RU2517918C2 - Snow mobile - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: set of inventions relates to vehicles, particularly to various systems for snow mobile. Frame includes tunnel and front portion of frame consisting of cast halves. Suspension system consists of upper and lower rocking levers connected with the front portion of frame. Some of frame assemblies are connected to each other using glue. Method of snow mobile frame assembling contains steps of positioning one frame element relative to another. Oil tank for two-stroke engine consists of two parts of sump and main vessel. Power transmission is held by frame and consists of engine and variator. The variator includes variator enclosure holding oil tank. The engine has exhaust system which passes through front portion of frame. The snow mobile also has rear snow deflector.

EFFECT: higher reliability of suspension, vehicle structure rigidity and lower oil consumption.

79 cl, 62 dwg

Description

The present invention relates to various systems for snowmobiles.

Snowmobile performance, including ride comfort, depends on many systems and components, including the suspension of the snowmobile. Typically, a snowmobile suspension includes two systems, i.e. a front suspension system for a pair of skis and a rear suspension system for a track.

The rear suspension of the snowmobile keeps the track driven by the snowmobile engine to propel the machine. The caterpillar is suspended under the vehicle frame by means of a suspension, which is adapted to provide a comfortable ride and to help absorb shock when the snowmobile moves on uneven terrain. The most modern snowmobiles use a suspension with guide rails, which includes a pair of guide rails along with several spurious gears to hold the track in its configuration. The guide rails are typically suspended under the frame using a pair of suspension arms, each lever being attached with its upper end to the snowmobile frame and its lower end to the guide rails. The mechanical connection of the slide rails with the suspension arms and the snowmobile frame is typically provided with springs and at least one linear element, such as a shock absorber, a damper, a pneumatic shock absorber and a combination of a shock absorber and a spring.

The front suspension is typically provided with upper and lower swing arms that rotate relative to the front of the frame at the inner end and are connected to the skis at the outer end.

In one embodiment of the invention, a vehicle is provided comprising a frame; a plurality of ground contact members including one or more front ground contact members supporting the front of the frame, and one or more rear ground contact members supporting the rear of the frame. The power transmission system is held by the frame and in the working position is connected to at least one of the many elements in contact with the ground. The steering assembly in operative position is connected to at least one or more front ground contact members to orient one or more front ground contact members, and the front suspension includes a first left swing arm connected to the first contact with the ground element from one or more front ground contacting elements, and a first right swing arm connected to the second ground contacting element from one or more front ground contacting primed elements. The first left swing arm and the first right swing arm are connected to the frame by a common connection.

In another embodiment of the invention, a vehicle is provided comprising a frame, a plurality of ground contact members including one or more front ground contact members supporting the front of the frame, and one or more rear ground support members the back of the frame. The power transmission system is held by the frame and in the working position is connected to at least one of the many elements in contact with the ground. The steering assembly in operative position is connected to at least one or more of the front ground contact members to orient one or more front ground contact members. The front suspension includes a first left swing arm connected to the first ground contact member from one or more front ground contact members and a molded frame clip, and a first right swing arm coupled to the second ground contact member from one or more front elements in contact with the ground and with a molded holder of the frame. The first left swing arm can rotate relative to the molded part of the frame around the first left axis and is connected to the molded part of the frame along the first direction, the first direction passing at an angle relative to the first left axis; and the first right swing arm can rotate relative to the cast part of the frame around the first right axis and is connected to the cast part of the frame along the second direction, the second direction being angled relative to the first right axis.

In another embodiment, the vehicle comprises a frame, a plurality of ground contact members including one or more front ground contact members supporting the front of the frame, and one or more rear ground contact members that support the rear frames. The power transmission system is held by the frame and in the working position is connected to at least one of the many elements in contact with the ground. The riding seat is held in place by the frame, and the steering assembly in operative position is connected to at least one or more front members in contact with the ground to orient one or more front members in contact with the ground. The frame includes first and second metal frame elements, the first metal frame element being connected to the second frame element using structural glue.

In another illustrative embodiment, the method of assembling a snowmobile frame comprises the steps of: obtaining a first snowmobile frame member and a second snowmobile frame member; the location of the first element of the frame of the snowmobile relative to the second element of the frame of the snowmobile; connecting the first element of the snowmobile frame with the second element of the snowmobile frame using mechanical fastening means, which passes through the hole in at least one of the first frame element of the snowmobile and the second frame element of the snowmobile; and attaching the first frame element of the snowmobile to the second frame element of the snowmobile using structural glue.

In another illustrative embodiment of the invention, the vehicle comprises a frame including a tunnel; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; an engine held by the frame and in working position connected to the rear crawler; a variator held by the frame and in working position connected to the engine and to the rear crawler; variator guard held by the frame and located generally above the variator; and an oil reservoir in fluid communication with the engine, the oil reservoir being held by a variator guard.

In another illustrative embodiment of the invention, the oil tank for a two-stroke engine comprises a housing having an internal volume, the first part of the internal volume corresponding to the main tank, and the second part of the internal volume corresponding to the sump; and a separator separating the main tank and the sump, and the separator has a hole of variable width, allowing the supply of oil from the main section to the sump.

In another illustrative embodiment of the invention, an oil tank is used for a two-stroke engine, including a housing having an internal volume, the first part of the internal volume corresponding to the main tank, and the second part of the internal volume corresponding to the sump; and a separator separating the main tank and the sump, and the separator is part of the housing.

In another illustrative embodiment, a vehicle is provided comprising a frame; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; power transmission system held by the frame and in working position connected to the rear tracked course; riding seat held by the frame; a steering unit, in working position, connected to a pair of front skis to orient one or more front elements in contact with the ground; a caterpillar assembly located within the rear caterpillar track and comprising at least one drive element, which in the working position is connected to the power drive system and to the rear caterpillar track; a rear suspension, rotatably connected to the track assembly on the first axis and rotatably connected to the frame on the second axis; and a snow reflector held by the rear suspension at the first point, the first point being higher than the first axis and lower than the second axis.

In another illustrative embodiment, a vehicle is provided comprising a frame; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; power transmission system held by the frame and in working position connected to the rear tracked course; riding seat held by the frame; a steering unit, in working position, connected to a pair of front skis to orient one or more front elements in contact with the ground; caterpillar assembly located within the rear caterpillar track, comprising at least one drive element, which in the working position is connected to the power drive system and the rear caterpillar track, the rear suspension, rotatably connected to the caterpillar assembly along the first axis and with the possibility of rotation connected to the frame along the second axis; and a rear bumper connected to the rear suspension at a first point, the first point being above the first axis and below the second axis.

In another illustrative embodiment, a vehicle is provided comprising a frame including a tunnel; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; power transmission system held by the frame and in working position connected to the rear tracked course; a rear seat base connected to the frame and extending back beyond the rear end of the frame; a riding seat held by the frame and connected to the rear seat base; a steering unit, in working position, connected to a pair of front skis to orient one or more front elements in contact with the ground; and a taillight connected to the rear base of the seat, the taillight being located behind the rear end of the frame.

In another illustrative embodiment, a vehicle is provided comprising a frame including a tunnel and a front cast portion; left ski and right ski supporting the front of the frame; front left suspension and front right suspension, wherein the front left suspension is supported by left ski and is movable relative to the left ski, while the front left suspension supports the front molded part of the frame and is movable relative to the front molded part of the frame, and the front right suspension is supported by right ski and is movable relative to the right skiing, while the front right suspension supports the front molded part of the frame and is movable relative to the front molded part of the frame; a caterpillar track at least partially located within the tunnel, and the caterpillar track supports the frame; an engine held by the frame and in working position connected to the crawler; wherein the vehicle exhaust system is connected to the engine and includes an exhaust manifold connected to the engine and an exhaust channel connected to the exhaust manifold and extending forward within the front molded part of the frame.

In another illustrative embodiment of the invention, the vehicle comprises a frame including a tunnel; left ski and right ski supporting the front of the frame; and front left suspension and front right suspension; moreover, the front left suspension is supported by left ski and is movable relative to the left ski; while the front left suspension supports the front of the frame and is movable relative to the front of the frame; and the front right suspension is supported by the right ski and is movable relative to the right ski; moreover, the front right suspension supports the front of the frame and is movable relative to the front of the frame; however, the vehicle also contains a left footrest, held by the frame and located to the left of the tunnel, and the left footrest includes a first location of the left leg; the right foot rest, held by the frame and located to the right of the tunnel, the right foot rest includes a first portion of the location of the right leg; a caterpillar track at least partially located within the tunnel, and the caterpillar track supports the frame; and a power transmission system held by the frame; wherein the power transmission system includes a drive shaft carrying one or more driving gears that engage with the tracked course; while the drive gears transmit power to the crawler; a riding seat supported by the frame and generally located above the crawler track, the riding seat having a bearing surface with a first portion for placement; steering unit, in working position connected to the left ski and right ski for orienting the left ski and right ski; and steering wheel; wherein the first portion of seating on the seat, the first portion of the left foot and the first portion of the right foot are located so that the hips of the driver are higher than the knees of the driver, and so that the line connecting the hips and knees runs at least above the horizontal.

Finally, in another illustrative embodiment of the invention, a method for locating a driver on a snowmobile is provided, comprising the steps of producing a snowmobile having a drive shaft connected to the track, a portion of a driver’s left foot, a driver’s right foot; the location of the saddle riding on the whole above the track, and the saddle on the horse has a bearing surface with a first section for placement, characterized in that when the driver is placed on a snowmobile in contact with the section of the left foot of the driver, the section of the right foot of the driver and the first section of placement on the saddle, the driver’s hips are above the driver’s knees so that the line connecting the driver’s knees and hips runs at least above the horizontal.

The invention is illustrated in the drawings, where:

FIG. 1 is a front left perspective view of a typical snowmobile;

FIG. 2 is a front right perspective view of a typical off-road vehicle shown in FIG. one;

FIG. 3 is a rear left perspective view of the typical snowmobile shown in FIG. one;

FIG. 4 is a rear right perspective view of a typical snowmobile of FIG. one;

FIG. 5 is a front view of the typical snowmobile shown in FIG. one;

FIG. 6 is a left side view of the typical snowmobile shown in FIG. one;

FIG. 7 is a right side view of a typical snowmobile shown in FIG. one.

FIG. 8 is a rear view of the typical snowmobile shown in FIG. one;

FIG. 9 is a plan view of a typical snowmobile of FIG. one;

FIG. 10 is a perspective view of a frame of a typical snowmobile of FIG. 1, along with several nodes held by the frame;

FIG. 11A is a view of a typical seat frame bracket and a typical seat cushion;

FIG. 11B is a view of another typical seat frame bracket and another typical seat cushion;

FIG. 12 is a perspective view of another frame of the typical snowmobile of FIG. 1, along with several nodes held by the frame;

FIG. 13 is a plan view of the assembly of FIG. 10;

FIG. 14 is a side view of part of the assembly of FIG. 10;

FIG. 15 is a view of a portion of the frame shown in FIG. 10, including a left front molded holder, a left cast, a right cast, a portion of the floor extending between them, a left partition and a right partition and a front tunnel member that also forms a cooling unit for the cooling system of a typical snowmobile shown in FIG. one;

FIG. 16 is a view of an independent front suspension assembled on a part of the frame shown in FIG. 10, comprising a left front molded clip and a right front molded clip;

FIG. 17 is a view of the connection of the left lower swing arm of the front suspension and the right lower swing arm of the front suspension with the frame along lines 17-17 in FIG. 16;

FIG. 18 is a plan view of the assembly of FIG. 16;

FIG. 19 is a bottom left perspective view of the assembly of FIG. 16;

FIG. 20 is a sectional view of a typical shock absorber of the front suspension shown in FIG. eighteen;

FIG. 21 is a perspective view of the steering assembly of a typical snowmobile of FIG. one;

FIG. 22 is a top perspective view of the steering assembly of FIG. 21 assembled on the frame of the typical snowmobile shown in FIG. one;

FIG. 23 is a front perspective view of an upper frame structure;

FIG. 23A is a view of the adhesive bond between two components of the upper structure shown in FIG. 23;

FIG. 24 is a rear perspective view of the upper structure shown in FIG. 23;

FIG. 25 is a view of an assembly of stiffeners in the upper structure shown in FIG. 23;

FIG. 26 is a view of the arrangement of the lower portion of the steering assembly and the front suspension relative to the front race of the typical snowmobile shown in FIG. one;

FIG. 27 is a perspective view of the location of the steering assembly relative to the front race of the typical snowmobile shown in FIG. one;

FIG. 28 is a perspective view of the location of a portion of the exhaust system relative to the front race of the typical snowmobile shown in FIG. one;

FIG. 29 is an exploded view of part of the assembly shown in FIG. 28;

FIG. 30 is a front bumper view of a typical snowmobile shown in FIG. one;

FIG. 31 is a view of the front bumper of FIG. 30 connected to the front cage of the typical snowmobile shown in FIG. one;

FIG. 32 is a view of a cooling system for a power plant of a typical snowmobile shown in FIG. one;

FIG. 33 is a cross-sectional view of a central cooler of the cooling system shown in FIG. 32;

FIG. 34 is a view of an air intake system and a control unit of a typical snowmobile shown in FIG. one;

FIG. 35 is an exploded view of the assembly of FIG. 34;

FIG. 36 is a view of the arrangement of a separator between the upper housing of the air chamber and the lower housing of the air chamber of the air intake system shown in FIG. 34;

FIG. 37 is a partial view of the air chamber cover of the air intake system shown in FIG. 34;

FIG. 38 is a view of the fuel supply assembly of a typical snowmobile shown in FIG. one;

FIG. 39 is a view of a typical oil reservoir and a variator guard of the typical snowmobile shown in FIG. one;

FIG. 40 is a view of typical mounting means of an oil reservoir and a variator guard shown in FIG. 39;

FIG. 41 is a partial view of the oil tank shown in FIG. 39, in the middle section of the oil tank;

FIG. 42 is a side view of the cross section shown in FIG. 41;

FIG. 43 is a sectional view of the oil tank shown in FIG. 39, taken along lines 43-43 of FIG. 42;

FIG. 44 is a partial cross-sectional view of another typical oil tank through the center plane of the oil tank;

FIG. 45 is a perspective view of another typical oil tank;

FIG. 46 is a partial perspective view on the right of the oil tank shown in FIG. 45, in cross section through the central plane of the oil tank;

FIG. 47 is a left perspective view of the oil tank shown in FIG. 45, in cross section through the central plane of the oil tank;

FIG. 48 is a perspective view with a spatial separation of the details of another typical oil tank;

FIG. 49 is a power train representation of a typical snowmobile of FIG. one;

FIG. 50 is a perspective view of a portion of a power train shown in FIG. 49;

FIG. 51 is a chain view of the assembly shown in FIG. 50, without casing;

FIG. 52 is a side view of the assembly of FIG. 50 mounted relative to the frame of the typical snowmobile shown in FIG. one;

FIG. 53 is a sectional view of the upper drive shaft along lines 53-53 of FIG. 52;

FIG. 54 is a view of placing a driver on the vehicle shown in FIG. one;

FIG. 55 is a view of a typical metal front bumper;

FIG. 56 is a view of the metal front bumper shown in FIG. 55 having an external molded component connected thereto;

FIG. 57 is a view of a first typical vehicle display screen;

FIG. 58 is a view of a second typical vehicle display screen;

FIG. 59 is a view of a third typical vehicle display screen;

FIG. 60 is a view of a fourth exemplary vehicle display screen; and

FIG. 61 and 62 are typical flowcharts for the vehicle security system of FIG. one

Corresponding reference numerals indicate corresponding details in several figures. Unless otherwise specified, the drawings are proportional, with the exception of tables and flowcharts.

Embodiments of the invention described below are not considered to be exhaustive or to limit the invention to the exact forms described in the following detailed description. Rather, embodiments of the invention have been selected and described so that those skilled in the art can use their experience. Although the present description primarily refers to a snowmobile, it should be understood that the features described here can be applied to other types of vehicles, such as all-terrain vehicles, motorcycles, ships, off-road vehicles and golf carts.

In FIG. 1 shows an embodiment of a vehicle 100. The vehicle 100 shown is a snowmobile. However, the following description applies to other types of vehicles, such as all-terrain vehicles, motorcycles, ships, off-road vehicles and golf carts. Vehicle 100, as shown, includes a variety of ground contact members 102. To illustrate, ground contact members 102 include a track assembly 104 and a pair of front skis 106A and 106B. The track assembly 104 holds the rear of the vehicle 100, while the skis 106 support the front of the vehicle 100. In addition, the track assembly 104 is operatively connected to the engine 108 (see FIG. 49).

As shown in FIG. 10, the vehicle 100 includes a frame 110. The frame 110 includes a front portion 112 of the frame that is generally held by skis 106. The frame 110 further includes a middle portion 114 of the frame that generally holds the engine 108. The frame 110 further includes the rear portion 116, which is generally supported by the track assembly 104. The front portion 112 of the frame is connected to the skis 106A and 106B via respective front suspensions 120A and 120B. The front suspensions 120A and 120B allow relative movement of the frame 110 relative to the skis 106. In general, the front suspension 120B is a mirror image of the front suspension 120A.

As shown in FIG. 3, frame 110 is supported by track assembly 104 through rear suspension 122 and drive shaft 124 (see FIG. 50). Drive shaft 124 includes a pair of drive gears 126 that have a plurality of teeth 128 engaged with the track and moving the track 130 of the track assembly 104. Further details regarding the design and operation of the rear suspension 122 and the connection between the rear suspension 122 and the frame 110 are given in the patent application. US No. 11/623873, published under number 2007-0199753, registered January 17, 2007, entitled "Component of the snowmobile frame"; US Patent Application No. 11/623879, published under number 2007-0221424, registered January 17, 2007, entitled "Rear suspension of a snowmobile"; and US Patent Application No. 11/710177, published under number 2007-0246283, registered February 23, 2007, entitled "Component of the snowmobile drive", the descriptions of which are incorporated herein by reference.

As shown generally in FIG. 3, 6 and 7, the rear portion 116 of the frame includes a generally U-shaped tunnel 132 that covers the front portion 133 of the track assembly 104. The rear portion 134 of the track assembly 104 extends beyond the rear of the tunnel 132. The rear portion 132 of the tunnel is indicated in FIG. 6 by line 136.

In FIG. 12 shows an alternative embodiment of the rear portion 116 'of the frame 110. The rear portion 116' includes an elongated tunnel 132 ', which generally covers the entire track component. The rear end 116 'of the frame is intended for use with a traditional rear snowmobile suspension, such as the Polaris Fusion rear suspension shown in FIG. 1 US patent application No. 11/623879, published under the number 2007-0221424, registered January 17, 2007 and entitled "Rear suspension of a snowmobile", the description of which is included here as a reference material.

As shown in FIG. 10, the rear portion 116 of the frame 110 holds the seat bracket 140, which holds and connects the seat 142 shown in FIG. 1. In one embodiment, the seat 142 is connected to a portion 147 of the seat bracket 140 by means of connecting means, such as screws, bolts, or other fastening means. The seat 142 includes a support surface 144 on which the driver of the vehicle 100 is located. The rear of the seat 142 is held by the rear seat support bracket 146. As shown in FIG. 6, the rear seat support bracket 146 is connected to the rear portion 116 of the frame via a mounting bracket 150.

The mounting member 150 also connects the seat bracket 140 to the rear of the frame 116, as well as a portion of the rear suspension 122 to the rear of the frame 116. As shown in FIG. 6, the rear seat support bracket 146 is connected to the mounting bracket 150 in front of the end of the tunnel 132, indicated by line 136. In addition, the rear seat support bracket 146 holds the seat 142 behind the end of the tunnel 132, indicated by line 136. In addition, the rear support bracket 146 the seat also forms a space for installing a rear light 148.

In FIG. 11B shows another rear seat support bracket 152, which can be connected to the mounting bracket 150. The rear seat support bracket 152 is elongated relative to the rear seat support bracket 146, which is shown in FIG. 11A. The additional length of the rear seat support bracket 152 is adapted to an elongated seat 154 having a supporting surface 156. The seat 154 is connected to the seat bracket 140 and to part 153 of the rear seat support bracket 152. The rear seat support bracket 152 also includes a plurality of mounting rods 158 that allow elastic cables or other means to be attached to secure the load to the rear seat support bracket 152. In one embodiment of the invention, the rear seat support bracket 146 or the rear seat support bracket 152 includes holes of the required size for engaging with tensile fasteners for connecting the load or cargo holding means to the corresponding rear seat support bracket 146 or the rear seat support bracket 152. Additional details regarding tensile fasteners and the holes with which they are connected are given in US patent No. 7055454 (Whiting and others), registered July 13, 2004 and entitled "Tensile fasteners for a vehicle", the description of which is included here as reference material.

As shown in FIG. 6, a rear bumper 184 is connected to the rear suspension 122. As shown in FIG. 6, the rear suspension 122 includes an upper portion 160 that is rotatably connected to a mounting bracket 150 at a point 162. The point 162 corresponds to a rotation axis extending from the plane of FIG. 6. The upper part 160 is also rotatably connected to the linear force element 170 at a point 172. The point 172 corresponds to a rotation axis extending from the plane of FIG. 6. The rear suspension 122 further includes a lower portion 166 connected to the slide rail 168 at a point 169. The point 169 corresponds to a rotation axis extending from the plane of FIG. 6. As is known in the prior art, the slide rails 168 and spurious gears 170 are located inside the endless track 130 and generally maintain the proper configuration and tension of the endless track 130 relative to the drive shaft 126. The upper part 160 of the rear suspension 122 is rotatably connected to the lower part 166 of the rear suspension 122 at point 174. Point 174 corresponds to the axis of rotation extending from the plane of FIG. 6.

As indicated here, the rear bumper 164 is connected to the rear suspension 122 and extends back from the rear suspension 122. In the shown embodiment, the rear bumper 164 is connected to the lower portion 166 of the rear suspension 122 at a point 176, which is generally located between the axis of rotation 162 and the axis 169 rotations. As best shown in FIG. 3, the rear bumper 164 moves with the bottom 166 of the rear suspension 122.

In FIG. 6 shows a flexible snow reflector 180. The snow reflector 180 has a first part 179, which extends from point 162 to point 174, a second part 181, which extends from point 174 generally outward backward, past the end of the rear bumper 164, and a third part 183 that is inclined downward relative to the second part 181. In one embodiment, the first part 179, the second part 181, and the third part 183 are a single component. In one embodiment, one or more of the first part 179, second part 181, and third part 183 is separate from the rest of the first part 179, second part 181, and third part 183.

The snow reflector 180 may be connected to points 162 and 174 in any suitable manner. In one example, ties may be used to connect the snow reflector 180 to the cross members extending over the endless track 130. In another example, snow protection 180 includes clamps or passages that receive a portion of the cross members extending over the endless track 130. The second portion 181 of the snow reflector 180 may be connected to the rear bumper 164 using ties to hold the snow reflector 180 away from the endless track 130.

The flexible snow reflector 180 is typically connected to a frame 110 at the rear of the tunnel 132 and connected to the top 165 of the rear bumper 164. In one embodiment, the snow reflector 180 is a flexible snow shield. The snow reflector 180 moves with the rear bumper 164 when the rear suspension 122 is compressed or extended during operation of the vehicle 100.

As shown in FIG. 14, the middle portion 114 of the frame 110 includes a baffle 181 and a head baffle 182 (see FIG. 52), which are connected to a tunnel 132 on the left side and the right side of the vehicle 100, respectively. The middle portion 114 of the frame also includes a left partition 184 and a right partition 186 (see FIG. 15). Partitions 184 and 186 are connected to respective partitions 181 and 182. In one embodiment of the invention, partitions 184 and 186 are cast components. As described herein, these cast components include mounting points for other frame members and components of the vehicle 100. As shown in FIG. 15, the middle portion 114 of the frame 110 further includes a floor element 188 that is connected to and extends between the cast elements 184 and 186. The floor element 188 is connected along its trailing edge to the front radiator 190, as shown in FIG. 33.

The front cooler 190 serves as the structural assembly of the frame 110. As shown in FIG. 33, the front cooler 190 forms the front of the tunnel 132. The front cooler 190 includes a first fluid channel 192 which is in fluid communication with a fluid channel 194 within the front cooler 190. The front cooler 190 also includes a second fluid channel 196 that is in fluid communication with a second inner fluid channel 198 of the front cooler 190. The front cooler 190 further includes a third inner fluid channel 199. The fluid passes through the front cooler 190 from one of the first fluid channel la 192 and the second fluid channel 196 to another of the first fluid channel 192 and the second fluid channel 196 by the fluid channels 194, 198 and 199.

In one embodiment, the front cooler 190 is part of the cooling system 630 of the vehicle 100 shown in FIG. 32. As shown in FIG. 32, the cooling system 630 includes a front radiator 600, a front tunnel cooler 190, and an upper tunnel cooler 191. Heated coolant from an engine 108 circulates through a front radiator 600, a front tunnel cooler 190, and an upper tunnel cooler 191 and then flows back to the engine 108 The front tunnel cooler 190 and the upper tunnel cooler 191 mainly cool the liquid due to the snow present in the tunnel 132 during operation. However, sometimes the amount of snow coming in contact with the front cooler 190 and the rear cooler 191 is not enough to cool the liquid. The front radiator 600 cools the fluid due to the air passing through it. As such, the front radiator 600 and coolers 190 and 191 are combined to cool the fluid in most driving environments. Typical front radiators are described here.

Returning to frame 110 and FIG. 18, note that the floor element 188 is also connected along its front with a left molded clip 200 of the front of the frame 112 and a right cast clip 202 of the front of the frame 112. As shown in FIG. 15, the left cast sleeve 200 is also connected to the left partition 184 by a plurality of fastening means (not shown), such as bolts. Similarly, the right cast ferrule 202 is connected to the right baffle 186.

As shown in FIG. 19, the left molded ferrule 200 is connected to the right molded ferrule 202 at the first lower point 220 and the second lower point 222 with corresponding fastening means (not shown), such as bolts. As shown in FIG. 16, the left molded ferrule 200 and the right molded ferrule 202 are also connected to each other at points 224 and 226 by appropriate connecting means (not shown), such as bolts. As described herein with respect to FIG. 17, the left molded ferrule 200 and the right molded ferrule 202 are further connected to each other by a connection that also connects a portion of the left front suspension 120A and the front right suspension 120B to the corresponding left molded ferrule 200 and the right molded ferrule 202.

In FIG. 23 shows an upper structure 230 that is connected to a frame 110, as shown in FIG. 10. The upper structure 230 includes an upper mounting element 232, which, as shown in FIG. 24, enables the installation of the upper steering column 234 of the steering assembly 236 (see FIG. 21) of the vehicle 100. Two tubular components 238 and 240 are connected to the front side of the upper mounting element 232. The tubular components 238 and 240 are installed in the mounting clips 242 and 244, respectively. The mounting clips 242 and 244 are also connected to the left cast sleeve 200 at 246 (see FIG. 16) and the right cast clip 202 at 248 (see FIG. 16), respectively. Two tubular members 250 and 252 are connected to the upper mounting member 232 on the rear side of the mounting member 232, as shown in FIG. 24. The tubular components 250 and 252 are furthermore connected to the mounting components 254 and 256, which are connected to the rear portion 116 of the frame 110, as shown in FIG. fourteen.

Various joints between frame members can be provided by conventional mechanical joints, such as bolts, welds, screws, and other types of fasteners. In one embodiment of the invention, at least a portion of the joints between the various frame elements is made at least partially with structural glue. In the shown embodiment, the connection between the mounting clamp 244 and the tubular component 240 is made at least partially with structural glue.

In FIG. 23A shows the connection between the mounting clamp 244 and the tubular component 240. The mounting clamp 244 includes a cutout 260. In one embodiment, the cutout 260 is part of a component 240 opposite to the mounting clamp 244. Regardless, the component 240 and the mounting clamp 244 cooperate to form a cavity 262 for glue into which glue 261 can be inserted through an opening 264 in the mounting clip 244. The glue cavity 262 is limited at one end by a protrusion 266 that closes the axial end of the glue cavity 262. Component 240 and mounting clamp 244 are attached to each other by mechanical fastening means 270 that are inserted into holes 272 in mounting clamp 244. In one embodiment of the invention, fastening means 270 are punch rivets that pass through component 240 and fix the position of component 240 relative to mounting clamp 244. In the shown embodiment, the adhesive cavity 262 surrounds the component 240. As shown, the adhesive cavity 262 includes two holes 264 into which s put glue. The use of two holes provides a more uniform filling of the adhesive cavity 262 with adhesive 261. In one embodiment, a single adhesive hole 264 is used. In another embodiment, three or more glue holes 264 are used.

With the adhesive cavity 262 surrounding the component 240, the width of the joint formed by the adhesive cavity 262 is maximized. In general, an increase in the width of the joint formed by the adhesive 261 provides a greater increase in bond strength than an increase in the length of the joint formed by the adhesive 261. In one embodiment, the tubular component 240 is a extruded pipe. In one embodiment, the tubular component 240 is a drawn pipe. In general, the bond strength when the component 240 is a drawn pipe is found to be about 10 percent higher than the bond strength when the component 240 is a extruded pipe. In addition, the thickness of the adhesive cavity 262 refers to the strength of the joint formed by the adhesive 261. If the thickness is too small, the resulting joint may be too weak. If the thickness is too large, the resulting connection may not properly transfer the load from component 240 and mounting clamp 244 to another component 240 and mounting clamp 244. In one embodiment, the thickness of the adhesive cavity 262 is in the range of about 0.25 mm to about 0.76 mm. In one embodiment, the surface of the tubular component 240 must be prepared prior to assembly with mounting clamp 244. Typical surface preparation methods include wiping with dry rags, solvent degreasing, steam degreasing, mechanical abrasive treatment, plasma treatment, chemical etching and anodizing.

Using glue 261, component 240 and mounting clamp 244 can be joined regardless of whether component 240 and mounting clamp 244 are made of similar materials or dissimilar materials.

The ability to combine different materials or dissimilar materials allows you to use the materials that are best suited for each mounting clamp 240 and 244. In addition, the use of glue distributes the load of the joint over the site instead of concentrating it in a point or line, as happens with rivets and welds. The voltage peaks from the drilled holes are reduced, and structural changes in materials caused by welding, which affects the fatigue strength, are eliminated, and the components are not subject to dimensional distortion from the welding process. In one embodiment of the invention, the adhesive also forms a seal along with bonding, which eliminates the need to seal the connection between component 240 and mounting clip 244. In addition, the amount of transmitted noise and vibration is reduced by eliminating or reducing the contact of the metal with the metal.

In one embodiment, the adhesive 261 is an acrylic adhesive. A typical acrylic adhesive is Lord 406 adhesive from Lord corporation, having offices at 5101 E. 65 ^th Street, Indianapolis, IN 46220. In one embodiment, the Lord 405 acrylic adhesive is combined with a curing accelerator adhesive 406. A typical accelerator is Lord 19 also available from Lord Corporation. For compounds that do not have a specific adhesive cavity, such as adhesive 261, Lord 19 accelerator can be used in combination with acrylic adhesive. Accelerator Lord 19 GB includes glass beads to promote the formation of a uniform thickness of the binding line between the bases. In one embodiment, the glass beads have a diameter of 0.01 inches. In one embodiment, the cure time of the adhesive compound formed by adhesive 281 is approximately 24 hours at room temperature.

Adhesive 261 can be used to connect other components of the frame 110 to each other. In one embodiment of the invention, the floor component 188 is connected to the left molded ferrule 200 and the right molded ferrule 202 using acrylic adhesive and an accelerator having separation components to obtain a generally uniform bond line . In one embodiment of the invention, the spacer components are glass balls, as in the Lord A19GB accelerator. In other embodiments, one or both of the floor elements 188 and the clamping elements 200 and 202 may include gaps that define the thickness of the adhesive joint.

In addition, structural adhesives can be used to connect the front cooler 190 and the floor element 188, the front cooler 190 and the tunnel 132, the partition 181 and the tunnel 132, the partition 182 and the tunnel 132, the partition 184 and the partition 181, the partition 182 and the partition 186, installation clips 244 and the tubular component 243, the mounting clamps 244 and the tubular component 243, the mounting component 242 and the tubular component 238. In addition, the tunnel 132 or the tunnel 132 'includes side tunnel coolers, these side tunnel coolers Oguta be attached to the tunnel with the help of structural adhesives. In any of these frame joints, mechanical fasteners, such as rivets, can be used to locate the components, while the adhesive forms a large share of the bond strength.

In one embodiment, the tubular component 240 is connected to the mounting clamp 244 by inserting the tubular component 240 into the hole in the mounting clamp 244, as shown in FIG. 23A. When the tubular component 240 comes into contact with the end wall 245 of the mounting clamp 244, the mechanical fastening means 270 are inserted into the holes 272 in the mounting clamp 244 and attached to the component 240. The mechanical fastening means 270 serve to position the component 240 relative to the mounting clamp 244. In this state glue 261 is fed into the cavity 262 for glue through one or more holes 264 made in the mounting clip 244. In one embodiment of the invention, the volume of the cavity 262 for glue is set so that the cavity 2 62, a predetermined amount of adhesive 261 is introduced for the adhesive. The predetermined amount of adhesive 261 generally corresponds to the volume of the adhesive cavity 262. When the adhesive 261 has cured, the bond strength between the components 240 and 244 is largely determined by the adhesive bond between the component 240 and the mounting clip 244. In one embodiment, the curing of the adhesive 261 can be accelerated by applying heat during the curing process.

In one embodiment, the floor component 188 is connected to the cast components 200 and 202 by first applying glue 261 to one or both of the floor components 188 and the cast components 200 and 202 and then positioning the floor component 188 relative to the cast components 200 and 202. The connection between the element 188 floors and cast components 200 and 202 can be further strengthened by mechanical fasteners.

In one embodiment of the invention, at least two frame elements are assembled by attaching elements to each other using mechanical fasteners, such as rivets, to arrange the elements relative to each other and then use structural glue to complete the connection between the elements. The use of mechanical fasteners replaces the need to compress the elements before the adhesive cures.

As shown in FIG. 25, each of the tubular elements 238 and 240 is connected to the upper mounting element 232 by a plurality of mechanical fasteners, for example bolts 280. The bolts 280 are inserted into the holes in the tubular components 238 and 240 and screwed into the upper mounting element 232. In the shown embodiment, the elements are applied 282 stiffnesses that are inserted into the tubular components 238 and 240, respectively. The stiffeners 282 include openings 284 that are aligned with the openings 283 in the tubular components 238 and 240. In addition, the portions of the openings 284 defining the stiffeners 282 are generally similar to and follow the inner diameter contour of the tubular assemblies 238 and 240. As such, the stiffening elements 282 form a generally rigid structure for the tubular assemblies 238 and 240 in portions corresponding to the connectors 280.

In FIG. 15 shows the connections between the front suspension 120A and the left molded clip 200. The installation of the front right suspension 120B generally mirrors the installation of the left front suspension 120A. The left front suspension 120A includes a lower swing arm 300A, an upper swing arm 302A, and a shock absorber 304A. The upper swing arm 302A includes a first sleeve 310A and a second sleeve 312A, each of which is connected to a generally U-shaped swing arm member 314A. Each of the sleeves 310A and 312A rotatably connected to the mounting element 318A and 318A, respectively. The mounting elements 316A and 318A can rotate relative to the corresponding bushings 310A and 312A around the axis 320 in the directions 322 and 324. The mounting element 316A includes holes 326 and 328, which can be aligned with the holes 330 and 332 in the left cast sleeve 200. Similarly, the installation element 318A includes holes (not shown) 336 that are aligned with holes 338 and 340 in left cast bracket 200. Each of the holes of mounting brackets 316A and 318A is connected to left cast bracket 200 using a mechanical connector. As shown for hole 326, the bolt 350 is inserted from the inside of the left cast sleeve 200 through the hole 330 so that the head 352 of the bolt 350 abuts against the inside of the left cast sleeve 200. The bolt 350 also passes through the hole 328 in the mounting member 316A. Finally, the nut 354 is screwed onto the bolt 350 to secure the mounting member 316A to the left cast bracket 200. Similarly, the hole 328 in the mounting bracket 316A and the holes of the mounting bracket 318A receive bolts 350 to connect the respective mounting brackets to the left cast bracket 200. In one embodiment of the invention, the axis of the bolt 350, generally shown as an assembly line 360, is generally perpendicular to the axis 320. Of course, the end portion of the mounting bracket 316A or 318A can be rotated about the axis 320 so that the axis 360 is not perpendicular to the axis 320.

The lower swing arm 300A is generally mounted on the left cast sleeve 200 in the same manner as the upper swing arm 302A. In particular, the lower swing arm 300A includes mounting brackets 370A and 372A that are inserted into the variators 374A and 378A, respectively. Each of the holes of the mounting brackets 370A and 372A is attached to the left cast sleeve 200 as described above for the swing arm 302A with the exception of the hole 380.

In FIG. 17 shows a portion of a left molded yoke 200 and a right molded yoke 202 along with mounting elements 370A of the left front suspension 120A and 370B of the right front suspension 120B. Each of the mounting elements 370A and 370B includes an opening 380. A mechanical connector, such as a bolt 382, passes through the opening 380 in the right mounting component 370B, through the right molded ferrule 202, through the left molded ferrule 200, and extends beyond the left mounting element 370A. The bolt 382 is held in place by a nut 386 that is screwed onto the bolt 382. The connection shown in FIG. 17, in addition to mounting the lower swing arm 300A and 300B on the frame 110, also forms a different connection point between the left molded yoke 200 and the right molded yoke 202. In addition, the same connector 382 is used to attach both parts of the swing arm 300A and 300B to the frame 110.

As shown in FIG. 17, the installation direction 390 is not perpendicular to the axis of rotation 392 of the lower swing arm 300. In one embodiment, the installation direction 390 and the axis of rotation 392 form an angle of approximately 67 degrees. In one embodiment of the invention, the mounting direction of the swing arm relative to the axis of rotation of the swing arm is from about 68 degrees to 90 degrees.

Installing the swing arms in a direction that deviates with respect to the direction of rotation reduces the likelihood of damage to the molded clips 200 and 202 as a result of a traffic accident. Rather, the swinging arms can break off from the corresponding cast clip 200 and 202 before the corresponding cast clip 200 and 202 is damaged.

As shown in FIG. 15, each of the swing arms 300A and 302A includes a ball joint 394A and 396A, respectively. As shown in FIG. 16, the ball joints 394A and 396A are connected to a trunnion 398A, which is also connected to the ski 106A. The trunnion 398A can rotate relative to the swing arms 300A and 302A, as well as rotate relative to the ski 106A. In one embodiment, the rotation axis 320 of the upper swing arm 302A and the rotation axis 392 (which includes both the clutch 37A and the coupling 376A) of the lower swing arm 300A are generally parallel. In another embodiment, the rotation axis 320 of the upper swing arm 302A deviates with respect to the rotation axis 392 of the lower swing arm 300A. In one embodiment, the lower swing arm 300A and the upper swing arm 302A are rejected as proposed in US Pat. No. 6,942,050, the disclosure of which is incorporated herein by reference. In one embodiment, the lower swing arm 300A and the upper swing arm 302A are rejected as proposed in US Patent Application No. 12/135107, filed June 8, 2008, entitled "Vehicle", the disclosure of which is incorporated herein by reference.

Each lower swing arm 300A and 300B includes a cross member 400A and 400B, respectively. As shown in FIG. 19, the transverse reaction rod 402 is rotatably connected to the left molded ferrule 200 at point 404 and to the right molded ferrule 202 at 406. The transverse reaction rod 402 is facing back and includes ends 408 and 410 that are connected to brackets 412A and 412B, which in turn, connected to the cross members 400A and 400B of the lower swing arms 300A and 300B, as shown in FIG. 26.

The swing arms 300A and 302A are spring-loaded downward by the shock absorbing member 384A. A shock absorber of any suitable type may be used. In one embodiment, the shock absorbing element 384A is a Model No. 7043206 shock absorber supplied by Walker Evans Racing, located at 2304, Fleetwood Drive Riverside CA 92509.

In FIG. 20 shows another typical shock absorber 430. The shock absorber 430 includes a first housing element 432 having a mounting point 434 for swinging connection with one of the left molded holder 200 and the right molded holder 202. The first housing element 432 also includes a first liquid chamber 436 and a second fluid chamber 438. The first fluid chamber 436 and the second fluid chamber 438 are in fluid communication through the third fluid chamber 440.

A cylindrical housing element 442 having a floating piston 444 located therein is connected to a first housing element 432 near a second fluid chamber 438. A floating piston 444 divides the interior of the cylindrical housing element 442 into a first fluid chamber 446 and a second fluid chamber 448. The first fluid chamber 448 communicates in fluid with the second fluid chamber 438. The end plug 450 plugs the second fluid chamber 448.

A cylindrical housing element 452 is connected to the first housing element 432 near the first liquid chamber 436. The interior of the cylindrical housing element 452 includes a liquid chamber 454. The liquid chamber 454 is in fluid communication with the first liquid chamber 436. The piston 456 is located in the interior of the cylindrical housing element 452 and forms the end of the fluid chamber 454. The piston 456 is connected to the support assembly 458 via a connector 460. The support component 458 includes a mounting point 462 for the oscillating joint ination with one of the swinging levers 300.

In operation, as the swing arm 300 tends to move upward, the support component 458 pushes the piston 456 in the direction 464. It should be noted that the fluid chamber 454, the first fluid chamber 436, the second fluid chamber 438, the third fluid chamber 440 and the first fluid chamber 446 act as one liquid chamber 466. This movement of the support assembly 458 in direction 464 is resisted by the liquid chamber 466, since liquid within the liquid chamber 466 cannot flow out of the liquid chamber 466. As such, the pressure of the liquid and increases in the fluid chamber 466 when the piston 456 moves in the direction 464 without changing the volume of the fluid chamber 466. The volume of the fluid chamber 466 can be increased by the floating piston 444 moving in the direction 468, thereby increasing the volume of the first fluid chamber 446 and decreasing the volume second liquid chamber 448.

The amount of resistance to movement of the piston 456 in the direction 484 depends on many factors, including the pressure in the liquid chamber 466, the pressure in the second liquid chamber 448, and the volume of the second liquid chamber 448. The pressure in the liquid chamber 466 can be adjusted by adding air to the liquid chamber 466 through a nipple 474 or venting the liquid chamber 468 through the nipple 474. Similarly, the pressure in the second liquid chamber 448 can be adjusted by adding air to the second liquid chamber 448 through a nipple 478 or air removal from the second liquid chamber 448 through the nipple 476. In one embodiment of the invention, the liquid chamber 466 includes a mixture of oil and gas that is emulsified due to movement of the piston 456 in the liquid chamber 466, and the second liquid chamber 448 includes gas. In one example, the gas in the liquid chamber 466 and the second liquid chamber 448 is nitrogen. The volume of the second liquid chamber 448 can be adjusted by adding oil to the second liquid chamber 448. Moving the floating piston 444 does not emulsify oil and gas in the second liquid chamber 448, and therefore, the volume of the second liquid chamber 448 is effectively reduced by adding oil to the second liquid chamber camera 448.

The steering unit 236 controls the orientation of the skis 106 to control the direction of travel of the vehicle 100. As shown in FIG. 21, the steering assembly 236 includes an upper steering column 234, which is connected to the steering wheel 500. As you know, the driver by turning the steering wheel 500 rotates the upper steering column 234 around the axis 502 and in directions 504 and 506. The lower part of the upper steering column 234 is connected to the bracket 510 (see Fig. 24), which rotates with the upper steering column 234 around the axis 502. The bracket 510 is rotatably connected to the rod 512, which, in turn, is rotatably connected to the bracket 514. The bracket 514 is connected to the lower steering column 516 I rotate together with the bracket 514. The lower steering column 516 can rotate around the axis 515 in directions 517 and 519. In one embodiment, the axis 515 is parallel to the axis 502. In one embodiment, the axis 515 is not parallel to the axis 502. The lower end of the lower steering column 516 is connected to a bracket 518, which rotates together with the lower steering column 516. The bracket 518 is connected to a steering bipod 520A, which is connected to the ski pin 398A, as shown in FIG. 16. The bracket 518 is also rotatably connected to the connecting rod 522, which is also rotatably connected to the bracket 524. The bracket 524 communicates the movement of the connecting rod 522 to the right side steering bipod 520B. The steering gear 520B is connected to the ski axle 398B in the same way that the steering gear 520A is connected to the ski axle 398A.

As shown in FIG. 26, the left molded ferrule 200 includes a mounting portion 528 having an opening for receiving a support 530 departing from the lower end of the lower steering column 516. Similarly, the right molded ferrule 202 includes a mounting portion 532 having an opening for receiving the mount 534 on the lower portion of the bracket 524 As such, the lower end of the steering column 516 is rotatably connected to the left cast yoke 200. The upper part of the lower steering column 516 is connected using an arm 536 connected to the mounting clip 242 of the upper structure 230, as shown in ur. 22.

In FIG. 13 shows the exhaust system of a vehicle 100. The exhaust system includes an exhaust intake 550, which is connected to an engine (not shown), for receiving exhaust gases from the engine. The exhaust intake 550 is connected to an exhaust channel 552, which extends forward from the engine, envelops it, and connects to the resonator 554. As shown in FIG. 28, the exhaust channel 552 is located under the tubular member 243 and between the left molded yoke 200 and the right molded yoke 202. In addition, the exhaust channel 552 extends beyond the front end of the left molded yoke 200 and the right molded yoke 202 to a portion bounded by the front bumper 560, as shown in FIG. 13.

As shown in FIG. 28, the outlet channel 552 is connected to the right cast ferrule 202 via compliant members 562. In one embodiment, compliant members 562 are springs. Similarly, the upper part of the resonator 554 is connected to the bracket 564 via malleable elements 566. Malleable elements 566 in one embodiment of the invention are springs. The bracket 564 is connected to the tubular portion 240 of the upper structure 230. The exhaust gases entering the resonator 554 exit the resonator through an opening 570.

As shown in FIG. 29, the lower part of the resonator 554 is provided with a series of pins 572 that are connected to an arm 574 that is mounted on the right cast sleeve 202. An arm 576 in the lower part of the resonator 554 includes holes for receiving the pins 572. As such, the resonator 554 is capable of oscillating up and down, but limited in moving forward and backward and from side to side thanks to studs 572.

In FIG. 30 shows a typical front bumper 560 that encloses an exhaust channel 552. The front bumper 560 includes a front component 580, a pair of side components 582 and 584, and a lower component 586. Each of the side components 582 and 584 and the lower components 586 are connected to one of the left molded cage 200 and a right molded ferrule 202 and connected to the front component 580. The front component 580 includes openings 588 that allow air to enter part of the interior of the vehicle 100. As shown in FIG. 1, air passes through openings 588 in the front bumper 580 and through openings 590 in the body panel 592 and into the interior of the vehicle 100.

As shown in FIG. 31, the lower element 586 of the front bumper 580 includes two fasteners 594 and 596. The radiator 600 is attached to the lower part 586 by means of fasteners 594 and 596.

The radiator 600 includes a liquid inlet pipe 602 and a liquid outlet pipe 604 that communicate through a plurality of transverse pipes 606. One end of each of the liquid inlet pipe 802 and a liquid outlet pipe 604 is closed, and the other end communicates in liquid through the liquid channel, connecting the respective liquid inlet pipe 602 and the liquid outlet pipe 604 with various components of the cooling system 630.

A plurality of ribbed elements 608 are pressed onto a plurality of transverse tubes 606, which are spaced apart, allowing air to pass between them. The ribbed elements 608 act to cool the liquid passing through the transverse elements 606 as it passes from the liquid channel 602 to the liquid channel 604. Two thin elements 610 and 612 include protrusions having openings. These protrusions are connected by fasteners 594 and 596 by mechanical connecting means, such as bolts. As shown in FIG. 13, the radiator 600 is located in front of the front suspension 120A and 120B. In addition, the radiator 600 is located in front of the molded clips 200 and 202.

In FIG. 55 and 56, an alternative front bumper 700 is shown. As shown in FIG. 55, the front bumper 700 includes an upper structural member 702 and a lower structural member 704. The upper structural member 702 and the lower structural member 704 are connected by a connector. In one embodiment, the connector is a bolt and nut. Other connecting means include welds and other means of attaching the upper structural member 702 to the lower structural member 704. In one embodiment, the upper structural member 702 is formed of a first tubular metal part 706 and a second tubular metal part 708 that is connected to the first tubular metal part 706.

As shown in FIG. 56, component 710 is molded on top structural member 702. In one embodiment, the exterior molded component 710 is made of a soft rubber material. The use of soft rubber material molded externally on a metal base provides increased durability of the plastic bumper. In addition, it has the ability to give a stylized appearance to the bumper 700, while maintaining the structural rigidity of the metal base underneath.

In addition, in FIG. 56 shows an alternative configuration of the front radiator 600. An embodiment of the invention shown in FIG. 56 is similar to the radiator shown in FIG. 30, except that the ribs 610 ′ include mounting upper points 611 that interact with mounting elements similar to the mounting element 594 shown in FIG. 31. The ribs 610 'also include lower mounting points 613, which also cooperate with mounting elements, similar to the mounting elements 594, for attaching the radiator 600 to the lower structural member 704.

In FIG. 34-37, an air intake system 730 is shown. As shown in FIG. 34, the air intake system 730 includes an intake element 732 and an air chamber 734. The intake element 732 includes an opening 736 through which air enters the interior 738 (see FIG. 37) from the opening 740 (see FIG. 3) in the body panels vehicle 100.

As shown in FIG. 35, the intake member 732 includes a generally flat surface 740 on which the engine control unit 742 is mounted. As is known in the art, the engine control unit includes a computing device and software for controlling the operation of the engine 108 and other functions of the vehicle 100. By placing the engine control unit 742 on the intake element 732, air passing through the intake element 732 cools the control unit 742 engine. The intake member 732 includes recesses 744 that receive connecting means for attaching the engine control unit 742 to the intake member 732. As shown in FIG. 37, in one embodiment of the invention, the recesses 744 are blow molded and sized to receive self-tapping screws. Such recesses are used to mount coils 750 on the intake member 732.

As shown in FIG. 37, the intake element 732 includes protruding elements 752 that abut against the tubular element 238 of the upper structure 230, as shown in FIG. 10. The tubular member 238 is located in a recess 754 of the intake member 732 shown in FIG. 37. Air leaves the intake element 732 through the hole 756 (see FIG. 37) and enters the air chamber 734 through the hole 758 (see FIG. 35). As shown in FIG. 35, the air chamber includes an upper air chamber housing 760, a lower air chamber housing 762 and a partition 764. As shown in FIG. 36, an air filter 766 is located within the interior of the upper housing 760 of the air chamber.

As shown in FIG. 36, air passes through a filter 766 located in the upper housing 760 of the air chamber, through one or more openings 768 and 770 of the separation plate 764, and into the interior 772 of the lower housing 762 of the air chamber. Air leaves the lower housing 762 of the air chamber through openings located in a pair of caps 765. The air then passes through channels (not shown) that finally supply air to the engine 108.

The separation plate 764 interacts with the upper housing 762 of the air chamber and holds the filter 766 in place. The holes 768 in the separation plate 764 are generally U-shaped. The hole 770 is limited by the side of the separation plate 764 and the perimeter of the upper housing 762 of the air chamber. The separation plate 764 lies in the groove 778 of the upper housing 762 of the air chamber. Separation plate 764 may be removed if necessary.

To assemble the air chamber assembly 734, the tabs 780 on the upper air chamber housing 760 are inserted into the holders 782 (see FIG. 35) on the lower air chamber housing 762. As shown in FIG. 35, the upper air chamber housing includes holders 784 that receive the ends of the clips 786 that are connected to the lower air chamber housing 762. In the shown embodiment, the clips 786 are spring clips.

As shown in FIG. 35, caps 765 include locking elements 788. The locking element 788 prevents the rotation of the tape clamps 790 when the tape clamps are tightened. In one embodiment, the locking element 788 includes a recess for receiving a portion of the screw 792 of the corresponding tape clamp 790. Thus, the tape clamp 790 is connected to the locking element 788. As is known in the art, caps 765 are used to connect to air hoses that supply air from air chamber 734 to engine 108.

In FIG. 38, fuel tank 800 is shown. Fuel tank 800 includes a filler port 802 through which fuel is poured into fuel tank 800. Inside fuel tank 800, a fuel pump 804 is located that pumps fuel from fuel tank 800 and delivers it to engine 108. Fuel pump 804 is connected with one sock 806 that is in fluid communication with the fuel in the fuel tank 800. The sock 806 transfers fuel to the fuel pump 804. The outer surface 810 of the fuel tank 800 forms part of the outer surface of the vehicle 100, as shown in FIG. 3.

In one embodiment, the engine 108 is a two-stroke engine and requires the supply of oil to mix with the fuel for combustion. In one embodiment, an oil supply is located in an oil tank separate from fuel tank 800. A first exemplary oil tank 820 is shown.

As shown in FIG. 10 and 14, the oil reservoir 820 is held by the variator guard 822. The variator guard 822 is located generally above the variator 824. The variator 824 connects the engine 108 to the drive shaft 826 (see FIG. 50). As is known, the variator includes a drive clutch, which is in operative position connected to the engine 108, and a drive clutch 828 (see FIG. 50), which is connected to the drive shaft 826. The drive clutch 828 is connected to the drive clutch via a drive belt. The variator guard 822 is positioned so that it protects the variator 824. As shown in FIG. 13, the oil reservoir 820 is located on the opposite side of the vehicle 100 relative to the side where the exhaust channel 552 enters the resonator 554.

As shown in FIG. 39, the oil tank 820 includes a filling hole 830 through which oil is poured into the interior space 832 (see FIG. 41) of the oil tank 820. As shown in FIG. 41, the interior 832 of the oil tank 820 includes the main part of the tank 834 and the sump 836. An outlet 838 is located within the sump 836, through which oil enters a fluid channel connected to an engine 108 or component for mixing oil with fuel. As shown in FIG. 39, a nozzle 840 is located in the hole 838. An oil pipe is connected to the nozzle 840. A second hole 842 is located in the oil tank 820. The hole 842 is sized to receive an oil level sensor 844, which includes a float 846. The float 846 is located in the section of the sump 836 of the oil tank 820. The relative position of the float 846 indicates the oil level in the oil tank 820. Based on the position of the float 846, the engine control unit 742 provides a display, such as the display shown in FIG. 57, a low oil level warning light for a vehicle driver 100. In one embodiment, the electronic control unit 742 provides a low oil level warning light to the driver when the oil level in the oil tank 820 drops below 1.2 quarts.

As shown in FIG. 42, the settler portion 836 of the inner space 382 is generally lower than the main reservoir portion 834 in the inner space 832 when the oil reservoir 820 is located on the variator guard 822, as shown in FIG. 14. In one embodiment, sump 836 is about 6.2 ounces in oil.

As shown in FIG. 41, the settler portion 836 is separated from the main reservoir portion 834 by a separator 850. The separator 850 has a generally V-shaped opening starting at point 852 and increasing in width in the direction 854. A variable-width aperture of the divider 850 limits the flow rate with which fluid exits the portion 838 of the sump into the main reservoir portion 834 when the orientation of the oil reservoir 820 changes (see FIG. 43).

Changes in the orientation of the oil tank 820 occur when the vehicle 100 rises and / or turns from left to right in deep snow. In one embodiment, the oil flow from the sump section 836 back to the main tank section 834 is controlled so that at least 4.8 ounces of oil remains in the sump section 836 when the oil tank 820 is tilted in the 858 direction by approximately 50 degrees for about four minutes. This allows the driver of the vehicle 100 to ascend a hill with a slope of approximately 50 degrees for approximately 4 minutes without leakage of oil from section 836 of the sump. In one embodiment of the invention, the oil flow from the settler portion 836 to the main reservoir portion 834 is adjusted to allow up to two minutes of lift at a 50 degree lift. In this example, approximately 2.4 ounces of oil are needed in the sump section 836. In one embodiment of the invention, 6.7 ounces of oil are required in the sump section 836 for 60 degrees in a right turn. In one embodiment of the invention, approximately 8.7 ounces of oil is needed at the 60 ° sump section for 60 degrees on a left turn.

In one embodiment, the oil reservoir 820 is molded as a single moldable component. In one example, the oil tank 820 is formed by blow molding. In one example, the wall thickness of the oil tank 820 is 0.15 inches and the interior space 832 of the oil tank 820 is approximately 3.8 quarts, in another embodiment, the wall thickness of the oil tank 820 is approximately 0.15 inches and the volume of the internal space 832 An 820 oil tank is approximately 4 quarts.

In one embodiment, the sump section 836 has a volume of at least about 2.4 fluid ounces, about 6.2 fluid ounces, and a volume of the main portion of the tank 834 and sump section 836 in combination of about 3.5 quarts (approximately 112 fl oz) to about 4 quarts (about 128 fl oz).

As shown in FIG. 41, the blow molded oil tank 820 includes a shut-off section 860. The shut-off section 860 separates a portion of the settler section 836 from the main reservoir section 834. In addition, the locking portion 860 forms the starting point 852 of the divider 850. In one embodiment, one or more holes may be located in the locking portion 860 for inserting connecting means for connecting the oil reservoir 820 to the variator guard 824.

As shown in FIG. 40, the oil tank 820 includes mounting elements 866 that interact with the mounting elements 868 of the variator guard 824. The mounting elements 866 and 868 fix the oil tank 820 relative to the variator guard 824 and reduce the likelihood that the oil tank 820 will slide in the direction 870 relative to the variator guard 824. In the shown embodiment, the locating elements 866 are bulges on the underside of the oil reservoir 820, and the locating elements 868 are recesses in the variator guard 824. In one embodiment of the invention, the oil tank 820 includes recesses, and the variator guard 824 includes bulges for fixing the oil tank 820 relative to the variator guard 824. Alternative mounting elements may be used to position the oil reservoir 820 relative to the variator guard 824.

As shown in FIG. 40, the variator guard 824 includes recesses 872. The recesses 872 extend along the first side 874 and the second side 876 of the variator guard 824, respectively. Recesses 872 are used to drain oil, which was spilled during filling of the oil tank 820, from the variator 824. Instead, spilled oil flows downward in direction 870 in the recesses 872.

As shown in FIG. 39, the oil tank 820 includes a pair of recesses 880 that extend from the first side of the oil tank 820 through the top of the oil tank 820 and down to the second side of the oil tank 820. The recesses 880 are used to hold the connector 822. In the shown embodiment, the connector 882 is an elastic tape 884 having a first fastener 886 and a second fastener 888. The fasteners 886 and 888 are connected to the fasteners 890 and 892, respectively, on the variator guard 822. The fastening elements 890 and 892 on the variator guard 822 are made taking into account the height difference of the oil tank 820 in two recesses 880. This allows the use of identical connectors 882 with the first recess 880 and the second recess 880 of the oil tank 820.

In FIG. 44 shows another typical oil reservoir 900. The oil reservoir 900, like the oil reservoir 820, is made of plastic by blow molding. The oil reservoir 900 includes a main reservoir portion 902 and a sump portion 904. Oil is poured into the oil tank 900 through the filler port 906. The settler portion 904 includes an outlet 908 that receives a nozzle, such as the nozzle 840 shown in FIG. 39. In addition, the oil reservoir 900 includes an opening 910 for receiving an oil level sensor. The volumes of the main section 902 and the section 904 of the sump generally correspond to the volumes of the main section 834 and the section 836 of the sump.

The oil tank 900 includes a separator 912. The separator 912 includes a first locking portion corresponding to the lock 914, and a second locking portion corresponding to the lock 916. The locking sections 914 and 916 are separated by a fluid channel 918, which is in fluid communication with the main section of the tank 902 and with the auxiliary section 904. Oil from the main section 902 of the tank passes into the section 904 of the sump through the fluid channel 918 or through section 920 above the separator 912.

The oil tank 900 includes an installation tool 922 that interacts with the installation tool 888 on the variator guard 822 to secure the oil tank 900 relative to the variator guard 822. The oil tank 900 also includes recesses 904, which are used to hold the connecting means 882 described above in connection with the oil tank 820. Another typical oil tank 930 is shown in FIG. 45-47. The oil tank 930, as shown, is formed by blow molding the material. As shown in FIG. 46, the oil tank 930 includes a filler hole 932 through which oil is poured into the main tank 934. A sump 936 is located within the housing 938. The housing 938 is inserted into the hole 940 in the bottom of the oil tank 930. The housing 938 includes an integrated oil level sensor 942, an inlet 944 and outlet 946 (see FIG. 45). The inlet 944 and the outlet 946 are connected by a liquid channel 945. Oil from the main tank 934 enters the sump 936 through the hole 944 and passes to the engine 108 through the outlet 946.

The oil tank 930 also includes an installation tool 948 that interacts with a similarly sized installation tool located on the variator guard 822. In addition, the oil tank 930 includes recesses 950 that hold the connecting means 882 on the oil tank 930 relative to the variator guard 822.

In FIG. 48 shows another typical oil reservoir 960. The oil reservoir 960 consists of a lower housing 962 and an upper housing 964. The upper housing 964 includes a filler hole 966 through which oil is poured into the main reservoir 968 of the reservoir. A settling tank 970 is located in the oil tank 960. A portion of the settling tank 970 is in fluid communication with the main portion of the tank 968 through an inlet 972 located in the separator 974. The oil exits the portion of the settling tank 970 through an outlet 976, which is connected to an oil pipe connected to the engine 108. The lower flange 978 of the upper casing 964 is adjacent to the upper flange 980 of the lower casing 962 to form the main tank 968 and the sump 970. In one embodiment, between the lower casing 962 and the upper casing 964, EHO seal to prevent oil leakage from the oil tank 960. Upper housing 964 includes storage compartment 980. A storage compartment 980 may store a tool kit or other items. A cover 982 has been applied, which can be connected to the upper housing element 964. In one embodiment of the invention, studs 984 on the cover 982 are inserted into holes 986 of the upper housing element 964 to rotatably connect the cover 982 to the upper case 964. The cover 982 includes handles 988, which are used to open the lid 982. The upper part 964 of the housing includes latches 990 that engage with corresponding elements on the lid 982 to secure the lid 982 in the closed position.

In FIG. 49 shows a representation of the power train system 1000 of the vehicle 100. The power train system 1000 includes an engine 108 that is connected to a variator 824 in a working position. The variator 824 is connected to an upper drive shaft 826 in an operating position. The upper drive shaft 826 is connected to a lower drive the drive shaft 1004 through a chain transmission 1006. As indicated here, the lower drive shaft 1004 is in operational position connected to the track assembly 104 via drive members 126.

The engine 108 in operating position is connected to the electronic control unit 742. The electronic control unit 742 includes an engine control unit 1010 that controls the operation of the engine 108. In one embodiment of the invention, a fuel sensor 1012 is used to determine the type of fuel used by the engine 108, including various mixtures of ethanol and gasoline. The fuel sensor 1012 provides an indication of the type of fuel to the engine control unit 1010, which, in turn, controls the operation of the engine 108. Typical fuel sensors are described in US patent application No. 11/445731, filed June 2, 2006, the description of which is included here as reference material.

In addition, the operation of the engine 108 can be adjusted and based on the output signals of the safety control module 1014 included in the electronic control unit 742. As described herein, in one embodiment of the invention, the safety control module 1014 changes the operation of the vehicle 100 based on whether the correct security code or indicator has been set for the vehicle 100. In one embodiment of the invention, as described herein, protection modes and input commands are issued in the electronic control unit 742 using the input commands 1016 of the driver, and their display is issued to the driver on the display 1018.

In addition, as described herein, a brake unit 1020 is connected to the upper drive shaft 826 in an operative position. In one embodiment, the electronic control unit 742 includes an anti-lock brake system control unit 1022 that controls the operation of the brake unit 1020, as described herein. In one embodiment, one or more of the safety control module 1014 and the anti-lock braking system control unit 1022 are separate modules not included in the electronic control unit 742.

In FIG. 50 shows a typical brake block 1020. The brake block 1020 includes a brake disk 1026 connected to a spline section 1028 of the upper drive shaft 826, and a brake caliper 1030 that is connected to the frame 110 through a chain transmission housing 1110 1006. The brake caliper 1030 interacts with the brake disk 1026 to slow or stop rotation of the drive shaft 826.

In one embodiment of the invention, the pressure exerted by the brake caliper 1030 to the brake disc 1026 is controlled by the anti-lock braking system control unit 1022. The anti-lock braking system control unit 1022 controls the pump motor 1032, which changes the hydraulic pressure applied to the brake caliper 1030, which in turn changes the amount of force exerted by the brake caliper 1030 to the brake disc 1026.

In the event of braking on a snowmobile equipped with a conventional brake, when the driver quickly and strongly presses and holds the brake lever on the steering wheel, the tracked operation 130 will typically be blocked. The snowmobile will transfer weight to the front skis and the track will slide, causing the snowmobile to oversteer and skid, which interferes with the driver’s ability to drive the snowmobile. In an embodiment of a vehicle 100 including an anti-lock brake system, when the driver quickly and strongly presses and holds the brake lever, the anti-lock brake system control unit 1022 will interfere with the process and cause the brake caliper 1030 to release the brake disk 1026 before the track assembly locks. 104, minimizing the possibility of oversteer conditions.

The anti-lock braking system control unit 1022 monitors the relative slippage between the track speed and the snowmobile speed. Relative slippage is expressed as:

,Relative slippage = 100 * $$\left(\mathrm{one}-\frac{\mathrm{from}\mathrm{to}\mathrm{about}R\mathrm{about}\mathrm{from}tbg\mathrm{at}\mathrm{from}en\mathrm{and}hn\mathrm{about}g\mathrm{about}x\mathrm{about}d\mathrm{but}}{\text{snowmobile speed}}\right)$$

,

where the track speed is the track speed measured using the speed sensor 1150, and the snowmobile speed is one of the estimated speed of the snowmobile and the speed measured using the speed sensor 1152. In one embodiment, a speed sensor 1150 measures the angular velocity of the drive shaft 828. Typical speed sensors for measuring the angular velocity of the drive shaft 826 include Hall effect sensors.

In one embodiment, the speed of the snowmobile is measured by a speed sensor 1152. Typical speed sensors include global positioning sensors, Doppler sensors, and accelerometers. In one embodiment of the invention, the snowmobile speed is estimated based on the track speed. It is assumed that before applying braking, the speed of the snowmobile is generally equal to the speed of the crawler. Then the snowmobile speed can be reduced based on the deceleration curve to achieve the estimated speed of the snowmobile. When the brake lever is released, or in the case where the anti-lock brake system releases the brake caliper to prevent locking, the track speed can again be measured by the speed sensor 1150, and the speed of the snowmobile can be set equal to the read speed.

In one embodiment of the invention, when the driver depresses the brake lever, normal braking is allowed until the relative slippage is at least about 33 percent, then the anti-lock braking system module 1022 starts cyclic braking (applying pressure to the caliper and then releasing in repeat mode ) until the relative slippage reaches approximately 70 percent when the anti-lock braking system module 1022 releases the brake to prevent locallockfile. Of course, when the brake is released, the estimated speed of the snowmobile again returns to the read crawler speed, and the progression starts again. In one example, the brake caliper performs a cyclic action at a frequency of about 30 Hz when relative slippage is from about 33 percent to about 70 percent. In one embodiment, the range corresponding to the cyclic action of the brake caliper is from about 50 percent to about 60 percent.

When using estimates for snowmobile speeds, the anti-lock braking system module is able to allow the driver to “grab” the brakes during the jump to help level the vehicle in the air. In addition, in one embodiment, the anti-lock braking system module 1022 includes logic for sensing the movement of the vehicle 100 over an icy surface. According to this scenario, the track speed can be 80 mph, but the true snowmobile speed is only 20 mph when the brakes are just applied and slippage reaches a threshold for initiating the cyclic action of the anti-lock braking system (for example, about 50 percent slippage) and the anti-lock braking system module 1022 initially assumes that the snowmobile is also at 80 mph. In this case, when the module is released at the blocking threshold (such as approximately 60 percent slippage) due to a deceleration curve for 80 mph, the next track speed is approximately 20 mph. The anti-lock braking system control unit assumes that the vehicle 100 is on an ice surface and sets the next estimated snowmobile speed of approximately 20 mph.

In FIG. 50 shows the drive shaft 826. The drive shaft 826 is connected to the driven clutch 828 of the variator 824 at the first end and to a chain drive 1006 at the second end. The driven clutch 828 causes rotation of the drive shaft 826, which in turn causes the rotation of the first gear 1102 (see FIG. 51) located within the chain drive 1006. As shown in FIG. 51, the first gear 1102 is connected to the second gear 1104 by a chain 1106, both of which are located within the chain gear 1006. The second gear 1104 is connected to the drive shaft 124, which, in turn, is connected to the track unit 104 through a pair of leading gears 126.

As shown in FIG. 53, the drive shaft 826 includes a spline section 1028. The spline section 1028 passes through an opening in the chain drive housing 1110 and an opening in the chain drive cover 1112. A first seal 1114 is located between the spline section 1028 and the chain drive housing 1110 along with the first bearing 1116. A typical bearing is a roller bearing. A second seal 1118 is located between the spline section 1028 and the chain drive cover 1112 along with the second bearing 1120. A typical bearing is a roller bearing. The first gear wheel 1102 is mounted on the spline section 1028 between the first bearing 1116 and the second bearing 1120. A brake disk 1026 is mounted on the spline section 1028 outside of the chain drive cover 1112. Due to the presence of bearings on both sides of the first gear wheel 1102, the magnitude of the reverse shocks experienced while driving the vehicle 100 is reduced.

The chain drive 1006 includes various mounting points that allow the vehicle 100 to be assembled for various configurations. As shown in FIG. 52, the chain drive housing 1110 includes a first installation point 1130, a second installation point 1132, and a third installation point 1134. As shown, the first installation point 1130 and the second installation point 1132 are aligned with the installation points (not shown) on the right partition 186. The right partition 186 also includes additional installation points 1136 and 1138. When assembling the vehicle 100, the first installation point 1130 is aligned with the installation point, here hidden in FIG. 52, or an additional installation point 1136, and is connected to it by fixing means, such as a bolt. In this case, one of the second installation point 1132 and the third installation point 1134 is aligned with the installation point hidden by the second installation point 1132 in FIG. 52, or with an additional installation point 1138. Thus, the position of the drive shaft 826 can be changed during assembly by the location of the chain transmission housing 1100.

As shown in FIG. 51, the interior of the chain drive housing 1110 includes means 1140 that direct the flow of oil in the chain drive 1006 to the second gear 1104. The tool 1140 is generally drop-shaped to direct oil droplets to the second gear 1104. The oil is added to the chain gear 1006 via the hole remaining when removing the plug 1142.

In FIG. 54 shows the driver 1160 located on the vehicle 100. The driver 1160 is located in the first portion 1161 of the seat 1142. The arms 1162 of the driver 1160 grab the steering wheel 500. The legs of the driver 1160 are on the steps 1163 of the vehicle 100. In particular, the front parts of the legs of the driver are in the area 1165 of the footrest (see FIG. 14), which is rotated upward relative to the rest of the footrests 1163. In the shown embodiment, the abutment surface of the leg abutment portion 1165 is rotated upward from the abutment surface of the legs of the rest of the foot the footrests are approximately 9 degrees, as indicated by angle 1174. The leg support portion 1165 has an element for placing the foot, for illustration, the toe hook 1167 that extends in the leg stop portion 1165 to assist in holding the driver's foot placed in the stop portion 1165 for legs.

As shown in FIG. 54, the hands 1162 of the driver 1160 grab the steering wheel 500 in front of the axis 1170 of the drive shaft 124. The hips 1164, knees 1166 and ankles 1168 of the driver 1160 are also shown. When he sits in the first position 1161, the knees 1166 of the driver 1160 are in front of the ankles 1168, and the hips 1164 are raised relative to the knees 1166. By raising the hips 1164 relative to the knees 1166, it is easier for the driver 1160 to transition from a sitting position, as shown in FIG. 54, in a standing position or at least in a squatting position in which the driver is separated from the abutment surface 144 of the seat 142.

In the shown embodiment, the line connecting the hips and knees (when the driver is sitting on the seat 142) deviates approximately 18 degrees above the horizontal, as indicated by angle 1172. In one embodiment, the line connecting the hips and knees (when the driver is sitting on the seat 142) at least deviates approximately 2 degrees below the horizontal and to angles above the horizontal. In one embodiment of the invention, the line connecting the hips and knees (when the driver is sitting on the seat 142) deviates above the horizontal to approximately 25 degrees. In one embodiment of the invention, the line connecting the hips and knees (when the driver is seated on the seat 142) deviates above the horizontal and approximately 25 degrees above the horizontal. In one embodiment of the invention, the line connecting the hips and knees (when the driver is seated on the seat 142) deviates between approximately 2 degrees below the horizontal and approximately 25 degrees above the horizontal. In one example, the driver is a middle-aged adult.

As indicated here, in one embodiment, the safety control module 1014 changes the operation of the vehicle 100 based on whether the correct security code has been set for the vehicle 100. In one embodiment of the invention, a security code and other input commands are specified for the input control electronics 742 commands 1016 driver, and the display is issued for the driver on the display 1018.

In FIG. 57 shows a typical screen 1200 shown on display 1018. Screen 1200 is displayed when vehicle 100 is started and protection mode is not activated for vehicle 100. In unsafe mode, vehicle 100 is operating normally. In safe mode, the engine speed is limited to below the clutch speed for the variator 824. The engine speed can be limited by at least one of restricting the fuel supply to the engine 108 and interrupting the formation of sparks by the engine glow plugs 108. The engine remains limited until the correct security code. In FIG. 58, a screen 1202 is shown corresponding to a situation where the vehicle 100 is started in safe mode. In one embodiment of the invention, the timer also turns off the engine 108 after a predetermined period of time if a valid security code has not been set by the safety control module 1014. Typical security codes include manually entered numeric codes, manually entered alphanumeric codes, biometric information provided to the reader, electromagnetic signals including security code information provided to the receiver and other suitable ways of representing the security code.

In one embodiment of the invention, the driver can choose to start the vehicle 100 in safe mode only at the next start and after that start in unsafe mode. This situation is ideal for the case when the driver parks the vehicle in a public or unfamiliar place, for example, when stopping for lunch on the road. In FIG. 59, a screen 1204 is shown corresponding to the case where the “once” (next start) protection mode was selected for the vehicle 100.

In one embodiment of the invention, the driver may choose to start the vehicle 100 in safe mode at each start. In FIG. 60, a screen 1206 is shown corresponding to the case where the “always” protection mode (at each start) has been selected for the vehicle 100.

A typical operation of the safety control module 1014 is presented. The operation of the safety control module 1014 is presented in which the driver enters input commands using the mode input button 1210 and the driver input command selection button 1212 1016 and which provides information to the driver on the display 1018. However, the input methods of the driver input commands and providing feedback can be done differently.

In one embodiment of the invention, the security code is entered by the mode button 1210 and the selection button 1212 as follows. To obtain one of the safe modes, the driver 1160 will press and hold the mode button 1210 and the selection button 1212 on the display 1018 for a predetermined time, such as 3 seconds, while the brake is in the locked position of the parking brake. In one example, the vehicle 100 should operate at an engine speed of 3500 rpm or less and a speed of 0 relative to ground to set or change protection modes.

When the driver presses and holds the mode button 1210 and the selection button 1212 for a predetermined time, the display 1018 switches from the normal display mode, in which the tachometer and speedometer readings are displayed, to protection mode. In safe mode, the leftmost digit 1220 of the display 1018 is activated and displays "0", which blinks at a frequency of 2 Hz. The driver releases the mode button 1210 and the selection button 1212. Subsequent press and release of the selection button 1212 increases the active digit by 1 for each cycle of pressing and releasing. Pressing the mode button 1210 confirms the value for the left side digit and moves the cursor to the middle digit. The left digit will no longer flash, but now the middle digit will flash. Subsequent press and release of the selection button 1212 increases the active digit by 1 for each cycle of pressing and releasing. Pressing the mode button 1210 confirms the value for the middle digit and moves the cursor to the right digit. The left digit and middle digit will no longer flash, but the right digit will now flash. Subsequent press and release of the selection button 1212 increases the active digit by 1 for each cycle of pressing and releasing. Pressing the mode button 1210 confirms the value for the right digit and moves the cursor to the right digit. The left digit and middle digit will no longer flash, but the right digit will now flash. At any time in the process, if no buttons are pressed for 5 seconds, the display 1018 exits protection mode and returns to the normal operation mode of the display, and the security code will not be set.

Pressing the mode button 1210 again sets the cursor to the leftmost digit, holding the mode button 1210 for a predetermined period of time, such as 3 seconds, will cause the selection of the mode "once" or "always". Display 1018 will first display “once”. Pressing and holding the mode button 1210 for a predetermined time, such as 3 seconds, will cause the selection of the “once” protection mode, in which the security code is only required for the next start. Pressing selection button 1212 will switch the lower display to the “always” display. Pressing and holding the mode button 1210 for a predetermined time, such as 3 seconds, will cause the security mode to be "always" selected, in which a security code is required for each subsequent start. When one of the “once” protection modes and the “always” protection mode is selected, the entered code is displayed in the upper segment of the display 1018, “once” or “always” in the middle segment and “code” in the lower segment. The code will be displayed for a specified period of time, such as 3 seconds. The code and protection mode will be recorded in the electronic control unit 742, and the display 1018 will return to normal operation. At any time during the process, if no buttons are pressed for 5 seconds, the display 1018 exits protection mode and returns to the normal display mode, and no security code will be set.

In FIG. 61, starting the vehicle 100 is represented by block 1250. A check is performed to determine if the protection mode is active or not, as represented by block 1252. If the protection mode is not active, full functionality is allowed for the vehicle 100, as represented by block 1268. If the protection mode is active, the driver is prompted to enter the security code, as represented by block 1254. The driver is given a predetermined amount of time, such as thirty seconds, to enter the security code before engine 108 is turned off chen When the vehicle is idling and at zero speed relative to the ground, the driver presses and holds the mode button 1210 and the selection button 1212 for a predetermined time, such as 3 seconds. A check is carried out to determine whether the entered code corresponds to that recorded in the electronic control unit 742, as represented by block 1256. If the entered code does not correspond to the code recorded in the electronic control unit 742, the display will show “safety” “error” as represented by block 1258. A check is made to see if a period of thirty seconds has elapsed, as represented by block 1260. If not, the driver is given the opportunity to enter a security code, as represented by block 1254. If thirty seconds have elapsed, the vehicle about 100 turns off, as represented by block 1282.

If the entered code corresponds to the code recorded in the electronic control unit 742, a check is performed to determine whether the protection mode was “once” or “always”, as represented by block 1264. If the protection mode was set to “always”, the vehicle 100 is provided with a complete functionality, as represented by block 1266. If the protection mode was set to "once", the protection mode is blocked, as represented by block 1268, and the vehicle 100 is provided with full functionality, as represented by block 1266. In addition to t second, the current security code is reset when security is turned off. The display 1018 will switch to indicate "off".

At any time when the engine is idling and the track speed is zero, the driver can enter a protection setting, as represented by block 1270. A check is made to determine if the protection mode is currently active, as represented by block 1272. If the mode protection is not currently active, the driver can enter a three-digit security code, as indicated here and represented by block 1274. When the code is entered, options for the security system are presented to the driver, as represented by block 12 76. As shown by block 1272, if the security mode is currently active, the driver is prompted to enter a security code, as represented by block 1278. A check is performed to determine whether the entered code matches the stored code, as represented by block 1280. If the code does not match the stored code display 1018 returns to normal display, as represented by block 1282. If the code matches the stored code, options are provided for the driver for the security system, as represented by block 1276.

The driver is able to switch various options for the protection system. The first option is to set the protection mode to “once”, as represented by blocks 1284 and 1286. The second option is to set the protection mode to “always”, as represented by blocks 1288 and 1290. The third option is to set the protection mode to “off”, as represented by blocks 1292 and 1294. If none of these three options is selected or a specified period of time has elapsed, such as five seconds, without further input, the system will switch to exit and the changes will not be saved, as represented by block 1296.

In one embodiment of the invention, multiple security codes may be set. Security codes can be used to control the vehicle 100 in various modes. For example, the first code can be used in a mode for an inexperienced driver in which the acceleration and maximum speed of the vehicle 100 are limited, the second code can be used for a cruising mode in which acceleration is optimized for fuel economy, the third code is used in a mode for an experienced driver in which acceleration, maximum speed and other parameters, such as braking, are optimized for the experienced driver, and the fourth code for normal operation. In one example, any security code that has “1” as the right digit will cause the vehicle 100 to work in mode for an inexperienced driver, any security code that has “2” as the right digit will cause the vehicle 100 to work in cruise mode, any a security code having “3” as the right digit will cause the vehicle 100 to operate in the experienced driver mode, and any security code having “4” to “0” as the right digit will cause the vehicle 100 to operate in normal mode.

In one embodiment, the electronic control unit 742 stores vehicle speed and tachometer readings for a predetermined period of time for potential playback for the driver. The driver, when the vehicle 100 is idling at zero speed, may, through the driver input means 1016, select to play back the stored speed and tachometer readings.

In one embodiment of the invention, the electronic control unit 742 will cause the shutdown of the vehicle 100 after a predetermined period of time if the temperature of the water in the cooling system 630 is above a predetermined value. This allows the driver to start the vehicle 100 and then move away from the vehicle 100 when it is warm.

Claims (79)

1. A vehicle containing a frame; a plurality of ground contact members including one or more front ground contact members supporting the front of the frame and one or more rear ground contact members supporting the rear of the frame; a power transmission system held by the frame and in working position connected to at least one of the many elements in contact with the ground; a steering assembly in operative position connected to at least one or more front elements in contact with the ground to orient one or more front elements in contact with the soil; and a front suspension comprising a first left swing arm connected to a first ground contact member of one or more front ground contact members, and a first right swing arm connected to a second ground contact member from one or more front contacting the ground in which the first left swing arm and the first right swing arm are connected to the frame via a common connection, and the common connection is a connection that passes through ama. 2. The vehicle of claim 1, wherein the connector extends through fasteners that hold the first left swing arm and the first right swing arm and connects the first right swing arm to the first left swing arm. 3. The vehicle according to claim 2, in which the connectors are brackets inserted into the couplings of the first left swing arm and the first right swing arm, the connector passing through the brackets and frame. 4. The vehicle according to claim 2 or 3, in which the frame includes a molded ferrule having at least two molded components, the connector connecting the first molded component of the molded ferrule and the second molded component of the molded ferrule to each other, and the connector passes through the first molded component of the molded holder and the second molded component of the molded holder. 5. The vehicle according to claim 4, in which each of the first left swing arm and the first right swing arm is connected to the molded yoke, the first left swing arm is rotatable relative to the molded yoke around the first axis of the left side and connected to the molded yoke through the second the connection along the first direction, generally perpendicular to the first left axis, the first right swing arm is rotatable relative to the molded yoke around the first right axis and is connected to the molded yoke through a third e connection along the second direction, generally perpendicular to the first right axis. 6. The vehicle according to claim 5, in which a common connection connects the first left swing arm with a cast clip along the third direction, the third direction forming an angle relative to the first left axis, at least approximately 67 degrees. 7. The vehicle according to claim 5 or 6, in which the front suspension also includes a second left swing arm connected to the first element in contact with the ground of one or more front contact elements with the ground, and a second right swing arm connected with a second element coming into contact with the soil from one or more front elements coming into contact with the soil. 8. The vehicle according to claim 7, in which the first left swing arm is rotatable relative to the frame around the first left axis, the second left swing arm is rotatable relative to the frame around the second left axis, the first right swing arm is rotatable relative to frames around the first right axis, the second right swing arm is rotatable relative to the frame around the second right axis, the first left axis is substantially parallel to the second left axis, and the first right the axis is substantially parallel to the second right axis. 9. The vehicle according to claim 7, in which the first left swing arm is rotatable relative to the frame around the first left axis, the second left swing arm is rotatable relative to the frame around the second left axis, the first right swing arm is rotatable relative to frames around the first right axis, the second right swing arm is rotatable relative to the frame around the second right axis, and the first left axis extends at an angle relative to the second left axis, and ervaya right axis extends at right angle relative to the second axis. 10. A vehicle according to any one of claims 1 to 3, further comprising a riding seat held by the frame; steering unit, including a steering wheel; while the riding seat is located behind the steering wheel. 11. The vehicle of claim 10, in which the frame includes a tunnel; one or more front ground contact members are a pair of skis, and one or more rear ground contact members are a caterpillar running in a working position coupled to a power train; moreover, at least a part of the caterpillar track is covered with a tunnel of the frame, and the seat of the upper landing is located above the caterpillar track. 12. The vehicle of claim 10, wherein the riding seat extends beyond the trailing edge of the tunnel. 13. The vehicle according to claim 11, in which the riding seat extends beyond the trailing edge of the tunnel. 14. A vehicle containing a frame; a plurality of elements in contact with the ground, including one or more front elements in contact with the ground, holding the front of the frame, and one or more rear parts in contact with the ground, holding the back of the frame; a power transmission system held by the frame and in working position connected to at least one of the many elements in contact with the ground; a steering assembly in operative position connected to at least one or more front elements in contact with the ground to orient one or more front elements in contact with the soil; and a front suspension comprising a first left swing arm connected to a first ground contact member of one or more front ground contact members and a molded portion of the frame, and a first right swing arm coupled to a second ground contact an element of one or more front elements in contact with the ground and with the cast part of the frame, the vehicle being characterized in that the first left swing arm is rotatable relative to the cast part of the frame around the first left axis and connected to the cast part of the frame along the first direction, while the first direction passes at an angle relative to the first left axis; wherein the first right swing arm is rotatable relative to the cast part of the frame around the first right axis and is connected to the cast part of the frame along the second direction, while the second direction extends at an angle relative to the first right axis. 15. The vehicle of claim 14, wherein the first direction is substantially perpendicular to the first left axis and the second direction is substantially perpendicular to the first right axis. 16. The vehicle of claim 14 or 15, wherein the first direction and the first left axis form an angle of at least about 67 degrees. 17. The vehicle according to 14 or 15, also containing a transverse reaction rod, rotatably connected to the molded part of the frame and connected to each of the left swing arm and the right swing arm, while the connection to the molded part of the frame is located in front of the connection with left swing arm and right swing arm. 18. The vehicle of claim 14 or 15, further comprising a riding seat supported by the frame; steering unit, including a steering wheel; while the riding seat is located behind the steering wheel. 19. The vehicle of claim 14 or 15, wherein the frame includes a tunnel, one or more front ground contact members are a pair of skis, and one or more rear ground contact members are a caterpillar track, in a working position, connected with a power train, wherein at least a part of the caterpillar track is covered by a frame tunnel, and the top landing seat is located above the caterpillar track. 20. A vehicle comprising a frame; a plurality of ground contact members including one or more front ground contact members supporting the front of the frame and one or more rear ground contact members supporting the rear of the frame; a power transmission system held by the frame and in working position connected to at least one of the many elements in contact with the ground; riding seat held by the frame; and a steering unit, in the working position, connected to at least one or more front elements coming in contact with the ground to orient one or more front elements coming in contact with the soil, characterized in that the frame includes first and second metal frame elements, connected to each other by means of structural glue, wherein the first metal frame element is a mounting clamp, and the second metal frame element is a tubular component, wherein the mounting clamp m includes an extended portion overlying the tubular component, wherein the extended portion defines a cavity between the mounting clip and the tubular component and having a projection covering the cavity. 21. The vehicle according to claim 20, also containing at least one mechanical connector, and at least one mechanical connector sets the second frame element relative to the first metal frame element. 22. The vehicle according to claim 20 or 21, in which the first metal frame element includes an opening, the opening being in fluid communication with an adhesive chamber located between the first metal frame element and the second frame element. 23. The vehicle of claim 22, wherein the at least one connector is attached to the first metal frame member and the second frame member before the structural adhesive is placed in the glue chamber through an opening in the first metal frame member. 24. The vehicle of claim 20, 21 or 23, wherein the first metal frame member is made of a first material and the second frame member is made of a second material, the second material being different from the first material. 25. The vehicle according to paragraph 24, in which structural glue surrounds the outer part of one of the first frame element and the second frame element. 26. The vehicle according to claim 20, 21 or 23, in which the structural adhesive is an acrylic-based adhesive. 27. The vehicle according to claim 20, 21 or 23, wherein at least one of the plurality of elements coming into contact with the ground is a tracked path connected in the working position to the power transmission, and the first frame element and the second frame element interact for the formation of at least part of the tunnel covering at least part of the crawler track. 28. The vehicle according to claim 20, 21 or 23, in which the frame includes a tunnel, and its front part is located in front of the tunnel, and the middle part is located between the front part and the tunnel; many elements in contact with the ground include a pair of skis, in the working position connected to the front of the frame through the corresponding front suspensions, and a caterpillar track in the working position connected to the power transmission; at least part of the track is covered with a tunnel; and the first frame member is a cast member, and the second frame member is a pressed tubular member. 29. The vehicle according to claim 20, 21 or 23, in which the frame includes a tunnel, and its front part is located in front of the tunnel, and the middle part is located between the front part and the tunnel; many elements in contact with the ground include a pair of skis, in the working position connected to the front of the frame through the corresponding front suspensions, and a caterpillar track in the working position connected to the power transmission; at least part of the track is covered with a tunnel; and the first frame element is a cast element, and the second frame element is a drawn tubular element. 30. A method of assembling a snowmobile frame, comprising the steps of:
provide the first element of the frame of the snowmobile and the second element of the frame of the snowmobile, while the first and second frame elements overlap to form a closed pair;
placing a first snowmobile frame member relative to a second snowmobile frame member;
combining the first and second frame members by connecting the first snowmobile frame member to the second snowmobile frame member using mechanical fastening means that passes through an opening in at least one of the first snowmobile frame member and the second snowmobile frame member;
form a cavity between the first and second frame elements inside the closed interface, and the cavity is formed by an annular recess on one of the installation clamp or tubular component and a protrusion at the end of the installation clamp portion covering the cavity; and
attach the first frame element of the snowmobile to the second frame element of the snowmobile by filling the cavity with structural adhesive after attaching the first frame element to the second frame element with mechanical fastening means, the mechanical fastening means being located at a distance from the structural adhesive. 31. The method according to item 30, in which the first frame element of the snowmobile and the second frame element of the snowmobile interact to form a chamber for glue for receiving structural glue. 32. The method according to p, in which the step of attaching the first element of the frame of the snowmobile to the second element of the frame of the snowmobile by means of structural glue includes the step of introducing structural glue into at least one hole made in the first element of the frame of the snowmobile, at least , one hole is in fluid communication with the glue chamber. 33. A vehicle comprising a frame including a tunnel; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; an engine held by the frame and in working position connected to the rear crawler; a variator held by the frame and in working position connected to the engine and to the rear crawler; variator guard held by the frame and located generally above the variator; and an oil tank in fluid communication with the engine, in which the variator guard is located in front of the tunnel and connected to the front of the frame, and the oil tank is held by the variator guard. 34. The vehicle according to claim 33, wherein the variator guard includes at least one fluid recess for removing spilled oil from the variator. 35. The vehicle according to p. 33 or 34, in which the variator guard includes at least one installation tool, and the oil tank includes at least one installation tool, and at least one mounting tool for the variator guard and at least one installation means of the oil tank cooperate to install the oil tank relative to the variator guard. 36. The vehicle according to clause 35, in which at least one installation tool of the oil tank protrudes from the bottom surface of the housing of the oil tank, and at least one installation tool of the variator enclosure is at least one recess, which receives at least one installation means of the oil tank. 37. The vehicle according to p. 33, 34 or 36, also containing at least one holder, and at least one holder holds the oil tank on the variator guard. 38. The vehicle according to p. 33, 34 or 36, in which the first holder is placed in a recess in the oil tank and connected to the variator guard. 39. The vehicle according to p. 33, 34 or 36, in which the oil tank includes a sump communicating in fluid with the engine, and the main tank in fluid communication with the sump. 40. The vehicle of claim 39, wherein the oil tank sump has a size that allows the vehicle to climb at an angle of 50 degrees for approximately 4 minutes. 41. The vehicle according to § 39, in which the oil tank is made by blow molding, and the sump is separated from the main tank by the locking portion of the oil tank housing. 42. An oil tank for a two-stroke engine, comprising a housing having an internal volume, the first part of the internal volume corresponding to the main tank, and the second part of the internal volume corresponding to the sump; in which the separator separates the main section and the sump, the sump being generally lower than the main tank, and the separator has a variable-width hole allowing oil to flow from the main tank to the sump. 43. The oil tank according to paragraph 42, in which the volume of the sump is at least about 1.8 percent of the internal volume of the housing. 44. The oil tank according to paragraph 42 or 43, in which the volume of the sump is approximately 5.5 percent of the internal volume of the housing. 45. The oil tank according to paragraph 42 or 43, characterized in that the separator is a part of the housing. 46. The oil tank of claim 42 or 43, wherein the variable-width bore increases in width substantially linearly. 47. The oil tank according to claim 42 or 43, wherein the variable-width aperture in the separator is generally V-shaped. 48. An oil tank for a two-stroke engine, comprising a housing having an internal volume, the first part of the internal volume corresponding to the main tank, and the second part of the internal volume corresponding to the sump; and a separator separating the main portion and the sump, in which the oil tank is molded and has a locking part at least partially bounding the main part and the sump, and the separator is a part of the housing. 49. The oil tank according to claim 48, wherein the housing is an integral component made by blow molding. 50. The oil tank according to item 48 or 49, in which the sump is separated from the main tank by means of locking means in the housing. 51. The oil tank according to claim 48 or 49, wherein the separator includes a fluid channel connecting the main portion and the sump. 52. The oil tank according to paragraph 51, in which the liquid channel has a substantially linearly increasing width. 53. A vehicle containing a frame; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; power transmission system held by the frame and in working position connected to the rear tracked course; riding seat held by the frame; a steering unit, in working position, connected to a pair of front skis to orient one or more front elements in contact with the ground; a caterpillar assembly located within the rear caterpillar track and comprising at least one drive element, which in the working position is connected to the power drive system and to the rear caterpillar track; a rear suspension, rotatably connected to the track assembly on the first axis and rotatably connected to the frame on the second axis; and a snow reflector held by the rear suspension at the first point, the first point being higher than the first axis and lower than the second axis. 54. The vehicle according to item 53, in which the second axis forms the first connection between the rear suspension and the tunnel frame. 55. The vehicle according to item 53 or 54, in which the second axis is located between the first axis and a pair of front skis. 56. The vehicle according to item 55, in which the first point is located behind the rear end of the tunnel. 57. The vehicle of claim 53 or 54, further comprising a rear bumper connected to the rear suspension by a first end and having a second end extending backward, wherein the snow reflector is connected to the rear bumper at the second end. 58. The vehicle of claim 57, wherein the snow reflector is a flexible snow shield. 59. A vehicle containing a frame; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; power transmission system held by the frame and in working position connected to the rear tracked course; riding seat held by the frame; a steering unit, in working position, connected to a pair of front skis to orient one or more front elements in contact with the ground; caterpillar assembly located within the rear caterpillar track, comprising at least one drive element, which in the working position is connected to the power drive system and the rear caterpillar track, the rear suspension, rotatably connected to the caterpillar assembly along the first axis and with the possibility of rotation connected to the frame along the second axis; and a rear bumper connected to the rear suspension at a first point, the first point being higher than the first axis and lower than the second axis. 60. The vehicle of claim 59, wherein the rear bumper moves with the rear suspension. 61. The vehicle according to § 59 or 60, in which the first point is located behind the first end of the frame tunnel, while the tunnel covers at least a portion of the rear tracked track. 62. The vehicle of claim 59 or 60, wherein the rear bumper ends substantially behind the first point. 63. The vehicle of claim 59 or 60, wherein the first point is in front of the rear spurious wheel of the track assembly. 64. A vehicle comprising a frame including a tunnel; a plurality of elements in contact with the ground, including a pair of front skis supporting the front of the frame, and a rear tracked track supporting the rear of the frame; power transmission system held by the frame and in working position connected to the rear tracked course; a rear seat base connected to the frame and extending back beyond the rear end of the frame; a riding seat held by the frame and connected to the rear seat base; a steering unit, in working position, connected to a pair of front skis to orient one or more front elements in contact with the ground; and a taillight connected to the rear base of the seat, the taillight being located behind the rear end of the frame. 65. The vehicle according to item 64, in which the rear base of the seat is a frame support. 66. The vehicle of claim 64 or 65, wherein the track assembly is within the rear track, the track assembly comprising at least one drive element that is operatively connected to the power drive system and the rear track; and the rear suspension is rotatably connected to the track assembly on the first axis and rotatably connected to the frame on the second axis. 67. The vehicle according to p, in which the rear base of the seat is connected to the frame at the back of at least one drive element of the track assembly and in front of the second axis. 68. The vehicle of claim 64 or 65, wherein the rear suspension is connected to the frame tunnel and the rear base of the seat is connected to the frame tunnel at a point in front of the second axis. 69. A vehicle comprising a frame including a tunnel and a front cast portion; left ski and right ski supporting the front of the frame; the front left suspension and the front right suspension, wherein the front left suspension is supported by left ski and is movable relative to the left ski, while the front left suspension supports the front molded part of the frame and is movable relative to the front molded part of the frame, and the front right suspension is supported by right ski and is movable relative to the right skiing, and the front right suspension supports the front molded part of the frame and is movable relative to the front molded part of the frame; a caterpillar track at least partially located within the tunnel, and the caterpillar track supports the frame; an engine held by the frame and in working position connected to the crawler; moreover, the vehicle also contains an exhaust system connected to the engine, including an exhaust manifold connected to the engine, and an exhaust channel connected to the exhaust manifold and passing forward within the front molded part of the frame, while the exhaust channel extends forward relative to the left front suspension and the right front suspension. 70. The vehicle according to p, also containing a resonator connected to the exhaust channel, and the resonator is held by the frame and installed relative to the frame, at least one installation tool. 71. The vehicle according to p, also containing a resonator connected to the exhaust channel, and the exhaust channel has a first part connected to the exhaust manifold, a second part connected to the resonator, and a third part located between the first part and the second part, and the third part has an increased cross-sectional area relative to the first part and relative to the second part. 72. The vehicle according to any one of paragraphs.69-71, in which the exhaust channel extends forward from the front of the front molded part of the frame. 73. A vehicle containing a frame; a plurality of ground contact members including one or more front ground contact members supporting the front of the frame and one or more rear ground contact members supporting the rear of the frame; a power transmission system held by the frame and in working position connected to at least one of the many elements in contact with the ground; a steering assembly in operative position connected to at least one or more front elements in contact with the ground to orient one or more front elements in contact with the soil; and a front suspension comprising a first left swing arm connected to a first ground contact member from one or more front ground contact members, and a first right swing arm coupled to a second ground contact member from one or more front ground contact members, in which the frame includes a molded ferrule having at least two molded frame components, a first left swing arm and a first right swing arm connected to the frame via a common about connecting to a connector that connects the first right swing arm to the first left swing arm, wherein the connector connects the first molded component of the molded holder and the second molded component of the molded holder to each other, wherein the connector passes through the first molded component of the molded holder and the second molded component of the cast clips. 74. The vehicle according to p, in which the connector passes through the frame. 75. The vehicle according to p. 73 or 74, in which the first left swing arm and the first right swing arm are each connected to the molded yoke of the frame, the first left swing arm is rotatable relative to the molded yoke around the first left axis and connected to the molded yoke by a second joint along a first direction substantially perpendicular to the first left axis, and the first right swing arm is rotatable relative to the molded ring around the first right axis and connected to the molded ring ymoy through third compound along a second direction substantially perpendicular to the first right axis. 76. The vehicle of claim 75, wherein the common connection connects a first left swing arm with a molded clip along a third direction, the third direction forming an angle of at least about 67 degrees from the first left axis. 77. The vehicle of claim 73 or 74, wherein the front suspension also includes a second left swing arm connected to the first ground contact member from one or more front ground contact members, and a second right swing arm connected with a second element coming into contact with the soil from one or more front elements coming into contact with the soil. 78. The vehicle according to item 77, in which the first left swing arm is rotatable relative to the frame around the first left axis, the second left swing arm is rotatable relative to the frame around the second left axis, the first right swing arm is rotatable relative to frames around the first right axis, the second right swing arm is rotatable relative to the frame around the second right axis, the first left axis being substantially parallel to the second left axis, and not the left right axis is substantially parallel to the second right axis. 79. The vehicle according to p, in which the first left swing arm is rotatable relative to the frame around the first left axis, the second left swing arm is rotatable relative to the frame around the second left axis, the first right swing arm is rotatable relative to frames around the first right axis, the second right swing arm is rotatable relative to the frame around the second right axis, and the first left axis extends at an angle relative to the second left axis, and the first right axis runs at an angle relative to the second right axis.

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