EA040547B1 - MOTORIZED VEHICLE - Google Patents

Description

The present invention relates to a vehicle, comprising a front part containing at least one steering ski, made with the possibility of steering it with a steering wheel, a rear part containing a frame that is rigidly connected to a caterpillar-type propulsion vehicle and is driven using a transmission mechanism configured to be driven by an engine. In particular, the present invention more generally relates to a light mobile off-road vehicle for any terrain (snow, mud, sand, soil, asphalt), which allows individual mobility (for example, a wide range of people), in particular in snowy regions.

Individual transportation in snowy regions is traditionally carried out using snowmobile-type vehicles, also called Skidoo snowmobiles.

A conventional snowmobile is a motorized vehicle, typically driven by one or two tracks, and equipped with skis to provide directional control of the vehicle. It is a powerful vehicle (engine power typically exceeds 90 kW) and is suitable for long journeys and heavy loads. Traditionally, a snowmobile contains a heat engine. A modern snowmobile typically contains a single track with a large contact area (0.8 m ² ) that provides the vehicle with tractive effort corresponding to its engine power. Its front skis, large track (typically 50 cm) and seat size make it a comfortable and stable vehicle suitable for long distance travel.

The snowmobile's power, comfort and stability required for long distance travel results in a high unit weight (over 230 kg for most models) and large dimensions (over 3 m in length).

The presence of a heat engine in it determines that such a piece of equipment is a source of air pollution and loud noise, which, as a rule, creates a negative impression. In addition, snowmobiles are made up of many parts and are expensive to manufacture.

The conventional snowmobile, due to its power, size and the pollution it generates, is not suitable for individual mobility in a ski resort and, more generally, in an urban environment. It is not suitable, for example, for creating a self-service snowmobile fleet for the general public to provide individual mobility in a winter ski resort.

Given the weight and size of the snowmobile, it cannot be attributed to mobile equipment. The characteristics of such a snowmobile do not allow the user to transport it themselves and it can only be moved on a trailer towed by a vehicle or truck. Due to its characteristics, it is not easy to transport and is not suitable for mail order sales.

Some companies are currently developing a prototype electric powered snowmobile. Known prototypes under development are generally presented as having most of the characteristics of conventional snowmobiles (weight, dimensions, design), with the only difference being that they use an electric motor.

Known snowmobiles with electric motors, having a smaller size. This type of vehicle is usually based on an already existing frame of a smaller conventional snowmobile (for example, for a child) and contains an electric motor. In addition to the fact that this type of vehicle contains an electric motor, it has most of the characteristics of conventional smaller snowmobiles (weight, dimensions, design).

In addition, conversion systems are known for adapting motorcycles to driving on snow, these systems consisting of a narrow track and a monoski. Compatible motorcycles are generally only heat-powered motorcycles. Although the motorcycle is lighter and less bulky than a conventional snowmobile, it is difficult for the user to transport a motorcycle equipped in this way and can only do so with the help of a truck or trailer.

The object of the present invention is to propose a solution for the development of known motorized vehicles of these types, which overcomes all or some of the above disadvantages and, in particular, to propose a mobile motorized vehicle that provides individual mobility and is convenient to transport.

In other words, the object of the present invention is to provide a motorized vehicle of the above type, having a simplified structure, which, due to its reduced weight, small size and structure, can be easily transported by the user, which is convenient to use and suitable for traveling in an urban or suburban environment. .

For this purpose, the present invention relates to a motorized vehicle, comprising a front part containing at least one steering ski made with the possibility of steering it with the steering wheel, a rear part containing a frame that is rigidly connected to a caterpillar-type propulsion vehicle and is driven using a transmission mechanism capable of being driven by an engine, wherein the motorized vehicle is characterized in that it comprises a mechanical connection for mechanically connecting the front to the rear, said mechanical connection being detachable.

By releasable mechanical connection is meant a mechanical connection that can be manually dismantled without violating its assembly method and thus ensuring the integrity of said mechanical connection.

Such a connection also means a mechanical connection, the assembly and/or disassembly of which does not require the use of complex tools and does not require special knowledge for its use.

Due to this combination of features, the motorized vehicle is easily disassembled into at least two parts by performing a simple action or a small number of operations. In addition, the disassembled vehicle has smaller dimensions.

According to the advantageous feature in the storage position, i. e. disassembled and/or assembled, the vehicle has overall dimensions in length and circumference less than or equal to 419 cm, and more preferably its mass is less than 70 kg. Thanks to this feature, the vehicle can be sold via the Internet platform and using a remote sales method. Indeed, the indicated dimensions are considered standard for packages that can be delivered by specialized transport companies such as UPS.

According to a particular technical feature, the vehicle comprises a gripping means which is configured to provide a mechanical connection which can be assembled and dismantled manually, in particular without the use of a special tool.

In particular, said gripping means can be directly attached to the mechanical connection, so that its simple movement allows assembly and disassembly of said connection. Such gripping means may, for example, be a lever associated with a cam that provides tension, tightening or releasing tension, releasing a tightened yoke-like element. This type of attachment is commonly referred to as a quick coupling.

However, the gripping means may be designed to be detachable and spaced from the connection, for example to prevent the vehicle from being dismantled by an intruder attempting to hijack it. Thus, said gripping means is made in the form of a simple tool, such as a key type.

Alternatively or additionally, the releasable mechanical connection comprises releasable mechanical fasteners, such as a screw-nut type, which can be removed with a simple tool such as a standard screwdriver.

The motor is preferably a battery-powered electric motor.

According to a specific technical feature, the front part contains a connecting element forming a frame, and with the help of a detachable mechanical connection, the connecting element of the front part is connected to the frame of the rear part. Thus, the vehicle is light and compact.

It is advantageous if the front part comprises a front arm, for example of a fork type, connected on one side to the steering ski and on the other side to the handlebar, the connecting element being detachably connected to said front arm in such a way that, for example, it can be dismantle.

In accordance with one feature, the front and/or connecting element can be disassembled into a plurality of parts, which allows them to be dismantled and then packaged as a kit for transport.

Alternatively or additionally, the connecting member and/or the front arm preferably comprise internal articulations which allow folding after disassembly.

Due to these features, the vehicle is compact and, when disassembled, can have relatively small dimensions.

In accordance with one technical feature, a releasable mechanical connection between the front and rear parts is articulated to provide an articulated connection having a horizontal axis extending across the longitudinal base axis of the vehicle. This feature allows you to improve the patency of a motorized vehicle and its maneuverability.

Preferably, said articulation is damped, for example by an energy storage means connecting the front and rear parts.

Again, it is preferable that the steering wheel contains means for electrical control and braking of the engine, and the vehicle contains a device for electrical connection between the front and rear. It also contains a dismantled mechanical device for connecting the brake cable between the front and rear parts.

It is advantageous if the back is self-supporting, i. e. after dismantling the front part and the rear part in the area of the detachable mechanical connection, the rear part remains stable and does not fall. Thus, dismantling can be carried out by one person. In addition, the back

- 2 040547 part can be equipped with a stabilization device such as a stand or stabilizing wheels.

In accordance with one feature, the propulsion means is supported by a bogie, the bogie comprising an upper bogie rigidly connected to the frame and a lower bogie, said bogies being interconnected by means of a suspension mechanism, the lower bogie having at least one degree of freedom with respect to the upper one. trolley.

This feature makes it possible to further improve the cross-country ability of the motorized vehicle and its maneuverability.

Said degree of freedom is preferably a rotation about an instantaneous axis of rotation, also referred to as ICR (instantaneous axis of rotation), which is preferably located longitudinally with respect to the vehicle in the area located to the right of the contact surface between the propulsion vehicle and the ground.

According to another aspect, the present invention also relates to a motorized vehicle, comprising a front part containing at least one steering ski, made with the possibility of steering it with a steering wheel, a rear part containing a frame that is rigidly connected to a caterpillar-type propulsion vehicle and is driven in movement using a transmission mechanism configured to be driven by an engine, wherein the motorized vehicle is characterized in that the engine is mounted in a transmission mechanism wheel which forms a drive wheel of the propulsion vehicle.

The engine/transmission assembly may also be referred to as a drive sprocket.

Integrating the engine into the transmission wheel allows for a more compact and simplified design while providing efficient propulsion of the propulsion system, as well as increasing the mechanical power output of the track mechanism.

These advantages provided by the motor integrated in the drive wheel, also referred to as the in-wheel motor, do not rely on a detachable mechanical connection to connect the front to the rear.

However, the combination of these two features provides an advantage for combining all of these advantages.

Thus, a motorized vehicle according to the present invention, containing a releasable mechanical connection for connecting the front to the rear, as described above, may contain an in-wheel engine according to the present invention, as well as all features depending on it. Conversely, a motorized vehicle in accordance with the present invention, containing an in-wheel engine forming a drive wheel, as mentioned above, may contain a detachable mechanical connection for connecting the front to the rear, as described above, as well as all features depending on it .

An advantage is provided if the propulsion vehicle is supported by a bogie, the bogie comprising an upper bogie rigidly connected to the frame and a lower bogie, said bogies being connected to each other by means of a suspension mechanism, the lower bogie being articulated with the upper bogie and having at least one degree of freedom. in relation to the top cart. This degree of freedom may be a rotation about an instantaneous axis of rotation, preferably located on a straight line, called the line of force of the track, which is collinear with the resultant driving force applied by the in-wheel motor to the track.

According to one embodiment, the transmission wheel, which forms the drive wheel of the propulsion vehicle, is rigidly connected to the lower bogie at its rear. Vehicle braking is provided by a brake, such as a disc brake, which is rigidly connected to the rotating part of the in-wheel motor or drive sprocket, and whose pads are rigidly connected to a fixation point on the lower bogie.

Static track tension control is achieved by moving the in-wheel motor in a horizontal direction using elongated holes in the lower bogie area. A locking mechanism, such as a screw/nut system, allows the motor pins to be locked in position while the motor is being moved. A similar mechanism (oblong hole + screw / nut) is used to adjust the position of the brake shoes in relation to the lower bogie.

In addition, it is preferable that the lower and upper carts are connected to each other by means of at least one suspension and a connecting rod.

In a specific technical configuration, the lower and upper carts are connected to each other by means of two hangers (one front hanger, one rear hanger) and at least one connecting rod.

In a specific technical configuration, the bogie is designed in such a way that the caterpillar track has a triangular shape, i.e. has three bends, and the wheel forming the in-wheel engine,

- 3 040547 is rigidly connected to the bottom trolley in its rear part. The extra wheel can be on standby at the rear of the top cart.

According to one embodiment, the transmission wheel, within which the engine is located, comprises a plurality of cells around its circumference separated by stiffeners, the stiffeners being preferably inclined relative to the radial direction of the wheel.

According to one embodiment, the transmission wheel, inside which the engine is mounted, rests on a shaft that is connected to the bottom truck, with at least one damping joint located between the wheel shaft and the bottom truck, preferably in conjunction with at least one plate of a harder material. than the specified joint.

According to one embodiment, the frame comprises at least four elongated half-holes which are configured to receive portions, preferably located at the ends of at least two shafts supported by a bogie, preferably an upper bogie. Said elongated half-holes are preferably open at the bottom and arranged in pairs on each side of the frame, the bogie shaft being connected to two elongated half-holes near their ends.

Due to its design, the snowmobile according to the present invention is also easily disassembled and assembled, which makes it easier for the user to transport or sell by mail order.

Thus, the present invention provides a skidoo-type motorized vehicle which, due to its structure, is easy to disassemble and assemble, making it easy to transport by the user or sell by mail order, and which can be transported, for example, in a suitcase on wheels or even transported in in a parcel, in the trunk of a car, in an elevator, in a gondola or in a light aircraft.

Additional features and advantages of the present invention will become apparent from the following description, given by way of example only and with reference to the accompanying drawings, in which: FIG. 1 is a perspective view of a motorized vehicle according to one embodiment, shown with a driver;

in fig. 2A, 2B and 2C are profile views of a motorized vehicle according to this embodiment;

in fig. 3 is a side view of a motorized vehicle according to another embodiment;

in fig. 4 is a perspective view of a motorized vehicle according to the embodiment shown in FIG. 3;

in fig. 5 is a front view of a motorized vehicle according to the embodiment shown in FIG. 3;

in fig. 6 shows a motorized vehicle according to this embodiment in a transport configuration;

in fig. 7 shows the rear of the motorized vehicle according to this embodiment in a transport configuration;

in fig. 8-20 are detailed views of various parts of a motorized vehicle according to this embodiment;

in fig. 21 is a schematic view of a motorized vehicle according to one embodiment, comprising an unarticulated cart;

in fig. 22A and 22B are schematic views of two vehicle front suspension configurations according to various embodiments, the vehicle comprising an unarticulated bogie;

in fig. 23A, 23B, and 23C are schematic views of a motorized vehicle according to one embodiment, comprising an articulated bogie, shown with three different ground profiles;

in fig. 24A, 24B, and 24C are schematic views of three configurations of the suspension mechanism between the articulated lower truck and upper truck of a vehicle, in accordance with various embodiments;

in fig. 25A, 25B, 25C, 25D and 25E are side views of a motorized vehicle according to the embodiment shown in FIG. 1 and 2, with different slope profiles of the ground on which the vehicle is moving;

in fig. 26A and 26B are schematic views of two vehicle front suspension configurations in accordance with various embodiments;

in fig. 27A and 27B are front and side views of an in-wheel engine or drive sprocket according to one embodiment;

in fig. 28 is a side view of a motorized vehicle according to one embodiment, comprising an in-wheel engine, in which said in-wheel engine rests on an upper bogie at its front;

in fig. 29 is a side view of a motorized vehicle according to one embodiment, comprising an in-wheel engine in which said in-wheel engine rests on a bottom truck at its rear;

in fig. 30, 31, 32, 33, 34 and 35 are perspective and detailed views of a motorized vehicle according to another embodiment;

in fig. 36A, 36B and 36C are schematic views of a motorized vehicle according to one embodiment in various positions between the lower and upper carts;

in fig. 37A and 37B are schematic views of a motorized vehicle according to one embodiment in various positions according to the state of the rear suspension;

in fig. 38 and 39 are side and perspective views of a motorized vehicle according to another embodiment;

in fig. 40A, 40B and 40C show a motorized vehicle in accordance with one embodiment according to various applications;

in fig. 41A and 41B show a vehicle according to another embodiment and detail the bogie.

In the description and the claims, in order to clarify the description and the claims, the terms longitudinal, vertical and transverse are used in a non-limiting sense and in the drawings are indicated by symbols for the three indicated directions L, V, T.

Throughout the figures, identical or like reference numerals denote identical or similar elements or sets of elements.

In addition, the terms top, bottom, vertical and their derivatives refer to the position or orientation of a member or component, said position or said orientation being taken into account when the motorized vehicle is on the ground, in the configuration of use.

In FIG. 1 is a schematic view of a motorized vehicle 1 according to one embodiment.

The motorized vehicle 1 comprises a front part 2 containing at least one steering ski 21 configured to be controlled by means of a steering wheel 22, a rear part 3 containing a frame 31, which is rigidly connected to the caterpillar-type propulsion vehicle 32 and is driven from using a transmission mechanism 4 configured to be driven by a motor 5, such as a battery powered motor 5 (not shown).

According to the present invention, the motorized vehicle 1 comprises a mechanical connection 6 for mechanically connecting the front part 2 to the rear part 3, the mechanical connection 6 being detachable.

The motorized vehicle 1 thus comprises two parts, a front 2 and a rear 3, which are separable, but which can be easily mechanically assembled and electrically connected (without the use of special tools and great effort, with a small number of operations).

Preferably, said front 2 and rear 3 parts each have reduced dimensions and weight so that they can be easily handled by the user. Thus, each motorized vehicle 1 can be moved on foot on wheels, in the trunk of a car, in an elevator, in a gondola, in a light aircraft, or even in a parcel.

This construction is shown in particular in FIG. 6 and 7. The front part 2 is foldable and consists of a front arm 24, which is rigidly connected to a connecting element 23, articulated so that it can be folded, and due to a structure consisting mainly of a set of tubular elements, has small volume, which allows you to put it in a regular backpack. It should be noted that the front part can also, alternatively or additionally, be dismantled.

The mechanical assembly of the front part 2 with the back part 3 can be carried out in various known ways, for example by means of pins or other assembly elements which allow the mechanical connection between the parts to be achieved without special tools, at most with standard tools, for example in the case of a screw-nut type assembly, also referred to as a bolted connection. Said mechanical connection 6 will be described in detail below.

The front part 2 contains a front lever 24, for example, a single lever type, which is shown in the drawings, or a fork type, with the front lever 24 attached on one side to the steering ski 21, and on the other side to the steering wheel 22.

The front lever 24 contains a rod 240, which is located at its upper end and is fixed

- 5 040547 with a fixing device which can be dismantled and which allows the handlebar 22 to be attached (see Fig. 8).

The handlebar 22 is mounted to the stem 240 and thus to the front arm 24 by means of a clamp. The device for fixing the steering wheel on the stem of the front lever 24 is preferably easily dismantled, i.e.

without tools such as a clamp or clamp.

The front arm 24 has a lower end containing a connecting element 241 for connection with the steering ski 21, which provides an articulated connection 242 with it.

Said articulation 242 is preferably releasable, i.e. it can be easily dismantled to allow easy separation of the steering ski 21 from the front arm 24.

The steering ski 21 can typically comprise a mono-ski, and more generally at least one ski 21. The mono-ski solution is preferred as it allows for a compact front end 2 as well as greater responsiveness and directional accuracy, while how the solution with two skis 21 can be applied as it provides better stability for the vehicle 1.

The steering ski 21 provides direction control and movement of the motorized vehicle 1 through uncompacted media such as loose snow, sand or mud. The rotation of the handlebar 22 is transmitted to the steering ski 21 by means of the front arm 24 which forms the steering column, in particular by the rotation of the main pin A24 passing through the front arm 24 (see FIG. 3).

The rotation of the steering ski 21 relative to the front arm 24 relative to the horizontal, in particular the pin A ₂₁ parallel to the transverse axis T of the vehicle 1, is free, but its angle can be limited and/or it can be damped using a damping device 210.

In the technical configuration, the steering damping between the steer ski 21 and the front arm 24 is provided by a foam block 210 which is rigidly connected to said steer ski 21 and collides with the steer arm 24 beyond a certain angular advance. This is easier to implement than installing a damping support between the ski 21 and the steering column 24 and allows the removal of the steering ski 21.

Steering ski 21, i. e. the ski or skis preferably has a longitudinal guide (not shown) on its lower surface to improve ground engagement S.

The front part 2, such as the front arm 24 or the steering ski 21, preferably includes a mounting interface to enable them to be attached to an additional module 100 at the front of the vehicle, such as a front plow used to push snow to the side of the road, to thereby perform the function snow plow (see Fig. 40C). The pin A21 of the connection between the steering ski 21 and the front arm 24 forming the steering column is removable and can be dismantled without tools in this case where the pin is used and secured.

The front part 2 comprises a connecting element 23 forming a frame, the connecting element 23 being rigidly connected to the front arm 24 and being articulated with respect to said front arm 24. Said articulations, in particular, make it possible, after dismantling the front 2 and rear 3 parts, to fold the front part 2, which is compact when folded. It should be noted that the front part can also, alternatively or additionally, be dismantled into several parts.

The joints of the connecting element 23 are formed by hinges of horizontal shafts parallel to the transverse axis T of the vehicle 1.

The connecting element 23 is mainly formed from a set of tubular elements, in particular connecting rods, the front part 2 being additionally damped by a damper 20, and said set basically performing two functions:

mechanical connection of the steering ski 21, the front lever 24, which forms the direction control system, and the steering wheel 22 with the rear part 3 through the connecting element 23 and is part of the suspension (damper) and the kinematic part of the vehicle 1.

The front arm 24 includes a rotatably mounted column inside the steering tube, which is rigidly connected to the connecting element 23.

The connecting element 23 of the front part 2 is connected to the frame 31 of the rear part 3 by means of a detachable mechanical connection 6.

According to one embodiment, shown for example in FIG. 3, said connecting element 23 is formed by two crossed posts JS and IM, which are connected to the joints I and S of the front arm and to the joints J and L of the rear part, with the symbols J, I, M and L designating the joints of horizontal axes parallel to the transverse axis T vehicle 1.

In more detail, and with reference to the embodiment shown in FIG. 3, in particular, the connecting element 23 includes a frame (IL) of the connecting element 23, which is installed with the possibility of rotation relative to the frame 31 in the area of two hinges at point L, in which an axis parallel to the transverse axis T is located, and relative to the steering tube IM (hinge at point I, which has an axis parallel to the transverse axis T). It consists, for example, of two tubes (IL) which are essentially side by side and transverse and converge at point I (aluminum alloy, steel alloy, composite materials or other equivalent material).

At the two ends of the tubes (at point L) there is a device designed to allow quick disassembly with respect to the frame 31, for example, there is a hole into which a pin clamp can be inserted;

connecting tube at point K, parallel to the transverse axis T and connecting two tubes IL.

Said tube comprises two connecting hinges, each of which has a horizontal axis parallel to the transverse axis T of the vehicle 1, said hinges being detachable, preferably dismountable without tools, comprising a damper 20 JK and a connecting rod KM;

connector for connection to the IM steering tube, e.g. a female joint.

Connecting elements for connecting to the steering tube (IM) of the front arm 24, which are made of aluminum alloy, steel alloy, composite materials or other equivalent material.

The steerer tube IM has connectors for connecting to the frame of the connector 23, for example by means of two lugs 230 into which the frame's female hinge is inserted (see FIG. 8). Thus, the connection between the frame IL and the steerer tube 23 is provided by a dismountable system such as a pin.

The IM steerer tube has elements to connect to the connecting rod (KM). For example, the female hinge of the connecting rod KM is inserted into the two eyes 230' (see Fig. 9). Thus, the connection between the connecting rod KM and the steering tube is provided by a dismantled system, such as a pin.

The IM steerer tube contains two ends to connect to the steering column (which is inside the steerer tube);

the connecting rod KM (aluminum alloy, composite materials or other equivalent material) is rotatably attached (and so that it can be dismantled) at point K to the tubes IL and at point M to the front arm 23.

The frame IL, the front arm 23 and the connecting rod KM are rotatably mounted (3 articulations) and form an articulated array having 0 internal degrees of freedom or zero internal degrees of freedom. This has the advantage of limiting the tightening torques at the joints (at the hinges parallel to the transverse axis T), as a result of which the structure works mainly under tension/compression forces rather than bending, and thus it is lighter and lighter. perform its dismantling.

A solution in which the frame IL, the steerer tube 23 and the connecting rod KM are fitted with a fit and can be dismantled may well be realized due to acceptable manufacturing costs or ease of maintenance.

The steering wheel 22 contains means 220 for electrical control of the motor 5, in particular the acceleration controller, as well as braking controls, safety devices and anti-theft protection. The wheel 22 also contains elements for displaying parameters to the user.

The electrical control means 220 of the electric motor 5 preferably further comprises two additional controls: a first control to enable and disable the anti-skid function, and a second control to enable the turbo function.

More specifically, the steering wheel 22 contains the following elements:

side handles 222, i. e. right handle and left handle;

an accelerator control device (eg, a control that can be operated by a user with a finger, such as a thumb);

a braking device comprising at least one brake lever 221 which is rigidly connected to the handlebar 22, the braking device comprising a main brake and an emergency brake;

an enable button which is configured such that, when it is pressed, the crawler-type propulsion vehicle 32 drives the motorized vehicle 1 back to move it in a reverse direction;

electronic elements that allow the user to display parameters from the controller or sensors of the rear part 3; wherein said parameters are, for example, the instantaneous value of the vehicle speed, the instantaneous voltage and current of the electric motor 5, the temperature of the electric motor 5, the charge level of the battery which is the power source, the distance covered, etc.;

- 7 040547 controls that allow you to activate and deactivate the anti-skid function: the anti-skid function allows you to reduce the throttle control range compared to the range programmed by default in the controller parameters; activating it reduces the maximum voltage that can be applied to the motor terminals by the controller and thus the maximum speed of said motor. The user can activate this function to limit the loss of traction and thus the sliding of the track 32 relative to the ground S when the vehicle is traveling on a low friction surface such as ice or on a steep slope;

controls to activate and deactivate the turbo function: the turbo function allows you to increase the maximum current supplied to the motor by the controller, compared to the default value programmed in the controller parameters; the default value limits the risk of overheating of the motor winding(s), which can damage their contacts and damage the motor 5. The user can enable this function to increase, temporarily or otherwise, the maximum power that can be supplied to the motor by the controller. When exceeding the recommended range of use, the user will be able to control the temperature of the engine on the display of the specified value, located on the steering wheel 22. In case of exceeding the temperature value programmed in the controller, the specified controller is configured to turn off the power to the engine 5 and issue a signal about this to the user using a signal lamp located on the steering wheel. The user must wait until the temperature drops below this elevated value to start the vehicle 1 again. This functionality enhances the driving experience of the motorized vehicle 1 and also allows it to be used in recreational areas or ski resort sports racing;

one or more lighting elements, such as headlights.

The connecting element 23 of the front part 2 is connected to the frame 31 of the rear part 3 using a detachable mechanical connection 6.

The motorized vehicle 1 includes a device 7 for electrical connection between the front part 2 and the rear part 3 to enable assembly and disassembly of the two parts both mechanically and electrically.

The motorized vehicle 1 includes a dismountable mechanical device for connecting the brake cable of the front part 2 to the brake cable of the rear part 3 to enable assembly and disassembly of the front 2 and rear 3 parts.

In turn, the rear part 3 comprises a frame 31, which is formed by a tubular assembly defining an interior space within which, in particular, the engine block 5' is located, the engine block containing the engine 5 and other power means (for example, a battery, a controller and electronic diagrams), safety devices such as sensors, emergency stop interfaces and cooling elements to cool the motor 5 and other components to prevent overheating.

Specifically, the power means include an electric motor 5;

a controller, in particular a speed controller;

power relay;

an energy source or battery, in particular an electric battery, for supplying the engine 5 with electrical energy;

battery protection circuit (battery management system (BMS)): this circuit protects the battery from overvoltages (braking, overcharging), undervoltages (total discharge) and overheating.

Preferably, the power means are designed so that they can operate in motor mode and generator mode in both forward and reverse directions. In other words, a torque is preferably chosen that can be provided in 4 quadrants, i.e. the engine and generator can operate in two directions of rotation (forward and reverse):

quadrant 1: motor forward quadrant 2: alternator/brake reverse quadrant 3: motor reverse quadrant 4: alternator/brake forward

The power means also includes other electronic components, such as high power electronic circuit, low power electronic circuit, energy recovery circuit (braking and slope driving), electrical wiring, sealed switch such as power switch, sealed battery charging connector and controller parameterization connector. .

Energy recovery is carried out by a motor controller (motor torque + governor), which returns energy to the battery during slope driving or when braking using a battery protection circuit (BMS).

The battery can be recharged in the following ways:

open the battery access hatch, disconnect and remove the battery, and then charge the specified battery using an external charger (at the user's residence or elsewhere);

by means of a suitable connector provided on the vehicle 1, which is capable of providing terminal charging, for example, without the need to remove the battery; or additionally, with portable solar panels, such as flexible material solar panels.

The vehicle 1 further comprises safety means and said power means such as an emergency stop switch (manual and anti-trigger) and a fuse circuit.

To prevent overheating of the power means, the vehicle 1 contains cooling elements such as a forced ventilation system.

Due to the presence of resistance in the motor 5 and electrical conductors, energy losses occur in it, which are converted into heat (Joule effect). In order to avoid destruction of the motor due to excessive heat (for example, due to the melting of varnish on electrical windings), a cooling system is built into the motor unit 5'. It consists of an air inlet located next to the engine 5 and at the bottom of the casing surrounding the engine block 5' and an air outlet also located next to the engine and at the top of the casing. The air inlet is provided in a zigzag or maze pattern to prevent water/snow/sand from entering the engine block 5'. The air outlet does not necessarily have a zigzag course, and the seat 33 protects said outlet from certain external influences. Inside the frame 32, in front of the air outlet, there is a fan that performs the function of extracting air. This direction of air circulation (from bottom to top) is chosen so that the air moves in the same direction as with natural air convection. The position of these elements is chosen so that the flow of fresh air flows around the motor 5 in areas close to the windings. The case of the battery or batteries is insulated from the specified cold airflow to ensure proper functioning of the batteries (subzero temperatures reduce battery capacity).

Sensors, such as temperature sensors, are placed near heat-prone elements, such as motor windings, to be able to monitor heat loss in the electrical material to ensure its integrity.

To prevent the battery temperature from dropping significantly, which could affect battery performance when the vehicle is parked for a long time in cold environments (such as at night), a heating device (such as a resistor) may be placed near the batteries. Said heating device may be powered by a main battery or by an auxiliary battery. This heating can be automatically controlled by a thermostat.

The engine block 5', containing the engine 5 and the power means, is enclosed in a sealed casing to protect it from external influences.

Sealing is provided around motor shaft 50 by articulations such as lip seals or similar (dynamic) seals, and by use of access covers (not shown) provided on the housing, said access covers including a double cover along the perimeter or periphery of the opening. in combination with joints such as flat seals made of resilient polymeric material and/or equivalents (static seal).

The frame 31 supports a saddle 33 on which at least one user can sit. Touklips 34 are also rigidly connected to the frame 31 in its lower part.

For example, front toe clips 34 may be attached to the bearing connecting plate 340 of the frame 31 to limit the transmission of force to the frame 31 in order to provide the vehicle 1 with a weight advantage at an acceptable size (see FIG. 10).

Other pairs of toe clips 34 may be mounted on the frame 31 if the vehicle 1 is configured to carry passengers on the saddle 33 in addition to the driver.

The caterpillar-type propulsion 32 is located under the frame and is supported by the trolley 8.

As a whole, the bogie 8 forms a guiding system for driving and braking the vehicle 1.

The trolley 8 includes an upper trolley 81 rigidly connected to the frame 31 and a lower trolley 82 which is located under the upper trolley 81.

The bottom 82 and top 81 carts are interconnected by a suspension mechanism 80, with the bottom cart 82 having at least one degree of freedom with respect to the top cart 81 to improve flotation, maneuverability and driving comfort.

The mechanical transmission between the motor 5 and the bogie 8 is provided by a belt 51 or chain rotated by the motor shaft 50 and driving the wheel or sprocket 813 which

- 9 040547 rotate the track 32.

In general, the bogie 8 is an articulated, damped mechanical system which allows the track 32 to be guided, rotated and tensioned, and which provides suspension for the frame 31 and the user(s). It also provides the general kinematics of the vehicle 1, which will be explained in detail below.

Cart 8 consists of two subassemblies, which are connected to each other by means of one or more connecting rods (or levers), which are installed with the possibility of rotation (in planes (O, L, V)), as well as by means of one or more hangers, which also installed with the possibility of rotation (in planes (O, L, V)):

the upper sub-assembly is designated as the upper trolley 81 or fixed trolley and is rigidly connected to the frame 31 with zero degrees of freedom, except perhaps for a structural deformation, which can be neglected:

the lower assembly is designated as the lower cart 82, the movable cart or even the carriage and has at least one degree of freedom with respect to the upper cart 81: for example, rotation about an axis called the instantaneous axis of rotation, which is parallel to the transverse axis T (see Fig. 25 ) and passes through a point called the instantaneous center of rotation.

The main structure of the top carriage 81 consists of two longitudinal parallel beams 810 (or two tubes) which are mechanically rigidly connected to guide the track 32 on their top.

The top bogie 81 includes at least one free wheel 811 at its rear to guide the track 32 at the rear obtuse angle of its path.

This wheel(s) may be in a standby state, ie. not be in constant contact with the track 32, such as in the case of a track 32 referred to as triangular, having a generally triangular shape, or more generally having three peaks or bends.

Other free wheels can be mounted on beams 810 in the area of connections with connecting rods and hangers.

The top carriage 81 includes a shaft 812 which is rotatably mounted at its front to drive, brake and guide the track 32 on a drive gear, also referred to as a sprocket 813, which is rigidly connected to the shaft 812.

Shaft 812 of sprocket 813 has a drive ring that transmits and reduces engine torque, as well as a brake, such as a disc brake, that allows transmission of braking torque between the upper solid body formed by the top truck and shaft 812.

Shaft 812 may be grooved or grooved and may be keyed. The shaft may also include freewheels on either side of sprocket 813.

The sprocket 813 (and its shaft 812) are located on the upper carriage 81, rather than the lower carriage 82, to protect it from the action of gravity from snow, which can prevent it from engaging and thus prevent the track 32 from being driven or even cause it to slip.

The shaft 812 of the sprocket 813 is deliberately projected outside the track 32 on both sides to allow the crown and disc brake to be mechanically connected to the frame. In other words, the shaft 812 is longer than the track 32.

The top bogie 81 includes at least two connecting pins for connection to the frame 31, a front pin A81 (denoted as pin AV) and a rear pin A81' (denoted as pin AR), which necessarily extend beyond the track 32 on both sides of it.

Due to the fact that their length exceeds the width of the track 32, the specified shaft 812 may rub against the snow/sand, which will lead to a significant deceleration of the vehicle. It is desirable to place said pin as high as possible in order to provide a higher passability of the vehicle.

Since the upper cart 81 is connected to the frame by at least two hinges, there is no degree of freedom between these two elements.

The axis of the front pin A81 preferably coincides with the axis of the drive shaft 812.

The front end of the upper bogie 81 is located in front of the end of the lower bogie 82 so that the track 32 has an angle of attack a (see Fig. 3), which allows:

progressively level, as they pass, loose snow or other uneven ground (uncompacted) to increase the power output of the track 32 compared to a solution without an angle of attack; and damping of thrust pads when hitting uneven ground.

The main structure of the lower truck 82 consists of two longitudinal parallel beams 820 which are mechanically rigidly connected to guide the track 32 on their underside and provide contact between the track 32 and the ground S on the lower surfaces of the two beams 820.

- 10 040547

The beams 820 are provided with anti-friction skis (not shown) in the area of their contact surface with the track 32 to reduce friction and hence energy loss.

The track 32 is grooved to guide it when driven by the beams 810, 820, freewheels 811, 821, and sprocket 813.

The bottom truck 82 has one or two free wheels 821 at its rear to guide the track 32 at the rear sharp corner of its path.

Other freewheels 821 may be mounted on the beams 820 at the connection to the connecting rods and hangers to reduce friction at these high force points.

The bottom truck 82 includes two free wheels 821 at its front to guide the track 32 at the front obtuse corner of its path (see FIG. 25). As an alternative to the above, the freewheels may be replaced or supplemented with a sliding edge, as shown, for example, in FIG. 3 (see also FIGS. 34 and 35 according to another embodiment).

The parallel lower beams 820 are spaced less than the width of the track 32 relative to each other so that no part of the lower solid body extends beyond the front of the track 32, thus avoiding friction when the vehicle 1 travels over uncompacted ground ( snow, mud, sand).

The caterpillar belt 32, guided by the trolley 8 described above, provides traction, traction and movement of the vehicle 1 through an uncompacted medium (loose snow, sand, mud).

The track 32 comprises a belt body portion forming a continuous or endless loop and having an outer surface configured to engage the ground S (by means of hooks) and an inner surface which includes driven members (protrusions or holes).

The driven elements are designed to engage with the drive gear, i. e. asterisk 813.

The grip S with the ground, directly related to the maximum traction of the vehicle, is proportional to the contact surface of the soil S and the track 32, depends on the material of the outer coating of the track 32 (rubber or similar), causing an increase in the coefficient of friction of the track 32 with the ground S, and geometric forms of external hooks.

The geometry of the lugs may vary depending on the preferred use of the vehicle 1: long lugs for loose ground (loose snow, sand, mud) and short lugs for hard ground (ice, compacted snow).

The passability of the vehicle 1 is proportional to the contact surface of the vehicle 1 and the ground S, i.e. track 32 with ground S; and steering ski 21 with ground S. Spikes may be attached to the outer surface of the track 32 to improve its grip on ice or compacted snow.

The torque provided by the electric motor 5 is reduced and then transmitted to the sprocket 813 via the chain or belt 51 and then transmitted to the track 32 as a force between the (engaged) sprocket driven members and the (engaged) driven track members 32 as well as due to the engagement of the contact surface of the track and sprocket.

This force F is transmitted along the track 32 by pulling the taut section (BCD section) and then onto the ground by traction in the area of the contact surface of the track 32 and the ground S. This results in an acceleration g, with g = F/m, where m is the mass being driven (vehicle 1 and user(s)).

The counter torque generated by the braking device is transmitted to the sprocket 813, then transmitted to the track 32 as a force between the (engaged) driven elements of the sprocket 813 and the (engaged) driven elements of the track 32, and also due to the engagement of the contact surface of the track 32 and sprocket 813. This force F is transmitted along the track by tensioning the taut section (BAD section) and then to the ground by traction in the area of the contact surface of the track 32 and the ground S. This leads to a deceleration g, with g = - F/m, where m is the mass being driven (vehicle 1 and user(s)).

The vehicle 1 preferably includes a device for adjusting the tension of the chain or belt 51, such as a tensioner, dynamic or static.

A static adjustment solution is preferred, i.e. without the use of a dynamic tensioning mechanism, since it provides benefits in terms of mass, friction, noise and ease of installation. The force path between motor 5 and sprocket ring 813 has been investigated to limit the change in center distance (engine 5 - ring 813) due to significant chain or belt 51 forces. To achieve this, it is preferable to design the vehicle 1 so that the axis of connection between the tracks 32 and frame 31 coincided with the drive shaft (carrying the ring that forms the sprocket 813). In addition, this leads to a limitation in the functioning of the bending elements of the frame 31 located between the connecting

- 11 040547 pin B and engine block 5.

Said static adjustment of the tension of the chain or belt 51 which forms the connection between the engine block 5' and the frame 31 is provided by 4 screw-nut-locknut systems to allow adjustment of the tension of the chain/belt 51.

The vehicle 1 is preferably equipped with a track tensioning mechanism 32. The rear part 3 of the vehicle 1, in particular each beam 820 of the lower truck 82, includes an elongated hole 823 through which the shaft D of the freewheels 822 can be progressively adjusted to form a rear underbend angle ( see Fig. 14).

The screw / nut / locknut system allows you to block the shaft in a given position. This system allows you to statically adjust the tension of the track 32.

Thus, the frame 31 of the vehicle is mechanically connected to both the bogie 8 and the front block 2.

The area of interaction between the frame 31 and the truck 8 contains a mechanical connection that can be dismantled and allows the installation of the frame 31 on the upper truck 81, and the specified mechanical connection preferably includes at least 2 swivel joints, the axis of which is parallel to the axis of the transverse axis T, and, in specifically, one front connection and one back connection:

front connection: the drive shaft 812 is mounted on two flanged bearings, a right and a left bearing, each flange of which is attached to the frame 31 with fasteners, in particular with a bearing plate 340, which is welded to the frame 31 and to which, in addition to In addition, toe clips 34 are rigidly attached.

In accordance with the configuration shown, each plate 340 includes an elongated half-hole 340' on the lower free edge to facilitate dismantling (see Fig. 11 and 12). Thus, when the two fasteners of the two bearings (right and left, i.e. 4 fasteners) are removed, the frame 31 can be easily dismantled by lifting it up.

rear connection: since the rear pin A81' is non-rotatable and since the free wheels 812 are mounted on ball bearings, the bogie 8 is connected to the frame 31 by two fasteners that are located on both sides of the pin and coaxial with said pin. Said shaft bearing pin A81 is provided with, for example, threaded inserts. The ends of the 3 connecting tubes of the frame 31 are compressed and drilled for the possibility of installing fasteners in them. Thus, when the 2 fasteners (right and left) are removed, the frame 31 can be easily dismantled by lifting it up.

One variant of these connections is to form an oblong half-hole at the free edge of the ends of the connecting tubes of the frame 31, while the ends of the pin must be threaded.

As already mentioned, the connecting element 23 of the front part 2 is connected to the frame 31 of the rear part 3 using a detachable mechanical connection 6.

According to one feature, the mechanical connection contains a gripping means 61 which allows manual assembly and disassembly of the mechanical connection 6.

In particular, said gripping means can be directly attached to the mechanical connection, so that its simple movement allows assembly and disassembly of said connection. Such gripping means may, for example, be a lever associated with a cam that provides tension, tightening or releasing tension, releasing a tightened yoke-like element.

This type of attachment is commonly referred to as a quick coupling.

As shown in FIG. 16, for example, this type of gripping means is formed by a handle, called a wing nut, which is rigidly connected to a pivot pin and fixed by a push button.

However, the gripping means may be detachable, i. e. separable, and configured to be at a distance from the connection, for example, to prevent disassembly of the vehicle by an intruder trying to steal the vehicle. Thus, said gripping means is made in the form of a simple tool, such as a key type.

Said gripping means differs from a tool in that it provides direct interaction with the mechanical connection and is very simple and very fast to use.

By fast is preferably meant a mechanical connection 6 which can be dismantled within a period of less than a minute, preferably less than 20 seconds. This time period may be slightly longer (on the order of several minutes) if the releasable mechanical connection 6 includes a releasable mechanical fastener, such as a screw-nut type, which can be removed with a simple tool such as a conventional screwdriver.

As shown in FIG. 15-19, for example, the releasable mechanical joint 6 is articulated so as to provide an articulated joint having a horizontal axis running parallel to the transverse axis T or transverse to the longitudinal reference axis L of the vehicle 1.

- 12 040547

In the damped fork configuration (FIG. 30) (in which the connecting element 23 has no degree of freedom), the hinges of the detachable joint 6 (upper (J axis) and lower part (L axis)) are of interest in that they do not transmit torque along axes L and T. This reduces the forces in the frame 31 (and thus provides an advantage in terms of weight).

In particular, this attachment region 6 of interaction between the front part 2 and the frame 31 of the rear part 3 comprises, in particular, a lower connection of the articulation type between a pin parallel to the transverse axis T and a center L (see FIG. 3): this connection includes at least one system 60 for quick (pin or other element) assembly and disassembly and fastening (ball/clip), an upper connection, related to the type of swivel, between the pin parallel to the transverse axis T, and the center J ( see Fig. 3): this connection includes at least one system 60' for quick (pin or other element) assembly and disassembly, and fastening (ball/clamp); this allows the front part 2 to be mechanically separated from the rear part 3 quickly and without the use of tools.

In the configuration shown, for example, in FIG. 5-20, the connecting element 23 and the frame 32 are connected to each other by a connecting piece 23L, which is rigidly connected, for example, by fitting, to the front part 2 (with the connecting element 23) using a device 60, which allows quick assembly and disassembly of, for example, two connections belonging to the type of planted concentric tubes, secured with a pin.

In order for this connection to be disassembled, it is important that the two starting points or tubular parts 231 of the connecting piece 23L have mutually parallel axes in order to be able to fit the connecting element 23 into them. As shown in FIG. 19, the ends of the tubes of the connector 23 are angled so that they can fit into the connector 23L.

Said connecting piece 23L is rotatably mounted by bearings, ball bearings or other equivalent device relative to a shaft 230 having a concentric axis L and rigidly connected to the frame 32, for example, by means of two side fasteners that are located at a distance from each other in the transverse direction and form bearings on said shaft 230 at both ends thereof.

Ensuring the connection between the connecting piece 23L and the front part 2 during assembly can be difficult, for example, in the case of thermal expansion of the parts. In this case, a quick assembly and disassembly system 6 can be placed between the frame 32 and the shaft 230. In this case, the connecting piece 23L will be firmly connected to the front part 2: instead of a pin, screws or even a welded connection can be used.

The electrical connection 7 (see Fig. 20) between the front part 2 and the rear part 3 is designed in such a way as to allow assembly and disassembly of the front 2 and rear 3 parts, both mechanically and electrically, containing, in particular, a sealed electrical connector e.g. IP65 mini connector, male or female.

Said electrical connection 7 is also releasable to enable the electrical connection/disconnection of the front unit 2 and the rear unit 3 quickly and without the use of tools.

In the rear part 3 of the frame 31 there is also a mounting area of interaction for the rear trailer elements 100', such as a trailer mounted on sleds or skis (Fig. 40A), a passenger sled (Fig. 40B) or a caterpillar follower, for example, in frame type.

In this case, a mechanical connection such as an articulation, a ball joint or a landing connection allows the rear modules such as a sled, haulage rope, etc. to be fixed.

In this case, a sealed electrical connector (for example, type IP65 mini, in the form of a plug or socket) is also used, which allows you to connect / disconnect the rear element of the vehicle. This can be used, for example, to install rear lights, headlights or brake lights on a trailer/sled.

The general kinematic characteristics of the motorized vehicle 1 are designed in such a way as to provide it with an optimal overcoming of obstacles, as well as an improvement in maneuverability.

Since the connection between the vehicle 1 and the ground S is a flat contact in the area of the track 32 and essentially a point contact in the area of the steer ski 21 formed by the ski (given that the ski is free to pivot relative to the frame 32), it is important that the frame 32 has at least one internal degree of freedom to maintain a constant level of the vehicle on the ground in the event of a change in the steepness of the slope, in order to maintain a flat contact between the track 32 and the ground S. In FIG. 21 shows a configuration in which the specified constant level is not maintained due to too much change in slope.

One solution in this case is to place a damper or suspension 20 between the front arm 24 and the ski 21. Then the internal degree of freedom will be provided in the form of movement along the same axis as for the front arm 24 (see Fig. 22A).

- 13 040547

This solution is practical and easy to implement, for example, for city driving, but it is not sufficient to ensure good flotation of the vehicle 1. In fact, the greater the change in slope, the more the front suspension must be compressed to ensure flat contact in the area of the track 32 Beyond a certain specified change, the force acting on the front of the vehicle 1 (which is considered proportional to the suspension travel stiffness K) will be such that the torque balance on the vehicle 1 will not allow flat contact in the area of the track 32.

Another solution is to connect the front sub-assembly 2 to the rear sub-assembly 3 by means of a swivel having a horizontal axis parallel to the transverse axis T (see Fig. 22B). Thus, in order to ensure the rigidity of the vehicle 1, it is necessary to dampen the rotation between the two subassemblies by means of the suspension 20.

Even in this case, this is still not enough to ensure good flotation of the vehicle 1 on certain types of soil, in particular in the countryside. The rotation between the front part 2 and the rear part 3 is limited by the travel of the damper. Beyond a certain slope change, the force exerted by the damper and the front part 2 against the rear part 3 will cause said rear part to tip back and degrade the adhesion of the track 32 to the ground S.

To ensure that the internal rotation of the frame 32 is not limited by the travel of the damper 20, and also to prevent the front part of the track 32 from tearing off the ground S when moving up the slope, at least one internal degree of freedom is provided in the rear part 3. This is particularly preferably ensured by a degree of freedom, in particular by pivoting the frame 32 on which the driver is located with respect to the lower cart 82, the lower cart 82 having at least one degree of freedom with respect to the upper cart 81. This movement between the lower 82 and upper 81 bogies are also referred to as free turn.

The lower carriage 82 of the track 81 is preferably connected to the frame 32 on which the driver is located by at least two connecting elements such as a connecting rod 801 and/or suspension 802.

Relative rotation along an axis parallel to the transverse axis between the lower truck 82 and the frame 32 occurs around a point, which is called the actual center of rotation (virtual center of rotation, VCR), or instantaneous center of rotation (instantaneous center of rotation, ICR), and which is located at the intersection of two elements (connecting rod and/or dampers) involved in the connection.

In the event that these two elements are parallel (see, for example, Fig. 24C), the actual center of rotation is projected to infinity and the relative movement between the lower truck and the frame will be a shift. And in this case, the specified movement is incorrectly referred to as a rotation.

In the event that the frame 32 is connected to the lower cart 82 by two links or connecting rods, its relative movement is limited to only one degree of freedom (rotation about the actual center of rotation).

In case the frame 32 is connected to the bottom truck 82 by means of two arms or connecting rods and one or more suspensions, its relative movement is limited to, for example, only one degree of freedom with damping (rotation about the actual center of rotation).

Alternatively, if the frame is connected to the bottom cart 82 by one link and one suspension (see FIGS. 24A, 24B, 26A and 26B), its relative movement is limited to two degrees of freedom: rotation about the actual center of rotation and movement associated with the stroke of the support device. damper.

Such a solution with at least one degree of freedom has, in particular, the advantage of ensuring good vehicle flotation - the isostatic kinematic characteristics of the vehicle 1 allow it to overcome places with a large change in slope (+40%) without inertia, since a flat contact of the track is ensured. ribbons 32.

These kinematic characteristics, described in more detail with reference to FIG. 23A-23C and 25A-25C allow for the force acting on the ski 21 for any position of the occupant(s) from the point where the center of gravity of the suspended mass is directed forward with respect to the actual center of rotation.

Thus, the position of the actual center of rotation is a parameter that allows you to change the force acting on the ski. In order to maximize the effort on the ski, it is necessary to move the actual turning center as far back as possible. In order to reduce the risk of lifting the front of the frame 32, which occurs when the center of gravity of the suspended mass is behind the actual center of rotation, the actual center of rotation is placed at the rear of the rearmost position of the center of gravity, taking into account the configuration in which only one passenger sits upright and as much as possible further back on the saddle.

Preferably, the sling is placed and even inserted between the front of the frame 32 and the front

- 14 040547 part of the lower cart 82 to limit its corresponding rotation (for example, when lifting with a significant slope or under the influence of engine forces).

Finally, in order for the track 32 to be pressed against the ground, in particular in the case when the frame 32 is connected to the lower truck 82 using two connecting elements (arms, connecting rods, suspension), the truck 8 is designed in such a way that the actual center of rotation located longitudinally in the zone Z, located to the right or vertical with respect to the contact surface between the track 32 and the ground S (see Fig. 25C).

It would be ideal in this case to ensure that the track 32 is evenly pressed against the ground S, with the actual pivot point being vertical to the center of the contact surface between the track 32 and the ground S.

In addition, such free-turning kinematics between the lower truck 82 and the frame 32 provide the advantage of preventing unintentional said free-turning (for example, if the driver pulls the handlebars 22 back), since it is stabilized by the potential energy due to the amount of suspended mass . Free rotation when raising the frame 32 requires raising the center of gravity of the suspended mass, provided, of course, that said center of gravity is in front of the actual center of rotation.

These kinematic characteristics also make it possible to suspend the passenger(s) by means of connecting elements between the frame 32 and the lower bogie containing (at least) one suspension. For the convenience of the driver, the vehicle 1 also includes a front suspension 20, as described above, resting on the front part 2.

A front suspension 20 of this type is advantageous for damping the accelerations of the vehicle 1 and passenger(s) during frontal impacts (which occur primarily during downhill travel) or braking.

This type of suspension 20 also affects the overall kinematic characteristics of the vehicle 1. By carefully choosing the ratio between the front suspension 20 and the rear suspension 802, between the lower 82 and the upper bogie 81, it is possible to design the vehicle 1 in such a way that the frame 32 rotates due to the mass of the passengers. was as small as possible to improve the comfort of these passengers.

The front suspension also makes it possible to increase the flotation of the vehicle 1. By simultaneously compressing during a free turn, the front suspension 20 allows the vehicle 1 to overcome, still isostatically, places with a greater change in slope than in the case of only one free turn.

As described above, a front suspension 20 of this type can be located either pivotally between the front part 2 and the rear part 3 (see Fig. 26A), provided that the front 2 and rear 3 parts are connected by an articulated joint, the axis of which is parallel to the transverse T-axis: in this case, the steering column only works in tension/compression under the forces associated with the mass of the passenger (without taking into account the forces on the steering wheel), and therefore it does not need to change its dimensions when bending, which provides an advantage in terms of mass; in addition, this type of front suspension works only in compression, so when bending it does not need to change its dimensions, which gives an advantage in terms of mass; and/or, more traditionally, between the steering column and the ski 21 (see FIG. 26B): since the front 2 does not have any degree of freedom with respect to the rear, the vehicle will be easier to manufacture.

The track 32 may have different shapes, i. e. the closed loop defined by the track 32 may have a shape in the vertical plane (OLV) which differs depending on the configuration.

The length of the bearing section of the track 32 determines the length of the track 32 in contact with the ground S under normal operating conditions of the vehicle 1. Since the mass of the track 32 can be a significant part of the mass of the vehicle 1, it is preferable to provide the maximum possible ratio of the length of the bearing section to the total length.

One form of the track 32 that provides the best ratio of the length of the bearing section to the total length, and at the same time has the desired angle of attack, is a triangular shape of the track. However, the quadrangular shape of the track 32 shown in the figures provides the additional benefit of allowing the rear top pin to be positioned at a certain height.

Due to the use of the articulated truck 8, a constant perimeter of the track 32 cannot be ensured during the movement of the lower truck 82 relative to the upper truck 81. Thus, reducing the perimeter of the track 32 leads to a decrease in its tension, which can lead to the phenomenon of strong vibration of the sprocket 813 relative to the caterpillar belt 32 and thus to loss of traction or deterioration of braking. In this case, the cart 8 is preferably designed in such a way that the connecting elements (levers 801 and/or dampers 802) between the bottom 82 and

- 15 040547 upper cart 81 are positioned in such a way as to limit the change in the perimeter of the track to a value that ensures proper driving of the track 32 by sprocket 813 when the lower cart moves to all possible positions relative to the upper cart 81. This means that there is no need to in equipping the track 32 with a dynamic tensioner (advantage in terms of weight, maintenance, reliability).

In a specific technical configuration, the actual center of rotation of the articulated bogie 8 is located longitudinally between the axes B and C of the upper bogie 81, so that in free rotation, the change in the length of the front free section 32AV of the track 32 compensates for the change in the length of the rear free section 32AR.

The position of the actual pivot point is chosen, for example, empirically between said two axes B and C, in order to achieve a compromise between approaching the actual pivot point to point C, which results in a decrease in the influence of free rotation on the length of the rear free section 32AR and an increase in its influence on the length of the front free section. plot 32AV (see Fig. 25D); and approaching the actual center of rotation to point B, resulting in a decrease in the influence of free rotation on the length of the front free section 32AV and an increase in its influence on the length of the rear free section 32AR.

The driving force of the vehicle 1 is transmitted from the sprocket 813, driven by the engine 5, to the ground S through the taut section of the track 32. wheels, as well as on the lower truck 82 at point D in the area of the free wheels.

In this context, and in order to limit engine forces in the case of an articulated bogie 8, it is preferable to limit the torque acting on the lower bogie 82 at the actual center of the turn by tensioning the track 32 and place the location V as close as possible to a straight line, called the line of action. effort of the track that passes through the rear free section (tight during forward movement), i.e., for example, the section passing from point B to 1 and passing through the rear axles C and D of the lower 82 and upper 81 track trucks 32 with four bends.

In FIG. 28 and 29 show two other embodiments. These embodiments differ substantially from the other embodiments above mainly in that the vehicle comprises a crawler-type propulsion vehicle 32 driven by a transmission mechanism 4 capable of being driven by an engine 5, the engine 5 being mounted in the wheel 41 of the transmission mechanism 4, which is the drive wheel of the propulsion vehicle 32.

In this case, the engine 5 is separated from the rest of the power blocks, and these power blocks are still placed inside the space bounded by the frame 31, under the saddle 33.

An example of such an in-wheel engine is illustrated in detail in FIG. 27A and 27B.

Since the motor 5 is directly integrated into and mounted in the transmission gear wheel 41, there is no need to use a drive belt 51 between the motor shaft 50 and the sprocket 813. Thus, in this case, the drive gear 4 is formed by the outer shell of the drive wheel, which is capable of being driven into the movement of the track 32, for example, having a notched contour on its periphery.

Said in-wheel motor may be located in the same location as the sprocket shown in the previous figures, i. e. rests on the upper truck 81 in the area of its front shaft at point B (see Fig. 28).

An assembly of this type, called an in-wheel motor, which includes a motor integrated in the wheel (thus providing direct drive), has the following advantages in particular:

does not require an indirect transmission such as chain or belt 51, which is an advantage in terms of the number of parts (and, therefore, in terms of mass and assembly time), reduced maintenance costs and reduced noise;

the absence of an indirect transmission such as a chain or belt 51 exposed to the external environment, which leads to an increase in reliability;

engine 5 is combined with the wheel, which leads to a reduction in size.

On snowmobiles with indirect drive, i.e., in particular, with a belt 51 or chain located between the engine shaft 50 and the sprocket 813, the specified sprocket is preferably located in front of the upper cart 81 (point B), and the engine, in turn, is located in the back of a snowmobile (between the saddle and the track). This arrangement provides the following benefits:

the angle formed by the track 32 in the region of the sprocket is sharp. The contact surface (and hence the transmitted force) between the sprocket 813 and the track 32 is thus larger than if the sprocket 813 were located in said obtuse angle area.

- 16 040547 The sprocket is located on the upper carriage, which, like the engine, is rigidly connected to the frame. Thus, the axis of the motor and the axis of the sprocket are fixed relative to each other (without taking into account structural deformations or mechanical backlash compensation). Thus, chains, gears and crown are sufficient to transfer force from motor 5 to sprocket 813.

There is no other position (other than the position at point B) that satisfies the following two conditions:

points A and C, which respectively form the front track return pin 32 in the region of the lower carriage 82 and the rear return pins of the track 32 in the region of the upper carriage 81, must be excluded, since they correspond to obtuse angles, and the small contact surface of the sprocket with the wheel does not allow the transfer of significant forces;

points D and A, which form the front and rear return pins of the track 32 in the area of the lower truck 82, must be excluded, since they are located on the lower truck 82. Since the upper 81 and lower 82 carts on conventional snowmobiles are designed to move relative to each other (this mobility allows the snowmobile's rear suspension to work), then the center distance between the engine and the sprocket will not be fixed (except in certain cases). To transmit power between the motor and sprocket 813, a complex mechanism is required (a mechanism containing two chains, two gears and two rims, or one chain equipped with a tension mechanism with a significant stroke to compensate for changes in center distance, etc.), which implies a large mass of parts, long assembly times and high maintenance costs.

In addition, it should be noted that the fact of placing a conventional motor (without a wheel), sprocket and chain (or belt) transmission on the lower truck 82 may seem difficult in terms of dimensions, unsuspended mass and tightness. In fact, most conventional motors have unsealed vents, in part to keep them cool and prevent overheating.

However, such a device, containing a conventional engine (sprocket 813 at point B, point B forms the front return pin of the track 32 in the region of the top truck 81), has the following disadvantages:

during forward movement, the taut section of track 32 (i.e., the section that runs from point B to point A, through point C and then point D) has a trajectory that includes two direction changes (at points C and at D) . The freewheels (at points C and D) that allow the direction of the taut section to be changed are subject to significant forces (and friction), resulting in a loss of energy and therefore a reduction in power output. Similarly, the energy required to bend the taut section around the wheels (points C and D) is also lost and there is a reduction in power output (in the case of a track with rubber links without articulation);

while moving forward, the taut section applies to the lower cart 82 in the region of point D (along the bisector of the angle CDA) the force perceived by the soil S (vertical force) in front of the cart (close to point A), as well as the connecting rods connecting the upper 81 and lower 82 carts. The ground force S increases the friction between the track 32 and the lower carriage 82 at point A, resulting in a reduction in power output.

In the case of using the in-wheel motor 41, and with the advantages of the aforementioned in-wheel motor, the in-wheel motor 41 used in the snowmobile has the following advantages in the configuration in which the in-wheel motor is at point D, i.e. rigidly connected to the lower trolley and located behind it (see Fig. 29):

during forward movement, the taut section between points A and D, located below the lower carriage 82, has a trajectory that does not include any changes in direction: this provides an increase in power output compared to using an indirect drive;

during forward movement, the taut portion does not exert significant force on the lower carriage 82: therefore, the vertical force from the ground in front of the lower carriage 81 does not increase, resulting in an increase in power output compared to using an indirect drive;

since the in-wheel engine 41 is directly cooled by contact with the snow, the risks of overheating are reduced (which is an advantage over air-cooled snowmobile engines, and over in-wheel engines of ground vehicles not designed to travel on snow);

since the in-wheel engine 41 is not located in the body of the snowmobile, the structure of the snowmobile casing 1 is simplified (no ventilation circuit, no dynamic motor shaft sealing member, and it can be completely closed (no risk of short circuit), assembly is simplified, maintenance costs are reduced;

the shaft 812 no longer has to be rotatably mounted relative to the top cart or frame 31, which reduces the number of parts and also simplifies assembly and maintenance of the vehicle. Thus, free wheels at the point

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B mounted on ball bearings relative to the shaft 812;

the mass of the in-wheel motor is not suspended, but is not subject to direct impacts in the event of a collision with uneven ground, since the engine is located at the rear of the lower truck, which protects it from some impacts: the wheel motor is preferably elevated relative to the line of contact of the lower truck 82 and the track 32, so that it did not come into contact with the ground (through the track 32), which allows it to be protected from direct impacts.

More specifically, in this embodiment, the drive sprocket is a conventional in-wheel engine from which the spokes or tire are removed and to which the drive gear (or sprocket) is rigidly connected. The sprocket drive elements that form the transmission mechanism 4 (teeth or recesses, for example, see FIGS. 27A and 27B) are designed to engage with the driven elements of the track. The drive sprocket shaft is fixed relative to the lower trolley 81 of the vehicle 1.

The main differences between this embodiment and the indirect drive vehicle are essentially as follows:

the casing of the engine block, rigidly connected to the frame 31, does not contain the engine 5, which directly interacts with the track 32;

drive sprocket 41 is still connected by sealed cables to other power units (controller, batteries, electronic equipment) located in a casing rigidly connected to the frame;

the shaft 5 of the in-wheel motor 41 or drive sprocket 41, which does not rotate with respect to the vehicle 1, is rigidly connected to the lower truck 82;

braking of the vehicle 1 is provided by a brake, such as a disc brake, which is rigidly connected to the rotating part of the drive sprocket 41, and whose pads are rigidly connected to a fixing point on the lower truck 82.

According to the configuration shown in FIG. 41A and 41B, frame 31 has at least four oblong half-holes on its bottom, in this case four, i. two on each side, in particular, on its lower free edge, and also made with the formation of excess thickness (or edge with a shelf), obtained by transverse extrusion with respect to frame 31. Front (B) and rear (C) pins of the upper bogies 81 are threaded at both ends to allow a nut and washer (not shown) to be attached to them. Thus, each of the two elongated half-holes, open downwards, can receive one end of the pins (B), (C) of the upper cart 81, and by tightening (at least) four nuts, thus providing a rigid connection of the upper cart 81 to the frame 31. Excessive thickness (or flanged edge) near the elongated half-holes allows the connection to be maintained (when the nuts/washers are blocked during movement) in the event of minor unscrewing of the nuts). After removing the four fasteners, the frame 31 can be easily removed from the track mechanism by lifting it in a vertical direction.

In an indirect drive vehicle, the lower bogie 82 is connected to the upper bogie 81 by a suspension mechanism 80, in particular at least one connecting rod and one suspension, positioned so as to minimize the change in the perimeter of the track 32 when the upper 81 and bottom 82 carts. A configuration having this advantage is shown in FIG. 35.

For an indirect drive vehicle, there is a variant with a dampened fork.

In FIG. 30, 31, 32, 33, 34 and 35 are general and detailed views of a motorized vehicle 1 according to one embodiment.

In particular, the front arm 24 of the front part 2 comprises a rotatably mounted column within the steerer tube that is rigidly connected to the connecting member 23. The front part 2 further comprises a damper or suspension 20 located between the front arm 24 and the ski 21. More specifically, the lower the end of the front arm 24 includes a fork on which the suspension 20 is mounted. This allows the connecting element 23 to be dismantled and packaged as a kit for transport.

In this embodiment, the parts are connected to each other by fit and secured by releasable mechanical fasteners, preferably comparable to releasable fasteners, so that all these parts can be easily dismantled.

The connecting element 23 of the front part 2 is connected to the frame 31 of the rear part 3 by means of a detachable mechanical connection 6.

Said detachable fastening comprises two articulations which are superimposed on each other in the vertical direction and are connected to the connecting element 24. element 23 has no internal degree of freedom. Each of said two swivel joints is provided with a gripping means 61, said gripping means comprising a handle, called a wing nut, which is rigidly connected to a pivot pin and fixed by a push button.

Alternatively or additionally, the releasable mechanical connections 6 according to this embodiment comprise releasable mechanical fasteners, for example of the screw-nut type, which can be removed with a simple tool such as a standard screwdriver.

In this configuration, the motorized vehicle contains an in-wheel engine 41.

In this case, the shaft of the in-wheel motor 41 is rigidly connected to the stator of the lower truck 82 (also referred to as a guide or carriage). Thus, forces acting on the lower truck 82 counteract the forces (Newton's third law) applied by the in-wheel motor 41 to the track 32.

At the shaft/bottom carriage 82 junction, this torsor turns on the motor torque and driving force. These forces are balanced by the upper bogie 81 (via the connecting rods 90 and/or suspension 91) and the vertical ground reaction S. This ground reaction S causes a local increase in friction, resulting in an increase in power output.

In order to limit this phenomenon and ensure uniform contact pressure between the lower carriage 82 and the track 32, it is desirable to reduce as much as possible the vertical component of the soil reaction S on the lower carriage 82 under the action of engine forces.

In this context, it is preferable to locate the actual turning center on a straight line, called the line of action of the track force L (see Fig. 35), which is collinear with the resulting driving force applied by the in-wheel motor 41 to the track 32 (see Fig. 35, on which the specified line is considered as horizontal). Thus, the vertical reaction of the soil S is equal to zero. Adjustment means, such as elongated holes in the area of the lower car 82/connecting rod, the lower car 82/suspension connections, allow the actual center of rotation to be shifted above or below the specified straight balance line L. This provides the advantage of being able to adjust the pressure distribution along the lower car 82 under the action of the engine force and the choice of loading / unloading the front or rear of the lower truck 82 depending on, for example, the position of the center of gravity of the mass on board (in particular, the driver and, if applicable, passenger(s)).

The advantage is that the track configuration includes a triangular shape, i.e. in this context, track 32 has the following three bending points:

drive at the rear low point of the track 32, at the rear of the lower truck 82, through the in-wheel motor 41, as shown in these drawings;

a free wheel 813' at the top front point at the front of the upper truck 81, connected by a connecting rod 90 to the lower truck 82, designated as the front connecting rod;

a waiting free wheel 811' located at the rear of the top truck 81. This wheel 81 is not used in the normal operating configuration, but is used in some other configurations, for example, when significant slope changes (Fig. 36C) or to stabilize a sagging section at high speed rotation of the track 32. Thus, in this case, such a free wheel of this type does not change the triangular shape of the track 32 in standard use.

In addition to the rear drive benefits mentioned above, this triangular configuration has the advantage of having a track perimeter that is dependent on only one single degree of freedom: the angle between the bottom bogie 82 and the front connecting rod 90. Thus, the track perimeter is 32 independent of the angle between the lower and upper carts (in the normal configuration in which the rear wheel of the upper cart is in standby mode). Thus, the suspension 91 may be placed between the upper 81 and lower bogies 82 to provide cushioning to the vehicle so that its compression/release does not loosen/stretch the track 32 (see FIGS. 37A and 37B).

Finally, in the configuration above, this suspension works under tension, rather than under compression, under the force of the engine during forward movement, which prevents unnecessary loss of energy.

The lower hinge of the front connecting rod 90 is positioned so as to limit the change in the perimeter of the track 32 to a value that provides proper drive of the track 32 by the sprocket when the lower truck is moved to all possible positions relative to the upper truck 81, in accordance with the only one mentioned above. degree of freedom. This means that the track 32 does not need to be equipped with a dynamic tensioner (advantage in terms of weight, maintenance, reliability).

The static tension control of the track 32 is achieved by the oblong holes of the lower truck 82 (connection of the lower truck 82/inner wheel motor 41 or the lower truck 82/connecting rod 90). The movement of the motor pins and connecting rods can be locked in position using a screw/nut system.

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In the variant (FIG. 41B) of the above triangular track configuration, the attachment point (hinge) of the connecting rod 90 to the top truck 81 is displaced rearward relative to the free wheel 813', and the additional suspension 91A can be located in front of the connecting rod 90. In a specific technical configuration, the specified point turn is located at the same distance (varies in the range of +/-20% of the length of the upper cart 81 in relation to the specified equidistant point) from the front 813' and rear 811' wheels of the upper cart 81 and is in close proximity (less than 10% of the length of the upper cart 81 ) from the upper joint of the front suspension 91A. Thus, in the event that the rear suspension 91B is released (for example, in the event of a change in the degree of slope), the relative rotation of the upper 81 and lower bogie 82 will occur relative to the actual center of rotation, located close to the center of the upper bogie 81. The movement of the free wheel 813', as a rule, causes the track 32 to loosen, while moving the wheel 811' (which was in standby mode) tightens the track 32. This configuration limits the change in track perimeter in the event of a change in grade and thus severe vibration of the sprocket.

In a specific configuration according to the variant (Fig. 41B), the axis formed by the rear suspension (the axis passing through the two hinges of the suspension) and the axis of the connecting rod 90 (the axis passing through the two hinges of the connecting rod) 90) intersect at a point located on (or next to it) the bisector of the front upper corner of the track 32 (formed by the free wheel 813'). Thus, in the case of compression/expansion of the front suspension (for example, in the event of a collision with uneven ground), the relative rotation of the upper 81 and lower 82 carts will occur around the actual center of rotation, located near the specified bisector. This configuration limits the change in the perimeter of the track 32 in the event of a change in slope, and thus the strong vibration of the sprocket.

In the specific configuration of the embodiment (FIG. 41B), the upper rear suspension pivot is coaxial to the wheel 811'.

Movement of the drive sprocket 41 (and hence the disc brake rigidly connected to the rotating part of the drive sprocket 41) relative to the lower bogie 82 (and thus the shoes of the disc brake rigidly connected to it) will move the disc away from the shoes and thus thus, to poor braking (reduction of its contact surface). Preferably, the disc brake shoes rigidly connected to the bottom cart 82 can thus also move through the elongated holes on the bottom cart 82 in the region of zones 410. The movement of the shoes can be locked in position by a screw/nut system.

The in-wheel engine 41 or the drive sprocket may be subjected to direct impacts (eg, caused by uneven ground) despite the fact that the engine 5 is elevated from the ground. These shocks can cause damage to the internal components of the engine 5 (electronic or mechanical). On the circumference of the wheel 41 or sprocket (on the strip located between the outer and inner peripheries of the sprocket) cells 411 can be formed. These cells 411 are designed to reduce the radial stiffness of the wheel 41. The material located between two successive cells is called a stiffener 412. Said cells 411 are preferably uniformly distributed over the annular surface of the wheel 41.

The formation of cells 411 necessarily leads to a decrease in the axial rotational rigidity of the wheel 41 and hence its mechanical power output for transmitting engine forces. This can significantly affect the autonomy of the vehicle 1.

Thus, the shape of the cell 411 is chosen to reduce the radial stiffness of the wheel 41 (to dampen impacts in the radial direction) rather than to reduce its axial rotation stiffness (to limit the decrease in the mechanical output of the in-wheel motor 41).

The preferred solution is to choose the shape of the cell 411 so that the stiffeners 412 are inclined relative to the radial direction of the wheel 41. Thus, the stiffeners act in bending under the action of direct impacts that occur when hitting uneven ground, and act in tension/compression under the action of forces engine. If the stiffeners 412 were oriented in accordance with the radial direction of the wheel 41, they would be engaged exclusively in compression, under the action of direct impacts resulting from driving over uneven ground, and would be engaged in bending under the action of the engine forces. Since the rigidity of a solid beam is lower in bending than in tension/compression, a solution involving the use of angled stiffeners is thus preferred.

In FIG. 41A shows the shape of this type of cell 411.

The in-wheel motor 41 or the drive sprocket can be subjected to direct impacts as well as strong accelerations in the vertical direction (for example, when bouncing). Since these shocks can damage the internal elements of the engine 5 (electronic or mechanical), between the axis of the engine 5 and the bottom truck 82 (in particular, in the elongated hole of the bottom truck) are placed joints 413 with a low modulus of elasticity (less than 10 GPa, for example, made of elastic polymeric materials). The function of these joints 413 is to reduce the vertical stiffness (according to Z skidoo) of the connection between the bogie 8 and the engine 5.

It would be impractical to place these joints 413 directly opposite the shaft axis, as they will be sealed under the action of the engine torque, which will reduce the mechanical output power of the connection of the engine 5 to the bogie 8 (and thus the maximum transmitted torque). As a consequence, plates 414, made of a harder material than the material of the hinges 413, are placed between the motor shaft and said joints. The function of these plates is to allow the articulation to work at a greater distance under the influence of engine forces (reduced compaction with increasing surface) and to increase the arm of the engine torque recovery lever with the articulation (reduced compaction due to reduced force).

Thus, the engine axle is arranged in the following layered configuration: bogie 8 - articulation 413 - plate 414 - engine axle - plate 414 - articulation 413 - bogie 8.

In FIG. 38 and 39 are side and perspective views of a motorized vehicle according to another embodiment. In particular, in this embodiment, the front part 2 is comparable to the front part described with reference to FIG. 30-33, and the rear part 3 has an indirect drive, comparable to the drive described above.

In general, regardless of the implementation method used, friction in articulated joints can be reduced through the use of bearings.

Thus, the invention described above has a large number of advantages.

The motorized vehicle format offers, for example, a number of benefits for the user.

The user's seat is low and the user can place both feet on the ground to provide a sense of security. This makes this vehicle more accessible to a wide range of users compared to conventional snowmobiles.

The front of the vehicle can be separated from the rear without the use of tools, allowing said vehicle to be transported in a car or public transport.

All heavy elements (motor, batteries and other power tools) are placed in the back, which can be equipped with wheels (without the use of tools), which makes it easy to transport on foot.

The front part is made collapsible for easy transportation in a backpack made of waterproof fabric.

The rear part 3 is preferably self-supporting. Thus, if the distribution of the elements of the rear block is such that their center of gravity is located above the vertical of the farthest forward point of contact between the ground and the track, a tilt will occur when the front block is dismantled. To avoid this, two feet are installed between pin B and the ground (in this case, the front transport wheels become unusable).

The rear part contains a device that allows you to fix retractable wheels on it, as well as a handle.

Thus, to move the equipment, the user rolls the rear and carries the front. The front can also be fixed on the back to prevent the user from carrying the bag while transporting the equipment. The back can be covered with a sealed fabric cover to prevent snow, water, dirt or other particles from entering during transport or storage, contaminating the equipment during use. The design of this equipment is such that the user can easily switch it from transport to driving mode within a few minutes.

The user can switch the snowmobile from transport to drive mode and vice versa without the use of anything other than the transport wheels and their locking device, a storage bag at the front, and possibly a protective cover at the rear. Since these various transport accessories can be carried in the backpack at the front, the user can take them with him while driving the equipment. This device is designed to be easily transferred by the user from the driving mode to the transportation mode and vice versa during the use of the equipment. This contributes to the fact that the characteristics of this equipment make it possible to attribute it to mobile equipment. For example, this allows the user to store this equipment in their apartment, place it in their car parked in a parking lot, or use a gondola, elevator or other means of public transportation for this equipment.

Its format also allows for the use of new business opportunities such as mail-order sales.

The advantage of electric drive equipment is that it is silent, which makes it suitable, for example, for city and night trips, and does not pollute the environment, which allows it to reach protected nature reserves.

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Claims (11)

In addition, since the torque of the electric motor can be very large at start-up, the present vehicle is not equipped with a gearbox like an internal combustion engine vehicle, which provides an advantage in terms of mass. In addition, the kinematic characteristics of the vehicle are designed to provide it with significant flotation without the need to gain momentum, providing the user with a more flexible driving suitable for a wide range of people. The hinges on the front end allow the frame members to operate in tension/compression rather than bending, which also provides a weight advantage. The present invention has been described above by way of example. It is clear that a person skilled in the art can implement various variants of the present invention without going beyond its scope in any way. CLAIM 1. Motorized vehicle (1) containing a front part (2) containing at least one steering ski (21), made with the ability to control it with a steering wheel (22), a rear part (3) containing a frame (31) , which is rigidly connected to the caterpillar-type propulsion vehicle (32) and is driven using a transmission mechanism (4) configured to be driven from the engine (5), moreover, the motorized vehicle (1) is characterized in that the engine (5) is installed in the wheel (41) of the transmission mechanism (4), which forms the drive wheel of the propulsion vehicle (32), the propulsion vehicle (32) is supported by the cart (8), and the cart includes an upper cart (81), which is rigidly connected to the frame (31), and a lower cart (82), wherein said carts are interconnected by means of a suspension mechanism (80), wherein the lower cart (82) has at least one degree of freedom with respect to the upper cart (81), and the specified the wheel (41) of the transmission mechanism (4), which forms the drive wheel of the propulsion vehicle (32), is rigidly connected to the lower bogie (82) in its rear part. 2. Motorized vehicle (1) according to claim 1, characterized in that it contains a mechanical connection (6) for mechanical connection of the front part (2) to the rear part (3), and the mechanical connection (6) is detachable. 3. The motorized vehicle (1) according to claim 2, characterized in that it comprises a gripping means (61) which enables manual assembly and disassembly of the mechanical connection (6). 4. Motorized vehicle (1) according to any one of the preceding claims, characterized in that the motor (5) is an electric motor which is powered by a battery. 5. Motorized vehicle (1) according to any one of the preceding paragraphs, characterized in that the front part (2) contains a connecting element (23) forming a frame, moreover, using a detachable mechanical connection (6), the connecting element (23) of the front part is connected (2) with the frame (31) of the rear part (3). 6. Motorized vehicle (1) according to claim 5, characterized in that the front part (2) contains a front lever (24), for example, of a fork type, connected on one side with a steering ski (21), and on the other side with steering wheel (22), wherein the connecting element (23) is rigidly connected to the front lever (24) and is made in such a way that it can be dismantled and/or articulated with the possibility of folding. 7. Motorized vehicle (1) according to any one of the preceding claims, characterized in that the releasable mechanical joint (6) is articulated to provide a swivel joint having a horizontal axis extending across the vehicle's longitudinal reference axis (L). 8. Motorized vehicle (1) according to any of the preceding claims, characterized in that the steering wheel (22) contains means (220) for electrically controlling the engine (5), and in that the motorized vehicle (1) includes a device (7) for providing an electrical connection between the front part (2) and the back part (3). 9. Motorized vehicle (1) according to any one of the preceding claims, characterized in that the rear part (3) is self-supporting. 10. Motorized vehicle (1) according to any one of the preceding claims, characterized in that the lower truck (82) has at least one degree of freedom relative to the upper truck (81), and the degree of freedom of the lower truck (82) relative to the upper truck (81 ) preferably represents a turn about an instantaneous axis of turn, which is preferably located longitudinally with respect to the motorized vehicle (1) in the area located to the right of the contact surface between the propulsion vehicle and the ground (S). 11. Motorized vehicle (1) according to any one of the preceding claims, characterized in that, in the storage position, the overall dimensions along the length and circumference of the vehicle -