Abstract
A snowmobile includes a chassis comprising a bulkhead and a tunnel, a front suspension coupled to bulkhead, a rear suspension coupled to the tunnel, and slide rails coupled to the rear suspension.
Claims
1. A snowmobile, comprising: a frame including an engine support member, a drive housing coupled to the engine support member, and a tunnel; a fuel tank assembly coupled to the frame; an endless track supported by a portion of the frame; a powertrain assembly including an engine coupled to the engine support member, an exhaust assembly coupled to the engine and a continuously variable transmission (“CVT”) operably coupled to the engine, the engine including a cylinder and a piston configured to reciprocate along a piston axis within the cylinder, the piston axis being forwardly angled relative to vertical, and the CVT includes a drive clutch configured to rotate about a first axis and a driven clutch configured to rotate about a second axis, where a CVT belt center axis extends between the first axis and the second axis, and an angle between the piston axis and the CVT belt center axis is 78°, wherein the second axis is positioned below a portion of the fuel tank assembly and the first axis is positioned completely forward of a forwardmost end of the fuel tank assembly; and the exhaust assembly including a manifold and a tube portion, the tube portion extending longitudinally forward of the engine.
2. The snowmobile of claim 1, wherein the cylinder includes a front surface extending forwardly of the drive clutch.
3. The snowmobile of claim 1, wherein the second axis is positioned vertically higher than the first axis.
4. The snowmobile of claim 1, further comprising a front suspension assembly operably coupled to the frame and a rear suspension operably coupled to the tunnel.
5. The vehicle of claim 1, wherein the vehicle further comprises one or more foot rests, and wherein a portion of one of the one or more foot rests is positioned below a portion of the driven clutch.
6. The vehicle of claim 5, wherein the portion of one of the one or more foot rests is positioned below a portion of the fuel tank assembly and a portion of the fuel tank assembly is positioned forward of the one or more foot rests.
7. The snowmobile of claim 1, wherein a portion of the driven clutch is positioned vertically lower than the first axis.
8. The snowmobile of claim 1, wherein a portion of the drive clutch is positioned vertically even with the second axis.
9. The snowmobile of claim 1, wherein the tube portion extends vertically above a portion of the engine.
10. A vehicle, comprising: a frame including an engine support member and a tunnel; a steering assembly operably coupled to the frame and including a gripping surface configured to receive the operator's hands; an endless track supported by a portion of the frame; and a powertrain assembly including an engine coupled to the engine support member and a continuously variable transmission (“CVT”) operably coupled to the engine, the engine including a cylinder and a piston configured to reciprocate along a piston axis within the cylinder, the cylinder and the piston axis being angled forwardly relative to vertical, and the CVT includes a drive clutch configured to rotate about a first axis and a driven clutch configured to rotate about a second axis, and the first axis is positioned vertically lower than the second axis, wherein the endless track is configured to rotate about a belt drive axis, and at least one of the second axis and the belt drive axis is positioned rearward of the gripping surface.
11. The vehicle of claim 10, wherein the cylinder and the drive clutch are positioned forward of the gripping surface.
12. The vehicle of claim 10, wherein the gripping surface is vertically aligned with at least a portion of the driven clutch.
13. The vehicle of claim 10, the second axis of the driven clutch is positioned longitudinally forward of the belt drive axis.
14. The vehicle of claim 10, wherein the second axis and the drive belt axis are both positioned rearward of the gripping surface.
15. A snowmobile, comprising: a frame including an engine support member and a tunnel; a suspension assembly including at least one control arm pivotably coupled to the frame and a shock absorber operably coupled to the frame at a first mounting position and operably coupled to the at least one control arm at a second mounting position; an endless track supported by a portion of the frame and configured to rotate about a belt drive axis; and a powertrain assembly including an engine coupled to the engine support member and a continuously variable transmission (“CVT”) operably coupled to the engine, the engine including a cylinder and a piston configured to reciprocate along a piston axis within the cylinder, the piston axis being angled forward relative to vertical, and the CVT includes a drive clutch configured to rotate about a first axis and a driven clutch configured to rotate about a second axis, and the first axis is positioned vertically intermediate the second axis and the belt drive axis, and the second axis is positioned vertically intermediate the first and second mounting positions of the shock absorber, wherein the at least one control arm includes an upper control arm and a lower control arm, and the first axis is positioned vertically intermediate the upper and lower control arms.
16. The snowmobile of claim 15, wherein the second axis is positioned vertically higher than the first axis and the belt drive axis.
17. The snowmobile of claim 15, wherein the belt drive axis is positioned longitudinally rearward of the first and second axes.
18. The snowmobile of claim 15, wherein a CVT belt center axis extends between the first axis and the second axis, and an angle between the piston axis and the CVT belt center axis is 70-100°.
19. The snowmobile of claim 18, wherein the angle between the piston axis and the CVT belt center axis is 90°.
20. The snowmobile of claim 15, wherein the engine includes an exhaust port, and the exhaust port and the second axis are within a longitudinal plane.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
(1) FIG. 1 shows a front perspective view of a snowmobile according to the present embodiment, shown without the body member and driver's seat;
(2) FIG. 2 is a front view of the snowmobile of FIG. 1 with the exhaust system removed;
(3) FIG. 3 is a side view of the snowmobile of FIG. 1;
(4) FIG. 4 is a rear perspective view of the steering system of the present embodiment;
(5) FIG. 5 is a view similar to that of FIG. 4 showing the suspension system removed;
(6) FIG. 6 is an enlarged view of the steering coupler;
(7) FIG. 7 is a view similar to that of FIG. 2, including the exhaust system;
(8) FIG. 8 is a top view of the embodiment shown in FIG. 7;
(9) FIG. 9 is a side view of the embodiment in FIG. 8;
(10) FIG. 10 is an enlarged front view of the snowmobile of FIG. 7;
(11) FIG. 11 is a side view of the engine and CVT configuration.
(12) FIG. 12 shows a rear perspective view of the snowmobile of FIG. 1;
(13) FIG. 13 shows a top view of the snowmobile of FIG. 12;
(14) FIG. 14 shows an enlarged view of the tunnel couplings;
(15) FIG. 15 shows a view similar to that of FIG. 12 less the drive mechanism;
(16) FIG. 16 shows a top view of the snowmobile frame of FIG. 15;
(17) FIG. 17 shows a bottom view of the snowmobile of FIG. 16;
(18) FIG. 18 shows an underside perspective view of the rear suspension;
(19) FIG. 19 shows a rear perspective view of the rear suspension;
(20) FIG. 20 shows a rear perspective view of the snowmobile fuel tank;
(21) FIG. 21 shows a side view of the toggle link; and
(22) FIG. 22 shows an alternative embodiment of the toggle link.
DETAILED DESCRIPTION OF THE DRAWINGS
(23) For the purposes of promoting an understanding of the principals of the invention, reference will now be made to the embodiments illustrated in the drawings, which are described below. The embodiments disclosed below are not intended to be exhaustive or limit the invention to the precise form disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. It will be understood that no limitation of the scope of the invention is thereby intended. The invention includes any alterations and further modifications in the illustrative devices and described methods and further applications of the principles of the invention which would normally occur to one skilled in the art to which the invention relates.
(24) With reference first to FIG. 1, a snowmobile is generally shown at 2 to include a frame 4, a propulsion system 6 coupled to the frame, an exhaust system 8 coupled to an engine 10 of the propulsion system 6, a steering system 12 coupled to steerable skis 14, and front 16 and rear 18 suspensions.
(25) With respect to FIG. 2, frame 4 will be described in greater detail. It should be understood that frame 4 is similar in nature to that described in Applicant's patent application Ser. No. 13/027,116, the subject matter of which is incorporated herein in its entirety. Frame 4 includes lower cast members 20, 22 which are fastened together in a clam shell type arrangement. Cast members 20 and 22 include integrated upper and lower pivot members 24, 26 (FIG. 3) and upper pedestals 28. A coupler 30 is provided which couples frame tubes 32 between coupler 30 and pedestal 28 of cast member 20. Cross tube 34 extends between the cast members 20 and 22. Frame tubes 32 could be fastened by any mechanical means such as by fasteners, welding, adhesives and the like.
(26) With respect now to FIG. 3, frame 4 further includes engine cradle 40, drive housing 42, tunnel 44 and brace tubes 46 extending between coupler 30 and cast couplings 50 (FIG. 1) attached to tunnel 44.
(27) With reference now to FIG. 4, suspension system 16 will be described in greater detail. Suspension 16 includes upper 60 and lower 62 alignment arms having pivot mounts 64 and 66 attachable to pivot members 24 (FIG. 2) and 26 (FIG. 3) where each of the alignment arms 60, 62 are attached to spindle 68 by way of ball joints 69 (FIGS. 3 and 4) as is known in the art. A shock absorber 70 is attached at 72 to lower alignment arm 62 and extends upwardly through upper alignment arm 60 and is attached at 74 to pedestal 28 (FIGS. 2 and 4).
(28) With reference now to FIGS. 4-6, steering system 12 will be described in greater detail. As shown, steering system 12 includes handlebars 80 attached to a steering post 82 which is rotatably fixed at a lower end thereof and rotates relative to a mounting block 84. As shown, steering post 82 defines single post, center pivot steering, which extends over the engine 10 as shown best in FIG. 3. As shown in FIG. 1, steering post 82 includes an outward bend at 83 for clearance of engine 10. Mounting block 84 is attached to a front inner surface of the cast members 20, 22 by way of fasteners at 86 (FIGS. 2 and 4). Steering post 82 includes a pitman arm 87 having a ball joint 88 attached thereto. Ball joint 88 is coupled to a ball joint 90 by way of a link 91. Ball joint 90 is attached to a coupling link 92 having four pivot points.
(29) As best shown in FIG. 6, coupling link 92 is a top extruded member having a pivot cylinder 94 with three radially extending webs or walls 96, 98 and 100 extending integrally from cylinder 94, and terminating in respective pivot bosses 102, 104 and 106. Bosses 102 and 104 are integrally connected by way of an integral link 108 whereas bosses 104 and 106 are interconnected by an integrated link 110.
(30) With respect to FIGS. 5 and 6, coupling link 92 may be easily attached to the inside of cast member 20 by way of bracket 120 and pivotably mounted relative thereto by way of fastener 122. As also shown, ball joint 90 is attached to first boss 106 by way of fastener 126. Meanwhile, coupling link 92 is interconnected to tie rod 130 at boss 102 by way of fastener 132. Furthermore, tie rod 130 is attached to spindle by way of ball joint 136 (FIG. 5). As shown best in FIG. 5, coupling link 92 is interconnected in parallel to a second coupling link 142 by way of a drag link 144. Coupling link 142 is similar to coupling link 92, however, only includes two radial walls 146 and 150 attached to a pivot cylinder 152. In a similar manner, coupling link 142 is attached to tie rod 160 by ball joint 162, which in turn is coupled to spindle 168 by way of ball joint 170.
(31) With respect now to FIGS. 7-10, the exhaust system 8 will be described in greater detail. As shown, exhaust system 8 includes an exhaust manifold 200 extending forwardly and downwardly from engine 10, as best shown in FIGS. 8 and 9. Exhaust system 8 includes a first tube portion 202 extending generally longitudinally and forwardly past cast members 20, 22 and extending under cross tube 34 (FIGS. 7 and 8). As shown in FIG. 8, tube portion 202 extends on the vehicle left hand side of steering post 82. Exhaust system 8 further includes a vertically projecting radiused section 204 which turns the exhaust system 8 vertically upwardly and includes a reversely bent tube section 206 (FIG. 8) which extends generally longitudinally and rearwardly and extends on the opposite and vehicle right hand side of steering post 82. Tube portion 206 also extends above cross tube 34 and on the inside of frame tube 32. Thus the exhaust system 8 at the front of the snowmobile 2 is defined between the envelope of frame tubes 32 on either side.
(32) With respect now to FIG. 11, engine 10 is shown mounted in engine cradle 40 and tipped forward. As shown, a CVT (continuous variable transmission) drive clutch 210 is mounted coaxially with a crank shaft rotational axis 212. As shown, axis 212 is transverse to a longitudinal direction of snowmobile 2. As shown, engine 10 is a reciprocating type engine having a piston 11 reciprocating within an engine head of engine 10. Engine 10 includes a piston reciprocation axis 214 where axis 214 is rotated forward relative to vertical by an angle β. As shown, β equals 12°. As also shown, a CVT driven clutch 215 is mounted to drive housing 42 along a rotational axis 216. As is known in the art, a CVT belt (not shown) would entrain the drive clutch 210 and the driven clutch 215 to transmit power between the engine 10 and the driven clutch 215. A line drawn between axis 212 and axis 216 is known as the belt center axis, and is shown at 218. As an angle α is defined between lines 214 and 218 where α is in the range of approximately 70-100°. As shown, a equals 78°. This prevents any reciprocation vibration from being transmitted to the driven clutch 215.
(33) With reference now to FIGS. 12-14, the frame 4 will be further described. Frame tubes 46 include longitudinally extending sections 220, inwardly directed sections 222 and outwardly directed sections 224. Frame tubes 46 flank fuel tank 230 as described further herein. As also shown, tunnel 44 includes a top wall 240 and side walls 242 defining an internal enclosure for receiving the snowmobile track as is known in the art. Couplings 50 are mounted at the rear corners of tunnel 44 at the juncture of the top wall 240 and side walls 242. As shown best in FIG. 14, couplings 50 include apertures 250 receiving frame tube portions 224, a trunnion portion 252, and a mounting portion 254.
(34) With reference now to FIGS. 15-19, rear suspension 18 will be described in greater detail. It should be appreciated that rear suspension 18 is similar to that described in U.S. patent application Ser. Nos. 11/623,879 and 12/627,642, the subject matter of which are incorporated herein by reference.
(35) As shown, rear suspension 18 includes a front control arm 260, rear control arm 262, toggle link 264 and a pair (only one of which is shown) of slide rails 266. As shown best in FIGS. 17 and 18, front control arm 260 includes upper couplers 270 coupled to an inner surface of tunnel sidewall 242, arm portions 272 and a coupling tube 274. Coupling tube 274 is interconnected to inside surfaces of slide rail 266 as shown best in FIG. 15.
(36) As shown best in FIG. 15, rear control arm 262 includes couplers 280 coupled to slide rail 266 and arms 282 coupled to toggle link 264. Toggle link 264 is generally comprised of arms 290 including front couplers 292 pivotally mounted within trunnion portions 252 of couplers 50. Toggle link 264 further includes rear coupling portions 294 which couple to an upper portion of arms 282. A cross bar 296 locates a shock mount 298 (FIG. 19) as described herein. Arms 290 include triangular link portions 300 including couplers 302 for carrying a carrier roller (not shown) which is similar in design to that shown in U.S. patent application Ser. No. 12/627,642, the subject matter of which is incorporated herein by reference. Brackets 310 (FIG. 18) may also be provided to hold a rear heat exchanger as shown in U.S. patent application Ser. No. 13/018,824, the subject matter of which is incorporated herein by reference.
(37) Finally, a bracket 320 (FIG. 19) is attached to top surface 240 of tunnel 44 where a shock absorber is mounted between shock mounts 298 and 322. Thus with reference to FIG. 15, slide rails 266 move upwardly and downwardly relative to tunnel 44 by way of rear suspension 18. More particularly, as slide rail 266 moves relative to tunnel 44 (or tunnel 44 moves relative to slide rail 266), slide rails 266 move by way of front control arms 260 which are interconnected between tunnel 44 and slide rails 266. Moreover, as slide rails 266 move relative to tunnel 44, toggle link 264 is moved about couplings 292 towards and away from tunnel 44 under compression from a shock absorber mounted between shock mounts 298 and 322 (FIG. 19).
(38) With reference now to FIG. 20, fuel tank 230 is shown in great detail. Fuel tank 230 is shown having a base portion 340 which conforms to the top surface 240 of tunnel 44, side walls 342, front wall 344, and a center narrow portion 346 defining shoulders 348 for receiving frame tubes 46. Fuel tank 230 further includes a rear opening 350 including a rear wall 352 to receive shock mounting bracket 320, shoulders 354 for receiving tube portions 224 and a rear opening 356 to receive shock absorber connected to shock mount 322.
(39) With the rear suspension 18 described as mentioned above, the position of the operator and the operation of rear suspension 18 will now be described. With reference to FIG. 1, front ski 14 is attached to spindle 68 at position 400 which extends along a transverse axis 402. The present embodiment differs from the embodiments shown in U.S. patent application Ser. Nos. 11/623,879 and 12/627,642. First, the embodiment differs in that the operator has been positioned closer to the vehicle center of gravity from the previous embodiment, such that the rider is positioned substantially at the vehicle center of gravity, including the fuel and driver (CG.sub.f-d). It should also be noted that the CG.sub.f-d may be changed plus or minus 2 inches based on the rider and the respective position on the snowmobile 2. Secondly, the front control arm 260 of the rear suspension assembly 18 has been moved rearwardly, which has modified the pitch of the vehicle. Finally, the tunnel 44 of the present embodiment has been elongated, which has provided several inherent improvements.
(40) With reference to FIG. 3, a longitudinal position from ski bolt position 400 to a position of operator's hands on hand grip 404 is shown at X.sub.1, where X.sub.1 is in a range of 750-770 mm, and in the embodiment shown X.sub.1 equals 29.93 inches (760.24 mm). This is approximately 2.5-4.0 inches forward of the position of the embodiments shown in U.S. patent application Ser. Nos. 11/623,879 and 12/627,642. In a similar manner, the position of the operator's hands on hand grip 404 is forward of a belt drive axis 406 by a distance of X.sub.2, where X.sub.2 is in a range of 100-120 mm, and in the embodiment shown X.sub.2 equals 4.385 inches (111.39 mm). Snowmobile 2 also includes an operator's foot rest 408, and a forward most position of foot rest 408 is forward of drive axis 406 by a dimension of X.sub.3, where X.sub.3 is in a range of 30-50 mm, and in the embodiment shown X.sub.3 equals 1.54 inches (39.1 mm). As also shown in FIG. 3, the center of gravity of the vehicle dry with the suspension in the fully extended position (CG.sub.d) is shown at 410 which is rearward of drive axis 406 by a dimension of X.sub.4, where X.sub.4 is in a range of 65-75 mm, and in the embodiment shown equals 2.699 inches (68.57 mm).
(41) Position 412 in FIG. 3 represents the pivot axis of front control arm 260 and in particular the position for connection of couplings 270 (FIG. 17) inside the tunnel 44. This is approximately 5.5 inches rearward of the position shown in the embodiments shown in U.S. patent application Ser. Nos. 11/623,879 and 12/627,642. The longitudinal distance for pivot point 412 is positioned a distance of X.sub.5 from drive axis 406, where X.sub.5 is in a range of 210-260 mm, and in the embodiment shown equals 236.33 mm. Position 414 shows a seating position for operator on snowmobile 2. The seating position is rearward of drive axis 406 by a dimension of X.sub.6, where X.sub.6 is in a range of 405-505 mm, and in the embodiment shown equals 18.00 inches (457.20 mm). Thus the positions 404, 408 and 414 define the operator coordinates relative to the CG.sub.d. Furthermore, the pivot point 360 for toggle link 264 (FIG. 15) is at the center of coupler 292. The distance between the drive axis 406 and pivot point 360 is X.sub.7, where X.sub.7 is in a range of 700-800 mm, and in the embodiment shown equals 29.766 inches (756.055 mm). As also shown in FIG. 3, a distance from the ski bolt position 400 and spindle pivot axis 402 to the front control arm mounting 412 is in the range of 1000-1200, and is approximately 1100 mm. In the embodiment distance from the ski bolt position 400 to the front control arm mounting 412 is 1107.96 mm (X.sub.1+X.sub.2+X.sub.5).
(42) As also shown in FIG. 3, the vertical position of pivot point 412 is Y.sub.1 from a ground position and the vertical position of CG.sub.d 410 is in a range of 320-360 mm, and in the embodiment shown is equal to 345.10 mm or an incremental Y.sub.2, where Y.sub.2 equals 92.22 mm.
(43) In this position, the pivot point 412 of front control arm 260 is rearward of the CG.sub.d, whereas in the version shown in U.S. patent application Ser. Nos. 11/623,879 and 12/627,642, the pivot point of front control arm 260 is forward of the CG.sub.d. Thus, the positioning of the front control arm 260, and particularly the mounting of couplers 270, can vary the amount of the vehicle pitch. The steeper the angle of control arm 260, the greater the vehicle pitches; whereas the flatter the angle of control arm 260, the lesser the vehicle pitches. This is due to the vertical force component of front control arm 260 acting on and through the coupler 270.
(44) With reference still to FIG. 3, the pivot point for toggle link 264 is at coupler 292, which is 54.6 mm further back from the position shown in U.S. patent application Ser. Nos. 11/623,879 and 12/627,642. This improves carrier wheel engagement, improves transfer control, reduces sensitivity, increases running-board length, provides room for fuel capacity and provides a more rearward position for the shock mounting.
(45) With reference now to FIG. 21, toggle link 264 is shown in side view. As mentioned above, toggle link 264 rotates relative to tunnel 44 via pivot couplings 292 and rotates relative to rear control arm 262 by way of pivot coupling 294. As shown in the FIG. 21 embodiment, legs 300A, 300B, which make up link 300, are substantially the same length. A carrier roller (not shown) is rotatably mounted to coupling 302. As toggle link 264 is rotatably coupled to tunnel 44 at pivot point 292, during compression of rear suspension 18, toggle link 264 rotates counterclockwise. As toggle link 264 rotates, a carrier roller attached at 302 has some slight vertical downward movement before it swings vertically upward. However, the carrier roller may be moved to other positions relative to the toggle link 264 to change the position of the carrier roller, and resultantly, can the dynamic attributes of the snowmobile 2, as discussed below.
(46) For example, and with reference to FIG. 21, a carrier roller mounted further rearward along arm 300B (for example to a point 302′), would have immediately upward movement upon counter clockwise rotation of toggle link 264 and would provide more aggressive propulsion of the drive belt. This is due to the increase in bias of the carrier roller, which upon acceleration of snowmobile 2, causes more load to go down to the rear control arm 262, then to the slide rail 266 and into the ground. Conversely, if a carrier roller were moved upward to a position 302″ along arm 300A, upon acceleration, the chassis is pulled down resulting in more vertical lift of the snowmobile during acceleration. It should also be noted that movement rearward, for example to position 302′ also increases the cornering ability of the snowmobile 2.
(47) Thus, and with reference to FIG. 22, a toggle link 324′ could be provided having front and rear pivot points 326 and 328. Arms 300A and 300B of the FIG. 21 embodiment are replaced by a trapezoidal plate 370 with a roller 372 mounted thereto. Roller 372 is mounted about a center of rotation 374. Carrier roller 372 could be positioned within a zone defined within hypothetical box 380 where the desirability of the drive characteristics could be “tuned” by positioned roller on any one of the mounting apertures 382. Hypothetical box 380 is defined relative to a reference line R drawn through the centers of pivot points 326 and 328, and relative to a tangent line T, tangent to reference line R and through pivot point 326. With reference to FIG. 22, hypothetical box 340 is approximately positioned between A.sub.1 (80 mm) and A.sub.2 (225 mm) from reference line R, and B.sub.1 (60 mm) and B.sub.2 (225 mm) from reference line T. In the embodiment shown, hypothetical box 340 is positioned between A.sub.1 (80 mm) and A.sub.2 (226.68 mm) from reference line R, and B.sub.1 (59.35 mm) and B.sub.2 (225.23 mm).
(48) While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practices in the art to which this invention pertains.
