GB2230497A

GB2230497A - Vehicle

Info

Publication number: GB2230497A
Application number: GB8900615A
Authority: GB
Inventors: Brian Anthony Gregson
Original assignee: Individual
Current assignee: Individual
Priority date: 1989-01-11
Filing date: 1989-01-11
Publication date: 1990-10-24
Also published as: GB8900615D0

Abstract

Four-wheel or front-wheel-drive vehicle comprises a transmission system and a unitary chassis arranged for the use of a transverse motor located to the rear of a front axle (or alternatively forward of a rear axle). In this way a greater proportion of the weight of the transverse motor than was previously usual is distributed to the wheels remote from the motor. Driving torque to front and rear axles is effected by a double crown wheel (or to only a front axle by a simple helical crown wheel) located on the opposite side of the motor from the driver and on or close to the centre line of the vehicle. The double crown wheel comprises a primary helical element driving the differential and axle assembly associated with the motor, and a secondary hypoid bevel element that also directly drives an inter-axle drive shaft passing through the transverse motor directly below (or above) a main or crankshaft bearing, preferably housed in the oil sump or casing on or close to the centre line of the vehicle. <IMAGE>

Description

VEHICLE This application relates to a vehicle.

Chassis/body arrangements for four-wheel drive and front wheel drive motor vehicles, while well known in various forms, may often suffer from one or more of the following disadvantages: 1. Less than ideal distribution of weight between front and rear wheels 2. Too great overall weight 3. Less than ideal chassis rigidity 4. Inadequate impact protection for occupants 5. Less than ideal aerodynamic characteristics especially the underside of the vehicle 6. Less than ideal space utilization 7. Less than ideal protection for fuel tank 8. Poor and/or inconvenient access to cargo space 9. Spare wheel encroachment on cargo and/or fuel space and/or a temporary or limited-use spare wheel/tire 10. Inadequate cargo space with little variability 11. Inadequate fuel tank capacity 12. Inconveniences in vehicle assembly operations 13.Risk of finish and/or body damage during vehicle assembly operations 14. Need for finish and/or body panel protection devices during vehicle assembly 15. Inadequate corrosion protection 16. Inconvenience of corrosion protection processing 17. Difficulty of replacement or repair of certain exterior body panels 18. Difficult access for repair and/or maintenance 19. Inadequate protection from damage for exposed underside components 20.Certain inconvenience of variation and/or change of material and/or design of exterior body panels In a preferred embodiment of the present invention a vehicle comprises a unitary chassis and transmission system constructed and arranged one in conjunction with the other in order to be specially adapted to the use of a motor located transverse the longitudinal centre line of the vehicle, in a forward bay and to the rear of a front axle and road wheels.

(or alternatively located transverse the longitudinal centre line of the vehicle, in a rearward bay and ahead of a rear axle and road wheels).

In either case by virtue of the organization and arrangement of a transmission system and a unitary chassis all or the greater part of the weight of the motor is disposed between the front and rear axles and thus a greater proportion than was previously usual of the weight of the motor is distributed to the axle and road wheels remote from the motor.

Preferably a vehicle comprises a unitary chassis wherein a bulkhead separating a forward bay from an occupant compartment is specially constructed and arranged for instance by stepping or offsetting the lower portion of the bulkhead towards the front of the vehicle by a dimention so as to permit hydraulic master cylinders and associated components to be mounted over the driver's feet while remaining within the forward bay.

Preferably a vehicle also comprises specially formed control pedals for instance by offsetting toward the front of the vehicle by a dimention suitable to the offset in the bulkhead.

Preferably a vehicle comprises a unitary chassis wherein an inter-axle drive shaft tunnel of an inverted U form is provided and partially or completely closed on the underside by removably secured or permanently attached panel(s) or a combination of such panels ultimately forming a virtual box section longitudinal load bearing member.

Preferably a vehicle copmrises a unitary chassis wherein a form, recess or depression is provided within or without the vehicle that is suitable to the locating or housing a fuel tank and provided with suitable fixation means for a removeably secured cover.

Preferably a vehicle also comprises a removeably secured and suitably sealed cover. Preferably such a cover and such a form, recess or depression are combined in order to provide a partial or complete enclosure in order to accomodate a fuel tank. Preferably such a combination also forms a transverse load bearing member.

Advantages of a preferred embodiment of the invention may include one or more of the following: (a) ideal vehicle weight distribution between front and rear axles providing a basis for optimum handeling, braking and four wheel traction; (b) improved chassis rigidity; (c) improved occupant protection from impact; (d) improved aerodynamic characteristics; (e) improved space utilization; (f) improved fuel tank protection; (g) improved ease of cargo loading; (h) the accommodation of a full size spare wheel with no encroachment on seating, cargo or fuel spaces; (j) improved cargo access, capacity and variability; (k) increased fuel capacity; (m) improved access for maintenance and/or repair; (n) improved protection for underside components;; Further advantages of a preferred embodiment of the invention comprising a unitary chassis wherein all exterior body panels are excluded from the load bearing chassis unit may also include one or more of the following: (p) The possibility of constructing a load bearing chassis unit largly or entirely from so called "high-strength" steel sheet of a lighter than previously usual gauge of steel sheet.

(so called "high-strength" steel sheet was previously often unsuitable in certain areas of a unitary chassis due to difficulties in forming certain parts to a higher standard required for visible exterior panels that were previously often included in certain areas of a unitary chassis.) (q) The possibility of visible exterior body panels that by virtue of their non load bearing nature may be removably secured and thus may be more easily detachable (and therefore more easily repaired or replaced) and also by virtue of their non load bearing nature, may be manufactured from a lighter than previously usual gauge of suitable steel sheet or other suitable material.

(r) The possibility of visible exterior body panels that may be finished or painted either attached to or detached from the structural chassis unit.

(s) The possibility of convenient use, for the load bearing chassis unit, of more effective corrosion protection processes that might previously have inhibited exterior finishing, and also greater convenience of corrosion protection processing for instance by immersion.

(t) The possibility of a certain convenience of vehicle assembly operations, for instance underside components, by permitting the chassis unit to be carried in an inverted or partially inverted attitude with no risk to exterior finish or body panels.

(u) The possibility of the elimination of the need for body/finish protection devices during vehicle assembly.

(v) The possibility of production vehicle body variations or changes of design and/or material with no need for unitary chassis production variations, changes or halts.

(w) The possibility of providing a partialy completed vehicle that may be rolled or operated without exterior body panels.

Such advantages may be obtained with the vehicle remaining entirely practical and manufacturable by currently conventional means and from conventional materials.

Vehicles of this type may be made in most vehicle classes.

A specific embodiment will now be described by way of example only and with reference to the drawings - Figures 1, 1A, 2, 3 and 4 Figure 1 is a side elevation of a vehicle wherein a transverse motor is located in a forward bay and to the rear of a front axle and showing a basic organization and arrangement of main masses or components that may provide for a desirable distribution of weight between front and rear road wheels while maintaining one or more of the possibilities of advantage listed above; Figure 1A is a side elevation of an alternative embodiment wherin a motor is located transversley in a rearmost bay and ahead of a rear axle, in this example rear seats may be excluded, cargo space may be more limited and two locations may be provided for fuel;; Figure 2 is a "transparent" perspective view of an embodiment as shown in Figure 1 with four occupants and cargo, further illustrating the basic organization and arrangement of the main masses or components; Figure 3 is a perspective view of an example chassis for an embodiment as shown in Figure 1 showing a basic configuration and structure; Figure 4 is an "exploded" perspective view of a similar embodiment as shown in Figure 1 showing how non-structural exterior body panels, doors and rear hatch may be related to a structural load bearing chassis unit; 1 Is a transverse motor situated to the rear of the front axle and road wheels (and ahead of the rear axle and road wheels) thereby distributing a greater portion of the motor weight to the axle and road wheels remote from the motor thus providing for desirable vehicle weight distribution and thus the possibility of optimum four wheel traction, braking and handling.

Such a location of a transverse motor may also provide for a space for the mounting of the spare wheel 6 over a differential 2 associated with the motor.

2 Is a double crown wheel, differential axle and road wheels associated with the motor.

3 Is a stepped bulkhead of a unitary chassis separating a forward bay from an occupant compartment and associated appropriately formed pedals constructed and arranged so as to permit hydraulic master cylinders and associated components to be mounted over the driver's feet while remaining within the forward bay and thus avoiding interference with and facillitating such location of the transverse motor or whatever else may occupy a forward bay.

Such a stepped bulkhead also contributes to chassis rigidity by forming a more rigid than previously usual transverse member. Such an arrangement may also provide a degree of protection from frontal impact for the occupants.

4 Is an inter-axle drive shaft to a crown wheel, differential, axle and road wheels remote from the motor.

4A Is the primary section of an inter-axle drive shaft (refered to herein as a transverse drive shaft) carried in suitable bearings equipped with suitable lubricant seals and located below and at right angles to the axis of a main bearing of the main or crank shaft of the transverse motor and housed in the casing or oil sump of the motor.

5 Is a crown wheel, differential, axle assembly and road wheels remote from the motor.

6 Is a full size spare wheel situated above the differential in the space provided by virtue of the location of the motor 1 in relation to the double crown wheel 2. The arrangement avoids encroachment on space for seating, cargo and fuel and may also provide further occupant protection.

7 Is an end transverse bulkhead (preferably removably secured) comprising incoming and outgoing air ductings and providing for one or more of the following: (a) Location and mounting facillities for radiator(s.) and electric cooling fan(s), and various other components that may comprise: certain vehicle lighting, direction indicators, horn, certain electrical wiring and connectors, motor cover hinge or latch mechanisms and bumper supports.

(b) Partial location and support for the spare wheel (c) Further contribution to chassis rigidity (d) Further occupant protection from impact (e) By virtue of its removable nature, easy replacement or repair and maintenance access.

8 Is the floor of a cargo space.

9 Is an example of a form, recess or depression in a unitary chassis partially or completely closed by a removably secured cover 17 housing a plastic, composite material or metal fuel tank in the space thus provided (with or without an interlayer of suitable material separating such a fuel tank from the chassis unit and cover 17 thus providing a degree of protection for the fuel tank from weather, abrasion and impact and thus reducing the risk of fuel tank rupture. Such an arrangement by virtue of the combined forms and the attachment one to the other, may also provide a load bearing transverse member thus also contributing to chassis rigidity.

Alternative examples may be located ahead of a rear axle or to the rear of a front axle.

10 Indicates a maximum width loading level for a cargo space at approximately the same height from the road as the floor 8 of the cargo space 46 within the vehicle, this arrangement permits easy cargo loading.

11 Shows a rear access hatch (open position shown dotted) that may be constructed and arranged so as to include mounting facilities for one or more of the following: tail lights, brake lights, turn signal lights, reverse lights, rear fog lights and reflectors, all of maximum practical visible surface area and maintaining a highly visible rear light arrangement with the hatch open or closed.

12 Is a convenient location and mounting facillities provided on the opposite side of the motor from the double crown wheel for any required inter-axle mechanism or device such as a differential, fluid coupling, engagement and disengagement of drive device or other device or combination - between and engaged with both a primary portion of an inter-axle drive shaft (or transverse drive shaft) 4A and a conventional inter-axle drive shaft 4.

13 Indicates a rear seat in normal and folded down horizontal position providing for a variation of cargo volume and the possibility of a rear table or work top(s).

14 Indicates a front passenger seat in normal and folded down horizontal position providing for a further expansion of cargo volume and the possibility of a front table or work top.

15 Is a bolt-in and removable cross member between the suspension damper mountings (permitted by such location of a transverse motor) that may provide further chassis rigidity, partial support for the full size spare wheel 6 and certain other components and further occupant protection from impact.

16 Indicates available cargo space with all occupants in the vehicle.

17 Is a fuel tank cover, suitably sealed and removably secured (see also 9).

18 Is a substantial roof cross beam (see also 19) 19 Are substantial door latch pillars which combined with the substantial roof cross beam 18 (both employing indentations and attachments described in 23 that are permitted by the exclusion of exterior body panels from the load bearing chassis unit) The arrangement may provide support for the hinge of the rear access hatch 11, further chassis rigidity and roll-over protection for occupants.

20 Is an inter-axle drive shaft tunnel partially or completely closed on the underside by removably secured or permanently attached panel(s) or a combination of such panels 22 thus forming a virtual box section longitudinal load bearing member in order to provide further chassis strength and rigidity and also a space within which certain underside components may be located thereby also providing a degree of protection from weather, abrasion or impact damage for such components that are mounted within and also may also permit a virtually flat and unencumbered underside in order to enhance vehicle aerodynamic characteristics.Such underside components may include one or more of the following: (a) Exhaust system components and pipes (b) Hydraulic pipes (c) Fuel supply pipes (d) Oil pipes (e) Electrical wiring (f) Gear shift linkage (g) Hand brake linkage (h) Air ducts (j) Inte-axle drive shaft 4 to the rear differential 5 (k) Rear wheel steering linkage (1) Fuel vapour pipes 21 Are gusset pieces which distribute some of the front suspension loads to the kinked bulkhead 3 and the drive shaft tunnel 20, thus further contributing to chassis strength and rigidity.

22 Are removably secured or permanently attached underside panels or a combination of such panels which partially or completely close the underside of the intr-axle drive shaft tunnel 20 thereby forming a virtual box section load bearing member further contributing to chassis rigidity and providing a means of support and/or protection for certain underside components.

23 Are examples of pairs of corresponding indentations or surfaces, one made in the inner pressing and one made in the outer pressing (where two layers are required) attached one to the other by spot welding or other means in order to further contribute to chassis rigidity.

24 Are specially situated and formed holes in order to provide ventilation and drainage of corrosion protection process liquids and/or water in order to permit and facilitate the use of effective corrosion protection processing for instance by immersion and ultimately reduce risk of corrosion.

25 Is a low profile and sloping forward body which may provide for low aerodynamic drag. The arrangement is permitted by the organization and arrangements of main components and masses.

26 Is a box-section front lower cross member.

27 Is a motor underpan which may enhance vehicle aerodynamic characteristics, provide further impact protection, and contribute to chassis rigidity.

Construction and arrangement may vary widely with respect to that described and illustrated herein without departing from the scope of this application.

This application also relates to a mechanical four wheel drive transmission system for instance of the type comprising a gear change system, a double crown wheel and differential, a remote crown wheel and differential in combination with an inter-axle rotary drive shaft arrangement wherein a primary portion of such an inter-axle drive shaft (refered to herein as a transverse drive shaft) is located below or above and at right angles to a main bearing of the main or crank shaft of a transverse motor.

Preferably such a transmission system is constructed and arranged in conjunction with a unitary chassis so as to be specially adapted for a vehicle wherein a motor is located transverse the longitudinal centre line of the vehicle in a forward bay and to the rear of the front axle and road wheels (or alternatively located transverse the longitudinal centre line of the vehicle, in a rearward bay and ahead of a rear axle and road wheels), Passenger and cargo carrying motor vehicles using front or all wheel drive systems while well known in various forms may often suffer from one or more of the following disadvantages:: (a) over complexity (b) high manufacturing costs (c) high mechanical loss (d) problems in design of transmission shaft layout (e) poor vehicle weight distribution (f) high centre of gravity (g) inconveniences of manufacture and in disassembly and reassembly for maintenance and/or repair (h) less than ideal space utilization within the vehicle (j) unequal length half-shafts In a preferred embodiment, a vehicle comprises a front axle, a rear axle, a transverse motor located between the front and rear axles and a transmission system for transmitting torque to at least one of the two axles.

Preferably such a four wheel drive transmission is constructed and arranged in conjunction with a unitary chassis so as to be specially adapted for a motor located in a forward bay and disposed to the rear of the axis of the front wheels and transverse the vehicle's longitudinal centre line (alternatively having a motor located in a rearward bay and disposed forward of the axis of the front wheels and transverse the vehicle's longitudinal centre line) in order to simultaneously distribute driving torque to all wheels and a greater portion of the weight of the motor to the wheels remote from the motor.

Preferably a four wheel drive transmission system comprises a gear change system and an inter-axle drive shaft arrangement in combination with a double crown wheel composed of two crown gear elements; a primary element of a helical type and a secondary element of a hypoid bevel type. The secondary hypoid element may have an outer diameter of smaller dimension than the root diameter of the primary helical crown gear element and may be so arranged as to permit certain conveniences of manufacture in that each crown gear element may undergo machining or grinding or other forming processes with no hindrance from the other crown gear element. Thus the two crown gear elements of the double crown wheel may be formed concentrically from a single casting or forging or other single piece of material.

Alternatively, the two crown gear elements of the double crown wheel may be formed independantly and separately and arranged so as to be concentric and rigidly attached to each other.

In either case the double crown wheel is preferably rigidly attached to an associated differential mechanism adjacent to the transverse motor for driving the said differential mechanism, axle assembly and road wheels adjacent to the motor.

Preferably, the double crown wheel drives directly and simultaneously a hypoid bevel pinion and output shaft.

Preferably, driving torque is thence transmitted by an inter-axle drive shaft arrangement comprising a transverse drive shaft preferably passing through the casing of the motor and preferably housed directly below a main bearing of the motor crank or main shaft i.e.

transverse to the rotational axis of said crank or main shaft and effectively in line or parallel to the longitudinal axis of the vehicle and partially within the diameter described by the rotating extremity of said crank or main shaft - each being arranged to permit the simultaneous rotation of the other with no interference.

Preferably the transverse drive shaft is carried in suitable bearing or bearings and equipped with suitable lubricant seals supported by housing or housings formed in the casing or oil sump or attached to the casing or oil sump and mounted within the casing or oil sump of the motor.

Preferably a convenient location and mounting facilities are provided on a side of a transverse motor casing or oil sump opposite to the double crown wheel and between and engaged to both the rotary iner-axle drive shaft and the transverse drive shaft for any required inter-axle mechanism or device. Such mechanisms or devices, if required may comprise one or more of the following: an interaxle differential or a fluid coupling and/or means of driver actuated engagement and dissengagement of drive or other mechanism or device.

Thence driving torque may be transmitted via a conventional inter-axle rotary drive shaft assembly to a remote crown wheel and pinion, differential, axle assembly and road wheels.

Thus driving torque is applied to all road wheels.

Preferably each unit of the transmission system adjacent to the motor (for instance a power transfer case, gear box and double crown wheel/differential unit) may be provided with suitable lubrication facilities, case locating and fastening devices and suitably engaging input and output shafts equipped with lubricant seals.

Advantages of these arrangements are: 1. That a greater portion of the weight of the motor may be distributed to the wheels remote from the motor thus providing for desirable vehicle weight distribution between front and rear road wheels and thus optimum four wheel traction, braking and handling.

2. That the spare wheel may be mounted preferably over the crown wheel associated with the motor and below the field of view of the driver thereby permitting the accomodation of a full-size spare wheel with no encroachment on interior space for fuel, cargo and occupants.

3. That a low mounting position for the motor may be permitted by virtue of the location and arrangement of the transverse drive shaft and thus ultimately permitting a low centre of gravity in the vehicle, 4. That a certain convenience of assembly and disassembly may be achieved by permitting each unit to be easily removed one from the other and from the motor unit preferably without the necessity of first removing the motor/transmission assembly from the vehicle.

5. That a certain convenience of manufacture may be permitted.

6. That problems in suitable location of inter axle drive shafts may be minimised and that equal length half-axle-shafts may be permitted.

7. That mechanical loss and complexity may be minimised.

8. That such an arrangement permits, facilitates or necessitates certain advantageous unitary chassis features mentioned hereinbefore.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 5, 6, 7, 8 and 9.

Figure 5 is a perspective view illustrating a basic arrangement wherein driving torque is transmitted from a transverse motor 1 (indicated dotted) to: a conventional clutch or torque converter 31 (indicated dotted); a conventional power transfer mechanism (indicated dotted) 32; a conventional manual or automatic gear box 30 (indicated dotted); a helical output pinion 29; a double crown wheel 27; a differential mechanism 36 associated with an axle assembly and road wheels 2 adjacent to the motor 1; and by virtue of the unity of the two elements of the double crown wheel directly and simultaneously driving: a hypoid bevel pinion and output shaft 29; a transverse drive shaft 4A; a conventional inter-axle drive shaft 4; a remote hypoid bevel pinion 35; a crown wheel 34; and a differential 33 associated with an axle assembly and road wheels remote from the motor.

A conventional inter-axle rotary drive shaft 4 is shown as simply as possible for clarity and, depending on individual vehicle design, may include universal or constant velocity joints, sliding splines, support bearings or other means to facilitate assembly or the passage of the drive shaft arrangement between the axles, or to compensate for component movement or to reduce vibration and/or noise.

An inter-axle drive shaft arrangement may also include between and engaged to both the rotary iner-axle drive shaft and the transverse drive shaft one or more or a combination of the following: an inter-axle differential mechanism, a means of driver actuated engagement and dissengagement of drive to the axle assembly remote from the engine and gear box, a fluid coupling or other mechanism(s) or device(s) this location indicated by 12.

Figure 6 is a plan view cross-section showing a crank case mounted transverse to the longitudinal centre line of a vehicle and immediately to the rear of the axis of the front wheels. A power transfer mechanism 32 is shown having a splined input shaft arranged to engage with a clutch 31 and having also a splined output shaft arranged to engage with an input primary shaft of a gear box 30, said gearbox having an output pinion 28 attached to a projecting secondary shaft.

4 is an inter-axle drive shaft and 12 is a convenient location and fixation facilities for an optional inter-axle mechanism such as a fluid coupling, diferential or drive engagement and disengagement or other device or combination of devices.

Figure 7 is a plan view cross-section at a lower level of the arrangement shown in Figure 6 and showing the same gearbox output pinion 28 driving a helical crown gear element 27A of a double crown wheel 27 and thereby driving a differential mechanism 36 and axle assembly and road wheels 2 adjacent to the motor 1 - said double crown wheel having also a hypoid bevel crown gear element 27B driving a pinion and output shaft 29. Shown also is a splined engagement to a transverse drive shaft 4A housed in the oil sump of the motor between cylinders 2 and 3 driving a conventional inter-axle rotary drive shaft 4 to the remote axle assembly.

Figure 8 is a plan view of the same example as is shown in Figures 5, 6 and 7 illustrating that a certain convenience of assembly and disassembly may be provided and showing how each unit may be disposed to other units, also showing how, by virtue of splined connecting shafts, units may be detached and withdrawn one from the other or from the motor by simply unfastening case fixings and withdrawing the unit or units preferably without the necessity of first removing the motor and transmission assembly from the vehicle.

Figure 9 is a plan view of an alternative embodiment wherein a gear box is mounted with a primary shaft in line with the crank shaft of a transverse motor 1 and having a splined engagement to the clutch in a usual fashion.

A secondary shaft of a gear box is geared to an output shaft having a splined engagement to an input shaft of a double crown wheel unit. From this point on the arrangement is essentially as illustrated in Figure 7 except that a transverse drive shaft housed within the oil sump of a motor is positioned between cylinders 3 and 4. A certain convenience of assembly and disassembly may be provided similar to that illustrated in Figure 8.

This application also relates to a gear shift linkage or means for actuating a gear selecting mechanism for a vehicle wherein a gear box is situated on the opposite side of a transverse engine to the driver.

While transverse engined motor vehicles are well known, problems may often be encountered in designing gear selection mechanisms, especialy where the gear box is situated on the opposite side of the engine to the driver.

In a preferred embodiment, a transversely mounted engine is provided with a gear shift rod or tube that is disposed transverse or at right angles to the axis of the main or crank shaft and passing through the engine above or below any convenient main or crank shaft main bearing and within partially within or without the diameter described by the rotating extremity of such a main or crank shaft.

Preferably the gear selection rod or tube is carried in suitable bearings and lubricant seals that are carried within a tubular arrangement that is carried and suitably secured and sealed at both sides of a crank case or oil sump.

Alternatively a gear shift rod or tube may be carried in suitable bearings and lubricant seals fitted in housings provided on both sides of a crank case or oil sump.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 10 and 11.

Figure 10 is a cross-section at right angles to the axis of a crank shaft 37 of a transverse engine 1 showing a push-pull-twist gear selection rod 38 carried in a tube 39 passing through a crank case above and at right angles to the axis of the crank shaft. The tube is provided with suitable lubricant seals and bearings 42 and a means for introducing lubricant 43 or alternatively holes to permit splash lubrication and drainage (not shown). Such a gear selection rod and associated tube may be situated over any convenient main crank shaft bearing 44.

In an alternative embodiment, a similar gear shift rod 41 and associated tube may be located below any convenient crank shaft main bearing.

Figure 11 is a cross-section parallel to the axis of the crank shaft 37 of a transverse engine showing the gear selection rod 38 and associated tube 39 situated over and transverse to a third main bearing between second and third cylinders of a four cylinder engine over the axis of the crank shaft and between the rotating webs of the crank shaft.

In an alternative embodiment, a similar gear shift rod 41 and associated tube may be located above or below any convenient crank shaft main bearing 44, nine alternative locations in a four cylinder engine being shown dotted.

This application also relates to a linkage mechanism for transferring a conventional pattern gear shift motion from a gear lever mechanism (convenient to a driver) to a transverse gearbox that may be situated on the opposite side of a transverse engine to the driver.

While gear selection devices for transverse gear boxes associated with transverse engines are well known, the following disadvantages may be inherent: a. bearings, ball joints, bowden cables and other devices associated with gear shift linkages may be inacessible and difficult to lubricate and therefore may be subject to seizure or corrosion; b. tortuous gear shift linkages may lack direct feel; c. tortuous gear shift linkages may often require adjustment; d. special difficulties may be encountered when designing a gear shift linkage to a transverse gearbox situated on the opposite side of a transverse engine to a driver.

In a preferred embodiment, a longitudinally situated gear shift linkage rod (that may have a push-pull-twist or angular and linear motion capability and may be controlled by a gear lever mechanism convenient to a driver) enters a main body, case or lid of a device, for instance a gear box, by passing through a suitable lubricant seal and bearing and is provided with a vertical extension (referred to herein as a vertical extention A) within the gear box.

Preferably the vertical extension A passes through specially formed slots (referred to herein as primary slots) in two horizontal parts (herein called plates) disposed one above the other. Each plate is independantly movable in a horizontal plane about an independant pivot.

The pivots of the two plates are displaced from the axis of the vertical extension A and are attached to a main body, case or lid.

Preferably both plates are suitably supported in such a way as to minimize friction between them and between them and the main body, case or lid.

Preferably the pivot of each plate is independant and has a separate axis.

Preferably the major axis of a primary slot in the plate associated with transfer of angular motion is disposed in line with a gear shift linkage rod.

Preferably the major axis of the primary slot in the plate associated with the transfer of linear motion is disposed transverse to the gear shift linkage rod.

Preferably each of the two plates has a secondary slot with a major axis disposed at an angle to the axis of the primary slot and the two plates are arranged so as to dispose the secondary slots one above the other and with the major axes of the secondary slots intersecting.

Preferably a transverse gear selector shaft of a transversely disposed gear box is disposed substantially at a right angle to the gear shift linkage rod and has a vertical extension ( referred to herein as a vertical extention B) passing through both secondary slots.

The vertical extension B is displaced from the pivots of the plates.

Preferably the dimension between a pivot and a vertical extension A of a gear shift rod is greater than the dimension between a pivot and a vertical extension B of a gear selector shaft.

Preferably the long sides of both slots in the plate associated with the transfer of angular motion are formed so as to more easily permit the angular motion of the vertical extensions for instance by suitable forming, rounding or contouring.

Preferably when the arrangement is in a central or neutral position, the longer sides of both slots in the plate associated with the transfer of push-pull motion are approximately at right angles to the axes of the rod and shaft and are also suitably formed so as to permit the required motion of the vertical extentions.

Preferably the sides of the slots in the plate associated with the transfer of linear motion are virtually vertical or in line with the vertical extensions A and B.

Alternatively all slots may be fitted with suitable sliding bushes or blocks formed so as to permit the required movement of vertical extensions of rod and shaft; in this instance both sides of all slots may be formed to suit the sliding motion of the bushes or blocks.

Preferably the entire mechanism is bathed in or supplied with lubricant.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 12, 13, 14, 15, 16 and 17.

Figures 12 and 13 are perspective and plan views respectively showing the basic arrangement in a central or neutral position and showing a gear shift linkage rod 45 carried in suitable bearing and lubricant seal 55 and having a vertical extension A, 46 passing through primary slots in a lower plate 47 (associated with the transfer of angular motion) and upper plate 48(associated with the transfer of linear motion), each having a pivot 49 (upper) and 50 (lower) both attached to a main body, case or lid.

Each plate has a secondary slot 51 (upper) and 52 (lower).

Passing through both secondary slots is a vertical extension B, 53 of a gear selector shaft 54.

Figure 14 is a cross-section of the lower plate 47 associated with transfer of angular motion and shows the slot 52 formed to permit the angular motion of the vertical extension B, 53 and thus the angular motion of the shaft 54. (The slot in the lower plate 47 for the vertical extension A, 46 of the rod 45 may be similarly formed).

Figure 15 is a cross-section of an alternative arrangement and shows the slot 52 in the lower plate 47 fitted with a sliding bush or block 56 that permits the angular motion of the vertical extension B, 53 and thus the angular motion of the shaft 54. (The slot in the lower plate 47 for the vertical extension A, 46 of the rod 45 may be similarly arranged).

Figure 16 is a cross-section of the upper plate 48 associated with transfer of linear motion and shows the slot 51 formed to permit the linear motion of the vertical extention B, 53 and thus the gear selector shaft 54. The slot in the upper plate for the vertical extension A, 46 of the rod 45 may be similarly formed).

Figure 17 is a cross-section of an alternative arrangement and shows the slot 51 in the upper plate 48 fitted with a sliding bush or block 57 that permits the required motion of the vertical extension B, 53 of the gear selector shaft 54. (The slot in the upper plate 48 for the vertical extension A, 46 of the rod 45 may be similarly arranged).

This application also relates to a resilient mounting.

While resilient mountings for engines and other components are well known the following disadvantages may be inherent: a. Resilient mountings often rely on metal to rubber bonds; failure of one or more bonds may cause an engine or component to displace dangerously; b. Primary assembly of a resilient mounting unit to an engine or other component or to a chassis normally requires a nut, washer and the use of a wrench; c. Certain difficulties may be encountered in assembling an engine or other heavy component to a vehicle chassis, in that the holes provided in the vehicle chassis or engine or component mounting bracket are usually of a normal clearance diameter for mounting studs, necessitating precise manoeuvering of a relatively heavy unit in order to locate such mounting studs in normal clearance holes.

In a preferred embodiment a resilient mounting between for instance a component and a main body comprises the following: 1. A mounting bracket secured to or integral with the component that is so constructed and arranged to comprise the following: a. An underside supporting face or member formed to suit an upper surface of a main resilient support member and provided with b. A suitably located fixation hole substantially larger than the diameter of the shaft of a component securing bolt.

c. At least one under lip, hook or other feature in order to suitably locate or engage with a main resilient support member d. At least one upper lip, hook or other feature in order to locate or engage with a secondary resilient member.

e. And if required a means of attachment to a component.

2. A main resilient support member that is formed so as an upper portion is made to locate or engage with a under portion of such a component mounting bracket and a lower portion is formed so as to locate or engage in a specially formed recess or cup integral or attached to a main body and also comprising an approximately central hole of normal clearance diameter for a component securing bolt or screw, such location or engagement being upon the outer surfaces of such a main support member.

3. A secondary resilient member that is preferably formed in order that one or more outer surfaces locate or engage in an upper portion of such a component mounting bracket in order to effectively prevent rotation of such a secondary resilient member. Preferably such a secondary member also comprises a normal clearance hole for a component securing bolt and a recess in an upper portion formed for instance square so as to correspond with and accept the suitably formed head of a component securing bolt and in order to effectively limit or prevent rotation of such a bolt. A secondary resilient member may comprise optionally a protrusion on a lower face in order to locate in a substantially larger hole in the support member of an engine mounting.

4. A component securing bolt comprising a head for instance square or otherwise specially formed, so as to locate or engage in a suitable recess in the upper portion of a secondary resilient member in order to effectively prevent rotation of such a component securing bolt. Such a component securing bolt also comprises a shoulder or other means of preventing over compression of resilient members, and at least one protrusion or barb at a point below the head that corresponds approximately with the centre of the main support member and a threaded portion in order to accept a retaining nut used in the final assembly of component to main body.

5. A large resilient washer, 6. A large metal plate or cup washer, 7. A self-locking nut.

Preferably the large resilient washer, the large metal plate or cup washer and the self-locking nut are combined in a single preassembled unit.

Primary assembly to a component mounting bracket is effected by thrusting the retaining bolt downwards through a scondary resilient member, a large hole in an engine mounting bracket support member, and a main resilient support member, the protrusion or barb serving to retain the main resilient support member.

Preferably a final assembly of a component to a main body is effected after correctly placing a component in a main body by adding to each of the special retaining bolts that protrude below such recesses or cups in a main body a third resilient member in the form of a large resilient washer of suitable thickness, a large metal plate or cup washer, and a self-locking nut or a combinatin pre-assembled unit.

Advantages of such an arrangement are: a. that there is no reliance on metal to rubber bonds; b. that if all resilient members were to fail a heavy component would remain anchored within a main body.

c. that assembly of a heavy component for instance an engine to a vehicle is simplified in that less precise manoeuvering of a component is reqired; d. that manufacture of mounting parts is simplified in that no rubber to metal bonds are required.

A specific embodiment will now be described by way of example only and with reference to the drawings.

Figure 18 is an exploded and cut away perspective view showing: 57. part of an engine to which an engine mounting is to be solidly attached; 58. an engine mounting bracket; 59. side members of the engine mounting bracket serving to locate a secondary resilient member 68; 60. a support member of the engine mounting bracket; 61. a hole in the support member of substantially larger diameter than a special retaining bolt; 62. a substantial lip or hook of the engine mounting bracket; 63. an approximately cubic main resilient support member; 64. a square or rectangular cup attached to a chassis; 65. a hole in the cup and chassis 64 of substantially larger diameter than the special retaining bolt; 66. the special retaining bolt provided with a square or rectangular head to locate in a recess in the secondary resilient member 68; 67. a suitable protrusion or barb; 68. the secondary resilient member provided with a square or rectangular recess on the upper face in order to suitably locate the square or rectangular head of the special retaining bolt 66, a normal clearance hole for the special retaining bolt 66 and a suitable protrusion on a lower face to locate in a large hole 61; 69. a large resilient washer; 70. a large metal plate washer; and 71. a self-locking nut.

Figure 19 is an exploded and cut away perspective view showing a similar arrangement to that shown in Figure 18 except that the square or rectangular recess 72 is incorporated into the chassis pressing and showing a large resilient washer, a large metal plate washer and a self locking nut (shown separately in Figure 18) combined into a single preassembled unit 73.

This application also relates to a fuel tank for a vehicle.

While fuel tanks for vehicles are well known the following disadvantages may often be inherent: a. Vehicle fuel tanks are normally constructed from metal and may often be subject to corrosion.

b. Vehicle fuel tanks are normally mounted on the underside of a vehicle and exposed to one or more of the following: weather, road dirt, flying gravel and stones, radiated heat from an exhaust system and abrasion or impact due to rough ground or accident.

c. Vehicle fuel tanks are normally lacking in any thermal insulation and may therefore be subject to temperature fluctuations that might cause fuel evaporation or freezing.

d. Vehicle fuel tanks often lack an emergency reserve fuel volume.

e. Vehicle fuel tanks often lack means to prevent or reduce fuel surge.

f. Vehicle fuel tanks formed from metal are often heavy.

g. Fuel tank arrangements seldom provide for structural contribution to chassis rigidity.

In a preferred embodiment, a vehicle fuel tank is formed from one or more plastic or composite material parts comprising one or more of the following: a. fuel filler tube b. fuel filler nozzle c. suitable aperture for fuel level gauge send unit d. anti surge baffles e. reserve fuel space f. fuel pick-up connections g. fuel vapour outlet connections h. breather connections j. required attachment areas, flanges or brackets.

k. external webs or ridges.

Preferably in such a fuel tank of two or more parts such parts are joined or suitably attached one to the other for instance by means of a suitable adhesive, solvent, sealant, clips or other suitable means.

Preferably such a fuel tank may be combined with a feature 9 described hereinbefore and shown in Figures 1, 2 , 3 and 20A. In such a case, the fuel tank may be separated from such an enclosure by for instance a suitable resilient and non-absorbant material interliner or alternatively by external webs or ridges incorporated in such a fuel tank.

Four specific embodiments will now be described by way of examples only and with reference to the drawings Figures 20, 20A, 21 and 22.

Figure 20 is a perspective view showing how the outer form of the tank, by virtue of being molded or otherwise formed from a plastic or composite material, may be made to be complex in order to accommodate other vehicle components such as suspension components 78, exhaust system components 79, differential unit or drive shaft 82, rear seat 84 and spare wheel and tire 74, thus permitting a greater volume of fuel to be carried than previously in a conventional metal tank in a given vehicle. A fuel filler tube 74 may be incorporated as part of a molded fuel tank permitting incorporation or easy connection to a fuel filler nozzle arrangement 75, sealed and secured to such a fuel filler tube by suitable adhesive, solvent or single pipe clip or other device 76. The tank may also comprise fuel tank mountings 77, a reserve fuel volume 80, a reserve fuel connection 80, a main fuel connection 83, vapour take-off or ventilation connection(s) 85 and a fuel gauge send unit aperture and attachment facilities 86.

Figure 20A is a partialy cut-away and exploded perspective view of an alternative embodiment, showing a fuel tank carried within the enclosure feature 9 described hereinbefore and also shown in Figures 1, 2 and 3.

In such a case, the fuel tank may be supported by for instance a suitable resilient and non-absorbant material interliner 77A or alternatively external webs or ridges incorporated in such a fuel tank.

Figure 21. is a cross-section showing a fuel tank formed from two or more plastic parts 88 and 89 suitably attached one to the other using for instance a suitable adhesive, solvent, sealant, clips or other means 90.

Such a fuel tank may comprise anti-fuel surge baffles 91 and support webs 95 that may be incorporated in such a molded fuel tank.

Such a fuel tank may also comprise: 80. a reserve fuel space by means of 92. a barrier included in a lower molding 81. a secondary or reserve fuel pick-up connection 93. fuel drain-off holes closed by 94 and 96. plugs for the main fuel tank and for the reserve fuel volume, respectively.

83. a primary fuel pick-up connection 86. an aperture and attachment facilities for a fuel gauge send unit 85. fuel vapour outlets or breathers 77. fuel tank attachment brackets.

Figure 22 is a cross-section showing a third embodiment wherein such a fuel tank is provided with an open cell foam device 97 provided with a passage 98 to permit easy filling. Such a foam device may be attached to one or more interior surfaces of a fuel tank in order to act as an anti surge device.

The application also relates to an instrument hood for a vehicle.

Instrument hoods while well known are usually of fixed position and often may not permit adequate natural lighting during daytime travel or may not provide sufficient shrouding to avoid distracting reflections on the interior surfaces of the windshield and side glass of instrument, warning and indicator lights during night or other travel time when such instrument, warning and indicator lights are in use.

Instrument hoods may often be located excessively below the driver's line of sight to the road ahead nesseciating a considerable angular change in the driver's line of sight in order to read instruments so located, such as to cause distraction of drivers attention from the road ahead.

In a preferred embodiment, the instrument hood comprises a box-like arrangement provided with apertures suitably formed and arranged relative to instruments, warning and indicator lights and is manually or otherwise extendible and retractable and located minimally below a driver's line of sight to the road ahead.

Preferably the box-like arrangement comprises non-reflecting interior surfaces for instance stepped or riged and mat-black in the manner of a camera body.

Preferably the box-like arrangement extends above, below and on both sides of the instruments.

Preferably the box-like arrangement is equipped with means of facilitating movement manually or otherwise toward and away from instruments and associated lights for instance slides, rollers, gears or other means.

Preferably the box-like arrangement is extendable to a position in order to block light from illuminated instruments, indicator and warning lights that may normally cause distracting reflections on the interior surfaces of the windshield and/or side glass at night or at other times when such instrument, warning and indicator lights may be in use.

Preferably the box-like arrangement is also retractable to a position that permits adequate and sufficient daylight to fall on the instruments during daytime travel.

Preferably such apertures of the box-like arrangement are equipped with transparent covers in order to prevent the entry of dust or other forign matter, such transparent covers are arranged to avoid daylight reflections, for instance by having a suitable slope or conic form.

Advantages of such an arrangement are that the instrument hood is extendible in order to block light from the instrument, indicator and warning lights that may cause reflections on interior surfaces of the windshield and side glass during hours of darkness that may cause distraction of drivers attention.

Such an arrangement is also retractable so as to permit sufficient daylight to fall on such instruments during daylight hours.

Such an arrangement is equipped with a non-reflecting interior surface in order to avoid reflections of instrument, warning and indicator lights from interior surfaces of the instrument hood.

Such an arrangement by virtue of its location minimally below the driver's line of sight to the road may permit the reading of instruments while minimising distraction of a driver's attention on the road ahead.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 23, 24 and 25.

Figure 23 is a side elevation showing a simplified path of light A-B-C including a previously possible distracting reflection B-C of the instrument lights 99 from the inner surface of a windshield 100 to the drivers eyes C. This light path is blocked at F by a fully extended hood 101.

Also shown is the hood in a fully retracted position 102 (dotted) permitting daylight to illuminate the instruments, a steering wheel 103, a main facia panel 104 and the driver's side glass 105.

Also shown is a transparent cover 112 to prevent the entry of dust and avoiding reflections of daylight, in this instance by having a suitable conic form.

Figure 24 is a plan view showing the position of a driver C and simplified paths of light A-D-C and A-E-C including previously possible distracting reflections D-C and E-C of instrument lights from the drivers side glass and passenger's side glass. These light paths are blocked at G by the fully extended hood 101. Also shown is the hood in a fully retracted position 102 (dotted), the steering wheel 103, the main facia panel 104, and the driver's side glass 105.

Also shown are transparent covers 112 to prevent the entry of dust and avoiding reflections of daylight, in this instance by having a suitable conic form.

Figure 25 is a side elevation showing parallel geared rollers 106 generally at right angles to the vehicle's longitudinal axis and rack gear rails 107 generally parallel to the vehicle's longitudinal axis.

Such an arrangement maintains the instrument hood at a suitable attitude to the main facia panel 104. Shown also is a worm gear 108 and reversible electric motor 109 that in combination with the geared rollers 106 and the rack gear rails 107 provide a means of automatic extention and retraction of the instrument hood.

Such a motor may be activated in one direction when the vehicle lights are switched on in order to automatically extend the hood, and activated in the opposite direction when the vehicle lights are switched off in order to automatically retract the instrument hood.

Alternativly an electrically extendible and retractable hood may be controlled independantly by the driver.

Also shown is a handle or finger grip 110 for manual extention and retraction of the instrument hood, a non reflecting interior surface 111, and a transparent cover 112 to avoid the entry of dust and to avoiding reflections of daylight, in this instance by having a suitable conic form.

In an alternative embodiment (not illustrated), such an instrument hood may be carried on one or more slide arrangements that may be partially incorporated into the molding of the hood and partially incorporated in or attached to the main facia.

This application also relates to a seat for a vehicle.

While folding seats for vehicles with good lateral support are well known, one or more of the following disadvantages may be inherent: a. Good lateral support is usually provided on both sides of the occupant's rib cage and/or lower back and may often restrict elbow movement: if elbow movement is not restricted then adequate lateral support may be not provided.

b. When a front seat-back is folded forward to gain access to rear seats of a two door vehicle, often only the seat-back itself is removed from the entrance to the rear seats, the seat base remaining as an obstruction.

c. When a front seat-back is folded forward to gain access to rear seats, a driver's established seat position and seat-back angle may often be disturbed.

d. When a front seat-back is folded forward it usually may not fold to a horizontal position and a folded seat back may be unrelated to other areas of a vehicle for instance the floor of a cargo space or a parcel shelf ahead of a front passenger, thus preventing any secondary use of a seat-back as a table or work top and limiting or inconveniencing a long cargo that may be carried with the rear and front passenger seats folded forward.

In a prefered embodiment a seat comprises upper seat-back shoulder wings, preferably adjustable for width and/or heught, for instance by means of slides and locking devices. Alternatively shoulder wings may be of fixed position.

Preferably a secondary pivot is provided (located above and forward of a usual pivot used for seat back angle adjustment) preferably such a secondary pivot is constructed and arranged so as to provide for an upper seat-back that may be folded forward to an effectively horizontal position by virtue of the position of the secondary pivot.

Preferably the effectively horizontal surface provided by a folded-forward upper seat-back is at substantially the same level as a cargo space floor at the rear of the vehicle and a folded down rear passenger seat and a parcel shelf ahead of a front passenger seat.

Preferably the rear face of such an upper seat back is flat and may also be provided with a retaining edge or rim comprising loops, recesses or other means to accept hold-down devices.

Preferably a latch, lock, friction or other mechanism is provided in order to adjust and maintain -such position.

Preferably such a folding upper seat back may be combined with a mechanical linkage, for instance a flexible chain, webbing, belt or other linkage constructed and arranged so as to provide for an entire front seat that may be caused to move forward upon the action of folding a front seat upper seat-back forward and caused to return to a normal location as an upper seat back is returned to a normal upright position, for instance by means of a return spring.

Preferably such a seat may also be constructed and arranged so that access is permitted to a rear seat without disturbing the front seat pre-set position and seat-back angle adjustment for instance by providing a driver seat position adjustment slide separate from a rear seat access slide.

Advantages of such arrangements are: Access to the rear seats of a two door vehicle is greatly facilitated by virtue of the entire front seat being moved forward.

Secondary use may be made as a work top or table of a rear face of a horizontally folded forward upper seat-back.

Excellent lateral support for an occupant may be provided by virtue of such shoulder wings and without restricting elbow movement.

When front and rear upper seat-backs are folded horizontally on the opposite side of the vehicle to the driver, unusually long cargos such as skis or boards may be accommodated more or less horizontaly using the entire length between the forward bulkhead (dividing the forward bay from the occupant compartment) and a rear access hatch (and beyond, if the rear access hatch is slightly open).

Such long load may be supported by a combination of a floor of a cargo space, front and rear folded down seat backs and a parcel shelf forward of a front passenger seat and may be attached to such seat backs by means of the said retaining edge arrangement.

A drivers pre-set driving seat position and angle adjustments remain unaltered by the action of folding the seat to gain access to a rear seat.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 26, 27 and 28.

Figure 26 is a side elevation of a seat in a normal position 124 and a folded forward position 125 (shown dotted) showing a primary pivot 122 for seat-back angle adjustment, a secondary pivot 116 to permit for a folded forward seat-back at a more or less horizontal position at virtually the same level as the floor of a cargo space at the rear of a vehicle and a parcel shalf ahead of a front passenger, a latch, lock or friction mechanism 117 serving to maintain such a horizontal position.

A woven webbing or other flexible linkage 118 is provided (shown bold dotted) passing over rollers or similar devices 126 and 127 attached to the lower seat back whereby the entire front seat is moved forward on a slide mechanism 119 by the action of folding the upper seat-back 120 forward in order to provide access to the rear seats and/or provide a more or less horizontal table/work top 114.

A spring or other device represented by 121 may aid return of the seat to an original position.

Figure 27 is a perspective view showing an example of a seat in a normal upright position with a transparent driver being supported laterally by upper seat-back wings 113 that may be of fixed or adjustable width and/or height, showing also a normal pivot for seat back angle adjustment 122, a secondary pivot 116 and a latch, lock or friction mechanism 117 for adjusting and maintaining a more or less horizontal position when the seat is folded forward and showing how an occupant may have unrestricted elbow room.

Figure 28 is a perspective view showing the seat in the folded forward position in use as a table or work top 114 with a retaining edge 115 comprising loops or recesses or other means to accept straps, clips or other hold down devices 123 to secure certain items such as a portable personal computer or typwriter. A latch, lock, friction or other mechanism 117 serving to adjust and maintain the upper seat-back in a more or less horizontal position.

The application also relates to a floor covering unit for a vehicle.

While sponge or foam underlays, carpet and rubber-type floor coverings are well known in vehicles the following disadvantages may often be inherant; a. Uneven and complicated form of chassis floor pressings may often hinder easy and neat installation of carpet or floor coverings and may eventualy show through or knowledge of this disadvantage may inhibit or compromise chassis design.

b. Sound, vibration and thermal insulation qualities of carpet, synthetic rubber, plastic or other normal floor coverings alone may be minimal.

c. Unless fixed by mechanical or adhesive means, carpets or other floor coverings may tend to move into inconvenient or unsightly positions and may allow dirt and gravel carried into the vehicle on occupants' shoes to accumulate underneath.

d. Installed carpets or other floor coverings may not always be easily removed and/or reinstalled.

e. Fitting and fixing of carpets or other floor coverings may take much time on the vehicle production line.

f. Carpets, synthetic rubber, plastic or other mats usually perform only as floor covering.

In a preferred embodiment, a floor covering unit is molded or otherwise formed of plastic or rubber sponge or foam or composite or other suitable material of suitable consistancy and thickness and in the form of a tray with upturned sides so as to be semi-rigid and easily locate and stay in place in a vehicle without need for machanical fixation and be attached with minimal fixation.

Preferably the uppermost surfaces are of carpet, synthetic rubber, plastic or other suitable floor covering material Preferably a suitable floor covering material is included in the molding or forming process of the floor covering unit or alternatively is bonded or otherwise attached after forming of the floor covering unit.

Preferably a floor covering unit has an under-surface formed so as to conform or fit more or less to the vehicle chassis floor pressings, and an uppermost surface formed so as to be of a simpler shape, more attractive and more suitable for the bonding, forming or attachment of a suitable floor covering such as carpet.

Preferably the floor covering unit is reinforced, for instance in the area of the occupant's heels to reduce wear.

Advantages of the arrangement are: That the floor covering unit has the form of a tray in order to retain dirt and gravel carried into the vehicle on the shoes of occupants.

That such a floor covering unit may provide thermal, sound and vibration insulation, greater comfort, neater floor decoration and a greater sense of luxury for mass produced vehicles.

That such a floor covering unit by virtue of its semi-rigid nature may be more easily installed and/or removed than previous normal floor coverings and stay in place without need for mechanical fixings.

That the shape of vehicle floor pressing indentations are less likely to eventually show through such a floor covering unit.

That employment of this type of floor covering unit may facilitate chassis design, for instance by permitting deeper than previously practical floor pressings.

A specific embodiment will now be described by way of example and with reference to the drawings Figures 29 and 30.

Figure 29 is a partial cross-section of a vehicle chassis 130 and floor covering unit 128 showing the molded floor covering unit formed with an under-surface 129 fitting the profile of the vehicle floor pressing 130. The upper surface of the floor covering unit 131 is of simpler shape, more suitable for the forming and/or bonding of carpet, synthetic rubber/plastic or other floor covering.

Also shown is a door sill trim strip 133, a drive shaft tunnel covering unit 134 and a reinforcement 132 in the area of an occupant's heels.

Figure 30 is a perspective view showing how a pre-formed floor covering unit may perform functions other than simple floor covering. The floor covering unit forms a tray retaining dirt and gravel carried into the vehicle on occupants' shoes (the tray being easily removed and cleaned); provides a barrier to prevent fallen belongings from being lost under seats; is rigid enough to stay in place without need for mechanical fixings; may be retained by minimal fixings; and is of a nature to provide good sound, vibration and thermal insulation, greater comfort and a greater impression of luxury in mass produced vehicles.

This application also relates to a combined tool box and liquid carrier or pail that may be housed in a spare wheel.

While tool boxes for carrying in vehicles are well known, the following disadvantages may often be inherent: a. A tool box for a vehicle may often occupy space that might be better employed to contain fuel or cargo or for other purpose.

b. A tool box for a vehicle is rarely capable of carrying a useful quantity of liquid efficiently.

c. A tool box for a vehicle formed from metal may tend to rattle.

In a preferred embodiment, a tool box for a vehicle comprises a main body, a lid and a carrying handle.

Preferably the main body is formed so as to fit snugly in the space on the inside of a spare wheel that would normally be occupied by a brake drum or disc and caliper when the wheel is fitted to the vehicle for use.

Preferably the main body also comprises a drain hole fitted with a suitable plug that may function as a tap or valve and be adapted to accept a plastic tube.

Preferably the tool box and lid or cover is provided with a hinge or hook and loop arrangement and one or more catches. Alternatively the lid or cover may simply snap on and off in a manner similar to a plastic food container or pail.

Preferably the main body of the tool box is provided with a number of feet or protrusions on the underside and a number of wings or protrusions on the sides that abut the inside of the spare wheel so as to avoid movement and excessive wear of the main body.

Preferably the main body and lid of a tool box are formed from a plastic, composite or other suitable material.

Preferably a carrying handle is formed of metal.

Preferably the tool box is fitted with one or more removable preformed liners of a suitable plastic foam or other material in order to provide rattle-free housing for selected tools.

Alternative rattle-free housings for selected tools may be incorporated in the main body or the lid of the tool box, for instance in the form of clips specific to each tool to be carried within.

Preferably the exterior of the lid or cover incorporates a name or logo and/or model or other identification.

Preferably the tool box is constructed and arranged to provide a seal between the main body and the lid.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 31 and 32.

Figure 31 is a cross-section of a tool box housed in a spare wheel 135 and comprising a main body 136 having a more or less circular bucket form that is a snug, rattle-free fit in the spare wheel, a lid 137, a hook and loop hinge 138, a catch 139 and a metal carrying handle 140 that also serves to lock the catch 139 by folding over the catch and locating in a groove 141, thus preventing movement of the catch 139 and preventing the metal carrying handle 140 from rattling.

Also shown are removable liners 142, preferably formed from plastic foam material, in order to provide a rattle-free housing for tools 143.

Also shown is a drain tap or plug arrangement 144 suitable for the attachment of a plastic tube 145 for directing and controlling the flow of fluid.

Also shown are feet or protrusions 146 on the underside and wings or protrusions 147 on the sides.

Figure 32 is a perspective view of the tool box of Figure 31 and also illustrating alternative rattle-free housings 148 for selected tools incorporated into the lid or cover 131.

The application also relates to a plug device for blanking off an aperture in a vehicle bumper or bodywork.

While vehicle bumpers and bodywork with apertures for purposes including the mounting in or behind of auxiliary or optional long range driving light or fog light are well known, convenient and aesthetically acceptable means may often not be provided for blanking off such apertures, for instance when the optional long range or fog lights are not fitted or to protect fitted auxiliary lights from flying gravel or stones, insects or road dirt when they are not in use. Also if accidentaly energized while covered auxilliary lights may dangerously overheat.

For example, a vehicle bumper unit or bodywork may be formed from metal or reinforced plastic material wherein an aperture for a long range or fog light may be formed with a lip extending inwards toward the vehicle forming a short tubular recess into which a suitable plug may be fitted by simple hand pressure.

In a preferred embodiment, a plug is formed from a suitable material as a cup so as to fit within such an aperture.

Preferably the plug incorporates a retaining device, a rim to prevent over insertion, and finger grip or handle.

Preferably the insertion of the plug actuates a switch to prevent accidental energizing and subsequent overheating of an auxiliary light so protected from flying gravel, stones etc.

A specific embodiment will now be described by way of example only and with reference to the drawings Figures 33 and 34.

Figure 33 is a perspective view of an example plug for a substantially rectangular recess, partially cut away to show a cuplike form and showing a rim 150 to prevent over insertion, a retaining device 151 in the form of a pip or lip, and a finger grip 152 recessed into the outer face of the plug.

Figure 34 is a cross-section of a typical bumper unit showing how an auxiliary light 153 and a bumper plug 154 may be arranged and showing also the rim 150 to prevent over insertion of the plug, the retaining device 151 in the form of a pip and the finger grip 152 recessed into the face of the plug. The bumper plug may be formed to suit the exterior contours of the bumper and be aesthetically unobtrusive and even attractive. Also shown is a switch 155 actuated by the insertion of the plug in order to prevent the accidental energizing and subsequent overheating of the auxiliary light so protected from flying gravel, stones etc.

Claims

VEHICLE

CLAIMS What is claimed is: 1. A vehicle of the four-wheel-drive type specially adapted to the use of a motor located preferably in a forward bay (or alternatively in a rearward bay) and wherein the axis of the main rotary component or crank shaft of the motor is transverse the longitudinal centre line of the vehicle and to the rear of the axis of the front axle and road wheels and ahead of the axis of the rear axle and road wheels and wherein the primary portion of the inter-axle drive shaft arrangement (herein referred to as a transverse drive shaft) is located above or below a main bearing of, and at right angles to the main rotary component or crank shaft of the transverse motor and within or without the rotating extremity of said main or crank shaft and within or without the casing or oil sump of said motor.
2. A vehicle of the four-wheel-drive type as claimed in claim 1 wherein a convenient mounting location and suitable means for securing are provided on the side of the transverse motor adjacent to the driver i.e. the side opposite to the double crown wheel, for the mounting and securing of any required inter-axle mechanisms such as a fluid coupling device, inter-axle differential mechanism, drive engagement and disengagement or other device or a combination of devices.
3. A vehicle of the four-wheel-drive type as is claimed in claims 1 and 2 wherein primary distribution of driving torque to front and rear axle arrangements is effected by a double crown wheel located on the opposite side of a transverse motor from the driver and on or close to the vehicle longitudinal centre line and comprising a primary helical element driving the differential, axle and road wheels associated with the motor and a secondary hypoid bevel element that by virtue of the unity of the two elements also directly and simultaneously drives an inter axle drive shaft arrangement to an axle assembly remote from the motor.
4. A vehicle of the four-wheel-drive or front-wheel-drive type wherein a unitary chassis is constructed and arranged in conjunction with a transmission system as in claim S to be specially adapted and suited for the use of a motor located preferably in a forward bay (or alternatively in a rearward bay) wherein the axis of the main rotary component or crank shaft of the motor is transverse the longitudinal centre line of the vehicle and to the rear of the axis of a front axle and road wheels and ahead of the axis of a rear axle and road wheels.
5. A vehicle of the four-wheel-drive or front-wheel-drive type wherein the transmission system is constructed and arranged in conjunction with the unitary chassis as in claim 4 to be specially adapted and suited for use with the motor located preferably in the forward bay (or alternatively in the rearward bay) and wherein the axis of the main rotary component or crank shaft of the motor is transverse the longitudinal centre line of the vehicle and to the rear of the axis of the front axle and road wheels and ahead of the axis of the rear axle and road wheels.
6. A vehicle of the four-wheel-drive or front-wheel-drive type wherein the unitary chassis comprises a specially formed or stepped bulkhead separating the occupant compartment and associated specially formed pedal levers from the forward bay.

Such special forming or step comprises the offsetting of the lower portion of said bulkhead and the lower part and foot plate of said pedal levers toward the front of the vehicle by dimensions sufficient to permit the location of the hydraulic master cylinders and associated components at least partly over the drivers feet while remaining within the forward bay.
7. A vehicle of the four-wheel-drive or front-wheel-drive type wherein the unitary chassis comprises a longitudinal tunnel for housing an inter-axle drive shaft and/or other components that is partially or completely closed on the underside by removably secured or permanently attached panel or panels or a combination of such panels or other device or devices forming a longitudinal virtual box section load bearing member.
8. A vehicle of the four-wheel-drive or front-wheel-drive type as claimed in claims 1 to 5 wherein the unitary chassis comprises a form, indentation or recess that is provided with means of removably securing a cover and wherein such a form, indentation or recess is ultimately partially or completely closed by a removably secured cover and wherein the so enclosed space is of a size and shape suitable for locating or housing a fuel tank within or without the main structure of the unitary chassis and with or without an interlayer of suitable material separating such an arrangement from an enclosed fuel tank and wherein the combination of a removably secured cover and such a recess provides a means of support and attachment and protection for a fuel tank and that may also simultaneously provide a transverse load bearing member of the unitary chassis.
9. A vehicle of the four-wheel-drive or front-wheel-drive type as claimed in claims 1 to 5 wherein by virtue of the arrangement of the unitary chassis, the locations of the transverse motor and transmission system a location is provided for a full-size spare wheel on the opposite side of the motor from the driver and at least partially over the crown wheel and associated axle arrangement associated with the transverse motor and below the driver's view of the road.
10. A vehicle of the four-wheel-drive or front-wheel-drive type as claimed in claims 1 to 5 wherein the unitary chassis is augmented at the motor end by a removably secured transverse bulkhead sub-assembly comprising and/or providing for one or more of the following: a. ductings for incoming and outgoing air for cooling a radiator or radiators b. support and mounting facilities for an engine coolant and/or oil radiator or radiators c. support and mounting facilities for associated fan or fans d. support and mounting facilities for vehicle lighting e. support and mounting facilities for vehicle bumpers f. support and mounting facilities for vehicle horn g. support and mounting facilities for motor cover hinge or latch arrangements h. support and mounting facilities for certain electrical wiring and connectors j. partial support and mounting facilities for certain external body panels k. partial support and mounting facilities for a spare wheel m. support and mounting facilities for radiator grille(s) n. by virtue of its removable nature providing for easy repair or replacement and access for repairs and/or maintenance to other components.
11. A vehicle of the four-wheel-drive or front-wheel-drive type as claimed in claims 1 to 10 wherein all exterior body panels, trim and bumpers are excluded from the load-bearing chassis.
12. A vehicle of the four-wheel-drive or front-wheel-drive type as claimed in claims 1 to 11 and substantially as described herein having a transverse motor located in a forward or a rearward bay to the rear of the front axle and ahead of the rear axle and with reference to Figures 1 to 9.