Vehicle, method for reducing transmission of vibration forces and multi-purpose vehicle

Abstract

The present application relates to a vehicle, a method of reducing the transmission of vibrational forces and a utility vehicle. According to one aspect of the present application, a vehicle is disclosed, comprising: a frame; a ground engaging member supporting the frame, the ground engaging member comprising at least two wheels; a power source; a drive operably coupled to the power source at a drive input and operably coupled to the wheels at a drive output, the drive being coupled to the frame by at least one isolated mount, the at least one isolated mount comprising a vibration absorbing material; wherein the at least one isolated mount comprises a first portion and a second portion abutting the first portion, and a stiffness of the first portion is greater than a stiffness of the second portion; and wherein the second portion comprises a pair of isolated grommets, and the first portion comprises a sleeve extending between the pair of isolated grommets; a diameter of the isolated grommets is greater than a diameter of the sleeve.

Description

[0001] This application is a divisional application of the application filed on December 12, 2017, with application number 201780077804.3 (international application number PCT / US2017 / 065703) and entitled "Improved Powertrain System for Powered Outdoor Vehicles". Technical Field

[0002] This disclosure generally relates to powertrain systems for vehicles and more particularly to front and / or rear drive systems for powered outdoor vehicles and methods of mounting them to the vehicle. Background Technology

[0003] Front drive and rear drive are known. Front drive is used in front-wheel drive or all-wheel drive vehicles, and rear drive is used in rear-wheel drive and all-wheel drive vehicles to input power from a power source such as an internal combustion engine and distribute that power to the front and rear ground engagement components. Both front and rear drive components include a housing surrounding a plurality of gears, including a ring gear and a pinion. Front and rear drive components can be differentials, but are not required to be differentials.

[0004] Examples of front and rear drive systems used in vehicles can be seen in any of the following disclosures: U.S. Patents 8,827,028, 8,827,019, and U.S. Publication 20150061275, the subjects of which are incorporated herein by reference. A more fully described vehicle for use with this front drive system is provided in our application filed December 22, 2016, PLR-15-27200.00P (Serial No. 15 / 388,436). Summary of the Invention

[0005] In an exemplary embodiment of the invention, the vehicle includes: a frame; a ground engagement member supporting the frame, the ground engagement member including at least two wheels; a power source; and a drive unit coupled to the power source and coupled to the wheels, the drive unit being coupled to the frame via an isolation mount to reduce vibrations of the drive unit through the frame. The outermost lateral edge of the isolation mount extends beyond the outermost lateral edge of the drive unit's output terminal located on at least one side of the drive unit.

[0006] In another exemplary embodiment of the invention, the vehicle includes: a frame including an upper frame tube and two lower frame tubes; a ground engagement member supporting the frame, the ground engagement member including at least two wheels; a power source; and a drive connected to the power source and connected to the wheels, the drive being suspended by an upper portion of the drive, and a portion of the drive extending between the lower frame tubes and a portion extending above the top of the lower frame tubes. Attached Figure Description

[0007] The invention will now be described with reference to the accompanying drawings, in which:

[0008] Figure 1 This is a frontal left-side perspective view of a part of the vehicle frame, showing the front drive unit mounted in the frame;

[0009] Figure 2 yes Figure 1 The frame and left side view of the front drive;

[0010] Figure 3A yes Figure 1 Enlarged left-side frontal stereoscopic view of a portion of the frame shown;

[0011] Figure 3B yes Figure 1 An enlarged right-side rear-view stereoscopic view of a portion of the frame shown;

[0012] Figure 4 This is an exploded view of the front drive and mounting hardware;

[0013] Figure 5 This is the left-side view of the front drive.

[0014] Figure 6 This is a front view of the front drive unit;

[0015] Figure 7 Through Figure 2 A cross-sectional view taken from line 7-7;

[0016] Figure 8 A rear view showing the installed hardware is provided;

[0017] Figure 9 This shows the right casting support leg being removed. Figure 8 Similar views;

[0018] Figure 10 This shows the power steering rack in its installed state and... Figure 8 Similar views; and

[0019] Figure 11 yes Figure 8Alternative mounting components shown. Detailed Implementation

[0020] First refer to Figure 1 and Figure 2 The front end of the vehicle is shown with reference numeral 2, having a frame front end 4 and a front drive unit 6, which is connected to the frame 4 via a front drive unit mount 8. A driveshaft 10 extends forward from the powertrain (not shown) to provide power to the front drive unit 6, thereby driving the wheels through an output end shown with reference numeral 12. As is known, half-shafts (not shown) are connected to the output end 12 and then to the wheels. The front drive unit 6 can be a differential, but is not required to be one. Although this embodiment is shown with a front drive unit, this disclosure is equally applicable to rear drive units for vehicles.

[0021] Now refer to Figure 3A and Figure 3B The front end portion 4 of the frame will be described in more detail below. As shown, the front end portion 4 includes a main frame tube 20 having a longitudinally extending section indicated by reference numeral 22, which tapers into a neck shape at reference numeral 24 to define a front lower frame tube 26. A first channel 28 extends transversely to the tube 26 and includes a hole indicated by reference numeral 28a, while a second channel 30 extends transversely to the tube 26 and includes a hole 30a. It should be understood that channels 28 and 30 receive lower A-arms of the suspension system having inner ends that engage with holes 28a and 30a. Mounting brackets 32 (32L and 32R) extend from the tube 26 located between channels 28 and 30 and include mounting holes 32a. Another channel 34 is defined between plates 36 and 38 and connects the frame tube 40 to plates 36 and 38.

[0022] The frame tube 40 includes an upright portion 42 and a rearwardly extending portion 44. A rear upright tube 50 extends upward from the frame tube 26 and includes another transverse channel, indicated by reference numeral 52, which provides another mounting portion for the alignment arm at its opposite ends. The frame tube 50 includes: a first mounting bracket, indicated by reference numeral 56, having a mounting hole indicated by reference numeral 56a; and a second mounting bracket 58, having a mounting hole indicated by reference numeral 58a. A front mounting bracket 60 is coupled between the upright frame tubes 42 and defines a front mounting plate 62 for a winch, a rear mounting plate 64 for a radiator, and a mounting bracket 66 for a front drive mount 8 as described herein. Figure 3B The bracket 66 includes mounting holes shown with reference numeral 66a in the accompanying drawings.

[0023] Now refer to Figure 4The front drive mount 8 is shown as having a top wall (shown as reference numeral 70), a side wall (shown as reference numeral 72), and a rear support wall (shown as reference numeral 74). The side wall 72 includes a mounting hole 76 and a countersunk mounting area 78 having a hole 80 extending through it. As shown, a fastener 82 can be received through the openings 76 and 80 to receive a washer 84 and a fastener 86 as described herein. The rear support wall 74 also includes a mounting hole (shown as reference numeral 90) for receiving a fastener 92 as described herein.

[0024] Still refer to Figure 4 The figure shows mounting posts 100 and 102, wherein mounting post 100 includes an upper post portion 104, a middle, arched portion 106, and a lower post portion 108. The upper post portion 104 has a slot at reference numeral 110 and includes a hole indicated by reference numeral 112, and the lower post portion 108 has a slot at reference numeral 114 and includes a mounting hole 115. Figure 8 Mounting hole 116 is provided to penetrate mounting post 100. Mounting post 102 includes upper post portion 120, intermediate and arched portion 122, and lower post portion 124. Upper post portion 120 has a slot at reference numeral 126 and includes mounting hole shown at reference numeral 128. Lower post portion 124 has a slot at reference numeral 130 and includes mounting hole 131. Figure 8 Mounting hole 132 is positioned to penetrate post 102. Post 100 includes a lower mounting surface shown as reference numeral 140 and an upper mounting surface shown as reference numeral 142. Post 102 includes a lower mounting surface 144 and an upper mounting surface shown as reference numeral 146.

[0025] Although the mounting plate 150 is not part of the front drive unit mount, it connects the mount 8 to the struts 100, 102 and provides a mounting structure for the power steering drivetrain as described herein. The mounting plate 150 includes: a mounting hole shown by reference numeral 152; a recess shown by reference numeral 154 for receiving a portion of the power steering unit; mounting holes 156 and 158. Referring now... Figures 4 to 6 The front drive unit 6 will be described in more detail below. It should be understood that the front drive unit of this disclosure can be used without power steering.

[0026] First refer to Figure 5 The front drive 6 includes a housing 160 that houses a ring gear 162, shown in dashed lines, which is connected by a universal joint 166. Figure 2The input shaft 164 is connected to the drive shaft 10 for driving. The front drive 6 also includes: a front sleeve 170 adjacent to the front end of the housing; and a rear sleeve 172 adjacent to the rear housing 160. As shown, both sleeves 170 and 172 are positioned toward the upper edge of the housing 160 to suspend the front drive 6 during installation. The sleeve 170 has an inner diameter 174 (… Figure 4 And the sleeve 172 has an inner diameter of 176 ( Figure 4 As shown, sleeve 170 is also positioned towards the extreme forward position of the housing, and sleeve 172 is also positioned towards the extreme rear position of the housing.

[0027] That is, the foremost edge of the sleeve is shown by reference numeral 180, which is located ahead of the foremost edge 182 of the ring gear 162. The foremost edge 180 is positioned at a distance D1 in front of the foremost edge 182 of the ring gear 162, as shown in the figure. Figure 5 As shown in the figure. Similarly, sleeve 172 has a rearmost position, indicated by reference numeral 186, located rearward of the rearmost edge of ring gear 162, as indicated by reference numeral 188. The rearmost position 186 of sleeve 172 is positioned at a rearward dimension D2 of ring gear 162, as shown in the figure. Figure 5 As shown. Also as... Figure 5 As shown, the top of the ring gear 162 has an extreme upper position indicated by reference numeral 190, while the top of the sleeve 170 is indicated by reference numeral 192, wherein the top 192 and the top 190 of the ring gear 162 are spaced apart by a distance D3. Preferably, the line drawn between the centers of the sleeves 170 and 172 does not intersect the center of the output terminal 12.

[0028] like Figure 5 As shown, the distance from the center of output terminal 12 to the center of sleeve 170 is indicated by reference numeral R1. Also as... Figure 5As shown, the distance from the center of output terminal 12 to the center of sleeve 172 is indicated by reference numeral R2. In the illustrated embodiment, R1 = 117.8 mm and R2 = 117.8 mm. The radius of the ring gear 162 is 85.3 mm, such that the ratio of R1 to the ring gear radius is 1.38. Furthermore, the arc defined between the radius line used for reference numeral R1 and the radius line used for reference numeral R2 is indicated by reference numeral θ, where θ = 83.6°. An acceptable range for θ is between 70° and 170°, preferably between 75° and 120°, and more preferably between 80° and 100°. Even more preferably, sleeves 170 and 172 are positioned at the top of the housing so that the packaging of the driver itself can limit the angle; that is, as the angle increases, the length of housing 160 also increases. Although sleeves 170 and 172 are shown at the top of the housing, it should be understood that sleeves 170 and 172 may be positioned in a similar location at the bottom of the housing 160.

[0029] Now refer to Figure 6 The extreme lateral positions of the sleeve 170 are shown by reference numerals 200 and 202 and extend beyond the lateral width of the housing 160. (See attached figures.) Figure 6 As shown, the extreme lateral position 202 is spaced from the outer edge of the output terminal 12 by a distance D4, where D4 = 30.58 mm. Also as... Figure 6 As shown, the extreme lateral position 200 is separated from the outer edge of the left output terminal 12 by a distance D5, where D5 = 30.58 mm.

[0030] Refer again Figure 4 The isolation mount 210 is positioned in each of the sleeves 170 and 172. As shown, each isolation mount 210 includes a tube 234, two isolation grommets 220, and a single sleeve 230. The grommets 220 are positioned at opposite ends of each sleeve in sleeves 170 and 172. Figure 4 and Figure 7 As shown, each of the isolation loops 220 includes a head portion 222 having a hole 224 extending integrally through the isolation loop 220. The isolation loop 220 also includes a body portion 226 that presses against the inner diameter 174 of the sleeve 170 and the inner diameter 176 of the sleeve 172 (see Figure 174). Figure 7 ). Reference Figure 4 and Figure 7 The sleeve 230 is also configured to have a hole, as shown by reference numeral 232 in the accompanying drawings. For example... Figure 7 As shown, the isolation mounting member 220 is configured such that the head portion 222 abuts against the ends of the sleeves 170, 172, while the end of the isolation grommets 220 abuts against the sleeve 230 within the sleeve.

[0031] The tube 234 is profiled to fit within the inner diameter 224 of the grommet 220 and within the inner diameter 232 of the sleeve 230. The length of the tube 234 ensures that it fits within surface 66, such as... Figure 7 As best shown in the diagram. At the rear connection (through sleeve 172, tube 234 extends between countersunk areas 78). Tube 234 is made of a rigid material such as metal—e.g., aluminum or steel—so that fasteners 82, 86 do not compress the grommets 220 when twisted. It should be understood that the isolation mounting member 210 can be configured in any way, such as as multiple parts or as a single unit.

[0032] To install the front drive unit 6 to the front frame section 4, first install the pillars 100 and 102 to the front frame section 4. For example... Figure 1 As shown, the column 100 is shown as being constructed through the hole 112 ( Figure 4 ) and hole 56a ( Figure 3A Align and pass through hole 115 ( Figure 8 ) and hole 32a ( Figure 3A The column 100 is aligned and positioned between bracket 32L and bracket 56. Fasteners will connect the column 100 to the front frame portion 4. Similarly, the column 102 will be connected by aligning hole 128 with hole 58a. Figure 3A Alignment and positioning of the bracket 32R by aligning hole 131 with hole 32a. Figure 3B ) and bracket 58 ( Figure 3A Next, fasteners will connect the column 102 to the front frame portion 4. Then the mounting piece 8 and plate 150 ( Figure 4 Alignment is performed such that the hole 90 on the right side of the mounting 8 is aligned with the hole 152 and with the hole 132 on the column 102.

[0033] Fastener 92 is then positioned to pass through holes 90 and 152 and to engage threadedly in hole 132 of post 102. This positions mounting piece 8 and post 150 in... Figure 8 The position, thus, suspends plate 150 between posts 100 and 102. The front driver 6 can then be mounted in the mounting 8 by positioning tube 234 within each sleeve and positioning the sleeves into each sleeve 170, 172. Isolation mounts 220 are then positioned in each end of sleeves 170 and 172. Tube 234 is then aligned with holes 76 and 80 located in the mounting 8. Studs, such as reference numeral 82, can be positioned to pass through holes 76 and 80, through sleeves 230, and then through each isolation mount 220. Fasteners 84 and 86 can be attached to studs 82. Figure 7The connection positioning of the front drive 6 to the mounting piece 8 is shown in cross-section.

[0034] Now refer to Figure 10 The steering transmission 250 can now be connected to the back side of the plate 150, whereby the protective covers 252 and 254 of the steering transmission 250 are nested within the bow-shaped portions 106 and 122, respectively.

[0035] By positioning the sleeve at its extreme position relative to the front drive 6, the reaction force based on the torque transmitted through the housing is minimized at the mounting position. By positioning the isolating mount within the sleeve, vibrations transmitted to the frame associated with the front drive 6 are reduced, and thus vibrations transmitted to the driver are reduced. More specifically, torque is applied to the front drive 6 along both axes, which induces a reaction force. That is, as indicated by reference numeral 300 (…). Figure 5 The first torque shown is applied to the front drive via shaft 164, and the second torque shown as indicated by reference numeral 302 is applied to the front drive via coupling 12.

[0036] In addition, such as Figure 7 As shown, the diameter of the body portion 226 of the isolation ring 220 is larger than the diameter of the sleeve 230. The diameter of the body portion 226 of the isolation ring 220 is also slightly larger than the inner diameter 174 of the sleeve 170 and the inner diameter 176 of the sleeve 172. Therefore, the body portion 226 is pre-stressed when inserted into the sleeves 170 and 172. Furthermore, the body portion 226 of the isolation ring 220 will compress when a reaction load (from the sleeves 170 and 172) is applied to the isolation mount 210. If compression continues, the sleeve will contact the sleeve 230, which adds further elasticity to the movement of the front actuator 6. The sleeve 230 can have a higher hardness tester reading than the isolation ring 220, making the sleeve 230 harder than the isolation ring 220. This provides a double spring effect for the sleeves 170 and 172.

[0037] For example, sleeve 230 may have a hardness (hardness tester reading) in the range of medium soft to medium hard, while isolation ring 220 may be in the range of soft to medium soft. Furthermore, the material composition may be consistent throughout the isolation mount, or the material composition may be different. Additionally, the isolation mount may be a single piece or in the form of multiple parts. The isolation mount is expected to include a rubber-like material.

[0038] Because the front drive 6 is suspended from its top, it can be suspended above the lower frame tubes 26, with a portion of the front drive 6 positioned between and below the lower frame tubes 26. By minimizing the spread distance between the lower frame tubes 26, the length of the lower A-arm can be maximized while maintaining the same track width. Furthermore, by providing the disclosed isolation mount 220, a forged gear set can be used, and this forged gear set can have a higher NVH (noise, vibration, and harshness) level than more expensive gear sets.

[0039] As Figure 4 The alternative to the single-piece mounting component 8 shown is, as... Figure 11 The mounting member 308 shown has a two-piece structure including mounting portions 308a and 308b. Each of the mounting portions 308a and 308b has a top wall shown by reference numeral 370, a side wall shown by reference numeral 372, and a rear support wall shown by reference numeral 374. The side wall 372 includes mounting holes 376 and 380 extending through the side wall 372. The mounting member 308 has a front flange 378 with holes 380 for fastening the mounting member 308 to the front frame portion 4. The mounting member 308 will otherwise operate in the same manner, wherein fasteners 82 can be received through holes 376 and 380 to receive washers 84 and fasteners 86 as described herein. The rear support wall 374 will be coupled to the posts 100, 102 as previously described herein.

[0040] While the invention has been described with exemplary design, further modifications can be made to the invention within the spirit and scope of this disclosure. Therefore, this application is intended to cover any variations, uses, or adaptations of the invention using the overall principles of the invention. Furthermore, this application is intended to cover deviations from this disclosure that fall within known or customary practice in the field to which this invention pertains.

Claims

1. A vehicle comprising: frame; A ground-mounted member that supports the frame, the ground-mounted member including at least two wheels; Power source; A drive unit operably coupled to the power source at a drive input and operably coupled to the wheel at a drive output, the drive unit being coupled to the frame via at least one isolation mount, the at least one isolation mount comprising a vibration-absorbing material, the at least one isolation mount being configured to: Compression in response to a first reaction load along a first direction provides a first elasticity based on a first hardness tester; and In response to continued compression of a second reaction load greater than the first reaction load along the first direction, a second elasticity greater than the first elasticity is provided based on the first and second hardness testers; The at least one isolation mounting member includes a first portion and a second portion abutting the first portion, wherein the hardness of the first portion is greater than the hardness of the second portion; wherein the second portion includes a pair of isolation loops, and the first portion includes a sleeve extending between the pair of isolation loops; the diameter of the isolation loops is greater than the diameter of the sleeve.

2. The vehicle of claim 1, wherein, The actuator includes at least one sleeve, the inner diameter of which is smaller than the diameter of the first portion of the isolation ring.

3. The vehicle of claim 2, wherein, The first part of the isolation ring is located on the outside of at least one sleeve.

4. The vehicle of claim 3, wherein, The second portion of each of the pair of isolation loops is inserted into the at least one sleeve.

5. The vehicle of claim 1, wherein, The components of the first part are consistent throughout the first part.

6. The vehicle of claim 1, wherein, At least one of the first part and the second part comprises a rubber material.

7. The vehicle of claim 1, wherein, The at least one isolation mount is configured to provide multiple resistance ratios related to the deflection of the at least one isolation mount.

8. A vehicle comprising: frame; A ground-mounted member that supports the frame, the ground-mounted member including at least two wheels; Power source; A drive unit, connected at its input to the power source and at its output to the wheel, is connected to the frame via at least one isolation mount, the at least one isolation mount comprising vibration-absorbing material, the at least one isolation mount being configured such that: Compression in response to a first reaction load along a first direction provides a first elasticity based on a first hardness tester; and In response to continued compression of a second reaction load greater than the first reaction load along the first direction, a second elasticity greater than the first elasticity is provided based on the first and second hardness testers; The at least one isolation mount is configured for a plurality of resistance ratios related to the deflection of the at least one isolation mount; and the at least one isolation mount is directly coupled to the driver.

9. The vehicle according to claim 8, wherein, The at least one isolation mounting member is configured for multiple resistance ratios by comprising a first portion of a material having a first hardness and a second portion of a material having a second hardness, wherein the first hardness is greater than the second hardness.

10. The vehicle according to claim 8, wherein, At least a portion of the at least one isolation mounting component comprises a rubber material.

11. The vehicle according to claim 8, wherein, The at least one isolation mounting member extends at least the width of the drive.

12. A vehicle comprising: frame; A ground-mounted member that supports the frame, the ground-mounted member including at least two wheels; Power source; A drive unit operably coupled to the power source at a drive input and operably coupled to the wheel at a drive output, the drive unit being coupled to the frame via at least one isolating mount having a first portion and a second portion, the at least one isolating mount being configured such that: Compression in response to a first reaction load along a first direction provides a first elasticity based on a first hardness tester; and In response to continued compression of a second reaction load greater than the first reaction load along the first direction, a second elasticity greater than the first elasticity is provided based on the first and second hardness testers; The actuator includes at least one sleeve configured to contact a first portion of the at least one isolation mount with a first compressive force and a second portion of the at least one isolation mount with a second compressive force.

13. The vehicle according to claim 12, wherein, The hardness tester value of the first portion of the at least one isolation mounting component is less than the hardness tester value of the second portion.

14. The vehicle according to claim 13, wherein, The diameter of the first portion when it is not in contact with the at least one sleeve is greater than the diameter of the first portion when it is in contact with the at least one sleeve.

15. The vehicle according to claim 12, wherein, The first portion is adjacent to the second portion within the at least one sleeve.

16. The vehicle according to claim 12, wherein, The first portion of the at least one isolation mounting member includes a pair of isolation loops configured to be received at least partially by the at least one sleeve, and the second portion of the at least one isolation mounting member includes a sleeve extending between each of the pair of isolation loops.

17. A method for reducing the transmission of vibration force, said vibration force being a vibration force at the front drive unit of a vehicle, the method comprising: A front drive unit is provided, the mounting portion having an inner diameter; An isolation mounting component is provided, the isolation mounting component being configured to mate with the mounting portion and comprising a first portion and a second portion, wherein the uncompressed diameter of the first portion is greater than the inner diameter of the mounting portion; By compressing the first portion to make the first portion have a compressed diameter that is less than or equal to the inner diameter of the mounting portion and less than the uncompressed diameter, the first portion is at least partially received within the mounting portion. The first portion is compressed with a first reaction load along a first direction to provide a first elasticity based on a first hardness tester; Furthermore, during continued compression along the first direction, the second portion is contacted with a second reaction load greater than the first reaction load to provide a second elasticity greater than the first elasticity based on the first and second hardness testers.

18. The method according to claim 17, wherein, The hardness tester value of the first part is smaller than the hardness tester value of the second part.

19. The method according to claim 17, wherein, At least partially receiving the first portion within the mounting portion includes prestressing the first portion when receiving it within the mounting portion.

20. The method of claim 17, wherein, Compressing the first portion with the first reaction load includes prestressing the first portion when it is received within the mounting portion.

21. The method according to claim 17, wherein, Compression of the first portion includes resisting the first reaction load with a first resistance ratio, and contact with the second portion includes resisting the second reaction load with a second resistance ratio.

22. A vehicle comprising: frame; A plurality of ground engagement members supporting the frame, the plurality of ground engagement members including at least two wheels; Power source; A drive unit operably coupled to the power source at a drive input and operably coupled to the wheel at a drive output, the drive unit being coupled to the frame via at least one isolation mount, the at least one isolation mount comprising a vibration-absorbing material, the at least one isolation mount being configured to: Compression in response to a first reaction load along a first direction provides a first elasticity based on a first hardness tester; and In response to continued compression of a second reaction load greater than the first reaction load along the first direction, a second elasticity greater than the first elasticity is provided based on the first and second hardness testers; The at least one isolation mounting member includes a first part and a second part abutting the first part, wherein the hardness of the first part is greater than that of the second part, wherein the second part includes a first isolation loop having a first inner axial end face and a second isolation loop having a second inner axial end face, and the first part includes a sleeve extending directly between the first inner axial end face and the second inner axial end face.

23. A multi-functional vehicle, comprising: Multiple wheels; A frame, the frame being supported by the plurality of wheels, the frame including a front frame portion; The powertrain is supported by the frame; A drive member supported by the front frame portion and a drive shaft extending between the powertrain and the drive member, the drive member comprising: A driver housing, the driver housing including a driver input terminal and a driver output terminal; A plurality of sleeves extending substantially perpendicular to the longitudinal centerline of the vehicle, the plurality of sleeves including a first sleeve and a second sleeve, and at least one of the sleeves extending laterally outward from the driver input end, the first sleeve and the second sleeve being positioned around the center of the driver output end such that the first sleeve is in front of the center of the driver output end and the second sleeve is behind the center of the driver output end, wherein a first axis is defined between the center of the driver output end and the first sleeve, and a second axis is defined between the center of the driver output end and the second sleeve; and An isolation member, which connects the drive member to the front frame portion, the isolation member including vibration-absorbing material, the isolation member being configured such that: In response to compression by a first reaction load along a first direction, a first elasticity is provided based on a first hardness tester; and In response to continued compression of a second reaction load greater than the first reaction load along the first direction, a second elasticity greater than the first elasticity is provided based on the first and second hardness testers; The angle between the first axis and the second axis is within the range of a first value and a second value, wherein the first value is less than the second value and the second value is 170 degrees.

24. The multi-functional vehicle according to claim 23, wherein, The isolation member is positioned within each of the first sleeve and the second sleeve.

25. The multi-functional vehicle according to claim 24, wherein, The isolation component further includes a first part and a second part, wherein the hardness of the first part is greater than that of the second part.

26. The multi-functional vehicle according to claim 25, wherein, The second portion includes a pair of isolation loops, and the first portion includes a sleeve extending between the pair of isolation loops.

27. The multi-functional vehicle according to claim 26, wherein, The diameter of the isolation ring is larger than the diameter of the sleeve.

28. The multi-functional vehicle according to claim 23, wherein, The drive component is connected to the front frame portion via the first sleeve and the second sleeve.

29. The multi-functional vehicle of claim 28, further comprising a steering assembly, wherein, A portion of the steering assembly is supported by the front frame portion.

30. A multi-functional vehicle, comprising: Multiple wheels; A frame, the frame being supported by the plurality of wheels, the frame including a front frame portion; The powertrain is supported by the frame; A drive member supported by the front frame portion and a drive shaft extending between the powertrain and the drive member, the drive member comprising: A driver housing, the driver housing including a driver input terminal and a driver output terminal; A first sleeve and a second sleeve, the first sleeve and the second sleeve extending generally parallel to the driver output, each sleeve being configured to accommodate an isolation member and a fastener, each including a vertical plane and a horizontal plane of the driver output defining four quadrants, the first sleeve being located at the top of the driver housing in the first quadrant of the four quadrants, and the second sleeve being located in the second quadrant of the four quadrants. in: The isolation component includes vibration-absorbing material; The isolation member is configured such that: In response to compression by a first reaction load along a first direction, a first elasticity is provided based on a first hardness tester; and In response to continued compression of a second reaction load greater than the first reaction load along the first direction, a second elasticity greater than the first elasticity is provided based on the first and second hardness testers; A first axis is defined between the center of the driver output terminal and the first sleeve, and a second axis is defined between the center of the driver output terminal and the second sleeve; and The angle between the first axis and the second axis is within the range of a first value and a second value, wherein the first value is less than the second value and the second value is 170 degrees.

31. The multi-functional vehicle according to claim 30, wherein, At least one of the first sleeve and the second sleeve extends laterally outward in the lateral range of the driver output, and the drive member is connected to the front frame portion at the first sleeve and the second sleeve.

32. The multi-functional vehicle according to claim 31, wherein, The isolation member is positioned within each of the first sleeve and the second sleeve.

33. The multi-functional vehicle according to claim 30, wherein, The first sleeve and the second sleeve include an isolation member, and the isolation member includes a first part and a second part, wherein the first part has a greater hardness than the second part.

34. The multi-functional vehicle according to claim 33, wherein, The second part includes a first isolation ring having a first inner axial end face and a second isolation ring having a second inner axial end face, and the first part includes a sleeve extending directly between the first inner axial end face and the second inner axial end face.

35. The multi-functional vehicle according to claim 30, wherein, The drive member extends below the front frame portion.

36. The multi-functional vehicle according to claim 35, wherein, The second sleeve is positioned below the input terminal of the driver.

37. The multi-functional vehicle according to claim 30, wherein, The front frame portion can be removed from the frame.

38. The multi-functional vehicle of claim 37, further comprising a steering assembly, wherein, A portion of the steering assembly is connected to the front frame portion.

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