a sectional, detailed view of a steering pitman arm with shaft of the invention.
FIG. 7 is a detailed view of a front suspension and steering mechanism of the invention.

DE~ATT~n n~DTPTION OF THE DRAWINGS
The motor vehicle, as shown in FIGS. 1-4, is primarily constructed with generally square tubing members 1-14. The main members 1, 2 are generally parallel to each other, span about the length of the vehicle and generally comprise the outermost sides of the vehicle. The upper members 11, 12 and lower members 3,4 are arranged at an angle toward the rear of the vehicle and are ]oined to the main members 1,2, preferably at compound angles, a ~ 216407~

distance from the front of the main members 1,2 to form an arrow-like body and frame and leaving the front section under the main members 1,2 vacant for arrangement of front wheels, steering and suspension .
The preferred compound angle attachment of the upper and lower members to the main members, together with the utilization of square tubing, creates a very strong structure. The square tubing cross members 18-26 complete the body and frame and serve as a mounting frame for the engine 49, transmission 57, seats 30, pivot shaft 72 and steering extension plate 80.
Tubing members 1-14 and cross members 18-26 are preferably of steel construction and comprise square tubing which is cut to appropriate size and angles and welded together. Two thick steel strips 15,16 are illustrated as welded to the upper members 11,12 to complete the windshield frame. Generally, flat safety glass 29 is used where indicated on the drawings.
A steel strip 17 is mounted between the main members 1,2 serving as a light bar for mounting front lights 44. The rear lights 45 are mounted to rear cross tubing member 10. The bumpers 39 are connected to brackets 40 which are mounted on the vehicle with bolts 41.
The panel inserts include side panel insert 31 and rear panel insert 32 are generally made of plastic or the like material and are arranged to enclose the vehicle. The panels are mounted by screws 33 to enable easy removal and/or replacement.

~ 216~078 The top 28 is held in the closed position by a latch 34. A
reference line 27 shows the position of the top 28 in the closed position. The top 28 is opened for vehicle entry by a handle 42 while disengaging latch release 35. The top 28 can be entirely removed, making it a convertible-type vehicle. The rear fenders 43 are made of generally thick plastic and are generally mounted on the inside of the main members 1,2. The rear axle 46 comprises brake drums with hubs 47 and slipper leaf springs 48.
In FIGS. 3 and 4, the wheels 36, wheel caps 38 and lug bolts 37 have been removed to provide clarity in viewing the power train and front wheel drive steering and suspension. The engine 49 is equipped with a front drive extension 50 as well as the conventional crankshaft extension 51. Extension 51 could be used as a power take off to provide power to some other accessory such as an air conditioning unit. The engine 49 also has a hot air exhaust duct 52 to expel heat through the vehicle's rear screen 53.
A short drive shaft 54 connects the front drive extension 50 to the input shaft 56 of the transmission 57 by two shaft couplings 55, which are st~n~rd couplings for keyed shafts.
Power is delivered to the input shaft 59 of the bevel gear drive 60 through a drive shaft 62. Standard universal joints 61 for keyed shafts are used at the ends of the drive shaft 62 allowing straight and angular velocity to be transmitted to the bevel gear drive 60. Linear movement compensation is solved by the one end of the universal joint 61 left free to slide on the transmission 57 output shaft 58.
Two front drive hubs 64, which are st~n~rd all-terrain vehicle hubs for keyed shafts, are mounted on the ends of the cross shaft 63 of the bevel gear drive 60. The hubs 64 are held in place by threaded studs 65, which are threaded in the ends of the cross shaft 63, with ret~ining nuts 66. Wheel track distance from the centers of the front wheels is only about 12 inches, thereby minimizing tire scrub while turning.
The two special U-shaped springs 67 have mounting holes at each of their ends. One end of each spring 67 is mounted to the bevel gear drive 60 with bolts 68 while the other two ends are mounted to a plate 96 by bolts 69 and nuts 70. The plate 96 is welded to a round sleeve 71. The front cross members 18,19,20 are shown in FIGS. 3 and 4 broken away for clarity, but the upper end of a pivot shaft 72 is welded between the two front cross members 18,19. The round sleeve 71 is rotatably mounted on the lower end of the pivot shaft 72. A lever 74 is welded on the round sleeve 71.
A steering bar 79 is mounted on a pitman arm with shaft 81.
An extension plate 80 is welded to a central cross member 22 and supports the pitman arm with shaft 81. Steering is actuated by the steering bar 79 through a tie rod 76 whose ends 77 are mounted on the lever 74 and the pitman arm with shaft 81 by bolts 25 78 and nuts 82. A shoulder bolt 73 threads into the end of the ~' ' 2l64n7s pivot shaft 72 and retains the plate 96 with the round sleeve 71 on the pivot shaft 72 while still allowing the round sleeve 71 to rotate freely on the pivot shaft 72. In the illustrated vehicle, there is a steering mechanical advantage ratio between the lever 74 and the pitman arm with shaft 81 of approximately 2 to 1 so that less than 1/2 of a turn in either direction of the steering bar 79 fully turns the front wheels.
The U-shaped springs 67 are thinner on the ends which mount to the bevel gear drive 60 and are thicker on the opposite ends which mount to the plate 96. This increases strength and rigidity for steering and drive support while still allowing suspension and flex for the front wheels. Also, the mounting of the plate 96 and the bevel gear drive 60 to the U-shaped springs 67 is so that, in a forward and most normally traveled direction of the motor vehicle, the centers of the cross shaft 63 are lagging from the center of the pivot shaft 72. This creates a negative caster angle for the front wheels and improves the tracking and stability of the vehicle.
In FIG. 5, it can be seen that the square tubing, as shown by the main tubing member 1, has rounded corners so that when the plastic panels are installed in a slightly recessed manner, as in the side panel insert 31, the appearance is stylish. Angle brackets 84 are mounted as needed so that panel screws 33 thread into them.
The top 28 has bearings 85 mounted along its bottom by bolts ~ 216407~

86 so that it can roll easily along on the main tubing members 1,2. Ret~ining rails 87 are secured to both inner sides of the main tubing members 1,2 by bolts 88 and serve as a guide and hold down the top 28. Glass braces 89 are mounted as needed and together with adhesive rubber molding 90 secure all vehicle safety glass 29.
FIG. 6 illustrates the pitman arm with shaft 81 and how it is mounted to the extension plate 80. The pitman arm with shaft 81 is a one-piece, heat-treated forging and is mounted in flange bearings 95 for easy rotational movement. The flange bearings 95 are mounted to the extension plate 80 by bolts 91 and nuts 92.
The steering bar 79 is mounted through a hole at the end of the pitman arm with shaft 81 and is secured by a pin 93. A spacer 94 is used to increase distance from the steering bar 79 to the extension plate 80 so that a cushioned cover 83, removed for detailed viewing, can be mounted around the steering bar 79.
FIG. 7 illustrates the pivot shaft 72 mounted between the two front cross members 18,19. The shoulder bolt 73 includes a brass washer 75 and a brass bushing 97 pressed into the round sleeve 71 along with a grease fitting 100 for extended wear resistance and easy rotational movement of the steering mechanism. In addition, hardened thrust washers 98 along with a thrust bearing 99 are placed on the pivot shaft 72, between the front cross members 18,19 and the round sleeve 71, to reduce thrust force friction.

This attractive motor vehicle as illustrated, has a weight of about 1,000 lb. and has been suitably powered by 20-25 horsepower air-cooled 4-stroke cycle engines. Of course, the choice of power source and/or drive train is an option and is dependent on many factors, such as the vehicle's size and weight.
The vehicle's primary braking effort is through the rear brakes and wheels. However, a secondary brake, not shown, is also provided through the transmission to slow or stop the front wheels via a drive shaft brake.
Although the motor vehicle has been described in detail, various additions or modifications are possible. For example, the suspension system could have small shocks added to it, the steering could include a gear reduction and the top could be opened and closed by an electric motor. Many possibilities exist within the scope of the following claims.

Claims (10)

1. A vehicle having a body and frame constructed of members;
means for joining said members; opposing main members, arranged in generally parallel, horizontally spaced relation to each other and extending about the length of said vehicle, said main members having a side comprising an outermost side surface of said vehicle; front members, mounted to the top and bottom of said main members at a distant point from the front of said main members, and arranged at angles to said main members to form an arrow-like body and frame; panel inserts mounted between said members of said vehicle; means for mounting said panel inserts between said members; wherein an area under said main members extending from the front of said main members to said distant point is vacant for mounting front traction means, steering and suspension of said vehicle.

2. A vehicle of claim 1, wherein said members comprise steel, straight square tubing, and said members are welded together at compound angles.

3. A vehicle of claim 1, wherein angle brackets are mounted to said members, screws thread into said angle brackets and said panel inserts are plastic and held in a slightly recessed manner between said members by said angle brackets and screws.

4. A vehicle of claim 1, wherein said panel inserts and said members comprise separable recyclable materials.

5. A vehicle of claim 1 comprising a rear axle having a wide wheel track mounted under said body and frame; cross members are mounted between said main members; a pivot shaft, is mounted to a cross member arranged in said vacant area, said pivot shaft having a sleeve rotatably mounted thereon, said sleeve being fixedly mounted to a bevel gear drive means; said bevel gear drive means having an input shaft and an output cross shaft; said cross shaft having front wheels mounted at about the ends thereof in an arrangement so that said front wheels rotate simultaneously within a narrow wheel track; means for rotating said sleeve in response to operator steering of said vehicle; an engine mounted to a cross member, said engine having a crankcase extension; a transmission mounted to a cross member, said transmission having an input shaft and an output shaft; said engine crankshaft extension being connected to said transmission input shaft for driving said transmission; a drive shaft mounted between said transmission output shaft and said bevel gear drive input shaft, having universal joints mounted on opposite ends thereof arranged to enable straight and angular velocity transmission to said bevel gear drive input shaft from said transmission output shaft.

6. A vehicle of claim 1, wherein said vehicle comprises a retaining rail secured to an inner side of a main member which is arranged to guide and hold down a top of said vehicle; a handle is mounted on said top for opening and closing said top by moving said top along said main members; and a latch is arranged for holding said top in a closed position.

7. The vehicle of claim 6, wherein bearings are mounted along a bottom surface of said top so that said top rolls easily on said main members.

8. A vehicle of claim 1 wherein said front tracking means comprises wheels.

9. A vehicle steering and suspension device comprising, a U-shaped spring; means for mounting one end of said U-shaped spring to means for traction of said vehicle; means for rotatably mounting an opposite end of said U-shaped spring to a body or frame of said vehicle; means for rotating said U-shaped spring in response to a steering motion by an operator; wherein said one end of said U-shaped spring has a smaller dimension than said opposite end of said U-shaped spring, and said U-shaped spring is sized to provide sufficient strength and rigidity for steering, drive and suspension support of said vehicle.

10. The vehicle steering and suspension device of claim 9 wherein said one end of said U-shaped spring is thinner than said opposite end of said U-shaped spring.