WO2000007682A1 - Toy vehicle with rotating front end - Google Patents

Abstract

A radio controlled toy vehicle (110) has a central chassis (112), a front end (120) mounting a pair of front wheels (121, 122) which is rotatably coupled to the front (114) of the chassis and a pair of rear wheels (141, 142) rotatingly mounted to the chassis. A single reversible electric motor (145) is provided in the chassis (112) to selectively rotate the front end (120) with the front wheels (121, 122) about a front pivot axis (125) through a partial rotation for steering or through as many complete rotations as desired for stunts. The electric motor (145) is also drivingly coupled to the rear wheels (141, 142) to provide propulsion power to the vehicle. A power take-off (156) from the motor includes a one-way clutch (169) which rotates the front end when the motor is propelling the vehicle in a reverse direction. A pawl (190) is provided to limit the free rotation of the front end. The pawl (190) releasably engages a disc (186) around a shaft (184) rotating with the front end (120) and is overcome by providing sufficient torque to the shaft (184) of the front end.

Description

TITLE OF THE INVENTION

Toy Vehicle with Rotating Front End

BACKGROUND OF THE INVENTION

The present invention relates to toy vehicles and, in particular, to

powered, propelled toy vehicles having unusual transformation and action

capabilities.

Toy vehicles are well known. Remotely controlled and radio

controlled toy vehicles, in particular, have come to constitute a significant specialty

toy market. Manufacturers constantly seek new ways and features to add

innovative action to such toys to make such vehicles more versatile, more

entertaining or both.

U.S. Patent 5,259,808 discloses a four-wheeled, flip-over toy

vehicle. One end of a front axle of the vehicle mounts the two front wheels and is

pivotally coupled with the remainder of the vehicle. The front axle is latched into a

normal operating position parallel to the back axle so that all four wheels define a

common support plane. A mechanism permits the latch to automatically release

after predetermined movement of the vehicle. A spring is provided between the

front end and the remainder of the vehicle to pivot the remainder of the vehicle

away from the front axle when the latch is released, thereby causing the vehicle to

flip over.

Each of U.S. Patents 2,398,541, 4,691,798 and 5,019,009 discloses a

vehicle or toy vehicle provided with one or more auxiliary, ground contacting

wheels, which are mounted to rotate on axes extending generally perpendicularly to the longitudinal axis of the vehicle and to pivot about a pivot axis running generally

parallel to the longitudinal axis of the vehicle. As was the case with the toy vehicle

of U.S. Patent 5,259,808, the axles and auxiliary wheels of these vehicles are

permitted to pivot only through a limited arc which is a fraction of a full circle.

U.S. Patent No. 5,882,241 depicts a first embodiment of a remotely

controlled toy vehicle with rotating front end. Separate motors are provided to

rotate the front end and to propel the vehicle. The front end can be rotated as many

full or partial revolutions as desired. That patent is incorporated by reference herein

in its entirety.

BRIEF SUMMARY OF THE INVENTION

The present invention is a toy vehicle having a front, a rear and

opposing lateral sides and comprising at least one rear wheel located on the vehicle

so as to at least partially support the rear of the vehicle; a front end pivotally

mounted so as to rotate at least partially around a front pivot axis extending at least

generally longitudinally in a front to rear with respect to the vehicle; a pair of front

wheels mounted on opposing lateral sides of the front end so as to rotate freely

around a front wheel axis extending transversely to the front pivot axis and through

the front end; and a prime mover drivingly coupled with the at least one rear wheel

and further drivingly coupled with the front end so as to rotate the front end at least

partially around the front pivot axis.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS The foregoing summary, as well as the following detailed

description of a preferred embodiment of the invention, will be better understood

when read in conjunction with the appended drawings. For the purpose of

illustrating the invention, there is shown in the drawings an embodiment which is

presently preferred. It should be understood, however, that the invention is not

limited to the precise arrangements and instrumentalities shown. In the drawings:

Fig. 1 is a side elevation view, in cross-section, of a preferred

embodiment of a toy vehicle of the present invention;

Fig. 2 is a top plan view of the drive components of the toy vehicle

in Fig. 1;

Fig. 3 is a schematic view of a detent disk for rotation of the front

end;

Fig. 4 is a detailed schematic view of a bevel gear incorporating a

one-way clutch;

Fig. 5 is a side elevational view, in cross section, of the preferred

embodiment of the toy vehicle with an alternate version of a power take off drive;

Fig. 6 is a top plan view of the drive components of the toy vehicle

in Fig. 5;

Fig. 7 is a schematic view of a one-way clutch taken along line 7-7

of Fig. 5;

Fig. 8 is a schematic view of an alternate design of the one-way

clutch;

Fig. 9 is a schematic view of a first alternate design of the detent

disk taken along line 9-9 of Fig. 5; and Fig. 10 is a schematic view of a second alternate design of the detent

disk.

DETAILED DESCRIPTION OF THE INVENTION

Certain terminology is used in the following description for

convenience only and is not limiting. The words "lower" and "upper" designate

directions in the drawings to which reference is made. The words "inwardly" and

"outwardly" refer to directions toward and away from, respectively, the geometric

center of the vehicle and designated parts thereof. The word "a" is defined to mean

"at least one". The terminology includes the words above specifically mentioned,

derivatives thereof and words of similar import. In the drawings, like numerals are

used to indicate like elements throughout.

There is shown in the various figures a preferred embodiment toy

vehicle 110 of the present invention or its components. Referring to Figs. 1 and 2,

the toy vehicle 110 has a central longitudinal plane extending parallel to the plane

of Fig. 1 and perpendicularly to the plane of Fig. 2, which divides the toy vehicle

110 in half. The vehicle 110 includes a chassis indicated generally at 112 having a

front 114, a rear 115 and two opposing lateral sides 116 and 117, which also form at

least parts of opposing lateral sides of the vehicle 110. The vehicle 110 further

includes a separate front end indicated generally at 120. As used herein, "chassis"

refers to a load-bearing structure coupled with the front end 120. The chassis 112

may be integrally formed with an outer skin or body in a monocoque construction

or may be separately formed and support a non-load bearing outer skin or body.

The chassis 112 and the body can be constructed of, for example, plastic or any other suitable material such as metal or composite materials. The body may be

provided with vehicular detailing, which may be three dimensional (functional or

non-functional) or merely surface ornamentation provided to simulate such

functional elements. For example, the body may be provided with such detail as a

bank of header pipes, an external fluid cooler (oil, transmission, or both),

undercarriage details, etc.

The front end 120 preferably includes a pair of front wheels 121,

122, which are mounted for free rotation on opposing lateral sides of the front end

120 so as to support the front 114 of the chassis 112 and be located on opposite

lateral sides 116, 117, of the vehicle 110, contacting the ground or other support

surface, at least when the front end 120 is in a neutral steering position shown in

Figs. 1 and 2 with all the wheels supported on planar support surface S. The pair of

front wheels 121, 122 are preferably mounted so as to rotate freely around a

common front wheel axis 123 extending transversely to a front pivot axis 125 and

through the front end 120. The front wheel axis 123 is preferably the central axis of

a single solid front axle 124. Alternatively, separate stub axles or collars with or

without a continuous front axle or stub axles (none depicted) might be provided

rotatably supporting the front wheels 121, 122. Axis 123 and axle 124 extend

transversely through a preferably conical body 128 of the front end 120. The front

end 120 is pivotally mounted to the chassis 112 so as to rotate at least partially

around the front pivot axis 125 extending at least generally longitudinally from the

front 114 to the rear 115 with respect to the vehicle 110.

The vehicle 110 includes at least one and preferably a pair of ground

contacting rear wheels 141, 142, which are preferably supported on a solid drive axle 146. The axle 146 has a central axis 147 fixed with respect to the rear 115 of

the vehicle 110 about which the rear wheels 141, 142 rotate. Both of the rear

wheels 141, 142 are preferably fixedly attached to the solid drive axle 147. The

rear wheels 141, 142 are coupled with the chassis 112 and are located on opposing

lateral sides 116 and 117 of the vehicle 110 so as at least partially support the rear

115 of the chassis 112 on the support surface S. Alternatively, separate collars (not

depicted) may be provided on a fixed rear axle or on a pair of stub axles, with the

collars drivingly engaged with the rear wheels. Front axle 124 and its axis 123 are

parallel with rear axle 146 and its axis 147 when the front wheels 121, 122 are

supported in the neutral steering position with the remainder of the vehicle 110 on

planar support surface S.

A single prime mover 145, preferably in the form of a reversible

electric motor of the type generally used in such toy vehicles, is mounted on the

chassis 112 to fully power the vehicle 110. Preferably, the prime mover 145 is used

to both propel the vehicle 110 and rotate its front end 120. Power from the prime

mover 145 is transmitted through a drive member in the form of a pinion 148

mounted on the prime mover 145 to a gear cluster 150. The cluster 150 includes a

relatively large spur gear 152 driven by the pinion 148 and a smaller spur gear 154,

which is fixed to the larger gear 152 for speed reduction. The smaller spur gear 154

is drivingly engaged, preferably directly engaged with a relatively larger spur gear

158 fixedly mounted on rear axle 146 to rotate the axle 146 and the rear wheels 141,

142 when it is rotated by the gear cluster 150, pinion 148 and prime mover 145.

Other drive train arrangements could be used, for example belts or other forms of

power transmission and the arrangements disclosed are not meant to be limiting. The prime mover 145 is drivingly coupled with at least one and

preferably with both of the rear wheels 141, 142 in a conventional fashion through

the reduction gear drive train located within the housing described above. Any of a

variety of single motor drive arrangements used previously in such toy vehicles

may be employed in vehicle 110 including but not limited to that of U.S. Patent No.

5,273,480 to Suto, which is incorporated by reference herein. Typically, such

arrangements include a reduction spur gear train or other reduction transmission,

which drive the solid axle 146 to which both of the rear wheels 141, 142 are fixedly

attached. While one prime mover 145 is required for driving both rear wheels 141,

142, a pair of propulsion prime movers could be provided. Preferably the pair of

prime movers would be coupled together so as to simultaneously drive the two rear

wheels 141, 142. However, less desirably, each of a pair of propulsion prime

movers can be coupled separately with and independently drive a separate one of

the rear wheels 141, 142.

A power take-off indicated generally at 156, drivingly coupled with

the front end 120, is also driven by the prime mover 145 through a drive train to

rotate the front end 120 as follows. Another relatively larger spur gear 160 is

mounted as an idler and is engaged with an opposing (forward) side of the smaller

spur gear 154. The spur gear 160 in turn drives another idler spur gear 162 which in

turn drives a spur gear 164 fixedly mounted to a first drive shaft 166 supported for

rotation within the vehicle 110. The first drive shaft 166 supports a first bevel/miter

gear 168 which is engaged with a second bevel/miter gear 170 fixedly mounted to

one end of a second drive shaft 172. The opposing end of the second drive shaft

172 supports a first pinion 174 engaged with the larger spur gear 176 of yet another gear cluster 178 which includes a second pinion 180 for reduction. The second

pinion 180 is engaged with and drives another larger spur gear 182 fixedly mounted

to one end of a third shaft 184 such that the third shaft 184 is driven by the pinion

148. The remaining end of the third shaft 184 is fixedly coupled with the rotatable

front end 120 of the vehicle 110 to rotate simultaneously as one element with the

front end 120. The third shaft 184 extends generally longitudinally between the

front end 120 and the chassis 112. The front end 120 is pivotally supported from

the chassis 112 on the third shaft 184 and defines at least part of a pivot between the

front end 120 and the chassis 112. The third shaft 184 rotates the front end 120 for

simultaneous rotation of the front end 120 with the third shaft 184, at least partially

around the front pivot axis 125 as defined by the third shaft 184 which extends at

least generally longitudinally with respect to the chassis 112 and the vehicle 110.

While spur gear sets are suggested for both the steering and the

propulsion, other arrangements can be provided. For example, any suitable

alternative arrangements of gears or other reduction drive including but not limited

to planetary arrangements and worm gears or non-gear drives might be provided

depending upon the nature of the prime mover 145 selected and the desired

capability and speed of the vehicle 110. For example, where only steering

capability is required or desired, a rotary action solenoid or other limited rotation

prime mover may be coupled directly between the front end 120 and the chassis

112.

Preferably, a detent disk 186 is also fixedly mounted around the third

shaft 184. Referring to Fig. 3, the detent disk 186 is shown in greater detail and is

provided with two sets of circumferential recesses or detents 188a, 188b, which can be releasably engaged by the free, distal end of a stop in the form of a pawl 190 so

as to permit limited rotation of the third shaft 184 and the front end 120 about a

neutral steering position before release. The distal end of the pawl 190 is biased

into releasable engagement with at least one detent 188a, 188b in the disk 186 by

suitable means such as a spring 192. Suggestedly, four detents in the

circumferential edge of disk 186 are provided in each set of detents 188a, 188b on

diametrically opposite sides of the disk 186. Pairs of the detents lie on opposite

sides of a central, neutral position of the disk 186, which is indicated at 189 and

which corresponds to the neutral position of the front end 120 with the front wheel

axle 124 parallel with the rear wheel axle 146. The pair of detents closest to this

neutral position 189 may be spaced about 45 degrees apart (i.e., about 22 to 23

degrees to either side of the neutral position) while the second, distal pair may be

spaced about 90 degrees apart (i.e., about 45 degrees each from the neutral position

189).

Fig. 4 illustrates schematically the provision of a one-way clutch 169

actually coupling the first bevel/miter gear 168 with the first shaft 166 and drivingly

coupling the prime mover 145 to the front end 120. It may be a pawl clutch or a

roller sprag clutch or any of a variety of conventional one-way clutches which

would be configured to enable the prime mover 145 to transmit torque/power in

only one direction through the first shaft 166 and gear 168 to rotate the front end

120. Also, the one-way clutch 169 may be located elsewhere along the power take¬

off between the prime mover 145 and front end 120, including, but not limited to,

the second bevel/miter gear 170. Preferably, the one-way clutch 169 is located such that at least part of the drive train is located between the pinion 148 and the one¬

way clutch 169.

The front end 120 maybe held in an angled, non-neutral position by

the detent disk 186 and pawl 190 when reverse power being supplied through the

power take-off 156 to the front end 120 is stopped. The degree of rotation that the

front end 120 is held at with respect to the remainder of the vehicle 110 (i.e., angle

between the front and rear wheel axles 124 and 146) will depend upon various

factors. Without power, the front end 120 initially will tend to rotate back to the

neutral position with all four wheels parallel on a planar support surface S.

However, if the pawl 190 intersects one of the detents of one of the sets 188a, 188b

as the front end 120 rotates, the pawl 190 will hold the front end 120 in that angled

position generally until reverse motor power is once again supplied by the prime

mover 145. The prime mover/electric motor 145 generates enough torque to

overcome the engagement of the pawl 190 with any of the detents so that the front

end 120 will continue to rotate when power is once again supplied by the prime

mover/motor 145. Also, depending upon the angle of rotation of the front end 120,

the one way clutch 169 may remain engaged by the weight of the vehicle 110 when

the left front (U.S. driver side) wheel is the lower one of the front wheels 121, 122

supporting the vehicle 110. The prime mover 145 propels the vehicle 110 forward

in whichever direction the front wheels 121 , 122 are pointing. When driven in

reverse, the one-way clutch 169 draws power from the prime mover 145 to

simultaneously rotate the front end 120.

The vehicle 110 is suggestedly remotely controlled, desirably

wireless controlled and, preferably, radio controlled. An antenna 139 is preferably mounted to the chassis 112 and electrically coupled with circuitry 130 within the

vehicle 110 in the conventional fashion. A battery power supply 136 is also

electrically coupled with the circuitry 130 and preferably through the circuitry 130

with the prime mover/electric motor 145 in a conventional fashion. A hand control

unit (not depicted), which would be used with the vehicle 110, could have a single

toggle control providing signals for forward motion and reverse/turning motion at

opposite ends of its travel or might be provided with two separate toggles, one for

forward motion and one for turning motion, which would be interpreted by the

vehicle as moving the vehicle 110 in reverse while rotating the front end 120 or in

another suitable way for the particular configuration of the vehicle. The circuitry

130 includes a radio receiver 132 operably coupled with the prime mover 145 and a

processor 134 which interprets signals from the radio receiver 132 and supplies

current for the power supply 136 in the appropriate direction through the prime

mover/electric motor 145. The radio receiver 132, the processor 134, the remote

control device, and electric motor 145 are entirely conventional and are based on

well known, existing radio controlled vehicle designs, such as disclosed in U.S.

Patent No. 5,135,427, which is incorporated by reference herein in its entirety.

Such control systems can be obtained directly from manufacturers, such as Taiyo

Kogyo of Tokyo, Japan and others or U.S. distributors selling radio control vehicle

products and/or parts. Since the vehicle 110 of the present invention uses the same

or similar controller circuitry as described in U.S. Patent No. 5,135,427, these

elements will not be further discussed herein.

Other features of the full size vehicle described in the aforesaid U.S.

Patent No. 5,882,241 may be incorporated into the vehicle 110, including but not limited to a caster mounting of the front wheels 121, 122 on the front end 120.

Other types of control might be employed. Also, an uncontrolled motorized vehicle

might be provided having a mechanism for flipping the direction of the motor

output when the vehicle strikes another object and employ a rotating front end in

the manner described above.

One of ordinary skill will appreciate that, although the prime mover

145 preferably is a reversible electric motor, other means for moving the vehicle

110, including hydraulic, pneumatic, spring wound, flywheel or other inertia prime

movers and even a non-reversible electric motor with reversing drive transmission

could be used. Also, the vehicle need not be driven in reverse. Rotation of the

front end can be accomplished by the provision of a drive train which diverts all of

the reverse output of a reversible motor or other prime mover from the rear wheel(s)

to rotate only the front end. Also, the drive train between the one motor or other

prime mover, the rear wheel(s) and the front end could be configured to drive the

rear wheel(s) in only a forward direction (one way motor) or selectively in forward

or reverse directions (reversible motor) and further selectively engage a power take¬

off by means of a movable gear or the like to simultaneously rotate the front end

with the rear wheel(s) regardless of the driving direction of the motor. The term

"drivable coupling" when referring to the connection of the one motor or other

prime mover with the front end is intended to encompass any driving engagement

from the motor/prime mover to the front end, however and whenever it may occur

in the operation of the vehicle.

Although the presently preferred embodiment toy vehicle 110 is

remotely controlled via radio (wireless) signals, it should be understood that other types of remotely controlled (both hard wire and other types of wireless control)

vehicle toys as well as vehicle toys which are not remotely controlled are also

within the scope of the invention. Thus, it is recognized that less expensive toy

vehicles having some of the novel features of the invention, notably a pivoting front

end, can be made and are within the scope of the invention.

If a reverse movement command is given through the hand control

unit, the vehicle will back up and the front end 120 will rotate completely around

front longitudinal (third) shaft 184 for as long as the command continues to be

given. Spinning the front end 120 if the vehicle 110 is on its side or back will tend

to cause the vehicle 110 to right itself. While it is trying to right itself, the vehicle

110 may spin around its rear wheel 141 or 142 contacting the surface S supporting

the vehicle 110 on its respective side 116 or 117. The vehicle 110 can be made to

do a"wheelie" stunt maneuver by driving it in reverse and then quickly changing

direction to move forward.

If desired, the upper side of the chassis 112 can be provided with a

wing or other raised structure (not shown), preferably along the central longitudinal

plane which defines a peak, preferably over or at least near the rear wheels 141,

142, to tend to cause the vehicle 110 to roll over onto one of its sides should it flip

upside down. It is then possible to right the vehicle 110 from almost any position

on which it is lying on its side by spinning the front end 120.

An alternate version of a vehicle 210 according to the preferred

embodiment is shown in Figs 5 and 6. A power take-off, generally indicated at 256,

in the form of a worm 268 and worm gear 270, which are drivingly connected to the

prime mover 145, can replace the bevel gears 168, 170 of the first version. The spur gears 160, 162, 164, 176, 182, pinions 174, 180, and the first, second and third

shafts 166, 172, 184 from the first version described above can also be eliminated

and replaced by a single shaft 266 and a one-way clutch, indicated generally at 271

in Figs. 5 and 6. An additional gear cluster 250, comprised of pinion 254 and spur

gear 252, is included in the drive train between gear cluster 150 and spur gear 158,

with the pinion 154 of the gear cluster 150 driving the spur gear 252 and the pinion

254 driving the spur gear 158.

The worm 268 is part of a compound gear 269 that also includes a

larger diameter spur gear 260 co-axial with the worm 268. Gears 152, 154, 260,

worm 268, worm gear 270, and shaft 266 form a power take off drive train between

the pinion 148 and the clutch 271. The spur gear 260 meshes with and is driven by

pinion 154. The shaft 266, drivingly rotatable by the worm gear 270, extends along

a generally vertical central longitudinal plane through the chassis 112 in a generally

front to rear direction. As seen in Fig. 5, the shaft 266 is preferably angled between

20 and 30 degrees with respect to the horizontal, and more preferably,

approximately 25 degrees with respect to the horizontal, although those skilled in

the art will realize that the shaft 266 can be at other angles as well. Those skilled in

the art will realize that other types of power take offs, including belts, chains or

flexible rotation transmission members are possible, as are other power take-off

arrangements.

A gear-incorporated clutch, like the clutch 169 in the first version

can be used in either the vehicle 110 or the vehicle 210, for example, incorporated

into the worm gear 270 of the vehicle 210. Preferably, the alternate clutch 271,

shown in Figs. 5 and 7, can be used instead. Preferably, the clutch 271 is a ratchet-type clutch, although those

skilled in the art will realize that other types of clutches can be used. The clutch

271 includes a clutch housing 273 which is fixedly connected to the shaft 266,

preferably distal from the worm gear 270. As shown in Fig. 7, the clutch housing

273 includes a plurality of drive members in the form of a plurality of inwardly

facing ratchet teeth 272 located on an interior perimeter of the clutch housing 273.

Clutch 271 further includes a driven clutch member 275 having a plurality of

ratchet arms 274, preferably three, extending from a central hub 276 which is co¬

axial with the shaft 266. Preferably, the ratchet arms 274 include a radially

extending portion 274a connected to a first end of an engagement arm 274b. A

second end of the engagement arm 274b engages and is driven by the ratchet teeth

272 when the clutch housing 273 (and the shaft 266) is rotated in a clockwise

direction as shown in Fig. 7, which corresponds to a reverse driving direction of the

rear wheels 141, 142, and the second end of the engagement arm 274b rides over

the ratchet teeth 272 when the clutch housing 273 (and the shaft 266) is rotated in a

counter-clockwise direction, corresponding to a forward driving direction of the

rear wheels 141, 142. Alternatively, as shown in Fig. 8, ratchet arms 374 that are

more curved can be used instead of the ratchet arms 274. The ratchet arms 274, 374

are preferably made from a resilient polymer to enable the arms 274, 374 to ratchet

over the ratchet teeth 272 without breaking, although those skilled in the art will

realize that other suitable materials can be used as well.

The central hub 276 of the clutch 271 is preferably keyed so as to

matingly engage a splined central shaft 280 of a detent disk 282, shown in detail in

Figs. 5 and 9 so that the detent disk 282 rotates with the hub 276. However, those skilled in the art will realize that the shaft 280 need not be keyed, and the shaft can

be fixed to the detent disk by an adhesive or a swaged fitting, as shown in Fig. 10.

The shaft 280 of the detent disk 282 extends longitudinally between the front end

120 and a remainder of the vehicle 210 in a generally front to rear direction, and is

drivingly connected to the front end 120 to define at least part of a pivot between

the front end 120 and the remainder of the vehicle 210 for pivoting the first end 120

about the axis of the drive shaft 266.

The disk 282 includes a plurality of spaced detents or detents 283

located on the outer perimeter of the disk 282 at locations (i.e., approximately 45°,

60°, 120°, and 135°) on either side of a central axis 284. The detents 283 engage

detent pins 286 which are longitudinally spaced apart from each other along an

inner perimeter of a detent housing 288 provided on the inner side of a front wall of

the chassis 112. As shown in Fig. 5, the forward most end of the shaft 280 through

the detent disk 282 is shaped into a yoke which receives the front axle 124 and is

thus fixedly coupled with the front axle 124 for rotation together. The detent disk

282 rotates the front axle 124 about the front pivot axis 125 (which is the central

axis of shaft 280) when the shaft 266 rotates in the clockwise direction as shown in

Fig. 7.

The detents 283 and the detent pins 286 are sized to require a

considerable amount of driving force from the prime mover 145, or other force,

such as from a collision with another object or dropping the vehicle 210 to the

ground from a significant height, to rotate the detent disk 282 past the detent pins

286.

An alternative detent design is shown in Fig. 10, in which a detent housing 388 extends only partially around the outer perimeter of a detent

disk 382, with inwardly facing detent pins 386 on each end of the detent housing

388. The disk 382 includes a plurality of spaced detents 383 located on the outer

perimeter of the disk 382 at locations (i.e., approximately 45°, 67-1/2°, 90°, 112-

1/2°, and 135°) on either side of a central axis 384. The detents 383 engage the

detent pins 386 in the same manner as the detents 283 and the detent pins 286

described above. However, the fact that the housing 388 is not a closed loop allows

the housing 388 to spring outwardly, requiring less force to rotate the detent disk

382 than the force required to rotate the detent disk 282 described above. Those

skilled in the art will realize that other detent and detent disk designs can be used as

well without departing from the spirit and scope of the present invention.

The operation of the vehicle 210 is the same as the operation of the

vehicle 110 as described above, with the worm 268 and the worm gear 270 being

drivingly coupled to the front end 120 so as to rotate the front end 120 at least

partially around the front pivot axis 125.

It will be understood by those of ordinary skill in the art that

although the invention is described herein in terms of the preferred, four-wheeled

embodiment, the present invention could also comprise a vehicle having three

wheels, or more than four wheels. Thus, the present invention is described in terms

of a four-wheeled vehicle for convenience only, and is not to be limited to a four-

wheeled vehicle. Further, while it is preferred that all four wheels be of the same

outside diameter, those skilled in the art will recognize that wheels of different

outside diameters may be used at different locations on the vehicle 110. It will be appreciated by those skilled in the art that changes could be

made to the embodiment described above without departing from the broad

inventive concept thereof. It is understood, therefore, that this invention is not

limited to the particular versions of the embodiment disclosed, but it is intended to

cover modifications within the spirit and scope of the present invention as defined

by the appended claims.

Claims

1. A toy vehicle having a front, a rear and opposing lateral sides

and comprising:

at least one rear wheel located on the vehicle so as to at least

partially support the rear of the vehicle;

a front end pivotally mounted so as to rotate at least partially

around a front pivot axis extending at least generally longitudinally in a front to rear

with respect to the vehicle;

a pair of front wheels mounted on opposing lateral sides of

the front end so as to rotate freely around a front wheel axis extending transversely

to the front pivot axis and through the front end; and

a prime mover drivingly coupled with the at least one rear

wheel and further drivingly coupled with the front end so as to rotate the front end

at least partially around the front pivot axis.

2. The toy vehicle of claim 1 further comprising:

a shaft extending longitudinally between the front end and a

remainder of the vehicle and defining at least part of a pivot between the front end

and the remainder of the vehicle;

a drive member mounted on the prime mover; and

a driven member drivingly coupled with the drive member

and fixedly coupled with the front end.

3. The toy vehicle of claim 2 wherein the drive member is a

pinion and wherein the driven member is fixedly mounted on the shaft and

drivingly coupled with the pinion and wherein the shaft is fixedly secured with the

front end for simultaneous rotation of the front end with the shaft.

4. The toy vehicle of claim 3 further comprising a stop

positioned for releasable engagement with the shaft so as to permit limited rotation

of the shaft before release.

5. The toy vehicle of claim 4 wherein the stop is biased into

releasable interference engagement with at least one recess in a detent disk around

the shaft.

6. The toy vehicle of claim 2 wherein the driven member is part

of a one-way clutch.

7. The toy vehicle of claim 6 further comprising a drive train

between the pinion and the one-way clutch.

8. The toy vehicle of claim 1 further comprising a stop

positioned for releasable engagement so as to limit rotation of the front end on the

chassis about a neutral steering position.

9. The toy vehicle of claim 1 further comprising a one-way

clutch drivingly coupling the prime mover to the front end, the one-way clutch

configured to enable the prime mover to rotate the front end in only one direction

about the pivot.

10. The toy vehicle according to claim 1 wherein the vehicle is

remotely controlled.

11. The toy vehicle according to claim 1 wherein the at least one

rear wheel rotates about an axis fixed with respect to the rear of the vehicle.

12. The toy vehicle of claim 1 further comprising:

a chassis having a front, a rear and opposing lateral sides, the

opposing lateral sides also being on opposing lateral sides of the vehicle;

the at least one rear wheel being coupled with the chassis and

located on the vehicle so as to at least partially support the rear of the chassis;

the front end pivotally being coupled with the chassis so as to

rotate at least partially around a front pivot axis extending at least generally

longitudinally with respect to the chassis and the vehicle; and

the prime mover being mounted on the chassis.

13. The toy vehicle of claim 12 further comprising:

a shaft extending longitudinally between the front end and

the chassis and defining at least part of a pivot between the front end and the

chassis; a drive member mounted on the prime mover; and

a driven member drivingly coupled with the drive member

and fixedly coupled with the front end.

14. The toy vehicle of claim 13 wherein the driven member is

part of a one-way clutch.

15. The toy vehicle of claim 14 further comprising a radio

receiver operably coupled with the prime mover.

16. The toy vehicle of claim 15 wherein the prime mover is a

reversible electric motor.

17. The toy vehicle of claim 13 wherein the drive member is a

pinion and wherein the driven member is fixedly mounted on the shaft and

drivingly coupled with the pinion and wherein the shaft is fixedly secured with the

front end for simultaneous rotation of the front end with the shaft.

18. The toy vehicle of claim 13 wherein the prime mover is

drivingly connected to a worm and worm gear, the worm and worm gear being

drivingly coupled to the front end so as to rotate the front end at least partially

around the front pivot axis.