Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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SNOWMOBILE FRAME STRUCTURE
TECHNICAL FIELD
[0001] The present technology relates to frames for snowmobiles.
BACKGROUND
[0002] Snowmobiles are designed for travel on groomed trails as well as off-
trail areas, and for different uses such as recreational purposes or for
carrying loads.
It is therefore desirable to design snowmobile frames to be rugged so that
they can
withstand different kinds of compression and torsional forces experienced
while
driving on different terrains and under different conditions. For improved
fuel
efficiency and for better handling of a snowmobile in different riding
conditions, it is
also desirable to reduce the weight of the frame.
SUMMARY
[0003] One object of the present is to ameliorate at least some of the
inconveniences of the prior art.
[0004] In one aspect of the present technology, there is provided a
snowmobile having a frame, a front suspension assembly and a rear suspension
assembly connected to the frame, at least one ski operatively connected to the
front
suspension assembly, an endless drive track operatively connected to the rear
suspension assembly, and a motor supported by the frame and operatively
connected
to the drive track for propelling the snowmobile. The frame includes a
longitudinally
extending tunnel, the rear suspension assembly being connected to the tunnel.
The
tunnel includes a top wall extending generally horizontally and comprising a
left edge
and a right edge, a planar left bevel wall extending downwardly and leftwardly
from
the left edge, a left side wall extending downwardly from the left bevel wall,
a planar
right bevel wall extending downwardly and rightwardly from the right edge, and
a
right side wall extending downwardly from the right bevel wall. An upper rear
support includes a left leg and a right leg. Each of the left and right legs
have a lower
end connected to the corresponding one of the left bevel wall and the right
bevel wall
and extend forwardly, upwardly and laterally inwardly therefrom to an upper
end.
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[0005] In some implementations, each of the left and right legs is
formed by a
side wall that is generally planar.
[0006] In some implementations, the side wall of the left leg extends
generally
parallel to the left bevel wall, and the side wall of the right leg extends
generally
parallel to the right bevel wall.
[0007] In some implementations, each of the left leg and the right leg
includes
a front wall extending laterally inwardly from a front edge of the side wall
and a rear
wall extending laterally inwardly from a rear edge of the side wall.
[0008] In some implementations, for each of the left and right legs,
the front
wall extends from the front edge of the side wall at an obtuse angle with
respect to the
planar side wall.
[0009] In some implementations, for each of the left and right legs,
the rear
wall extends from the rear edge of the side wall at an obtuse angle with
respect to the
planar side wall
[0010] In some implementations, each of the left and right legs is a sheet
metal structure forming a C-shaped cross-section between the upper and lower
ends,
[0011] In some implementations, for each of the left and right legs, a
width of
the side wall between the front edge and rear edge thereof tapers towards the
upper
end.
[0012] In some implementations, for each of the left and right legs, the
front
wall extends from the side wall along an entire length of the corresponding
one of the
left leg and the right leg below the upper end, and the rear wall extends from
the side
wall along an entire length of the corresponding one of the left leg and the
right leg.
[0013] In some implementations, for each of the left and right legs,
the front
wall extends laterally inwardly from the front edge of the side wall to an
inner edge of
the front wall, the inner edge of the front wall being disposed further from
the side
wall in an upper portion of the corresponding one of the left leg and the
right leg than
in the lower end thereof. The rear wall extends laterally inwardly from the
rear edge
of the side wall to an inner edge of the rear wall, the inner edge of the rear
wall being
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disposed further from the side wall in an upper portion of the corresponding
one of the
left leg and the right leg than in the lower end thereof.
[0014] In some implementations, for each of the left and right legs,
the inner
edge of the front wall below the top wall of the tunnel is disposed between
the side
wall and the corresponding one of the left and right bevel wall. The inner
edge of the
rear wall below the top wall of the tunnel is disposed between the side wall
and the
corresponding one of the left and right bevel wall.
[0015] In some implementations, a left bevel plane contains the left
bevel wall
and a right bevel plane contains the right bevel wall. For each of the left
leg and the
right leg, the inner edge of the front wall is disposed laterally inwardly of
the
corresponding bevel wall above the top wall of the tunnel. For each of the
left leg and
the right leg, the inner edge of the rear wall is disposed laterally inwardly
of the
corresponding bevel wall above the top wall of the tunnel.
100161 In some implementations, the motor is an engine, and the
snowmobile
further includes
[0017] a fuel tank disposed on the tunnel between the left leg and the
right leg,
the left leg being connected to a left side portion of the fuel tank, and the
right leg
being connected to a right side portion of the fuel tank.
[0018] In some implementations, each of the left leg and the right leg
includes
a front wall extending laterally inwardly from a front edge of the side wall
and a rear
wall extending laterally inwardly from a rear edge of the side wall. The left
side
portion of the fuel tank is disposed between the front wall and the rear wall
of the left
leg. The right side portion of the fuel tank is disposed between the front
wall and the
rear wall of the right leg.
[0019] In some implementations, a seat disposed on at least one of the fuel
tank and the tunnel. A fastener connects the seat and one of the left side
portion and
the right side portion of the fuel tank to the corresponding one of the left
leg and the
right leg.
[0020] In some implementations, the fastener is a left fastener
connecting the
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seat and the left side portion of the fuel tank to the left leg. The
snowmobile further
includes a right fastener connecting the seat and the right side portion of
the fuel tank
to the right leg. The left fastener detachably connects the seat to the left
leg, the seat
being detachable from the left leg without removing the left fastener from the
left leg
and fuel tank, and without disconnecting the fuel tank from the left leg. The
right
fastener detachably connects the seat to the right leg, the seat being
detachable from
the right leg without removing the fastener from the left leg and fuel tank,
and without
disconnecting the fuel tank from the left leg.
[0021] In some implementations, each of the left and right legs
further
includes at least one longitudinally extending recess defined in the side wall
and
disposed between the upper and lower ends.
[0022] In some implementations, each of the left and right legs
further
includes a recess defined in the lower end. The recess of each of the left and
right legs
has an inner wall being spaced from the side wall and being connected to a
corresponding one of the left bevel wall and the right bevel wall of the
tunnel. The
corresponding one of the left leg and the right leg is thereby connected to
the tunnel, a
portion of the side wall adjacent the recess in each of the left and right
legs being
spaced from the tunnel.
[0023] In some implementations, a steering bracket receives
therethrough a
steering column operatively connected to the at least one ski. The upper end
of each
of the left and right legs is connected to the steering bracket.
[0024] In some implementations, each of the left and right legs is
formed as a
single integral structure.
[0025] For purposes of this application, terms related to spatial
orientation
such as forwardly, rearwardly, upwardly, downwardly, left, and right, are as
they
would normally be understood by a driver of the vehicle sitting thereon in a
normal
riding position. Terms related to spatial orientation when describing or
referring to
components or sub-assemblies of the vehicle, separately from the vehicle, such
as the
ice scratcher for example, should be understood as they would be understood
when
these components or sub-assemblies are mounted to the vehicle.
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[0026] Implementations of the present technology each have at least
one of the
above-mentioned aspects, but do not necessarily have all of them. It should be
understood that some aspects of the present technology that have resulted from
attempting to attain the above-mentioned object may not satisfy this object
and/or
may satisfy other objects not specifically recited herein.
[0027] Additional and/or alternative features, aspects, and advantages
of
implementations of the present technology will become apparent from the
following
description, the accompanying drawings, and the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0028] For a better understanding of the present technology, as well as
other
aspects and further features thereof, reference is made to the following
description
which is to be used in conjunction with the accompanying drawings, where:
[0029] Figure 1 is a partially cut-away left side elevation view of a
portion of
a snowmobile;
[0030] Figure 2A is a left side elevation view of a portion of the
snowmobile
of Figure 1;
[0031] Figure 2B is a perspective view, taken from a rear, left side,
of the
snowmobile portion of Figure 2A;
[0032] Figure 2C is a top plan view of the snowmobile portion of
Figure 2A;
[0033] Figure 2D is a cross-sectional view taken along the line 2D-2D of
Figure 2C;
[0034] Figure 3 is a left side elevation view of a left leg of an
upper rear
support of the frame of the snowmobile of Figure 1;
[0035] Figure 4A is a line section taken along the line 4A-4A of
Figure 3;
[0036] Figure 4B is a line section taken along the line 4B-4B of Figure 3;
[0037] Figure 4C is a line section taken along the line 4C-4C of
Figure 3;
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[0038] Figure 5A is a rear elevation view of the left leg of Figure 3;
[0039] Figure 5B is a front elevation view of the left leg of Figure 3;
[0040] Figure 6 is a left side elevation view of a left leg according
to another
implementation;
[0041] Figure 7A is a line section taken along the line 7A-7A of Figure 6;
[0042] Figure 7B is a line section taken along the line 7B-7B of Figure
6;
[0043] Figure 7C is a line section taken along the line 7C-7C of Figure
6;
[0044] Figure 8 is a perspective view, taken from a rear, left side, of
a left
footrest of the snowmobile of Figures 2A to 2D;
[0045] Figure 9 is an exploded perspective view, taken from a rear, left
side,
of the left footrest of Figure 8;
[0046] Figure 10 is an exploded top plan view of the left footrest of
Figure 8;
[0047] Figure 11A is a cross-sectional view, taken along the line 11A-
11A of
Figure 10;
[0048] Figure 11B is a cross-sectional view, taken along the line 11B-11B
of
Figure 10;
[0049] Figure 12 is a left side elevation view of a portion of the left
footrest of
Figure 8; and
[0050] Figure 13 is a left side elevation view of a portion of the
snowmobile
of Figure 1 shown in a trenching configuration, with a snow flap of the
snowmobile in
a pivoted position;
[0051] Figure 14 is a left side elevation view of a snowmobile frame,
fuel tank
and seat in accordance with another implementation;
[0052] Figure 15 is a left side elevation view of the snowmobile frame
and
fuel tank of Figure 14 with the seat being removed for clarity;
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[0053] Figure 16A is a cross-sectional view taken along the line 16A-
16A of
Figure 14;
[0054] Figure 16B is a cross-sectional view taken along the line 16B-
16B of
Figure 14;
[0055] Figure 17 is a cross-sectional view taken along the line 17-17 of
Figure
15;
[0056] Figure 18 is a left side elevation view of a left leg of an
upper rear
support of the frame of Figure 14;
[0057] Figure 19A is a slice taken along the line 19A-19A of Figure
18;
[0058] Figure 19B is a slice taken along the line 19B-19B of Figure 18;
[0059] Figure 19C is a slice taken along the line 19C-19C of Figure
18;
[0060] Figure 20 is a slice taken along the line 20-20 of Figure 15;
[0061] Figure 21 is a perspective view, taken from a rear, top and
left side, of
the frame and footrests of Figure 14;
[0062] Figure 22 is an exploded perspective view, taken from a rear, top
and
left side, of the left footrest of Figure 21;
[0063] Figure 23 is a top plan view of a portion of the left footrest
of Figure
22; and
[0064] Figure 24 is a cross-sectional view taken along the line 24-24
of Figure
23.
DETAILED DESCRIPTION
[0065] Referring to Figure 1, a snowmobile 10 includes a forward end
12 and
a rearward end 14 which are defined consistently with a travel direction of
the vehicle
10. The snowmobile 10 includes a vehicle body in the form of a frame or
chassis 16
__ which includes a rear tunnel 18, an engine cradle 20, a front suspension
module 22
and an upper support structure 24. The tunnel 18 defines a longitudinal
centerplane
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13 (longitudinally disposed vertical plane, Figures 2C and 2D) of the
snowmobile 10.
The frame 16 will be described in further detail below.
[0066] A motor 50 (schematically illustrated in Figure 1), which in the
illustrated implementation is an internal combustion engine, is carried in an
engine
compartment defined by the engine cradle 20. A fuel tank 52, supported above
the
tunnel 18, supplies fuel to the engine 50 for its operation. Coolant used to
cool the
engine 50 is circulated through heat exchangers 25 (Figure 2B) mounted to the
tunnel
18.
[0067] An endless drive track 30 is positioned at the rear end 14 of
the
snowmobile 10. The drive track 30 is disposed generally under the tunnel 18,
and
operatively connected to the motor 50 through a belt transmission system (not
shown)
and a reduction drive (not shown). The endless drive track 30 is driven to run
about a
rear suspension assembly 32 connected to the tunnel 18 for propulsion of the
snowmobile 10. The endless drive track 30 has a plurality of lugs 31 extending
from
an outer surface thereof to provide traction to the track 30.
[0068] The rear suspension assembly 32 includes a drive sprocket 34,
one or
more idler wheels 36 and a pair of slide rails 38 in sliding contact with the
endless
drive track 30. The drive sprocket 34 (shown schematically in Figure 1) is
mounted
on a drive axle 35 and defines a sprocket axis 34a. The slide rails 38 are
attached to
the tunnel 18 by front and rear suspension arms 40 and one or more shock
absorbers
42 which include a coil spring (not indicated) surrounding the individual
shock
absorbers 42. It is contemplated that the snowmobile 10 could be provided with
a
different implementation of a rear suspension assembly 32 than the one shown
herein.
[0069] A straddle-type seat 60 is positioned atop the fuel tank 52. It
s
contemplated that the seat 60 could be positioned on the tunnel 18. The seat
60 and
the fuel tank 58 are connected to the upper support structure 24 of the frame
16 as will
be described below in further detail. A fuel tank filler opening covered by a
cap 54 is
disposed on the upper surface of the fuel tank 52 in front of the seat 60. It
is
contemplated that the fuel tank filler opening could be disposed elsewhere on
the fuel
tank 52. The seat 60 is adapted to accommodate a driver of the snowmobile 10.
The
seat 60 can also be configured to accommodate a passenger. A footrest 64, in
the
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form of a footboard, is positioned on each side of the snowmobile 10 below the
seat
60 to accommodate the driver's feet. The footrest 64 will be described below
in
further detail.
[0070] Two skis 70 positioned at the forward end 12 of the snowmobile
10 are
attached to the front suspension module 22 of the frame 16 through a front
suspension
assembly 72. The front suspension module 22 is connected to the front end of
the
engine cradle 24. The front suspension assembly 72 includes ski legs 74,
supporting
arms 76, shock absorbers 78 and ball joints (not shown) for operatively
connecting to
the respective ski leg 74, supporting arms 76 and a steering column 82.
[0071] A steering assembly 80, including the steering column 82 and a
handlebar 84, is provided generally forward 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 legs 74 via steering rods 83 (the left end of the left
steering rod
83 can be seen in Figure 1). The handlebar 84 is attached to the upper end of
the
steering column 82. The handlebar 84 is positioned in front of the seat 60.
The
handlebar 84 is used to rotate the steering column 82, and thereby the skis
70, in order
to steer the vehicle 10. A throttle operator (not shown) in the form of a
thumb-
actuated throttle lever is mounted to the right side of the handlebar 84.
Other types of
throttle operators, such as a finger-actuated throttle lever and a twist grip,
are also
contemplated. A brake actuator (not indicated), in the form of a hand brake
lever, is
provided on the left side of the handlebar 84 for braking the snowmobile 10 in
a
known manner.
[0072] At the rear end of the snowmobile 10, a rear bumper 90 and a
snow
flap 92 are 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 end of
the
tunnel 18. The snow flap 92 extends downward from the rear end of the tunnel
18.
The snow flap 92 protects against snow that can be projected upward from the
drive
track 30 when the snowmobile 10 is being driven. The snow flap 92 extends
rearwardly from its front end which is disposed between the tunnel 18 and the
rear
bumper 90, and then extends downwardly. The downwardly extending portion of
the
snow flap 92 defines a surface facing the track 30 that is arcuate. The lower
end of
the snow flap 92 is disposed rearward of the rearmost point of the drive track
30. As
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such, during operation of the snowmobile 10, some of the snow projected
rearward by
the drive track 30 is redirected upwardly and forwardly so as to be projected
onto the
heat exchanger 25 connected to the tunnel 18 to improve cooling.
[0073] As can be seen in Figure 13, the snow flap 92 can also pivot
and bend
relative to the tunnel 18. Under certain conditions, it is possible for the
drive track 30
to have reduced traction with the surface on which it travels. Should this
surface be
deep loose snow, the drive track 30 can start digging into the snow thereby
forming a
trench until it regains traction, which is sometimes referred to as trenching.
In prior
art snowmobiles, the tunnel 18 and/or the rear bumper 90 extends further
rearward
than in the snowmobile 10 described herein. As a result, after a certain
amount of
trenching, the rear portion of the tunnel 18 and/or of the rear bumper 90 can
sit on the
edge of the trench dug by the drive track 30. The snow flap 92 bridging
between the
end of the tunnel 18 and the bumper 90 increases support for the snowmobile 10
on
the edge of the trench. As a result, the snowmobile 10 can no longer move down
as
the drive track 30 digs the trench, which eventually result in the drive track
30 no
longer being capable of digging and losing all traction. This is sometimes
referred to
as jacking. In the snowmobile of the present implementation, the rearmost
point P1 of
the rear bumper 90 is disposed at a distance R1 from the point P2 about which
the ski
70 pivots relative to the ski leg 74. The rearwardmost point P3 of the track
30 is
disposed at a distance R2 from point P2. By having R1 less than R2, the
rearmost
point of the bumper 90, which in the present implementation is further back
than the
tunnel 18, remains inside the trench T dug by the track 30 and will not sit on
the edge
of the trench T, thus preventing jacking. Although a portion of the snow flap
92
extending rearward of the bumper 90 may contact the edge to the trench T as
shown,
since the snow flap 92 is made of flexible material, it bends when the weight
of the
snowmobile 10 is applied to it, and therefore does not cause jacking.
[0074] At the front end 12 of the snowmobile 10, fairings 94 enclose
the
motor 50 and the belt transmission system, thereby providing an external shell
that not
only protects the motor 50 and the transmission system, but can also be
decorated to
make the snowmobile 10 more aesthetically pleasing. Typically, the fairings 94
include a hood 96 and one or more side panels which can be opened to allow
access to
the motor 50 and the belt transmission system when this is required, for
example, for
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inspection or maintenance of the motor 50 and/or the transmission system. A
windshield 98 connected to the fairings 94 acts as a wind screen to lessen the
force of
the air on the rider while the snowmobile 10 is moving. The windshield 98 may
be
connected directly to the handlebar 84.
[0075] The snowmobile 10 includes other components such as a display
cluster, an exhaust system, an air intake system, and the like. As it is
believed that
these components would be readily recognized by one of ordinary skill in the
art,
further explanation and description of these components will not be provided
herein.
[0076] The frame 16 will now be described in more detail with
reference to
Figures 2A to 2D, 14, 15, 20 and 21. As previously mentioned, the frame 16 of
the
snowmobile 10 includes the tunnel 18, the engine cradle 20, the front
suspension
module 22, and the upper structure 24. The implementation of the frame 16
shown in
Figures 14, 15 and 20 is generally similar to the implementation of the frame
16
shown in Figures 2A to 2D. The differences between the rear legs 350 of
Figures 14
to 21 and the rear legs 150 of Figures 2A to 2D will be discussed in detail
below. As
such all other features of the implementation of the frame 16 in Figures 14,
15 and 20
have been labeled with the same reference numbers as in Figures 2A to 2D. Some
of
the differences between corresponding features of the frame 16 of Figures 14,
15 and
and the frame 16 of Figures 2A to 2D will be pointed out throughout the
20 description where relevant.
[0077] As best seen in Figure 2D and 20, the tunnel 18 generally forms
an
inverted U-shaped structure when viewed from the front or back. With reference
to
Figures 2A to 2D, the tunnel 18 includes a top wall 120 extending generally
horizontally, a left side wall 122 extending generally vertically and a right
side wall
122 extending generally vertically. A left bevel wall 124 connects the left
edge of the
top wall 120 to the upper edge of the left side wall 122. A right bevel wall
124
connects the right edge of the top wall 120 to the upper edge of the right
side wall
122. Each bevel wall 124 is planar and extends downwardly and laterally
outwardly
from the horizontal top wall 120 to the corresponding vertical side wall 122.
Each
bevel wall 124 forms an obtuse angle with the horizontal top wall 120. Each
bevel
wall 124 also forms an obtuse angle with the corresponding vertical side wall
122.
Each bevel wall 124 allows for connection of a corresponding upper rear
support leg
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150 as will be described further below. A portion 125 is connected to each
side tunnel
wall 122 just below the bevel 124 for aesthetic purposes. It is however
contemplated
that the portion 125 could also be used to support the upper rear support leg
150. It is
contemplated that the portion 125 could be omitted as in the implementation of
the
tunnel 18 shown in Figures 14 and 15. The tunnel 18 of Figures 14 and 15
instead has
four trapezoidal openings 302. It is contemplated that the openings 302 could
be
omitted, configured differently than as shown herein and/or that the tunnel 18
could
have fewer or more than four openings 302. It is also contemplated that the
tunnel 18
could have one or more openings 302 as well as the portion 125.
[0078] As best seen in Figure 2A, 14 and 15, when viewed from a lateral
side,
the top wall 120 slopes gently upwardly from the front to the rear of the
tunnel 18. It
is contemplated that the entire length of the top wall 120 could be
horizontal, or that
there could be more than one slope along the length of the tunnel 18. It is
also
contemplated that a portion of the top wall 120 could be curved in a lateral
or
longitudinal direction. With reference to Figures 2B to 2D, the top wall 120
has a
rectangular gap 121 extending longitudinally along the centerplane 13. The gap
121
extends from the rear end of the tunnel 18 towards the front end of the tunnel
18. It is
contemplated that the gap 121 could be shaped and sized differently than as
shown.
The heat exchanger 25 is disposed in the gap 121 of the top wall 120. The
coolant
flowing through the heat exchanger 25 is cooled by cool air flowing along the
upper
surface of the heat exchanger 25 disposed in the gap 121 and the snow being
thrown
upwards onto the lower surface of the heat exchanger 25 by the track 40
disposed
below the tunnel 18.
[0079] With reference to Figures 2A to 2C, 14, 15 and 20, a central
horizontal
arm 90a of the bumper 90 is disposed above the top tunnel wall 120 at a rear
thereof
and the heat exchanger 25. A left end of the horizontal arm 90a is connected
to a
downwardly and forwardly extending left arm 906 and its right end connected to
a
downwardly and forwardly extending right arm 90b. The left arm 906 extends
downwardly and forwardly along the leftwardly facing (outer) surface of the
left
tunnel wall 122 to its bottom edge and then bends forward to extend along the
outer
surface of the left tunnel wall 122 just above the bottom edge thereof. The
front end
of the left arm 90b is disposed forward of the rear end of the left footrest
64. The
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front end of the left arm 90b is fastened to the left tunnel wall 122 by a
fastener 146
(Figure 20). The fastener 146 also connects a rear suspension attachment
bracket 142
to the left tunnel wall 122 as can be seen in Figure 20. The rear suspension
attachment bracket 142 connects the rear suspension assembly 32 to the tunnel
18.
The rear suspension attachment bracket 142 has a vertically extending plate
143
disposed against the rightwardly facing (inner) surface of the left tunnel
wall 122. The
fastener 146, in the form of a bolt, 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 lower than the bottom edge of the left tunnel wall 122. One of the
idler
wheels 36 is rotatably connected to the lower end of the rear suspension
attachment
bracket 142 as can be seen in Figure 1. It is contemplated that an element
other than
the idler wheel 36 of the rear suspension assembly 32 could be connected to
the rear
suspension attachment bracket 142 in addition to, or instead of the idler
wheel 36 as
shown herein. The rear suspension attachment bracket 142 also includes a
horizontally extending plate 144 extending laterally outwardly from a middle
portion
of the attachment bracket 142. The horizontal plate 144 is formed integrally
with the
vertical plate 143 and disposed just below the bottom edge of the left tunnel
wall 122.
The right tunnel wall 122 similarly has a right rear suspension attachment
bracket 142
fastened to the inner surface by a fastener 146 with an idler wheel 36 being
connected
to the lower end of the rear suspension attachment bracket 142. Although not
seen in
the figures, the right arm 90b similarly extends downwardly and forwardly
along the
right tunnel wall 122 to its bottom edge, and then bends forward to extend
along the
bottom edge of the right tunnel wall 122. The front end of the right arm 90b
is
disposed forward of the rear end of the right footrest 64. As can be seen in
Figure 17,
the front end of the right arm 90b is fastened to the right tunnel wall 122
and the right
rear suspension attachment bracket 142 by the fastener 146 as described above
for the
front end of the left arm 90b.
[0080] With reference to Figure 2A, 2B, 14 and 15, a front portion of
the left
side wall 122 of the tunnel 18 has an opening 126 which receives the front
drive axle
35. The front portion of the left side wall 122 around the opening 126 is
reinforced for
additional rigidity, as can be seen when viewed from a lateral side. The left
footrest 64
extends leftwardly from the bottom edge of the left side wall 122, and the
right
footrest 64 extends rightwardly from the bottom edge of the right side wall
122. In
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some implementations of the tunnel 18, the entire length of the footrest 64 is
formed
integrally with the tunnel side surfaces 122. In the implementation of the
tunnel 18
shown in Figs 2A to 2C, 14 and 15, a front portion 128 of each footrest 64 is
formed
integrally with the corresponding side wall 122. A toehold 66 extends upward
from
the front edge of each footrest 64. Each of the left and right toeholds 66 has
a
generally vertical front portion 66a that extends upwardly from the front edge
of the
footrest 64, a generally horizontal middle portion 66b that extends rearwardly
from
the top of the front portion 66a and a rear portion 66c that extends upwardly
from the
rear end of the middle portion 66b. A footrest support 62 connects the front
end of
each footrest 64 to a rear portion 130 of the engine cradle 20. In the
implementation of
the footrest 64 shown in Figures 14, 15, and 21, a rear end of the left
footrest 64 is
fastened to the horizontal plate 144 of the left rear suspension attachment
bracket 142
and a rear end of the right footrest 64 is fastened to the horizontal plate
144 of the
right rear suspension attachment bracket 142. The footrest 64 will be
described in
more detail below.
[0081] With reference to Figures 2A to 2C, the engine cradle 20 is
attached to
the front end of the tunnel 18 and extends forwardly therefrom. In the
illustrated
implementation of the engine cradle 20, the rear portion 130 of the engine
cradle 20
extends generally vertically and is connected to the front of the tunnel 18. A
generally
horizontal bottom portion 132 of the engine cradle 20 extends forwardly from
the
bottom of the rear portion 130, and a generally vertical front portion 134
rises
upwards from the bottom portion 132 of the engine cradle 20. The motor 50 is
supported by the engine cradle 20 in a manner which would be determined by the
size
and shape of the motor 50. Engine cradles having different shapes and
including
components different than as described above are also contemplated. The motor
50
can be supported on the bottom portion 132 of the engine cradle 20 or can also
be
solely and/or simultaneously supported by other areas of the engine cradle 20,
tunnel
18 and/or front suspension module 22. On the right side of the engine cradle
20, as
best seen in Figures 2A and 2C, a generally horizontal upper bar 136 extends
between
the upper ends of the front and rear portions 134, 130 of the engine cradle
20. The
upper bar 136 is spaced from the generally horizontal bottom portion 132 in
order to
provide additional structural rigidity to the engine cradle 20. In the
illustrated
implementation, although not shown for clarity, an upper bar is also provided
on the
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left side of the engine cradle 20 connecting the front and rear portion 134,
130 and
being spaced from the bottom portion 132. It is contemplated that the engine
cradle
20 could be configured differently than as shown herein.
[0082] With reference to Figures 2A to 2C, 14 and 15, the front
suspension
module 22, which attaches the front suspension assembly 16 to the snowmobile
10, is
attached to the front portion 134 of the engine cradle 20. The front
suspension
module 22 extends forwardly from the engine cradle 20. The front suspension
module 22 includes left and right front suspension mounting brackets 140. Each
bracket 140 forms an inverted generally V-shaped structure extending forwardly
from
the front portion 134 of the engine cradle 20. The corresponding front
suspension
assembly 72 is attached to each front suspension mounting bracket 140. Other
types
of suspension mounting brackets are also contemplated to accommodate a
different
type of front suspension assembly 72. The front suspension module 22 and the
engine
cradle 20 also support a portion of an exhaust system (not shown) connected to
the
engine 50.
[0083] With reference to Figures 2A to 2D, 14 and 15, the upper
support
structure 24 includes an upper front support 102, an upper column 103, and an
upper
rear support 104. The upper front support 102 includes left and right front
support
braces 108. The lower end of each of the left and right front support braces
108 is
attached to the corresponding one of the left and right front suspension
mounting
bracket 140 at its upper end (apex of the inverted V-shaped bracket 140). A
laterally
extending frame member 107 connects between the lower ends of the two front
support braces 108. The frame member 107 is also connected to the top of the
front
suspension mounting brackets 140. The apex of the left mounting bracket 140,
the
left end of the frame member 107 and the bottom end of the left front support
brace
108 are connected together at a common connection point 141 on the left side.
Similarly, the apex of the right mounting bracket 140, the right end of the
frame
member 107 and the bottom end of the right front support brace 108 are
connected
together at a common connection point 141 on the right side. Each front
support brace
108 extends upwards, rearwards and laterally inwards to a steering bracket 148
positioned above the engine cradle 20. The steering column 82 is rotatably
inserted
through the steering bracket 148 between the braces 108. The steering column
82
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extends downwards and forwards from the handlebar 84 through the steering
bracket
148 to the front suspension assembly 72 (connection not shown in figures) for
rotating
the skis 70 and steering the snowmobile 10. In the implementation of the frame
16
shown in Figures 14 and 15, the steering bracket 148 does not extend as far
forwardly
of the upper end of the braces 108 as the steering bracket 148 of the frame 16
in
Figures 2A to 2D. The steering bracket 148 of Figures 14 and 15 also does not
extend
as far forwardly of the upper end of the braces 108 as steering bracket 148 of
Figures
2A to 2D. The front support braces 108 are formed as extruded hollow tubes
made of
metal or other suitably strong materials, however, the disclosure is not
intended to be
limited to this particular material, assembly method or configuration. For
example, it
is contemplated that the forward support braces 108 could have a different
cross-
section or be made by molding or casting. It is also contemplated that the
forward
support braces 106 may be constructed according to a monocoque or pseudo-
monocoque technique instead of having a tubular construction as in the
illustrated
implementation.
[0084] With reference to Figures 2A to 2C, 14 and 15, an upper column
103
connects the forward support braces 108 to the engine cradle 20. The upper
column
103 includes a left leg 118 and a right leg 118. The upper end of the left leg
118 is
connected to the left front support brace 108 just below the upper end of the
left front
support brace 108 which is connected to the steering bracket 148. From the
left front
support brace 108, the left leg 118 extends downwardly, rearwardly and
leftwardly to
the upper left hand corner of the engine cradle rear portion 130. The upper
end of the
right leg 118 is similarly connected to the right front support brace 108 just
below the
upper end of the right front support brace 108 which is connected to the
steering
bracket 148. From the right front support brace 108, the right leg 118 extends
downwardly, rearwardly and rightwardly to the upper right hand corner of the
engine
cradle rear portion 130. In the illustrated implementation, each of the upper
column
legs 118 is in the form of a straight, tubular rod, but it is contemplated
that the legs
118 could also have a bend or a curve. For example, each leg 118 could extend
upwardly from the engine cradle 20 and then laterally inwardly to the steering
bracket
148. It is also contemplated that the legs 118 could not be tubular, for
example, the
legs 118 could be in the form of a solid rod. It is further contemplated that
the upper
column could be constructed as a single inverted U-shaped structure having two
legs
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118.
[0085] The upper rear support 104 will now be described with reference
to
Figures 3 to 5B. The upper rear support 104 includes a pair of rear support
legs 150,
referred to hereinafter as legs 150, for convenience. The left leg 150 is
similar to a
mirror image of the right leg 150 and as such, corresponding features of the
left and
right legs 150 have been labelled with the same reference numbers, and only
the left
leg 150 will be described herein.
[0086] As can be seen in Figure 3, the leg 150 has an upper end 152
and a
lower end 154. With reference to Figure 2A, the upper end 152 of the leg 150
is
disposed longitudinally rearward of the upper end of the upper column leg 118
and
longitudinally forward of the lower end thereof. The upper end 152 is
connected to
the steering bracket 148. The lower end 154 is connected to the bevel wall 124
in a
middle portion of the tunnel 18 between the front and rear ends of the tunnel
18. The
fuel tank 52 and seat 60 are connected to a middle portion of the legs 150
between the
upper and lower ends, 152 and 154, thereof as can be seen in the
implementation of
the leg 350 shown in Figures 14 and 15. The connection of the seat 60 and fuel
tank
52 will be described below in further detail with respect to Figs 14 to 19B.
[0087] With reference to Figures 4A to 4C, between the upper and lower
ends
152 and 154, the leg 150 has a C-shaped cross-section with an open channel 160
facing laterally inwardly towards the opposite (right) leg 150. The channel
160 is
defined by a front wall 157, a side wall 158, and a rear wall 159. A left side
portion
of the fuel tank 52 is disposed in the channel 160 as can be seen in the
implementation
of the leg 350 shown in Figures 14 to 20. The leg 350, and the connection
thereto of
the fuel tank 52 and seat 60 will be described below in further detail.
[0088] With reference to Figure 3, the side wall 158 is generally planar
below
the upper end 152. The side wall 158 extends generally longitudinally between
a
front edge 158a and a rear edge 158b. The side wall 158 has a lower edge 158d
which
extends from the front edge 158a to its rear edge 158b. The lower edge 158d is
disposed generally parallel to the top wall 120 of the tunnel 18 when the rear
leg 150
is mounted to the tunnel 18. A through-hole 166 is defined in a recess 180
disposed
near the front corner of the side wall 158 between the front edge 158a and the
lower
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edge 158d. Another through-hole 168 is defined in a recess 190 disposed 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 through the holes 166, 168 to connect the
side wall
158 to the bevel wall 124 of the tunnel 18 as can be seen in Figure 2A. The
angle,
with respect to the vertical, of the bevel wall 124 of the tunnel 18 generally
corresponds to the inclination angle of the side wall 158, with respect to the
vertical.
The side wall 158 can thus be directly fastened to the bevel wall 124 without
using
any additional brackets. The recesses 180, 190 and the connection of the leg
350 to
the bevel wall 124 will be described further below with respect to the
implementation
of the leg 350 shown in Figures 14, 15 and 17.
[0089] With reference to Figure 3, a number of apertures 156 are
defined in
the middle portion of the side wall 158 to reduce the weight of the leg 150.
The
apertures 156 are formed by punching the side wall 158. The side wall 158
bends
laterally inwardly around the edges of each aperture 156 as can be seen in
Figure 4C
to form a flange around the aperture 156. The flanged apertures 156 increase
the
rigidity of the leg 150.
100901 With reference to Figure 3, the side wall 158 tapers towards
the upper
end 152. The front and rear edges 158a, 158b of the side wall 158 define a
side wall
width 162 therebetween. The side wall width 162 is measured perpendicular to a
centerline 153 of the side wall 158. As the side wall 158 extends downwardly
from
its upper end 152, its front edge 158a moves further away from its rear edge
158b.
The side wall width 162 thus increases from the upper end 152 towards its
lower edge
158d. The rear edge 158b is linear while the front edge 158a is linear above
and
below a bend 165 near the lower end 154. Below the bend 165, the front edge
158a
moves further away from the rear edge 158b such that the side wall width 162
increases abruptly at the bend 165.
[0091] With reference to Figures 3 to 4C, the front wall 157 extends
laterally
inwardly from the front edge 158a of the side wall 158 to an inner edge 157a.
The
front wall 157 has a lower edge 157d that is spaced from the side wall lower
edge
158d. As best seen in Figure 2A, the front wall lower edge 157d is adjacent
the top
wall 120 of the tunnel 18. The front wall 157 has a bend 167 (Figure 3)
connected to
the bend 165 of the side wall front edge 158a. The front wall 157 is generally
planar
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above the bend 167. It is contemplated that the entire length of the front
wall 157
could be planar.
[0092] With reference to Figures 3 to 4C, the rear wall 159 extends
laterally
inwardly from the rear edge 158a of the side wall 158 to an inner edge 159a.
The rear
wall 159 is also generally planar between the upper and lower ends 152, 154.
The
rear wall 159 has a lower edge 159d that is spaced from the lower edge 158d of
the
side wall 158. As best seen in Figure 2A, the rear wall lower edge 159d is
adjacent the
top wall 120 of the tunnel 18.
[0093] With reference to Figures 4A to 4C, the front wall 157 and the
rear
wall 159 extend from the side wall 158 at an obtuse angle but it is also
contemplated
that the front and rear walls 157, 159 could be perpendicular to the side wall
158. A
width 164 of the leg 150 can be defined between the inner edge 157a of the
front wall
157 and the inner edge 159a of the rear wall 159 and measured in a plane
perpendicular to the side wall 158 in a direction perpendicular to the
centerline 153.
The leg width 164 also increases from its upper end 152 towards its lower end
154.
[0094] With reference to Figures 2C, 5A and 5B, the leg 150 extends
generally vertically and longitudinally in the upper end 152 but does not
extend
laterally inwardly. It is contemplated that the upper end of the leg 150 could
also
extend laterally inwardly. The longitudinally extending surface in the upper
end 152 is
also recessed in a laterally inward direction. A pair of through-holes 161 is
defined in
the upper end 152. Bolts (not shown) are inserted into the through-holes 161
for
fastening the steering bracket 148 to the leg 150. It is contemplated that the
upper end
152 could be structured differently than as shown herein.
[0095] Another implementation of an upper rear support 104 having legs
150'
will now be described with reference to Figures 6 to 7C. The left leg 150' is
similar to
a mirror image of the right leg (not shown) and as such only the left leg 150'
is shown
and described herein. In addition, the left leg 150' is similar to the left
leg 150
described above. Corresponding features of the legs 150, 150' have been
labeled with
the same reference numbers and will only be discussed herein with respect to
their
differences.
[0096] With reference to Figure 6, the left leg 150' has an upper end
152 and a
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lower end 154, a front wall 157, a rear wall 159 and a side wall 158 extending
therebetween.
[0097] The side wall 158 of the leg 150' is generally similar to the
side wall
158 of the leg 150 except that the apertures 156 have been omitted from the
leg 150'
and a shallow elongated recess 155 has been added to the side wall 158 of the
leg
150'. The elongated recess 155 extends upwards from the lower end 154 to a
middle
portion of the side wall 158. The recess 155 is disposed closer to the front
edge 158a
than to the rear edge 158b but it is contemplated that the recess 155 could be
centered
between the edges 158a, 158b or disposed closer to the rear edge 158b. The
elongated
recess 155 has a uniform width except for a wider portion disposed closer to
the lower
end 154. The shape and size of the recess 155 could be different than as shown
herein. The recess 155 could be formed as multiple recesses, and/or additional
recesses could also be provided in a different location along the side wall
158.
[0098] With reference to Figs. 6 to 7C, the front wall 157 of the leg
150' has a
first planar portion 177 extending laterally inwardly from the front edge 158a
and a
second planar portion 172 extending laterally inwardly from the first planar
portion
177 to a laterally inner edge 157a of the front wall 157. The first planar
portion 177 is
disposed at an obtuse angle with respect to the planar side wall 158 and the
second
planar portion 172 is disposed generally perpendicular to the planar side wall
158.
The first planar portion 177 therefore forms an angled front bevel wall 177 of
the rear
leg 150'. The rear wall 159 similarly has a first planar portion 179 extending
laterally
inwardly from the rear edge 158b and a second planar portion 174 extending
laterally
inwardly from the first planar portion 179 to a laterally inner edge 159a of
the rear
wall 159. The first planar portion 179 is disposed at an obtuse angle with
respect to
the planar side wall 158 and the second planar portion 174 is disposed
generally
perpendicular to the planar side wall 158. The first planar portion 179
therefore forms
an angled rear bevel wall 177 of the rear leg 150'. It is contemplated that
the front
and rear bevel walls 177, 179 could each be disposed at a different angle with
respect
to the planar side wall 158 than as shown herein. It is also contemplated that
either or
both of the first planar portions 177, 179 could not be disposed generally
perpendicular to the side wall 158.
[0099] Thus, the leg 150' of Figs 6 to 7C also has a generally C-
shaped cross-
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section, but the C-shaped cross-section is formed by five generally planar
surfaces
172, 177, 158, 179, and 174 instead of three generally planar surfaces 157,
158, and
159 as in the leg 150 of Figures 3 and 4. As the shape of the channel 160
defined by
the rear leg 150' is slightly different from that of the channel 160 defined
by the rear
leg 150, the fuel tank (not shown) used with the rear leg 150' has a side
portion
disposed in the channel 160 and congruous with the inward facing surfaces of
the
walls 172, 177, 158, 179, 174 that is slightly different from the side portion
of the fuel
tank 52 used with the implementation of the rear leg 150.
[00100] With reference to Figures 6 to 7C, a leg width 164 can also be
defined
for the leg 150'. The leg width 164 is measured between the laterally inner
edge 157a
of the front wall 157 and the laterally inner edge 159a of the rear wall 159
in a plane
perpendicular to both walls 157, 159. The leg width 164 increases from the
upper end
152 toward the lower end 154.
[00101] The upper rear support 104 of Figures 14 and 15 has another
implementation of legs 350 which will now be described with reference to
Figures 14
to 21.
[00102] The left leg 350 is generally a mirror image of the right leg
350 (Figure
21), and as such only the left leg 350 is described herein. In addition, the
left leg 350
is similar to the left leg 150' described above. As such, features of the leg
350 have
been labeled with the same reference numbers as the corresponding features of
the leg
150', except that the first digits of the reference number have each been
changed from
"1" to "3". The left leg 350 will only be described herein in detail with
respect to
some of the differences with the left leg 150' discussed above.
[00103] With reference to Figure 14, the upper end 352 of the leg 350
is
generally longitudinally aligned with the upper end of the upper column leg
118 and
is disposed longitudinally forwardly of the lower end thereof. The leg 350 is
connected to the steering bracket 148 by two bolts (not shown) inserted
through
through-holes 361 (Figure 18) defined in the upper end 352.
[00104] A bracket 376 extends downwardly from the edge 157a of the
front
wall 157. The bracket 376 is generally triangular in shape and disposed in the
middle
portion of the leg 350, closer to the lower end 354 than to the upper end 352.
The
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bracket 376 has a through-hole 378 formed therein and is used to connect a
panel (not
shown) of the fairings 94 to the left leg 350.
[00105] The lower end 354 of the leg 350 is connected to the bevel
surface 124
in a middle portion of the tunnel 18 between the front and rear ends of the
tunnel 18.
In the lower end 354, the side wall 358 has a recess 380 (similar to the
recess 180 of
the legs 150, 150') disposed near the front corner defined by the front edge
358a and
the lower edge 358d, and a recess 390 (similar to the recess 190 of the legs
150, 150')
disposed near the rear corner defined by the rear edge 358b and the lower edge
358d.
[00106] With reference to Figure 19A, the recess 380 is circular and
defined by
a planar inner wall 384 and a cylindrical peripheral wall 382. The inner wall
384 is
spaced from the planar side wall 358 and disposed laterally inwardly thereof.
The
inner wall 384 extends generally parallel to the planar portion of the side
wall 358.
The peripheral wall 382 extends laterally outwardly from the edge of the inner
wall
384 to the planar portion of the side wall 358. A through-hole 366 is defined
in the
inner wall 384 of the recess 380. A bolt 386 is inserted through the hole 366
to fasten
the leg 350 to the bevel surface 124 of the tunnel 18 as can be seen in Figure
17.
[00107] The recess 390 is similarly circular and defined by a planar
inner wall
394 and a cylindrical peripheral wall 392. The inner wall 394 is spaced from
the
planar side wall 358 and disposed laterally inwardly thereof. The inner wall
394
extends generally parallel to the planar portion of the side wall 358. The
peripheral
wall 392 extends laterally outwardly from the edge of the inner wall 394 to
the planar
portion of the side wall 358. A through-hole 368 is defined in the planar wall
394 of
the recess 390. A bolt 388 is inserted through the hole 368 to fasten the leg
350 to the
bevel surface 124 of the tunnel 18 as can be seen in Figure 17.
[00108] As can be seen in Figure 17, when the leg 350 is mounted to the
tunnel
18, the bevel surface 124 is in contact with the planar inner recess walls
384, 394 and
spaced from the planar portions of the side wall 358 in the lower end 354. In
the
illustrated implementation, the planar side wall 358 along the entire length
of the leg
350 below the upper end 352 extends generally parallel to the bevel surface
124. It is
contemplated that the planar side wall 358 could not be parallel to the inner
recess
walls 384, 394 and the bevel surface 124.
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[00109] As can be seen in Figure 17, below the top surface 120 of the
tunnel
18, inner edges 357a and 359a of the walls 357 and 359 extend laterally
inwards from
the side wall 358 towards the bevel wall 124. In the illustrated
implementation, the
bevel wall 124 does not contact the edges 357a, 359a of the front and rear
wall 357,
359. It is contemplated that the edges 357a, 359a could contact the bevel wall
124.
Above the top wall 120 of the tunnel 16, the edges 357a, 359a of the front and
rear
walls 357, 359 are spaced further from the side wall 358 than they are below
the top
wall 120. As can be seen in Figure 21, above the tunnel 18, the inner edge
357a is
disposed laterally inwardly of a left bevel plane 480 containing the left
bevel wall
124. The left bevel plane 480 intersects the front and rear walls 357, 358 of
the left
leg 350 above the tunnel 18 such that the side wall 358 is disposed on an
opposite of
the left bevel plane 480 than the inner edges 357a, 359a. Although not shown
for the
leg 350, a right bevel plane 480 (Figure 2D) containing the right bevel wall
124
similarly intersects the front and rear walls 357, 358 of the right leg 350
above the
tunnel 18.
[00110] As can be seen in Figure 2D, the left bevel plane 480 also
intersects the
front and rear walls 157, 159 of the left leg 150 above the tunnel 18 such
that the side
wall 158 is disposed on an opposite of the right bevel plane 480 than the
inner edges
157a, 159a of the left leg 150. The right bevel plane 480 similarly intersects
the front
and rear walls 157, 159 of the right leg 150 above the tunnel 18 such that the
side wall
158 is disposed on an opposite of the right bevel plane 480 than the inner
edges 157a,
159a of the right leg 150. The inner edges 157a, 159a are disposed laterally
inwardly
of the corresponding one of the left and right bevel plane 480. As can be seen
in
Figure 2D, the intersection of the left bevel plane 480 with the rear wall 159
of the left
leg 150 extends along the entire length of the left leg 150 above the tunnel
18.
Although not shown, the intersection of the right bevel plane 480 with the
front wall
157 extends along the entire length of the left leg 150 above the tunnel 18.
Although
not shown, the intersection of the left bevel plane 480 with the front wall
157 extends
along the entire length of the left leg 150 above the tunnel 18. Similarly,
the
intersection of the right bevel plane 480 with the front and rear walls 157,
159 extends
along the entire length of the right leg 150 above the tunnel 18. It is
contemplated
that the intersection of each of the left and right bevel walls 480 with the
front and
rear walls 157, 159 could extend along only a portion of the corresponding leg
150
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above the tunnel 18.
[00111] With reference to Figures 14 and 15, the planar side wall 358
has an
elongated recess 355 extending between the front and rear edges, 358a and
358b, and
between the upper and lower ends, 352 and 354. The upper end of the recess 355
is
disposed just below the upper end 352 of the leg 350 and the lower end of the
recess
355 is disposed just above the lower end 354. The recess 355 has a wider
portion 400
which has a through-hole 402 defined therein. The wider portion 400 is
disposed
slightly higher than the bracket 376 of the leg 350.
[00112] With reference to Figures 15 to 16A, a fastener 404 is inserted
through
the through-hole 402 into the fuel tank 52 to fasten the fuel tank 52 to the
leg 350.
The fastener 404 is in the form of a bolt having a bolt head 406 connected to
a
threaded shank 408 extending laterally inwardly through the hole 402 into the
fuel
tank 52. On the side opposite the threaded shank 408, the bolt head 406 has a
projection 410 extending laterally outwardly from a laterally outer surface
(the surface
opposite the threaded shank 408) of the bolt head 406 to a spherical outer end
412.
[00113] With reference to Figures 14 to 16B, the fuel tank 52 has a
body 420
having a left side portion 422 and a right side portion 422. The left side
portion 422 is
complementary to the channel 360 of the left leg 350 and received therein. The
right
side portion 421 is complementary to the channel 360 of the right leg 350 and
received therein. The channel 360 of each leg 350 encloses the corresponding
side
portion 422 of the fuel tank body 420. The fuel tank body 422 has recessed
portions
that receive the front and rear walls 357, 359 extend laterally inwardly away
from the
side wall 358. In the illustrated implementation, the longitudinal walls 357,
358, 359
of the leg 350 are spaced from the outer surface of the corresponding side
portion 422
(see Figures 16A and 16B) except in the wider recess portion 400 (see Figure
16A). It
is contemplated that the portions of the leg 350 other than in the wider
recess portion
400 could be in contact with the outer surface of the side portion 422 of the
fuel tank
body 420. A metal insert 424 is molded into the left side portion 422 aligned
with the
wider recess portion 400. The insert 424 has an internally threaded elongated
opening
426 which engages the threaded shank 408 of the fastener 404 to thereby fasten
the
fuel tank 52 to the left leg 350. The right side portion 422 similarly has a
metal insert
424 with an internally threaded opening 426 engaging a right fastener 404 to
fasten
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the right side of the fuel tank 52 to the right leg 350.
[00114] The seat 60 has a left side portion 430 disposed on the
laterally
outwardly facing surface of the side wall 358 such that the leg 350 is
disposed
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 projection 410 is received
in a
complementary slot 432 formed in a surface of the left side portion 430 facing
laterally inwardly towards the leg 350 and the spherical outer end 412. The
slot 432
engages the spherical outer end 412 of the fastener 404 to fasten the seat 60
to the left
leg 350. The right fastener 404 also has a spherical outer end 412 which is
similarly
engaged by a slot 432 formed in a laterally inwardly facing surface of the
right side
portion 430 of the seat 60 to fasten the seat 60 to the right leg 350.
[00115] In all implementations of the leg 150, 150', 350 discussed
above, the
entire left leg 150, 150', 350 including the upper end 152, 352 connected to
the
steering bracket 148 and the lower end 154, 354 connected to the tunnel 18, is
formed
as a single integral structure. The left leg 150, 150', 350 is formed from a
single piece
of sheet metal structure that is bent to create the structure described above.
The
various apertures 156, 166, 168, 161 and recesses 155, 180, 190 are created by
punching, stamping, or drilling, which can be done either before or after
bending the
sheet metal.
[00116] Forming the entire leg 150, 150', 350 out of a single piece of
sheet
metal allows the upper end 152, 352 and the lower end 154, 354 of the leg 150,
150',
350 to be connected to other vehicle portions (steering bracket 148 and tunnel
18
respectively) directly without the need for using separate attachment brackets
as in the
case of tubular braces such as the front support braces 108. With tubular
braces,
casted end portions are welded to the respective upper and lower ends of the
tubes to
allow their respective attachment to the steering bracket 148 and to the
tunnel 18.
Connecting the leg 150, 150', 350 directly to the other snowmobile portions
without
using additional brackets helps to reduce the overall weight of the snowmobile
10,
and also to reduce complexity and cost in the fabrication and assembly
thereof.
[00117] As mentioned above, the side wall 158, 358 below the upper end 152,
352 is flat and constructed without any bends in it. This flat, planar
structure of the
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side wall 158 helps to reduce the risks of developing cracks or breaks at the
location
of the bend, especially in legs made of materials such as aluminum which have
less
fatigue strength than steel.
[00118] In addition, having the front wall 157, 357 and rear wall 159,
359
being angled with respect to the side wall 158, 358 and extending from the
side wall
158, 358 along the entire length thereof below the upper end 152, 352 helps to
increase the inertial strength and rigidity of the legs 150, 150', 350. The
legs 150,
150', 350 described above, having front 157, 357, side 158, 358 and rear walls
159,
359 made of bent sheet metal, provide greater strength and resistance to
forces of
compression and torsion than an unbent sheet metal structure.
[00119] The footrests 64 will now be described in further detail with
reference
to Figures 2B, 2C, and 8 to 12.
[00120] With reference to Figures 2B, 2C and 8 to 12, the left footrest
64 is
similar to a mirror image of the right footrest 64, and as such only the left
footrest 64
will be described herein in detail. It is contemplated that the left and right
footrests 64
could not be mirror images of each other.
[00121] With reference to Figures 8 to 10, the left footrest 64
includes a grid
structure 201 formed of interconnected ribs 202, 204 defining large holes 203
therebetween. The ribs 202, 204 include longitudinal ribs 202 and lateral ribs
204.
The longitudinal ribs 202 extend in a longitudinal direction and the lateral
ribs 204
extend in a lateral direction generally perpendicular to the longitudinal ribs
204. It is
contemplated that the ribs 202 could extend in a direction other than
longitudinal, the
ribs 204 could extend in a direction other than lateral (as in the
implementation of the
footrest 364 shown in Figures 14, 15 and 21 to 24), and that the ribs 202
could not
extend in a direction perpendicular to the ribs 204. Consecutive longitudinal
ribs 202
are connected to each other by lateral ribs 204 extending therebetween in a
lateral
direction. When the snowmobile 10 is traveling on soft snow and the footrests
64
begin to contact the snow, the large holes 203 help to reduce jacking by
allowing
snow to pass upwardly therethrough. In addition, the large holes 203 are
helpful for
clearing snow off the footrests 64 by allowing the snow to fall therethrough.
This grid
structure 201 of the footrest 64 with interconnected longitudinal and lateral
ribs 202,
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204 separated by large holes 203 reduces the weight of the snowmobile 10
without
compromising the rigidity and strength of the footrest 64.
[00122] With reference to Figures 8 to 10, the left footrest 64 has
three
longitudinal ribs 202, including a left rib 202, a middle rib 202 and a right
rib 202,
each extending in the longitudinal direction. It is contemplated that there
could be
more or less than three longitudinal ribs 202. In the illustrated
implementation of the
footrest 64, the longitudinal ribs 202 are also equally spaced from one
another in the
lateral direction. It is also contemplated that the longitudinal ribs 202
could not be
equally spaced from one another in the lateral direction. The front edges of
all three
longitudinal ribs 202 are connected together by a forwardmost lateral rib
240." The
longitudinal ribs 202 extend rearward from the forwardmost lateral rib 240.
The right
longitudinal rib 202 extends farther rearward than the middle longitudinal rib
202,
which in turn extends farther rearward than the left longitudinal rib 202. The
left
footrest 64 is thus tapered towards the rear. It is contemplated that the
longitudinal
ribs 202 could be configured differently than as shown herein.
[00123] As best seen in Figures 2C and 8 to 10, the lateral ribs 204 are
also
disposed parallel to one another when viewed from above. The lateral ribs 204
extend
generally perpendicular to the longitudinal ribs 202 and normal to the
longitudinal
centerplane 13. As mentioned above, it is contemplated that the lateral ribs
204 could
extend at an angle other than perpendicular with respect to the longitudinal
ribs 202
and/or the longitudinal centerplane 13.
[00124] With reference to Figures 8 to 11B, each lateral rib 204 has a
planar
upper surface 204a, a planar lower surface 204b, a front surface 204c and a
rear
surface 204d. It is contemplated that the surfaces 204a, 204b could not be
planar. A
lateral rib height 250 (Figures 11A and 11B) is defined between the upper and
lower
lateral rib surfaces 204a, 204b. A lateral rib thickness 252 (Figure 10) is
defined
between the front and rear lateral rib surfaces 204c, 204d.
[00125] With reference to Figures 8 to 11B, each longitudinal rib 202
has an
upper surface 202a, a lower surface 202b, a left surface 202c and a right
surface 202d.
A longitudinal rib thickness 260 (Figure 11A) is defined between the left and
right
longitudinal rib surfaces 204c, 204d. A longitudinal rib height 262 (Figures
11A and
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11B) is defined between the upper and lower longitudinal rib surfaces 202a,
202b.
The upper longitudinal rib surface 202a is disposed vertically higher than the
upper
lateral rib surface 204a. The lower longitudinal rib surface 202b is disposed
vertically
lower than the lower lateral rib surface 204b, by a vertical distance 264. The
longitudinal rib thickness 260 is smaller than the longitudinal rib height
262. The
longitudinal rib thickness 260 is also smaller than the height 264 of the
portion of the
longitudinal rib 202 disposed lower than the lower lateral rib surface 204b.
The
portion of the longitudinal rib 202 disposed lower than the lower lateral rib
surface
204b thus acts like a blade that helps slice through the snow when the
footrest 64
makes contact with the snow surface.
[00126] With reference to Figure 10, each hole 203 has a length 266
measured
between two consecutive lateral ribs 204 in a direction parallel to the
longitudinal ribs
202. Each hole 203 has 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 of the holes 203 in the illustrated implementation have the same
width 268
but different lengths 266.
[00127] With reference to Figures 8 to 11B, the upper longitudinal rib
surface
202a has several teeth 206 projecting upwardly therefrom. The teeth 206
provide
traction to the riders' foot disposed on the footrest 64. Each tooth 206
extends above
the upper longitudinal rib surface 202a by a height 272 (Figure 11A). The
height 272
of the teeth 206 is less than the extension 264 of the longitudinal rib 202
below the
lower surface 204b of the lateral rib 204. It is contemplated that the number
and
configuration of the ribs 202, 204 could be different than that described
herein.
[00128] With reference to Figures 8 to 12, the footrest 64 has an inner
mounting flange 210 for connecting the footrest 64 to the left side wall 122
of the
tunnel 18. The inner mounting flange 210 forms an inner edge of the footrest
64. The
inner mounting flange 210 is in the form of a plate extending longitudinally
and
vertically with an inner surface 210b (Figure 11A and 11B) facing laterally
inwardly
and an outer surface 210a facing laterally outwardly. The upper edge 210c has
several
tabs 210d extending upwardly therefrom. Some of the tabs 210d have through-
holes
212 defined therethrough. Bolts (not shown) are inserted through the through-
holes
212 and through corresponding holes formed in the left side wall 122 of the
tunnel 18
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to connect the footrest 64 to the tunnel 18. It is contemplated that other
types of
fasteners such as rivets, or self-piercing rivets could also be used to fasten
the footrest
64 to the tunnel 18. The front edge of the inner mounting flange 210 is
connected to
the forwardmost lateral rib 240. Several other lateral ribs 204 extends
leftwardly
(laterally outwardly) from the outer surface 210a of the inner mounting flange
210 to
the right longitudinal rib 202. The inner mounting flange 210 extends farther
rearward
than the right longitudinal rib 202. The inner mounting flange 210 is formed
integrally with the lateral ribs 204. It is contemplated that the inner
mounting flange
210 could be connected to the ribs 202, 204 without being integrally formed
therewith.
[00129] As best seen in Fig 12, the left footrest 64 has a bend 242
formed just
rearward of the second row of lateral ribs 204. The front portion of the left
footrest
201 forward of the bend 242 is bent upwardly with respect to the portion
rearward of
the bend 242.
[00130] With reference to Figures 2B and 2C, the left footrest 64 includes
a
front tunnel extension 128 disposed forward of the grid structure 201. The
front
tunnel extension 128 extends laterally outwardly from the bottom edge of the
left side
wall 122. As mentioned above, the front tunnel extension 128 is formed
integrally
with the tunnel 18 and has a plurality of holes 129. The forwardmost lateral
rib 204 is
fastened to the rear end of the left tunnel extension 128 so as to form a
continuous
support for a rider's left foot. The toehold 66 extends upwardly from the
front edge of
the front tunnel extension 128. The footrest support 62 is also connected to
the left
(laterally outer edge) of the front tunnel extension 128.
[00131] With reference to Figs 2B and 2C, the left footrest 64 is also
connected
to the tunnel 18 by an outer mounting bracket 220 connected to the left side
(laterally
outer) edge of the left footrest 64 and a rear mounting bracket 230 connected
to a rear
edge of the outer mounting bracket 220.
[00132] As can be seen in Figures 8 to 10, the outer mounting bracket
220
extends longitudinally and slightly laterally outwardly from its rear end to
its front
end. The outer mounting bracket 220 is in the form of a hollow tubular
structure
formed by extrusion. As best seen in Figures 8 and 9, the outer mounting
bracket 220
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of the illustrated implementation has a rectangular cross-section with a
generally
horizontal upper surface 220a and a generally horizontal lower surface 220b
connected together by a pair of vertical surfaces 220c. The upper surface 220a
of the
outer mounting bracket 220 is ribbed and has teeth 222 projecting upwardly
therefrom
to provide traction to a rider's left foot. In the illustrated implementation,
the outer
mounting bracket 220 has three longitudinal rows of teeth 222 formed on its
upper
surface 220a. It is however contemplated that there could be more or less than
three
rows of teeth 222. A number of tabs 224 extending laterally inwardly from the
vertically extending surface 220c facing laterally inwardly toward the tunnel
18. The
tabs 224 have through-holes defined therethrough. The tabs 224 are connected
to the
lateral ribs 204 by bolts inserted through the holes of the outer mounting
flange tabs
224 and through corresponding holes defined in the left edges of the later
ribs 204 as
best seen in Figure 2C.
[00133] With reference to Figures 8 to 10, a front portion of the outer
mounting
bracket 220 extends forward of the forwardmost lateral rib 240. The front
portion of
the outer mounting bracket 220 extends on a left side (laterally outer side)
of the left
front tunnel extension 128 and is fastened thereto by the tabs 224 to further
secure the
front portion of the footrest 64 to the tunnel 18.
[00134] With reference to Figures 8 to 10, the rear mounting bracket
230 has a
front portion 232 that extends generally longitudinally, and a rear portion
234 that
extends upwardly and rearwardly from the front portion 232. The rear mounting
bracket 230 forms a C-shaped channel 236 that is open in a direction facing
away
from the tunnel 18. The channel 236 extends in the front and rear portions
232, 234
of the rear mounting bracket 230. The rear end of the outer mounting bracket
220 is
received in the channel 236 in the front portion 232 such that the inner
vertical surface
220c of the outer mounting bracket 220 abuts against the inner channel wall of
the
rear mounting bracket 230. The outer mounting bracket 220 is fastened to the
rear
mounting bracket 230 by rivets, or other fasteners, inserted through aligned
through-
holes 244 (Figure 9) of the inner vertical surface 220c of the outer mounting
bracket
220 and the inner channel wall of the rear mounting bracket 230. The inner
channel
wall of the rear portion 234 of the rear mounting bracket 230 abuts the left
side wall
122 of the tunnel 18 and is fastened thereto by rivets, or other fasteners,
inserted
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through aligned holes 246 (Figures 8 and 9) of the rear portion 234 and the
left side
tunnel wall 122. The rear end of the outer mounting bracket 220 is thus
secured to the
tunnel 18 by the rear mounting bracket 230. The rear portion 234 of the rear
mounting
bracket 230 also has three teeth 248 extending laterally outwardly from the
edge of
the laterally extending front surface to provide traction to a riders foot. It
is
contemplated that there could be more or less than three teeth 248.
[00135] As can be
seen in Figures 2A to 2C, the left footrest 64 is thus secured
to the tunnel 18 by its left (laterally outer) edge, its rear edge and its
right (laterally
inner) edge.
[00136] With reference to Figures 8 to 10, the hollow tubular structure of
the
outer mounting bracket 220 and the structure of the rear mounting bracket 230
having
the open channel 236 help to reduce the weight of the vehicle 10. It is
contemplated
that the mounting brackets 220, 230 could be configured differently than as
shown
herein, and connected together differently than as shown herein. It is also
contemplated that the rear mounting bracket 230 could be formed integrally
with the
outer mounting bracket 220.
[00137] The various
dimensions of the grid structure 201 in the footrest 64 are
selected as described below to reduce jacking and increase trenching while
still
providing appropriate support to a riders foot disposed on the footrest 64 and
without
causing any significant increase in the weight of the snowmobile 10.
[00138] With
reference to Figures 11A and 11B, in the illustrated
implementation, a ratio X1 of the extension 264 of the longitudinal rib 202
below the
lateral rib surface 204b to the longitudinal rib width 260 is selected to be
greater than
1.5 and less than 5.5. In the illustrated implementation of the footrest 64 in
Figs 8 to
12, the ratio X1 is approximately 3.3.
[00139] With
reference to Figures 10 to 11B, a ratio X2 of a hole width 268
measured in millimeters to the value of the ratio X1 is selected to be greater
than 5.0
and less than 15. In the illustrated implementation, the ratio X2 is
approximately 10.
[00140] With
reference to Figures 10 to 11B, a ratio X3 of the hole width 268
to the extension 264 of the longitudinal rib 202 below the lateral rib surface
204b is
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selected to be greater than 1.0 and less than 6Ø In the illustrated
implementation, the
ratio X2 is approximately 3Ø
[00141] It has been
noted that trenching can be increased and jacking can be
reduced while still providing appropriate support to a riders foot disposed on
the
footrest 64 and without causing any significant increase in the weight of the
snowmobile 10 if the footrest 64 is configured such that the ratio X1 is
between 1.5
and 5.5, the ratio X2 is between 5.0 and 15.0, and the ratio X3 is between 1.0
and 6Ø
[00142] The footrest
64 is formed by a process that includes an initial
extrusion step. The extrusion step forms a horizontally extending plate (not
shown)
with parallel ribs 202 and the mounting flange 210. The ribs 202 extend above
and
below the horizontal plate while the mounting flange 210 extends upward from
an
edge of the horizontal plate. The direction of extrusion defines the direction
of the ribs
202 and the mounting plate. In the implementation of the footrest 64 shown
herein,
the ribs 202 are aligned with the longitudinal direction of the vehicle 10
(parallel to
the longitudinal centerplane 13) when the footrest 64 is connected to the
vehicle 10.
It is however contemplated that the ribs 202 could extend at an angle to the
longitudinal centerplane 13. For convenience, the process of forming the
footrest 64
is described herein referring to the direction defined by the ribs 202 as the
longitudinal direction, but the present technology is not to be limited by the
adoption
of this terminology.
[00143] The lateral
ribs 204, and the holes 203 are then created by punching
holes through the horizontal extruded plate between the parallel ribs 202. It
is
contemplated that the lateral ribs 204 and holes 203 could be created by other
methods. The punching step for forming the lateral ribs 204 and the holes 203
is
performed by displacing the punch in a vertical direction with respect to the
horizontal
extrusion plate.
[00144] The teeth
206 on the upper surface of the longitudinal ribs 202 and the
upward extensions 210d of the inner mounting flange 210 are created by a
separate
punching step in which the punch is displaced laterally with respect to the
longitudinal
ribs 202 and the extrusion direction. The upward extensions 210d of the
mounting
flange 210 could be created by a separate punching step, in which the punch is
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displaced laterally with respect to the longitudinal ribs 202 and the
extrusion
direction. It is also contemplated that the teeth 206 and the upward
extensions 210d
could be created by a different process, such as machining. The upward bend
242
best seen in Figure 12, is created after the extrusion and the punching
processes.
[00145] As mentioned above, the outer mounting bracket 220 is formed by
extrusion. The rear mounting bracket 230 is formed by casting and/or stamping.
[00146] It is
contemplated that the footrests 64 could be formed of any suitable
materials and by processes other than as described herein.
[00147] With
reference to Figures 14, 15 and 21 to 24, another
implementation of footrests 64 will now be described. The footrests 364 of
Figures
14, 15 and 21 to 24 have many features similar to the corresponding features
of
footrests 64 of Figures 1 to 2D and 8 to 12. As such, features of the footrest
364
similar to the corresponding features of footrests 64 have been labeled with
the same
reference numbers and will not be described again herein. The footrest 364
will only
be described herein in detail with respect to differences from the footrest
64. The left
footrest 364 is similar to a mirror image of the right footrest 364 and as
such
corresponding features of the left and right footrests 364 have been labeled
with the
same reference numbers and only the left footrest 364 will be described
herein.
[00148] The left
footrest 364 has a grid structure 201 formed of interconnected
ribs 202, 304 defining large holes 303 therebetween. The longitudinal ribs 202
extend
in a longitudinal direction. The ribs 304 extend more in a lateral direction
than a
longitudinal direction, and are therefore referred to herein as lateral ribs
304.
Consecutive longitudinal ribs 202 are connected to each other by lateral ribs
204
extending therebetween. The lateral ribs 304 extend at a non-perpendicular
angle to
the longitudinal ribs 202. It is contemplated that the ribs 202 could extend
in a
direction other than longitudinal. The holes 303 defined by the ribs 202, 304
are
therefore trapezoidal rather than rectangular in shape as in the footrests 64.
[00149] With
reference to Figures 22 to 24, the footrest 364 includes several
teeth 306 projecting upwardly from the grid structure 201 and extending
vertically
higher than the upper surface 204a of the lateral ribs 304. The teeth 306
provide
traction to the riders' foot disposed on the footrest 364. Each tooth 306 is
laterally
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offset from a longitudinal rib 202 and connected thereto by a bridge portion
307 that
extends laterally inwardly from the longitudinal rib 202. Some of the teeth
306 are
disposed between consecutive lateral ribs 304 while other teeth 306 extend
upward
from the upper surface 204a of a lateral ribs 304. The teeth 306 extend above
the
upper longitudinal rib surface 202a by a height 272 (Figure 11B). The height
272 of
the teeth 306 above the upper lateral rib surface 202a is smaller than the
extension 264
of the longitudinal rib 202 below the lower lateral rib surface 202b. This
configuration
of the teeth 306 being offset from the longitudinal ribs 202 allows the teeth
306 to be
formed in the same extrusion step as the longitudinal ribs 202 thereby
eliminating the
extra punching step required for forming the teeth 206 of the footrest 64.
This
configuration of the teeth 306 therefore allows for a simplification in
fabrication of
the footrest 364 while still providing traction to a rider's foot disposed on
the footrest
364.
[00150] With reference to Figures 21 to 24, the footrest 364 has a rear
mounting bracket 330. The rear mounting bracket 330 has an upper portion 332
and a
lower portion 334. An upper end 332a of the upper portion 332 is connected to
the
left side wall 122 of the tunnel 18 by bolts inserted through aligned through-
holes of
the rear mounting bracket 330 and the left tunnel wall 122. The upper portion
332
extends downwardly and laterally outwardly from the upper end 332a thereof to
a
lower end 332b thereof. The lower end 332b of the rear mounting bracket upper
portion 332 forms a channel (not shown) that is open towards the front of the
snowmobile 10. The rear end of the outer mounting bracket 220 is received in
the
channel of the lower end 332b and fastened thereto. The rear end of the outer
mounting bracket 220 is thus secured to the tunnel 18 by the rear mounting
bracket
330. The upper portion 332 two longitudinally and vertically extending walls
333
extending between the upper and lower ends, 332a and 332b. The front edge of
the
laterally outer wall 333 has six teeth 336 extending forwardly therefrom to
provide
traction to a riders foot. It is contemplated that there could be more or less
than six
teeth 336. It is also contemplated that the teeth 336 could be omitted. The
lower
portion 334 is formed as a flange extending horizontally and laterally
inwardly from
the lower end 332b. The laterally inner end 338 of the flange 334 is connected
to the
horizontal plate 144 of the rear suspension attachment bracket 142 by a bolt
inserted
through the aligned through-holes of the flange 334 and the horizontal plate
144. The
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rearwardmost lateral rib 308 of the footrest 364 extending laterally outwardly
and
rearwardly from the rear end of the mounting flange 210 has a pair of through-
holes
340. The rearwardmost lateral rib 308 is also connected to the horizontal
plate 144 by
bolts inserted through the aligned through-holes of the rearwardmost lateral
rib 308
and the horizontal plate 144. In the illustrated implementation, the inner end
338 of
the flange 334 is also connected to the rearwardmost lateral rib 308.
[00151] Modifications and improvements to the above-described
implementations of the present may become apparent to those skilled in the
art. The
foregoing description is intended to be exemplary rather than limiting. The
scope of
the present is therefore intended to be limited solely by the scope of the
appended
claims.
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