DYNAMIC TENSIONER LOCKING DEVICE FOR A TRACK SYSTEM AND METHOD THEREOF

Abstract

A track system comprising a dynamic tensioning device located between an idler wheel and the support frame as to apply proper tension in the track. The dynamic tensioning device is adapted to block at its current length upon the occurrence of a determined condition. The dynamic tensioner is adapted to substantially maintain its length when an acceleration and or deceleration of the track system reaches a predetermined value. For instance, such characteristic is relevant in an event of emergency braking. A dynamic tensioner would become contracted and the tension in the endless track would become too low. A low tension could cause the endless track to ratchet.

Claims

1-21. (canceled)

22. A method for controlling a tension in an endless track disposed around a plurality of wheels pivotally mounted on a support frame of a track system, the track system being operatively mounted to a vehicle, at least one of the plurality of wheels being operatively mounted to a dynamic tensioner, the dynamic tensioner being operatively mounted on the support frame, the method comprising the step of substantially maintaining the length of the dynamic tensioner when an acceleration of the track system reaches a predetermined value.

23. The method of claim 22, wherein the method further comprises determining the acceleration of the track system.

24. The method of claim 23, wherein the method further comprises providing a signal to the dynamic tensioner if the acceleration reaches the predetermined value for substantially maintaining the length of the dynamic tensioner.

25. The method of claim 23, wherein the method further comprises: limiting a flow between a fluid-based suspension element and a reservoir for substantially maintaining the length of the dynamic tensioner if the acceleration reaches the predetermined value; allowing a flow between the fluid-based suspension element and the reservoir for allowing variation of the length of the dynamic tensioner if the acceleration is below the predetermined value.

26. The method of claim 23, wherein the method further comprises: adding fluid in the reservoir for increasing track tension if the acceleration reaches the predetermined value; removing fluid in the reservoir for allowing variation of the length of the dynamic tensioner if the acceleration is below the predetermined value.

27. The method of claim 22, wherein the method further comprises obtaining the signal from an accelerometer.

28. The method of claim 22, wherein the method further comprises engaging a switch to generate the signal.

29. The method of claim 24, wherein the method further comprises: limiting a flow between a fluid-based suspension element and a reservoir for substantially maintaining the length of the dynamic tensioner if the acceleration reaches the predetermined value; allowing a flow between the fluid-based suspension element and the reservoir for allowing variation of the length of the dynamic tensioner if the acceleration is below the predetermined value.

30. The method of claim 23, wherein the method further comprises obtaining the signal from an accelerometer.

31. The method of claim 24, wherein the method further comprises obtaining the signal from an accelerometer.

32. The method of claim 23, wherein the method further comprises engaging a switch to generate the signal.

33. The method of claim 24, wherein the method further comprises engaging a switch to generate the signal.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The above and other aspects, features and advantages of the invention will become more readily apparent from the following description, reference being made to the accompanying drawings in which:

[0043] FIG. 1 is a perspective view of a vehicle having mounted thereto four track systems in accordance with the principles to the present invention.

[0044] FIG. 2 is a perspective view of one of the track system of FIG. 1.

[0045] FIG. 3 is a side view of the track system of FIG. 2.

[0046] FIG. 4 is a side view of the track system of FIG. 2.

[0047] FIG. 5 is a side view of another embodiment of a track system in accordance with the principles to the present invention, without the endless traction band having the dynamic tensioner locking device installed thereto.

[0048] FIG. 6A-F is a schematic view of an exemplary dynamic tensioner locking device for a track system in accordance with the principles to the present invention.

[0049] FIG. 7 is a schematic view of an exemplary functioning of the dynamic tensioner locking device.

[0050] FIG. 8 is a close up view of another embodiment of a track system in accordance with the principles to the present invention, having the dynamic tensioner locking device installed thereto.

[0051] FIG. 9 is a side view of another embodiment of a track system in accordance with the principles to the present invention, having the dynamic tensioner locking device installed thereto.

[0052] FIG. 10 is a schematic view of another embodiment of the dynamic tensioner device in accordance with the principle of the present invention.

[0053] FIG. 11 is a schematic view of another embodiment of the dynamic tensioner device in accordance with the principle of the present invention.

[0054] FIG. 12 is a schematic view of another embodiment of the dynamic tensioner device in accordance with the principle of the present invention.

[0055] FIG. 13 is a schematic view of another embodiment of the dynamic tensioner device in accordance with the principle of the present invention.

[0056] FIG. 14 is a schematic view of another embodiment of the dynamic tensioner device in accordance with the principle of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0057] A novel dynamic tensioner locking device for a track system will be described hereinafter. Although the invention is described in terms of specific illustrative embodiments, it is to be understood that the embodiments described herein are by way of example only and that the scope of the invention is not intended to be limited thereby.

[0058] Referring first to FIG. 1, a typical embodiment of an endless track system 20 is shown. The FIG. 1 shows four (4) endless track systems each mounted to a vehicle 10. The vehicle 10 is a front-loader typically used in the area of construction. The track systems 20 are used to replace the wheels which are typically used on such vehicle 10.

[0059] Referring now to FIGS. 2 and 3, a typical embodiment of an endless track system 20 is shown. In such a typical endless track system, the track system 20 comprises a drive wheel 22 configured to be mounted to the axle (not shown) of the vehicle 10. The drive wheel 22 defines a rotation axis 23 about which it rotates. The drive wheel 22 comprises, along its periphery 24, a plurality of evenly disposed sprocket teeth 26 configured to engage drive lugs (not shown) located on the inner surface 30 of the traction band 28. In the present embodiment, the drive wheel 22 is a sprocket wheel.

[0060] The track system 20 typically comprises a frame assembly 34 pivotally mounted to the drive wheel 22. In the present example of endless track system, the frame assembly 34 is pivotally mounted to the drive wheel 22. Understandably, in other embodiments, the frame assembly 34 could be configured to be mounted to the vehicle 10 using other mounting method, such as replacing the final drive or mounting the track system on a free rotating shaft of the vehicle. In yet other embodiments, the frame assembly 34 may comprise an attachment frame or assembly 90 configured to secure the frame assembly 34 to the vehicle 10.

[0061] Typically, the endless track system 20 comprises at least one idler wheel which is pivotally mounted with regard to the frame assembly 34. In the present example, a front pivoting point 40 defines a rotation axis 41 while a rear pivoting point 42 defines a rotation axis 43. As best shown in FIG. 3, the rotation axis 41 is longitudinally located in front of the drive wheel rotation axis 23 while the rotation axis 43 is located longitudinally behind the drive wheel rotation axis 23.

[0062] In other embodiment, the idler wheel 44 may be pivotally mounted on a tandem structure with one or more road wheels 46 or 50, which tandem structure is pivots with regard to the frame assembly 34.

[0063] The track system 20 also comprises a traction band or endless belt 28 disposed about the drive wheel 22, the idler wheels 44 and 48 and the road wheels 46 and 50. The traction band 28 is typically made from reinforced elastomeric material and comprises an inner wheel-engaging surface 30 and an outer ground-engaging surface 32.

[0064] Though not shown in the figures, the outer surface 32 of the traction band 28 typically comprises traction lugs configured to engage the terrain over which the track system 20 is operated.

[0065] Now referring to FIG. 5, an example of a tracked vehicle having a dynamic tensioner locking device 200 operatively connected to an idler wheel 48 and to the frame assembly 134 is shown. A typical tensioner device is generally embodied as a damper or cylinder which ensures that the displacement of the idler wheel with regard to the frame assembly is limited or allows re-positioning of the idler wheel in a position to provide tension in the endless track within a range of predetermined values.

[0066] Now referring to FIGS. 6 and 7, an embodiment of a dynamic tensioner locking device 200 for a track system is shown at various time of an event of inertial force, such as a hard braking event. It shall be understood that the FIGS. 6 and 7 are schematic diagram and that certain components were removed for the sake of clarity. The dynamic tensioner locking device 200 of this embodiment preferably comprises a cylinder 206. The cylinder typically comprises a plunger or piston 208 hermetically or sealingly inserted in a chamber 210. The cylinder is in fluid communication with a fluid reservoir or accumulator 204 using any connecting member such as a conduit 224. The connecting member 224, the interior chamber, or compression chamber 210 and the reservoir 232 comprise a liquid fluid, such as oil, and a compressible gas fluid, such as nitrogen (N.sub.2). The piston 208 is slidingly engaged with an interior surface of the chamber 210. Understandably, any other type of fluid-based suspension element may be used without departing from the principles of the present invention.

[0067] As the force on the tensioning device 200 is increased, the piston 208 moves toward a closed opening of the cylinder, the liquid fluid is pushed in the connecting member 224 and the reservoir 232. The portion between the piston 208 and the closed end of the cylinder is known as the compression chamber 210. As the piston 208 is pushed in the cylinder 206, the taken volume of the piston is pushed in the reservoir. As a result, the fluid reservoir 204 is typically provided to act as a spring by receiving the fluid in excess.

[0068] Thus, the reservoir chamber 204 acts as an accumulator that accepts excess tensioning fluid upon compression of the tensioner 212. The fluid is then returned to the compression chamber 210 upon expansion of the tensioner piston 208. Although the illustrated reservoir chamber 204 is defined by a separate structure from the main tensioner body 202 (a round reservoir, in this instance), in other arrangements the reservoir 204 and tensioner body 202 may share common structural components. Furthermore, other suitable compensation mechanisms may also be used.

[0069] In the illustrated arrangement, the reservoir chamber 204 comprises two types of fluid, such as, but not limited to, hydraulic oil and nitrogen. The connecting member conduit 224 comprises an inertial blocking mechanism 228, such as an inertial valve 228. The inertial blocking mechanism blocks or at least limits the flow of the fluid upon an inertial event, such as hard braking. Understandably, any inertial blocking mechanism allowing the tension to be maintained may be used. Typically, an inertial valve 228 comprising a valve body 214, an inertia actuator 216, and a biasing member 218 operatively biasing the inertia actuator 216 in an initial and inoperative position.

[0070] The inertia actuator may be embodied as a ball or elongated member 216, preferably made from metallic material to impart a significant mass to the inertia actuator. Understandably any type of suitable inertial valve configured to block or limit the flow of a fluid upon occurrence of a selected force could be used without departing from the principle of the present invention.

[0071] Also, the dynamic tensioner 200 is typically configured to block or substantially reduce the flow at a predetermined offload or force. In operation, when an inertial force is applied, the inertial actuator 216 completely or partially moves across the connecting member, thus blocking or limiting the flow between the reservoir and the chamber. As a result of the flow of the liquid fluid being blocked, the piston 208 may not further move within the chamber as the compressibility of the fluid liquid is very low or null. As a result of the flow of the liquid fluid being limited, the movement of the piston 208 within the chamber is slowed or stopped. On the other end, the piston 208 is pushed and moves the fluid by the force applied on the idler wheel as a result of a braking event. At this point, the length of the tensioner remains generally locked or constant as to prevent the idler wheel to move inwardly within the track system or slow down the inward movement of the idler wheel.

[0072] Broadly, the tensioner 212 provides movement between the idler wheel and the frame of the track system. Such movement is useful to maintain the tension of the track upon crossing obstacle and uneven terrain and/or ingesting debris. In some embodiments having suspension elements, the movement between the idler wheel and the frame limits tension variation when components are moving. The locking of the tensioner occurs only upon triggering of the inertial valve. Typically, the tensioner shall be blocked when a hard braking event occurs. It should be noted that the floating piston may be replaced by other suitable separating structures (such as a flexible diaphragm, for example). Furthermore, a reservoir sealing cap desirably includes a valve (not shown) which allows the pressure within the reservoir chamber 204 to be adjusted. In some arrangements, the gaseous fluid component, i.e. the nitrogen 230, may be replaced by an alternative compressible material, such as a member formed of compressible closed-cell foam, for example.

[0073] Now referring to FIG. 6A, a schematic representation of the dynamic tensioner locking device 200 for a track system is shown at an initial tension level. In operation, in response to terrain variations or the presence of obstacles, the piston 226 is allowed to move within the cylinder thus slightly decreasing the tension applied to the endless track (FIGS. 6A-C). FIGS. 6B and 6C illustrate the event where the piston is further moved within the cylinder. Likewise, when the terrain conditions are back to normal, the piston returns to its initial position (FIG. 6D).

[0074] Upon occurrence of a triggered inertial event, such as the braking, or deceleration of the vehicle, the actuator, such as the ball 216, laterally move in the conduit to interrupt the fluid flow path (FIGS. 6E-F). Thus, as the liquid fluid is trapped between the cylinder and the actuator, any movement of the piston 226 in the cylinder 206 is impossible or limited.

[0075] Now referring to FIG. 8, another embodiment of a dynamic tensioner locking device for a track system using a solenoid valve 316 is shown. In such an embodiment, the dynamic tensioner locking device comprises an actuator 310 and a fluid tank also referred to as an accumulator 304 operatively connected via a conduit or fluid flow path 312. An solenoid valve 316 is configured to be closed upon activation from a signal from the inertial event. Typically, the solenoid valve shall be closed based on the braking signals generated by a braking pedal or any other braking mechanism. The closing of the solenoid valve interrupts or reduces the fluid connection between the accumulator and the chamber of the cylinder.

[0076] The dynamic tensioner locking device for a track system may further comprise one or more pressure sensors monitoring the fluid pressure within various portions of the fluid reservoir.

[0077] Now referring to FIG. 10, another embodiment of the dynamic tensioner system is illustrated. The system 500 comprises the accumulator, or reservoir 501 fluidly connected to the damping element or cylinder 502. An active fluid control mean 503, such as a solenoid valve, is adapted to either allow or completely block the flow of fluid between the reservoir 501 and the cylinder 502 as to limit, preferably forbid, movement of the piston inside the cylinder. Optionally, a mean or mechanism adapted to allow flow of fluid at a predetermined pressure, such as relief valve 504, may be fluidly connected to the reservoir and to the piston. When the pressure in the system reaches a given threshold, the relief valve 504 is adapted to relieve pressure to avoid system failure or damaging the equipment. The active flow control mean, such as, but not limited to, a solenoid, may be controlled by a controller which receive a signal from any mechanism, such as, but not limited to a brake pedal switch, an accelerometer, one or more sensor or any other switch.

[0078] Now referring to FIG. 11 representing a variation to the embodiment illustrated in FIG. 10. In this case, the active fluid control mean 505 is adapted to provide increased control or granularity of the flow of fluid. Further to totally blocking the flow, the valve 505 is able to allow a reduced flow rate by moving from a fully opened position to a partially opened or partially closed position. Understandably, the valve 505 may be adapted to move in a plurality of positions to offer greater control over the flow rate. This embodiment may further comprise a pressure relief valve 504 in the case the pressure in the system is too high.

[0079] Referring now to FIG. 12 representing a similar embodiment where the solenoid valve is replaced by an inertial valve 506. Such valve comprises a ball, or cylinder or the likes that is able to move in order to block or limit the flow of fluid between the reservoir 501 and the cylinder 502. In a situation where the track system speed is changing, the ball tends to remain at its current speed. For instance, if the vehicle is braking, the speed of the whole system 500 will diminish, but the ball, by its inertia, will temporarily remain at its original speed. The ball will thus move forward, pushed or moved by decelerating force 511, with regards to the track system as to intersect and block the fluid path and thus limit the piston's movement inside the cylinder 502. It may also be necessary for such an embodiment to include a pressure relief valve 504 to avoid excessive pressure that may damage the system.

[0080] Now referring to FIG. 13 that represents a variation of the embodiment of FIG. 12. In this case, the inertial valve 506 is able to provide two or more flow rate values. The ball or cylinder comprised in the valve 506 is able to move in one or more positions between the fully opened position and the fully closed position when a force 511 is applied on the inertial valve. As explained above, the force may come from deceleration or other event. It may be also necessary for this embodiment to comprise a pressure relief valve 504 to avoid excessive pressure that may damage the system.

[0081] Another embodiment is schematically illustrated in FIG. 14. In this case, the system 500 may further comprise a manifold 509 and a hydraulic pump 510. The combination thereof is adapted to add or remove fluid from the system to either harden or soften the tensioner 502. An increased tension in the track system aims at further limiting the ratcheting of the track while braking. The system may also comprise an analogical sensor 508 adapted to trigger the hydraulic pump 510 when necessary. The system is provided with the solenoid valve, but any other valve such as the inertial valve may be used.

[0082] Now referring to all figures illustrating embodiments using a solenoid valve. The solenoid valve may be triggered from a plurality of mechanisms. For instance, a switch may be operatively connected to the brake pedal of the vehicle. In another embodiment, the switch may be installed inside the vehicle's cabin and within hand reach of the operator so he can activate the valve in an emergency braking situation. Furthermore, an accelerometer may be operatively connected to the solenoid valve to trigger the latter when acceleration reaches a given threshold. An inertial system may also be used. Such system may comprise an element that is free to move with regards to the vehicle. Upon acceleration, said element will trigger the solenoid. Understandably, any other system adapted to detect a change of speed of a vehicle may be used to trigger the valve.

[0083] According to one embodiment, an external control system may actively or automatically controls the position of the idler wheel 320 and thus a tension of the track. Furthermore, the track tensioning system of the present invention may employ a manual controller that provides a drive command to the idler wheel for manually establishing, for example, a high and/or a low tension or the track. As such, in an active control embodiment, an external control system would block or lock the variable tensioner to limit is variation in response to a selected event. For instance, the external system could be configured to actuate the dynamic tensioning function upon braking of the vehicle.

[0084] Understandably, the dynamic tensioner locking device for a track system may function on a variety of different track system as long as the tension is controlled by the movement of a wheel. As such, the dynamic tensioner locking device for a track system could be installed on a split frame track system as shown in FIG. 9. Other embodiment could also be configured for various frame assembly without departing from the principles of the present invention.

[0085] Still referring to FIG. 8, in case of a braking event, the valve closes. In the closed condition, either the flow stops or barely circulates as to prevent, or limit, the track tensioner to compress. The objective is to prevent the endless track to ratchet by keeping the endless track perimeter equal or shorter than the track system perimeter.

[0086] The valve may close either when an electric signal is sent by the operator in a braking event or upon movement of an inertial device, such as a ball. Also, the electric signal may also be triggered by an inertial device.

[0087] While illustrative and presently preferred embodiments of the invention have 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.