CA2058415A1 - Device for vehicles driven by tracks - Google Patents
Device for vehicles driven by tracksInfo
- Publication number
- CA2058415A1 CA2058415A1 CA002058415A CA2058415A CA2058415A1 CA 2058415 A1 CA2058415 A1 CA 2058415A1 CA 002058415 A CA002058415 A CA 002058415A CA 2058415 A CA2058415 A CA 2058415A CA 2058415 A1 CA2058415 A1 CA 2058415A1
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- rigid
- tracks
- levers
- axles
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000013016 damping Methods 0.000 claims description 4
- 238000005381 potential energy Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000009826 distribution Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000007514 turning Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M27/00—Propulsion devices for sledges or the like
- B62M27/02—Propulsion devices for sledges or the like power driven
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/06—Endless track vehicles with tracks without ground wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/08—Endless track units; Parts thereof
- B62D55/18—Tracks
- B62D55/20—Tracks of articulated type, e.g. chains
- B62D55/202—Wheel engaging parts; Wheel guides on links
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M27/00—Propulsion devices for sledges or the like
- B62M27/02—Propulsion devices for sledges or the like power driven
- B62M2027/027—Snow mobiles characterised by the tracks
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
In a device for vehicles driven by two substantially parallel endless tracks (2), the tracks are arranged at a mutual distance in the transversal direction of the vehicle, so that a space (16) extending in the longitudinal direction of the vehicle is formed between the tracks. Each track is associated with wheels (5) rotatably arranged about a rear axle (6) and arranged to bear against the track from inside and assure a rear diverting thereof. Each rear axle is by at least one pivot lever (7) extending forwardly pivotally arranged relative to the chassis (9) of the vehicle about a virtual pivot axis being substantially parallel to the rear axle. Means (18) are arranged in said space in the region of said pivot axis for co-operating with said levers (7) for influencing the pressure exerted by the levers (7) upon the rear axles (6) downwardly towards the ground.
Description
~'~0/14263 2 0 5 8 41 ~ PCT/SE90/~327 ~evi~e for vehicles driven by ~çks~
TECHNICAL FIELD OF THE INVENTION AND PRIOR ART
The present invention relates to a device for vehicles driven by two substantially parallel endless tracks, said tracks being arranged at a mutual distance in the transversal direction of the vehicle, so that a space extending in the longitudinal direction of the vehicle is formed between the tracks, each track being associated with wheels rotatably arranged about a rear axle and arranged to bear against the track from inside and assure the rear diverting thereof, each rear axle being by at least one pivot lever extending forwardly pivotally arranged relative to the chassis of the vehicle about a virtual pivot axis being substantially parallel to the rear axle.
All types of vehicles of this kind with more than one track are comprised, the number of the tracks could be higher than two.
However, a twin track snowmobile will hereinafter be discussed by way of a non-limitative example.
Trac~ vehicles in general and in particular snowmobiles are intended to be driven on an irregular ground and often on a very rough ground. For this reason the surface of the tracks bearing upon the ground is often made adaptable to the ground, for instance by arranging the wheels guidinq the tracks in resilient bogie couples. The rear diverting wheels are also .
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~90/14263 2 0 ~ 8 ~ 1 ~ PCT/SE90/00327 generally, as in the device defined in the introduction, pivotally arranged by arms with respect to the chassis, so that the rear part of the track may be adapted to irregu-larities of the ground, such as cavities, elevations, brows and the like.
However, the driving features on transportation of load, either directly on the vehicle or by towing through a tow hook, by means of the track vehicles already known of the type mentioned in the introduction leaves a great deal to be desired. This is especially the case when the vehicle is driven on an uneven ground, which is the case almost always during some part of the drive.
The loading area of the vehicle, if there is any, is located at the back of the vehicle, which results in the fact that a heavy load on this loading area will cause the rear part o~ the vehicle to sink because the rear diverting wheels may pivot upwardly towards the chassis of the vehicle. This results in its turn in that the front portions of the tracks tend to relieve or at least bear at a very low pressure upon the ground, which leads to difficulties in steering the vehicle, and these difficulties become even greater if one of several steering skis are arranged in front of the tracks in order to steer the vehicle. If the vehicle is too heavily loaded it may even happen that the steering skis in certain situations take off from the ground, which may have very serious effects.
When any type of trailed vehicle, such as a sledge, tracking arrangements or the like is to be trailed by the track vehicle, this trailed vehicle is attached to a tow hook fixedly arranged on the chassis of the vehicle. As a consequence thereof, when driving in a hilly country, sometimes very high pressures are generated upon the tow hook, which influences the steering behaviour of the vehicle in a way similar to the one described above in connection with a heavy rear load. There is an appa-rent risk for not being able to make way for suddenly appearing ,, , .
.
,~ , .
" ' , . ' , ' u~g0~14263 2 ~ ~ 8 ~1 a PCT/SE90/003~7 obstacles, and it may also happen that the vehicle does not manage to come up from a cavity as a result of the pressure very concentratedly applied on the rear portions of the tracks.
SUMMARY OF THE INVENTION
The object of the present invention is to provide a device of the type mentioned in the introduction, but which to a great extent reduces the drawbac~s described above of the previously known devices on transportation of comparatively heavy loads on the vehicle or by trailing.
This object is, according to the invention, obtained by arranging means in a device of the type defined in the introduction in said space in the region of said pivot axis for co-operating with said levers influencing the pressure exerted by the levers upon the rear axles downwardly towards the ground.
The pressure upon the rear axles may, when loading a heavy load at the back of the track vehicle in question, be increased in advance, so that the heavy load will not weigh down the vehicle as much as would be the case otherwise. An excellent distribu-tion of the pressure of the tracks upon the ground over large track surfaces is thereby obtained, so that the steering problems described above are avoided.
By increasing the pressure exerted by the levers upon the rear axles downwardly towards the ground on trailing a trailed vehicle behind a track vehicle according to the invention, correspondingly improved steering features and an increased traction power are obtained, especially in driving in cavities, when the track vehicle is on its way out of the cavity and the trailed vehicle is on its way down into the same and tends to weigh down the rear end of the track vehicle.
-A particularly pre~erred embodiment of the invention is defined in the appended claim 8 and there are such arrangements ., , . " , .
~ ' ' , ' " ' .
, , , : , , , ,. . . .
. . .
'~0 ~/14263 2 ~ PCT/SEgo/~327 made, that a tow hook for towing a trailed vehicle is arranged on the rear end of the rigid arm. owing to this it is possible to increase the pressure exerted by the levers u~on the rear axles downwardly towards the ground by application of forces from the trailed vehicle on the tow hook and thus on the rigid arm.
Another very advantageous feature of the invention is defined in the appended claim 9 and involves that the rigid arm may be locked in different positions with respect to the chassis of the vehicle so as to pre-adjust said pressure upon the rear axles. This type of means for pressure transmission upon the rear axles is very suitable when the vehicle itself is to be loaded.
Further advantages and advantageous features of the invention will appear from the following description and the other dependent claims.
BRIEF DESCRIPTION OF THE DRAWINGS
With reference to the appended drawings, below follows a specific description of a preferred embodiment of the device according to the invention cited as an example.
In the drawings:
Fig l is a side elevation of a twin track snowmobile provided with a preferred embodiment of the device according to the invention, Fig 2 is a perspective view obliquely from behind of the device according to the invention of Fig l broken away from the snowmobile, Fig 3 is a side elevation of the snowmobile according to Fig l in a position in use with-biasing of.the diverting wheels, and . . . .
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,, , .' . , ' : ' "'090/14263 2 n ~ ~ ~ 3 ~ PCT/SE90/~327 Fig 4 is a view of the device according to the invention in the snowmobile utilized for carrying out towing work.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION
The device according to the invention will now be explained with reference made simultaneously to Figs 1-3, which show an advantageous emhodiment of the invention. The invention is applied on a twin track snowmobile l, which moves on the ground by means of two substantially parallel endless tracks 2, which are driven by driving wheels connected to an output shaft of an engine at the front diversion of the tracks. These driving wheels are hidden in the figures by a chassis sheet 3. The tracks 2 rest upon the ground through bearing pressure from wheels 4 of resiliently arranged bogie wheel couples. The rear diverting of the track is carried out by rear diverting wheels 5. Each track 2 has in this case diverting wheels 5 rotatably arranged on a rear axle 6. Each end of the respective rear axle 6 is secured on one end of rigid pivot levers 7 extending from the wheels 5 and forwardly. Alternatively, the wheels could of course also be secured to the rear axle 6 and the latter be rotatably arranged in bearings in the pivot levers 7. The other end of the pivot levers are by torsion spring-like elements 8 connected to a rigid axle lO rotatably mounted on the chassis 9 of the vehicle by circular discs 9' (Fig 2). The rigid axle 9 is in this case divided into two axles, one for each track 2.
The rigid axle l0 has a substantially square cross section, and the spring-like elements 8 consist of elements known from the trademark ROSTA, said elements consisting of a square cavity in one end 12 of each pivot lever 7, the internal corners of this cavity square being filled by rubber elements 13, which allow pivoting of the pivot levers about the axles lO, but constitute a resistance to such a pivoting and function as a type of torsion spring on the storage of potential energy. Where the rigid axles are arranged on the chassis is shown at 14 in Fig l, and they may be displaced by means of a screw 15 between and ,:
WO ~/14263 2 ~ 5 8 ~ 1 ~
secured in different positions in the longitudinal directions with respect to the chassis 9 of the snowmobile.
Thus, the rigid axle 10 of each trac~ extends substantially in parallel to the rear axle 6 associated therewith and defines by means of the damping pivotability of the rigid pivot levers 7 therearound a pivot axis. The ends of the rigid axles turned to the interior of the snowmobile extend into the space 16 between the two tracks 2 and into a further torsion spring-like element (ROSTA-element) 17 in the form of a short beam with a substan-tially square cross section and inner rubber elements in the corners. An elongated rigid arm 18 extending bac~wardly in the space 16 is connected to the element 17. A tow hook 19 is arranged on the outer end of the rigid arm. A member 20 pro-vided with bores is arranged on the chassis 9 of the vehicle by means of a locking pin 21 enabling locking of the arm 18 in certain fixed positions with respect to the chassis thanks to the penetration of the locking pin through a bore 22 arranged in the arm and into the member 20 provided with bores.
When the rigid arm 18 is unloaded the rigid levers 7 will be able to pivot freely about the pivot axis defined by the rigid axles lO through the bearings of the circular discs 9' in the chassis, while the rigid arm 18 follows the rigid levers in this pivoting movement. The only exception occurs when the two tracks travel over irregularities extending differently in the transversal direction of the vehicle and the two rigid axles 10 turn with respect to each other. However, the torsion spring-like element 17 will cause a certain damping of these relative turnings.
When the rigid arm 18 is subjected to a load in the direction of the arrow F (see Fig 2) the spring-like element 17 will try to turn the rigid axles 10, which in their turn will try to pivot the rigid pivot ievers 7 also in the direction of the arrow F. As a consequence thereof it will be possible by pressing the rigid arm 18 downwardly and loc~ing the same in a , . . . .
W~ ~/14263 2 0 5 8 41 .~ PCT/SE90/003~
certain position define~ by the member 20 to apply a pressure upon the rear axles 6 and raise the rear end of the snowmobile, as shown in Fig 3. The pivot levers 7 may thanks to the spring-like elements 8 and 17 on meeting obstacles of course pivot in the direction opposite the arrow F, and this indepen-dently of each other, but this pivoting will be damped by the elements 8 and 17. Analogous to this a loading of heavy load on the loading area 23 starting in the position according to Fig 3 will cause storage of potential energy in the elements 8 and 17, while the rear end of the snowmobile sinks down to a horizontal position, so that an even distribution of the pressure over great parts of the track surfaces may take place despite of the existence of an important load on the rear loading area. Thanks to this the latter fact will not glve rise to any lifting of the front steering ski 24 of the snowmobile off the ground, and accordingly, an excellent steering capacity may be maintained at the same time as the propulsion ability will be maintained on a high level.
It would also be possible to arrange a compression spring means 25 indicated in Fig 2 by dashed lines between the rigid arm 18 and a point on the chassis instead of locking the former to the member 20.
In the case that it is desired to attach a trailed vehicle to the snowmobile by the tow hook 19, the rigid arm 18 is allowed to be movable with respect to the member 20 and in a plane substantially perpendicular to the rigid axles 10. Thus, in this case the rigid arm 18 assures that the traction point is moved into the space under the snowmobile to the spring-like element 17 and through this and the spring-like elements 18 and the rigid pivot levers transmitted to the rear axle 6 of the wheels 5. In the position according to Fig 4 the trailed veh~cle 26 moving downwardly will then press the rigid arm 18 in the direction of the arrow F downwardly and thereby effect the rigid levers 7 in the same direction, so that the pressure is more even distributed over large surfaces of the tracks 2 - , -- , ? ' ' . " ' '
TECHNICAL FIELD OF THE INVENTION AND PRIOR ART
The present invention relates to a device for vehicles driven by two substantially parallel endless tracks, said tracks being arranged at a mutual distance in the transversal direction of the vehicle, so that a space extending in the longitudinal direction of the vehicle is formed between the tracks, each track being associated with wheels rotatably arranged about a rear axle and arranged to bear against the track from inside and assure the rear diverting thereof, each rear axle being by at least one pivot lever extending forwardly pivotally arranged relative to the chassis of the vehicle about a virtual pivot axis being substantially parallel to the rear axle.
All types of vehicles of this kind with more than one track are comprised, the number of the tracks could be higher than two.
However, a twin track snowmobile will hereinafter be discussed by way of a non-limitative example.
Trac~ vehicles in general and in particular snowmobiles are intended to be driven on an irregular ground and often on a very rough ground. For this reason the surface of the tracks bearing upon the ground is often made adaptable to the ground, for instance by arranging the wheels guidinq the tracks in resilient bogie couples. The rear diverting wheels are also .
r ' , ' ~" ' ' ' ' ' `
'. : .
., . ' , , .
,' ~ '. , I
,. ' ' ~ . . ' ,. ! , ~ .
" , . ', ' ,, .
~90/14263 2 0 ~ 8 ~ 1 ~ PCT/SE90/00327 generally, as in the device defined in the introduction, pivotally arranged by arms with respect to the chassis, so that the rear part of the track may be adapted to irregu-larities of the ground, such as cavities, elevations, brows and the like.
However, the driving features on transportation of load, either directly on the vehicle or by towing through a tow hook, by means of the track vehicles already known of the type mentioned in the introduction leaves a great deal to be desired. This is especially the case when the vehicle is driven on an uneven ground, which is the case almost always during some part of the drive.
The loading area of the vehicle, if there is any, is located at the back of the vehicle, which results in the fact that a heavy load on this loading area will cause the rear part o~ the vehicle to sink because the rear diverting wheels may pivot upwardly towards the chassis of the vehicle. This results in its turn in that the front portions of the tracks tend to relieve or at least bear at a very low pressure upon the ground, which leads to difficulties in steering the vehicle, and these difficulties become even greater if one of several steering skis are arranged in front of the tracks in order to steer the vehicle. If the vehicle is too heavily loaded it may even happen that the steering skis in certain situations take off from the ground, which may have very serious effects.
When any type of trailed vehicle, such as a sledge, tracking arrangements or the like is to be trailed by the track vehicle, this trailed vehicle is attached to a tow hook fixedly arranged on the chassis of the vehicle. As a consequence thereof, when driving in a hilly country, sometimes very high pressures are generated upon the tow hook, which influences the steering behaviour of the vehicle in a way similar to the one described above in connection with a heavy rear load. There is an appa-rent risk for not being able to make way for suddenly appearing ,, , .
.
,~ , .
" ' , . ' , ' u~g0~14263 2 ~ ~ 8 ~1 a PCT/SE90/003~7 obstacles, and it may also happen that the vehicle does not manage to come up from a cavity as a result of the pressure very concentratedly applied on the rear portions of the tracks.
SUMMARY OF THE INVENTION
The object of the present invention is to provide a device of the type mentioned in the introduction, but which to a great extent reduces the drawbac~s described above of the previously known devices on transportation of comparatively heavy loads on the vehicle or by trailing.
This object is, according to the invention, obtained by arranging means in a device of the type defined in the introduction in said space in the region of said pivot axis for co-operating with said levers influencing the pressure exerted by the levers upon the rear axles downwardly towards the ground.
The pressure upon the rear axles may, when loading a heavy load at the back of the track vehicle in question, be increased in advance, so that the heavy load will not weigh down the vehicle as much as would be the case otherwise. An excellent distribu-tion of the pressure of the tracks upon the ground over large track surfaces is thereby obtained, so that the steering problems described above are avoided.
By increasing the pressure exerted by the levers upon the rear axles downwardly towards the ground on trailing a trailed vehicle behind a track vehicle according to the invention, correspondingly improved steering features and an increased traction power are obtained, especially in driving in cavities, when the track vehicle is on its way out of the cavity and the trailed vehicle is on its way down into the same and tends to weigh down the rear end of the track vehicle.
-A particularly pre~erred embodiment of the invention is defined in the appended claim 8 and there are such arrangements ., , . " , .
~ ' ' , ' " ' .
, , , : , , , ,. . . .
. . .
'~0 ~/14263 2 ~ PCT/SEgo/~327 made, that a tow hook for towing a trailed vehicle is arranged on the rear end of the rigid arm. owing to this it is possible to increase the pressure exerted by the levers u~on the rear axles downwardly towards the ground by application of forces from the trailed vehicle on the tow hook and thus on the rigid arm.
Another very advantageous feature of the invention is defined in the appended claim 9 and involves that the rigid arm may be locked in different positions with respect to the chassis of the vehicle so as to pre-adjust said pressure upon the rear axles. This type of means for pressure transmission upon the rear axles is very suitable when the vehicle itself is to be loaded.
Further advantages and advantageous features of the invention will appear from the following description and the other dependent claims.
BRIEF DESCRIPTION OF THE DRAWINGS
With reference to the appended drawings, below follows a specific description of a preferred embodiment of the device according to the invention cited as an example.
In the drawings:
Fig l is a side elevation of a twin track snowmobile provided with a preferred embodiment of the device according to the invention, Fig 2 is a perspective view obliquely from behind of the device according to the invention of Fig l broken away from the snowmobile, Fig 3 is a side elevation of the snowmobile according to Fig l in a position in use with-biasing of.the diverting wheels, and . . . .
... .
, .. . . .
-:, ." -~ '. ' .
~, , ,~" , , , ' , ' .
,: . , . , ., ~
,, , .' . , ' : ' "'090/14263 2 n ~ ~ ~ 3 ~ PCT/SE90/~327 Fig 4 is a view of the device according to the invention in the snowmobile utilized for carrying out towing work.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION
The device according to the invention will now be explained with reference made simultaneously to Figs 1-3, which show an advantageous emhodiment of the invention. The invention is applied on a twin track snowmobile l, which moves on the ground by means of two substantially parallel endless tracks 2, which are driven by driving wheels connected to an output shaft of an engine at the front diversion of the tracks. These driving wheels are hidden in the figures by a chassis sheet 3. The tracks 2 rest upon the ground through bearing pressure from wheels 4 of resiliently arranged bogie wheel couples. The rear diverting of the track is carried out by rear diverting wheels 5. Each track 2 has in this case diverting wheels 5 rotatably arranged on a rear axle 6. Each end of the respective rear axle 6 is secured on one end of rigid pivot levers 7 extending from the wheels 5 and forwardly. Alternatively, the wheels could of course also be secured to the rear axle 6 and the latter be rotatably arranged in bearings in the pivot levers 7. The other end of the pivot levers are by torsion spring-like elements 8 connected to a rigid axle lO rotatably mounted on the chassis 9 of the vehicle by circular discs 9' (Fig 2). The rigid axle 9 is in this case divided into two axles, one for each track 2.
The rigid axle l0 has a substantially square cross section, and the spring-like elements 8 consist of elements known from the trademark ROSTA, said elements consisting of a square cavity in one end 12 of each pivot lever 7, the internal corners of this cavity square being filled by rubber elements 13, which allow pivoting of the pivot levers about the axles lO, but constitute a resistance to such a pivoting and function as a type of torsion spring on the storage of potential energy. Where the rigid axles are arranged on the chassis is shown at 14 in Fig l, and they may be displaced by means of a screw 15 between and ,:
WO ~/14263 2 ~ 5 8 ~ 1 ~
secured in different positions in the longitudinal directions with respect to the chassis 9 of the snowmobile.
Thus, the rigid axle 10 of each trac~ extends substantially in parallel to the rear axle 6 associated therewith and defines by means of the damping pivotability of the rigid pivot levers 7 therearound a pivot axis. The ends of the rigid axles turned to the interior of the snowmobile extend into the space 16 between the two tracks 2 and into a further torsion spring-like element (ROSTA-element) 17 in the form of a short beam with a substan-tially square cross section and inner rubber elements in the corners. An elongated rigid arm 18 extending bac~wardly in the space 16 is connected to the element 17. A tow hook 19 is arranged on the outer end of the rigid arm. A member 20 pro-vided with bores is arranged on the chassis 9 of the vehicle by means of a locking pin 21 enabling locking of the arm 18 in certain fixed positions with respect to the chassis thanks to the penetration of the locking pin through a bore 22 arranged in the arm and into the member 20 provided with bores.
When the rigid arm 18 is unloaded the rigid levers 7 will be able to pivot freely about the pivot axis defined by the rigid axles lO through the bearings of the circular discs 9' in the chassis, while the rigid arm 18 follows the rigid levers in this pivoting movement. The only exception occurs when the two tracks travel over irregularities extending differently in the transversal direction of the vehicle and the two rigid axles 10 turn with respect to each other. However, the torsion spring-like element 17 will cause a certain damping of these relative turnings.
When the rigid arm 18 is subjected to a load in the direction of the arrow F (see Fig 2) the spring-like element 17 will try to turn the rigid axles 10, which in their turn will try to pivot the rigid pivot ievers 7 also in the direction of the arrow F. As a consequence thereof it will be possible by pressing the rigid arm 18 downwardly and loc~ing the same in a , . . . .
W~ ~/14263 2 0 5 8 41 .~ PCT/SE90/003~
certain position define~ by the member 20 to apply a pressure upon the rear axles 6 and raise the rear end of the snowmobile, as shown in Fig 3. The pivot levers 7 may thanks to the spring-like elements 8 and 17 on meeting obstacles of course pivot in the direction opposite the arrow F, and this indepen-dently of each other, but this pivoting will be damped by the elements 8 and 17. Analogous to this a loading of heavy load on the loading area 23 starting in the position according to Fig 3 will cause storage of potential energy in the elements 8 and 17, while the rear end of the snowmobile sinks down to a horizontal position, so that an even distribution of the pressure over great parts of the track surfaces may take place despite of the existence of an important load on the rear loading area. Thanks to this the latter fact will not glve rise to any lifting of the front steering ski 24 of the snowmobile off the ground, and accordingly, an excellent steering capacity may be maintained at the same time as the propulsion ability will be maintained on a high level.
It would also be possible to arrange a compression spring means 25 indicated in Fig 2 by dashed lines between the rigid arm 18 and a point on the chassis instead of locking the former to the member 20.
In the case that it is desired to attach a trailed vehicle to the snowmobile by the tow hook 19, the rigid arm 18 is allowed to be movable with respect to the member 20 and in a plane substantially perpendicular to the rigid axles 10. Thus, in this case the rigid arm 18 assures that the traction point is moved into the space under the snowmobile to the spring-like element 17 and through this and the spring-like elements 18 and the rigid pivot levers transmitted to the rear axle 6 of the wheels 5. In the position according to Fig 4 the trailed veh~cle 26 moving downwardly will then press the rigid arm 18 in the direction of the arrow F downwardly and thereby effect the rigid levers 7 in the same direction, so that the pressure is more even distributed over large surfaces of the tracks 2 - , -- , ? ' ' . " ' '
2 ~ 1 5 '-~90/14263 PCT/SE9~/~327 and the rear part of the snowmobile is raised, so that the front steering ski 24 remains in a good steering engagement with the ground and the snowmobile gets a higher ability to tow the trailed vehicle out of the cavity. When on the contrary the trailer tends to lift the rigid arm 18 the rear wheels 5 are also lifted with respect to the chassis, so that the rear part of the chassis is lowered and an even pressure remains over the surfaces of the tracks. If the tow hook in this case would be secured directly on the chassis, the rear part of the snowmo-bile had been lifted and the pressure on the steering ski and the front parts of the snowmobile tracks would have been high, while the rear portions of the tracks had taken off from the ground. Thus, by moving the towing point of the snowmobile into and under the snowmobile improved driving features are ob-tained, which lead to a more secure and comfortable driving of a snowmobile trailing a trailer. It would also be possible to arrange other damping means than the torsion spring-like elements 8 and 17 or add such means to the latters, such as for example a compression spring means 25.
The invention is of course not restricted to the preferred embodiment described above, but several possibilities to modify it would be apparent to a man with ordinary skill in the art, without departing from the basic idea of the invention.
The invention is for instance completely applicable to a vehicle having no loading area on the vehicle itself as well as a vehicle having such a loading area but not being adapted to tow any trailed vehicle. Thus, it is not necessary that the rigid arm has a tow hook.
~he tracXs may be more than two in numbers and it would then be conceivable to arrange a rigid arm in each space between the tracks. These rigid arms could if desired be interconnected at their rear ends by a transversal element.
2 ~
' ~90/14263 PCT/SE90/00327 The expression torsion spring-like element comprises all means allowing a turning of the part in question (rigid axle, pivot lever, rigid arm), but in doing this store potential energy.
It would also be conceivable to arrange one single rigid continuous axle, but in such a case the two tracks would not be able to be adapted to irregularities in the ground extending in the transversal direction of the vehicle.
More than two wheels could be arranged on each rear axle. One single roll would also be conceivable instead of the two rear diverting wheels.
It would also be possible to arrange one single rigid pivot lever on each rear axle at a location between the wheels.
However, this could generate too important point pressures upon the rear axle and the rigid axle. More than two pivot levers for each track would not be impossible either.
Locking means for the rigid arm could be designed in an arbi-trary way and it could also comprise a resilient locking with respect to the chassis instead of a rigid one.
It would also be conceivable but hardly suitable to connect the pivot levers rigidly to the rigid axles and accordingly omit the elements 8. ~he same is applicable to the element 17, but at least one of these two types of torsion spring-like elements should then be maintained.
The circular discs could be torsion spring-like mounted in the chassis. _ .
The invention is of course not restricted to the preferred embodiment described above, but several possibilities to modify it would be apparent to a man with ordinary skill in the art, without departing from the basic idea of the invention.
The invention is for instance completely applicable to a vehicle having no loading area on the vehicle itself as well as a vehicle having such a loading area but not being adapted to tow any trailed vehicle. Thus, it is not necessary that the rigid arm has a tow hook.
~he tracXs may be more than two in numbers and it would then be conceivable to arrange a rigid arm in each space between the tracks. These rigid arms could if desired be interconnected at their rear ends by a transversal element.
2 ~
' ~90/14263 PCT/SE90/00327 The expression torsion spring-like element comprises all means allowing a turning of the part in question (rigid axle, pivot lever, rigid arm), but in doing this store potential energy.
It would also be conceivable to arrange one single rigid continuous axle, but in such a case the two tracks would not be able to be adapted to irregularities in the ground extending in the transversal direction of the vehicle.
More than two wheels could be arranged on each rear axle. One single roll would also be conceivable instead of the two rear diverting wheels.
It would also be possible to arrange one single rigid pivot lever on each rear axle at a location between the wheels.
However, this could generate too important point pressures upon the rear axle and the rigid axle. More than two pivot levers for each track would not be impossible either.
Locking means for the rigid arm could be designed in an arbi-trary way and it could also comprise a resilient locking with respect to the chassis instead of a rigid one.
It would also be conceivable but hardly suitable to connect the pivot levers rigidly to the rigid axles and accordingly omit the elements 8. ~he same is applicable to the element 17, but at least one of these two types of torsion spring-like elements should then be maintained.
The circular discs could be torsion spring-like mounted in the chassis. _ .
Claims (10)
1. Device for vehicles driven by two substantially parallel endless tracks (2), said tracks being arranged at a mutual distance in the transversal direction of the vehicle, so that a space (16) extending in the longitudinal direction of the vehicle is formed between the tracks, each track being asso-ciated with wheels (5) rotatably arranged about a rear axle (6) and arranged to bear against the track from inside and assure the rear diverting thereof, each rear axle being by at least one pivot lever (7) extending forwardly pivotally arranged relative to the chassis (9) of the vehicle about a virtual pivot axis being substantially parallel to the rear axle, c h a r a c t e r i z e d in that means (18) are arranged in said space in the region of said pivot axis for co-operating with said levers (7) for influencing the pressure exerted by the levers (7) upon the rear axles (6) downwardly towards the ground.
2. Device according to claim 1, c h a r a c t e r i z e d in that said means comprises a rigid arm (18), one end of which is connected to the end (12) of the pivot levers (7) suspended from the chassis and extends from this region substantially perpendicularly to the pivot axis of the pivot levers rearwardly in the space (16) between the tracks (2), and that the rigid arm (18) is arranged to increase the pressure upon the rear axles upon pivoting its rear end downwardly and conversely.
3. Device according to claim 2, c h a r a c t e r i z e d in that an arrangement (8, 17) is arranged in said space (16) to produce a torsion spring-like interconnection with respect to said virtual pivot axis of pivot levers (7) belonging to different rear axles (6) and these pivot levers (7) and said one end of the rigid arm (18).
4. Device according to claim 3, c h a r a c t e r i z e d in that the pivot levers (7) belonging to one and the same rear axle (6) are suspended from the chassis (9) by a rigid axle (10), the geometrical axis of which corresponds to said pivot axis, that said arrangement comprises a torsion spring-like element (17) arranged in the space (16) and to interconnect the ends turned towards each other of two rigid axles (10), and that said one end of the rigid arm (18) is rigidly connected to this element.
5. Device according to claim 4, c h a r a c t e r i z e d in that said element (17) consists of a hollow beam arranged to receive one of the rigid axles (10) at each end while genera-ting spring-like torsion damping.
6. Device according to claim 4 or 5, c h a r a c t e r i z e d in that said pivot levers (7) are torsion spring-like damped pivotally connected about said pivot axis to the rigid axles (10), and that the rigid axles (10) are rotatably mounted in the chassis (9).
7. Device according to any of the claims 4-6, c h a r a c t e -r i z e d in that two pivot levers (7) are arranged on each rear axle (6), one at each end.
8. Device according to any of the claims 2-7, c h a r a c t e -r i z e d in that the rigid arm (18) extends rearwardly to the region of the rear limitation of the vehicle, and that a tow hook (19) is arranged on the rear end of the rigid arm so as to tow a trailed vehicle.
9. Device according to any of the claims 2-8, c h a r a c t e -r i z e d in that the rigid arm (18) is provided with means (22) arranged to enter into locking engagement with members (20) secured to the chassis for selective adjustment of said pressure upon the rear axles (6).
10. Device according to any of the preceding claims, c h a r a c t ¢ r i z e d in that the vehicle consists of a twin track snowmobile (1).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE8901796A SE462527B (en) | 1989-05-22 | 1989-05-22 | BAND VEHICLE DEVICE |
| SE8901796-6 | 1989-05-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2058415A1 true CA2058415A1 (en) | 1990-11-23 |
Family
ID=20375997
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002058415A Abandoned CA2058415A1 (en) | 1989-05-22 | 1990-05-21 | Device for vehicles driven by tracks |
Country Status (4)
| Country | Link |
|---|---|
| CA (1) | CA2058415A1 (en) |
| FI (1) | FI915465A0 (en) |
| SE (1) | SE462527B (en) |
| WO (1) | WO1990014263A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008016282B3 (en) * | 2008-03-28 | 2009-09-10 | Brunn, Eberhard, Dr. | snow vehicle |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2772893A (en) * | 1954-07-23 | 1956-12-04 | Wettstein Lee Emile | Load equalizing trailer hitch |
| US2817542A (en) * | 1956-11-30 | 1957-12-24 | Wettstein Lee Emile | Load equalizing trailer hitch |
| FI64085C (en) * | 1977-10-21 | 1983-10-10 | Konetehdas Norcar | ANORDNING VID DRAGBOM FOER SLAEPVAGN |
| US4253679A (en) * | 1979-08-29 | 1981-03-03 | Sargent Frank T | Trailer hitch carriage |
| FI78268C (en) * | 1985-05-13 | 1989-07-10 | Vaeaeksyn Metalli | TILLAEGGSANORDNING FOER EN MOTORKAELKE. |
-
1989
- 1989-05-22 SE SE8901796A patent/SE462527B/en not_active IP Right Cessation
-
1990
- 1990-05-21 WO PCT/SE1990/000327 patent/WO1990014263A1/en active Application Filing
- 1990-05-21 CA CA002058415A patent/CA2058415A1/en not_active Abandoned
-
1991
- 1991-11-20 FI FI915465A patent/FI915465A0/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| WO1990014263A1 (en) | 1990-11-29 |
| SE462527B (en) | 1990-07-09 |
| FI915465A0 (en) | 1991-11-20 |
| SE8901796D0 (en) | 1989-05-22 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |