WO2020050783A2

WO2020050783A2 - Mechanism that allows adjusting the track width of land vehicles instantaneously

Info

Publication number: WO2020050783A2
Application number: PCT/TR2018/000126
Authority: WO
Inventors: Gizem EDDEN
Original assignee: Edden Gizem
Priority date: 2017-12-25
Filing date: 2018-12-25
Publication date: 2020-03-12
Also published as: TR201721585A2; WO2020050783A3

Abstract

The invention is related to a rim (1) embodiment which comprises mobile plate blocks (18) composed of drive plates (2) linked to each other and the rim (1), by means of plate motion components (3), with the purpose of changing the position of the rim (1) relative to the axle linkage clement (4).

Description

MECHANISM THAT ALLOWS ADJUSTING THE TRACK WIDTH OF LAND VEHICLES

INSTANTANEOUSLY Technical Field

The invention is related to a mechanism which allows adjusting the track width of the land vehicles which can move on wheels.

Prior Art

Track width is defined as the distance between the centers of the wheels that are located on the same axle . In order for track width to be mentioned vehicles need to be moving on wheels. For this reason, the track width is a defining term for land vehicles such as tractors, trucks, construction vehicles, cars, etc.

Track width is one of the important factors affecting road holding, especially for road vehicles. Vehicles having wider rear track width are prone to skidding from the front whereas vehicles having wider front track width are prone to skidding from the rear . The rear or front track width can be increased according to vehicle traction in order to enhance road holding at curves.

Use of the piece named (spacer) flange attached between the rim and the axle pin in order to increase the track width for road vehicles is known in the usual state of the art . Flanges allow for increasing the distance between the wheels at the length of the piece attached between them. However, flanges are not mechanisms which allow instantaneous increasing and decreasing of the track width. In order to increase the track width, the flange needs to be mounted to the vehicle by a technician and demounted by the technician manually, to reduce it to the same size again . In fact, the vehicle track width has greater importance for tractors and similar agricultural machinery compared to the other vehicles.

In the case that the plant needs to be cultivated by means of a tractor and the like, the track width of the tractor is an important factor . To give an example, if the front or back wheels of the tractor which are used to harvest potatoes are not suitable for the plant row spacing, the track width should be made suitable for row spacing. Otherwise, some of the crops will not be harvested while the crops picked from other areas get trampled upon, under the wheels of the tractor.

In this case, the tractor operator may need to change the track width of the tractor for different harvesting fields and conditions .

In the usual state of the art, this problem is aimed to be solved by using tractors which have different track widths for different fields . However, in this case, the farmer will need to keep or rent tractors having different track widths for each harvest field. This will increase operational costs for the farmer.

In fact, there are particular mechanisms and related operation modes which are used in order to change the track width of tractors in the prior art. However, they are not preferred since they are far from being user-friendly.

In order to make use of these systems, the vehicle needs to be stopped first and then modified by a technician or an expert with the purpose of changing the track width, When the user wishes to change the track width back, the process should be repeated by a technician once more. For example, the use of the flange application with different land vehicles explained above in detail can be used for tractors as well. In order for the flange to be able to be connected to the vehicle, it needs to be lifted and a spacer, which has a suitable size and structure for the distance between the rim and the axle pin, should be coupled.

In the patent application numbered US2008054714, a flange application is mentioned. In the related application, a disk which has been configured to be fixed on a wheel rim by means of a flange ring, a base, multiple primary fixing elements and several secondary fixing elements at various locations, has been described.

For the flange application, the tractor needs to be brought to an installation area and the track width needs to be changed by an expert technician. This creates a disadvantage in terms of cost and time.

On the other hand, adding another piece between the rim and the axle creates a significant disadvantage in terms of driving safety. Imperfect mounting or low-durability secondary material use may cause the connection between the rim and axle to be broken during driving.

Another solution that can be given as an example to the present technique is described in the patent application numbered US2003230444. Tn the application, an apparatus which enables changing the track width of vehicles is described. This apparatus is a front wheel assembly detachably attached to the front end of the vehicle in order to ease the adaptation of the vehicle to various environments. However, this assembly does not allow the track width of the vehicle to be changed instantaneously. Since the mentioned techniques do not allow the user to change the track width instantaneously, the user needs to change the track width by spending time and money. In order to eliminate the problem, the present technique provides systems that allow instantaneous change of the vehicle track width.

The patent application number US2011133416 can be given as an example to the systems in which the track width can be changed instantaneously. The related application describes an agricultural application machine that comprises a pair of wheels each of which has an integrated wheel supporting structure. Each wheel supporting structure is mounted to the chassis by a transverse support shaft mounted on a bearing block in a slidable manner. The roller bearing blocks provided enable the transversely separated wheels to be changed with minimum friction.

With the embodiment described in the patent number US2011133416, the user can change the vehicle track width instantaneously. However, the system subject to the invention that allows changing the track width for each axle has a rather complex structure. This increases the system costs and further, may cause more malfunctions in the system.

On the other hand, the embodiment described in the mentioned patent application would be impossible or rather challenging to mount onto the previously manufactured vehicles.

The patent applications numbered NL2009737 , WO2015090618, and US6139045 describe mechanisms which allow changing the track widths instantaneously, in a similar way. The mentioned embodiments operate on the principle that the axle of the vehicle can be extended and retracted telescopically. Since intervention to the vehicle axle is required, it causes problems in terms of driving safety and application costs . In a similar way, the systems described in patents numbered NL2009737, W02015090618, and US6139045 would be applicable to newly manufactured vehicles only. Application to a previously manufactured vehicle later would not be possible or would be costly.

The Problems the Invention Aims to Solve

The invention aims to change the track widths of wheeled vehicles instantaneously. This would allow for adjusting the driving features instantly, especially for road vehicles .

In a similar way, in the case that the application of the invention is applied to agricultural vehicles, for different harvesting fields and conditions; the user's

• obligation to have more than one agricultural vehicle will be eliminated,

• and the mounting-demounting procedures which cause loss of time and money due to the technician support will be avoided.

On the other hand, the embodiment which is subject to the application can be mounted not only to the newly manufactured vehicles but also the previously manufactured vehicles, with ease. Thus, it can be marketed for not only newly manufactured vehicles but also previously manufactured vehicles .

As distinct from the systems known in the prior art, the mechanism subject to the invention is designed as a simple structure. There is no need for conducting complex changes on the vehicle during the application of the mechanism to the vehicle. Thus, the application and maintenance costs of the embodiment of the invention will be reduced.

The user will only need to dismantle the existing rim of the vehicle and attach the rim described in the invention in order to connect the apparatus described in the application to a vehicle .

There is no need for connecting an external power source to the vehicle in order to operate the mechanism subject to the invention. The energy required to increase the track width is received from the action created during the movement of the vehicle. This will decrease the application costs and reduce operation cost by simplifying the system.

Description of the Figures

Figure 1. Perspective view of the rim which comprises drive plates,

Figure 2. The view of the drive plates and their view independent from the rim mounted with a plate motion component, Figure 3. Perspective view of the rim which comprises drive plates having minimal track width,

Figure 4. Perspective view of the rim which comprises drive plates, when the track width is changing,

Figure 5. Perspective view of the rim which comprises drive plates having maximum track width,

Figure 6. The view of the drive plates and their connection with the plate motion component,

Figure 7. The view of the rim mounted to the vehicle body by means of the motion element,

Figure 8. The view of the rim mounted to the vehicle body by means of the motion element from a different point of view,

Figure 9. The view of the rim mounted to the vehicle body by means of the motion element which comprises a shaft barrier element,

Figure 10. Perspective view of the threaded movement mechanism, Figure 11. Perspective view of the rim equipped with a motion element driven by the hydraulic component, Description of the Figure References

1. Rim 2. Drive plate

2.1. Primary drive plate

2.2. Secondary drive plate

3. Plate motion component

4. Axle linkage element

5. Rim connection plate

6. Vehicle body

7. Gear motion mechanism

7.1. Gear motion path

7.2. Mechanism body

7.3. Locking element

8. Rim driving gear

9. Rim driving shaft

10. Plate drive lever

11. Lever drive body

11.1. Lever connection element

12. Key way

13. Key

14. Shaft barrier piece

15. Hydraulic component

16. Motion transfer component for the lever drive body

17. Rim connection block

18. Mobile plate block Description of the Invention

The invention is related to a rim (1) embodiment which has mobile plate blocks (18) composed of drive plates (2) linked to each other and the rim (1) by means of plate motion components (3), with the purpose of changing the position of the rim (1) relative to the axle linkage element (4) .

According to a preferred embodiment of the invention, the drive pl ates (2) composing the mobile plate block (18) are peri phcrally connected to the axle linkage element (4) . With reference to Figure 2, the drive plates (2) are connected to the axle linkage element (4) by means of plate motion components

(3) .

In order for the pl ate blocks (18) to provide the movement of the rim (1) and in order to create the necessary support around the rim (1), the rim (1) can have at least two plate blocks

(18) .

In a preferred embodiment of the invention, 8 plate blocks (18) are positioned around the axle linkage element (4) . (Figure 1)

By means of the rim (1) that moves relative to the axle linkage element (4) via the movement of the drive plates (2), the track width of the vehicle can be changed without intervention to the vehicle axle. Thus, the hazards emerging from the intervention to the axle of the vehicle are eliminated.

With the embodiment subject to the invention, the axle is fixed by being connected to the axle linkage element (4) . In order to change the vehicle track width, the user will be able to move the rim (1) outwards and inwards according to the vehicle body (6) by means of the drive plates (2) without intervention to the axle and therefore the user can change the track width.

The motion element can be used in order to change the position of the rim (1) relative to the axle linkage element (4) . The motion element is linked with the drive plates (2) by means of various connection members .

The motion element acts on the drive plates (2), and enables the rim (1) to move towards the vehicle body (6) and reduces the track width of the vehicle. (Figure 5)

According to Figure 5, the drive plates (2) create a convex shape in the outward direction of the vehicle under the effect of the motion element and enable the rim (1) to move towards the vehicle body (6) .

In a slmilar way, when the user wishes to increase the track width of the vehicle, it acts on the drive plates (2) by means of the motion element and enables the rim (1) to move outwards from the vehicle body (6) .

In this case, the drive plates (2), under the effect of the motion element, create a convex shape in the inward direction of the vehicle and ensure that the rim (1) moves outwards in the direction of the vehicle body (6) .

The user will be able to adjust the track width of the vehicle by acting on the drive plates (2) by means of the motion element in the way that is suitable for the desired track width. Limited opening of the drive plates (2) in a particular direction will cause the rim (1) to change places on a limited scale and the track width will be changed to that extent .

In different applications of the invention, in order to provide the inward-outward movement of the rim (1) relative to the axle linkage element (4), various numbers of drive plates (2) , which have a plate motion component (3) between them, can be used.

Plate motion components (3) which are designed as one-piece with the drive plates (2) or as a separate piece can be used in different embodiments of the invention.

According to the preferred embodiment of the invention, the plate motion components (3) are in the form of hinges . By this means, the drive plates (2) can move relative to each other and other pieces they are connected with. According to the preferred embodiment of the invention, the total length of the mobile plate block (18) which is composed of the drive plates (2), connection members (3) and rim connection plates (5) will be longer than the inner radius of the rim (1) . (Figure 6) According to Figure 2, various numbers of primary drive plates

(2.1) are peripherally connected to the axle linkage element (4) by means of the plate motion components (3) . Each primary drive plate (2.1) is connected to the secondary drive plates (2.2) by means of the plate motion components (3) . Secondary drive plates (2.2) are connected to the connection plates (5) of the rim by means of the plate motion components (3) . The rim connection plates (5) are connected to the rim (1) by means of various connection methods.

According to an embodiment of the invention, the rim connection plates (5) are an inseparable part of the rim (1) (Figure 3) .

When the track width of the vehicle is desired to be reduced, the rim (1) is moved inwards to the vehicle body (6) while the axJ e linkage element (4) remains connected to the axle . In this case, the primary drive plate (2.1) and the secondary drive plate (2.2) will wind around the plate motion components (3) and move outwards from the vehicle body (6) .

When increasing the track width of the vehicle is desired, the rim (1) is moved outwards from the vehicle body (6) while the axle linkage element (4) remains connected to the axle. In this case, the primary drive plate (2.1) and the secondary drive plate (2.2) will wind around the plate motion components (3) and move inwards to the vehicle body (6) .

The movement of the rim (1) relative to the axle linkage element (4) can be provided by a motion element. The motion element can be driven in different ways in diverse applications of the invention. An electric motor, an internal combustion engine, the user's drive and hydraulic drive motion elements can be used in different applications of the invention. According to Figure 11, the movement of the drive plates (2) is provided by at least one hydraulic component (15). The movement created by the hydraulic component (15) is transferred to the drive plates (2) by means of various transfer elements.

In Figures 7 -10 , the motion element related to the preferred embodiment of the invention is described.

When the vehicle moves at a fixed track width, the gear motion path (7.1) and rim driving gear (8) of the gear motion mechanism (7) are not in contact. In this case, since the rim (1) will not move relative to the axle linkage element (4) the track width will not change.

In order to prevent the contact of the gear motion path (7.1) and the rim driving gear (8) during the movement of the vehicle, the gear motion mechanism (7) is equipped with a locking element (7.3). The locking element (7.3), holds the gear motion path (7.1) within the mechanism body (7.2) or near it.

When the locking element (7.3) is activated, the gear motion path (7.1) will move towards the rim driving gear (8) and enable the rim driving gear (8) to settle inside the gear motion path (7.1) in a mobile way.

According to the Figure 7, the gear motion path (7.1) has a circular piece structure which comprises threads suitable for tooth spaces between the rim driving gear (8) inside. For example it is in a ring shape. (Figure 9)

By positioning the rim driving gear (8) within the gear motion path (7.1), the movement of the rim (1) relative to the axle linkage element (4) is linked with the forward and backward movement of the vehicle. With the forward movement of the vehicle, the rim (1) can be moved in a direction relative to the axle linkage element (4) (for example, outwards from the vehicle body (6)) and with the backwards movement, the rim (1) can be moved in another direction relative to the axle linkage element (4) (for example, inwards to the vehicle body (6)) .

This allows for the track width to be adjusted from the position of the rim (1) relative to the axle linkage element (4), thereby, relative to the forward and backward movement of the vehicle, without the user employing any other drive element .

In order to prevent the contact of the Gear motion path (7.1) and the rim driving gear (8) during the movement of the vehicle, the locking element (7.3) can be activated by the user mechanically according to an embodiment of the invention. For example, the locking element (7.3) can be operated by the user by means of a lever.

According to different embodiments of the invention, the locking element (7.3) can be operated as being connected to various electronic control elements.

According to Figure 7, the rim driving gear (8) is linked to at least one rim driving shaft (9) . According to the preferred embodiment of the invention, the rim driving gear (8) is in one- piece with at least one rim driving shaft (9) .

With the movement of the vehicle, the rim driving gear (8) moving in circular motion within the gear motion path (7.1) provides circular motion on the rim driving shaft (9) .

The circular motion created on the rim driving shaft (9) changes the position of the motion transfer component for the lever drive body (16) thanks to the grooves on the same. When the position of the motion transfer component for the lever drive body (16) changes, the position of the lever drive body (11) which is linked to the same changes on the rim connecting block

(17) . According to Figure 9, the rim connecting block (17) is a piece which has the shape of a pipe and the lever drive body (11) moving on the block is formed in the shape of a union moving on a pipe.

The rim connecting block (17) explained in the description defines a part of the vehicle axle. In different applications of the invention, the rim connecting block (17) may define an external piece connected to the vehicle axle.

The forward and backward movement of the lever drive body (11) on the rim connecting block (17) carries the rim (1) inward and outward relative to the axle linkage element (4) and the vehicle body (6) .

With the purpose of preventing damage to the system and the vehicle as a result of the rim driving shaft (9) proceeding to operate with the vehicle movement after the vehicle track width reaches the maximum or the minimum, embodiments which will provide limited motion of the shaft motion transfer component (16) can be used.

According to an application of the invention, the rim driving shaft (9) comprises a limited number of grooves to allow for the movement of the motion transfer component for the lever drive body (16) on the shaft (9) up to a particular region.

Jn a similar way, the tooth on the gear motion path (7.1) can be limited in the way that they will not cover the entire inner surface, in order to limit the movement. In order to prevent the dislocation or rotation of the motion transfer component for the lever drive body (16) when the vehicle moves on a fixed track width, the motion transfer component for the lever drive body (16) is equipped with at least one shaft barrier piece (14) . The shaft moving due to causes such as the skidding or tremor of the vehicle may change the track width and cause the vehicle to crash.

According to Figure 9, the shaft barrier piece (14) is composed of two parts in the shape of a nut and prevents the movement of the motion transfer component for the 3 ever drive body (16) from both ends by fixating it.

In order to durably operate the system during the movement of the drive plates (2) on the axis of the plate connection members (3) and transfer the motion created by the motion element to the drive piates (2), at least two of the drive plates (2) are equipped with a plate drive lever (10) .

According to an embodiment of the invention, the plate drive levers (10) a re only l inked to the secondary drive plates (2.2) .

According to Figure 9, the plate drive levers (10) are connected to the lever drive body (11) by means of the lever connection elements (11.1) . Thus, the movement created on the lever drive body (31) can be transferred to the drive plates (2) by means of the plate drive levers (10).

According to an embodiment of the invention, the plate drive levers (30) comprise hydraulic members.

The movement of the lever drive body (11) on the rim connecting block (17) is provided by means of the key (13) positioned within at least on key way (12) .

Claims

1. A track width adjustment mechanism which comprises various numbers of wheels and various number of rims (1) to mount the mentioned wheels and which allows for instantaneous controlled adjustment of the vehicle track width without intervention to the axle and without changing the length of the axles connected to the rims (1), characterized in that it comprises;

• a rim (1) which has mobile plate blocks (18) composed of drive plates (2) that are linked to the rim (1) and to each other by means of plate motion components (3) , with the purpose of changing the position of the rim (1) relative to the axle linkage element (4) and

• a motion element which provides the motion of the rim (1) by acting on the drive plates (2) of the mentioned rim ( 1 ) .

2. Track width adjustment mechanism according to Claim 1, characterized in that it comprises drive plates (2) composing the mobile plate blocks (18) by being connected to the axle linkage element (4) peripherally.

3. Track width adjustment mechanism according to Claim 2, characterized in that it comprises drive plates (2) connected to the axle linkage element (4) by means of the plate motion components (3).

4. Track width adjustment mechanism according to Claim 2, characterized in that it comprises the rim (1) which has at least two plate blocks (18) in order to create the necessary support around the rim (1) and provide its movement .

5. Track width adjustment mechanism according to Claim 4, characterized by comprising a rim (1) which has 8 plate blocks (18) positioned around the axle linkage element (4) .

6. Track width adjustment mechanism according to Claim 1, characterized by comprising a motion element linked to the drive plates (2) by means of various connection members.

7. Track width adjustment mechanism according to any one of the above claims, characterized by comprising plate motion components (3) designed as a separate piece or as a monolithic piece with the drive plates (2) .

8. Track width adjustment mechanism according to Claim 1, characterized by the total length of the mobile plate block (18) which is composed of drive plates (2), connection members (3) and rim connection plates (5) to be longer than the inner radius of the rim (1) .

9. Track width adjustment mechanism according to any one of the above claims, characterized by a plate block (18) composed of two drive plates (2) being the primary drive plate (2.1) and the secondary drive plate (2.2), linked to each other by means of the plate motion components (3) and to the axle linkage element (4) by means of the rim connection plates

(5) .

10. Track width adjustment mechanism according to any one of the preceding claims, characterized by rim connection plates (5) which are inseparable from the rim (1).

11. Track width adjustment mechanism according to Claim 1, characterized by a motion element which moves the rim (1) in the way to increase Track width of the vehicle by means of the drive plates (2), with the movement of the vehicle in a particular direction; and moves the rim (1) in the way to reduce the track width by means of the drive plates (2), with the movement of the vehicle in the opposite direction.

12 . Track width adjustment mechanism according to Claim 11, characterized by a motion element which is driven by a hydraulic component (15) .

13. The track width adjustment mechanism according to Claim 11, characterized by a motion element equipped with a locking element (7.3) which releases the motion element with the intervention of the user or when the vehicle stops, and fixes the track width of the vehicle by locking the motion element with or without the intervention of the user during the movement of the vehicle.

14. Track width adjustment mechanism according to Claim 13, characterized by a locking element (7.3) which can be activated mechanically.

15. Track width adjustment mechanism according to Claim 14, characterized by a locking element (7.3) which can be operated by the user by means of a lever.

16. Track width adjustment mechanism according to Claim 13, characterized by a locking element (7.3) which can be operated as being connected to the electronic control elements .

17. Track width adjustment mechanism according to Claim 13, characterized by a locking element (7.3) inside the gear motion mechanism (7), in order to prevent contact between the gear motion path (7.1) and the rim driving gear (8) during the movement of the vehicle.

18. Track width adjustment mechanism according to Claim 17, characterized by a locking element (7.3) which holds the gear motion path (7.1) within the mechanism body (7.2) or near it and when it is released, enables the gear motion path (7.1) to move towards the rim driving gear (8) and enables the rim driving gear (8) to settle in the gear motion path (7.1) in the way to be able to move .

19. Track width adjustment mechanism according to Claim 17 or 18, characterized by a circular gear motion path (7.1) having threads therein suitable to tooth spaces of the rim driving gear (8) .

20. Track width adjustment mechanism according to Claim 11, characterized by;

• the gear motion path (7.1) and the rim driving gear (8) be.long.ing to the gear motion mechanism (7) which do not contact each other during the movement of the vehicle that has fixed track width,

• the drive shaft (9) linked to the driving dear (9), which moves along with the movement of the rim driving gear (8) that moves in a circular motion inside the gear motion path (7.1) ,

• motion transfer component for the lever drive body (16) which can be moved by the motion created on the rim driving shaft (9),

• a lever drive body (11) which can change positions on the rim connecting block (17) as the position of the motion transfer component for the lever drive body (16) changes,

• a pl ate drive lever (10) connected to the lever drive body (11) by means of the lever connection elements (11.1) on one side and linked to at least two of the drive plates (2) on the other side.

21. Track width adjustment mechanism according to Claim 20, characterized by; • a motion transfer component for the lever drive body (16) which has a limited number of grooves to allow the movement up to a particular region on the shaft (9) with the purpose of preventing damage to the system and the vehicle, as a result of the rim driving shaft (9) proceeding with the movement of the vehicle after the track width reaches a maximum or minimum width, and

• a gear motion path (7.1) equipped with a limited number of threads such that it will not cover the entire inner surface .

22 . Track width adjustment mechanism according to Claim 20, characterized in by a motion transfer component for the lever drive body (16) which is equipped with at least one shaft barrier piece (14) in order to prevent the dislocation or rotation of the motion transfer component of the lever drive body (16) during the movement on a fixed track width.

23. A method related to the operation of the track width adjustment mechanism which comprises various numbers of wheels and various number of rims (1) to mount the mentioned wheels and which allows instantaneous controlled adjustment of the vehicle track width without intervention to the axle and without changing the length of the axles connected to the rims (1) , characterized by the following procedure steps of;

• the motion element acts on the drive plates (2) and enables the rim (1) to move towards the vehicle body (6), thus decreasing the track width of the vehicle, and

• the motion element acts on the drive plates (2) and enables the rim (1) to move outwards from the vehicle body (6), thus increasing the track width of the vehicle .

24. A method related to the operation of the track width adjustment mechanism according to Claim 23, characterized by the following procedure steps;

• the drive plates (2) create a convex shape in the outward direction of the vehicle under the effect of the motion element and enable the rim (1) to move towards the vehicle body (6), and

• the drive plates (2) create a convex shape in the inward direction of the vehicle under the effect of the motion element and enable the rim (1) to move outward from the vehicle body (6) .

25 . A method related to the operation of the track width adjustment mechanism according to Claim 23 or 24, characterized by the following procedure steps;

• winding the primary drive plate (2.1) and the secondary drive plate (2.2) around the plate motion components (3) and moving them outwards from the vehicle body (6), in order to move the rim (1) inwards into the vehicle body (6) while the axle linkage element (4) remains connected to the axle and stays at the same length in order to reduce the track width of the vehicle, and

• winding the primary drive plate (2.1) and the secondary drive plate (2.2) around the plate motion components (3) and moving them inwards to the vehicle body (6), to move the rim (1) outwards from the vehicle body (6) while the axle linkage element (4) remains connected to the axle and stays at the same length in order to increase the track width of the vehicle .