Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
1
COMPACT PULLING APPARATUS
CROSS-REFERENCE TO RELATED APPLICATIONS
The present case claims the benefits of U.S. Patent Application No. 61/M4,893
filed on 11 July
2013. The present case is also related to U.S. Patent Application No.
13/907,471 filed on 31 May
.. 2013, U.S. Patent Application No. 13/650,965 filed on 12 Oct. 2012 (now
U.S. Patent No.
8,528,672 dated 10 Sep. 2013), U.S. Patent Application No. 13/650,925 filed on
12 Oct. 2012 (now
U.S. Patent No. 8,453,769 dated 4 Jun. 2013), PCT Patent Application No.
PCT/CA2011/050202
filed on 15 Apr. 2011, and U.S. Provisional Patent Application Serial No.
61/342,538 filed on
Apr. 2010.
10 TECHNICAL FIELD
The technical field relates to compact pulling apparatuses capable of
travelling over difficult
terrains, such as terrains covered with snow, sand, mud, etc.
TECHNICAL BACKGROUND
Various apparatuses have been suggested over the years for travelling on
difficult terrains. Of these,
15 several are compact apparatuses allowing a person, for instance a person
on skis, to be pushed or
pulled using a track rotatably driven by a motor. Examples can be found in
documents such as
French patent application No. 2,431,304 (Jaulmes) published on 15 Feb. 1980
and in U.S. Patent
No. 4,519,470 (Allisio) published on 28 May 1985. Numerous other examples
exist. Most of these
apparatuses use a gasoline engine to rotatably drive the track. Some use an
electric motor.
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Apparatuses of this sort can be useful as light means of transportation,
particularly where it is
difficult or even forbidden to travel using a larger vehicle. For example, in
terrains with a snow-
covered surface, the snow could be too powdery and/or too deep to use a
snowmobile. Another
advantage of such apparatuses is that it is much more simple and easy to
transport them in another
vehicle than is the case with a larger and heavier vehicle, for instance a
snowmobile.
Unfortunately, none of the previously-suggested apparatuses has proven fully
adapted to the very
rigorous winter conditions encountered during parts of the year in places
where such apparatuses
are likely to be useful For instance, a very cold temperature can
significantly hinder the reliability
and the autonomy of an apparatus using an electric motor powered using
batteries. In the case of a
gasoline engine, the combination of cold weather and heat released from the
engine can cause ice
and compacted snow to build up at sensitive points of the apparatus. Moreover,
milder temperatures
are more likely to cause water infiltrations into the apparatus, which can
then result in failures
difficult to repair, especially if they occur deep into the forest or in other
places that are difficult to
access.
Also, the previously-suggested apparatuses do not allow an electric generator
to be easily
transported to places that are difficult to access. Numerous other limitations
are challenges exist
The compact pulling apparatus and methods disclosed in Applicant's
PCT/CA2011/050202 filed
on 15 Apr. 2011 (published on 20 Oct. 2011 under publ. No. WO 2011/127607)
provide very good
solutions capable of overcoming a vast number of limitations and challenges
associated with
previously-suggested apparatuses. Nevertheless, further improvements on many
different aspects
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of the basic concept are always needed and desirable so as to even further
improve the technology
in this technical field.
SUMMARY
According to one aspect, there is provided a compact pulling apparatus
including: a watertight
elongated housing extending along a longitudinal axis, the housing including a
plurality of exterior
walls; a track disposed outside the housing along its longitudinal axis and
enabling the apparatus
to move when the track is rotatably driven around the housing, at least one
track-driving motor for
generating rotating output power to move the track, the at least one track-
driving motor being
longitudinally disposed within the housing; and a power train assembly
supported by the housing
and establishing a torque-transmitting engagement between the at least one
track-driving motor
and the track, the power train assembly including: a main longitudinally-
disposed driveshaft
located at least partially within the housing; a transversal driving axle; and
a gearbox having an
input and an output, the input being drivingly connected to the main
longitudinally-disposed
driveshaft, and the output being drivingly connected to the transversal
driving axle; wherein the
rotating output power is transmitted from inside to outside the housing by the
power train assembly
using at least one rotatable shaft section sealingly extending across a
corresponding one of the
walls of the housing.
According to another aspect, there is provided a compact pulling apparatus as
shown and/or
described and/or suggested herein.
According to another aspect, there is provided a method of ventilating a
compact pulling apparatus
as shown and/or described and/or suggested herein.
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According to another aspect, there is provided a method of configuring a
compact pulling apparatus
as shown and/or described and/or suggested herein.
Details on the various aspects and features of the proposed concept will
become apparent in light
of the detailed description which follows and the appended figures.
BRIEF DESCRIPTION OF THE FIGURES
FIG. 1 is an isometric view of an example of a compact pulling apparatus based
on the proposed
concept;
FIG. 2 is an isometric view of an example of an apparatus similar to the one
of FIG. 1 but configured
for use with a hitched sled;
FIG. 3 is a left side view of the apparatus shown in FIG. 1;
FIG. 4 is an isometric rear view of the apparatus shown in FIG. 1, which
apparatus is shown without
some of its components for the sake of illustration;
FIG. 5 is a schematic top view depicting an example of a motor configuration
inside the apparatus
shown in FIG. 1,
FIG. 6 is an isometric view of the apparatus shown in FIG. 1 with the side
panels being removed;
FIG. 7 is a semi-schematic view showing an example of an air circulation
inside the apparatus
shown in FIG. I; and
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FIG. 8 is an isometric view illustrating another example of a compact pulling
apparatus based on
the proposed concept.
DETAILED DESCRIPTION
FIG. 1 is an isometric view of an example of a compact pulling apparatus 100
based the proposed
5 concept. The apparatus 100 includes an endless track 102 disposed around
a watertight housing
104 having an elongated form. The housing 104 extends along a longitudinal
axis 105. The rotation
of the track 102 around the outside of the housing 104 enables the apparatus
100 to move over a
ground surface, for instance a snow-covered surface. The track 102 can be made
of rubber or some
other polymer. Other materials are possible. The apparatus 100 can be used on
almost any surfaces,
including paved roads, sand, etc.
It should be noted at this point that the reference to a "watertight" housing
means that its
construction is watertight but this does not exclude the presence of an air
ventilation circuit for
circulating air in the interior of the housing 104. For instance, the
ventilation circuit can be provided
to cool the interior of the housing 104 when its temperature exceeds an upper
threshold, such as
above 25 C. Other values are possible. The ventilation circuit can also be
used to keep the interior
of the housing 104 warm during cold weather conditions.
The exterior of the apparatus 100 as shown in FIG. 1 is substantially similar
to the one shown in
Applicant's prior application published on 20 Oct. 2011 under publ. No. WO
2011/127607.
However, this apparatus 100 includes many improvements over the apparatus
disclosed in the
previous application.
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The illustrated apparatus 100 includes at least one track-driving motor for
generating rotating
output power to move the track 102. The motor or motors are longitudinally
disposed within the
housing 104 and can be, for instance, a fuel-powered internal combustion
engine and/or an electric
motor. The apparatus 100 of the illustrated example includes both an engine
and an electric motor.
Moreover, the electric motor is an electric machine having both a power
generator mode where it
is capable of generating electrical power using rotating output power coming
from a mechanical
source, and an electric motor mode where it is capable of generating rotating
output power using
electrical power coming from batteries. Nevertheless, one can use an electric
machine that is only
an electric motor (i.e. no power generator mode) in some implementations or,
in others, an electric
machine that is only a power generator (i.e. no electric motor mode). An
apparatus such as the one
shown in FIG. 1 can further include only an electric motor and no engine (i.e.
be exclusively
electric) or only an engine (i.e. no electric machine therein).
For the sake of simplicity, the electric machine will be referred to as a
"motor/generator" in the
present description. The expression "motor/generator" is used in a generic
manner and it is meant
to cover an electric machine having only a motor mode, only a generator mode,
or both. Additional
modes are further possible.
The illustrated apparatus 100 includes a handlebar 106 connected to the
housing 104. The
handlebar 106 extends substantially rearward of the apparatus 100. The distal
end of this handlebar
106 includes handrests 108 intended to be handheld by an operator 110 who
stands at the rear of
the apparatus 100, for instance as shown in a semi-schematic manner in FIG. 1
The proximal end
of the handlebar 106 can be pivotally or fixedly coupled to the left and right
sides of the housing
104, depending on the needs. When pivotal, it is possible to limit the
pivoting angles of the
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handlebar 106 between a minimum angle and a maximum angle with respect to the
horizontal, for
instance using stoppers or the like. This may be desirable to prevent the
distal end of the handlebar
106 from contacting the ground surface. Variants are possible.
The operator 110 may have one or more control devices available on the
handrests 108 of the
handlebar 106 which can allow, among other things, controlling the travelling
speed of the
apparatus 100 and other functions. The controls can be connected to the
housing 104 using wires
and/or by wireless communication means. If desired, wires can extend
internally between the
proximal end and the distal end of the handlebar 106 to protect them from wear
and damages.
It should be noted that the handlebar 106 may be omitted in some
implementations, for instance
where the apparatus 100 is part of another machine. One can even use two or
more apparatuses 100
in a same machine.
In FIG. 1, the operator 110 of the apparatus 100 stands on skis 112 (or the
equivalent) The operator
110 holds the handlebar 106 using the handrests 108 so as to be pulled by the
apparatus 100 when
it moves forward. The operator 110 can change the direction of the apparatus
100 by moving the
handlebar 106 sideways in the direction opposite the turn to be made. This
maneuver is similar to
the one made by an operator of a small conventional lawn mower or the like.
While skis 112 are
useful for travelling on snow or ice, it is possible for the operator 110 to
follow the apparatus 100
on foot, in a sled or even using a wheeled arrangement, depending on the
surface conditions. For
instance, the wheeled arrangement can include a hauled unit operatively
connected behind the
housing 104. The hauled unit can include a ground-engaging tire and an upper
platform disposed
8
above the ground-engaging tire to receive the feet of an upstanding operator
110. Variants are
possible as well.
The housing 104 is low-slung in order to keep its center of gravity as low as
possible. The center
of gravity of the apparatus 100 is relatively low. It is at a height that is
below the knees of the
operator 110 in FIG. 1.
Depending on the model, it is possible to provide an arrangement which enables
the apparatus 100
to back up by its own motor power. This can be very useful in certain
circumstances. One or more
levers or other kinds of control devices for operating a brake can also be
provided. For instance,
levers can be placed on the handlebar 106 similarly to those of the brakes on
a bicycle or a
motorcycle, for instance. Other elements can be provided on the handlebar 106
according to
requirements, such as a lamp, indicator dials, etc. Other configurations and
arrangements are
possible as well.
The housing 104 includes a lateral wall 140 on each side. The housing 104 can,
for example, be
made of a metallic material, a plastic material, or both. Aluminum, including
alloys thereof, is an
example of one possible material for the housing 104 since this material is
light and strong. Other
materials are possible. The lateral walls 140 can be fixed or removable.
Removable lateral walls
140 can facilitate access to all parts inside the housing 140 instead of using
side doors or in addition
to one or more side doors thereon. When the apparatus 100 is in motion, the
lateral walls I.40 on
the sides of the housing 104 are closed in a watertight manner. They can be
bolted and/or otherwise
attached to the rest of the housing 104. The other parts of the housing 104
are configured to prevent
water ingress and thus to maintain the interior of the housing 104 dry in
operation.
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FIG. 2 is an isometric view of an example of an apparatus 100 similar to the
one of FIG. 1 but
configured for use with a hitched sled 120 on which an operator 110 is
standing at the rear of the
apparatus 100. The sled 120 includes a hitch 122 that is connected to a
support 124 which, in the
illustrated example, is in the form of a transversal strut that is straight.
The transversal strut 124
can also be slightly curved towards the rear at its center. The transversal
strut 124 is supported
using two corresponding side plates 126 projecting towards the top of the
housing 104. The hitch
122 of the sled 120 includes two retainer arms, which arms are attached to a
front plate 128 and
can pivot around a substantially vertical axis where it joins a fastening
element 130. The fastening
element 130 can slide from left to right along the transversal strut 124, for
instance using two
pulleys provided on either side of the fastening element 130. In a turn, the
fastening member 130
can thus move toward one of the ends of the transversal strut 124, this
facilitating handling of the
apparatus 100 and reducing the effort required from the operator 110. The roll
of the sled 120 can
be transmitted to the housing 104, and vice-versa. The operator 110 can
control the roll motion of
the apparatus 100 by transferring his/her body weight sideways on the sled
120. The motions
around the pitch axis and the yaw axis, however, remain free between the
apparatus 100 and the
sled 120. Variants are possible as well.
The illustrated sled 120 is primarily designed for use on a frozen surface,
such as snow or ice.
Nevertheless, it can also be used on other types of ground surfaces, such as
turf-covered surfaces,
loose earth, sand, etc. One can also include wheels under the sled 120 for
travelling over long
distances on packed or paved surfaces. Other variants are possible as well.
When travelling in a forward direction, the apparatus 100 pulls the operator
110 along and, if need
be, transports a payload such as a payload placed on board the sled 120
hitched to the apparatus
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100 and/or placed in an external rack located above the track 102. The
external rack can be
supported for instance by additional side plates 126 provided at different
locations on the top of
the housing 104, as shown. Variants are possible.
The apparatus 100 can easily pull a load equivalent to at least twice its own
weight on snow. For
5 example, tests carried out using an apparatus weighing about 135 kg (300
lbs.) have shown that the
apparatus 100 was able to pull a load of more than 450 kg (1000 lbs.) over a
distance of about
640 km (400 miles) with the contents of a single fuel tank of 60 liters at an
average speed of about
14 km/h (9 MPH). The apparatus 100, when hauling a moderate load, can travel
at an average speed
of about 20 km/h (12.5 MPH) over a distance of about 1200 km (750 miles) with
the contents of a
10 single fuel tank of 60 liters.
The apparatus 100 can be used for a very wide range of applications and
purposes. One of them
involves search and rescue emergency missions, particularly those in response
to an incident
occurring on a difficult and/or unstable terrain, in a confined space or in a
hazardous zone. Some
operations may even occur under circumstances where all these difficulties are
present. An example
is a rescue mission in an underground environment such as in a mine or a cave,
where a victim
must be pulled out of a danger zone by rescuers and then transported towards
the surface over some
distance through tight passages. Another example is a rescue mission following
an avalanche and
where the surrounding environment is still very unstable. Minimizing noise and
the time spent on
the scene are then critical factors.
Every incident has some unique characteristics and potential dangers for the
rescue team. Thus,
being able to conduct the search and rescue operation with the maximum
efficiency under many
11
different circumstances is always needed in any life-threatening situation.
The apparatus 100 can
help reach this goal. With the apparatus 100, rescuers can access a remote
site very quickly, even
in a very difficult environment, bring search and rescue equipment and
supplies to find and/or
stabilize a victim, pull a victim out of any imminent danger, and move a
victim using a stretcher to
bring him or her elsewhere, for instance to another evacuation vehicle and/or
to other medical
response personnel. Pulling a victim out of imminent danger can include, for
instance, pulling
someone out of a hole or a cliff using a cord attached to the apparatus 100
and using the apparatus
100 to pull. Then, the victim can be put on a sled or the like for the
evacuation. Search and rescue
equipment and supplies that can be carried by the apparatus 100 include
medical supplies, mobile
.. life support devices, rescue equipment such as ropes, harnesses, shovels,
floatation devices,
blankets and fire extinguishers, to name just a few, electronic devices such
as sensors,
telecommunication devices, global positioning systems (GPS), etc., and any
other kinds of supplies
that the situation may require, including other items such as tents, food and
water, heaters, etc.
Variants are possible as well.
.. FIG. 3 is a left side view of the apparatus 100 shown in FIG. 1.
FIG. 4 is an isometric rear view of the apparatus 100 shown in FIG. 1. For the
sake of illustration,
the apparatus 100 is shown without its track 102, without the lateral walls
140 on the sides of its
housing 104 and without some parts inside the housing 104. As can be seen, the
housing 104
includes, in addition to the left and right lateral walls 140, a top wall 142,
a bottom wall 144, a
front wall 146 and a rear wall 148. In the illustrated example, a rear
internal wall 150 separates a
front inner chamber 152 from a rear inner chamber 154 provided inside the
housing 104. The rear
internal wall 150 can be constructed so as to reinforce the structure of the
housing 104. Variants
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are possible as well. For instance, the exterior shape of the housing 104 can
be different from what
is shown. The interior of the housing 104 can be different from what is shown.
The interior of the
housing 104 can be constructed with a single interior chamber or with more
than two interior
chambers
At least one front roller is rotatably connected at the front of the housing
104 for supporting and
curving the track 102 around a transversal axis. In the illustrated example,
two spaced-apart and
front rollers 162 are provided. The front rollers 162 are coaxially mounted
around a front
transversal axle 164 (FIG. 5) which is supported, for instance, by an
internally-greased axle
connected at its ends to two opposite and longitudinally-extending front side
plates 166. The front
side plates 166 are rigidly connected to the front of the housing 104. The
front rollers 162 are
configured and disposed to engage the inner side of the track 102. Likewise,
at least one rear roller
is rotatably connected at the rear of the housing 104 for supporting and
curving the track 102 around
a transversal axis. In the illustrated example, two rear rollers 170 are
provided. The rear rollers 170
are coaxially mounted around a rear transversal axle 172 which is supported at
its ends by bearings
178 located in two opposite and longitudinally-extending rear side plates 174.
The rear side plates
174 are rigidly connected to the rear of the housing 104. The rear rollers 170
are configured and
disposed to engage the inner side of the track 102. The rollers 170 are shown
as being flat on the
periphery thereof but one can provide teeth around the rollers 170 in some
implementations. Other
arrangements and configurations are also possible for supporting the track 102
around the housing
104.
In the illustrated example, a pair of top skids 160 is disposed longitudinally
on the exterior top side
of the top wall 142. A pair of bottom skids, similar to those on the top wall
142, is disposed
13
longitudinally on the exterior bottom side of the bottom wall 144. The skids
are made of a narrow
strip of material having a very low friction coefficient. They allow, among
other things, the track
102 to rotate around the housing 104 with a reduced friction between the inner
face of the track
102 and the exterior side of the housing 104. They also serve as guides to
keep the track 102 in
alignment with the longitudinal axis of the apparatus 100. The skids 160 can
extend for several
centimeters beyond the front and rear ends of the top and bottom walls 142,
144 so as to support
the track 102 along almost the entire length of the apparatus 100. These ends
are curved, as shown.
If desired, the skids 160 can be used together with one or more pairs of
smaller rollers and/or
wheels that are operatively connected to the housing 104 and that are engaging
the inner face of
the track 102. These small rollers and/or wheels can further reduce the
friction between the inner
face of the track 102 and the outside of the housing 104, particularly when
the apparatus 100 is
used on sand-covered surfaces. Variants are possible.
As shown in FIGS. 1 to 3, a front bumper 168 is provided at the front of the
illustrated apparatus
100. The opposite ends of the front bumper 168 are connected to the lateral
walls 140. The front
bumper 168 is removed when the lateral walls 140 are removed in this
implementation. Sufficient
clearance is provided between the interior or the front bumper 168 and the
front rollers 162 to
prevent the track 102 from interfering with the front bumper 168 when the
apparatus 100 is in
operation. One can also construct the apparatus 100 without bumpers.
As shown in FIG. 4, the underside of the housing 104 is convex at its center
and the front of the
bottom wall 144 defines an angle with reference to the horizontal. This
heightening is about 3 cm
at the front and at the rear of the track 102 in the apparatus 100 of the
illustrated example. This
central part corresponds to about one third of the length of the housing 104.
The heightening, in
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particular, facilitates a yawing motion when making a turn as well as the
manual pivoting of the
apparatus 100 on hard and rough surfaces, for example on asphalt or concrete.
The front transversal
axle 164 is also higher than the rear transversal axle 172. This also
facilitates passage over
obstacles. Variants are possible as well.
The apparatus 100 includes a power train assembly supported by the housing 104
and establishing
a torque-transmitting engagement between the track-driving motor(s) that are
inside the housing
104 and the track 102 that is outside the housing 104. Rotating the track 102
using the rotating
output power coming from the track-driving motor(s) inside the housing 104
will create the motion
of the apparatus 100 over the ground surface.
The power train assembly includes a main longitudinally-disposed driveshaft
270 located at least
partially within the housing 104. Most, if not all of the driveshaft 270, is
inside the housing 104.
The driveshaft 270 can be in the form of a single monolithic tube or include
two or more portions
having intervening mechanisms between them, for instance clutches or the like.
The power train
assembly also includes a gearbox 302 that can be located inside or outside the
housing 104. The
gearbox 302 has an input and an output. The input is drivingly connected to
the main longitudinally-
disposed driveshaft 270. The output is drivingly connected to a transversal
axle.
In the illustrated example, the rear rollers 170 are the ones driving the
track 102 using rotating
output power coming from the track-driving motor(s) inside the housing 104.
The rear wall 148 of
the housing 104 holds a sealed bearing 180 that is provided to seal the
junction around the rear end
of a rear portion 274 of the driveshaft 270 projecting out of the housing 104.
This feature is
desirable to keep the interior of the housing 104 sealed and prevent dirt
and/or water from entering
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therein. This is also no chain coming out of the housing 104 through opened
holes. The outside
portion of the driveshaft 270 is drivingly connected to a gearbox 302 to which
the rear transversal
axle 172 is drivingly connected. The gearbox 302 is located outside the
housing 104 in this
example. It is also located about the center of the rear transversal axle 172.
Variants are possible.
5 One can also use a rotatable seal arrangement instead of a bearing on the
rear wall 148. The bearing
could be provided instead inside the housing 104.
It should be noted that one can design the apparatus 100 with a construction
where the front
transversal axle 164 is the one driving the track 102. In other
implementations, the track 102 could
be driven from the side of the housing 104 instead of being driven from the
front and/or the rear
10 .. thereof with the gearbox 302 being inside. Transversal driving axle or
axles extending on one or
both sides of the housing 104 would be possibly used to establish a torque-
transmitting engagement
with the track 102. The end of the transversal driving axle or axles extending
through the lateral
walls 140 would include a sealing connection with the corresponding lateral
wall 140. Other
variants are possible as well.
15 The gearbox 302 of the illustrated example includes an internal speed-
reducing gear mechanism
between the input and the output. It is thus constructed to lower the rotation
speed between its input
and its output, thereby increasing the torque in the same proportion. Thus,
the rotation speed of the
driveshaft 270 is faster than that of the rear transversal axle 172. The
internal speed-reducing gear
mechanism may include, for instance, a worm screw in mesh with a corresponding
gear. Such
arrangement also allows having a perpendicular disposition between the input
and the output.
Variants are possible as well. One can also use a speed-reduction arrangement
inside the housing
16
104, including a transmission, and/or have no variation of the transmission
ratio between the input
and the output of the gearbox 302.
Moreover, the internal speed-reducing gear mechanism of the gearbox 302 can
include internal
gears having a self-locking construction. The gearbox 302 thus locks itself in
a parking mode unless
its input is rotated by the driveshaft 270. In other words, an outside torque
applied at its output
cannot make the input rotate. This feature is very useful, for instance, to
prevent the apparatus 100
from moving by itself in a steep slope due to gravity. The mechanism can
become self-locking
using steeper angles between the rotating elements. Variants are possible as
well and one may
completely omit this feature in some implementations.
In the illustrated example, the rear transversal axle 172 can include a brake
disk 176. Corresponding
brake pads are attached to the housing 104 and are mounted to a movable system
that can be
actuated by the operator 110 from the handrests 108 when a braking force is
required. Other
configurations and arrangements are also possible. For instance, one can
include a brake disk
coaxially disposed on and rigidly coupled to the driveshaft 270 inside the
housing 104. This would
be desirable to keep the brake disk 176, and its corresponding brake pads,
clean and dry.
FIG. 5 is a schematic top view depicting the motor configuration inside the
apparatus 100 shown
in FIG. 1. This view is not necessarily to scale.
As can be seen, the apparatus 100 features a generator/motor 202 that is
coaxially mounted directly
on a main longitudinally-disposed driveshaft 270. Thus, to save weight, the
rotor of the
generator/motor 202 is integrated to the driveshaft 270. The main driveshaft
270 extends between
the output of the engine 200 towards the gearbox 302 to which is drivingly
connected the rear
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transversal axle 172. The illustrated apparatus 100 also includes an engine
200, as aforesaid. The
crankshaft inside the engine 200 has a crankshaft rotation axis that is
oriented substantially parallel
to the longitudinal axis 105 and the front end of the driveshaft 270 is
coupled to the output of the
engine 200.
Clutches, for instance electric and/or centrifugal clutches, can be provided
on and/or at the ends of
the main driveshaft 270 to selectively engage or disengage the various
components depending on
the mode of operation. Each clutch allows coupling and uncoupling the parts
connected thereto in
a torque-transmitting engagement. The clutches can al so be unidirectional
mechanisms.
Among the various possible implementations using the concept presented in FIG.
5, one includes
using an engine 200 and a generator/motor 202, the generator/motor 202 having
a power generator
mode (i.e. no electric motor mode). Such apparatus 100 can include a first
clutch 272, for instance
a centrifugal clutch, located between the rear end of a front portion of the
main driveshaft 270 and
the front end of a rear portion of the driveshaft 270. In FIG. 5, the rear
portion 274 of the driveshaft
270 is disposed between the first clutch 272 and the gearbox 302. The first
clutch 272 engages only
when the output shaft of the engine 200 rotates at a minimum rotation speed,
for instance
1500 RPM, and compensate for the rotation speed difference in the transition.
Other values are also
possible. This way, the engine 200 can run at idle speeds without moving the
apparatus 100.
The first clutch 272 can also be set so as to remain unengaged when the engine
200 provides torque
to the motor/generator 202 for generating electricity without moving the
apparatus 100. The
rotation speed for generating electricity could then be below the minimum
rotation speed for
engaging the first clutch 272. Nevertheless, one can use an electrically-
activated clutch or another
18
kind of arrangement, including a manually-activated clutch instead of a
centrifugal clutch, to
selectively engage or disengage the driving connection between the output of
the engine 200 and
the input of the gearbox 302.
Another implementation includes using the engine 200 and the generator/motor
202 as shown, the
generator/motor 202 being constructed or configured to both a power generator
mode and an
electric motor mode.
If desired, one can provide a second clutch 276 between the engine 200 and the
generator/motor
202. The second clutch 276 can be set for instance between the output of the
engine 200 and the
front end of the driveshaft 270. It should be noted that the words "first" and
"second" are only used
herein for the sake of clarity and have no implicit meaning.
The second clutch 276 can be a centrifugal clutch and/or a remotely-operated
clutch and/or a
unidirectional clutch. For instance, the apparatus 100 can be configured so
that its motion at low
speeds (e.g. 20 km/h) is only using torque coming from the generator/motor
202. Other speed
values are also possible. Then, for faster speeds, the engine 200 would be
started and/or the output
of the idling engine 200 would be put in driving engagement with the main
driveshaft 270. The
apparatus 100 could also include a setting where the operator 110 can put the
apparatus 100 in an
"electric only" mode, for instance to minimize noises, even if the engine 200
is available.
If desired, the engine 200 can be started using the generator/motor 202 and/or
a dedicated starter,
= such as an electric starter mounted thereon. Starting the engine 200 with
the motor/generator 202
constitutes another possible mode, namely a starter mode. The starter mode
allevia es the need of
a dedicated starter but one can still use one for some reason. If the second
clutch 276 is a
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unidirectional clutch, the apparatus 100 can be configured to use the
generator/motor 202 for
backing up in a motor mode. It should be noted that the implementation
discussed in the present
paragraph can be used with or without the first clutch 272. Thus, the
motor/generator 202 is used
as the sole means of powering a motion of the apparatus 100 in the reverse
direction. Nevertheless,
it is also possible to use an engine control device to reverse rotation of the
engine 200 to drive the
apparatus 100 in a reverse direction. This way, one can omit the use of a
reversing gear train to
save weight and costs. Nevertheless, variants are possible as well.
In another possible implementation, no clutch would be provided and the main
driveshaft 270 can
be constructed to extend uninterruptedly from the engine 200 to the gearbox
302. The
generator/motor 202 can be configured, for instance, to always initiate the
motion of the apparatus
100 and start the engine 200 at the same time. The engine 200 would be stopped
each time the
apparatus 100 is not moving fast enough to at least reach the idle speed at
the engine 200. Once the
apparatus 100 is in motion and the engine 200 started, the generator/motor 202
can be used as in a
power generator mode instead of an electric motor mode and thereby generate
electricity, for
instance to recharge the batteries. The generator/motor 202 can also be used
again as an electric
motor mode if extra power is needed, for instance if the apparatus 100 hauls a
heavy load and/or
must climb a steep slope. The transition between the electric motor mode and
the power generator
mode can be done automatically and/or manually, depending on the
implementation. This "hybrid"
operation can be desirable to optimize the use of fuel and the electrical
power transported by the
apparatus 100. Variants are possible as well.
Another implementation includes using the engine 200 and the generator/motor
202 as shown, the
generator/motor 202 being constructed or configured to be selectively used as
a power generator
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mode or an electric motor mode, depending on the needs. This implementation is
similar to the one
described in the preceding paragraph but this time, the first clutch 272 is
provided. The first clutch
272 can be a centrifugal clutch and/or a remotely-operated clutch, as
aforesaid. This way, the
engine 200 can drive the generator/motor 202 in a power generator mode without
moving the
.. apparatus 100.
Still, if desired, one can construct the main driveshaft 270 using two
coaxially-disposed shaft
portions. The rotor of the generator/motor 202 would be connected to the outer
shaft portion and
the output shaft of the engine 200 would be in engagement with the inner shaft
portion. A clutch
can be provided between the outer and inner shafts to selectively engage and
disengage them from
.. one another. Disengaging the outer and inner shaft portions can be done to
avoid an unnecessary
rotation of the rotor inside the generator/motor 202 when the engine 200 drive
the apparatus 100
into motion but no torque is required to or from the generator/motor 202.
Disengaging the outer
and inner shaft portions can be done to drive the apparatus 100 into motion
without the engine 200.
FIG. 6 is an isometric view of the apparatus 100 shown in FIG. 1, with the
side panels 140 being
removed. As can be seen, most of the generator/motor 202 is located in the
rear inner chamber 154
of the housing 104. The engine 200 is entirely located inside the front inner
chamber 152 of the
apparatus 100. Variants are possible as well.
Three batteries 206 are set inside the front inner chamber 152 of the
illustrated example. It should
be noted that one can design the apparatus 100 with only a single battery.
However, for the sake of
simplicity, the present text refers to "batteries" in a generic manner. This
is also intended to cover
situations where only a single battery is present.
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The batteries 206 provide electrical power to the motor/generator 202 when it
is operated in an
electric motor mode and store the electrical power when it is operated in a
power generator mode.
The batteries 206 can also provide electrical power to an electric starter for
the engine 200, if
applicable. In some implementations, the operator 110 can start the engine 200
without having to
access it directly, for instance by removing one of the lateral walls 140 to
start it by hand, using for
instance a pull cord or the like. The batteries 206 can store electrical power
received from the
generator/motor 202 when it is operated in a power generator mode. The
generator/motor 202 can
produce electrical power using mechanical power from the engine 200 even when
the apparatus
100 is in motion.
The electricity produced by the generator/motor 202, when it is operated in a
power generator
mode, can also be used to supply one or more external equipment with
electrical power, for instance
using one or more electrical sockets mounted on and/or inside the apparatus
100. The electrical
power can be at a voltage corresponding in particular to that of a domestic
electrical outlet, for
example 110V or 220V/240V at 60 Hz or also at 50 Hz. The possibility of
generating electricity
using the apparatus 100 can be very advantageous in many situations, for
instance to workers
operating power tools at remote sites or to owners of cottages located far
from inhabited areas, to
name just a few. Many other uses and/or situations are possible. The
generator/motor 202 can have
a power rating of 4000 to 6000W in the apparatus 100 of the size shown. A
smaller or even a larger
capacity is also possible. The apparatus 100 may also include a power inverter
or the like to provide
external electrical power using only the batteries 206.
When generating electricity for external equipment, one or both of the lateral
walls 140 of the
apparatus 100 can be removed for cooling purposes. Variants are possible.
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FIG. 6 also illustrates an example of a control panel 306 for the power
management of the apparatus
100 when it produces electricity. The control panel 306 includes switches,
dials, electric sockets,
etc. It can be located inside or outside the side panels 140. Locating the
control panel 306 inside
the apparatus 100 prevents it from being damaged by water, dirt and/or from an
impact during a
motion of the apparatus 100. The control panel 306 can be accessed by removing
the side panel
and/or by opening a hinged cover 132 (FIG. 3) positioned in front of the
control panel 306. The
cover 132 has a hinge at the top edge so that when the cover 132 is opened, it
can protect the control
panel 306 from rain.
FIG. 6 shows an external fuel tank 204 mounted around the top of the housing
104 and the track
102. This external fuel tank 204 is supported by the side plates 126. It is
also possible to provide
an external rack instead of the external fuel tank 204 and use only a fuel
tank located inside the
housing 104. Having both a fuel tank inside the housing 104 and the external
fuel tank 204 is
another possibility. The external rack can be useful for carrying a payload,
for example as a tool
box and/or a cargo box and/or external batteries. An external fuel tank 204
such as the one shown
schematically can generally hold about 60 liters of fuel. The fuel is supplied
to the engine 200 using
a fuel line configured and disposed to create a fluid communication between
the external fuel tank
and the interior of the housing 104. When external batteries are on the
external rack, an electrical
wiring can be provided to create an electrical connection between these
external batteries and the
interior of the housing 104. Variants are possible as well.
The admission of fresh air into the interior of the housing 104 can be made
using different
arrangements. Depending on the implementations, different configurations can
be used so as to
mitigate or even alleviate the risks of having foreign matters inside the
housing 104, for instance
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water (in liquid form and/or in the form of snow or ice particles), or solid
debris and/or particles
such as twigs, leaves, sands, etc. All these contaminants can be carried with
the air through the air
intake or intakes.
FIG. 7 is a semi-schematic view showing the air circulation inside the
apparatus 100 shown in
FIG. 1. The batteries 206 and the control panel 306 were removed for the sake
of illustration. As
can be seen, the generator/motor 202 is cooled using fresh air drawn into the
rear inner chamber
154 from a pair of air intake slots 310 provided near the distal end of the
handlebar 106 of this
apparatus 100 They are thus relatively high above the ground surface. The
handlebar 106 includes
hollow tubes 312 and the proximal end of these tubes 312 opens into the rear
inner chamber 154.
The handlebar 106 is can be pivotally connected to the housing 104 or be fixed
in position. The air
intake slots 310 are located relatively high from the ground so as to minimize
the possible ingestion
of water, snow or solid debris. The air intake slots 310 are also positioned
on the sides of the
corresponding hollow tube 312 so as to prevent dirt and/or snow to enter if
the handlebar 106 is
dropped on the ground surface for some reason. Variants are possible as well.
In the illustrated example, the generator/motor 202 has a front section 304
protruding inside the
front inner chamber 152 through an opening made in the rear internal wall 150.
This front section
304 corresponds to the outlet of the internal air cooling circuit of the
generator/motor 202. Cooling
air circulating inside the casing of the generator/motor 202 is discharged
inside the front inner
chamber 152 through the air outlet at the front section 304. The
motor/generator 202 includes an
internal fan that is driven into rotation when the rotor inside the
motor/generator 202 is rotated. Air
is then circulated through air passages forming the cooling circuit of the
motor/generator 202. Air
24
exits on the opposite side of the motor/generator 202. The warmer air exiting
the motor/generator
202 can be used elsewhere in the housing 104, for instance to keep the
batteries 206 warm during
cold weather conditions. Variants are possible as well.
Still, in the illustrated example, the engine 200 includes a front air intake
320. This front air intake
320 is in a direct fluid communication with the rear inner chamber 154 through
an air duct 322.
The front air intake 320 of the engine 200 is covered by a shroud 324 to which
one end of the air
duct 322 is connected, The opposite end of the air duct 322 is connected to
the periphery of a hole
326 (FIG. 4) made through the rear internal wall 150. The cooling air for the
engine 200 comes
entirely from the rear inner chamber 154 in the illustrated example. The
cooling fan in the engine
200 generates the necessary suction force to draw air through the hole 326 and
the air duct 322.
The cooling air passes around the cylinder or cylinders of the engine 200 arid
ends up in the interior
of the front inner chamber 152. The air required for the combustion can be
drawn directly from the
front inner chamber 152. It can also be drawn from the rear inner chamber 154.
Other variants arc
also possible.
One of the advantages of the above-mentioned arrangement is that the air for
the combustion inside
the engine 200 is preheated and relatively dry. The engine 200 can thus be
operated for long periods
under very cold weather conditions and the risks of ice buildups that can
potentially damage the
engine 200 arc mitigated, if not alleviated.
The illustrated apparatus 100 is designed so that the front inner chamber 152
is maintained under
a positive air pressure during the operation. This can be achieved for
instance by providing an air
exit area that is smaller than the air inlet area. For instance, one can use
air outlet slots 330 between
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the front inner chamber 152 and outside the apparatus 100. These air outlet
slots 330 can be
provided through the side walls 140 of the apparatus 100, as shown in FIG. 3,
and be sized smaller
than the hollow tubes 312. Variants are possible as well. For instance, air
can come out of the front
inner chamber 152 through an exit pipe having an upper end located above the
top of the track 102,
and/or exit through air outlets on the handlebar 106. The handlebar 106 can
even have both air
intake slots 310 and air outlet slots, for instance by having one hollow tube
312 for the intake and
the other hollow tube 312 for the exit. If desired, the apparatus 100 can be
configured with one or
more snorkels to draw air into the housing 104 and/or to expel air from the
housing 104. The
snorkel or snorkels can be provided on the outer side of the lateral walls 140
and extend upwards
to prevent water from entering, for instance if the apparatus 100 is used on a
very humid ground
and/or must go through a path during which most of the housing 104 will be
temporarily
underwater. Such situation can be encountered by someone that must cross a
shallow steam or body
of water to reach a destination. Many other configurations and arrangements
can be devised as well.
The positive pressure created in the front inner chamber 152 improves the
watertightness of the
housing 104. The housing 104 can have a very watertight structure up to the
height of the air intake
slots 310 on the handlebar 106. A positive pressure is maintained within the
interior of the front
inner chamber 152 to mitigate the risks of having water infiltration at
locations which may not be
completely watertight.
If desired, additional fans disposed in series on the flexible ducts connected
to the air inlet and air
outlet can further increase the air flow if the temperature inside the front
inner chamber 152
becomes too high. These fans can be automatically switched on using a
thermostat provided with
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a temperature sensor. Fans can also be inside the hollow tubes 312 of the
handlebar 106. Other
configurations and arrangements are also possible.
A small space is provided between the sides of the batteries 206 and the inner
side of the lateral
walls 140. Air can circulate in this space, up to the front wall 146, then
come back on the opposite
side between the front wall 146 and a front internal wall 156. The top side,
and if needed the bottom
side, of the batteries 206 can be sealed, for instance using a foam strip or
the like, to create the
peripheral air circuit. Before entering the air circuit around the batteries
206, air from the
motor/generator 202 is circulated around the engine 200 to capture radiant
heat.
Still, an internal wall can be provided between the engine 200 and the
batteries 206, as shown.
Motorized shutters can be used on the sides of this internal wall to
selectively open and close the
air circuit around the batteries 206. Closing the air circuit can be required
is the batteries 206 are
warm enough so as to prevent them from overheating. The motorized shutters can
be controlled for
instance by a thermostat and/or another automatic control arrangement or even
a manual control
arrangement. Variants are possible as well.
The exhaust gases coming out of the cylinder or cylinders of the engine 200
can be directed outside
the apparatus 100 using an exhaust pipe having an exit located higher than the
top of the track 102.
The exit of the exhaust pipe can also be located elsewhere, depending on the
implementation. For
instance, the exit can be located in the space where the rear transversal axle
172 and the two rear
rollers 170 are located. This space is partially blocked by the presence of
the track 102 around the
housing 104 of the apparatus 100. This configuration, among other things,
reduces noise as well as
preventing any possible contact between the skin or cloths of the operator 110
and the hot exit of
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the exhaust pipe. A check valve can be used to prevent water from entering the
engine 200 when
the engine 200 is not running. Other configurations and arrangements are also
possible.
FIG. 8 is an isometric view illustrating another example of a compact pulling
apparatus 100 based
on the proposed concept. In this example, the motor/generator 202 can only be
used in an electric
motor mode since no fuel-powered engine is used. More batteries 206 are
present since there is no
engine. The batteries 206 are charged using an outside power source.
In use, air can circulate in an air path circuit going around the batteries
206, for instance going
forward in a space along the left side thereof, then from left to right in a
space at the front of the
front inner chamber 152, and going backward in a space along the right side of
the batteries 206
before exiting the housing 104. The spaces at the left and the right side of
the batteries 206 can be
separated from one another using a longitudinally-disposed foam element or the
like provided
along the top side of the batteries 206 and, if necessary, along the bottom
side thereof. Other
configurations and arrangements are also possible. The peripheral air circuit
inside the front inner
chamber 152 can keep the batteries 206 at an optimum temperature under cold
weather conditions.
In the arrangement shown in FIG. 8, air exits at the distal end of the
handlebar 106 through a pair
of air outlet slots 314. Thus, air enters from one of the hollow tubes 312 and
exits through the other
one of the hollow tubes 312. The hollow tubes 312 are closed at their top end
to prevent the air
intake slots 310 and the air outlet slots 314 from communicating with one
another inside the
handlebar 106. The last segment of the ventilation circuit includes an air
duct 340 that can send air
directly into the other hollow tube 312 without mixing with the incoming air.
Air exits the front
28
inner chamber 152 using the hole 326 made through the rear internal wall 150.
Variants are possible
as well.
It should be noted that the configuration of the ventilation circuit of FIG. 8
can be done in the
implementation shown in FIGS. 1 to 7, and vice-versa. With the configuration
of FIG. 8, the
housing 104 can have a very watertight structure up to the height of the air
intake slots 310 and the
air outlet slots 314 on the handlebar 106. The apparatus 100 can then even be
immersed in water
from time or time, as might be required for instance when the apparatus 100
must cross an unfrozen
stream or similar body of water.
The arrangement illustrated in FIG. 8 can be modified by using, for instance,
fewer batteries 206
.. and/or a larger housing 104 so as to provide a cargo space inside the
housing 104. The cargo space
can extend between the internal wall 156 and the front wall of the housing
104. This cargo space
can be used to carry equipment such as a self-powered electric generator, a
self-powered water
pump, etc. The equipment can be designed to run from either outside the
apparatus 100, after being
moved out of the cargo space, or be integrated inside the apparatus 100. This
last feature is desirable
to avoid handling the equipment. If desired, one can design the apparatus 100
with an integrated
self-powered generator having an electric output linked to the batteries
inside the housing 104 for
charging them. It may also include an air circuit allowing heat from the
running generator to be
directed towards the batteries 206 in order to keep them warm during cold
weather conditions. The
air circuit can include, for instance, a motorized shutter or the like, such
as motorized shutter linked
.. to a thermostat and a servomotor, to selectively open and close the air
circuit. Variants are possible
as well.
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If desired, in all implementations, it is possible to provide a heating
element, for instance a heating
cable, can be provided inside the housing 104 to keep the batteries 206 warm
when charged and/or
stored outdoors during cold weather. The electrical power for this heating
element can be supplied
using an external source, such as a domestic power outlet or the like.
The proximal end of the handlebar 106 can be connected elsewhere on the
apparatus 100 in all
implementations from what is shown. For instance, one can have the handlebar
106 configured and
disposed to make the apparatus 100 readily useable in any direction. The left
and right sides of the
proximal end of the handlebar 106 can be connected at the center of the
apparatus 100 on both
lateral walls 140 but other configurations are possible as well. This feature
can be useful for
changing the direction of motion of the apparatus 100 so as to turn the
apparatus 100 over 180
degrees without pivoting the housing 104, simply by pivoting the handlebar 106
from one end of
the housing 104 to the other. For instance, if the apparatus 100 is at a dead
end, the operator 110
can simply move the handrests 108 on the other side and the apparatus 100 can
be moved
backwards with the operator 110 standing behind it. A completely reversible
apparatus would then
have no front or rear end per se since they would be both interchangeable.
It could be useful in some implementations to provide on the housing 104 an
attachment for a plow
blade, for instance a plow blade installed at the front of the apparatus 100.
The plow blade can be
used for instance to push or pull snow and/or ice. It is also possible to use
the plow blade for other
materials, such as sand, earth, mud, etc. The plow blade can include a lifting
system for moving
the plow blade in and out of engagement with the ground surface. One can also
provide a bucket
or a forklift with a corresponding loader attachment to the housing 104.
Variants are possible.
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The present detailed description and appended figures are only examples. A
person working in this
field will be able to see that variations can be made while still staying
within the framework of the
proposed concept.
LIST OF REFERENCE NUMERALS
5 100 apparatus
102 track
104 housing
105 longitudinal axis
106 handlebar
10 108 handrests
110 operator
112 skis
120 sled
122 hitch
15 124 support (transversal stmt)
126 side plate
128 front plate
130 fastening element
132 hinged cover
20 140 lateral wall
142 top wall
144 bottom wall
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146 front wall
148 rear wall
150 rear internal wall
152 front inner chamber
154 rear inner chamber
156 front internal wall
160 top skid
162 front roller
164 front transversal axle
166 front side plate
168 front bumper
170 rear roller
172 rear transversal axle
174 rear side plate
176 brake disk
178 bearing
180 bearing
200 gasoline engine
202 generator/motor
.. 204 external fuel tank
206 batteries
270 main longitudinally-disposed driveshaft
272 clutch
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274 rear portion of the longitudinally-disposed driveshaft
276 clutch
302 gearbox
304 front section (generator/motor)
306 control panel
310 air intake slot
312 hollow tube
314 air outlet slot
320 front air intake (engine)
322 air duct
324 shroud
326 hole (rear internal wall)
330 air outlet slot
340 air duct
