This invention relates to a motor vehicle, particularly an extremely compact ultralightweight one person racing vehicle having an engine laterally adjacent the driver's cockpit.

In the sport of automobile racing, vehicle designs range from high cost professional race cars to low cost amateur go-karts. The present invention incorporates design features of professional race cars while maintaining a moderate cost, primarily through the use of standard motorcycle engines, a relatively reduced vehicle size and weight as well as a novel power transmission and drive train configuration. The present invention provides a degree of safety performance, and handling, heretofore unavailable in a low cost vehicle, which is easily maintained, transported, and stored, all primarily due to the reduction in size and lateral mounting of the engine. Conventional professional race cars may be classified according to the engine location, namely forward engine, rear engine, and mid-engine vehicles. Most high performance high cost race cars are of the mid-engine or rear engine type due to superior handling, cornering and maneuvering as a result of weight distribution and aerodynamic efficiency, such as for example Indy and Formula One race cars.

EET

Forward engine race cars include stock cars and cross-country rally cars. Stock cars and rally cars comprise: a standard production automobile chassis and body often modified to increase its structural strength and to reduce wind resistance; a modified high performance automobile engine and power transmission; driver safety equipment; and modified vehicle controls. Since stock and rally cars are essentially passenger vehicles modified for racing, their costs are within the means of many amateurs, but their design as passenger cars limits racing performance due to wind drag resistance, low power to weight ratio, relatively high centre of gravity and forward weight distribution, with disadvantages well known to those skilled in the art.

Low cost motorized go-kart vehicles are popular with racing enthusiasts of more limited means. An example of such a vehicle is disclosed in United States Patent No. 3,799,283 to Freber. The design of go-karts is primitive by racing standards, although performance may be acceptable due to high power to weight ratios. Widespread acceptance has been limited due to the lack of independent wheel suspension, little or no body work, lack of driver safety features, and poor aerodynamic properties. In addition, the driver of a go-kart appears out of proportion with such a vehicle, providing the overall impression that a go-kart is a toy, not intended for serious racing, although speeds of up to 150 ph are not uncommon.

One or two engines may be used in such go-karts which may be side mounted adjacent the driver. Power is transmitted from a go-kart engine to a one-piece transverse rear axle inwardly adjacent one rear wheel via a chain and sprockets. In order to maintain the alignment of the chain and sprockets in an operating plane, go-kart

vehicles such as disclosed in the Freber patent have frames which flex as the wheels ride over bumps and hollows. The go-kart engine experiences the same impact loads and vibrations experienced by the go-kart rear wheels and axles. Such a suspension design therefore is limited to lightweight vehicles driven over smooth surfaces. High speed go-kart driving on generally bumpy tracks requires a high degree of skill and physical stamina due to the rough ride, and unpredictable handling of such vehicles.

In order to realize the benefits of a smaller race car, several attempts have been made in particular the early Cooper 500 and the contemporary Formula 440. The Formula 440 is an open wheel vehicle powered by a 440 cc snowmobile engine. In both vehicles the engine is located behind the driver and forward of the rear axle. The disadvantage of locating the engine as such is that the average driver cannot assume a reclining position, preferred aerodynamically and aesthetically, without extending the vehicle's wheel base dimension or projecting the driver's feet dangerously ahead of the front wheels. Use of a compact engine in such vehicles is only partially satisfactory, since the engine location restricts the designer in minimizing the vehicle's length.

In order to reduce a vehicle's longitudinal dimension several automobiles have been designed which incorporate an engine laterally offset from the longitudinal axis of the vehicle, specifically as shown in United States Patents Nos. 1,401,797 to Landini and 2,152,573 to Turner, Italian Patent No. 311243 (priority from British Patent 380670 18 December 1931) and a journal article dated 1 July 1955, the Autocar pgs. 7-8. Power transmission means disclosed in the above references consist of longitudinal drive shafts, and longitudinal

sprocket and chain means. The power transmission means generally engages a one-piece live rear axle, offset from the vehicle's longitudinal axis, often immediately inwardly adjacent one rear wheel. Such a rear axle and offset final drive design consumes space adjacent the rear wheel effectively precluding the use of independent suspension. The resultant disparity between the length of axle through which torque is transmitted to the two rear wheels, combined with the unbalanced weight of the offset power transmission means upon the rear axle, results in unequal drive wheel reaction, unequal rear wheel suspension loads, and erratic handling. The vehicle disclosed in U.S. 2,152,573 to Turner achieves independent rear drive wheel suspension through the use of dual power longitudinal transmission means laterally offset from the vehicle's longitudinal axis, and dual rear axles driven by one or two laterally offset engines.

The mechanical complexity as well as added vehicular weight of the Turner automobile, and the above-mentioned disadvantages of other conventional vehicles having laterally offset engines, preclude the use of such vehicles in competitive high speed racing, and may partially explain their apparent lack of commercial success.

The present invention relates to a novel racing vehicle which overcomes one or more of the disadvantages of the vehicles described above.

A vehicle is herein disclosed which incorporates many features of high cost professional race cars in a vehicle of moderate cost. A vehicle in accordance with the present invention therefore has the general appearance and performance previously only available in relation to professional race cars but is of substantially smaller

dimensions and lesser weight primarily due to the lateral positioning of the lightweight engine, and use of novel power transmission means. The visual effect of the vehicle, the subjective impression of the driver while in the reclining position and the nature of the vehicle handling overcomes a major obstacle to the widespread acceptance of smaller race cars, namely the perception that go-karts and such conventional vehicles are toys rather than serious but economical racing vehicles. A primary motivation behind many sporting enthusiasts, including racing fans, is the image projected by the athlete or sportsman. The overall impression of a vehicle according to the present invention therefore is a significant factor in the market acceptance of the vehicle.

In accordance with the invention there is provided a vehicle having four wheels the axial centres of which define a rectangular plane enclosing: a driver's cockpit laterally offset from the longitudinal axis of the vehicle; an engine located within said rectangular plane and laterally oppositely offset from the longitudinal axis of the vehicle laterally adjacent said cockpit; power transmission means extending transversely from the engine to the longitudinal axis of the vehicle and along the longitudinal axis to the centre of the transverse symmetric live rear axle.

In order that the invention may be readily understood, one embodiment of the invention will now be described by way of example with reference to the accompanying drawings wherein:

Figure 1 is a perspective view of a vehicle showing the engine, power transmission and rear axle with the vehicle's other components outlined.

Figure 2 is a plan view of a vehicle showing the driver's cockpit offset from the vehicle's longitudinal axis.

Figure 3 is an exploded perspective view of the vehicle showing the modules of which it is constructed.

In the embodiment of the invention illustrated in the drawings a vehicle chassis is" constructed of welded aluminum tubes forming a space frame structure. In addition to housing the drive train and other automotive components, the chassis structure envelopes the driver in an integral structural roll cage surrounding the driver's cockpit. The driver is therefore safely contained within the structure in a reclining position which is preferred aerodynamically and aesthetically. The vehicle's body is constructed of body panels, comprising molded FRP using carbon fiber, Kevlar* or fiberglass and resin bonding, riveted or otherwise fastened to the chassis. The structural diaphragm action of the attached body panels compositely reinforces the chassis structure. Nose, tail and cockpit fairings are molded of lightweight plastic. Underbody aerodynamic air ducting is provided to enhance the vehicle's stability, and to cool the engine and transmission. Through an intake nose fairing air passes through longitudinal ducting located in the vehicle's underbody. Cooling air is directed from openings in the side of the vehicle. Air then passes under the compartment housing the longitudinal transmission means and out the rear of the vehicle. Together with underbody aerodynamic ducting, the outer body and chassis described above incorporates the aerodynamic design features and lightweight structure of conventional professional race cars.

* Trade-mark

Referring to Figure 2, the vehicle ^• s engine l is located within a rectangular plane defined by the axial centres of the four wheels 2. As shown in Figure 2, the engine, gear box and clutch are combined in a single compact unit, as is conventional for motorcycle engines. Referring to Figure 2, the engine 1 is mounted rearward of the vehicle's wheelbase centre for reasons of improved traction and handling well known to those skilled in the art. The driver's cockpit 3 is laterally offset from the vehicle's longitudinal axis 4. The engine 1 is also laterally offset oppositely from the longitudinal axis 4, laterally adjacent the cockpit. The relative offset dimensions of the cockpit 3 and engine 1 are such that the weight of the driver and the weight of the engine 1 exert approximately equal and opposite moments about the longitudinal axis 4 maintaining vehicular balance.

As shown in Figure 2, the driver's cockpit longitudinal centre line 5 is angularly offset from the longitudinal axis 4 of the vehicle such that the cockpit's lateral offset increases rearwardly. The degree of angular offset may vary with engine 1 dimensions, however, the angular offset in any case is insignificant in respect of vehicle handling and driver comfort and is only necessary to minimize the vehicle's width. In order to accommodate the forward suspension, brakes and steering, as well as the driver's forward cockpit 3, while maintaining minimal vehicular width, it is preferable to position the forward cockpit 3 centrally. To accommodate the engine rearwardly therefore the cockpit centre line 5 may be set at an angle rearwardly increasing the lateral offset dimension. Although the cockpit 3 may be positioned with its longitudinal centre line 5 angularly offset, the outer cockpit fairing 24 has its longitudinal centre line parallel to the vehicle's longitudinal axis 4 to minimize wind resistance.

The engine 1, as is conventional for motorcycle engines, has a lateral power takeoff shaft 6. A transverse drive shaft 7 connected to the engine power takeoff shaft 6 extends to the longitudinal axis 4. In the particular embodiment shown the transverse drive shaft 7 engaging the engine takeoff shaft 6 includes two universal joints 8 on each side of a splined slip joint.

Power transmission means 9 are provided in a vertical plane along the vehicle's longitudinal axis 4 from the transverse drive shaft 7 to the centre of the transverse symmetric live rear axle 10.

The longitudinal power transmission means 9 in one embodiment of the invention comprises: a primary drive sprocket fixed to the inner end of the transverse drive shaft 7; a final drive sprocket fixed to the centre of the rear axle 10; and a closed loop chain engaging the primary and final drive sprockets. The chain and sprockets are aligned in a vertical plane along the vehicle's longitudinal axis 4. It is particularly advantageous to enclose the chain and sprockets in an oil filled housing which has annular oil seals about the openings through which the rear axle 10 and transverse drive shaft project 7. Use of such a housing ensures complete chain lubrication reducing friction, reduces chain and sprocket abrasion since sand and other solid particles are not exposed to the lubricating oil, and the vehicle's interior is protected from lubricant and damage in the event of chain failure. In addition, the chain housing protects the driver upon chain failure.

In another embodiment the longitudinal power transmission means 9 comprises: a primary drive sheave fixed to the inner end of the transverse drive shaft 7; a final drive sheave fixed to the centre of the rear axle

10; a closed loop belt engaging the primary and final drive sheaves. The belt and sheaves are aligned in a vertical plane along the vehicle's longitudinal axis 4.

Referring to Figure 2, in order to minimize the vehicle's length and therefore its weight, at least the forward portion of the power transmission means 9, along the longitudinal axis 4, is located under the rearward end of the driver's cockpit 3. A partially reclining driver rests upon a seat within the cockpit, the rearward ost portion of which is upwardly rearwardly inclined to support the driver's back and head.

Referring to Figure 2, the rear wheels 2 of the vehicle are fully independently suspended from the chassis. The rear axle 10 comprises: a central shaft 12 journalled in the chassis and engaging the power transmission means 9 along the vehicle's longitudinal axis 4; two outer swing shafts 13 articulately rotatably connected at their inner ends to the outer ends of the central shaft 12 and to a vehicle wheel 2 at their outer ends. In the embodiment illustrated, the swing shafts 13 each are rotatably supported by an independent suspension arm 14. The suspension arms 14 are pivotably connected at their inner ends to a lower portion of the chassis 11 and are connected at their outer ends, via extendable and retractable impact absorbing means 15 to an upper portion of the chassis. Optionally dual upper and lower wishboner shaped or A-shaped rear suspension arms may be used to rotatably support the swing shafts 13. In the embodiment shown in the drawings the impact absorbing means 15 comprise coaxial coil springs and shock absorbers, but other well known means may be used to lesser advantage.

The swing axles 13 pivot in a transverse vertical plane about their inner ends and the rear vehicle wheels 2

are thereby fully independently suspended.

Rear disc brakes 16 are fixed to the central shaft 12 of the rear axles 10, outward of the power transmission means 9 and longitudinal axis 4 of the vehicle as shown in Figure 1. The weight and therefore inertia of the rear wheels is reduced by positioning the disc brakes on the central shaft rather than adjacent the inner side of the rear wheels 2.

The forward suspension and steering of the vehicle are of conventional design.

Referring to Figure 3 , a vehicle in accordance with the invention may be constructed of modules comprising: the power module 17; the front-end module 18; the floor module 19; and body panels comprising: the nose panel 20; the cockpit panel 21; and the tail panel 22. The front- end module 18, housing the front wheels 2, steering and front suspension, is assembled prior to connection to the floor module 19. Likewise the power module 17 is assembled, then connected to the floor module 19. Likewise the floor module 19 is connected to the front-end module 18 to complete the chassis structure. The power module 17 comprises a rearward portion of the vehicle's chassis housing the engine 1, the power transmission means 9, the rear axle 10 and rear wheels 2, and the rear suspension system (previously described) . The rearward portion of the vehicle's chassis also includes a roll bar 23 and supports the rearward portion of the driver's cockpit 3 within the chassis structure.

The power module 17 may be manufactured such that it is adaptable to a variety of chassis designs.

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