US20040232765A1 - Nestable guide lug for a traction band - Google Patents
Nestable guide lug for a traction band Download PDFInfo
- Publication number
- US20040232765A1 US20040232765A1 US10/440,146 US44014603A US2004232765A1 US 20040232765 A1 US20040232765 A1 US 20040232765A1 US 44014603 A US44014603 A US 44014603A US 2004232765 A1 US2004232765 A1 US 2004232765A1
- Authority
- US
- United States
- Prior art keywords
- guide lugs
- traction band
- wheels
- band
- guide
- 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.)
- Granted
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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
Abstract
This invention relates to the guide lugs of reinforced elastomeric endless traction bands, which are used on heavy vehicles like defence vehicles. More specifically, the invention relates to guide lugs which are partly nested into each other around the curved portion of the traction band in order to minimize de-tracking occurrences.
Description
- This invention relates to the guide lugs of reinforced elastomeric endless traction bands, which are used on heavy vehicles like defence vehicles. More specifically, the invention relates to guide lugs to minimize de-tracking occurrences.
- The guidance of elastomeric traction bands is generally carried out with the help of protuberances, called guide lugs, which are periodically disposed on the interior surface of the traction band. In many cases, the guide lugs are lodged in the space defined in between a pair of split wheels. These wheels usually include the road wheels on which the vehicle rests, a sprocket wheel which ensures power transmission from the engine to the traction band and a tension wheel.
- By engaging in those spaces, the guide lugs restrain the relative lateral movement of the traction band with respect to the wheels and keep the traction band in its normal operating position. For instance, see U.S. Pat. No. 5,540,489 (Muramatsu et al.), U.S. Pat. No. 5,447,365 (Muramatsu et al.), U.S. Pat. No. 5,320,585 (Kato) and U.S. Pat. No. 5,190,363 (Brittain).
- To this day, the design of the guide lugs for endless elastomeric traction bands were based on guide lugs designs used in metallic traction bands. However, since an elastomeric material deforms more than steel, the guide lugs made with elastomeric materials have more tendency to deform and therefore increase the risk of de-tracking occurrences of the traction band. The studies we have conducted have shown that the de-tracking phenomenon is usually the result of an interference between the guide lugs as designed in the prior art and the road wheels. Essentially, the lateral deformation of the guide lugs allows the road wheels to “climb” from one side of the guide lug to the other side.
- In order to remedy to this situation, the designers have generated different solutions. First, they have tried to rigidify the guide lugs by choosing more rigid elastomers and by reinforcing them with different types of fabric or structures. The designer also tried to increase the size of the guide lugs.
- Secondly, the designers tried to limit the road wheel's tendency to climb on the guide lugs by lowering the friction coefficient between the wheel and the band, by developing specific elastomeric materials with low friction coefficient or by covering the guide lugs with a more slippery material (Teflon, UHMW-PE, etc.).
- Those multiples attempts to diminish the de-tracking phenomenon have diminished these occurrences, but de-tracking remains a major problem for elastomeric traction bands when installed on heavy and fast vehicles like defence vehicles.
- The main problem comes from the fact that it is impossible to significantly increase the size of the guide lugs. The lateral dimension (the width) of each guide lug is limited by the available space between the pair of split wheels. This spacing is unchangeable once the vehicle has been designed. The longitudinal dimension (the length) of the guide lugs is also limited by the fact that the traction band follows a circular path around the sprocket wheel and the tension wheel, which brings consecutive guide lugs closer to one another. The length of the guide lugs is therefore limited by the need to avoid contact or interference between two consecutive guide lugs in those areas.
- The object of this invention is to define a new guide lug which significantly reduces de-tracking occurrences for a heavy vehicle.
- This invention proposes nestable guide lugs which allow consecutive guide lugs to be brought closer to one another.
- The nestable guide lugs also have a structure which allow a partial insertion of a guide lug portion into a portion of its neighboring guide lug around the curved portion of the traction band.
- The nestable guide lugs permit:
- 1. To significantly reduce the lateral deformations of the guide lugs by maximizing the length of the guide lugs.
- 2. To significantly reduce the interference risk with the road wheels by generating an almost continuous wall which prevents the road wheels to climb or get in between two consecutive guide lugs.
- 3. To favor the reestablishment of the guidance when, in rare occasions, the guide lugs sufficiently deform and start interfering with the road wheels.
- There is therefore provided a traction band made from an elastomeric material for a vehicle having a plurality of wheels, said band being adapted to be mounted on said wheels, and comprising a longitudinal axis, an external surface for cooperation with a ground surface and an inner surface, said inner surface comprising a series of guide lugs for cooperation with said wheels, each said guide lug having a front portion and a rear portion with respect to said longitudinal axis, said front portion and said rear portion of adjacent guide lugs being adapted to nest within each other when the traction band travels around some of said wheels.
- 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 designate like elements throughout the figures.
- The features of the present invention which are believed to be novel are set forth with particularity in the appended claims.
- FIG. 1 is a general side view showing a traction band mounted on a defence vehicle.
- FIG. 2 is a side view showing the nestable guide lugs on an endless traction band in accordance with the invention.
- FIG. 3 is an isometric view showing the inner surface of the traction band equipped with the guide lugs shown in FIG. 2.
- FIG. 4 is a top view showing the interior surface of the traction band equipped with the guide lugs shown in FIG. 2.
- FIG. 5 is a detailed view taken from enclosure5 in FIG. 1 showing the circular and linear movement of the guide lugs shown in FIG. 2.
- FIG. 6 is a section view taken from line6-6 in FIG. 1 showing the cooperation between the sprocket wheel and the guide lugs shown in FIG. 2.
- FIG. 7 is a section view taken from line7-7 in FIG. 1 showing the cooperation between the tension wheel and the guide lugs shown in FIG. 2.
- FIG. 8 is a section view taken from line8-8 in FIG. 1 showing the cooperation between the road wheels and the guide lugs shown in FIG. 2.
- FIG. 9 is a detail view taken from enclosure9 in FIG. 3 showing the nestable guide lugs.
- FIG. 1 shows a
typical traction band 10 which is installed on adefence vehicle 50. - The
traction band 10 is mounted around a plurality ofroad wheels 40, asprocket wheel 20 and atension wheel 30. When thetraction band 10 is ready for operation, it is maintained in tension by the plurality ofwheels road wheels 40 and in a substantially circular contact with thesprocket wheel 20 andtension wheels 30. - As illustrated in FIG. 2, a
typical traction band 10 is made from an endlesselastomeric body 120, reinforced by embedded materials having different physical properties and various shapes (not shown). The guide lugs 320, thetraction lugs 330 and theexterior profiles 210 are preferably repeated uniformly around the circumference of thetraction band 10 at aspecific pitch 130. Everyconsecutive pitches 130 are separated by athinner portion 110 acting as a hinge in order to facilitate the rotation of thetraction band 10 around thesprocket wheel 20 andtension 30 wheels. - The
guide lugs 320 are protuberances located on and extending away from the inner surface of thetraction band 10. As a whole, when viewed from a side view like in FIG. 5, they form some kind of a lateral wall around the circumference of thetraction band 10. As shown in FIGS. 6, 7 and 8, theguide lugs 320 engage inthroat spaces sprocket wheel 20, thetension wheel 30 and of the plurality ofroad wheels 40. The localization of the guide lugs 320 in thespaces traction band 10 during the normal mode of operation of thevehicle 50. - The guide lugs320 are preferably centered relative to the
central axis road wheels 40,tension wheel 30 andsprocket wheel 20. FIG. 8 showslateral gaps wheels traction band 10 to avoid interference as thewheels flat rolling portions 500 of theband 10. - The guide lugs320 are preferably located in the center of the
traction band 10, along its longitudinal direction. When theband 10 is rotating around thesprocket wheel 20 or thetension wheel 30, the guide lugs 320 get closer to each other, such that thefront 325 of oneguide lug 320 approaches the rear 315 of the its neighboringguide lug 320. To avoid interference between the front 325 and the rear 315 of successive guide lugs 320, prior art traction bands provide alongitudinal gap 510 of a certain dimension. - As seen in FIG. 3, the
flat rolling portions 500 extend longitudinally along the circumference of theband 10 and preferably, on each side of the guide lugs 320 and next to the traction lugs 330. The plurality ofroad wheels 40 ride on those flat rollingportions 500, which at that moment in the rotation of theband 10 support the weight of thevehicle 50. - It has been found that de-tracking occurrences can be significantly reduced when the guide lugs320 are designed with a particular geometrical shape. As shown in FIGS. 3, 4 and 5, the guide profiles 320 of the present invention are conceptualized in such a way that they maximize the guidance effect everywhere on the
traction band 10. - To achieve this goal, the guide lugs320 must offer the largest lateral support surfaces 327 to the
road wheels 40 and minimize the longitudinal gap (510 in FIGS. 2, 4 and 5) in order to provide a more continuous lateral wall than the prior art's bands, along the entire circumference of thetraction band 10. However, it is not possible to completely remove thelongitudinal gap 510, but the particular shape configuration of the guide lugs 320 allows to significantly reduce thisgap 510. The only requirement in determining thegap 510 is to avoid interference between two consecutive guide lugs 320 when rotating around the sprocket wheel 20 (shown in details in FIG. 5) or thetension wheel 30. - De-tracking usually occur when the guide lugs320 deform due to a high lateral load. In those instances, the top portions of the guide lugs 320 are moved away from their alignment with respect to the central axis (79 in FIG. 8) between each
split pair road wheels 40. As theband 10 continues to rotate, the laterally deformed guide lugs 320 interfere with one of thesplit wheels - In the present invention, shown into more details in FIGS. 3, 4,5 and 9, the guide lugs are radially divided in an
lower portion 345 and in atop portion 335. Thetop portion 335 comprises arear portion 570 and afront portion 590 which define areas repeated along the circumference of thetraction band 10, and which are designed to favor the cooperation between each consecutive guide lugs. - The
rear portion 570 hasrear edges rear edges recess area 580 which, in this preferred embodiment, is generated by twoangled sides bottom recess 575. Therecess area 580 is substantially a radially extending V-shaped groove. - The
front portion 590 preferably has a centralengaging edge 595. Twoangled surfaces 593, 594 taper from theengaging edge 595 toward the lateral support surfaces 327. Thefront portion 590 substantially has a radially extending tapered shape and preferably, a fin or sharpened shape. - Those
portions pitch 130 of theband 10, since they are located on each guide lugs 320. - As seen in FIG. 5, the
traction band 10 rotates around thesprocket wheel 20, but the same principles apply to the rotation of the band around thetension wheel 30. In the sprocket area, there is a transition between a linear motion 95 of thetrack 10, to acircular motion 97 when the band is in contact with thesprocket wheel 20, an then back to alinear motion 99. - For the
circular motion 97, the guide lugs 320 get closer to one another, and by having the front 590 andrear portion 570 of consecutive guide lugs 320 nested within each other, thelongitudinal gap 510 can be significantly diminished. In the nesting process, the engagingedge 595 engages in therear portion 570, without interference with therecess area 580. - When the
front portion 590 of oneguide lug 320 is nested in therear portion 570 of itsadjacent guide lug 320, thefront portion 590 is preferably oriented in a generally similar direction as the radially extending V-shaped groove of therear portion 570, such that acircumferential gap 585 is maintained between theengaging edge 595 and thebottom recess 575. - Many advantages are obtained by forming the
front portion 590 in a tapered shape: - 1. The
tapered front portion 590 facilitates the entry of the guide lugs 320 in thethroat spaces sprocket wheel 20, thetension wheel 30 and of the plurality ofroad wheels 40, with less risk of interference. - 2. The lateral forces generated by the friction between the
road wheels 40 and the prior art guide lugs produce a tendency to have thewheels 40 “climbing” on the guide lugs and cause de-tracking occurrences. With this invention, the tapered shapedfront portion 590 of the guide lugs 320 helps stop the climbing and facilitates the sliding of thewheels 40 down on the lateral support surfaces 327 and back on theflat rolling portions 500 of thetraction band 10. Therefore, the de-tracking events are significantly minimized. - Since the
top portion 335 of the guide lugs 320 has a generally triangular cross-section, and therefore contains less material than the prior art lugs, a maximized contact surface must still be maintained in order to offer the most continuous and laterally rigid wall to ensure proper guidance to thewheels lower portion 345 has been kept to its commonly known rectangular shape. A gradual transition is ensured between thetop portion 335 and thelower portion 345. - Although a preferred embodiment of the invention has been described in detail herein and illustrated in the accompanying figures, it is to be understood that the invention is not limited to this precise embodiment and that various changes and modifications may be effected therein without departing from the scope or spirit of the present invention.
Claims (7)
1. A traction band made from an elastomeric material for a vehicle having a plurality of wheels, said band being adapted to be mounted on said wheels, and comprising a longitudinal axis, an external surface for cooperation with a ground surface and an inner surface, said inner surface comprising a series of guide lugs for cooperation with said wheels, each said guide lug having a front portion and a rear portion with respect to said longitudinal axis, said front portion and said rear portion of the guide lugs being adapted to nest within each other when the traction band travels around some of said wheels, wherein each said guide lug has a radially extending upper portion and a radially extending lower portion, and wherein said upper portion of said front portion nests in said upper portion of said rear portion.
2 (currently cancelled)
3. A traction band as claimed in claim 1 , wherein said front portion has a tapered profile.
4. A traction band as claimed in claim 3 , wherein said rear portion of one of said guide lugs comprises a recess area for the nesting of said front portion from adjacent said guide lug when said band rotates around one of said wheels.
5. A traction band as claimed in claim 1 , wherein said upper portion of each said guide lug has a substantially triangular cross-section.
6. A traction band as claimed in claim 5 , wherein said lower portion of each said guide lug has a substantially rectangular cross-section.
7. A traction band as claimed in claim 6 , wherein there is a gradual transition between said lower portion and said upper portion.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/440,146 US6824229B1 (en) | 2003-05-19 | 2003-05-19 | Nestable guide lug for a traction band |
CA2429213A CA2429213C (en) | 2003-05-19 | 2003-05-20 | Nestable guide lug for a traction band |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/440,146 US6824229B1 (en) | 2003-05-19 | 2003-05-19 | Nestable guide lug for a traction band |
Publications (2)
Publication Number | Publication Date |
---|---|
US20040232765A1 true US20040232765A1 (en) | 2004-11-25 |
US6824229B1 US6824229B1 (en) | 2004-11-30 |
Family
ID=33449771
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/440,146 Expired - Lifetime US6824229B1 (en) | 2003-05-19 | 2003-05-19 | Nestable guide lug for a traction band |
Country Status (2)
Country | Link |
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US (1) | US6824229B1 (en) |
CA (1) | CA2429213C (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090195061A1 (en) * | 2008-02-04 | 2009-08-06 | Martin Bellemare | Endless track |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2936196A (en) * | 1956-09-08 | 1960-05-10 | Mecatec S A | Endless track for cross country vehicle |
US4650001A (en) * | 1985-11-12 | 1987-03-17 | Halliburton Company | Assembly for reducing the force applied to a slot and lug guide |
US5190363A (en) * | 1991-05-07 | 1993-03-02 | Deere & Company | Drive wheel for a belted track crawler |
US5316381A (en) * | 1992-11-13 | 1994-05-31 | Deere & Company | Tensioning and suspension system for a tracked vehicle |
US5320585A (en) * | 1989-11-06 | 1994-06-14 | Fukuyama Gomu Kogyo Kabushiki Kaisha | Endless track belt assembly |
US5363936A (en) * | 1983-12-20 | 1994-11-15 | Caterpillar Inc. | Frictionally driven belted work vehicle |
US5447365A (en) * | 1992-07-10 | 1995-09-05 | Bridgestone Corporation | Rubber track assembly |
US6000766A (en) * | 1996-06-25 | 1999-12-14 | Honda Giken Kogyo Kabushiki Kaisha | Crawler belt apparatus |
US6530626B1 (en) * | 1999-06-08 | 2003-03-11 | Soucy International Inc. | Field-repair device for a rubber-band track |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3888132A (en) * | 1974-05-15 | 1975-06-10 | Gates Rubber Co | Positive drive belt and system |
-
2003
- 2003-05-19 US US10/440,146 patent/US6824229B1/en not_active Expired - Lifetime
- 2003-05-20 CA CA2429213A patent/CA2429213C/en not_active Expired - Lifetime
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2936196A (en) * | 1956-09-08 | 1960-05-10 | Mecatec S A | Endless track for cross country vehicle |
US5363936A (en) * | 1983-12-20 | 1994-11-15 | Caterpillar Inc. | Frictionally driven belted work vehicle |
US4650001A (en) * | 1985-11-12 | 1987-03-17 | Halliburton Company | Assembly for reducing the force applied to a slot and lug guide |
US5320585A (en) * | 1989-11-06 | 1994-06-14 | Fukuyama Gomu Kogyo Kabushiki Kaisha | Endless track belt assembly |
US5190363A (en) * | 1991-05-07 | 1993-03-02 | Deere & Company | Drive wheel for a belted track crawler |
US5540489A (en) * | 1992-03-08 | 1996-07-30 | Bridgestone Corporation | Rubber track assembly |
US5447365A (en) * | 1992-07-10 | 1995-09-05 | Bridgestone Corporation | Rubber track assembly |
US5316381A (en) * | 1992-11-13 | 1994-05-31 | Deere & Company | Tensioning and suspension system for a tracked vehicle |
US6000766A (en) * | 1996-06-25 | 1999-12-14 | Honda Giken Kogyo Kabushiki Kaisha | Crawler belt apparatus |
US6530626B1 (en) * | 1999-06-08 | 2003-03-11 | Soucy International Inc. | Field-repair device for a rubber-band track |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090195061A1 (en) * | 2008-02-04 | 2009-08-06 | Martin Bellemare | Endless track |
US8033619B2 (en) * | 2008-04-02 | 2011-10-11 | Soucy International Inc. | Endless track |
Also Published As
Publication number | Publication date |
---|---|
CA2429213C (en) | 2011-01-11 |
CA2429213A1 (en) | 2004-11-19 |
US6824229B1 (en) | 2004-11-30 |
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