This application relates to wheeled vehicle to a tracked vehicle. More specifically, this application relates to track assemblies that may be used to convert a self-propelled tire or wheel supported vehicle to self-propelled multi-track vehicle.
Self-propelled, wheeled, multi-purpose vehicles are old and well known in the art. Such vehicles were originally designed to perform a variety of tasks that were commonly handled by cranes, hoists, tractors, trailers, and other specialized equipment. Such vehicles most often take the form of a steerable, wheeled chassis that is equipped with a boom that can be raised, extended and/or retracted. The end of the boom may be provided with one or more attachments, such as a pallet fork, a basket, bucket, etc. as the situation arises. These vehicles are typically used at construction sites and/or other off-road areas, where the ground upon which they traverse has not been surfaced or otherwise prepared. Often, the ground is not capable of supporting the weight of the self-propelled tire or wheel supported and they can become mired and/or lose traction. If the vehicle becomes mired or stuck, it is unable to be productive. If the vehicle cannot be extricated by the driver, additional equipment and personnel will have to be drawn away from other projects to provide assistance. If a vehicle was carrying a load at the time, the remedy becomes more complicated. Loads can shift and fall. In addition, a repositioned load can change the location of the center of gravity so that it and the vehicle are in an unstable position.
It will be appreciated from the foregoing, therefore, that prior art self-propelled wheeled vehicles present problems that are in need of solutions and there is a need for a vehicle that is able to be used in conditions that would not otherwise be possible.
In a preferred embodiment, an apparatus converts a wheeled vehicle to a tracked vehicle. The apparatus includes a track system that is configured and arranged to be attached to existing wheel hubs of a vehicle such as construction equipment, preferably telehandlers and boom lifts. The track assembly unit includes a carriage having a main frame, a pair of struts that extend transversely from one side of the main frame, and an outrigger beam that is attached to the ends of the struts. A plurality of wheels is rotatably mounted to the carriage. More specifically, a first idler wheel is mounted at a first end of the carriage and a second idler wheel is mounted at a second end of the carriage. One of the idler wheels may be adjustably mounted to the carriage so that the tension on an endless track can be varied. The carriage includes two sets of bogey wheels that are located between the rotational axes of the idler wheels. One set of bogey wheels are mounted on the main frame and the other set of bogey wheels are mounted on the outrigger beam. The main frame includes a sleeve that extends transversely to the longitudinal axis of the main frame, with the sleeve having an interior configured to receive a pin that is used to connect the carriage to an attachment assembly.
A preferred embodiment of the attachment assembly includes first and second (or lower and upper) sections that can be attached to a vehicle axle, more specifically, the spindle housing of a vehicle axle. The lower and upper sections of the attachment assembly can be connected to existing lower and upper trunnions, respectively. The lower and upper sections of the attachment assembly include inner edges that are able to contact the outer surface of the spindle housing. The lower section of the attachment assembly includes a pair of downwardly extending flanges, each of which includes a transverse aperture, with the transverse apertures able to receive a pin used to connect the lower section to a main frame of the carriage. The flanges of the lower section enable the wheels of the carriage to be positioned below the wheel hub of a vehicle. In addition, the flanges position the lower section below the spindle housing so that the carriage is able to rotate about the pivot pin connection. More specifically, the lower section includes forward and rearward extending wings that extend away from each other in upwardly divergent directions. The bottom surfaces of the wings are configured and arranged so as to be able to contact front and rear portions of the main frame of a carriage as it pivots back and forth. The angle of rotation is on the order of plus or minus 10-15 degrees, relative to the lower attachment section. The track assembly of the present invention may include one or more limiter bars or stop plates that are attached to the lower section of the attachment assembly. In use, the limiter bars or stops can modify or otherwise restrict the available angle of rotation between the carriage and the lower section of the attachment assembly.
In a preferred embodiment, the adjustable idler wheel of the carriage is mounted at the front end of the main frame and it is operatively connected to a tensioning apparatus or mechanism. More specifically, the idler wheel is rotatably attached to a shaft that is connected to one end of a pivot arm. The other end of the pivot arm is rotatably mounted to a transversely oriented strut that extends through the main frame. A tensioning mechanism is operatively connected to the pivot arm and the main frame and includes an expandable/retractable force exerting member such as a grease cylinder, hydraulic cylinder, spring element, or the like. In use, the force exerting member rotates the pivot arm about the strut, in backward and forward motion that raises and lowers the idler wheel. The tensioning mechanism is able to absorb impacts when the tracked vehicle encounters an object on the ground while in operation. For example, when the front end of the track assembly encounters an immovable object in the tracked vehicle's path, the forwardmost idler wheel will tend to be pushed upwardly and to a lesser extent, rearwardly and the force exerting member will be momentarily compressed. In the absence of the immovable object, the force exerting member will both urge the forwardmost idler back to its normal operating position.
The apparatus of this application includes a sprocket that can be attached directly to a wheel hub or to a spacer element that is interposed between the wheel hub and the sprocket. The sprocket includes a plurality of circumferential apertures that are configured and arranged to engage projections that extend inwardly from an inner surface of an endless track. As will be appreciated, other sprockets with different track engaging surfaces may be used, dependent upon the particular endless track configuration used in the track assembly. For example, a sprocket may have radially extending teeth that engage apertures in an endless track.
The track assemblies can be used to convert a wheeled vehicle into a tracked vehicle. They provided a simplified track tensioning mechanism, and can be easily accessed, serviced and/or replaced.
The track assemblies can be attached to a vehicle without having to make any modifications to the vehicle.
An advantage of the track assemblies is that a portion of the assembly can be connected to an axle and the remainder of the track assembly removed or attached as desired.
Another advantage is that the track assemblies may be attached to a wide variety of vehicles.
These and other objectives, features and advantages will appear more fully from the following description, made in conjunction with the accompanying drawings wherein like reference characters refer to the same or similar parts throughout the several views. And, although the disclosure hereof is detailed and exact, the physical embodiments herein disclosed are merely examples that may be embodied in other specific structures. While preferred embodiments have been described, the details may be changed without departing from the claims.
Referring initially to
Now referring to
Note that the carriage 22 is positioned below and in substantial alignment with the wheel hub 52 and the carriage is cantilevered outwardly relative to the attachment assembly 24. Note that because the attachment assembly 24 does not interfere with the operation of the wheel hub 52, it need not be removed. This permits a user to connect one or more attachment assemblies to a vehicle and switch between wheels and tracks, as needed or required. In addition, it is envisioned that the attachment assemblies can have separate utility. For example, they could be used as anchor points to tie a machine to a structure such as a transport trailer. They could also be used as attachment points for other transport devices such as skis.
A partially exploded view of the major components of the track assembly 20 can be seen in
The upper section 62 of the attachment assembly 24 is generally arcuately shaped and has an internal or inner edge 144 that closely matches the contours of a portion of the exterior surface of the spindle housing 44 about which it is positioned. As will be discussed later in greater detail, the upper section 62 may be connected to an upper trunnion 47. To install, existing trunnion bolts 168 are removed, the upper section 62 of the attachment assembly 24 is positioned onto the spindle housing 44 from above, and the trunnion bolts 168 are inserted through apertures 166 in the upper section 62 and tightened.
The lower and upper sections 60, 62 of the attachment assembly 24 are secured to each other by transverse fastening elements 158, 159 such as threaded nuts and bolts. An important feature of the lower section 60 is the parallel, downwardly extending flanges 110, 112. As will be discussed below in greater detail, the flanges 110, 112 are sized to receive a main frame 180 of a carriage 22 therebetween.
Moving towards the left of the wheel hub 52, there is a ring-shaped spacer element 26 and a sprocket 28 comprising segments 30 and 32. The spacer element 26 may be interposed between wheel hub flange 54 and the sprocket 28, if needed. The spacer element 26 is used to connect the track assembly 20 to the existing wheel hub 52 of a vehicle. To that end, the spacer element 26 includes a first set of apertures 27A that correspond to the fastening elements 56, 58 of the wheel hub 52 a vehicle, and a set of outwardly extending, peripheral fastening elements 27B, such as threaded studs 27B and nuts 27C, that correspond to apertures to the sprocket 28 of the track assembly. As will be understood, the apertures 27A and fastening elements 27B may differ in terms of numbers and patterns, depending upon the particular vehicle to which a track system is to be attached and the particular type of sprocket is being used. Alternatively, the spacer element may be integrally formed with the sprocket or sprocket segments. As will be appreciated, the particular sprocket used with the attachment assembly may vary. For example, the sprocket may include outwardly extending teeth that engage apertures in an endless track. Alternatively, the sprocket may include peripheral apertures that engage projections that extend inwardly from an endless track.
A preferred sprocket 28 comprises two sprocket segments 30, 32, with each sprocket segment 30, 32 comprising an arcuately shaped plate having inner and outer circumferences. A plurality of bars is evenly spaced about the outer circumference in a transverse orientation and the ends of the bars are connected by side walls or rims. The bars and side walls define openings or gaps that receive and engage inwardly extending projections 37 of a flexible track 34. The plate also includes a plurality of slots or apertures spaced evenly about and adjacent to the inner circumference, with the slots or apertures configured to be aligned with the threaded studs that extend from either the spacer element 26 or the wheel hub 52.
A partially exploded perspective view of the attachment assembly 24 and a spindle housing 44, with the view taken from the rear and inside looking towards the front and right is depicted in
A plurality of spaced-apart stanchions or posts 88, 90, 92, 94 are attached to the front and rear extensions or wings 82, 84. The stanchions 88, 90, 92, 94 are plate-like and their bases extend from the free ends of the extensions 82, 84 towards positions that are adjacent the center section of the base 64. All of the stanchions 88, 90, 92, 94 are generally vertically oriented and each stanchion or post 88, 90, 92, 94 includes an inwardly facing, generally arcuately shaped surface 96 that is configured to contact a portion of a spindle housing 44. Note that the inwardly facing surfaces 96 of the stanchions 88, 90, 92, 94 need not have the same configuration because spindle housings 44 can have different exterior surface profiles. An upper, free end of each stanchion 88, 90, 92, 94 includes a transverse aperture 98, 100, 102, 104 that is configured to receive a fastening element 158 used to connect the first or lower section 60 to a second or upper section 62 of the attachment assembly 24. The stanchions or posts 88, 90, 92, 94 and the body or base 64 form a cradle-like structure that receives a lower portion of a vehicle spindle 44.
The first or lower section 60 of the attachment assembly 24 is removably connected to a bottom portion of a spindle 44 of a vehicle by way of fastening elements, more specifically, the fastening element 107 that are normally used in a lower trunnion 46. To attach the lower section 60 to a spindle housing 44, the fastening elements 107 of the lower trunnion 46 are temporarily removed, the lower section 60 of the attachment assembly 24 will be moved into position from below, and the fastening elements 107 are inserted into small apertures 106 in the center section of the base or body 64, which are in alignment with the apertures in the lower trunnion 46. The small apertures surround a larger aperture 108 that serves as a relief for the trunnion pin itself.
A pair of downwardly depending flanges 110, 112 are connected to the sides of the body or base 64. A lower, free end of each flange 110, 112 includes a transverse aperture 114, 116 that is configured to receive a pivot pin 276 that is used to connect the attachment assembly 24 to the carriage 22. The flanges 110, 112 position the bottom surface 68 of the base or body 64 above the top surface 250 of the main frame 180 of the carriage 22 so that the carriage can rotate with respect to the attachment assembly 24. The track assembly 20 can rotate with respect to the axle 40 (i.e., the range or degrees of rotational motion relative to the vehicle to which it is attached), up to approximately 25 degrees plus or minus; more, if desired. Optionally, limiter bars or stops 122 may be attached to the bottom surfaces of the wings 82, 84 by fastening elements 123. As will be understood, the limiter bars or stops 122 can change the amount of rotation that is available to the carriage 22.
A preferred second or upper section 62 of the attachment assembly 24 includes an arcuately shaped body 130 having a first or front end 134, a second or rear end 136, side surfaces, an external edge, an internal edge 144, and a transverse plate 160. The first and second ends 134, 136 are connected to the stanchions 88, 90, 92, 94 of the first or lower section 60. The internal or interior edge 144 of the upper section 62 includes an upwardly extending slot 146 and a side notch 148. The slot 146 and the notch 148 provide relief for elements of the spindle housing 44. The transverse plate 160 is located at the uppermost portion of the internal or interior edge 144 and is generally horizontally oriented. The plate 160 includes a pair of flanges 162, 164 that extend outwardly from the sides of the upper section, with each flange including one or more vertically aligned apertures 166 that are used to attach the upper section to a vehicle spindle 44. The second or upper section 62 is removably connected to a spindle 44 of a vehicle by way of fastening elements 168 that are normally used in a upper trunnion 47. The fastening elements 168 of the upper trunnion 47 are temporarily removed, the upper section 62 is positioned from above onto the spindle housing 44. The fastening elements 168 are inserted into the small apertures 166, which are in alignment with the upper trunnion 47 apertures, and tightened. The small apertures 166 surround a larger aperture 170 in the transverse plate 160 that serves as a relief for the trunnion 47.
To facilitate connecting the upper section 62 to the lower section 60, each end 134, 136 of the upper section 62 is provided with transverse apertures 150, 154, that receive transverse sleeves or bushings 152, 156. The sleeves or bushings 152, 156 at each end of the section 62 are positioned between corresponding stanchions 88, 90, and 92, 94 so that the apertures of the sleeves 152, 156 are aligned with the transverse apertures 98, 100, and 102, 104 of the stanchions 88, 90, 92, 94. Fastening elements 158 are inserted into the aligned apertures of the lower and upper sections 60, 62 to secure them together. The attachment assembly 24 does not interfere with the normal operation of a wheel 15 and once an attachment assembly has been connected to a vehicle axle 40, it may remain there so as to enable a user to easily and rapidly convert a vehicle from a wheel drive to a track drive and vice-versa.
After the attachment assembly has been connected to a vehicle spindle housing 44, the carriage 22 can be connected to the attachment assembly 24 by positioning the main frame 180 of the carriage between the downwardly depending flanges 110, 112 of the lower section 60 of the attachment assembly, aligning the transverse apertures of the main frame 180 and the downwardly depending flanges 114, 116, inserting the pivot pin 276 through the aligned apertures and finally securing the pivot pin 276 with a conventional fastening element 278 such as a washer and a treaded bolt.
Once the carriage 22 has been connected to the spindle 44, the sprocket 28 can be connected to the existing wheel hub 52. As shown, a spacer element 26 is interposed between the existing wheel hub 52 and the sprocket 28. The spacer element 26 is preferably in the form of a ring having a predetermined thickness defined by inner and outer surfaces and a width defined by an outside diameter and an inside diameter. The ring also includes a plurality of apertures or through holes 27A that extend from the inner to the outer surfaces, and which are configured and arranged so that they are able to receive threaded studs 56 of an existing wheel hub 52. In addition, the ring includes a plurality of threaded studs 27B that are attached to and which extend away from the outer surface of the ring. The threaded studs 27B are configured and arranged to operatively connect the sprocket 28 by fastening elements 27C. In operation, the spacer element 26 is positioned over the threaded studs 56 of the wheel hub 52 and secure thereto with fastening elements 58 such as threaded nuts. Then, the sprocket 28 is attached to the threaded studs 27B of the spacer element 26, again using fastening elements 27C such as threaded nuts. As will be understood, the spacer element 26 will position the sprocket 28 so that it is brought into alignment with the idler 318, 376 and bogey wheels 300, 302, 306, 308 of the carriage 22. It is envisioned that the spacer element 26 may be integrally formed with the sprocket 28 itself, as a rearwardly extending flange, without departing from the spirit and scope of the invention.
In a preferred method of assembly, the sprocket 28 is attached to the spacer element 26 (or wheel hub 52 as the case may be) after the endless track 34 is loosely fitted about the carriage 22. With the preferred method, a first sprocket segment 30 is connected to the bottom of the spacer element 26 (or wheel hub 52). The wheel hub 52 is then rotated so that the first sprocket segment 30 moved to the apex of the carriage 22 assembly. Then, the second sprocket segment 32 is connected to the spacer element 26 (or wheel hub 52). Finally, the tensioning apparatus 330 is adjusted to remove residual slack in the endless track 34. As will be noted, the tensioning apparatus 330 allows the track assembly 20 to accommodate similar endless tracks that may be fabricated by manufactures other than the original manufacturer, or endless tracks that may be different or which may have different applications than the original flexible, endless tracks.
A preferred carriage 22 of a track assembly unit 20 is shown in
The second or outboard side wall 190 is similarly constructed, but with slight differences. As best shown in
The first and second side walls 188, 190 are generally parallel to each other and connected at their upper and lower edges to top 192 and bottom 194 walls, respectively. As with the first and second side wall, the top and bottom walls 192, 194 each include a first or exterior surface 250, 260 and a second or interior surface 252, 262. Together, the side 188, 190, top 192, and bottom 194 walls define an elongated structure, or main frame 180 having a first or forward end, a second or rearward end, and a middle section. The aforementioned walls 188, 190, 192, 194 also form a generally polygonally shaped exterior and a generally hollow interior similar to a tube or tunnel.
Turning to
The bottom or lower wall 194 depicted in
The main frame 180 is provided with an outrigger beam 290 that is parallel to, and spaced from the external surface 222 of the second or outboard side wall 190. The beam 290 has a first end and a second end 292, 294 and a pair of apertures 296, 298 that receive fastening elements or pins 297, 299 that are used to rotatably attach a pair of outer bogey wheels 306, 308. The first and second ends 292, 294 of the beam 290 are connected to the main frame 180 by first and second struts 280, 294. More particularly, the first and second struts 280, 284 have first and second ends, respectively, with the first ends of the struts 280, 284 connected to the outrigger beam 290 and the second ends of the struts connected to the main frame 180. Preferably, the second ends of the first and second struts 280, 284 extend through the second or outboard side wall 190 and to the first or inboard side wall 188.
As shown, the carriage 22 is provided with a plurality of bogey wheels 300, 302, 306, 308, with each bogey wheel having a track contacting surface 301, 303, 307, 309 that rollingly engages the inner surface 36 of endless track 34. Generally, there are two sets of inner 300, 302 and outer bogey wheels 306, 308. As mentioned above, the inner bogey wheels 300, 302 are rotatably connected to the outboard side wall 190 of the main frame 180 by way of fastening elements such as shafts or pins 245, 249. Preferably the wheels 300, 302 are located between the struts 280, 284 and preferably at circularly shaped recesses 242, 246. The outer or outboard set of bogey wheels 306, 308 are rotatably connected to the outrigger beam 290 by way of fastening elements such as shafts or pins 297, 299, also preferably between the struts 280, 284 and preferably at an inner side of the beam 290. Optionally, the beam 290 may be provided with a strengthening washers for each bogey wheel 306, 308 attachment. As shown, the inner and outer bogey wheels 300, 302, 306, 308 are spaced apart from each other and define a space through which both portions of a drive sprocket 28 and projections of an endless track 34 may pass unencumbered. Preferably, the distance between the rotational axes of the inner bogey wheels 300, 302 is greater than the distance between the rotational axes of the outer bogey wheels 306, 308. Although the preferred number of bogey wheels per set is two, it is understood that each set could have more or less than two bogey wheels without departing from the spirit and scope of the invention.
Moving towards the rear of the carriage 22, and as best shown in
Continuing on towards the front of the carriage 22, as best shown in
The second end of the pivot arm 332 has a width that is less than the distance between the interior surfaces 202, 224 of the inboard and outboard vertical side walls 188, 190. The second end 206 of the pivot arm 332 includes a bed 340 and a removable cap 342 that may be attached thereto by fastening elements 343 such as threaded screws. Preferably, the bed 340 and the cap 342 have arcuately shaped surfaces that complement each other so that the pivot arm 332 may be connected to the portion of the first or forward strut 280 that extends between the outboard and inboard side walls 190, 188 of the main frame 180. Preferably, a bushing or bearing material 344 is interposed between the cap 342 and the bed 340 (of the pivot arm 332), and the first strut 280, so that the pivot arm 332 may rotate with less friction.
A preferred actuator or tensioning mechanism 350 generally comprises an elongated body having first and second ends, which can be extended and retracted relative to each other. The actuator 350 comprises a housing 356 and a piston 362 that is telescopically received in the housing 356 and which is movable relative thereto under the influence of internal pressure. The free end of the housing 356 is provided with a transversely oriented pineye mount 358. The pineye mount 358, which has a length that is less than the distance between the inner surfaces 224, 202 of the outboard and inboard side walls 190, 188 of the main frame 180, is configured to be received within the main frame and rotatably secured thereto with fastening element 360 such as a threaded bolt and nut. The free end of the piston 362 is also provided with a transversely oriented pineye mount 364, which is rotatably connected to a pair of flanges 246, 248 that extend from the upper surface 345 of pivot arm 332. The actuator or tensioning mechanism 350 is located above the pivot arm 332. When the actuator or tensioning mechanism 350 is extend, the pivot arm 332 will be rotated downwardly and when the actuator or tensioning mechanism is retracted, the pivot arm will be rotated upwardly. This changes the location of the first or forward idler wheel 376, and hence the total circumference about which an endless track 34 is engirded. Equally important, the actuator or tensioning mechanism 350 can act as a shock absorber for the first or front idler wheel 376. Preferably, the actuator 350 is a grease cylinder having a grease fitting 368 that extends through the slot 215 in the inboard or first vertical wall 188 of the main frame 180. However, it will be understood that other actuators may be used without departing from the spirit and scope of the invention. For example, the actuator or tensioning mechanism could be a hydraulic cylinder, a pneumatic cylinder, one or more spring elements, or the like.
The foregoing is considered as illustrative only. Furthermore, since numerous modifications and changes will readily occur to those skilled in the art, the exact construction and operation shown and described is only an example of a preferred embodiment. The invention is defined by the following claims.
This application is a continuation of U.S. patent application Ser. No. 13/590,606, filed Aug. 21, 2012, now abandoned, which is a continuation of U.S. patent application Ser. No. 12/330,689, filed Dec. 9, 2008, now U.S. Pat. No. 8,245,800, which applications are hereby incorporated by reference in their entireties.
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Child | 13794634 | US | |
Parent | 12330689 | Dec 2008 | US |
Child | 13590606 | US |