RU2709148C2 - Snowmobile frame structure - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to machine building, in particular to the snowmobiles. Snowmobile includes frame, front and rear suspension assemblies, ski, endless driving caterpillar, engine. Frame comprises a longitudinally extending tunnel with a rear suspension assembly communicated therewith. Tunnel comprises top wall passing horizontally and having left edge and right edge. Flat left chamfer wall extending downward and to the left of left edge. Left sidewall extending downward from left chamfer wall. Flat right chamfer wall passing downwards and to the right from right edge. Right sidewall extending downward from right chamfer wall. Rear upper support containing left post and right post. Each of the left and right posts has a lower end connected to the corresponding wall from the left chamfered wall and the right chamfered wall, and passes forward, upwards and sideways inside from the lower end to the upper end.

EFFECT: higher strength of frame.

20 cl, 24 dwg

Description

Technical field

[0001] The present invention relates to frames for snowmobiles.

State of the art

[0002] Snowmobiles are intended for driving along prepared tracks and off-road, as well as for performing a variety of tasks, such as walking or transporting goods. Therefore, it is desirable to strengthen the frame of the snowmobile in such a way that it can withstand various types of compressive and torsional loads experienced by the snowmobile when moving on different terrain in different conditions. In addition, it is desirable to reduce the weight of the frame to increase fuel efficiency and improve the handling of the snowmobile in various driving modes.

SUMMARY OF THE INVENTION

[0003] One of the objectives of the present invention is to overcome at least some of the disadvantages inherent in the prior art.

[0004] According to a first aspect of the proposed technology, a snowmobile is provided comprising a frame; a front suspension assembly and a rear suspension assembly connected to the frame; at least one ski functionally connected to the front suspension; endless drive track functionally connected to the rear suspension assembly; and an engine supported by a frame and operatively coupled to the drive track to drive the snowmobile. The frame contains a longitudinal tunnel to which the rear suspension assembly is connected. The tunnel comprises an upper wall extending generally horizontally and having a left and right edge; a flat left beveled wall extending down and to the left of the left edge; the left side wall extending down from the left beveled wall; a flat right beveled wall extending down and to the right of the right edge; and a right side wall extending downward from the right beveled wall. The rear upper support includes a left strut and a right strut. Each of the racks has a lower end connected to the corresponding wall from the left beveled wall and the right beveled wall, and extends forward, upward and sideways inward from the lower end to the upper end.

[0005] In some embodiments, each of the left and right pillars is formed by a side wall that is generally flat.

[0006] In some embodiments, the side wall of the left pillar extends generally parallel to the left beveled wall, and the side wall of the right pillar extends generally parallel to the right beveled wall.

[0007] In some embodiments, each of the left pillar and the right pillar comprises a front wall extending laterally and inward from the front edge of the side wall and a rear wall extending laterally and inward from the rear edge of the side wall.

[0008] In some embodiments, the front wall of each of the left and right pillars extends from the front edge of the side wall at an obtuse angle to the flat side wall.

[0009] In some embodiments, for each of the left and right struts, the rear wall extends from the rear edge of the side wall at an obtuse angle to the flat side wall.

[0010] In some embodiments, each of the left and right struts is a sheet metal structure having a C-shaped cross section between the upper and lower ends.

[0011] In some embodiments, at each of the left and right pillars, the width of the side wall between its front edge and the rear edge decreases toward the upper end.

[0012] In some embodiments, for each of the left and right pillars, the front wall extends from the side wall along the entire length of the corresponding left and right pillars below the upper end; and the rear wall extends from the side wall along the entire length of the corresponding left and right struts.

[0013] In some embodiments, the front wall of each of the left and right pillars extends laterally inward from the front edge of the side wall to the inner edge of the front wall, the distance from the inner edge of the front wall to the side wall at the top of the corresponding left and right racks more than its lower end. The rear wall extends laterally inward from the rear edge of the side wall to the inner edge of the rear wall, and the distance from the inner edge of the rear wall to the side wall in the upper part of the corresponding left and right struts is greater than at its lower end.

[0014] In some embodiments, for each of the left and right struts, the inner edge of the front wall below the upper wall of the tunnel is located between the side wall and the corresponding wall of the left and right beveled walls. The inner edge of the rear wall below the upper wall of the tunnel is located between the side wall and the corresponding left and right beveled wall.

[0015] In some embodiments, the left beveled plane comprises a left beveled wall, and the right beveled plane contains a right beveled wall. At each of the left pillars and the right pillars, the inner edge of the front wall is laterally displaced inward from the corresponding beveled wall above the upper wall of the tunnel. At each of the left pillars and the right pillars, the inner edge of the rear wall is laterally displaced inward from the corresponding beveled wall above the upper wall of the tunnel.

[0016] In some embodiments, the engine is an internal combustion engine, and the snowmobile further comprises:

[0017] a fuel tank located in a tunnel between the left strut and the right strut, the left strut connected to the left side of the fuel tank and the right strut connected to the right side of the fuel tank.

[0018] In some embodiments, each of the left pillar and the right pillar comprises a front wall extending laterally inward from the front edge of the side wall and a rear wall extending laterally inward from the rear edge of the side wall. The left side of the fuel tank is located between the front wall and the rear wall of the left strut. The right side of the fuel tank is located between the front wall and the rear wall of the right strut.

[0019] In some embodiments, the seat is located on at least one of the fuel tank and the tunnel. A fastener connects the seat and one of the left side and right side of the fuel tank to the corresponding of the left and right struts.

[0020] In some embodiments, the fastener is a left fastener that attaches the seat and left side of the fuel tank to the left strut. In addition, the snowmobile contains a right mounting member connecting the seat and the right side of the fuel tank to the right strut. The left fastener connects the seat to the left strut in a detachable manner, that is, the seat can be disconnected from the left strut without removing the left fastener from the left strut and fuel tank and without disconnecting the fuel tank from the left strut. The right mounting element detachably connects the seat to the right strut, that is, the seat can be disconnected from the right strut without removing the fastener of the left strut and fuel tank, and without disconnecting the fuel tank from the left strut.

[0021] In some embodiments, each of the left and right pillars further comprises at least one longitudinal recess defined in the side wall and located between the upper and lower ends.

[0022] In some embodiments, each of the left and right posts further comprises a recess defined at a lower end. The recess in each of the left and right racks has an inner wall located at a distance from the side wall and connected to the corresponding wall of the left beveled wall and the right beveled tunnel wall. In this case, the corresponding of the left stand and the right stand is connected to the tunnel, and the part of the side wall adjacent to the recess in each of the left and right stands is located at a distance from the tunnel.

[0023] In some embodiments, a steering column operatively connected to at least one ski extends through the bracket of the steering device. The upper ends of each of the left and right struts are connected to the steering bracket.

[0024] In some embodiments, the implementation of each of the left and right racks is made in the form of a single integral structure.

[0025] For the purposes of this application, terms relating to spatial orientation, in particular, “front”, “rear”, “top”, “bottom”, “left” and “right”, are understood by the driver of the vehicle sitting on him in the normal position for control. Terms relating to spatial orientation when describing or referring to vehicle components or assemblies used separately from the vehicle, in particular an ice scraper, are given for the state in which these components or assemblies are mounted on the vehicle.

[0026] Each of the embodiments of the present invention contains at least one of the above aspects, but not necessarily all of them. It should be understood that some aspects of the present invention, due to an attempt to solve the above problem, may not correspond to this task and / or may correspond to other tasks not explicitly indicated in this document.

[0027] Additional and / or alternative features, aspects and advantages of embodiments of the present invention result from the description below, the accompanying drawings and the attached claims.

Brief Description of the Drawings

[0028] To improve understanding of the present invention, as well as other aspects and features of this invention, the following is a description referring to the accompanying drawings, in which:

[0029] in FIG. 1 is a partial sectional view of a part of a snowmobile, left view;

[0030] in FIG. 2A is a left view of a portion of the snowmobile shown in FIG. 1;

[0031] in FIG. 2B is a perspective view (rear left) of the part of the snowmobile shown in FIG. 2A;

[0032] in FIG. 2C is a plan view of a portion of the snowmobile of FIG. 2A;

[0033] in FIG. 2D is a cross section along the line 2D-2D of FIG. 2C;

[0034] in FIG. 3 is a left side view of the left pillar of the upper rear support of the snowmobile frame shown in FIG. 1;

[0035] in FIG. 4A is a longitudinal section along line 4A-4A in FIG. 3;

[0036] in FIG. 4B is a longitudinal section along line 4B-4B in FIG. 3;

[0037] in FIG. 4C: is a longitudinal section along line 4C-4C in FIG. 3;

[0038] in FIG. 5A is a rear view of the left pillar shown in FIG. 3;

[0039] in FIG. 5B is a front view of the left pillar shown in FIG. 3;

[0040] in FIG. 6 is a left view of a left rack in accordance with another embodiment;

[0041] in FIG. 7A is a longitudinal section along line 7A-7A in FIG. 6;

[0042] in FIG. 7B is a longitudinal section along line 7 B-7 B in FIG. 6;

[0043] in FIG. 7C is a longitudinal section along line 7C-7C in FIG. 6;

[0044] in FIG. 8 is a perspective view (rear left) of the left foot of a snowmobile according to FIGS. 2A-2D;

[0045] in FIG. 9 is a perspective view (rear left) with exploded view of parts of the left footboard shown in FIG. 8;

[0046] in FIG. 10 is a plan view with a spatial exploded view of the details of the left footrest shown in FIG. 8;

[0047] in FIG. 11A is a cross-sectional view taken along line 11A-11A of FIG. 10;

[0048] in FIG. 11B is a cross-sectional view taken along line 11B-11B of FIG. 10;

[0049] in FIG. 12 is a left view of a portion of the left footboard shown in FIG. 8;

[0050] in FIG. 13 is a left view of a portion of the snowmobile shown in FIG. 1, in a cleaning configuration with the snow flap in a rotated position;

[0051] in FIG. 14 is a left view of a snowmobile frame, a fuel tank and a seat in accordance with another embodiment;

[0052] in FIG. 15 is a left view of the snowmobile frame and fuel tank shown in FIG. 14, the seat is removed to enhance visibility;

[0053] in FIG. 16A is a cross-sectional view taken along line 16A-16A in FIG. 14;

[0054] in FIG. 16B is a cross-sectional view taken along line 16B-16B of FIG. 14;

[0055] in FIG. 17 is a cross-sectional view taken along line 17-17 of FIG. fifteen;

[0056] in FIG. 18 is a left view of the left pillar of the upper rear frame support shown in FIG. 14;

[0057] in FIG. 19A is a section along line 19A-19A in FIG. 18;

[0058] in FIG. 19B is a section along line 19B-19B in FIG. 18;

[0059] in FIG. 19C is a section along line 19C-19C in FIG. 18;

[0060] in FIG. 20 is a section along line 20-20 in FIG. fifteen;

[0061] in FIG. 21 is a perspective view (rear, top, and left) of the frame and footrests shown in FIG. 14;

[0062] in FIG. 22 is an exploded perspective view (rear, top, and left) of the left footboard shown in FIG. 21;

[0063] in FIG. 23 is a plan view of a portion of the left footrest shown in FIG. 22;

[0064] in FIG. 24 is a cross-sectional view taken along line 24-24 of FIG. 23.

Detailed Disclosure of Invention

[0065] As shown in FIG. 1, the snowmobile 10 has a front end 12 and a rear end 14, which are determined sequentially in the direction of travel of the vehicle 10. The snowmobile 10 comprises a vehicle body in the form of a frame or chassis 16, which includes a rear tunnel 18, an engine subframe 20, and a front module 22 suspensions and an upper supporting structure 24. The tunnel 18 defines a longitudinal central plane 13 (a longitudinally located vertical plane, FIGS. 2C and 2D) of the snowmobile 10. Frame 16 will be described in detail below.

[0066] An engine 50 (shown schematically in FIG. 1), which in the present embodiment is an internal combustion engine, is installed in the engine compartment defined by the engine subframe 20. The fuel tank 52, mounted above the tunnel 18, delivers fuel to the engine 50 to ensure its operation. The cooling agent used to cool the engine 50 circulates in the heat exchangers 25 (FIG. 2B) installed in the tunnel 18.

[0067] An endless lead track 30 is located at the rear 14 of the snowmobile 10. In general, the lead track 30 is located below the tunnel 18 and is operatively connected to the engine 50 via a belt drive (not shown) and a gearbox (not shown). The endless lead track 30 is driven around the rear suspension assembly 32 connected to the tunnel 18 to propel the snowmobile 10. The endless lead track 30 comprises a plurality of protrusions 31 extending from its outer surface to provide traction with the track 30.

[0068] The rear suspension assembly 32 includes a drive sprocket 34, one or more driven wheels 36, and a pair of guide rails 38 that are movably in contact with the endless drive track 30. The drive sprocket 34 (shown schematically in FIG. 1) is mounted on the drive axle 35 and defines the axis 34a of the sprocket. The guide rails 38 are attached to the tunnel 18 by means of the front and rear suspension arms 40 and one or more shock absorbers 42, a coil spring (not shown) is installed around each of them. It should be noted that the assembly 32 of the rear suspension of the snowmobile 10 can be made differently than shown in this document.

[0069] A dual-type seat 60 is located above the fuel tank 52. It should be noted that the seat 60 may be located on the tunnel 18. The seat 60 and the fuel tank 58 are connected to the upper support structure 24 of the frame 16, which will be described in detail below. The fuel filler neck is covered by a cap 54 located on the upper surface of the fuel tank 52 in front of the seat 60. It should be noted that the fuel filler neck can be located at another point in the fuel tank 52. The seat 60 is adapted to seat the snowmobile driver 10. The seat 60 can also be made with the possibility of boarding a passenger. The step 64 in the form of a step is located on each side of the snowmobile 10 below the seat 60 and is designed to accommodate the legs of the driver. Step 64 will be described in detail below.

[0070] Two skis 70 located on the front end 12 of the snowmobile 10 are attached to the front suspension module 22 of the frame 16 via the front suspension assembly 72. The front suspension module 22 is connected to the front end of the engine subframe 24. The structure of the front suspension unit 72 includes ski racks 74, support arms 76, shock absorbers 78 and ball joints (not shown) for functional connection with the corresponding ski rack 74, support arm 76 and steering column 82.

[0071] The steering assembly 80, which includes a steering column 82 and a steering wheel 84, is generally located in front of the seat 60. The steering column 82 is rotatably connected to the frame 16. The lower end of the steering column 82 is connected to the ski posts 74 through the steering rods 83 (the left end of the left steering rod 83 is shown in FIG. 1). The steering wheel 84 is attached to the upper end of the steering column 82. The steering wheel 84 is located in front of the seat 60. The steering wheel 84 is used to rotate the steering column 82 and thus the ski 70 to control the vehicle 10. The throttle actuator (not shown) in the form of a controlled the thumb of the throttle lever is mounted on the right side of the steering wheel 84. Other types of throttle control are also possible, in particular, the throttle lever controlled by the finger and the rotary knob. An actuator brake (not shown) in the form of a hand brake lever is provided on the left side of the steering wheel 84 and is designed to brake the snowmobile 10 in a known manner.

[0072] At the rear end of the snowmobile 10, there is a rear bumper 90 and a snow flap 92 connected to the rear end of the tunnel 18. The rear bumper 90 in the form of an inverted U-shaped tubular structure extends above the rear of the tunnel 18. The snow flap 92 extends downward from the rear the tunnel 18. The snow flap 92 does not allow snow to be ejected up from under the track 30 when the snowmobile is moving 10. The snow flap 92 extends back from its front end located between the tunnel 18 and the rear bumper 90, after which it is lowered. The downward portion of the snow flap 92 defines a surface facing the arcuate track 30. The lower end of the snow flap 92 is located behind the extreme rear point of the lead track 30. Thus, when the snowmobile 10 moves, part of the snow thrown back by the lead track 30 is redirected up and forward to a heat exchanger 25 connected to the tunnel 18, in order to improve cooling.

[0073] As shown in FIG. 13, the snow flap 92 can be rotated and bent relative to the tunnel 18. Under certain conditions, the adhesion of the drive track 30 to the surface on which the snowmobile moves can be reduced. If such a surface is deep loose snow, then the leading caterpillar 30 will begin to dig into the snow, forming a trench, until it regains traction. This mode is called trench. In snowmobiles known in the prior art, the tunnel 18 and / or rear bumper 90 protrudes further further than in the snowmobile 10 disclosed herein. As a result, after tearing out a trench of a certain volume, the back of the tunnel 18 and / or the rear bumper 90 can sit on the edge of the trench dug by the leading track 30. The snow shield 92 passing between the end of the tunnel 18 and the bumper 90 improves the support of the snowmobile 10 at the edge of the trench. As a result, the snowmobile 10 can no longer sink, although the lead track 30 will continue to dig a trench. Ultimately, this will lead to the fact that the leading track 30 will no longer be able to dig a trench and completely lose traction. This effect is sometimes called indentation. In the proposed snowmobile, the extreme rear point P1 of the rear bumper 90 is located at a distance R1 from point P2, at which the ski 70 rotates relative to the ski rack 74. The extreme rear point P3 of the track 30 is located at a distance R2 from point P2. Since R1 is less than R2, the extreme rear point of the bumper 90, which in this embodiment is shifted back further than the tunnel 18, remains inside the trench T, dug by the track 30, and cannot sit on the edge of the trench T, preventing the indentation effect. Although the portion of the snow flap 92, protruding backward from the bumper 90, may be in contact with the edge of the trench T, as shown in the drawings, the snow flap 92 made of flexible material will bend under the influence of the weight of the snowmobile 10 attached to it and, therefore, will not create conditions for indentation.

[0074] At the front end 12 of the snowmobile 10, fairings 94 are arranged surrounding the engine 50 and the belt transmission system, and thus forming an outer shell that not only protects the engine 50 and the transmission system, but can also carry a decorative function in order to improve the appearance snowmobile 10. In general, the cowl 94 includes a hood 96 and one or more side panels that can be opened to gain access to the engine 50 and the belt drive system, for example, for inspection or maintenance of the engine 50 and / or system we transfer. A windshield 98 connected to the fairings 94 serves as wind protection and reduces the effect of air on the driver during the movement of the snowmobile 10. The windshield 98 can be connected directly to the steering wheel 84.

[0075] The snowmobile 10 also contains other components, in particular, a display unit, an exhaust system, an air intake system, and the like. It should be noted that these components are known to the person skilled in the art, and further explanation and description of these components is not required in this application.

[0076] Now, a detailed look will be made at frame 16 with reference to FIG. 2A-2D, 14, 15, 20, and 21. As previously mentioned, the frame 16 of the snowmobile 10 includes a tunnel 18, an engine subframe 20, a front suspension module 22, and a top structure 24. The design of the frame 16 shown in FIG. 14, 15 and 20, in general, similar to the embodiment of the frame 16 shown in FIG. 2A-2D. The differences between the rear pillars 350 in FIG. 14-21 and rear legs 150 in FIG. 2A-2D will be discussed in detail below. All other design features of the frame 16 shown in FIG. 14, 15 and 20 have the same reference designations as in FIG. 2A-2D. Indications of some differences between the respective features of the frame 16 shown in FIG. 14, 15 and 20, and the frame 16 shown in FIG. 2A-2D are shown in the corresponding places of description.

[0077] As best seen in FIG. 2D and 20, the tunnel 18 generally forms an inverted U-shaped structure when viewed from the front or back. As shown in FIG. 2A-2D, the tunnel 18 comprises an upper wall 120 oriented generally in a horizontal direction, a left side wall 122 oriented in a generally vertical direction, and a right side wall 122 oriented in a generally vertical direction. The left beveled wall 124 connects the left edge of the upper wall 120 with the upper edge of the left side wall 122. The right beveled wall 124 connects the right edge of the upper wall 120 with the upper edge of the right side wall 122. Each beveled wall 124 is flat and extends sideways down and out from the horizontal upper wall 120 to a corresponding vertical side wall 122. Each beveled wall 124 forms an obtuse angle with a horizontal upper wall 120. Each beveled wall 124 also forms an obtuse angle with a corresponding vertical side wall 122. Each beveled wall 124 allows you to connect with it the corresponding upper rear support pillar 150, as will be described below. Part 125 is connected to each side wall 122 of the tunnel immediately below the bevel 124 for aesthetic reasons. However, it should be noted that part 125 can also be used to support the upper rear support post 150. It should be noted that part 125 may be absent, as is the case with the embodiment of tunnel 18 shown in FIG. 14 and 15. The tunnel 18 shown in FIG. 14 and 15, instead has four trapezoidal openings 302. It should be noted that the openings 302 may be absent, have a configuration different from that specified herein and / or that the tunnel 18 may have more or less than four openings 302. It should also be noted that the tunnel 18 may have one or more holes 302, and part 125.

[0078] As best seen in FIG. 2A, 14 and 15 (when viewed from the side), the upper wall 120 has a slight slope upward from the front to the rear of the tunnel 18. It should be noted that the upper wall 120 may be horizontal along its entire length, or that it may have more than one the slope throughout the tunnel 18. It should also be noted that part of the upper wall 120 may be curved in the transverse or longitudinal direction. As shown in FIG. 2B-2D, the upper wall 120 has a rectangular recess 121 extending in the longitudinal direction along the central plane 13. The recess 121 extends from the rear end of the tunnel 18 to the front end of the tunnel 18. It should be noted that the shape and size of the recess 121 may differ from those shown in the drawings . The heat exchanger 25 is located in the recess 121 of the upper wall 120. The cooler flowing through the heat exchanger 25 is cooled by cold air passing along the upper surface of the heat exchanger 25 located in the recess 121, and snow being thrown up onto the lower surface of the heat exchanger 25 by the track 40 located under the tunnel 18 .

[0079] As shown in FIG. 2A-2C, 14, 15 and 20, the central horizontal arm 90a of the bumper 90 is located above the rear of the upper wall 120 of the tunnel and above the heat exchanger 25. The left end of the horizontal arm a 90a is connected to the downward and forward left arm 90b, and its right end is connected with downward and forward right lever 90b. The left arm 90b extends down and forward along the left (outer) surface of the tunnel left wall 122 to its lower edge, then leans forward and runs along the outer surface of the tunnel left wall 122 directly above its lower edge. The front end of the left arm 90b is located in front of the rear end of the left footrest 64. The front end of the left arm 90b is attached to the left wall of the tunnel 122 by a fastener 146 (FIG. 20). The fastener 146 also connects the rear suspension mounting bracket 142 to the left tunnel wall 122, as shown in FIG. 20. A rear suspension mounting bracket 142 connects the rear suspension assembly 32 to the tunnel 18. The rear suspension mounting bracket 142 has a vertical plate 143 located opposite the right (inner) surface of the left tunnel wall 122. A bolt fastener 146 is inserted through the vertical plate 143 and the left tunnel wall 122 into the left arm 90b of the bumper 90. The vertical plate 143 extends below the lower edge of the left tunnel wall 122. One of the driven wheels 36 is rotatably connected to the lower end of the rear suspension mounting bracket 142, as shown in FIG. 1. It should be noted that an element different from the driven wheel 36 of the rear suspension assembly 32 may be coupled to the rear suspension mounting bracket 142 additionally or as an alternative to the driven wheel 36, as described herein. The rear suspension mounting bracket 142 also includes a horizontal plate 144 extending laterally and outward from the middle of the mounting bracket 142. The horizontal plate 144 is integral with the vertical plate 143 and is located directly below the lower edge of the left wall of the tunnel 122. The right wall of the tunnel 122 also includes a right rear suspension bracket 142 secured to the inner surface by a fastener 146 with a driven wheel 36 connected to the lower end of the rear suspension bracket 142. Although not shown, the right arm 90b also extends down and forward along the right wall of the tunnel 122 to its lower edge, after which it leans forward and runs along the lower edge of the right wall 122 of the tunnel. The front end of the right arm 90b is located in front of the rear end of the right footrest 64. As shown in FIG. 17, the front end of the right lever 90b is attached to the right wall 122 of the tunnel and the right rear mounting bracket 142 of the rear suspension by the fastener 146, as described above for the front end of the left lever 90b.

[0080] As shown in FIG. 2A, 2B, 14 and 15, the front of the left side wall 122 of the tunnel 18 has an opening 126 into which the front drive axle 35 enters. The front of the left side wall 122 around the opening 126 is reinforced to provide additional rigidity, which can be seen when viewed from side. The left footrest 64 extends to the left of the lower edge of the left side wall 122, and the right footrest 64 extends to the right of the lower edge of the right lateral wall 122. In some embodiments of the tunnel 18, the footrest 64 is integral with the lateral surfaces of the tunnel 122. In the embodiment of the tunnel 18 shown in FIG. 2A-2C, 14 and 15, the front portion 128 of each step 64 is integrally formed with a corresponding side wall 122. The support 66 extends upward from the front edge of each step 64. Each of the left and right supports 66 has a generally vertical front part 66a extending upward from the front edge of the step 64, a generally horizontal middle portion 66b extending backward from the upper portion of the front portion 66a and rear portion 66c extending upward from the rear end of the middle portion 66b. Footrest support 62 connects the front end of each footrest 64 to the rear 130 of engine subframe 20. In the embodiment of the step 64 shown in FIG. 14, 15 and 21, the rear end of the left footrest 64 is attached to the horizontal plate 144 of the left rear suspension bracket 142 and the rear end of the right footrest 64 is attached to the horizontal plate 144 of the right rear suspension bracket 142. Step 64 will be described in detail below.

[0081] As shown in FIG. 2A-2C, the engine subframe 20 is attached to the front end of the tunnel 18 and extends forward from it. In the illustrated embodiment of the engine subframe 20, the rear portion 130 of the engine subframe 20 extends generally in a vertical direction and is connected to the front of the tunnel 18. In general, the horizontal lower portion 132 of the engine subframe 20 extends forward from the lower portion of the rear portion 130, and in general the vertical front portion 134 rises upward from the bottom 132 of the engine subframe 20. The engine 50 is supported by an engine subframe 20 in a manner determined by the size and shape of the engine 50. The engine subframes may have a different shape and may contain other components. The engine 50 may be supported on the lower part 132 of the engine subframe 20, or may solely and / or simultaneously be supported on other areas of the engine subframe 20, the tunnel 18 and / or the front suspension module 22. On the right side of the engine subframe 20, as best seen in FIG. 2A and 2B, a generally horizontal upper beam 136 extends between the upper ends of the front and rear parts 134, 130 of the engine subframe 20. The upper beam 136 is located at a distance from the generally horizontal lower portion 132 to provide additional rigidity to the engine subframe 20. In the present embodiment, although not shown for reasons of clarity, another upper beam is provided on the left side of the engine subframe 20, connecting the front and rear parts 134, 130 and located at a distance from the lower part 132. It should be noted that the engine subframe 20 may have a configuration different from that discussed herein.

[0082] As shown in FIG. 2A-2C, 14 and 15, the front suspension module 22 connecting the front suspension assembly 16 to the snowmobile 10 is attached to the front portion 134 of the engine subframe 20. The front suspension module 22 extends forward from the engine subframe 20. The front suspension module 22 comprises left and right front suspension mounting brackets 140. Each bracket 140 forms an inverted, generally V-shaped structure extending forward from the front portion 134 of the engine subframe 20. A corresponding front suspension assembly 72 is attached to each front suspension mounting bracket 140. Other types of mounting brackets may be provided for mounting another type of front suspension assembly 72. The front suspension module 22 and the engine subframe 20 also support a portion of an exhaust system (not shown) connected to the engine 50.

[0083] As shown in FIG. 2A-2D, 14 and 15, the upper support structure 24 comprises an upper front support 102, an upper column 103 and an upper rear support 104. The upper front support 102 comprises a left and a right front tie rod 108. The lower end of each of the left and right front tie rods 108 is attached to the upper end of the corresponding front left and left mounting brackets 140 of the front suspension (apex of the inverted V-bracket 140). A laterally extending frame member 107 connects the lower ends of the two front attachment rods 108. The frame member 107 is also connected to the top of the front suspension mounting brackets 140. The upper point of the left mounting bracket 140, the left end of the frame member 107 and the lower end of the left front tie rod 108 are connected to each other at a common point 141 on the left side. Likewise, the upper point of the right mounting bracket 140, the right end of the frame member 107 and the lower end of the right front mounting rod 108 are connected to each other at a common point 141 on the right side. Each front tie rod 108 extends up, back, and inward in the transverse direction to the steering bracket 148 located above the engine subframe 20. The steering column 82 is inserted through the steering gear bracket 148 between the tie rods 108 for rotation. The steering column 82 extends down and forward from the steering wheel 84 through the steering gear bracket 148 to the front suspension assembly 72 (connection not shown in the drawings) and is designed to rotate the skis 70 and control the snowmobile 10. In the embodiment of the frame 16 shown in FIG. 14 and 15, the steering bracket 148 does not go so far forward beyond the upper end of the links 108 as the steering bracket 148 of the frame 16 in FIG. 2A-2D. The steering bracket 148 of FIG. 14 and 15 also does not go so far forward from the upper end of the links 108 as the bracket 148 of the steering gear in FIG. 2A-2D. The front tie rods 108 are made in the form of extruded hollow tubes made of metal or other suitable durable materials, however, the invention is not limited to these specific materials, assembly method or configuration. For example, the front tie rods 108 may have a different cross-section or be formed by molding or casting. It should also be noted that the front tie rods 106 may have a monoblock or pseudo-monoblock design instead of a tubular structure, as in the present embodiment.

[0084] As shown in FIG. 2A-2C, 14 and 15, the upper column 103 connects the front tie rods 108 to the engine subframe 20. The upper column 103 comprises a left strut 118 and a right strut 118. The upper end of the left strut 118 is connected to the left front tie rod 108 immediately below the upper end of the left front tie rod 108 connected to the steering bracket 148. From the left front tie rod 108, the left strut 118 extends down, back and left to the upper left corner of the rear of the engine subframe 130. The upper end of the right strut 118 is likewise connected to the right front mount link 108 immediately below the upper end of the right front mount link 108 connected to the steering bracket 148. From the right front tie rod 108, the right strut 118 extends down, back, and to the right to the upper right corner of the rear portion 130 of the engine subframe. In the presented embodiment, each of the uprights 118 of the upper column is made in the form of a straight tubular rod. An option with curved or curved struts 118 is also possible. For example, each strut 118 can extend upward from the engine subframe 20 and further inward in the transverse direction to the steering bracket 148. It should also be noted that the racks 118 may not be hollow, for example, the racks 118 may be made in the form of solid rods. In addition, the upper column can be made in the form of a single inverted U-shaped design with two uprights 118.

[0085] Now, consider the upper rear support 104 with reference to FIG. 3-5V. The upper rear support 104 comprises a pair of rear support columns 150, hereinafter referred to as columns 150 for convenience. The left column 150 is mirrored by the right column 150, therefore, the corresponding features of the left and right columns 150 have the same reference designations, and only the left column 150 will be described herein. .

[0086] As shown in FIG. 3, the strut 150 has an upper end 152 and a lower end 154. As shown in FIG. 2A, the upper end 152 of the strut 150 is located in the longitudinal direction behind the upper end of the strut 118 of the upper column and in the longitudinal direction in front of its lower end. The upper end 152 is connected to the bracket 148 of the steering device. The lower end 154 is connected to the beveled wall 124 in the middle of the tunnel 18 between the front and rear ends of the tunnel 18. The fuel tank 52 and the seat 60 are connected to the middle of the struts 150 between the upper end 152 and the lower end 154, they can also be seen in the version of the rack 350 shown in FIG. 14 and 15. The connection of the seat 60 and the fuel tank 52 will be described in detail below with reference to FIG. 14-19B.

[0087] As shown in FIG. 4A-4C, between the upper and lower ends 152 and 154, the strut 150 has a C-shaped cross section with an open channel 160 facing in the transverse direction inward to the opposite (right) strut 150. The channel 160 is defined by the front wall 157, the side wall 158, and the rear wall 159. The left side of the fuel tank 52 is located in the channel 160, as shown in the embodiment of the strut 350 shown in FIG. 14-20. The strut 350 and its connection with the fuel tank 52 and the seat 60 will be described in detail below.

[0088] As shown in FIG. 3, the side wall 158 is generally flat below the upper end 152. The side wall 158 extends generally in the longitudinal direction between the front edge 158a and the rear edge 158b. The side wall 158 has a lower edge 158d extending from the front edge 158a to the rear edge 158b of the wall. The lower edge 158d is generally parallel to the upper wall 120 of the tunnel 18 when the rear strut 150 is mounted on the tunnel 18. The through hole 166 is in the recess 180 located near the front corner of the side wall 158 between the front edge 158a and the lower edge 158d. Another through hole 168 is located in a recess 190 located near the rear corner of the side wall 158 between the rear edge 158b and the lower edge 158d. Bolts 186, 188 are respectively inserted into holes 166, 168 for connecting the side wall 158 to the beveled wall 124 of the tunnel 18, as shown in FIG. 2A. The angle to the vertical of the beveled wall 124 of the tunnel 18 generally corresponds to the angle of inclination of the side wall 158 relative to the vertical. Thus, the side wall 158 can be directly attached to the beveled wall 124 without using any additional brackets. The recesses 180, 190 and the connection of the strut 350 with the beveled wall 124 will be described below in connection with the embodiment of the strut 350 shown in FIG. 14, 15 and 17.

[0089] As shown in FIG. 3, several holes 156 are provided in the middle of the side wall 158 in order to reduce the weight of the strut 150. The holes 156 are made by punching the side wall 158. The side wall 158 is bent inward laterally around the edges of each hole 156, as shown in FIG. 4C, in order to form a flange around the opening 156. Flared openings 156 increase the rigidity of the strut 150.

[0090] As shown in FIG. 3, the side wall 158 tapers toward the upper end 152. The distance between the front and rear edges 158a, 158b of the side wall 158 defines the width 162 of the side wall. The width of the side wall 162 is measured perpendicular to the center line 153 of the side wall 158. Since the side wall 158 extends downward from its upper end 152, its leading edge 158a extends far from its trailing edge 158b. The width 162 of the side wall thus increases in the direction from the upper end 152 to its lower edge 158d. The trailing edge 158b is linear, while the leading edge 158a is linear above and below the bend 165 near the lower end 154. Below the bend 165, the leading edge 158a extends further from the trailing edge 158b, as a result of which the width 162 of the side wall increases sharply in the bend area 165.

[0091] As shown in FIG. 3-4C, the front wall 157 extends laterally inward from the front edge 158a of the side wall 158 to the inner edge 157a. The front wall 157 has a lower edge 157d located at a distance from the lower edge 158d of the side wall. As shown in FIG. 2A, the lower edge 157d of the front wall is adjacent to the upper wall 120 of the tunnel 18. The front wall 157 has a bend 167 (FIG. 3) connected to a bend 165 of the front edge 158a of the side wall. The front wall 157 above the bend 167 is generally flat. It should be noted that the front wall 157 may be flat along its entire length.

[0092] As shown in FIG. 3-4C, the rear wall 159 extends laterally inward from the rear edge 158a of the side wall 158 to the inner edge 159a. The rear wall 159 between the upper and lower ends 152, 154 is also generally flat. The rear wall 159 has a lower edge 159d located at a distance from the lower edge 158d of the side wall 158. As shown in FIG. 2A, the lower edge 159d of the rear wall is adjacent to the upper wall 120 of the tunnel 18.

[0093] As shown in FIG. 4A-4C, the front wall 157 and the rear wall 159 extend from the side wall 158 at an obtuse angle. It is also possible that the front and rear walls 157, 159 can be perpendicular to the side wall 158. The width 164 of the strut 150 can be defined between the inner edge 157a of the front wall 157 and the inner edge 159a of the back wall 159 and measured in a plane perpendicular to the side wall 158 in a direction perpendicular to the center line 153. The width of the strut 164 also increases from its upper end 152 in the direction of its lower end 154.

[0094] As shown in FIG. 2C, 5A and 5B, the strut 150 extends generally in a vertical and longitudinal direction in the upper portion 152, but does not extend inward in the transverse direction. It should be noted that the upper end of the strut 150 may also protrude in the transverse direction inward. The longitudinal surface at the upper end 152 is also recessed in the transverse direction inward. A pair of through holes 161 is provided at the upper end 152. Bolts (not shown) are inserted into the through holes 161 to secure the steering bracket 148 to the strut 150. It should be noted that the upper end 152 may have a design different from that shown in this document.

[0095] Another embodiment of the upper rear support 104 comprising struts 150 'will be disclosed with reference to FIG. 6-7C. The left pillar 150 'is similar to a mirror image of the right pillar (not shown), therefore, only the left pillar 150' will be shown and described herein. In addition, the left strut 150 'is similar to the left strut 150 described above. The corresponding features of the struts 150, 150' have the same reference designations, and only their differences will be considered here.

[0096] As shown in FIG. 6, the left strut 150 ′ has an upper end 152 and a lower end 154, a front wall 157, a rear wall 159, and a side wall 158 located between them.

[0097] The side wall 158 of the strut 150 'is generally similar to the side wall 158 of the strut 150, with the exception of the holes 156 not present on the strut 150' and the shallow elongated recess 155 added to the side wall 158 of the strut 150 '. An elongated recess 155 extends upward from the lower end 154 to the middle portion of the side wall 158. The recess 155 is located closer to the front edge 158a than to the rear edge 158b. However, a variant is possible in which the recess 155 will be centered between the edges 158a, 158b or will be offset towards the rear edge 158b. The elongated recess 155 has a constant width, with the exception of the wider part, located closer to the lower end 154. The shape and size of the recess 155 may differ from those shown in this document. The recess 155 may be made in the form of several recesses, and / or in other places of the side wall 158 additional recesses may be located.

[0098] As shown in FIG. 6-7C, the front wall 157 of the strut 150 ′ has a first flat portion 177 extending laterally inward from the front edge 158a and a second flat portion 172 extending laterally inward from the first flat portion 177 to the lateral inner edge 157a of the front wall 157 The first flat part 177 is located at an obtuse angle to the flat side wall 158, and the second flat part 172 is located generally perpendicular to the flat side wall 158. Therefore, the first flat part 177 forms an inclined front beveled wall 177 of the rear ki 150 '. The rear wall 159 also has a first flat portion 179 extending laterally inward from the rear edge 158b and a second flat portion 174 extending laterally inward from the first flat portion 179 to the lateral inner edge 159a of the rear wall 159. The first flat portion 179 is located at an obtuse angle to the flat side wall 158, and the second flat part 174 is located generally perpendicular to the flat side wall 158. Therefore, the first flat part 179 forms an inclined back beveled wall 177 of the rear strut 150 ′. It should be noted that the front and rear chamfered walls 177, 179 may be located at a different angle to the flat side wall 158. It should also be noted that one or both of the first flat parts 177, 179 may not be generally perpendicular to the side wall 158.

[0099] Thus, the strut 150 'according to FIG. 6-7C has, in general, a Corresponding section formed by five generally flat surfaces 172, 177, 158, 179 and 174 instead of three generally flat surfaces 157, 158 and 159, as is the case with the rack 150 on FIG. 3 and 4. Since the shape of the channel 160 defined by the rear strut 150 ′ is slightly different from the shape of the channel 160 defined by the rear strut 150, the fuel tank (not shown) used with the rear strut 150 ′ includes a side portion located in the channel 160 and coinciding in shape with the surfaces of the walls 172, 177, 158, 179, 174 facing inward. This side part is slightly different from the side part of the fuel tank 52 used in the version with the rear pillar 150.

[0100] As shown in FIG. 6-7C, rack width 164 may also be specified for rack 150 '. The rack width 164 is measured between the lateral inner edge 157a of the front wall 157 and the lateral inner edge 159a of the back wall 159 in a plane perpendicular to both walls 157, 159. The rack width 164 increases from the upper end 152 to the lower end 154.

[0101] The upper rear support 104 shown in FIG. 14 and 15, has another design of the strut 350, which will be disclosed below with reference to FIG. 14-21.

[0102] The left strut 350 is generally mirrored to the right strut 350 (FIG. 21), therefore, only the left strut 350 will be disclosed here. Furthermore, the left strut 350 is similar to the left strut 150 'disclosed above. Thus, the features of the rack 350 have the same reference signs as the corresponding features of the rack 150 ', except that the first digit of each reference symbol is changed from “1” to “3”. With respect to the left strut 350, only differences from the above left strut 150 'will be discussed in detail.

[0103] As shown in FIG. 14, the upper end 352 of the strut 350 is generally aligned in the longitudinal direction with the upper end of the strut 118 of the upper column and is offset forward along the longitudinal axis from its lower end. The strut 350 is connected to the steering bracket 148 with two bolts (not shown) inserted into the through holes 361 (FIG. 18) at the upper end 352.

[0104] The bracket 376 extends downward from the edge 157a of the front wall 157. The bracket 376 is usually triangular in shape and is located in the middle of the strut 350, closer to the lower end 354 than to the upper end 352. A through hole 378 is made in the bracket 376 used for attaching a panel (not shown) of fairings 94 to the left pillar 350.

[0105] The lower end 354 of the strut 350 is connected to the beveled surface 124 in the middle of the tunnel 18 between the front and rear ends of the tunnel 18. A recess 380 is provided at the lower end 354 of the side wall 358 (similar to the recess 180 of the struts 150, 150 ') located near the rake angle defined by the leading edge 358a and the lower edge 358d, and a recess 390 (similar to the recess 190 racks 150, 150 '), located near the trailing angle defined by the trailing edge 358b and the lower edge 358d.

[0106] As shown in FIG. 19a, the recess 380 is circular in shape and defined by a flat inner wall 384 and a cylindrical peripheral wall 382. The inner wall 384 is spaced apart from the flat side wall 358 and is laterally displaced inward. The inner wall 384 extends generally parallel to the flat portion of the side wall 358. The peripheral wall 382 extends laterally outward from the edge of the inner wall 384 to the flat portion of the side wall 358. A through hole 366 is made in the inner wall 384 of the recess 380. A hole 366 is inserted into the hole 366. a bolt 386 for attaching the strut 350 to the beveled surface 124 of the tunnel 18, as shown in FIG. 17.

[0107] The recess 390 also has a circular shape and is defined by a flat inner wall 394 and a cylindrical peripheral wall 392. The inner wall 394 is located at a distance from the flat side wall 358 and is laterally displaced inward. The inner wall 394 extends generally parallel to the flat part of the side wall 358. The peripheral wall 392 extends laterally outward from the edge of the inner wall 394 to the flat part of the side wall 358. A through hole 368 is made in the flat wall 394 of the recess 390. A through hole 368 is inserted into the hole 368. a bolt 388 for attaching the strut 350 to the beveled surface 124 of the tunnel 18, as shown in FIG. 17.

[0108] As shown in FIG. 17, when the strut 350 is mounted on the tunnel 18, the beveled surface 124 is in contact with the flat inner walls 384, 394 of the recess and is located at a distance from the flat parts of the side wall 358 at the lower end 354. In the illustrated embodiment, the flat side wall 358 throughout the length of the strut 350 below the upper end 352 extends generally parallel to the beveled surface 124. It should be noted that the flat side wall 358 may not be parallel to the inner walls 384, 394 of the recess and the beveled surface 124.

[0109] As shown in FIG. 17, below the upper surface 120 of the tunnel 18, the inner edges 357a and 359a of the walls 357 and 359 extend laterally inward from the side wall 358 towards the beveled wall 124. In the illustrated embodiment, the beveled wall 124 does not touch the front and rear edges 357a, 359a. walls 357, 359. It should be noted that the edges 357a, 359a may be in contact with the beveled wall 124. Above the upper wall 120 of the tunnel 18, the edges 357a, 359a of the front and rear walls 357, 359 are located at a greater distance from the side wall 358 than in the region below upper wall 120. K As shown in FIG. 21, above the tunnel 18, the inner edge 357a is laterally displaced inward from the left beveled plane 480 containing the left beveled wall 124. The left beveled plane 480 intersects the front and rear walls 357, 358 of the left pillar 350 above the tunnel 18 so that the side wall 358 located on the side of the left beveled plane 480, opposite the inner edges 357a, 359a. Although not shown for rack 350, the right beveled plane 480 (FIG. 2D) containing the right beveled wall 124 similarly intersects the front and rear walls 357, 358 of the right rack 350 above the tunnel 18.

[0110] As shown in FIG. 2D, the left beveled plane 480 also intersects the front and rear walls 157, 159 of the left strut 150 above the tunnel 18 so that the side wall 158 is located on the side of the right beveled plane 480, opposite the inner edges 157a, 159a of the left strut 150. The right beveled plane 480 also intersects the front and rear walls 157, 159 of the right strut 150 above the tunnel 18 so that the side wall 158 is located on the side of the right beveled plane 480, opposite the inner edges 157a, 159a of the right strut 150. The inner edges 157a, 159a mescheny laterally inwardly from the left or right chamfered plane 480. As shown in FIG. 2D, the intersection of the left beveled plane 480 with the rear wall 159 of the left rack 150 extends all the way along the left strut 150 above the tunnel 18. Although not shown, the intersection of the right beveled plane 480 with the front wall 157 all along the left strut 150 passes above the tunnel 18 Although not shown, the intersection of the left beveled plane 480 with the front wall 157 along the entire length of the left strut 150 extends above the tunnel 18. Similarly, the intersection of the right beveled plane 480 with the front and rear walls 157, 159 all along the Ava rack 150 extends above the tunnel 18. It should be noted that the intersection of each of the left and right walls 480 with beveled front and rear walls 157, 159 may extend above the tunnel 18 only for a portion of the respective strut 150.

[0111] As shown in FIG. 14 and 15, the flat side wall 358 comprises an elongated recess 355 located between the front and rear edges 358a and 358b, as well as between the upper and lower ends 352 and 354. The upper end of the recess 355 is located directly below the upper end 352 of the strut 350, and the lower end the recess 355 is located immediately above the lower end 354. The recess 355 has an expanded portion 400 with a through hole 402. The expanded portion 400 is located slightly above the bracket 376 of the strut 350.

[0112] As shown in FIG. 15-16A, a fastener 404 is inserted into the fuel tank 52 through the through hole 402 for attaching the fuel tank 52 to the strut 350. The fastener 404 is made in the form of a bolt with a head 406 connected to the threaded shank 408 and passes inward through the hole in the transverse direction 402 to the fuel tank 52. On the side opposite to the threaded shank 408, the bolt head 406 has a protrusion 410 extending laterally outward from the lateral outer surface (the surface opposite the threaded shank 408) from the bolt head 406 to the spherical on the outer end 412.

[0113] As shown in FIG. 14-16B, the fuel tank 52 has a housing 420 with a left side 422 and a right side 422. The left side 422 corresponds to and enters the channel 360 of the left strut 350. The right side portion 421 corresponds to the channel 360 of the right pillar 350 and enters into it. The channel 360 of each strut 350 closes the corresponding side portion 422 of the fuel tank body 420. The fuel tank housing 422 has recessed portions that include the front and rear walls 357, 359 extending laterally inward from the side wall 358. In the illustrated embodiment, the longitudinal walls 357, 358, 359 of the strut 350 are spaced apart from the outer surface of the corresponding side portions 422 (see FIGS. 16A and 16B), with the exception of the wider portion 400 of the recess (see FIG. 16A). It should be noted that parts of the strut 350, with the exception of the expanded recess portion 400, may come into contact with the outer surface of the side portion 422 of the fuel tank body 420. A metal insert 424 is cast in the left side portion 422 aligned with the expanded recess portion 400. Tab 424 has an internal threaded elongated hole 426 that engages with a threaded shank 408 of the fastener 404 for fastening the fuel tank 52 to the left strut 350. The right side portion 422 also includes a metal insert 424 with an internal threaded hole 426 meshed with the right fastener an element 404 for attaching the right side of the fuel tank 52 to the right strut 350.

[0114] The seat 60 has a left side portion 430 located in the transverse direction of the outwardly facing surface of the side wall 358 so that the strut 350 is located between the left side portion 430 of the seat 60 and the left side portion 422 of the fuel tank body 420. The spherical outer end 412 of the protrusion 410 is included in the corresponding slot 432, made in the surface of the left side part 430, facing in the transverse direction inward to the rack 350 and the spherical outer end 412. The slot 432 is engaged with the spherical outer end 412 of the fastener 404 for mounting seats 60 to the left pillar 350. The right fastener 404 also has a spherical outer end 412, which likewise engages with a slot 432 formed in the transverse direction inward the surface of the right side portion 430 of the seat 60, in order to secure the seat 60 to the right strut 350.

[0115] In all versions of the strut 150, 150 ′, 350 disclosed above, the entire left strut 150, 150 ′, 350, including the upper end 152, 352 connected to the steering bracket 148, and the lower end 154, 354 connected with the tunnel 18, made in the form of a single integral structure. The left pillar 150, 150 ', 350 is made as a single unit of a metal sheet curved in order to obtain the above construction. Various holes 156, 166, 168, 161 and recesses 155, 180, 190 are made by cutting, stamping or drilling before bending the metal sheet or after it.

[0116] Making the entire strut 150, 150 ', 350 from one metal sheet allows you to directly connect the upper end 152, 352 and the lower end 154, 354 of the strut 150, 150', 350 with other parts of the vehicle (steering bracket 148 and the tunnel 18 , respectively) without using the separate mounting brackets that occur in the case of tubular assemblies, for example, the front tie rod 108 of the mount. Using tubular assemblies, the molded end parts are welded to the respective upper and lower ends of the tubes, providing appropriate attachment to the steering gear bracket 148 and to the tunnel 18. Connecting the strut 150, 150 ', 350 directly to other parts of the snowmobile without using additional brackets allows you to reduce the total weight snowmobile 10, and also reduce the complexity and cost of manufacturing and assembly.

[0117] As already mentioned, the side wall 158, 358 below the upper end 152, 352 is flat and does not have any bends. Such an even, flat design of the side wall 158 helps to reduce the risk of cracking or kinks at bending points, especially on uprights made of materials like aluminum, which have less fatigue resistance than steel.

[0118] Furthermore, positioning the front wall 157, 357 and the rear wall 159, 359 at an angle to the side wall 158, 358 and extending from the side wall 158, 358 along its entire length below the upper end 152, 352 helps to increase the inertial strength and stiffness racks 150, 150 ', 350. The above racks 150, 150', 350 having a front 157, 357, side 158, 358 and a rear wall 159, 359 made of bent sheet metal, provide greater strength and resistance to compressive and twisting forces, than bent sheet metal structures.

[0119] Now, we will examine in detail the steps 64 with reference to FIG. 2B, 2C and 8-12.

[0120] As shown in FIG. 2B, 2C and 8-12, the left footrest 64 is mirrored to the right footrest 64, therefore, only the left footrest 64 will be described here. It should be noted that the left and right footrests 64 may not be mirrored to each other.

[0121] As shown in FIG. 8-10, the left footrest 64 comprises a lattice structure 201 formed by interconnected ribs 202, 204 defining large openings 203. The ribs 202, 204 include longitudinal ribs 202 and transverse ribs 204. The longitudinal ribs 202 are oriented in the longitudinal direction and the transverse ribs 204 in the transverse direction, generally perpendicular to the longitudinal ribs 204. It should be noted that the ribs 202 can be oriented in a direction different from the longitudinal, and the ribs 204 can extend in a direction different from the transverse (as this is the case in the embodiment of the step 364 shown in Fig. 14, 15 and 21-24), and that the ribs 202 may not be perpendicular to the ribs 204. Successive longitudinal ribs 202 are connected to each other by transverse ribs 204, located between them in the transverse direction. When the snowmobile 10 moves along the loose snow and the steps 64 begin to come into contact with the snow, large openings 203 help to reduce the indentation by letting the snow pass through itself. In addition, large openings 203 are useful for clearing the steps 64 of snow, as they allow snow to fall through them. Such a lattice structure 201 of the step 64 with interconnected longitudinal and transverse ribs 202, 204, separated by large holes 203, reduces the mass of the snowmobile 10 without compromising the rigidity and strength of the steps 64.

[0122] As shown in FIG. 8-10, the left footrest 64 contains three longitudinal ribs 202, including the left rib 202, the middle rib 202 and the right rib 202, each of which is oriented in the longitudinal direction. It should be noted that more or less than three longitudinal ribs 202 can be provided. In the illustrated embodiment, the steps 64 longitudinal ribs 202 are evenly spaced from each other in the transverse direction. It should also be noted that the distance between the longitudinal ribs 202 in the transverse direction may be different. The front edges of all three longitudinal ribs 202 are connected to each other by the extreme front transverse rib 240. The longitudinal ribs 202 extend back from the extreme front transverse rib 240. The right longitudinal rib 202 extends further backward compared to the middle longitudinal rib 202, which in turn extends further backward compared to the left longitudinal rib 202. Thus, the left footrest 64 narrows backward. It should be noted that the longitudinal ribs 202 may have a configuration different from that disclosed herein.

[0123] As shown in FIG. 2C and 8-10, the transverse ribs 204 are also parallel to each other when viewed from above. The transverse ribs 204 are oriented generally perpendicularly to the longitudinal ribs 202 and normal to the longitudinal central plane 13. As already mentioned, it should be noted that the transverse ribs 204 can be connected to the longitudinal ribs 202 and / or the longitudinal central plane 13 at an angle different from direct.

[0124] As shown in FIG. 8-11B, each transverse rib 204 has a flat upper surface 204a, a flat lower surface 204b, a front surface 204c and a rear surface 204d. It should be noted that surfaces 204a, 204b may not be flat. The height 250 of the transverse rib (FIGS. 11A and 11B) is determined by the distance between the upper and lower surface 204a, 204b of the transverse rib. The thickness 252 of the transverse rib (FIG. 10) is determined by the distance between the front and rear surfaces 204c, 204d of the transverse rib.

[0125] As shown in FIG. 8-11B, each longitudinal rib 202 has an upper surface 202a, a lower surface 202b, a left surface 202c and a right surface 202d. The thickness 260 of the longitudinal rib (FIG. 11A) is determined by the distance between the left and right surface 204c, 204d of the longitudinal rib. The height 262 (FIGS. 11A and 11B) of the longitudinal rib is determined by the distance between the upper and lower surface 202a, 202b of the longitudinal rib. The upper surface 202a of the longitudinal rib is located vertically above the upper surface 204a of the transverse rib. The lower surface 202b of the longitudinal rib is located vertically below the lower surface 204b of the transverse rib, at a distance 264 vertically. The thickness 260 of the longitudinal ribs is less than the height 262 of the longitudinal ribs. The thickness 260 of the longitudinal rib is also less than the height 264 of the portion of the longitudinal rib 202 located below the lower surface 204b of the transverse rib. The portion of the longitudinal rib 202, located below the lower surface 204b of the transverse rib, functions like a blade, helping to cut through the snow when the footboard 64 is in contact with the snow surface.

[0126] As shown in FIG. 10, each hole 203 has a length 266 measured between two consecutive transverse ribs 204 in a direction parallel to the longitudinal ribs 202. Each hole 203 also has a width 268 measured between two consecutive longitudinal ribs 202 in a direction perpendicular to the longitudinal ribs 202. As can be seen , all openings 203 in the illustrated embodiment have the same width 268 but different lengths 266.

[0127] As shown in FIG. 8-11B, the upper surface 202a of the longitudinal rib contains several teeth 206 protruding upward from it. The teeth 206 provide traction for the driver’s legs with the footrest 64. Each tooth 206 projects above the upper surface 202a of the longitudinal rib to a height of 272 (Fig. 11A). The height 272 of the teeth 206 is less than the length 264 of the longitudinal rib 202 under the lower surface 204b of the transverse rib 204. It should be noted that the number and configuration of the ribs 202, 204 may differ from that disclosed herein.

[0128] As shown in FIG. 8-12, the step 64 comprises an inner mounting flange 210 for connecting the step 64 to the left side wall 122 of the tunnel 18. The inner mounting flange 210 forms the inner edge of the step 64. The inner mounting flange 210 is made in the form of a plate extending in the longitudinal and vertical directions, with an inner surface 210b (FIGS. 11A and 11B) facing in the transverse direction inward and an outer surface 210a facing in the transverse direction outward. The upper edge 210c contains several protrusions 210d protruding upward from it. Through-holes 212 are provided in some of the protrusions 210d. Bolts (not shown) are inserted into the through-holes 212 and corresponding holes made in the left side wall 122 of the tunnel 18 to connect the footrest 64 to the tunnel 18. It should be noted that for attaching the footrest 64 to the tunnel 18 can use other types of fasteners, in particular rivets or self-penetrating rivets. The front edge of the inner mounting flange 210 is connected to the extreme front transverse rib 240. Several other transverse ribs 204 are located to the left (in the transverse direction from the outside) from the outer surface 210a of the inner mounting flange 210 to the right longitudinal rib 202. The inner mounting flange 210 extends further backward in comparison with a right longitudinal rib 202. The inner mounting flange 210 is integral with the transverse ribs 204. It should be noted that the inner mounting flange 210 can be connected to the ribs 202, 20 4, not being executed as a unit with them.

[0129] As shown in FIG. 12, the left footrest 64 has a bend 242 formed immediately behind the second row of transverse ribs 204. The front of the left footrest 201 before bending 242 is curved upward relative to the portion behind the bend 242.

[0130] As shown in FIG. 2B and 2C, the left footboard 64 comprises a front tunnel extension 128 located in front of the trellis structure 201. The front tunnel extension 128 extends laterally outward from the lower edge of the left side wall 122. As mentioned above, the front tunnel extension 128 is integral with the tunnel 18 and contains many holes 129. The extreme front transverse rib 204 is attached to the rear end of the left extension 128 of the tunnel so as to form a permanent support for the left leg of the driver. The support 66 extends upward from the front edge of the front extension 128 of the tunnel. The footrest support 62 is also connected to the left (transverse outer) edge of the front tunnel extension 128.

[0131] As shown in FIG. 2B and 2C, the left footrest 64 is also connected to the tunnel 18 by an external mounting bracket 220 connected to the left (transverse outer) edge of the left footrest 64, and a rear mounting bracket 230 connected to the rear edge of the external mounting bracket 220.

[0132] As shown in FIG. 8-10, the external mounting bracket 220 extends in the longitudinal direction and slightly in the transverse direction outward from its rear end to its front end. External mounting bracket 220 is made in the form of a hollow tubular structure made by extrusion. As shown in FIG. 8 and 9, the external mounting bracket 220 in the illustrated embodiment has a rectangular cross-section with a generally horizontal upper surface 220a and a generally horizontal lower surface 220b connected by a pair of vertical surfaces 220c. The upper surface 220a of the external mounting bracket 220 is ribbed and contains teeth 222 that protrude upward from it and provide traction with the left foot of the driver. In the illustrated embodiment, the external mounting bracket 220 comprises three longitudinal rows of teeth 222 formed on its upper surface 220a. However, it should be noted that more or less than three rows of teeth 222 can be provided. A series of protrusions 224 protrude in the transverse direction inward from the vertical surface 220c facing in the transverse direction inward to the tunnel 18. The protrusions 224 contain through holes. The protrusions 224 are connected to the transverse ribs 204 by bolts inserted into the holes of the protrusions 224 of the outer mounting flange and the corresponding holes in the left edges of the subsequent ribs 204, as shown in FIG. 2C.

[0133] As shown in FIG. 8-10, the front of the external mounting bracket 220 extends forward from the extreme front transverse rib 240. The front of the external mounting bracket 220 extends on the left side (the outer side in the transverse direction) of the left front tunnel extension 128 and is attached to it by tabs 224 for providing additional fixation of the front of the steps 64 to the tunnel 18.

[0134] As shown in FIG. 8-10, the rear mounting bracket 230 comprises a front portion 232 extending generally in the longitudinal direction and a rear portion 234 extending up and back from the front portion 232. The rear mounting bracket 230 forms a C-shaped channel 236 open in the direction facing away from the tunnel 18. Channel 236 passes through the front and rear of 232, 234 of the rear mounting bracket 230. The rear end of the external mounting bracket 220 enters the channel 236 in the front of 232 so that the inner vertical surface 220 with the external mounting bracket the matte 220 is adjacent to the inner wall of the channel of the rear mounting bracket 230. The external mounting bracket 220 is attached to the rear mounting bracket 230 with rivets or other fasteners inserted into aligned through holes 244 (Fig. 9) on the inner vertical surface 220 with the external mounting bracket 220 and the inner wall of the channel of the rear mounting bracket 230. The inner wall of the channel of the rear 234 of the rear mounting bracket 230 is adjacent to the left side wall 122 of the tunnel 18 and is riveted to it kami or other fasteners inserted into the aligned holes 246 (Fig. 8 and 9) of the rear 234 and the left side wall 122 of the tunnel. Thus, the rear end of the external mounting bracket 220 is attached to the tunnel 18 by the rear mounting bracket 230. The rear portion 234 of the rear mounting bracket 230 also includes three teeth 248 that protrude laterally outward from the edge of the transverse front surface and provide traction with the driver’s foot. It should be noted that more or less than three teeth 248 may be provided.

[0135] As shown in FIG. 2A-2C, the left footrest 64 is attached to the tunnel 18 by means of its left (transverse outer) edge, its rear edge, and its right (transverse inner) edge.

[0136] As shown in FIG. 8-10, the hollow tubular structure of the external mounting bracket 220 and the design of the rear mounting bracket 230 with an open channel 236 helps to reduce the weight of the vehicle 10. It should be noted that the mounting brackets 220, 230 may have a configuration different from that disclosed herein, and can be connected to each other in another way. It should also be noted that the rear mounting bracket 230 may be integral with the external mounting bracket 220.

[0137] The various sizes of the trellis structure 201 of the step 64 are selected, as will be described below, in order to reduce indentation and increase the trench, while maintaining proper support for the driver’s leg standing on the step 64, and not significantly increasing the mass of the snowmobile 10.

[0138] As shown in FIG. 11A and 11B, in the present embodiment, the ratio X1 of the extension 264 of the longitudinal rib 202 below the transverse rib surface 204b to the width of the longitudinal rib 260 is selected so that it exceeds 1.5 and is less than 5.5. In the embodiment of the footrest 64 shown in FIG. 8-12, the ratio of X1 is approximately 3.3.

[0139] As shown in FIG. 10-11B, the ratio X2 of the width 268 of the hole, measured in millimeters, to the ratio X1 is chosen so that it exceeds 5.0 and is less than 15. In the embodiment shown, the ratio X2 is approximately 10.

[0140] As shown in FIG. 10-11B, the ratio X3 of the width 268 of the hole to the extension 264 of the longitudinal rib 202 below the surface 204b of the transverse rib is chosen so that it exceeds 1.0 and is less than 6.0. In the present embodiment, the ratio X3 is approximately 3.0.

[0141] it Was found that the digging of the trench can be strengthened, and the indentation is reduced, and the necessary support for the driver’s leg standing on the footboard 64 will be preserved, and the mass of the snowmobile 10 will not be significantly increased if the footboard 64 is designed so that the ratio X1 ranged from 1.5 to 5.5, the ratio of X2 from 5.0 to 15.0, and the ratio of X3 from 1.0 to 6.0.

[0142] The step 64 is made as part of a process, the initial stage of which is extrusion. In the extrusion step, a horizontal plate (not shown) is made with parallel ribs 202 and a mounting flange 210. The ribs 202 extend above and below the horizontal plate, while the mounting flange 210 extends upward from the edge of the horizontal plate. The direction of extrusion determines the direction of the ribs 202 and the mounting plate. In the illustrated embodiment, the steps 64 of the ribs 202 are oriented along the longitudinal axis of the vehicle 10 (parallel to the longitudinal center plane 13) when the step 64 is connected to the vehicle 10. It should be noted that the ribs 202 can be angled with the longitudinal center plane 13. For For convenience, the manufacturing process of the step 64 is disclosed for the direction of the ribs 202, which coincides with the longitudinal direction, however, the existing technology is not limited to the adoption of this terminology.

[0143] The transverse ribs 204 and holes 203 are formed by punching holes in a horizontal extruded plate between parallel ribs 202. It should be noted that the transverse ribs 204 and holes 203 can be made by other methods. The punching stage, designed to form the transverse ribs 204 and holes 203, is carried out by moving the punch in the vertical direction relative to the horizontal extruded plate.

[0144] The teeth 206 on the upper surface of the longitudinal ribs 202 and the upper protrusions 210d of the inner mounting flange 210 are made in a separate cutting step by moving the punch in the transverse direction relative to the longitudinal ribs 202 and the extruding direction. The upwardly projecting protrusions 210d of the mounting flange 210 may be formed in a separate cutting step by moving the punch in the transverse direction with respect to the longitudinal ribs 202 and the extruding direction. It should be noted that the teeth 206 and the protrusions 210d can be obtained using another process, for example, machining. The upper bend 242 shown in FIG. 12 is performed after extrusion and cutting processes.

[0145] As mentioned above, the outer bracket 220 is made by extrusion. The rear mounting bracket 230 is cast and / or stamped.

[0146] It should be noted that the steps 64 can be made of any suitable materials and in other ways.

[0147] We now consider another embodiment of the steps 64, shown in FIG. 14, 15 and 21-24. The steps 364 shown in FIG. 14, 15 and 21-24, have many similar features with the corresponding footrests 64 shown in FIG. 1-2D and 8-12. Thus, the features of the steps 364, similar to the corresponding features of the steps 64, have the same reference designations and will not be re-described. With respect to the footboard 364, only its differences from the footboard 64 will be described. The left footboard 364 is a mirror of the right footboard 364, therefore, the corresponding features of the left and right footboard 364 have the same reference designations, and only the left footboard 364 will be considered here.

[0148] The left footboard 364 has a lattice structure 201 formed by interconnected ribs 202, 304, between which are large openings 303. The longitudinal ribs 202 are oriented in the longitudinal direction. The ribs 304 extend laterally rather than longitudinally and are hereinafter referred to as transverse ribs 304. Successive longitudinal ribs 202 are connected to each other by transverse ribs 204 located between them. The transverse ribs 304 are connected to the longitudinal ribs 202 at an angle different from the straight line. It should be noted that the ribs 202 can be oriented in a direction different from the longitudinal one. Thus, the holes 303 defined by the ribs 202, 304 will have a trapezoidal shape rather than a rectangular shape, as is the case on the footboard 64.

[0149] As shown in FIG. 22-24, the step 364 comprises several teeth 306 protruding upward from the trellis structure 201 and having a height exceeding the height of the upper surface 204a of the transverse ribs 304. The teeth 306 provide traction with the driver’s foot on the foot 364. Each tooth 306 is laterally offset from the longitudinal rib 202 and connected to it by a jumper 307 extending laterally inward from the longitudinal rib 202. Some of the teeth 306 are located between successive transverse ribs 304, while the other teeth 306 protrude x from the upper surface 204a of the transverse rib 304. The teeth 306 project above the upper surface 202a of the longitudinal ribs to the height 272 (FIG. 11B). The height of 272 teeth 306 above the upper surface 202a of the transverse rib is less than the length 264 of the longitudinal rib 202 under the lower surface 202b of the transverse rib. This configuration of the teeth 306 offset from the longitudinal ribs 202 allows the production of teeth 306 at the same stage of extrusion, which produce the longitudinal ribs 202, which eliminates the additional cutting step necessary to form the teeth 206 of the steps 64. Thus, this configuration of the teeth 306 allows to simplify the manufacture of the steps 364, while maintaining grip with the driver’s leg, standing on the steps 364.

[0150] As shown in FIG. 21-24, the step 364 comprises a rear mounting bracket 330. The rear mounting bracket 330 has an upper portion 332 and a lower portion 334. The upper end 332a of the upper portion 332 is connected to the left side wall 122 of the tunnel 18 by bolts inserted into aligned through holes of the rear mounting bracket 330 and the left wall of the 122 tunnel. The upper portion 332 extends downward and laterally outward from the upper end 332a to the lower end 332b. The lower end 332b of the upper portion 332 of the rear mounting bracket forms a channel (not shown) that is open in the direction of the front of the snowmobile 10. The rear end of the external mounting bracket 220 enters and is attached to the channel of the lower end 332b. Thus, the rear end of the external mounting bracket 220 is attached to the tunnel 18 using the rear mounting bracket 330. The upper portion 332 includes two longitudinal and vertical walls 333 extending between the upper and lower ends 332a and 332b. The front edge of the outer (transverse) wall 333 contains six teeth 336, protruding forward from it and providing traction with the driver’s foot. It should be noted that more or less than six teeth 336 may be provided. It should also be noted that the teeth 336 may be absent. The lower part 334 is made in the form of a flange extending in the horizontal direction and in the transverse direction inward from the lower end 332b. The inner (transverse) end 338 of the flange 334 is connected to the horizontal plate 144 of the rear suspension mounting bracket 142 with a bolt inserted into the aligned through holes of the flange 334 and the horizontal plate 144. The extreme rear transverse rib 308 of the footboard 364 extending laterally outward and backward from the rear end of the mounting flange 210, has a pair of through holes 340. The extreme rear transverse rib 308 is also connected to the horizontal plate 144 by bolts inserted into the aligned through holes of the extreme rear of transverse ribs 308 and horizontal plate 144. In the illustrated embodiment, the inner end 338 of the flange 334 is also connected to the rearmost transverse edge 308.

[0151] Possible modifications and improvements to the above-described embodiments of the present invention may be apparent to those skilled in the art. The above description is for illustrative purposes and is not restrictive. The protected scope of the present invention is determined solely by the attached claims.

Claims (67)

1. A snowmobile containing: a frame; a front suspension assembly and a rear suspension assembly connected to the frame; at least one ski functionally connected to the front suspension; endless drive track functionally connected to the rear suspension assembly; an engine supported by a frame and functionally connected to the drive track to propel the snowmobile; moreover, the frame contains: a longitudinally extending tunnel to which the rear suspension assembly is connected, the tunnel comprising: an upper wall extending generally horizontally and containing a left edge and a right edge; a flat left beveled wall extending down and to the left of the left edge; the left side wall extending down from the left beveled wall; a flat right beveled wall extending down and to the right of the right edge; and the right side wall, passing down from the right beveled wall; and a rear upper support comprising a left strut and a right strut, each of the left and right struts having a lower end connected to a corresponding wall of a left beveled wall and a right beveled wall, and extends forward, upward and sideways inward from the lower end to the upper end. 2. A snowmobile according to claim 1, wherein each of the left and right racks is formed by a side wall, which, in general, is flat. 3. Snowmobile according to claim 2, in which: the side wall of the left strut extends generally parallel to the left beveled wall; and the side wall of the right strut extends generally parallel to the right beveled wall. 4. Snowmobile according to claim 2, in which each of the left rack and the right rack contains: a front wall extending sideways and inward from the front edge of the side wall; and the back wall extending sideways and inward from the rear edge of the side wall. 5. A snowmobile according to claim 4, wherein the front wall of each of the left and right racks extends from the front edge of the side wall at an obtuse angle to the flat side wall. 6. A snowmobile according to claim 4, wherein in each of the left and right racks the rear wall extends from the rear edge of the side wall at an obtuse angle to the flat side wall. 7. A snowmobile according to claim 4, wherein each of the left and right legs is a sheet metal structure having a C-shaped cross section between the upper and lower ends. 8. A snowmobile according to claim 4, wherein in each of the left and right racks the width of the side wall between its front edge and the rear edge decreases to the upper end. 9. Snowmobile according to claim 4, in which each of the left stance and right stance: the front wall extends from the side wall along the entire length of the corresponding pillar from the left and right pillars below the upper end; and the rear wall extends from the side wall along the entire length of the corresponding strut from the left and right struts. 10. Snowmobile according to claim 9, in which each of the left stance and right stance: the front wall extends laterally inward from the front edge of the side wall to the inner edge of the front wall, the distance from the inner edge of the front wall to the side wall in the upper part of the corresponding pillar from the left and right pillars is greater than at its lower end; and the rear wall extends laterally inward from the rear edge of the side wall to the inner edge of the rear wall, and the distance from the inner edge of the rear wall to the side wall in the upper part of the corresponding pillar from the left and right pillars is greater than at its lower end. 11. Snowmobile according to claim 10, in which each of the left rack and right rack the inner edge of the front wall below the upper wall of the tunnel is located between the side wall and the corresponding left and right beveled wall; and the inner edge of the back wall in the area below the upper wall of the tunnel is located between the side wall and the corresponding left and right beveled wall. 12. The snowmobile according to claim 11, in which the left beveled plane contains the left beveled wall; the right beveled plane contains the right beveled wall; and each of the left pillar and the right pillar: the inner edge of the front wall is located laterally inward from the corresponding beveled wall above the upper wall of the tunnel; and the inner edge of the rear wall is located laterally inward from the corresponding beveled wall above the upper wall of the tunnel. 13. A snowmobile according to claim 2, in which each of the left and right racks further comprises at least one longitudinally extending recess defined in the side wall and located between the upper and lower ends. 14. Snowmobile according to claim 2, in which each of the left and right racks further comprises a recess defined in the lower end of the recess, and the recess of each of the left and right racks has an inner wall located at a distance from the side wall and connected to the corresponding of the left beveled wall and the right beveled wall of the tunnel, while the corresponding rack of the left rack and right rack is connected to the tunnel, and part of the side wall, adjacent to the recess in each of the left and right racks, is located at a distance from the tunnel. 15. The snowmobile according to claim 1, in which the engine is an internal combustion engine, and the snowmobile further comprises: a fuel tank located on the tunnel between the left strut and the right strut, moreover the left strut is connected to the left side of the fuel tank, and the right strut is connected to the right side of the fuel tank. 16. A snowmobile according to claim 15, wherein each of the left strut and the right strut contains: a front wall extending laterally inward from the front edge of the side wall; and a rear wall extending laterally inward from the rear edge of the side wall, moreover: the left side of the fuel tank is located between the front wall and the rear wall of the left rack; and the right side of the fuel tank is located between the front wall and the rear wall of the right strut. 17. A snowmobile according to claim 15 or 16, further comprising: a seat located on at least one of the fuel tank and the tunnel; and a fastener connecting the seat and one of the left side and the right side of the fuel tank with the corresponding rack from the left and right racks. 18. Snowmobile according to claim 17, in which the fastener is a left fastener connecting the seat and the left side of the fuel tank to the left strut; and The snowmobile additionally contains: the right fastener connecting the seat and the right side of the fuel tank to the right strut, moreover the left fastener detachably connects the seat to the left strut, while the seat can be disconnected from the left strut without removing the left fastener from the left strut and fuel tank and without disconnecting the fuel tank from the left strut; and the right mounting element detachably connects the seat to the right strut, while the seat can be disconnected from the right strut without removing the fastener from the left strut and fuel tank and without disconnecting the fuel tank from the left strut. 19. A snowmobile according to claim 1, further comprising: a steering device bracket through which the steering column is operatively connected to at least one ski, moreover, the upper end of each of the left and right racks is connected to the bracket of the steering device. 20. Snowmobile according to claim 1, in which each of the left and right racks is made in the form of a single integral structure.

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