CA2566225A1 - Elastomeric track - Google Patents
Elastomeric track Download PDFInfo
- Publication number
- CA2566225A1 CA2566225A1 CA 2566225 CA2566225A CA2566225A1 CA 2566225 A1 CA2566225 A1 CA 2566225A1 CA 2566225 CA2566225 CA 2566225 CA 2566225 A CA2566225 A CA 2566225A CA 2566225 A1 CA2566225 A1 CA 2566225A1
- Authority
- CA
- Canada
- Prior art keywords
- track
- lugs
- generally
- area
- longitudinally extending
- 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
Classifications
-
- 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
- B62D55/24—Tracks of continuously flexible type, e.g. rubber belts
- B62D55/244—Moulded in one piece, with either smooth surfaces or surfaces having projections, e.g. incorporating reinforcing elements
-
- 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
- B62D55/12—Arrangement, location, or adaptation of driving sprockets
- B62D55/125—Final drives
Abstract
This invention generally relates to the configuration of the inner surface of a traction band. The traction band generally comprises a main body having reinforcing elements embedded therein. The body generally defines a ground engaging outer surface and a wheel engaging inner surface. The outer surface is generally provided with ground engaging traction lugs. The inner surface of the traction band is preferably divided into a longitudinally extending central area, preferably provided with guide lugs, and two longitudinally extending lateral areas, one located on each side of the central area and provided with drive lugs. The thickness of the lateral areas is generally thinner than the thickness of the central area whereby the bases of the drive lugs are located nearer the neutral axis of the track.
Description
File number: 04 104-1 1 1 Revision: As Filed Date: 2006/10/30 Title of the Invention [0001] Elastomeric Track.
Cross-Reference to Related Applications [0002] There are no cross-related applications.
Field of the Invention [0003] The present invention generally relates to tracked vehicles which use elastomeric tracks for propulsion. More particularly, the present invention relates to the elastomeric tracks used on such tracked vehicles. Without being limitative in nature, the present invention particularly relates to elastomeric tracks for use on heavy tracked vehicles (i.e.
vehicles weighing 5000 kg or more) such as military vehicles (e.g. tanks and transport vehicles) and heavy machinery (e.g. excavators, bulldozers, forestry equipments).
Background of the Invention [0004] Conventionally, elastomeric tracks used on tracked vehicles are composed of a main elastomeric track body having reinforcing elements embedded therein. The reinforcing elements now used come in a variety of forms such a reinforcing web or fabric, reinforcing cables or strips and stiffening rods just to name few.
Cross-Reference to Related Applications [0002] There are no cross-related applications.
Field of the Invention [0003] The present invention generally relates to tracked vehicles which use elastomeric tracks for propulsion. More particularly, the present invention relates to the elastomeric tracks used on such tracked vehicles. Without being limitative in nature, the present invention particularly relates to elastomeric tracks for use on heavy tracked vehicles (i.e.
vehicles weighing 5000 kg or more) such as military vehicles (e.g. tanks and transport vehicles) and heavy machinery (e.g. excavators, bulldozers, forestry equipments).
Background of the Invention [0004] Conventionally, elastomeric tracks used on tracked vehicles are composed of a main elastomeric track body having reinforcing elements embedded therein. The reinforcing elements now used come in a variety of forms such a reinforcing web or fabric, reinforcing cables or strips and stiffening rods just to name few.
[0005] Moreover, prior art tracks also generally define a ground engaging outer surface and a wheel engaging inner surface. As it is commonly known, the outer surface is generally provided with a pattern of ground engaging traction lugs. The pattern and the shape of the traction lugs are generally designed for particular uses and therefore can vary according to the terrain upon which the vehicle adapted to be ridden.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0006] As mentioned above, the inner surface of the track is generally adapted to cooperate with a sprocket wheel and also generally with road and/or idler wheels.
Though different configurations of inner surfaces exist, in a large number of tracks, the inner surface is generally provided with outwardly projecting drive lugs adapted to drivingly mate with the sprocket wheel. The inner surface can also be provided with guide lugs (also referred to as guide horns) which are generally adapted to guide the track in order to prevent occurrences of detracking. Generally, the guide lugs are not used to drive to the track.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0006] As mentioned above, the inner surface of the track is generally adapted to cooperate with a sprocket wheel and also generally with road and/or idler wheels.
Though different configurations of inner surfaces exist, in a large number of tracks, the inner surface is generally provided with outwardly projecting drive lugs adapted to drivingly mate with the sprocket wheel. The inner surface can also be provided with guide lugs (also referred to as guide horns) which are generally adapted to guide the track in order to prevent occurrences of detracking. Generally, the guide lugs are not used to drive to the track.
[0007] Elastomeric tracks of the aforementioned configuration are used on a plurality of vehicles. For example, it is not uncommon to find elastomeric tracks on snowmobiles, skid-steer and even tanks. However, in order to accommodate the increase in size, weight and power, tracks used on large and/or heavy vehicles are generally made with a thicker body which generally provides greater support for the vehicle and better resistance to the strain to which the track is subjected. Yet, having a thicker body brings problems which are generally non-existent in tracks used on smaller vehicles such as, but not limited to, snowmobiles.
[0008] For example, as the body of the track gets thicker, the distance between the neutral axis of the band, where the reinforcing elements are generally located, and the base of the drive lugs, correspondingly increases due to the additional elastomeric material.
[0009] However, as this distance increases, the drive lugs are subjected to greater momentum when longitudinal forces are applied thereto. As the momentum increases, the drive lugs are more prone to flexion and elastic deformation. This increased deformation generally reduces the efficiency of the power transmission between the sprocket wheel and the drive lugs since a portion of the energy is lost in the elastic deformation of the drive lugs.
File number: 04 1 04-1 1 1 Revision: As Filed Date: 2006/10/30 [0010] Moreover, due to the increased deformation, there is an increased probability of occurrences of drive lugs skipping (also referred to as "teeth skipping" or "sprocket skipping"). Understandably, drive lugs skipping must generally be avoided in order to prevent premature damages to the track and undesirable noise but, more particularly, because it is limiting the power that can be effectively transmitted to the ground.
[0011 ] Yet, to date, no one has provided an elastomeric track for use particularly but not exclusively on large and/or heavy vehicles which reconciles the need for thicker track and at the same time the need for an efficient power transmission while keeping drive lugs skipping to a minimum. Therefore, there is still a need for an improved elastomeric track which generally reconciles the aforementioned characteristics.
Objects of the Invention [0012] Accordingly, an aspect of the present invention is to provide an elastomeric track for use on tracked vehicles which generally increases the efficiency of the transmission of power between the sprocket wheel and the track.
[0013] Another aspect of the present invention is to provide an elastomeric track for use on tracked vehicles which generally decreases the occurrences of drive lugs skipping (also referred to as "teeth skipping" or "sprocket skipping").
[0014] Still another aspect of the present invention is to provide an elastomeric track for use on tracked vehicles which generally reduces drive lugs elastic deformation when the drive lugs are subjected to longitudinal forces.
[0015] 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.
File number: 041 04-1 1 1 Revision: As Filed Date: 2006/10/30 Summary of the Invention [0016] Accordingly, the present invention consists of an elastomeric track. As used hereinabove and hereinafter, the term "elastomeric" relates to any generally elastic and primarily non metallic materials such as natural and/or synthetic rubber, elastomers, or other polymers and/or combinations thereof used in the manufacture of tracks.
[0017] The elastomeric track of the present invention generally comprises a main body which defines a ground engaging outer surface and a wheel engaging inner surface. The track body also generally comprises reinforcing elements embedded therein.
Though other configurations are also possible, the reinforcing elements are generally located along the neutral axis of the track.
[0018] As known in the art, the neutral axis is the zero strain zone of a flexed or bent element. Thus, in the context of the present invention, the neutral axis of the track is the zone, along its thickness, which is subjected neither to compression nor tension when the track bends, for example, around the sprocket wheel.
[0019] In order to provide traction to the vehicle onto which the track is mounted, the ground engaging outer surface is preferably provided with ground engaging traction lugs.
The traction lugs are generally disposed on the outer surface of the track according to a pattern which is chosen depending on the terrain upon which the vehicle is used.
Understandably, the traction lugs can come in a plurality of shapes according to the intended use of the track. The present invention is not limited to any particular shape of traction lugs.
[0020] The inner surface of the track is generally adapted to cooperate with at least a sprocket wheel and also preferably with road and/or idler wheels. The inner surface of the track generally comprises one or more rows of preferably longitudinally aligned drive lugs which are adapted to drivingly mate with the sprocket wheel in order to effect the File number: 041 04-1 1 1 Revision: As Filed Date: 2006/10/30 transmission of power between the sprocket wheel and the track. Preferably, but not exclusively, the drive lugs are disposed near the side edges of the track.
[0021] Furthermore, the inner surface of the track also preferably comprises at least one row of longitudinally aligned guide lugs or horns. The guide lugs are preferably generally centrally located with respect to the width of the track though other configurations are also possible. The guide lugs are generally used to guide the track over the sprocket, road and idler wheels and hence, to prevent detracking.
Accordingly, the guide lugs are generally neither adapted nor used to drive the track.
[0022] According to an aspect of the present invention, the inner surface of the track is generally divided into three areas or portions. It is however to be understood that even if the track defines a plurality of areas, the track still forms a single unitary body. Hence, the inner surface comprises a generally longitudinally extending central area and two generally longitudinally extending lateral areas, each of which being respectively located on each side of the central area. Other division patterns are also possible and within the scope of the invention.
[0023] According to another aspect the present invention, the drive lugs are generally longitudinally disposed on the lateral areas of the inner surface. Also, should the inner surface be further equipped with guide lugs, they would preferably be longitudinally disposed along the central area. Still, other configurations are also possible.
[0024] Yet, according to an important aspect of the present invention, the thickness of the track body and more particularly the thickness of the track body, or track material, between the neutral axis and the inner surface along the lateral areas is thinner than the thickness of the track body and more particularly the thickness of the track body, or track material, between the neutral axis and the inner surface along the central area.
[0025] Consequently, the drive lugs and more particularly their bases are located nearer the neutral axis. By being so located, the momentum created by the longitudinal forces File number: 04104-111 Revision: As Filed Date: 2006/10/30 applied to the drive lugs when they mate with the sprocket wheel is reduced.
This reduction in momentum is translated in a reduction of the flexion and elastic deformation of the drives lugs. By reducing this flexion and elastic deformation of the drives lugs, less energy lost in the elastic deformation thereof, thereby generally increasing the efficiency of the power transmission between the sprocket wheel and the drive lugs.
Moreover, since the drive lugs are less flexed and elastically deformed, the track is less prone to drive lugs skipping.
[0026] Moreover, by having the bases of the drive lugs located nearer to the neutral axis of the track, there is more latitude in the design of the drive lugs, more particularly with respect to their size and shape. Accordingly, the present invention generally allows the design of elastomeric tracks wherein the drive lugs are particularly designed to reduce drive lugs skipping and also to reduce interference between the drive lugs and the sprocket wheel when they drivingly mate with each other. An example of such drive lugs is disclosed in U.S. Patent No. 4,605,389 (Westhoff).
[0027] Understandably, in order to take into account the specific configuration of the inner surface of the track, the outer perimeters of the sprocket wheel and possibly of the road and idler wheels, are configured to be substantially conformed with the configuration of the inner surface of the track.
[0028] 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 Drawings [0029] The above and other objects, features and advantages of the invention will become more readily apparent from the following description, reference being made to the accompanying drawings in which:
[0030] Figure 1 is a perspective view of the inner surface of a portion of a prior art track.
[0031] Figure 2 is a cross-sectional view of the prior art track of Fig. 1.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0032] Figure 3 is a perspective view of the inner surface of a portion of a track according to an embodiment of the present invention.
[0033] Figure 4 is a cross-sectional view of the portion of the track of Fig.
3.
[0034] Figure 5 is a fragmentary perspective view of a portion of the track of Fig. 3 in cooperation with a sprocket wheel.
[0035] Figure 6 is a side view of a portion of the track of Fig. 3 in cooperation with a sprocket wheel.
[0036] Figure 7 is a cross-sectional view of a portion of the track and sprocket wheel along line A-A of Fig. 6.
[0037] Figure 8 is perspective view of the track of Fig. 3 as installed on a vehicle.
Detailed Description of the Preferred Embodiment [0038] A novel elastomeric track will be described hereinafter. Although the invention is described in terms of a specific illustrative embodiment, it is to be understood that the embodiment described herein is by way of example only and that the scope of the invention is not intended to be limited thereby.
[0039] In order to best understand the novel track 200 of the present invention, it is necessary to understand how prior art track 100 are generally designed.
Therefore, referring first to Fig. 1, a prior art track 100 is shown. As commonly known, the track 100 comprises a main track body 105 defining an outer surface 102 and an inner surface 104.
[0040] Located on the outer surface 102 and generally longitudinally disposed is a plurality of traction lugs 110.
[0041] For its part, the inner surface 104 generally comprises a row of longitudinally aligned guide lugs 130, generally centrally located with respect to the width of the track 100, and generally two rows of longitudinally aligned drive lugs 120, generally located near or adjacent to each side edge of the track 100.
File number: 04104-1 l 1 Revision: As Filed Date: 2006/10/30 [0042] The guide lugs 130 are generally adapted to guide the track 100 over the sprocket, road and idler wheels (not shown). Accordingly, they are generally neither adapted nor used to transmit power from the sprocket wheel to the track 100.
[0043] Contrary to the guide lugs 130, the drive lugs 120 are generally specifically designed to matingly cooperate with the sprocket wheel of the vehicle (not shown) on which the track 100 is mounted in order to effectively transmit the power from the sprocket wheel to the track 100.
[0044] Furthermore, to provide space for the wheels, the drive lugs 120 and guide lugs 130 are preferably laterally spaced apart in order to define wheel paths 140 therebetween.
[0045] Now referring to Fig. 2, the body 105 of the track 100 generally further comprises reinforcing elements 180, generally in the form of longitudinally extending cables. These reinforcing elements 180 are generally located at the neutral axis 103 of the body 105.
The neutral axis is the zone of the body 105 which is subjected neither to traction nor to compression when the track 100 is bent.
[0046] Still referring to Fig. 2, the thickness 107 of the body 105 between the neutral axis 103 in the inner surface 104 along the central area 150 (see also Fig. 1) is the same as the thickness 109 of the body 105 between the neutral axis 103 in the inner surface 104 along the lateral areas 150.
[0047] Now referring to Fig. 3, an embodiment of the track 200 according to the present invention is shown. As for track 100, the track 200 similarly comprises a main track body 205 also defining an outer surface 202 and an inner surface 204.
[0048] Similarly to track 100, the outer surface 202 of the track 200 comprises a plurality of traction lugs 210 preferably longitudinally disposed along the length of the track 200.
Still, the exact pattern and shape of the traction lugs 210 are not the subject of the present File number: 04 1 04-1 1 1 Revision: As Filed Date: 2006/10/30 invention and accordingly, the invention shall not be limited to the pattern and shape shown herein.
[0049] Still referring to Fig. 3, according to the preferred embodiment of the present invention, the inner surface 204 is preferably divided into three areas: a central area 250 and two lateral areas 260 located on each side of the central area 250.
[0050] Preferably centrally located on the central area 205 of the inner surface 204 are a plurality of longitudinally aligned guide lugs 230. As for guide lugs 130, guide lugs 230 are preferably adapted to guide the track 100 over the sprocket, road and idler wheels (not shown) and to prevent detracking.
[0051] The inner surface 204 further comprises preferably two rows of longitudinally aligned drive lugs 220 which are, according to the present invention, located along the lateral areas 260 of the inner surface 204.
[0052] As for prior art track 100, the guide lugs 230 and drive lugs 220 are preferably laterally spaced apart in order to space wheel paths 240 therebetween.
[0053] Though the boundary between the central area 250 and the lateral areas 260 is shown located adjacent the drives lugs 220, it is to be understood that the boundary could also be located along the wheel paths 240 between the guide lugs 230 and the drive lugs 220.
[0054] Now referring to Fig. 4, track 200 further preferably comprises reinforcing elements 280, preferably located at the neutral axis 203 of the track body 205.
[0055] According to the present invention, the thickness 209 of the body 205 between the neutral axis 203 and the inner surface 204 in the lateral areas 260 is thinner than the thickness 207 of the body 205 between the neutral axis 203 and the inner surface 204 in the central area 250.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0056] This particular arrangement provides several advantages. For instance, by keeping a thick body 205 along the central area 250, the track 200 remains resistant enough to sustain the strains to which it will be subjected. Yet, by having a thinner body 205 along the lateral areas 260, the drive lugs 220 and more particularly their bases are located nearer the neutral axis 203. Consequently, when the drive lugs 220 mate with the sprocket wheel and are hence subjected to strong longitudinally forces, the momentum of the drive lugs 220 with respect to the neutral axis 203 is lessened. By reducing the momentum, the flexion and elastic deformation of the drive lugs 220 are reduced.
[0057] Since the drive lugs 220 are less flexed and elastically deformed, there is less energy lost in the elastic deformation of the drive lugs 220 and accordingly, the transmission of power between the sprocket wheel and the track 200 is more efficient.
[0058] Moreover, since the drive lugs 220 are less prone to flexion and deformation, the likelihood of drive lugs 220 or teeth skipping is reduced.
[0059] Now referring to Figs. 5 to 7, in order to take into account the difference between the thickness 207 of the central area 250 and the thickness 209 of the lateral areas 260, the outer perimeter 310 of the sprocket wheel 300 is preferably designed to be complementary with both the central area 250 and the lateral areas 260. As shown in Fig.
7, a notch or step 312 can be provided for that matter. For the remaining, the sprocket whee1300 is generally of common construction.
[0060] Now referring to Fig. 8, the track 200 of the present invention is shown as installed in a exemplary manner on a military vehicle 600. As shown therein, the track 200 is disposed around a sprocket whee1300, preferably located at the fore of the vehicle 600, an idler wheel 500, preferably located at the aft of the vehicle 600, and a plurality of road wheels 400 located therebetween. Understandably, a similar arrangement is provided on the opposite side of the vehicle 600.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0061] It is to be understood that the present invention is generally embodied in endless elastomeric tracks. Such endless elastomeric tracks generally encompass tracks made of a single unitary loop and also tracks made of one or a plurality of elastomeric track segments joined end to end.
[0062] While illustrative and presently preferred embodiment of the invention has been described in detail hereinabove, it is to be understood that the inventive concepts may be otherwise variously embodied and employed and that the appended claims are intended to be construed to include such variations except insofar as limited by the prior art.
File number: 04 1 04-1 1 1 Revision: As Filed Date: 2006/10/30 [0010] Moreover, due to the increased deformation, there is an increased probability of occurrences of drive lugs skipping (also referred to as "teeth skipping" or "sprocket skipping"). Understandably, drive lugs skipping must generally be avoided in order to prevent premature damages to the track and undesirable noise but, more particularly, because it is limiting the power that can be effectively transmitted to the ground.
[0011 ] Yet, to date, no one has provided an elastomeric track for use particularly but not exclusively on large and/or heavy vehicles which reconciles the need for thicker track and at the same time the need for an efficient power transmission while keeping drive lugs skipping to a minimum. Therefore, there is still a need for an improved elastomeric track which generally reconciles the aforementioned characteristics.
Objects of the Invention [0012] Accordingly, an aspect of the present invention is to provide an elastomeric track for use on tracked vehicles which generally increases the efficiency of the transmission of power between the sprocket wheel and the track.
[0013] Another aspect of the present invention is to provide an elastomeric track for use on tracked vehicles which generally decreases the occurrences of drive lugs skipping (also referred to as "teeth skipping" or "sprocket skipping").
[0014] Still another aspect of the present invention is to provide an elastomeric track for use on tracked vehicles which generally reduces drive lugs elastic deformation when the drive lugs are subjected to longitudinal forces.
[0015] 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.
File number: 041 04-1 1 1 Revision: As Filed Date: 2006/10/30 Summary of the Invention [0016] Accordingly, the present invention consists of an elastomeric track. As used hereinabove and hereinafter, the term "elastomeric" relates to any generally elastic and primarily non metallic materials such as natural and/or synthetic rubber, elastomers, or other polymers and/or combinations thereof used in the manufacture of tracks.
[0017] The elastomeric track of the present invention generally comprises a main body which defines a ground engaging outer surface and a wheel engaging inner surface. The track body also generally comprises reinforcing elements embedded therein.
Though other configurations are also possible, the reinforcing elements are generally located along the neutral axis of the track.
[0018] As known in the art, the neutral axis is the zero strain zone of a flexed or bent element. Thus, in the context of the present invention, the neutral axis of the track is the zone, along its thickness, which is subjected neither to compression nor tension when the track bends, for example, around the sprocket wheel.
[0019] In order to provide traction to the vehicle onto which the track is mounted, the ground engaging outer surface is preferably provided with ground engaging traction lugs.
The traction lugs are generally disposed on the outer surface of the track according to a pattern which is chosen depending on the terrain upon which the vehicle is used.
Understandably, the traction lugs can come in a plurality of shapes according to the intended use of the track. The present invention is not limited to any particular shape of traction lugs.
[0020] The inner surface of the track is generally adapted to cooperate with at least a sprocket wheel and also preferably with road and/or idler wheels. The inner surface of the track generally comprises one or more rows of preferably longitudinally aligned drive lugs which are adapted to drivingly mate with the sprocket wheel in order to effect the File number: 041 04-1 1 1 Revision: As Filed Date: 2006/10/30 transmission of power between the sprocket wheel and the track. Preferably, but not exclusively, the drive lugs are disposed near the side edges of the track.
[0021] Furthermore, the inner surface of the track also preferably comprises at least one row of longitudinally aligned guide lugs or horns. The guide lugs are preferably generally centrally located with respect to the width of the track though other configurations are also possible. The guide lugs are generally used to guide the track over the sprocket, road and idler wheels and hence, to prevent detracking.
Accordingly, the guide lugs are generally neither adapted nor used to drive the track.
[0022] According to an aspect of the present invention, the inner surface of the track is generally divided into three areas or portions. It is however to be understood that even if the track defines a plurality of areas, the track still forms a single unitary body. Hence, the inner surface comprises a generally longitudinally extending central area and two generally longitudinally extending lateral areas, each of which being respectively located on each side of the central area. Other division patterns are also possible and within the scope of the invention.
[0023] According to another aspect the present invention, the drive lugs are generally longitudinally disposed on the lateral areas of the inner surface. Also, should the inner surface be further equipped with guide lugs, they would preferably be longitudinally disposed along the central area. Still, other configurations are also possible.
[0024] Yet, according to an important aspect of the present invention, the thickness of the track body and more particularly the thickness of the track body, or track material, between the neutral axis and the inner surface along the lateral areas is thinner than the thickness of the track body and more particularly the thickness of the track body, or track material, between the neutral axis and the inner surface along the central area.
[0025] Consequently, the drive lugs and more particularly their bases are located nearer the neutral axis. By being so located, the momentum created by the longitudinal forces File number: 04104-111 Revision: As Filed Date: 2006/10/30 applied to the drive lugs when they mate with the sprocket wheel is reduced.
This reduction in momentum is translated in a reduction of the flexion and elastic deformation of the drives lugs. By reducing this flexion and elastic deformation of the drives lugs, less energy lost in the elastic deformation thereof, thereby generally increasing the efficiency of the power transmission between the sprocket wheel and the drive lugs.
Moreover, since the drive lugs are less flexed and elastically deformed, the track is less prone to drive lugs skipping.
[0026] Moreover, by having the bases of the drive lugs located nearer to the neutral axis of the track, there is more latitude in the design of the drive lugs, more particularly with respect to their size and shape. Accordingly, the present invention generally allows the design of elastomeric tracks wherein the drive lugs are particularly designed to reduce drive lugs skipping and also to reduce interference between the drive lugs and the sprocket wheel when they drivingly mate with each other. An example of such drive lugs is disclosed in U.S. Patent No. 4,605,389 (Westhoff).
[0027] Understandably, in order to take into account the specific configuration of the inner surface of the track, the outer perimeters of the sprocket wheel and possibly of the road and idler wheels, are configured to be substantially conformed with the configuration of the inner surface of the track.
[0028] 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 Drawings [0029] The above and other objects, features and advantages of the invention will become more readily apparent from the following description, reference being made to the accompanying drawings in which:
[0030] Figure 1 is a perspective view of the inner surface of a portion of a prior art track.
[0031] Figure 2 is a cross-sectional view of the prior art track of Fig. 1.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0032] Figure 3 is a perspective view of the inner surface of a portion of a track according to an embodiment of the present invention.
[0033] Figure 4 is a cross-sectional view of the portion of the track of Fig.
3.
[0034] Figure 5 is a fragmentary perspective view of a portion of the track of Fig. 3 in cooperation with a sprocket wheel.
[0035] Figure 6 is a side view of a portion of the track of Fig. 3 in cooperation with a sprocket wheel.
[0036] Figure 7 is a cross-sectional view of a portion of the track and sprocket wheel along line A-A of Fig. 6.
[0037] Figure 8 is perspective view of the track of Fig. 3 as installed on a vehicle.
Detailed Description of the Preferred Embodiment [0038] A novel elastomeric track will be described hereinafter. Although the invention is described in terms of a specific illustrative embodiment, it is to be understood that the embodiment described herein is by way of example only and that the scope of the invention is not intended to be limited thereby.
[0039] In order to best understand the novel track 200 of the present invention, it is necessary to understand how prior art track 100 are generally designed.
Therefore, referring first to Fig. 1, a prior art track 100 is shown. As commonly known, the track 100 comprises a main track body 105 defining an outer surface 102 and an inner surface 104.
[0040] Located on the outer surface 102 and generally longitudinally disposed is a plurality of traction lugs 110.
[0041] For its part, the inner surface 104 generally comprises a row of longitudinally aligned guide lugs 130, generally centrally located with respect to the width of the track 100, and generally two rows of longitudinally aligned drive lugs 120, generally located near or adjacent to each side edge of the track 100.
File number: 04104-1 l 1 Revision: As Filed Date: 2006/10/30 [0042] The guide lugs 130 are generally adapted to guide the track 100 over the sprocket, road and idler wheels (not shown). Accordingly, they are generally neither adapted nor used to transmit power from the sprocket wheel to the track 100.
[0043] Contrary to the guide lugs 130, the drive lugs 120 are generally specifically designed to matingly cooperate with the sprocket wheel of the vehicle (not shown) on which the track 100 is mounted in order to effectively transmit the power from the sprocket wheel to the track 100.
[0044] Furthermore, to provide space for the wheels, the drive lugs 120 and guide lugs 130 are preferably laterally spaced apart in order to define wheel paths 140 therebetween.
[0045] Now referring to Fig. 2, the body 105 of the track 100 generally further comprises reinforcing elements 180, generally in the form of longitudinally extending cables. These reinforcing elements 180 are generally located at the neutral axis 103 of the body 105.
The neutral axis is the zone of the body 105 which is subjected neither to traction nor to compression when the track 100 is bent.
[0046] Still referring to Fig. 2, the thickness 107 of the body 105 between the neutral axis 103 in the inner surface 104 along the central area 150 (see also Fig. 1) is the same as the thickness 109 of the body 105 between the neutral axis 103 in the inner surface 104 along the lateral areas 150.
[0047] Now referring to Fig. 3, an embodiment of the track 200 according to the present invention is shown. As for track 100, the track 200 similarly comprises a main track body 205 also defining an outer surface 202 and an inner surface 204.
[0048] Similarly to track 100, the outer surface 202 of the track 200 comprises a plurality of traction lugs 210 preferably longitudinally disposed along the length of the track 200.
Still, the exact pattern and shape of the traction lugs 210 are not the subject of the present File number: 04 1 04-1 1 1 Revision: As Filed Date: 2006/10/30 invention and accordingly, the invention shall not be limited to the pattern and shape shown herein.
[0049] Still referring to Fig. 3, according to the preferred embodiment of the present invention, the inner surface 204 is preferably divided into three areas: a central area 250 and two lateral areas 260 located on each side of the central area 250.
[0050] Preferably centrally located on the central area 205 of the inner surface 204 are a plurality of longitudinally aligned guide lugs 230. As for guide lugs 130, guide lugs 230 are preferably adapted to guide the track 100 over the sprocket, road and idler wheels (not shown) and to prevent detracking.
[0051] The inner surface 204 further comprises preferably two rows of longitudinally aligned drive lugs 220 which are, according to the present invention, located along the lateral areas 260 of the inner surface 204.
[0052] As for prior art track 100, the guide lugs 230 and drive lugs 220 are preferably laterally spaced apart in order to space wheel paths 240 therebetween.
[0053] Though the boundary between the central area 250 and the lateral areas 260 is shown located adjacent the drives lugs 220, it is to be understood that the boundary could also be located along the wheel paths 240 between the guide lugs 230 and the drive lugs 220.
[0054] Now referring to Fig. 4, track 200 further preferably comprises reinforcing elements 280, preferably located at the neutral axis 203 of the track body 205.
[0055] According to the present invention, the thickness 209 of the body 205 between the neutral axis 203 and the inner surface 204 in the lateral areas 260 is thinner than the thickness 207 of the body 205 between the neutral axis 203 and the inner surface 204 in the central area 250.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0056] This particular arrangement provides several advantages. For instance, by keeping a thick body 205 along the central area 250, the track 200 remains resistant enough to sustain the strains to which it will be subjected. Yet, by having a thinner body 205 along the lateral areas 260, the drive lugs 220 and more particularly their bases are located nearer the neutral axis 203. Consequently, when the drive lugs 220 mate with the sprocket wheel and are hence subjected to strong longitudinally forces, the momentum of the drive lugs 220 with respect to the neutral axis 203 is lessened. By reducing the momentum, the flexion and elastic deformation of the drive lugs 220 are reduced.
[0057] Since the drive lugs 220 are less flexed and elastically deformed, there is less energy lost in the elastic deformation of the drive lugs 220 and accordingly, the transmission of power between the sprocket wheel and the track 200 is more efficient.
[0058] Moreover, since the drive lugs 220 are less prone to flexion and deformation, the likelihood of drive lugs 220 or teeth skipping is reduced.
[0059] Now referring to Figs. 5 to 7, in order to take into account the difference between the thickness 207 of the central area 250 and the thickness 209 of the lateral areas 260, the outer perimeter 310 of the sprocket wheel 300 is preferably designed to be complementary with both the central area 250 and the lateral areas 260. As shown in Fig.
7, a notch or step 312 can be provided for that matter. For the remaining, the sprocket whee1300 is generally of common construction.
[0060] Now referring to Fig. 8, the track 200 of the present invention is shown as installed in a exemplary manner on a military vehicle 600. As shown therein, the track 200 is disposed around a sprocket whee1300, preferably located at the fore of the vehicle 600, an idler wheel 500, preferably located at the aft of the vehicle 600, and a plurality of road wheels 400 located therebetween. Understandably, a similar arrangement is provided on the opposite side of the vehicle 600.
File number: 04104-111 Revision: As Filed Date: 2006/10/30 [0061] It is to be understood that the present invention is generally embodied in endless elastomeric tracks. Such endless elastomeric tracks generally encompass tracks made of a single unitary loop and also tracks made of one or a plurality of elastomeric track segments joined end to end.
[0062] While illustrative and presently preferred embodiment of the invention has been described in detail hereinabove, it is to be understood that the inventive concepts may be otherwise variously embodied and employed and that the appended claims are intended to be construed to include such variations except insofar as limited by the prior art.
Claims (7)
1. A track for use on a tracked vehicle, said track being made of elastomer and adapted to travel over a sprocket wheel, a plurality of road wheels and an idler wheel, said track having a track body defining an outer ground engaging surface comprising traction lugs and an inner wheel engaging surface, said inner surface of said track defining at least a first longitudinally extending area and a second longitudinally extending area, said second area comprising longitudinally aligned drive lugs, wherein the thickness of said body of said track is greater along said first area than along said second area.
2. A track for use on a tracked vehicle, said track being made of elastomer and adapted to travel over a sprocket wheel, a plurality of road wheels and an idler wheel, said track having a track body defining an outer ground engaging surface comprising traction lugs and an inner wheel engaging surface, said inner surface of said track defining at least a first longitudinally extending area, a second longitudinally extending area and a third longitudinally extending area, said second and third areas comprising longitudinally aligned drive lugs, wherein the thickness of said body of said track is greater along said first area than along said second and third areas.
3. A track as claimed in claim 2, wherein said second and third areas are located on each side of said first area.
4. A track as claimed in claim 3, wherein said first are further comprises longitudinally aligned guide lugs.
5. A track for use on a tracked vehicle, said track being made of elastomer and adapted to travel over a sprocket wheel, a plurality of road wheels and an idler wheel, said track having a track body defining an outer ground engaging surface comprising traction lugs and an inner wheel engaging surface, said inner surface of said track defining at least a first longitudinally extending area, a second longitudinally extending area and a third longitudinally extending area, said first area comprising longitudinally aligned drive lugs, wherein the thickness of said body of said track is smaller along said first area than along said second and third areas.
6. A track as claimed in claim 5, wherein said second and third areas are located on each side of said first area.
7. A track as claimed in claim 6, wherein said second and/or third areas further comprise longitudinally aligned guide lugs.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2566225 CA2566225A1 (en) | 2006-10-30 | 2006-10-30 | Elastomeric track |
| PCT/CA2007/001982 WO2008052357A1 (en) | 2006-10-30 | 2007-10-30 | Elastomeric track |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2566225 CA2566225A1 (en) | 2006-10-30 | 2006-10-30 | Elastomeric track |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2566225A1 true CA2566225A1 (en) | 2008-04-30 |
Family
ID=39343769
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2566225 Abandoned CA2566225A1 (en) | 2006-10-30 | 2006-10-30 | Elastomeric track |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2566225A1 (en) |
| WO (1) | WO2008052357A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023092222A1 (en) * | 2021-11-23 | 2023-06-01 | Soucy International Inc. | Elastomeric endless track and method for manufacturing same |
| WO2024020668A1 (en) * | 2022-07-26 | 2024-02-01 | Soucy International Inc. | Track assembly, vehicle having same, wheel, and endless track for use with same |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4087619B2 (en) * | 2002-02-27 | 2008-05-21 | 住友ゴム工業株式会社 | Elastic crawler |
| CA2422481C (en) * | 2003-03-18 | 2011-07-26 | Soucy International Inc. | Elastomeric traction band with lug reinforcements |
| JP2006062391A (en) * | 2004-08-24 | 2006-03-09 | Bridgestone Corp | Rubber crawler traveling device |
| JP4790389B2 (en) * | 2005-11-22 | 2011-10-12 | 住友ゴム工業株式会社 | Elastic crawler |
-
2006
- 2006-10-30 CA CA 2566225 patent/CA2566225A1/en not_active Abandoned
-
2007
- 2007-10-30 WO PCT/CA2007/001982 patent/WO2008052357A1/en active Application Filing
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023092222A1 (en) * | 2021-11-23 | 2023-06-01 | Soucy International Inc. | Elastomeric endless track and method for manufacturing same |
| WO2024020668A1 (en) * | 2022-07-26 | 2024-02-01 | Soucy International Inc. | Track assembly, vehicle having same, wheel, and endless track for use with same |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2008052357A1 (en) | 2008-05-08 |
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Effective date: 20121030 |