Wheel substitutes for land vehicles – With track support intermediate of end wheels – With roller support contacting lower track run
Reexamination Certificate
2001-10-25
2003-07-08
Stormer, Russell D. (Department: 3617)
Wheel substitutes for land vehicles
With track support intermediate of end wheels
With roller support contacting lower track run
C301S013200, C301S040200, C152S396000
Reexamination Certificate
active
06588861
ABSTRACT:
BACKGROUND
This invention relates generally to wheel assemblies, and especially to wheel assemblies which are employed in ground-engaging drive systems which are used in e.g. tracked vehicles and in endless belt conveyors. While the disclosure herein focuses on tracked vehicles and endless track drive systems for such vehicles, it will be understood that the invention can be employed in other endless track drive systems.
Ground-engaging endless track drive systems in tracked vehicles employ a plurality of wheel assemblies to define a track path, which path is beneficially traversed by the track in causing the vehicle to move along the ground. Such track drive systems can include, for example and without limitation, on each side of the vehicle, a drive wheel assembly disposed adjacent e.g. the rear of the vehicle, an idler wheel assembly disposed adjacent e.g. the front of the vehicle, and one or more mid-roller wheel assemblies backing up the ground-engaging surface of the track between the drive wheel assembly and the idler wheel assembly.
In some embodiments, such track systems employ, as an additional element, one or more separate and distinct tensioning wheel assemblies in e.g. an upper portion of the track path. In other embodiments, the tensioning function is integrated into the operation of one or more of the other wheel assemblies, as a secondary function in addition to the primary function of the respective wheel assembly.
The structures of the several wheel assemblies are typically designed and configured according to the specific uses for which each such wheel assembly is to be employed. Accordingly, drive wheel assemblies are structured for their driving function.
Idler wheel assemblies are structured for their function of performing a significant angle turn of the track, and typically are structured to perform or assist with functions related to steering the direction of movement of the vehicle. Since the idler wheel assembly generally does not bear the stresses of driving the vehicle, on a given vehicle, the idler wheel assemblies are typically less complex, and may be less robust, than the drive wheel assemblies.
Mid-roller wheel assemblies are structured and mounted to provide downwardly-directed support of the underlying track, and thus can be spring loaded from the frame for such support of the endless track. Mid-roller wheel assemblies generally do not perform driving or steering functions.
Similarly, tensioning wheel assemblies, not shown in the drawings, are structured for typically upwardly-directed support of the track, and thus are also typically designed to be spring loaded from the frame. As with mid-roller wheel assemblies, tensioning wheel assemblies generally do not perform driving or steering functions.
Thus, while the drive wheel assemblies and the idler wheel assemblies, which perform driving and steering functions, are typically relatively more robust, and can be more complex, mid-roller wheel assemblies and tensioning wheel assemblies typically perform less demanding functions and thus can be somewhat less robust and may be simpler in design.
A variety of track widths are available for use with tracked vehicles. The typical practice in designing track drive assemblies for mass production of such vehicles is to provide wheels having a single common width in all such vehicles, irrespective of the track width which may be employed on a specific vehicle. The track width, on the other hand, is commonly specified on the basis of the anticipated use for which a particular vehicle is expected to be used. Exemplary of one factor which is commonly considered when specifying track width is weight bearing properties of the underlying surface over which the vehicle is to be used, Another factor is the ability of the project or operation to tolerate compaction of the underlying surface, e.g. soil. Still another factor is the traction properties of the underlying surface.
Thus, for example, a vehicle may be designed and constructed to receive an 8-inch wide track while some customers of such vehicles need to employ, for example and without limitation, 12-inch, 16-inch, or 24-inch wide tracks. Conventional practice is to retain, on the vehicle, the wheels built for the lesser width track (e.g. 8 inches) and to mount the wider width track on such wheels. However, in employing such strategy, the full benefit of the wider track is not achieved. Namely, the e.g. 16-inch wide track is mounted about the 8-inch wide wheels with e.g. the inner 8 inches of the track engaging the wheels while the remaining outer 8 inches of the track are not supported except from the inner 8-inches of the track.
Such cantilever arrangement of the additional width of the track can result in minor twisting of the track; and in the track accordingly applying an uneven pressure to the underlying e.g. soil, across the width of the track, whereby the e.g. outer unsupported portions of the track apply relatively less pressure to the underlying soil while the inner supported portions of the track apply relatively greater pressure to the underlying soil. Such uneven pressure partially compromises the above objectives of track design, namely attenuation of soil compaction, increased traction, improved distribution of weight, and the like.
It is desirable to have the track, as nearly as feasible on e.g. uneven surfaces over which tracked vehicles are commonly used, apply the same pressure to all areas of the soil or other surface over which the vehicle is run.
It is yet another objective to have the track, as nearly as feasible, run flat so as to avoid twisting of the track.
It is accordingly an object of the invention to provide an auxiliary wheel body to the wheel assembly whereby the auxiliary wheel body enables the resulting wheel assembly to accommodate and support a track which is wider than the main wheel body supplied as original equipment with the vehicle.
It is another object to provide a wheel assembly employing such auxiliary wheel body.
It is a further object to provide an endless track drive system employing such auxiliary wheel body on at least one of the wheel assemblies supporting the track.
It is still further an object to provide a tracked vehicle employing a track drive system having at least one wheel assembly which employs such auxiliary wheel body.
SUMMARY
This invention comprises novel wheel assemblies for use in track drive systems in tracked vehicles, in support of improving uniformity of pressure distribution across the width of the track, between the track and the underlying ground surface, where track installed on the vehicle is wider than the wheel bodies which are supplied as original equipment with the tracked vehicle. Such improved uniformity of pressure is achieved by adding to the wheels of such tracked vehicle auxiliary wheel bodies which extend the widths of the wheels to widths more reflective of the width of the track being used in such vehicle. In cases where different track widths are sequentially employed on a given vehicle, auxiliary wheel assemblies of respective different widths are sequentially mounted, removed, and the like to reflect the widths of the tracks being employed.
To that end, the invention contemplates a wheel assembly for use in an endless track drive system. The wheel assembly comprises a wheel, which comprises a main wheel body and an auxiliary wheel body. The main wheel body has a first center of rotation, an inner flange defining a central opening for mounting the main wheel body to an axle for rotation of the wheel on such axle and about the first center of rotation, an outer flange having an outer surface, an inner surface, and first and second opposing sides, a first width of the outer surface between the first and second sides, and a web connecting the inner flange to the outer flange. The outer flange has a first overall width between the first and second opposing sides.
The auxiliary wheel body has an annular structure defining a second inner surface, a second outer surface, third and fourth opposing sides, and a second width
Rehmert Craig Edward
Smith Eric Brian
Deere & Company
Stormer Russell D.
Wilhelm Thomas D.
Wilhelm Law Service
LandOfFree
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