CA2495642A1 - Traction assembly for a vehicle - Google Patents
Traction assembly for a vehicle Download PDFInfo
- Publication number
- CA2495642A1 CA2495642A1 CA 2495642 CA2495642A CA2495642A1 CA 2495642 A1 CA2495642 A1 CA 2495642A1 CA 2495642 CA2495642 CA 2495642 CA 2495642 A CA2495642 A CA 2495642A CA 2495642 A1 CA2495642 A1 CA 2495642A1
- Authority
- CA
- Canada
- Prior art keywords
- traction
- traction assembly
- assembly according
- link
- sprocket wheel
- 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
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/04—Endless track vehicles with tracks and alternative ground wheels, e.g. changeable from endless track vehicle into wheeled vehicle and vice versa
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- 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
- B62D55/084—Endless-track units or carriages mounted separably, adjustably or extensibly on vehicles, e.g. portable track units
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- 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
- B62D55/104—Suspension devices for wheels, rollers, bogies or frames
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- 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
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
This invention relates to traction assembly for a vehicle which uses an endless traction band and a plurality of wheels for propulsion and more particularly for an all-terrain vehicle (ATV). The traction assembly pivots around a pivot point located under the traction axle of the vehicle. This pivot point is preferably longitudinally displaced in relation to such axle.
Description
Traction Assembly for a Vehicle Field of the invention This invention relates to a traction assembly for a vehicle and more particularly for an All-Terrain Vehicle (ATV).
Background of the invention The type of surfaces over which a vehicle is ridden significantly affects its capacity and efficiency.
While the riding behavior is one of the most important aspects involved in the concept of a vehicle, the ability to allow interchangeability of parts or to retrofit new components on existing vehicles greatly satisfies the owner of vehicles and represents an interesting market source for vendors of specialized parts destined to vehicles such as snowmobiles, motorcycles or ATVs.
Specialized parts for those vehicles include kits which may develop the vehicle's capacity to accomplish other functions, to extend its duration of use throughout the seasons or to allow the use of the vehicle under different riding conditions.
For instance, different riding kits are sometimes installed to replace the wheels of existing vehicles. In principle, the kits should minimize the need to change existing components, must be able to fit on the vehicle without interference and should try to minimize any negative change to the overall riding behavior of the vehicle and comfort of the driver.
However, since most vehicles are initially designed for a typical use on a specific ground surface, some vehicle parameters like steering, weight distribution or general stability may be affected by different vehicle uses combined with other components such as different riding kits. For example, a better riding behavior on snow usually requires less weight applied to ski assemblies (usually located at the forward portion of the vehicle) than for a regular vehicle riding on another ground surface.
In "Conversion system for all terrain vehicles" (US patent no. 6,095,275 issued on August l, 2000), Shaw proposes an ATV equipped with conversion kits such as ski assemblies and traction assemblies to replace existing wheels. Although adapting to the existing power system, the conversion system does not provide adjustability means for the weight distribution of the vehicle, such that the ATV's weight is dispersed to the ground surface through the traction and ski assemblies.
Other inventions regarding traction assemblies for snowmobile incorporate adjustable means to adapt to various riding surfaces and multiple riding conditions. For instance, Karpik in "Long Travel suspension for tracked vehicle" (US patents no. 5,881,834 issued on March 16, 1999, no.
5,667,031 issued on September 16, 1997 and no. 5,370,198 issued on December 6, 1994) and Mallette in "Adjustive Rear Suspension for a tracked vehicle" (US patent no.
6,206,124 issued on March 27, 2001) both disclose a system which includes an adjustable suspension systems involving the chassis of the vehicle and the slide frame of the traction assemblies. However these systems implicate hydraulic means or similar means which are sometimes cumbersome or redundant with part of a vehicle already equipped with a suspension system.
Also, these adjustability means are not primarily meant to control the weight distribution of a vehicle or to improve steering, but rather to help the vehicle adapt to various ground surface conditions.
Background of the invention The type of surfaces over which a vehicle is ridden significantly affects its capacity and efficiency.
While the riding behavior is one of the most important aspects involved in the concept of a vehicle, the ability to allow interchangeability of parts or to retrofit new components on existing vehicles greatly satisfies the owner of vehicles and represents an interesting market source for vendors of specialized parts destined to vehicles such as snowmobiles, motorcycles or ATVs.
Specialized parts for those vehicles include kits which may develop the vehicle's capacity to accomplish other functions, to extend its duration of use throughout the seasons or to allow the use of the vehicle under different riding conditions.
For instance, different riding kits are sometimes installed to replace the wheels of existing vehicles. In principle, the kits should minimize the need to change existing components, must be able to fit on the vehicle without interference and should try to minimize any negative change to the overall riding behavior of the vehicle and comfort of the driver.
However, since most vehicles are initially designed for a typical use on a specific ground surface, some vehicle parameters like steering, weight distribution or general stability may be affected by different vehicle uses combined with other components such as different riding kits. For example, a better riding behavior on snow usually requires less weight applied to ski assemblies (usually located at the forward portion of the vehicle) than for a regular vehicle riding on another ground surface.
In "Conversion system for all terrain vehicles" (US patent no. 6,095,275 issued on August l, 2000), Shaw proposes an ATV equipped with conversion kits such as ski assemblies and traction assemblies to replace existing wheels. Although adapting to the existing power system, the conversion system does not provide adjustability means for the weight distribution of the vehicle, such that the ATV's weight is dispersed to the ground surface through the traction and ski assemblies.
Other inventions regarding traction assemblies for snowmobile incorporate adjustable means to adapt to various riding surfaces and multiple riding conditions. For instance, Karpik in "Long Travel suspension for tracked vehicle" (US patents no. 5,881,834 issued on March 16, 1999, no.
5,667,031 issued on September 16, 1997 and no. 5,370,198 issued on December 6, 1994) and Mallette in "Adjustive Rear Suspension for a tracked vehicle" (US patent no.
6,206,124 issued on March 27, 2001) both disclose a system which includes an adjustable suspension systems involving the chassis of the vehicle and the slide frame of the traction assemblies. However these systems implicate hydraulic means or similar means which are sometimes cumbersome or redundant with part of a vehicle already equipped with a suspension system.
Also, these adjustability means are not primarily meant to control the weight distribution of a vehicle or to improve steering, but rather to help the vehicle adapt to various ground surface conditions.
There is therefore a need for a traction assembly which improves riding condition when traction assemblies are used to replace existing wheels on vehicles.
Objects of the invention Accordingly, an object of the present invention is to provide a traction assembly for a vehicle which uses an endless traction band.
Another object of the present invention is to provide a traction assembly which is compact and easily retrofitted in a vehicle.
Another object of the present invention is to provide a traction assembly which can be easily installed either in the front or in the back of a vehicle or both.
Another object of the present invention is to provide a traction assembly which improves stability.
Another object of the present invention is to provide a traction assembly which improves and facilitates steering.
A further object of this invention is to provide a traction assembly which improves traction.
A further object of this invention is to provide traction assembly which provides adjustability means to the user of a vehicle for controlling the weight distribution from the vehicle to the ground.
Objects of the invention Accordingly, an object of the present invention is to provide a traction assembly for a vehicle which uses an endless traction band.
Another object of the present invention is to provide a traction assembly which is compact and easily retrofitted in a vehicle.
Another object of the present invention is to provide a traction assembly which can be easily installed either in the front or in the back of a vehicle or both.
Another object of the present invention is to provide a traction assembly which improves stability.
Another object of the present invention is to provide a traction assembly which improves and facilitates steering.
A further object of this invention is to provide a traction assembly which improves traction.
A further object of this invention is to provide traction assembly which provides adjustability means to the user of a vehicle for controlling the weight distribution from the vehicle to the ground.
Other and further objects and advantages of the present invention will be obvious upon an understanding of the illustrative embodiments about to be described or will be indicated in the appended claims, and various advantages not referred to herein will occur to one skilled in the art upon employment of the invention in practice.
Summary of the invention To attain these and other objects which will become more apparent as the description proceeds according to one aspect of the present invention, there is provided a traction assembly.
The object of the present invention involves a traction assembly that can preferably replace a wheel on vehicle. The traction assembly thus involves a vehicle with a frame and at least one traction axle. Preferably, the traction assembly can replace wheels on either side of the front portion and/or the rear portion of the vehicle.
More particularly, the traction assembly includes a sprocket wheel and a longitudinally extending traction band cooperating with such sprocket wheel. 'The sprocket wheel is preferably fixedly attached by means known in the art to the traction axle (or the wheel hub) of the vehicle. The traction assembly also comprises a support structure, preferably in the form of a slider bar on which at least one but preferably two idler wheels are pivotally mounted.
These idlers wheels are preferably mounted at the extremities of the slider bar. A plurality of road wheels can also be pivotally mounted on either side the slider bar to increase the stability of the traction band.
The sprocket wheel and the support structure (or slider bar) are connected by a link. The first end of the link is pivotally and non-drivingly attached to the sprocket wheel or preferably to an laterally extending structure axially extending from the sprocket wheel or the traction axle. This first end is preferably attached to the sprocket or the laterally extending support with rollers or ball-bearings. The second end is attached into a pivot point located under the sprocket, on the support structure (or slider bar) and preferably longitudinally displaced in relation to such traction axle. A supplementary road wheel support, onto which a supplementary road wheel can be pivotally mounted, can also upwardly extend from the first end of the link.
This supplementary road wheel and its corresponding support increases the stability of the traction band. Preferably rigid and adjustable, the link could also be a shock absorber.
To increase the adjustability of the pivot point, protuberances extending toward or in vicinity of the sprocket wheel can be fixedly attached to the support structure with mounting means known in the art. These protuberances are also preferably longitudinally adjustable with respect to the support structure. These protuberances include at least one and preferably a plurality of pivot points into which the link connecting the sprocket wheel to the support structure can be pivotally attached.
To prevent any interference between the support structure and the sprocket wheel, a preferably rigid member connects the link to the vehicle frame structure. The connections of this member to the link and the frame structure are done preferably with ball joint type connections. These ball joints allow for a tri-dimensional adjustment. Using a shock absorber in place of the rigid member could also be envisaged.
The traction assembly is preferably installed on an All-Terrain Vehicle (ATV).
The traction assembly could also be installed on other traction axle equipped vehicles.
Other aspects and many of the attendant advantages will be more readily appreciated as the same becomes better understood by reference to the following detailed description and considered in connection with the accompanying drawings in which like reference symbols designated like elements throughout the i~igures.
The features of the present invention which are believed to be novel are set forth with particularity in the appended claims.
Brief description of the figures ~ Figure 1 is an isometric view showing a vehicle including traction assemblies according to one preferred embodiment of the invention.
~ Figure 2 is a partial isometric view of the vehicle showing the traction assembly of Figure 1.
Figure 3 is another partial isometric view of the vehicle showing the traction assembly of Figure 1.
~ Figure 4 is a partial schematic elevation view of the vehicle showing the traction assembly of Figure 1.
~ Figure 5 is a partial isometric view showing a vehicle including front and read traction assemblies according to another preferred embodiment of the invention.
~ Figure 6 is a side view of another embodiment of the present invention.
Summary of the invention To attain these and other objects which will become more apparent as the description proceeds according to one aspect of the present invention, there is provided a traction assembly.
The object of the present invention involves a traction assembly that can preferably replace a wheel on vehicle. The traction assembly thus involves a vehicle with a frame and at least one traction axle. Preferably, the traction assembly can replace wheels on either side of the front portion and/or the rear portion of the vehicle.
More particularly, the traction assembly includes a sprocket wheel and a longitudinally extending traction band cooperating with such sprocket wheel. 'The sprocket wheel is preferably fixedly attached by means known in the art to the traction axle (or the wheel hub) of the vehicle. The traction assembly also comprises a support structure, preferably in the form of a slider bar on which at least one but preferably two idler wheels are pivotally mounted.
These idlers wheels are preferably mounted at the extremities of the slider bar. A plurality of road wheels can also be pivotally mounted on either side the slider bar to increase the stability of the traction band.
The sprocket wheel and the support structure (or slider bar) are connected by a link. The first end of the link is pivotally and non-drivingly attached to the sprocket wheel or preferably to an laterally extending structure axially extending from the sprocket wheel or the traction axle. This first end is preferably attached to the sprocket or the laterally extending support with rollers or ball-bearings. The second end is attached into a pivot point located under the sprocket, on the support structure (or slider bar) and preferably longitudinally displaced in relation to such traction axle. A supplementary road wheel support, onto which a supplementary road wheel can be pivotally mounted, can also upwardly extend from the first end of the link.
This supplementary road wheel and its corresponding support increases the stability of the traction band. Preferably rigid and adjustable, the link could also be a shock absorber.
To increase the adjustability of the pivot point, protuberances extending toward or in vicinity of the sprocket wheel can be fixedly attached to the support structure with mounting means known in the art. These protuberances are also preferably longitudinally adjustable with respect to the support structure. These protuberances include at least one and preferably a plurality of pivot points into which the link connecting the sprocket wheel to the support structure can be pivotally attached.
To prevent any interference between the support structure and the sprocket wheel, a preferably rigid member connects the link to the vehicle frame structure. The connections of this member to the link and the frame structure are done preferably with ball joint type connections. These ball joints allow for a tri-dimensional adjustment. Using a shock absorber in place of the rigid member could also be envisaged.
The traction assembly is preferably installed on an All-Terrain Vehicle (ATV).
The traction assembly could also be installed on other traction axle equipped vehicles.
Other aspects and many of the attendant advantages will be more readily appreciated as the same becomes better understood by reference to the following detailed description and considered in connection with the accompanying drawings in which like reference symbols designated like elements throughout the i~igures.
The features of the present invention which are believed to be novel are set forth with particularity in the appended claims.
Brief description of the figures ~ Figure 1 is an isometric view showing a vehicle including traction assemblies according to one preferred embodiment of the invention.
~ Figure 2 is a partial isometric view of the vehicle showing the traction assembly of Figure 1.
Figure 3 is another partial isometric view of the vehicle showing the traction assembly of Figure 1.
~ Figure 4 is a partial schematic elevation view of the vehicle showing the traction assembly of Figure 1.
~ Figure 5 is a partial isometric view showing a vehicle including front and read traction assemblies according to another preferred embodiment of the invention.
~ Figure 6 is a side view of another embodiment of the present invention.
Detailed description of a preferred embodiment The present invention relates to a traction assembly for a vehicle using an endless traction band and a plurality of wheels for propulsion on irregular terrains.
As seen in Figure 1, the vehicle 24 is an ATV for which the regular wheels (not shown) are replaced with such traction assemblies 20 and ski assemblies 26. Such traction assemblies 20 can also replace the front wheels of a vehicle as in Figure 5. Other vehicles designed to ride on irregular, snowy, sandy, muddy or softer terrains can also incorporate the use of traction assembly 20. The traction assemblies 20 can be mounted on each side of the front and rear portion of the vehicle 24.
A preferred embodiment of the traction assembly 20 is shown in more details in Figure 2. The traction assembly 20 includes a traction band 28 which is preferably made of an endless elastomeric body 30 reinforced by laterally extending stiffeners (not shown) that may or may not be completely embedded in the body 30. The body 30 of the band 28 has a ground-engaging outer side 32 comprising a selection of different lug profiles 34 separated from each other by a flat area 36. The inner side 38 usually has a plurality of guide lugs (not shown) which cooperate with a sprocket 40, idler wheels 42 and 44 and road wheels 22 (shown in Figure 1) to ensure power transmission from the vehicle 24 to the traction band 28 and stability.
Figure 3 shows in more details how the sprocket 40 and wheels 42 and 44 interact with each other and are installed to the structure 46 of the vehicle 24. On both sides of the structure 46 usually protrudes a shaft 48 which includes a hub 50 providing support for the wheel/tire assemblies (not shown) of the vehicle 24. In the present invention, the sprocket 40 is preferably fixedly attached by any known method directly to the hub 50 in place of wheel/tire assemblies (not shown).
A lateral support 52 extends from the sprocket 40 or the hub 50 and preferably along the center of rotation of the rotating components. The lateral support 52 pivotally holds a link 54 which radially connects the sprocket 40 to idler 42, 44 and road wheels 22 (not shown) via a slider 56.
The link 54 is connected to the slider 56 via a pivot 58 and also includes a connection 57 where a member 60 connects the link 54 to the chassis 62 or structure 46 of the vehicle 24. The pivot 58 is located under the lateral support 52 and is preferably longitudinally displaced in relation with the lateral pivot 52.
The member 60 is preferably a rod-like bar with roller joints 64 providing tri-dimensional adjustability while keeping the same predetermined length during the operation of the vehicle 24.
However, the member 60 may include lengthwise adjustability means to suit the dimensions of different types of vehicles 24.
The slider 56 and the link 54 are pivotally connected by the pivot 58 such that any significant relative motion between the two takes place as a rotation around the pivot 58.
However, the rotation of the slider 56 around pivot 58 can be limited by rubber stoppers 59 (shown in Figure 6) attached on the front and rear side of the link 54. These rubber stoppers 59 help prevent the traction assembly 20 to make contact with the vehicle 24. The link 54 is mounted on the lateral support 52, preferably with rollers (not shown), such that it is not movably coupled to the rotating shaft 48 or sprocket 40 in operation.
Since the link 54 is free to rotate around the pivot 58, the predetermined length of the member 60 restrains the relative movement between the sprocket 40 (to which the member 60 is connected via the link 54 and the lateral support 52) and the slider 56 (to which the member 60 is connected via the link 54 and pivot point 58). Therefore, the interference risks between the sprocket 40 and the slider 56 are minimized.
S The slider 56 consists of a structure which supports idler wheels 42 and 44 and a plurality of road wheels 22 and cooperates with the traction band 28. The slider 56 longitudinally or circumferentially extends in such a way as to give form to the traction band 28. The design of the slider 56 depends on the desired overall riding characteristics.
In the embodiments shown in Figure 2 and 3, the slider 56 preferably includes protuberances 66 extending in the vicinity of or toward the sprocket 40. The protuberances 66 are located under the support 52. The protuberances 66 support the pivot 58 through mounting means (not shown) and are fixedly connected to the slider 56 during operation of the vehicle 24, such that the pivot 58 keeps the same radial distance with the sprocket 40 and idler wheels 42 and 44.
However, the positioning of the protuberances 66 with respect to the slider 56 may also be longitudinally adjustable while the vehicle 24 is not in operation. Also the mounting means (not shown) of the protuberances 66 may consist of a series of holes or slots for positioning the pivot 58. This adjustable feature allows the traction assembly 20 to fit the dimensional configuration of a plurality of vehicles 24 and to fit the desired driving conditions.
Depending on the number of idler wheels 42, 44 and road wheels 22 being supported by the slider 56, side wheel supports 68, 70 (shown in Figure 1) which are fixedly connected to the slider 56 offer a pivotal connection to support the idler wheels 42, 44 and the road wheels 22.
As seen in Figure 1, the vehicle 24 is an ATV for which the regular wheels (not shown) are replaced with such traction assemblies 20 and ski assemblies 26. Such traction assemblies 20 can also replace the front wheels of a vehicle as in Figure 5. Other vehicles designed to ride on irregular, snowy, sandy, muddy or softer terrains can also incorporate the use of traction assembly 20. The traction assemblies 20 can be mounted on each side of the front and rear portion of the vehicle 24.
A preferred embodiment of the traction assembly 20 is shown in more details in Figure 2. The traction assembly 20 includes a traction band 28 which is preferably made of an endless elastomeric body 30 reinforced by laterally extending stiffeners (not shown) that may or may not be completely embedded in the body 30. The body 30 of the band 28 has a ground-engaging outer side 32 comprising a selection of different lug profiles 34 separated from each other by a flat area 36. The inner side 38 usually has a plurality of guide lugs (not shown) which cooperate with a sprocket 40, idler wheels 42 and 44 and road wheels 22 (shown in Figure 1) to ensure power transmission from the vehicle 24 to the traction band 28 and stability.
Figure 3 shows in more details how the sprocket 40 and wheels 42 and 44 interact with each other and are installed to the structure 46 of the vehicle 24. On both sides of the structure 46 usually protrudes a shaft 48 which includes a hub 50 providing support for the wheel/tire assemblies (not shown) of the vehicle 24. In the present invention, the sprocket 40 is preferably fixedly attached by any known method directly to the hub 50 in place of wheel/tire assemblies (not shown).
A lateral support 52 extends from the sprocket 40 or the hub 50 and preferably along the center of rotation of the rotating components. The lateral support 52 pivotally holds a link 54 which radially connects the sprocket 40 to idler 42, 44 and road wheels 22 (not shown) via a slider 56.
The link 54 is connected to the slider 56 via a pivot 58 and also includes a connection 57 where a member 60 connects the link 54 to the chassis 62 or structure 46 of the vehicle 24. The pivot 58 is located under the lateral support 52 and is preferably longitudinally displaced in relation with the lateral pivot 52.
The member 60 is preferably a rod-like bar with roller joints 64 providing tri-dimensional adjustability while keeping the same predetermined length during the operation of the vehicle 24.
However, the member 60 may include lengthwise adjustability means to suit the dimensions of different types of vehicles 24.
The slider 56 and the link 54 are pivotally connected by the pivot 58 such that any significant relative motion between the two takes place as a rotation around the pivot 58.
However, the rotation of the slider 56 around pivot 58 can be limited by rubber stoppers 59 (shown in Figure 6) attached on the front and rear side of the link 54. These rubber stoppers 59 help prevent the traction assembly 20 to make contact with the vehicle 24. The link 54 is mounted on the lateral support 52, preferably with rollers (not shown), such that it is not movably coupled to the rotating shaft 48 or sprocket 40 in operation.
Since the link 54 is free to rotate around the pivot 58, the predetermined length of the member 60 restrains the relative movement between the sprocket 40 (to which the member 60 is connected via the link 54 and the lateral support 52) and the slider 56 (to which the member 60 is connected via the link 54 and pivot point 58). Therefore, the interference risks between the sprocket 40 and the slider 56 are minimized.
S The slider 56 consists of a structure which supports idler wheels 42 and 44 and a plurality of road wheels 22 and cooperates with the traction band 28. The slider 56 longitudinally or circumferentially extends in such a way as to give form to the traction band 28. The design of the slider 56 depends on the desired overall riding characteristics.
In the embodiments shown in Figure 2 and 3, the slider 56 preferably includes protuberances 66 extending in the vicinity of or toward the sprocket 40. The protuberances 66 are located under the support 52. The protuberances 66 support the pivot 58 through mounting means (not shown) and are fixedly connected to the slider 56 during operation of the vehicle 24, such that the pivot 58 keeps the same radial distance with the sprocket 40 and idler wheels 42 and 44.
However, the positioning of the protuberances 66 with respect to the slider 56 may also be longitudinally adjustable while the vehicle 24 is not in operation. Also the mounting means (not shown) of the protuberances 66 may consist of a series of holes or slots for positioning the pivot 58. This adjustable feature allows the traction assembly 20 to fit the dimensional configuration of a plurality of vehicles 24 and to fit the desired driving conditions.
Depending on the number of idler wheels 42, 44 and road wheels 22 being supported by the slider 56, side wheel supports 68, 70 (shown in Figure 1) which are fixedly connected to the slider 56 offer a pivotal connection to support the idler wheels 42, 44 and the road wheels 22.
Therefore, the traction assembly 20 includes the traction band 28, the sprocket wheel 40, the laterally extending support 52, the link 54, the pivot 58, the protuberances 66, the member 60, the slider bar 56 and at least idler wheels 42 and 44 and preferably a plurality of road wheels 22.
The interaction between those various components while the vehicle 24 is in operation are illustrated in more details in Figures 1 and 4.
When used in the embodiment shown in Figure 1, the traction assembly allows a better weight distribution between the ski assemblies and the traction assemblies. By transferring more weight toward the rear of the vehicle, the traction assembly allows the ski assemblies to slide with less friction while enhancing the grip of the traction band.
In the embodiment of Figure 5, the traction assembly improves the steering capabilities of the vehicle. By displacing the pivot point of the slider bar nearer the ground, the maneuverability of the vehicle is enhanced.
Although preferred embodiments of the invention have been described in detail herein and illustrated in the accompanying figures, it is to be understood that the invention is not limited to these precise embodiments and that various changes and modifications may be effected therein without departing from the scope or spirit of the present invention.
The interaction between those various components while the vehicle 24 is in operation are illustrated in more details in Figures 1 and 4.
When used in the embodiment shown in Figure 1, the traction assembly allows a better weight distribution between the ski assemblies and the traction assemblies. By transferring more weight toward the rear of the vehicle, the traction assembly allows the ski assemblies to slide with less friction while enhancing the grip of the traction band.
In the embodiment of Figure 5, the traction assembly improves the steering capabilities of the vehicle. By displacing the pivot point of the slider bar nearer the ground, the maneuverability of the vehicle is enhanced.
Although preferred embodiments of the invention have been described in detail herein and illustrated in the accompanying figures, it is to be understood that the invention is not limited to these precise embodiments and that various changes and modifications may be effected therein without departing from the scope or spirit of the present invention.
Claims (25)
1. A traction assembly for use on a vehicle having a frame structure and at least one traction axle, said assembly comprising a sprocket wheel, at least one longitudinally extending traction band, a longitudinally extending support structure, at least one idler wheel and a plurality of road wheels mounted on said support structure, said traction band cooperating with said sprocket wheel, said idler wheel and said road wheels, said traction assembly further comprising:
a) a link pivotally and non-drivingly attached to the said sprocket wheel;
b) first pivot means connecting said link to said support structure;
c) a connecting element attached to said link and to said vehicle frame.
a) a link pivotally and non-drivingly attached to the said sprocket wheel;
b) first pivot means connecting said link to said support structure;
c) a connecting element attached to said link and to said vehicle frame.
2. A traction assembly as claimed in claim 1 wherein said first pivot means is lower than said axle.
3. A traction assembly according to claim 2 in which the said first pivot means is longitudinally displaced toward the front of said vehicle.
4. A traction assembly according to claim 2 in which the said first pivot means is longitudinally displaced toward the rear of said vehicle.
5. A traction assembly according to claims 1, 2, 3 or 4, wherein said sprocket wheel comprises a laterally extending support onto which said link is pivotally and non-drivingly connected.
6. A traction assembly according to claim 5, wherein said laterally extending support is located at the center of said sprocket wheel.
7. A traction assembly according to claim 6, wherein said link is connected to the said extending support of the said sprocket wheel with rollers.
8. A traction assembly according to claim 6, wherein the said link is connected to the said extending support of the said sprocket wheel with ball-bearings.
9. A traction assembly according to claim 7 or 8, wherein said link is rigid.
10. A traction assembly according to claim 7 or 8, wherein said link is a shock absorber.
11. A traction assembly according to claims 9 or 10, wherein said link is adjustable.
12. A traction assembly according to claim 11, wherein said link comprises an road wheel support structure extending above the said sprocket wheel axle.
13. A traction assembly according to claim 12, wherein said connecting element is rigid.
14. A traction assembly according to claim 12, wherein said connecting element is a shock absorber.
15. A traction assembly according to claims 13 or 14, wherein said connecting element is adjustable.
16. A traction assembly according to claims 15, wherein the said connecting is attached to said link and said vehicle frame with ball joints.
17. A traction assembly according to claim 16, wherein said support structure includes protuberances extending toward said traction axle and onto which the said pivot means is located.
18. A traction assembly according to claim 17, wherein said protuberances are adjustable with respect to said support structure.
19. A traction assembly according to claim 18, wherein said protuberances include a plurality of said pivot means to which the said link can be pivotally attached.
20. A traction assembly according to claims 19, wherein said sprocket wheel is attached to said traction axle.
21. A traction assembly according to claim 20, wherein said vehicle is an ATV
having two front wheels and two rear wheels.
having two front wheels and two rear wheels.
22. A traction assembly according to claim 21, which can replace the front wheels of the said ATV.
23. A traction assembly according to claim 21, which can replace rear wheels of the said ATV.
24. A traction assembly according to claims 22 and 23, which can replace said front wheels and said rear wheels of said ATV.
25. A traction assembly for use on an ATV, said ATV having a frame structure and at least one traction axle, said ATV having a forward portion, a rearward portion, said assembly including:
a) at least one traction band;
b) a sprocket wheel, said traction band cooperating with said sprocket wheel, said sprocket wheel being attached to said traction axle;
c) a slider bar;
d) a pair of idler wheels and a plurality of road wheels mounted on said slider bar, said slider bar including at least one protuberances with mounting means, said mounting means being adjustable longitudinally, e) a link having a first end pivotally connected to an extending support axially extending from said sprocket wheel, a second end pivotally connected to a pivot point located on said protuberances and a road wheel support structure extending above the said sprocket wheel axle;
f) said protuberances located under the said sprocket wheel axle and longitudinally displaced in relation to said sprocket wheel axle, said protuberances being fixedly attached to said slider bar;
g) a rigid connecting element connecting said link to said vehicle frame structure, said rigid connecting element being attached with ball joints.
a) at least one traction band;
b) a sprocket wheel, said traction band cooperating with said sprocket wheel, said sprocket wheel being attached to said traction axle;
c) a slider bar;
d) a pair of idler wheels and a plurality of road wheels mounted on said slider bar, said slider bar including at least one protuberances with mounting means, said mounting means being adjustable longitudinally, e) a link having a first end pivotally connected to an extending support axially extending from said sprocket wheel, a second end pivotally connected to a pivot point located on said protuberances and a road wheel support structure extending above the said sprocket wheel axle;
f) said protuberances located under the said sprocket wheel axle and longitudinally displaced in relation to said sprocket wheel axle, said protuberances being fixedly attached to said slider bar;
g) a rigid connecting element connecting said link to said vehicle frame structure, said rigid connecting element being attached with ball joints.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2495642 CA2495642A1 (en) | 2005-01-28 | 2005-01-28 | Traction assembly for a vehicle |
| CA2533517A CA2533517C (en) | 2005-01-28 | 2006-01-20 | Traction assembly for a vehicle |
| US11/338,713 US7497530B2 (en) | 2005-01-28 | 2006-01-25 | Traction assembly for a vehicle |
| US12/355,970 US20090267407A1 (en) | 2005-01-28 | 2009-01-19 | Traction assembly for a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2495642 CA2495642A1 (en) | 2005-01-28 | 2005-01-28 | Traction assembly for a vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2495642A1 true CA2495642A1 (en) | 2006-07-28 |
Family
ID=36702753
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2495642 Abandoned CA2495642A1 (en) | 2005-01-28 | 2005-01-28 | Traction assembly for a vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2495642A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7712557B2 (en) | 2004-12-21 | 2010-05-11 | Bombardier Recreational Products Inc. | Endless belt drive for a vehicle |
-
2005
- 2005-01-28 CA CA 2495642 patent/CA2495642A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7712557B2 (en) | 2004-12-21 | 2010-05-11 | Bombardier Recreational Products Inc. | Endless belt drive for a vehicle |
| US8056655B2 (en) | 2004-12-21 | 2011-11-15 | Bombardier Recreational Products Inc. | Endless belt drive for a vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |