U.S. patent application number 10/816631 was filed with the patent office on 2005-10-06 for motorcycle engine and transmission interbracing member.
Invention is credited to Longnecker, Scott, Thurm, Kenneth R..
Application Number | 20050217629 10/816631 |
Document ID | / |
Family ID | 34912675 |
Filed Date | 2005-10-06 |
United States Patent
Application |
20050217629 |
Kind Code |
A1 |
Thurm, Kenneth R. ; et
al. |
October 6, 2005 |
MOTORCYCLE ENGINE AND TRANSMISSION INTERBRACING MEMBER
Abstract
An interbrace is provided for reducing torquing, twisting, and
pivoting between a V-twin engine and a generally separate
motorcycle transmission. A first embodiment of the interbrace
includes a forward engine flange portion, a rearward transmission
end cap portion which functions as a transmission end cap, and a
connecting portion interconnecting the engine flange portion and
the transmission end portion. A second embodiment of the interbrace
includes a forward engine flange portion, a rearward transmission
end plate flange portion, and a connecting portion interconnecting
said engine flange portion and said transmission end plate flange
portion.
Inventors: |
Thurm, Kenneth R.; (Orange,
CA) ; Longnecker, Scott; (Buena Park, CA) |
Correspondence
Address: |
STETINA BRUNDA GARRED & BRUCKER
75 ENTERPRISE, SUITE 250
ALISO VIEJO
CA
92656
US
|
Family ID: |
34912675 |
Appl. No.: |
10/816631 |
Filed: |
April 2, 2004 |
Current U.S.
Class: |
123/195C ;
123/195R; 123/198E; 180/219; 180/291 |
Current CPC
Class: |
F02B 61/02 20130101;
B62J 23/00 20130101; F02B 75/22 20130101 |
Class at
Publication: |
123/195.00C ;
123/195.00R; 123/198.00E; 180/219; 180/291 |
International
Class: |
F02F 007/00; B60K
005/12 |
Claims
What is claimed is:
1. An interbrace for reducing torquing, twisting, and pivoting
between a V-twin engine and a motorcycle transmission, said
interbrace having an inboard and outboard side, said interbrace
comprising: a forward engine flange portion; a rearward
transmission end cap portion which functions as a transmission end
cap; and a connecting portion interconnecting said engine flange
portion and said transmission end portion.
2. The interbrace according to claim 1, said engine flange portion
further a first cam gear cavity centered about a first axis
transversely oriented with respect to the outboard and inboard
side, wherein the first cam gear cavity is adapted to receive cam
gear components protruding from the engine.
3. The interbrace according to claim 2, further comprising a cam
gear cover.
4. The interbrace according to claim 3, wherein said cam gear cover
is removably attached from the outboard side of said engine flange
portion.
5. The interbrace according to claim 3, wherein said cam gear cover
is integrally and unitarily formed to said forward engine flange
portion.
6. The interbrace according to claim 3, said cam gear cover having
a second cam gear cavity concentrically disposed within an inner
portion of said cam gear cover, and a timing cavity concentrically
disposed within an outboard portion of said cam gear cover.
7. The interbrace according to claim 6, wherein the first cam gear
cavity and second cam gear cavity form a common concentric
cavity.
8. The interbrace according to claim 6, further comprising a
removable timing cover adapted to cover and to be attached to the
timing cavity.
9. The interbrace according to claim 1, said rearward transmission
end cap portion further comprising an inboard offset portion which
gives said rearward transmission end cap portion a thickness T
which is at least the thickness of a conventional rightside
transmission end cap.
10. The interbrace according to claim 9, wherein the inboard side
of said rearward transmission end cap portion is adapted to
interface with a rightside transmission end plate of a
motorcycle.
11. The interbrace according to claim 9, wherein the rearward
transmission end cap portion thickness T allows the outboard side
of said interbrace to comprise a substantially flat planar
surface.
12. The interbrace according to claim 9, further comprising a
transmission end cavity adapted to house components protruding from
the transmission.
13. The interbrace according to claim 9, further comprising a
transmission end cap cover removably attached to the outboard side
of said engine rearward transmission end portion to cover the
transmission end cavity.
14. The interbrace according to claim 9, further comprising an
internal conduit adapted to receive a clutch cable, the conduit
having a first port positioned on a bottom side portion of said
transmission end cap portion and a second port connecting said
internal conduit to the transmission end cavity.
15. The interbrace according to claim 1, further comprising a
plurality of mounting holes for attaching said interbrace to the
rightside of a V-twin engine and a rightside transmission end
plate.
16. The interbrace according to claim 15, comprising a first set of
mounting holes positioned on said forward engine flange portion
such that a first bolt pattern is provided which matches that of a
rightside of a V-twin engine.
17. The interbrace according to claim 15, comprising a second set
of mounting holes positioned on said rearward transmission end cap
portion such that a second bolt pattern is provided which matches
the rightside transmission end plate.
18. The interbrace according to claim 1, wherein said interbrace is
milled from billet material.
19. An interbrace for reducing torquing, twisting, and pivoting
between a V-twin engine and a motorcycle transmission, said
interbrace having an inboard and outboard side, said interbrace
comprising: a forward engine flange portion; a rearward
transmission end plate flange portion; and a connecting portion
interconnecting said engine flange portion and said transmission
end plate flange portion.
20. The interbrace according to claim 19, said engine flange
portion having a first cam gear cavity centered about a first axis
transversely oriented with respect to the outboard and inboard
side, wherein the first cam gear cavity is adapted to receive cam
gear components protruding from the engine.
21. The interbrace according to claim 20, further comprising a cam
gear cover removably attached to the outboard side of said engine
flange portion.
22. The interbrace according to claim 21, said cam gear cover
having a second cam gear cavity concentrically disposed within an
inner portion of said cam gear cover, and a timing cavity
concentrically disposed within an outboard portion of said cam gear
cover.
23. The interbrace according to claim 22, wherein the first cam
gear cavity and second cam gear cavity form a common concentric
cavity.
24. The interbrace according to claim 22, further comprising a
removable timing cover adapted to cover and to be attached to the
timing cavity.
25. The interbrace according to claim 19, said rearward
transmission end plate flange portion being inwardly offset from
said forward engine flange portion.
26. The interbrace according to claim 19, wherein the inboard side
of said rearward transmission end plate flange portion is adapted
to function as a rightside transmission end plate of a
motorcycle.
27. The interbrace according to claim 19, wherein said forward
engine flange portion and said rearward transmission end plate
flange portion are oriented in a parallel manner with respect to
each other, and said connecting portion interconnects said engine
flange portion and said transmission end plate flange portion at an
inclined angle.
28. The interbrace according to claim 27, wherein a conventional
transmission end cap is adapted to be attached directly to the
outboard side of said rearward transmission end plate flange
portion.
29. The interbrace according to claim 27, further comprising a
transmission end plate cavity adapted to receive components
protruding from within the transmission.
30. The interbrace according to claim 19, further comprising a
plurality of mounting holes for attaching said interbrace to a
rightside of a V-twin engine and a rightside transmission end.
31. The interbrace according to claim 30, further comprising a
first set of mounting holes positioned on said forward engine
flange portion such that a first bolt pattern is provided which
matches that of a rightside of the V-twin engine.
32. The interbrace according to claim 30, further comprising a
second set of mounting holes positioned on said rearward
transmission end plate flange portion such that a second bolt
pattern is provided which matches that the rightside transmission
end plate.
33. The interbrace according to claim 19, wherein said interbrace
is formed by bending plate stock.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] Not Applicable
STATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT
[0002] Not Applicable
BACKGROUND OF THE INVENTION
[0003] 1. Field of the Invention
[0004] The present invention relates to aftermarket engine and
transmission interbracing members for HARLEY DAVIDSON type
configured motorcycles or the like. In particular, the present
invention relates to a structural bracing member which may be
attached to the righthand side endplate of a HARLEY DAVIDSON V-twin
motor and a righthand side of a transmission, in order to reduce
unwanted torquing, pivoting and twisting imparted to the drivetrain
through operation of the motorcycle.
[0005] 2. Background of the Invention
[0006] The passion, enthusiasm, and bond that HARLEY DAVIDSON
motorcycle owners have for their bikes is well-known. Harley owners
and owners of independently manufactured motorcycles and engines
based from originally inspired HARLEY DAVIDSON motorcycle designs,
continue to modify, customize, and/or improve their "bikes" with
various aftermarket parts and accessories.
[0007] Furthermore, it is also well-known that Harley owners are
very loyal to the traditional V-twin engine layouts that have been
the heart and soul of Harleys since the first "Flathead" sold in
1909. However, with the heritage of the V-twin mechanical layout,
comes traditional drivetrain deficiencies which have proven
disadvantageous and worthy of improvement. One noticeable weak link
of a traditional V-twin layout is the arrangement of the
engine-to-transmission interface.
[0008] In particular, the traditional Harley drivetrain includes a
V-twin engine positioned forward the transmission in which both the
engine and transmission are independently secured to the motorcycle
frame. In one well-known configuration, the drivetrain assembly
comprises a leftside drive in which the engine includes a
crankshaft and output shaft substantially parallel to an input
shaft of the transmission. Engine power is coupled to the
transmission with a primary belt and chain interconnecting the
parallel output and input shafts of the engine and transmission
respectively. The drive assembly additionally includes a primary
drive housing on the leftside of the motorcycle for enclosing the
primary belt or chain interconnecting the parallel output and input
shafts.
[0009] Over time, the leftside drive has become one of the several
characteristic features that motorcycle enthusiasts identify as
being representative of tradition and heritage. In this well-known
motorcycle drive assembly, the engine and the transmission are
typically mounted together by means of generally flat horizontally
cantilevered pads that overlap one another at a rear of the engine
crankcase and at a front of the transmission case. The two
horizontal pads are typically held together by two vertical screws.
To maintain proper alignment between the engine and the
transmission, the primary housing extends across and bolts to the
leftsides of both the engine crankcase and the transmission case.
The well-known motorcycle configuration also includes a seat post
extending from the seat down between the engine and transmission to
a cross member joining the tubular members of the lower portion of
the frame. Many motorcycle riders and enthusiasts agree that it is
desirable to retain the aforementioned features to maintain a
classic look.
[0010] However, the aforementioned engine-to-transmission interface
inherently has its disadvantages. There is minimal direct
attachment between the engine and transmission assembly, and the
primary drive housing does not provide significant rigidity. For
those motorcycles having a horizontal interface between the engine
and transmission assembly, there is also a lack of ability to
prevent pivoting of the engine about a horizontal and transverse
axis with respect to the motorcycle frame.
[0011] There have been numerous approaches to solving the
aforementioned problem. The entire engine-to-transmission interface
has been redesigned as taught in U.S. Pat. Nos. 6,085,855 and
6,241,040 to Schanz et al. and U.S. Pat. No. 6,315,072 to Brown et
al. However, the contribution of the aforementioned improvement
applies only to later model "Evolution" engines and the modern
"Twin Cam" engine. Thus, even though a significant advancement for
the V-twin engine-to-transmission interface has been made, the
aforementioned improvements cannot be economically retrofitted to
V-twin engines produced before this significant redesign.
[0012] U.S. Pat. No. 5,570,753 to Carlini does teach a motorcycle
engine and transmission torque-resisting arm which is designed to
overcome the disadvantages for inherent in the traditional V-twin
engine-to-transmission interface in which the engine and
transmission are separately housed. In this configuration, the
engine and transmission cases are coupled on the lefthand side of
the primary engine case. A torque resisting arm is provided which
is configured to be fitted to the opposite side of the engine and
transmission cases from that which the primary engine case occupies
is secured to the underlying faces of the engine case and
transmission case to provide a torque resisting member there
between. The torque resisting arm includes a generally planar
engine attachment plate configured to be received upon the engine
case and a generally planar spanning plate configured to be
received upon the transmission case. The torque resisting arm
further defines an offset wall and curved wall extending between
the engine attachment plate and the spanning plate.
[0013] Although the Carlini torque-resisting arm is certainly an
innovative and useful product, it still does have its own
disadvantages. For instance, the Carlini arm only secures the three
most lower outboard bolts of the engine (See FIG. 1, reference
numerals 20, 21, 22) and three lower rightside oriented
transmission end bolts (40, 41, 42). Since the Carlini arm is
mounted to the engine and transmission in such a limited manner,
the overall strengthening effect of the arm is correspondingly
limited. Furthermore, the actual strength of the Carlini arm is
limited by the moderate to lightweight construction of the arm.
[0014] It would be advantageous to provide an interbrace for
traditional HARLEY DAVISON V-twin configured motorcycles which
experience the unwanted torquing, twisting and pivoting of the
drivetrain components. In particular, it would be advantageous to
secure the rightsides of both the engine and the transmission with
an interbracing member which acts as a supplemental support for
maintaining a proper engine-to-transmission interface and to assist
in properly securing the engine and transmission into the frame of
the motorcycle. Preferably, the interbrace would tie the righthand
side of the engine to the righthand side of the transmission.
Furthermore, an ideal interbrace would have robustly proportioned
mounting portions which act as mounting flanges that are directly
secured to the righthand sides of the engine and transmission.
BRIEF SUMMARY OF THE INVENTION
[0015] The aforementioned disadvantages are overcome by providing
an interbrace for reducing torquing, twisting, and pivoting between
a V-twin engine and a generally separate motorcycle transmission.
In a first embodiment of the present invention, an interbrace is
provided having an inboard and outboard side. The interbrace
includes a forward engine flange portion, a rearward transmission
end cap portion which functions as a transmission end cap, and a
connecting portion interconnecting the engine flange portion and
the transmission end portion. Preferably, the interbrace is milled
from billet material.
[0016] According to an aspect of the present, the engine flange
portion further comprises a first cam gear cavity centered about a
first axis transversely oriented with respect to the outboard and
inboard side, wherein the first cam gear cavity is adapted to
receive cam gear components protruding from the engine. According
to another aspect of the present invention, a cam gear cover may be
attached to the outboard side of the engine flange portion.
Additionally, the cam gear cover may be removably attached from the
outboard side of the engine flange portion. In another embodiment,
the cam gear cover may be integrally and unitarily formed to the
forward engine flange portion.
[0017] In another aspect of the present invention, the cam gear
cover has a second cam gear cavity concentrically disposed within
an inner portion of the cam gear cover, and a timing cavity
concentrically disposed within an outboard portion of the cam gear
cover. As a result, the first cam gear cavity and second cam gear
cavity may form a common concentric cavity. Moreover, a removable
timing cover adapted to cover the timing cavity may be
provided.
[0018] According to another aspect of the present invention, the
rearward transmission end cap portion further includes an inboard
offset portion which gives the rearward transmission end cap
portion a thickness T which is at least the thickness of a
conventional rightside transmission end cap. Furthermore, the
inboard side of the rearward transmission end cap portion is
adapted to interface with a rightside transmission end plate of a
motorcycle. In another aspect of the present invention, the
rearward transmission end cap portion thickness T allows the
outboard side of the interbrace to comprise a substantially flat
planar surface. Moreover, a transmission end cavity is disposed
within the rearward transmission end cap portion to house
components protruding from the transmission.
[0019] According to other aspects of the present invention, a
transmission end cap cover may be removably attached to the
outboard side of the engine rearward transmission end portion to
cover the transmission end cavity. Furthermore, an internal conduit
may be provided having a first port positioned on a bottom side
portion of the transmission end cap portion and a second port
connecting the internal conduit to the transmission end cavity.
[0020] According to other aspects of the present invention, a
plurality of mounting holes are provided for attaching the
interbrace to the rightside of a V-twin engine and a rightside
transmission end plate. According to another aspect of the present
invention, a first set of mounting holes are positioned on the
forward engine flange portion such that a first bolt pattern is
provided which matches that of a rightside of a V-twin engine.
Also, a second set of mounting holes may be positioned on the
rearward transmission end cap portion such that a second bolt
pattern is provided which matches the rightside transmission end
plate.
[0021] According to another aspect of the present invention, a
second embodiment of an interbrace may be provided for reducing
torquing, twisting, and pivoting between a V-twin engine and a
generally separate motorcycle transmission. The interbrace has an
inboard and outboard side. The interbrace includes a forward engine
flange portion; a rearward transmission end plate flange portion,
and a connecting portion interconnecting the engine flange portion
and the transmission end plate flange portion.
[0022] According to an aspect of the present invention, the
rearward transmission end plate flange portion further may be
inwardly offset from the forward engine flange portion. According
to other aspects of the present invention, the inboard side of the
rearward transmission end plate flange portion may be adapted to
function as a rightside transmission end plate of a motorcycle. In
other aspects of the present invention, the forward engine flange
portion and the rearward transmission end plate flange portion are
oriented in a parallel manner with respect to each other, and the
connecting portion interconnects the engine flange portion and the
transmission end plate flange portion at an inclined angle.
[0023] According to other aspects of the present invention, a
conventional transmission end cap may be attached directly to the
outboard side of the rearward transmission end plate flange
portion. The present invention may further include a transmission
end plate cavity adapted to house components protruding from within
the transmission. Furthermore, according to other aspects of the
present invention, the interbrace may be formed by bending plate
stock.
[0024] Other exemplary embodiments and advantages of the present
invention may be ascertained by reviewing the present disclosure
and the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] The present invention is further described in the detailed
description that follows, by reference to the noted drawings by way
of non-limiting examples of preferred embodiments of the present
invention, in which like reference numerals represent similar parts
throughout several views of the drawings, and in which:
[0026] FIG. 1 is an illustration depicting the righthand side of a
well-known V-twin engine and transmission of a HARLEY DAVIDSON type
motorcycle;
[0027] FIG. 2 shows an exemplary first embodiment of an interbrace
installed on the well-known V-twin engine and transmission,
according to an aspect of the present invention;
[0028] FIG. 3A-C show a backside, top and bottom view of the first
embodiment, according to an aspect of the present invention;
[0029] FIG. 4 shows an exemplary alternative first embodiment of an
interbrace installed on the well-known V-twin engine and
transmission, according to an aspect of the present invention;
[0030] FIG. 5 shows an exemplary second embodiment of an interbrace
installed on the well-known V-twin engine and transmission,
according to an aspect of the present invention;
[0031] FIGS. 6A-B show a side and top view of the second
embodiment, according to an aspect of the present invention;
and
[0032] FIG. 7 shows an exemplary alternative second embodiment of
an interbrace, according to an aspect of the present invention;
DETAILED DESCRIPTION OF THE INVENTION
[0033] The particulars shown herein are by way of example and for
purposes of illustrative discussion of the embodiments of the
present invention only and are presented in the cause of providing
what is believed to be the most useful and readily understood
description of the principles and conceptual aspects of the present
invention. In this regard, no attempt is made to show structural
details of the present invention in more detail than is necessary
for the fundamental understanding of the present invention, the
description taken with the drawings making apparent to those
skilled in the art how the several forms of the present invention
may be embodied in practice.
[0034] Conventional Right-Hand Side Configuration
[0035] FIG. 1 is an illustration depicting the right-hand side of a
well-known V-twin engine and transmission of a HARLEY DAVIDSON type
motorcycle. The V-twin engine 4 is positioned forward of the
transmission 6. The motorcycle frame 2 provides structure for the
engine 4 and transmission 6 to be mounted substantially independent
of each other through various motor and transmission mounts. The
engine 4 has a rightside engine end plate 10 and may have a
separate protruding cam gear cover 16 which further includes a
separate timer cover 18. Noticeably separate and distinct from the
engine casing 11, the transmission 6 is rearwardly positioned after
a vertical frame member 8 which is used to support the seat and
upper frame members. The transmission 6 has a rightside
transmission end plate 12 in which a transmission cap 14 adapted to
be secured thereto. Additionally, a transmission cap cover 20 may
also be incorporated into the transmission cap 14. Moreover, a
clutch cable 22 is routed into the transmission cap 14.
[0036] First Embodiment of the Present Invention
[0037] FIGS. 2 through 3A-C depict an exemplary first embodiment
interbrace 30. In the first embodiment, the engine end plate 10 and
transmission end cap 14 (see FIG. 1) becomes an integral portion of
the interbrace 30. Generally, the outer perimeter and shape of the
first embodiment 30 resembles that of shoe sole and heel (see FIGS.
3A-C). The interbrace 30 includes an outboard side 46 and an
inboard side 48. The interbrace 30 further includes a forward
engine end flange portion 32, a connecting portion 44, and
transmission end cap portion 42. The interbrace 30 is preferably
milled from high strength, light weight alloy billet. However, the
interbrace 30 may also be formed by any number of other metal
forming processes, known in the motorcycle engine casing and
transmission casing manufacturing industry. For example, the
interbrace 30 may be forged, die-cast (see FIG. 5) or use a
combination of various metal forming and/or milling processes known
in the art.
[0038] The engine end flange portion 32 forms a flange which
interfaces the rightside of the V-twin engine 4. An
engine-to-interbrace interface portion 34 performs the same
function as an engine end plate 10 (see FIG. 1). A cam gear cavity
38 is disposed in the engine end plate portion 32 to accept the cam
gears from the engine 4. On the opposing side (outboard face 46), a
cam gear cover 36 may either be integrally formed to the interbrace
30 (see FIG. 3C), or an entirely separate cam gear cover 36 may be
utilized (see FIG. 3B). Moreover, concentrically disposed
internally within the cam gear cover 36 is a second cam gear cavity
39 which contiguously abuts next to the first cam gear cavity 38 to
form a continous cavity 38, 39 adapted to receive the cam gearing.
Concentrically disposed from an outboard side of the cam gear cover
36, is a timing cavity 40 which provides access for adjusting
timing components of the engine 4. A removable timing cavity cap 41
is also provided to cover the timing cavity 40. The form and
function of the first and second cam gear cavity 38, 39 and the
timing cavity 40 are well-known in the art and may be conformed and
adapted to a variety of configurations which fit numerous variants
of well-known V-twin engines.
[0039] A transmission end cap portion 42 functions as the
transmission end cap 14 (see FIG. 1). The end cap portion 42
preferably has a thickness T which is at least the thickness of a
conventional rightside transmission end cap 14, and even more
preferably a thickness T which provides sufficient offset from the
transmission end plate 12 (see FIG. 1), such that the outboard face
46 may be a substantially flat planar surface. Disposed within the
transmission end portion 42 is a transmission end cavity 43 which
has a similar form to cavities disposed within a standard
transmission end cap 14 (see FIG. 1) that are well-known in the
art. Additionally, an internal conduit 50 is provided in the end
cap portion 42 which is adapted to receive the clutch cable 22. In
particular, the internal conduit has an internal port 54 which
opens up into the transmission end cavity 43 and an external port
56 which is adapted to receive the clutch cable 22. The interbrace
30 further has a plurality of mounting holes 52 which are
positioned to conform to the standard bolt patterns of a rightside
engine end plate 12 and the standard bolt patterns of the
transmission end cap 14. It is recognized that mounting holes 52
may be located in many positions which may be dictated by existing
bolt patterns on the many variants of the V-twin engine and
transmission ends. Thus, it is also recognized that the position of
mounting holes 52 shown in the Figures is merely exemplary.
[0040] FIG. 4 shows an exemplary alternative first embodiment of an
interbrace 31 installed on the well-known V-twin engine and
transmission, according to an aspect of the present invention. The
interbrace 31 is preferably formed from a die-cast process. The
alternative first embodiment interbrace 31 is similar to the
interbrace 30 except it is die-cast or for weight and cost
reduction, and die-casting allows for a variety of outboard face 46
shapes.
[0041] Second Embodiment of the Present Invention
[0042] FIG. 5 shows an exemplary second embodiment of an interbrace
60 installed on the well-known V-twin engine and transmission,
according to an aspect of the present invention. While, FIGS. 6A-B
show a side and top view of the second embodiment interbrace 60,
according to an aspect of the present invention. The second
embodiment interbrace 60 utilizes a similar engine end plate
portion 32, cam gear cover 36, and timing cavity cap 41 similar to
that of the first embodiment. A difference with the second
embodiment interbrace 60 (as compared to the first embodiment 30,
31) is that it has a transmission end plate portion 62 which
replaces the transmission end plate 12 (see FIG. 1) from a standard
transmission 6. Thus, instead of integrally molding the
transmission end cap 14 into the interbrace 60 (as is accomplished
in the first embodiment interbrace 30), the transmission end plate
portion 62 provides a transmission-to-interbra- ce flange 64 which
performs the same function as the transmission end plate 12 (see
FIG. 1). Furthermore, since the transmission end plate portion 62
is inwardly offset from the engine portion 32, an offsetting
connecting portion 66 is provided which angles further outboard of
the rightside of the motorcycle so that the engine-to-interface 34
of the engine end portion 32 may be flushly attached to the
rightside of the V-twin engine 4.
[0043] In a most generalized perspective, the outer shape of the
first embodiment 60 resembles that of shoe sole without heel (see
FIG. 6A). The interbrace 60 includes an outboard side 68 and an
inboard side 70. In the case of the second embodiment, the
interbrace 60 is preferably formed from a high strength, light
weight alloy plate, such as aluminum. To form the offsetting
connecting portion 66, the interbrace 60 is preferably bent at
bending regions 76. However, the interbrace 60 may also be formed
by any number of other metal forming processes, known in the metal
forming industry. For example, the interbrace 60 may be milled from
billet, forged, die-cast or use a combination of various metal
forming and/or milling processes known in the art.
[0044] FIG. 6B shows an exploded view of the interbrace 60. It is
noted that a stock or originally configured transmission end cap 14
may be used in conjunction with interbrace 60. Additionally, the
cam gear cover 36 and timing cavity cap 41 are preferably separate
components. The interbrace 60 further has a plurality of mounting
holes 52 (see FIG. 6A) which are positioned to conform to the
standard bolt patterns of a rightside engine end plate 12 and the
standard bolt patterns of the transmission end cap 14. It is
recognized that mounting holes 52 may be located in many positions
which may be dictated by existing bolt patterns on the many
variants of the V-twin engine and transmission ends. Thus, it is
also recognized that the position of mounting holes 52 shown in the
Figures is merely exemplary.
[0045] FIG. 7 shows an exemplary alternative second embodiment of
an interbrace 61, according to an aspect of the present invention.
The alternative interbrace 61 is preferably formed from at least
one of, or a combination of forging, bending, and die-casting or
any other metal working/forming process known in the art. The
alternative second embodiment interbrace 61 is similar to the
interbrace 60 except it may be forged, bent and/or die-cast to
maximize both strength and accommodate the outward bend 72.
Additionally, the interbrace 61 may be forged, bent and/or die-cast
for weight reduction and cost-reduction purposes, and because
forging and die-casting allows for a variety of outboard side
shapes.
[0046] Although the invention has been described with reference to
several exemplary embodiments, it is understood that the words that
have been used are words of description and illustration, rather
than words of limitation. Changes may be made within the purview of
the appended claims, as presently stated and as amended, without
departing from the scope and spirit of the invention in its
aspects. Although the invention has been described with reference
to particular means, materials and embodiments, the invention is
not intended to be limited to the particulars disclosed; rather,
the invention extends to all functionally equivalent structures,
methods, and uses such are within the scope of the appended
claims.
* * * * *