Tracked vehicle

Abstract

A tracked vehicle including a frame, a first track assembly mounted to a first side of the frame and a second track assembly mounted to a second side of the frame is disclosed. Each track assembly includes a track, and a track-engaging assembly including a plurality of wheels that are configured to drive a track around the corresponding track-engaging assembly. A suspension system operably couples at least the drive wheel and the main idler wheel of each track assembly to the frame to allow displacement each of the drive wheel and the main idler wheel relative to the frame, relative to a neutral position of the wheels relative to the frame. The suspension system is configured such that the displacement of the drive wheel is independent of the displacement of the main idler wheel, and / or any other one of the plurality of wheels of the track-engaging assembly, and vice versa.

Description

TRACKED VEHICLECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Application No. 63 / 620,912, filed January 15, 2024, the content of which is hereby incorporated by reference in its entirety.FIELD

[0002] This invention relates to tracked vehicles designed to travel on various terrains, including rugged terrain and, in particular, to a track system for use in tracked vehicles of this nature.BACKGROUND

[0003] Certain vehicles maybe equipped with track systems to enhance their traction on soft, slippery and / or irregular ground. One type of tracked vehicle is a tracked utility vehicle, sometimes referred to as a “tracked carrier” or “tracked equipment carrier”. Track systems for these types of vehicles typically include a track-engaging assembly that is configured for coupling to the frame of the vehicle, and a track that is driven around the track -engaging assembly for providing traction to the vehicle as it moves across a terrain or surface. The track-engaging assembly may include a frame, track -contacting wheels, and a tensioner for tensioning the track. The track system is typically designed taking into consideration how, where, and when the vehicle will be used (e.g. off-road conditions, forestry sites, etc.).

[0004] In some conventional track systems for heavy vehicles, the overall shape of the track established by the track system is trapezoidal where the driving wheel and the primary idler wheel of the track system do not support any weight of the vehicle on the ground. Instead, the weight of the vehicle is supported by secondary wheels that are arranged intermediate the driving wheel and primary idler wheel and which are arranged along a different, lower plane than the driving wheel and primary idler wheel. Such an arrangement of wheels within the track-engaging assembly results in a wheel configuration that creates a trapezoidal -shaped track system. In some instances, this configuration may negatively affect the overall durability of the track, as well as the overall durability and / or efficiency of the vehicle as a whole.

[0005] By way of another example, in some conventional track systems for heavy vehicles, a suspension system is provided to allow movement between weight-supporting wheels of the track system and the frame of the track system. However, conventional suspension systems tend to have differentbehaviors depending on the direction of motion of the vehicle (e.g. forward motion or rearward motion) and, therefore, do not provide consistent results for the entire range of operation of the vehicle.

[0006] By way of another example, in some conventional track systems for heavy vehicles, in order to reduce weight and costs, the suspension system comprises suspension parts that attach only limited groups of weight-supporting wheels of the track system to the frame so that the suspension is only provided to only some of the wheels of the track system. These systems are prone to vibrate and often transfer impacts encountered by the vehicle directly to the vehicle and to the operator when the traveling speed of the vehicle increases. These types of suspension systems often limit the overall maximum speed of travel of the vehicle to about 10 km / h to 13 km / h (depending on the particular model / size of the vehicle) because the stability, comfort and overall integrity of these vehicles is at risk when operating at higher speeds.

[0007] Maintenance of tracked vehicles is another important issue to consider for vehicles of this nature as the amount of time that a vehicle is out of commission to attend to regular and / or required maintenance can negatively impact the overall costs associated with an operation where the tacked vehicle is in use. Therefore, tracked vehicles that allow for ease of maintenance are desirable.

[0008] Additionally, in traditional or conventionally operated tracked vehicles the interconnection between various systems and controls within the vehicle are limited to a mechanical coupling and / or connection that are controlled by the driver or operator. As vehicles transition to be increasingly software controlled, there is a need to improved control systems associated with different mechanical systems of the vehicle to allow for improved overall performance, for instance while operating under certain conditions, as well as overall improved safety of the vehicle while in use.

[0009] Accordingly, for these and other reasons, improvements in track systems of vehicles would be welcomed.SUMMARY

[0010] According to a broad aspect of the present disclosure there is provided a tracked vehicle comprising a frame, a first track assembly mounted to a first lateral side of the frame, and a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side. The first track assembly and the second track assembly each, independently, provide traction to the tracked vehicle for moving the tracked vehicle across a surface. Each one of the first track assembly and the second track assembly, independently, comprises a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly, each track-engaging assembly comprising a plurality ofwheels including: a drive wheel, a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. Each one of the drive wheel, the main idler wheel and the one or more intermediate idler wheels is configured to support at least a portion of the weight of the vehicle. A suspension system operably couples at least the drive wheel and the main idler wheel, independently, to the frame such that each one of the drive wheel and the main idler wheel , independently, is configured for displacement relative to the frame, relative to a neutral position of each one of the drive wheel and the main idler wheel relative to the frame, by a distance measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the track -engaging assembly such that the displacement of the drive wheel is independent to the displacement of the main idler wheel, and vice versa.

[0011] In some embodiments, the drive wheel and the main idler wheel are arranged at opposite longitudinal ends of the track -engaging assembly.

[0012] In some embodiments, the suspension system is configured such that at least the drive wheel and the main idler wheel, independently, is coupled to the frame via: (i) a wheel coupling arm having a frame coupling end connected to the frame and a wheel coupling end operably coupled to a corresponding one of the drive wheel and the main idler wheel, and (ii) a suspension wheel displacementeffector configured for effecting rotation of the wheel coupling arm relative to the frame to effect displacement of the corresponding one of the drive wheel and main idler wheel relative to the frame.

[0013] In some embodiments, the suspension wheel displacement-effector comprises a suspension cylinder including a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing, wherein one of the cylinder housing and the piston rod is operably coupled to the frame and the other one of the cylinder housing and the piston rod is operably coupled to the respective one of the drive wheel and the main idler wheel such that relative movement between the cylinder housing and the piston rod effects displacement of the respective one of the drive wheel and the main idler wheel relative to the frame.

[0014] In some embodiments, the wheel coupling arm connecting the drive wheel to the frame is a drive wheel coupling arm, the frame coupling end of the drive wheel coupling arm is pivotally connected to the frame such that the drive wheel coupling arm is disposed for rotation, relative to the frame, about a drive wheel coupling arm axis of rotation that extends transverse to the longitudinal axis of the track -engaging assembly; the wheel coupling end of the drive wheel coupling arm is operably coupled to the main drive wheel such that the drive wheel is disposed for rotation about a drive wheel axis ofrotation that extends transverse to the longitudinal axis of the track engaging assembly; and the operable coupling of the piston rod of the suspension cylinder to the drive wheel is such that application of an upwards force acting against the drive wheel effects retraction of the piston rod into the cylinder housing in response to rotation of the drive wheel coupling arm around the drive wheel coupling arm axis of rotation with effect that the drive wheel is displaced relative to the frame, relative to the neutral position of the drive wheel.

[0015] In some embodiments, the wheel coupling arm connecting the main idler wheel to the frame is a main idler wheel coupling arm; the frame coupling end of the main idler wheel coupling arm is pivotally connected to the frame such that the main idler wheel coupling arm is disposed for rotation, relative to the frame, about a main idler wheel coupling arm axis of rotation that extends transverse to the longitudinal axis of the track-engaging assembly; the wheel coupling end of the main idler wheel coupling arm is operably coupled to the main idler wheel such that the main idler wheel is disposed for rotation about a main idler wheel axis of rotation that extends transverses to the longitudinal axis of the track engaging assembly; and the operable coupling of the piston rod of the suspension cylinder to the main idler wheel is such that application of an upwards force acting against the main idler wheel effects retraction of the piston rod into the cylinder housing in response to rotation of the main idler wheel coupling arm about the main idler wheel coupling arm axis of rotation with effect that the main idler wheel is displaced relative to the frame, relative to the neutral position of the main idler wheel.

[0016] In some embodiments, the drive wheel coupling arm is connected to the frame such that the drive wheel coupling arm axis of rotation extends in a plane that extends transverse to the longitudinal axis of the track -engaging assembly that is disposed parallel to and above a plane that extends transverse to the longitudinal axis of the track-engaging assembly and in which the drive wheel axis of rotation extends.

[0017] In some embodiments, the plane in which the drive wheel coupling arm axis of rotation extends is disposed above the plane in which the drive wheel axis of rotation extends is between a minimum of 1mm to a maximum of 304mm.

[0018] In some embodiments, the plane in which the drive wheel coupling arm axis of rotation extends is disposed above the plane in which the drive wheel axis of rotation extends is at least 165mm.

[0019] In some embodiments, the main idler wheel coupling arm is connected to the frame such that the main idler wheel coupling arm axis of rotation extends in a plane that extends transverse to thelongitudinal axis of the track-engaging assembly and that is disposed parallel to and below the plane in which the drive wheel coupling arm axis of rotation extends.

[0020] In some embodiments, the main idler wheel coupling arm is connected to the frame such that the main idler wheel coupling arm axis of rotation and the drive wheel coupling arm axis of rotation each, independently, extend in a common plane that extends transverse to the longitudinal axis of the track-engaging assembly.

[0021] In some embodiments, the drive wheel has a pitch diameter; and the drive wheel coupling arm has a drive wheel coupling arm length such that a ratio of the drive wheel coupling arm length to the pitch diameter of the drive wheel is a minimum of 0.99.

[0022] In some embodiments, the main idler wheel has a pitch diameter; and the main idler wheel coupling arm has a main idler wheel coupling arm length such that a ratio of the main idler wheel coupling arm length to the main idler wheel pitch diameter of the drive wheel is a minimum of 0.97.

[0023] In some embodiments, the one or more intermediate idler wheels includes at least two intermediate idler wheel and the wheel coupling arm connecting each one of the at least two intermediate idler wheels, independently, to the frame is an intermediate idler wheel support arm. The frame coupling end of each one of the intermediate idler wheel support arms, independently, is connected to the frame such that the intermediate idler wheel support arm is fixed relative to the frame, and the wheel coupling end of each one of the intermediate idler wheel support arms, independently, is operably coupled to the corresponding one of the at least two intermediate idler wheels via the suspension cylinder such that: (i) the intermediate idler wheel is disposed for rotation about an intermediate idler wheel axis of rotation that extends transverses to the longitudinal axis of the track engaging assembly, and (ii) the intermediate idler wheel is disposed for displacement relative to the frame, relative to a neutral position of the intermediate idler wheel relative to the frame, in response to application of an upwards force against the corresponding one of the at least two intermediate idler wheels which effects retraction of the piston rod into the cylinder housing and rotation of the suspension cylinder relative to the frame established by the pivot connection between the suspension cylinder and the intermediate idler wheel support arm that is fixed to the frame.

[0024] In some embodiments, for each one of the first track assembly and the second track assembly, the at least two intermediate idler wheels are arranged such that at least a first intermediate idler wheel of the at least two intermediate idler wheels is disposed on a first side of a vertical central axis of the track engaging assembly and at least a second intermediate idler wheel of the at least twointermediate idler wheels is disposed on a second side of the vertical central axis of the track -engaging assembly.

[0025] In some embodiments, the first intermediate idler wheel, the second intermediate idler wheel and the frame are co-operatively configured such that: the connection of the first intermediate idler wheel to the frame via a first intermediate idler wheel support arm is such that a directional arrow extending from the first intermediate idler wheel axis of rotation to the fixed connection of the first intermediate idler wheel support arm to the frame is disposed at a first angle relative a longitudinal axis of the track -engaging assembly such that the first directional arrow extends in a first direction upwardly and towards the central vertical axis of the track engaging assembly; and the connection of the second intermediate idler wheel to the frame via a second intermediate idler wheel support arm is such that a directional arrow extending from the intermediate idler wheel axis of rotation to the fixed connection of the second intermediate idler wheel support arm to the frame is disposed at a second angle relative the longitudinal axis of the track-engaging assembly such that the second directional arrow extends in a second direction upwardly and towards the central vertical axis of the track engaging assembly, and the first angle and the second angle are the same.

[0026] In some embodiments, the frame includes an upper frame portion and a lower frame portion, wherein the upper frame portion is rotatable relative to the lower frame portion about an axis that extends parallel to the central vertical axis of the track engaging assembly; and the drive wheel, the drive wheel coupling arm, the main idler wheel, the main idler wheel coupling arm, the first intermediate idler wheel, the first intermediate idler wheel support arm, the second intermediate idler wheel, the second intermediate idler wheel support arm and the frame are co-operatively configured such that: a ratio of a first resistance to deformation of the suspension system when the vehicle travels in a first longitudinal direction while the upper frame is disposed in a first position relative to the lower frame, to a second resistance to deformation of the suspension system while the vehicle travels in a second longitudinal direction that is opposite to the first longitudinal direction while the upper frame portion is disposed in a second position relative to the lower frame portion wherein the upper frame portion is rotated 180 degrees relative to the lower frame portion, relative to the position of the upper frame in the first position, is between a minimum of 0.9 and a maximum of 1.0 while the tracked vehicle is in a neutral gear.

[0027] In some embodiments, the first track assembly and the second track assembly are each, independently, configured such that, for each one of the first track assembly and the second track assembly, independently, while the track is mounted on the track -engaging assembly the track defines a track envelope which includes a total volume of space enclosed by the track; and the track -engagingassembly is configured such that the drive wheel coupling arm, the main idler wheel coupling arm, the drive wheel suspension cylinder and the main idler wheel suspension cylinder are coupled to the frame exterior to the track envelope and extend through a space defined between the frame and the track envelope.

[0028] In some embodiments, each one of the first track assembly and the second track assembly, independently, defines a side view volume occupation (SVVO) based on a volume of space within the track envelope that is occupied by both moving and non-moving components of the trackengaging assembly relative to the total volume of space enclosed by the track; and the SVVO of each one of the first track assembly and the second track assembly, independently, is less than 60%.

[0029] In some embodiments, the SVVO is less than 57%.

[0030] In some embodiments, the track engaging assembly of each one of the first track assembly and the second track assembly, independently, is configured such that 5% or less of the SVVO for each one of the first track assembly and the second track assembly, independently, is occupied by nonmoving parts of the track engaging assembly with the balance of the SVVO being attributed to moving parts of the track-engaging assembly.

[0031] In some embodiments, the tracked vehicle further includes a suspension locking mechanism operably coupled to one or more of the plurality wheels of each one of the first track assembly and the second track assembly, wherein the suspension locking mechanism is configurable in a locked state and an unlocked state for selectively controlling operation of the suspension system; and while the suspension locking mechanism is disposed in the unlocked state, the suspension system is disposed in an operable state wherein the one or more wheels of each one of the first track assembly and the second track assembly to which the suspension locking mechanism is coupled are disposed for displacement relative to the frame; and while the suspension locking mechanism is disposed in the locked state, displacement of the one or more wheels of each one of the first track assembly and the second track assembly to which the suspension locking mechanism is coupled, is prevented.

[0032] In some embodiments, the tracked vehicle further includes a controller operably coupled to the suspension locking mechanism and configured for transmitting an actuation signal to the suspension locking mechanism for transitioning the suspension locking mechanism from the unlocked state to the locked state and vice versa.

[0033] In some embodiments, the transitioning of the suspension locking mechanism from the unlocked state to the locked state is in response to detection of one or more predetermined locking conditions by the controller.

[0034] In some embodiments, while the tracked vehicle is in use and travelling across the surface at a determined speed, transitioning of the suspension locking mechanism from one of the unlocked state and the locked state to the other one of the unlocked state and the locked state is permissible only while the determined speed is less than a predetermined threshold speed.

[0035] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the track -engaging assembly further comprises: a tensioning configuration operably coupled to at least one of the drive wheel and the main idler wheel for maintaining a predetermined tension within the track, wherein the tensioning configuration is operable to effect displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, along an axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track.

[0036] In some embodiments, the tensioning configuration includes a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel, and a second end coupled to the one of the at least one of the drive wheel and the main idler wheel such that the one of the at least one of the drive wheel and the main idler wheel is connected to the wheel coupling arm via the tensioning arm; and a tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel.

[0037] In some embodiments, the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing. The cylinder housing is connected to the wheel coupling arm of the one of the at least one of the drive wheel and the main idler wheel and is disposed for movement with the wheel coupling arm as the wheel coupling arm rotates about the wheel coupling arm axis of rotation. The piston rod has a first end disposed within the cylinder housing and a second, distal end coupled to the wheel coupling end of the tensioning arm such that extension of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a first direction which effects displacement of the at least one of the drive wheel and the main idler wheel, relative to theframe, in a direction away from the central vertical axis of the track -engaging assembly for exerting an outwards force against an inner surface of the track.

[0038] In some embodiments, retraction of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a second, opposite direction which effects displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, in a direction towards the central vertical axis of the track -engaging assembly.

[0039] In some embodiments, the tensioning configuration is configured for disposition in a maintenance mode, and disposition of the tensioning configuration in the maintenance mode is such that the piston rod is retracted into the cylinder housing of the tensioning cylinder by a distance such that the at least one of the drive wheel and the main idler wheel is displaced relative to the frame in a direction towards the central vertical axis of the track -engaging assembly with effect that the at least one of the drive wheel and the main idler wheel disengages from contact with the inner surface of the track.

[0040] In some embodiments, the distance by which the piston rod retracts into the cylinder housing while the tensioning configuration is disposed in the maintenance mode is such that the at least one of the drive wheel and the main idler wheel is displaced relative to the frame towards the central vertical axis of the track -engaging assembly along an axis that extends parallel to the longitudinal axis of the track -engaging assembly by at least 30 cm.

[0041] In some embodiments, while the tensioning configuration is disposed in the maintenance mode, the one of the at least one of the drive wheel and the main idler wheel is disposed relative to the frame such that an overall length of the track -engaging assembly is reduced; and removal of the track from engagement with the track-engaging assembly, while each one of the plurality of wheels of the track engaging assembly, independently, remains operably coupled to the frame, is permissible.

[0042] In some embodiments, for each one of the first track assembly and the second track assembly, independently, a drive motor is operably coupled to the drive wheel for rotating the drive wheel about the drive wheel axis of rotation such that the track rotates about the track -engaging assembly thereby providing traction to the vehicle, wherein the drive motor is mounted to the drive wheel coupling arm.

[0043] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the drive motor is operably coupled to the drive wheel via a planetary gearconfiguration, the planetary gear configuration transmitting torque generated by the drive motor to the drive wheel.

[0044] In some embodiments, the drive motor is a hydraulic motor operably coupled to a hydraulic system of the tracked vehicle; and the drive wheel, the drive motor, the planetary gear configuration and the track are selected such that the tracked vehicle has a Transmission to Payload Ratio (TPR) defined as: TPR = [(Drive Motor Capacity * Planetary Gear Ratio * Drive Wheel Pitch Diameter (DPDW) / Track Pitch (Tp)] / Payload of at least 3.3.

[0045] In some embodiments, for each one of the first track assembly and the second track assembly, independently, one or more of the plurality of wheels includes a heat sink mounted a hub portion of the one or more of the plurality of wheels.

[0046] In some embodiments, the heat sink includes a plurality of fins for dissipating heat generated by the one or more of the plurality of wheels.

[0047] In some embodiments, the heat sink is mounted to the one or more of the plurality of wheels via a threaded connection.

[0048] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the drive wheel includes a heat sink for dissipating heat generated by the drive motor, the heat sink mounted in heat transfer relationship with the planetary gear configuration.

[0049] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the track -engaging assembly further comprises at least one upper track idler wheel mounted to the frame intermediate the drive wheel and the at least one idler wheel, the at least one upper track idler wheel disposed for rotation about an axis that extends in a plane that is disposed parallel to and above a horizontal plane that extends through an axis of rotation of the drive wheel and an axis of rotation of the at least one idler wheel such that the at least one upper track idler wheel is in contact with an inner surface portion of an upper track portion of the track.

[0050] In some embodiments, the upper track idler wheel is mounted to the frame at a connection point that is disposed along a central vertical axis of track -engaging assembly.

[0051] In some embodiments, at least one of the drive wheel, the main idler wheel, and the one or more intermediate idler wheels is configured such that the at least one of the drive wheel, the main idler wheel, and the one or more intermediate idler wheels include: a main body portion and an outer rim configuration, wherein the outer rim configuration is removably mounted to the main body portion, theouter rim configuration defining an outermost surface configured for engaging an inner surface of the track.

[0052] In some embodiments, the outer rim configuration comprises a metallic material.

[0053] In some embodiments, the tracked vehicle further includes a temperature management system for managing a temperature of one or more operational components of the vehicle. The temperature management system includes at least one cooling fan configured to operate at two or more operational rates, wherein a one of the two or more operational rates is selected based on at least one of: an engine temperature and a rate of power consumption of the vehicle.

[0054] In some embodiments, the at least one cooling fan is an electric fan.

[0055] In some embodiments, the at least one cooling fan is mounted within a power plant of the tracked vehicle.

[0056] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the track is a metal -embedded rubber track comprising a plurality of metal link bars embedded in an elastomeric material forming track lugs. The track lugs are connected in series thereby forming a length of track with each lug defining a pair of wheel guides projecting from an inner surface of a respective track lug such that a first wheel guide of the pair of wheel guides is disposed on a first side of a center point of the track lug, while a second wheel guide of the pair of wheel guides is disposed on a second side of the center point of the track lug opposite to the first wheel guide. While the track is disposed on the track -engaging assembly, each one of the plurality of wheels, independently, engages the track between the pair of wheel guides of the track lugs in contact with the metal link bars.

[0057] In some embodiments, the track, the drive wheel and the at least one idler wheel are cooperatively configured such that while the track is mounted on the track -engaging assembly for providing traction to the vehicle, a track configuration is established, the track configuration defining a bending ratio, defined by a quotient of the drive wheel pitch diameter and the track pitch, that is between a minimum of 7.0 and a maximum of 9.0.

[0058] In some embodiments, the bending ratio is between a minimum of 7.6 and a maximum of 8.6.

[0059] In some embodiments, the drive wheel is a sprocket wheel and the track defines a track area defined by a product of an overall track width and a total length of the track such that the trackconfiguration defines a sprocket area ratio, as defined by a quotient of the drive wheel pitch diameter to track area, divided by 1000, that is between a minimum of 7.0 and a maximum of 8.6.

[0060] In some embodiments, the sprocket area ratio is between a minimum of 7.5 and a maximum of 8.2.

[0061] In some embodiments, the arrangement of the drive wheel and the at least one idler wheel at opposite longitudinal ends of the track-engaging assembly is such that the track configuration has an overall oblong shape.

[0062] In some embodiments, the track configuration includes a track lower portion, a track upper portion, a first end portion interconnecting a first end portion of the track lower portion to a first end portion of the track upper portion, and a second end portion disposed opposite to the first end portion and interconnecting a second end portion of the track lower portion to a second end portion of the track upper portion such that the lower portion and the upper portion are arranged in spaced-apart relationship to one another, the lower portion and the upper portion each have a length; and the length of the lower portion is greater than 90% of the length of the upper portion. In some embodiments, the length of the lower portion is at least 96% of the length of the upper portion. In some embodiments, the length of the lower portion is at least 98% of the length of the upper portion.

[0063] In some embodiments, the tracked vehicle further includes a braking system operably coupled to at least the drive wheel of the first track assembly and the second track assembly for decelerating and / or stopping rotation of the track about the track engaging assembly of each one of the first track assembly and the second track assembly, wherein the braking system includes: a dynamic brake, wherein the dynamic brake acts against the drive shaft of the drive wheel while the tracked vehicle is in motion to selectively brake rotation of the track.

[0064] In some embodiments, the tracked vehicle includes a prime mover; a system for transferring energy from the prime mover to each one of the first track assembly and the second track assembly, and a controller for monitoring operation of the prime mover, the tracked vehicle further comprising a braking system operably coupled to the prime mover for effecting deceleration of an operational speed of the prime mover for reducing the energy transfer from the prime mover to each one of the first track assembly and the second track assembly for effecting deceleration of and / or stoppage of rotation of each one of the first track engaging assembly and the second track assembly, wherein the braking system includes: a dynamic brake operably coupled to the prime mover for effecting decelerationof the operational speed of the prime mover in response to a determination, by the controller that the operational speed of the prime mover is greater than a predetermined threshold speed.

[0065] In some embodiments, the system for transferring energy from the prime mover to each one of the first track assembly and the second track assembly includes a pump operably coupled to the prime mover; and the dynamic brake is operably coupled to the prime mover via the pump such that actuation of the dynamic brake effects deceleration of the operational speed of the prime mover via deceleration of an operational speed of the pump.

[0066] In some embodiments, the braking system further includes: a static brake operably coupled to at least the drive wheel of each one of the first track assembly and the second track assembly, independently, wherein the static brake is configurable in: (i) an inactivated state wherein there is an absence of interference to rotation of the track by the static brake; and (ii) an activated state, wherein the static brake prevents rotation of the drive wheel such that there is an absence of rotation of the track.

[0067] In some embodiments, the tracked vehicle includes a controller configured to monitor at least the operational speed of the prime mover and the overall speed of the vehicle while the vehicle is in motion, and in response to a determination by the controller that at least one of: the overall speed of the vehicle and the operational speed of the prime mover is determined to be above a corresponding one of a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, selectively activate the dynamic brake to effect deceleration of the vehicle via deceleration of at least one of the operational speed of the prime mover and deceleration of rotation of the first trackengaging assembly and the second track -engaging assembly, or deceleration of the operational speed of the prime mover and if the deceleration of the vehicle is less than a predetermined deceleration threshold, the controller is further configured to activate the static brake to further decelerate and / or stop the vehicle.

[0068] According to another broad aspect of the present disclosure, there is provided a track system for a tracked vehicle, the track system comprising: a track having a ground-engaging outer surface for providing traction for the vehicle and an inner surface disposed opposite to the ground-engaging outer surface, the track defining a track pitch; and a track-engaging assembly configured to drive and guide the track around the track -engaging assembly. The track-engaging assembly comprises a drive wheel having a drive wheel pitch diameter, and at least one idler wheel, wherein the at least one idler wheel is spaced apart from the drive wheel along a longitudinal axis of the track -engaging assembly. The drive wheel and the at least one idler wheel are arranged at opposite ends of the track -engaging assembly and are each, independently, configured to support at least a portion of a weight of the vehicle. The track, the drivewheel and the at least one idler wheel are co-operatively configured such that while the track is mounted on the track-engaging assembly for providing traction to the vehicle, a track configuration is established, the track configuration defining a bending ratio, defined by a quotient of the drive wheel pitch diameter and the track pitch, that is between a minimum of 7.0 and a maximum of 9.0.

[0069] In some embodiments, the bending ratio is between a minimum of 7.6 and a maximum of 8.6.

[0070] In some embodiments, the drive wheel is a sprocket wheel and the track defines a track area defined by a product of an overall track width and a total length of the track such that the track configuration defines a sprocket area ratio, as defined by a quotient of the drive wheel pitch diameter to track area, divided by 1000, that is between a minimum of 7.0 and a maximum of 8.6.

[0071] In some embodiments, the sprocket area ratio is between a minimum of 7.5 and a maximum of 8.2.

[0072] In some embodiments, the arrangement of the drive wheel and the at least one idler wheel at opposite longitudinal ends of the track-engaging assembly is such that the track configuration defines an oblong shape.

[0073] In some embodiments, the track configuration includes a track lower portion, a track upper portion, a first end portion interconnecting a first end portion of the track lower portion to a first end portion of the track upper portion, and a second end portion disposed opposite to the first end portion and interconnecting a second end portion of the track lower portion to a second end portion of the track upper portion such that the lower portion and the upper portion are arranged in spaced-apart relationship to one another, the lower portion and the upper portion each having a length, and the length of the lower portion is greater than 90% of the length of the upper portion. In some embodiments, the length of the lower portion is at least 96% of the length of the upper portion. In some embodiments, the length of the lower portion is at least 98% of the length of the upper portion.

[0074] In some embodiments, the at least one idler wheel is a first idler wheel having a first idler wheel pitch diameter, and the first idler wheel pitch diameter and the drive wheel pitch diameter are the same.

[0075] In some embodiments, the at least one idler wheel includes a plurality of idler wheels, the plurality of idler wheels comprising the first idler wheel and one or more intermediate idler wheelsarranged intermediate the drive wheel and the first idler wheel, wherein each intermediate idler wheel, independently, is configured for supporting at least a portion of the weight of the vehicle.

[0076] In some embodiments, the one or more intermediate idler wheels each, independently, have an intermediate idler wheel pitch diameter that is less than the drive wheel pitch diameter and less than the first idler wheel pitch diameter.

[0077] In some embodiments, the track -engaging assembly further includes at least one upper track idler support wheel disposed intermediate the drive wheel and the at least one idler wheel and disposed for rotation about an axis that extends in a plane that is disposed parallel to and above a horizontal plane that extends through an axis of rotation of the drive wheel and an axis of rotation of the at least one idler wheel such that, while the track is mounted on the track -engaging assembly, the at least one upper track idler support wheel is in contact with an inner surface portion of the track upper portion.

[0078] In some embodiments, the track system further includes a suspension system configured for operably coupling each one of the drive wheel and the at least one idler wheel, independently, to the frame of the tracked vehicle such that while the track system is incorporated into and mounted to the frame of the vehicle, the drive wheel and each one of the at least one idler wheel is movable, independently, relative to the frame such that each one of the drive wheel and the at least one idler wheel, independently, is configured for displacement relative to the frame, relative to a neutral position of each one of the drive wheel and at least one idler wheel by a distance measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the track-engaging assembly.

[0079] In some embodiments, the suspension system is configured such that displacement of the drive wheel relative to the frame is independent of displacement of each one of the at least one idler wheels.

[0080] In some embodiments, the suspension system includes, for each one of the drive wheel and the at least one idler wheel, independently, a pivot arm that is respective to a one of the drive wheel and the at least one idler wheel, the pivot arm extending between a first end coupled to the frame of the vehicle such that the pivot arm is configured for rotation about a pivot arm axis that extends in a direction that is transverse to the longitudinal axis of the track, and a second end operably coupled to the respective one of the drive wheel and the at least one idler wheel such that the wheel is disposed for rotation relative to the pivot arm about an axis of rotation that extends in a direction transverse to the longitudinal axis of the track -engaging assembly; and the wheel is disposed for displacement, relative to the frame, in a direction perpendicular to both the longitudinal axis of the track -engaging assembly and an axis thatextends transverses to the longitudinal axis of the track -engaging assembly, with the pivot arm, in response to rotation of the pivot arm about the pivot arm axis.

[0081] In some embodiments, the second end of the pivot arm for each one of the drive wheel and the at least one idler wheel is coupled to the frame via a suspension cylinder, the suspension cylinder including a cylinder housing and a piston rod configured for reciprocating movement relative to the cylinder housing. The pivot arm, the suspension cylinder and the frame are co-operatively configured such that such that rotation of the pivot arm in a first direction relative to the frame about the pivot arm axis of rotation effects retraction of the piston rod relative to the cylinder housing.

[0082] In some embodiments, the suspension cylinder is a hydraulic cylinder.

[0083] In some embodiments, the pivot arm that is respective to the drive wheel, the pivot arm that is respective to the at least one idler wheel, are each, independently, suspended relative to the frame by a respective suspension cylinder.

[0084] In some embodiments, while the track system is mounted to the frame of the vehicle, the pivot arm that is respective to the drive wheel and the pivot arm that is respective to the at least one idler wheel are each, independently, connected to the frame and operably coupled to the respective one of the drive wheel and the at least one idler wheel such that each pivot arm is arranged intermediate the frame and the track and outside a track envelope defined by the track.

[0085] According to another broad aspect of the present disclosure, there is provided a tracked vehicle, comprising, a frame, a first track assembly mounted to a first lateral side of the frame, and a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side. The first track assembly and the second track assembly each, independently, provide traction to the tracked vehicle for moving the tracked vehicle across a surface. Each one of the first track assembly and the second track assembly, independently, comprising: a track; a track -engaging assembly configured to drive and guide the track around the track-engaging assembly, the track -engaging assembly comprising a plurality of wheels including: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. The drive wheel and the main idler wheel are arranged at opposite ends of the track -engaging assembly and are each, independently, configured to support at least a portion of a weight of the vehicle. The track, the drive wheel and the at least one idler wheel are co-operatively configured such that while the track is mounted on the trackengaging assembly for providing traction to the vehicle, a track configuration is established, the trackconfiguration defining a bending ratio, defined by a quotient of the drive wheel pitch diameter and the track pitch, that is between a minimum of 7.0 and a maximum of 9.0.

[0086] In some embodiments, the tracked vehicle is configured such that the bending ratio is between a minimum of 7.6 and a maximum of 8.6.

[0087] In some embodiments, the tracked vehicle is configured such that the drive wheel is a sprocket wheel and the track defines a track area defined by a product of an overall track width and a total length of the track such that the track configuration defines a sprocket area ratio, as defined by a quotient of the drive wheel pitch diameter to track area, divided by 1000, that is between a minimum of 7.0 and a maximum of 8.6.

[0088] In some embodiments, the tracked vehicle is configured such that the sprocket area ratio is between a minimum of 7.5 and a maximum of 8.2.

[0089] In some embodiments, the tracked vehicle is configured such that the arrangement of the drive wheel and the at least one idler wheel at opposite longitudinal ends of the track -engaging assembly is such that the track configuration defines an oblong shape.

[0090] In some embodiments, the tracked vehicle is configured such that the track configuration includes a track lower portion, a track upper portion, a first end portion interconnecting a first end portion of the track lower portion to a first end portion of the track upper portion, and a second end portion disposed opposite to the first end portion and interconnecting a second end portion of the track lower portion to a second end portion of the track upper portion such that, the lower portion and the upper portion are arranged in spaced-apart relationship to one another; the lower portion and the upper portion each having a length; and the length of the lower portion is greater than 90% of the length of the upper portion. In some embodiments, the length of the lower portion is at least 96% of the length of the upper portion. In some embodiments, the length of the lower portion is at least 98% of the length of the upper portion.

[0091] In some embodiments, the tracked vehicle is configured such that the main idler wheel pitch diameter and the drive wheel pitch diameter are the same.

[0092] In some embodiments, the tracked vehicle is configured such that the track -engaging assembly further comprises at least one upper track idler support wheel disposed intermediate the drive wheel and the at least one idler wheel and disposed for rotation about an axis that extends in a plane that is disposed parallel to and above a horizontal plane that extends through an axis of rotation of the drivewheel and an axis of rotation of the at least one idler wheel such that, while the track is mounted on the track-engaging assembly, the at least one upper track idler support wheel is in contact with an inner surface portion of the track upper portion.

[0093] In some embodiments, the tracked vehicle further comprises a suspension system operably coupled to each one of the drive wheel, the main idler wheel and each one of the one or more intermediate idler wheels, independently, such that the drive wheel, the main idler wheel and each one of the plurality of intermediate idler wheels is movable, independently, relative to the frame in a direction perpendicular to both a longitudinal axis of the track-engaging assembly and an axis that extends transverse to the longitudinal axis of the track -engaging assembly.

[0094] In some embodiments, the suspension system includes, for each one of the drive wheel and the main idler wheel, independently, a pivot arm that is respective to a one of the drive wheel and the main idler wheel, the pivot arm extending between: a first end coupled to the frame of the vehicle such that the pivot arm is configured for rotation about a pivot arm axis that extends in a direction that is transverse to the longitudinal axis of the track -engaging assembly, and a second end operably coupled to the respective one of the drive wheel and the main idler wheel such that the respective wheel is disposed for rotation relative to the pivot arm about an axis of rotation that extends in a direction transverse to the longitudinal axis of the track-engaging assembly; and the respective wheel is disposed for displacement, relative to the frame, in a direction perpendicular to both the longitudinal axis of the track -engaging assembly and an axis that extends transverses to the longitudinal axis of the track -engaging assembly, with the pivot arm, in response to rotation of the pivot arm about the pivot arm axis.

[0095] In some embodiments, the second end of the pivot arm for each one of the drive wheel and the main idler wheel, is suspended relative to the frame via a suspension cylinder, the suspension cylinder including a cylinder housing and a piston rod configured to reciprocating movement relative to the cylinder housing, the pivot arm, the suspension cylinder and the frame being co-operatively configured such that such that rotation of the pivot arm in a first direction relative to the frame about the pivot arm axis of rotation effects retraction of the piston rod relative to the cylinder housing.

[0096] In some embodiments, the tracked vehicle further comprises a tensioning configuration operably coupled to at least one of the drive wheel and the main idler wheel for maintaining a predetermined tension within the track, wherein the tensioning configuration is operable to effect displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, alongan axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track.

[0097] In some embodiments, the tensioning configuration includes a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel, and a second end coupled to the one of the at least one of the drive wheel and the main idler wheel such that the one of the at least one of the drive wheel and the main idler wheel I connected to the wheel coupling arm via the tensioning arm; and a tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel.

[0098] According to another broad aspect of the present disclosure, there is provided a tracked vehicle, comprising, a frame, a first track assembly mounted to a first lateral side of the frame and a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side. The first track assembly and the second track assembly each, independently, provide traction to the tracked vehicle for moving the tracked vehicle across a surface. Each one of the first track assembly and the second track assembly, independently, comprising: a track; a track -engaging assembly configured to drive and guide the track around the track-engaging assembly, the track -engaging assembly comprising a plurality of wheels including: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. A tensioning configuration is operably coupled to at least one of the drive wheel and main idler wheel, wherein the at least one of the drive wheel and main idler wheel to which the tensioning configuration is operably coupled is mounted to the frame via a wheel-coupling arm pivotally connected to the frame; and the tensioning configuration is mounted to the wheel -coupling arm and is configured to effect displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, along an axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track.

[0099] In some embodiments, the tensioning configuration includes a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel, and a second end coupled to the one of the at least one of the drive wheel and the main idler wheel; and a tensioning actuator operably coupled to the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel.

[0100] In some embodiments, the tensioning arm is gamma-shaped.

[0101] According to another broad aspect of the present disclosure, there is provided a tracked vehicle comprising a frame, a first track assembly mounted to a first lateral side of the frame, and a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side. The first track assembly and the second track assembly each, independently, provide traction to the tracked vehicle for moving the tracked vehicle across a surface. Each one of the first track assembly and the second track assembly, independently, comprises a track and a track -engaging assembly configured to drive and guide the track around the track-engaging assembly. The track -engaging assembly comprises a plurality of wheels including: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel, and tensioning configuration operably coupled to at least one of the drive wheel and main idler wheel to effect displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, along an axis that extends parallel to the longitudinal axis the track -engaging assembly, wherein, the tensioning configuration is operable in a maintenance mode; and while the tensioning configuration is disposed in the maintenance mode, an overall length of the track -engaging assembly is reduced.

[0102] According to another broad aspect there is provided a tracked vehicle comprising: a frame, a first track assembly mounted to a first lateral side of the frame; a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side . The first track assembly and the second track assembly each, independently, providing traction to the tracked vehicle for moving the tracked vehicle across a surface. Each one of the first track assembly and the second track assembly, independently, comprising: a track, and a track-engaging assembly configured to drive and guide the track around the track -engaging assembly, the track -engaging assembly comprising a plurality of wheels including: a drive wheel, a main idler wheel, and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. Each one of the drive wheel, the main idler wheel and the one or more intermediate idler wheels, independently, is configured to support at least a portion of the weight of the vehicle. The tracked vehicle includes a suspension system operably coupled to at least each one of the drive wheel and the main idler wheel, independently, such that each one of the drive wheel and the main idler wheel , independently, is configured for displacement relative to the frame, relative to a neutral position of each one of the drive wheel and the main idler wheel relative to the frame such that each one of the drive wheel and the main idler wheel, wherein the displacement of each one of the drive wheel and the main idler wheel relative to the neutral position is measurable, at least, along an axis that extends perpendicular to both a longitudinal axis of the track -engaging assembly and an axis that extends transverse to the longitudinal axis of the track -engaging assembly, and displacement of each one of thedrive wheel and the main idler wheel is independent of displacement of the other one of the drive wheel and the main idler wheel, and a suspension locking mechanism configured to selectively lock the suspension system for preventing the displacement of one or more of the drive wheel and the main idler wheel relative to the frame.

[0103] According to another broad aspect of the present disclosure, there is provided a tracked vehicle comprising: a frame, a first track assembly mounted to a first lateral side of the frame, a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side, a prime mover, a system for transferring energy from the prime mover to each one of the first track assembly and the second track assembly, and a controller configured for monitoring at least operation of the prime mover and an overall speed of the vehicle. The first track assembly and the second track assembly each, independently, provides traction to the tracked vehicle for moving the tracked vehicle across a surface, each one of the first track assembly and the second track assembly, independently, comprising: a track; and a track -engaging assembly configured to drive and guide the track around the track-engaging assembly, the track -engaging assembly comprising: a plurality of wheels including: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. Each one of the drive wheel, the main idler wheel and the one or more intermediate idler wheels is configured to support at least a portion of the weight of the vehicle. The vehicle comprising a braking system operably coupled to one or more of: the prime mover for effecting deceleration of an operational speed of the prime mover for reducing energy transfer from the prime mover to each one of the first track assembly and the second track assembly for effecting deceleration of and / or stoppage of rotation of each one of the first track engaging assembly and the second track assembly, and each one of the first track assembly and the second track assembly each, independently. The braking system includes at least: a static brake; and a dynamic brake; wherein the dynamic brake, is configured to activate in response to a determination by the controller that at least one of: the overall speed of the vehicle and the operational speed of the prime mover is determined to be above a corresponding one of a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, wherein selective activation of the dynamic brake effects deceleration of the vehicle via deceleration of at least one of: the operational speed of the prime mover, and deceleration of rotation of the first track -engaging assembly and the second track -engaging assembly, and if the deceleration of the vehicle is less than a predetermined deceleration threshold in response to activation of the dynamic brake, the controller is further configured to activate the static brake to stop the vehicle.

[0104] According to another broad aspect of the present disclosure, there is provided a tracked vehicle comprising: a frame, a first track assembly mounted to a first lateral side of the frame, and a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side. The first track assembly and the second track assembly each, independently, provides traction to the tracked vehicle for moving the tracked vehicle across a surface, each one of the first track assembly and the second track assembly, independently, comprising: a track; and a track -engaging assembly configured to drive and guide the track around the track-engaging assembly, the track-engaging assembly comprising: a plurality of wheels including: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. Each one of the drive wheel, the main idler wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle; and a drive motor operably coupled to the drive wheel for transmitting rotational power to the drive wheel for rotation the track about the track -engaging assembly. A braking system is operably coupled to each one of the first track assembly and the second track assembly each, independently, the braking system including at least a static brake, and a dynamic brake. The tracked vehicle includes a vehicle control system (VCS) configured to receive a signal indicative of a mode of operation of the vehicle, the VCS configured to: generate and transmit a pump signal to a pump displacement actuator of a hydraulic pump operably coupled to the drive motor for controlling a pump displacement setting; and generate and transmit a motor signal to a motor displacement actuator for controlling a motor displacement setting of the drive motor; wherein the pump signal and the motor signal are each, independently, generated based on a selected mode of operation of the tracked vehicle.

[0105] In some embodiments, the signal indicative of a mode of operation of the vehicle is one of a low-speed mode of operation and a high-speed mode of operation.

[0106] In some embodiments, the motor displacement setting is configured to be fixed when the mode of operation is the low-speed mode of operation and is configured to be variable when the mode of operation is the high-speed mode of operation and the high-speed mode of operation is within a predetermined operable range of the high-speed mode. The pump displacement setting is configured to vary within a common range for each of the low-speed mode of operation and the high-speed mode of operation.

[0107] According to another broad aspect of the present disclosure, there is provided a tracked vehicle comprising: a frame, a first track assembly mounted to a first lateral side of the frame, and a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side. The first track assembly and the second track assembly each, independently, provides traction to thetracked vehicle for moving the tracked vehicle across a surface, each one of the first track assembly and the second track assembly, independently, comprising: a track; and a track -engaging assembly configured to drive and guide the track around the track-engaging assembly, the track-engaging assembly comprising: a plurality of wheels including: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel. Each one of the drive wheel, the main idler wheel and the one or more intermediate idler is wheels configured to support at least a portion of the weight of the vehicle. A drive motor operably coupled to the drive wheel for transmitting rotational power to the drive wheel for rotating the track about the track -engaging assembly; and a braking mechanism operably coupled to each one of the first track assembly and the second track assembly for selectively applying a braking force to at least one of the drive wheel and main idler wheel to effect deceleration of rotation of the track about the track -engaging assembly.

[0108] According to a broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle equipped with a steering wheel rotatable by a user, a left track and a right track on a respective left and right lateral side of the vehicle, each track being movable in a forward direction and a backward direction at a controllable speed by a respective motor, the method comprising: obtaining a signal indicative of a speed of the vehicle; obtaining a signal indicative of rotation of the steering wheel; and controlling the speed of the tracks based on the speed of the vehicle and the rotation of the steering wheel.

[0109] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle is carried out such that rotation of the steering wheel to a given steering wheel angle causes the vehicle to carry out a sharper turn at vehicle speeds within a first range of speeds than at vehicle speeds within a second range of speeds.

[0110] In some embodiments, the first range of speeds includes speeds less than any of the speeds in the second range of speeds and wherein the second range of speeds includes speeds greater than any of the speeds in the first range of speeds.

[0111] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle comprises setting a speed of the left track and a speed of the right track as a function of a rotational angle of the steering wheel and the speed of the vehicle so as to allow a turn when the steering wheel is rotated to a given steering wheel angle at vehicle speeds within a first range of speeds and to prevent a turn when the steering wheel is rotated to said given steering when angle at vehicle speeds within a second range of speeds.

[0112] In some embodiments, the first range of speeds includes speeds less than any of the speeds in the second range of speeds and wherein the second range of speeds includes speeds greater than any of the speeds in the first range of speeds.

[0113] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle is carried out such that (i) when the steering wheel is rotated to the left at a given angle while the vehicle is at a first speed, the speed of the left track is set to zero and the speed of the right track is set to a forward speed, and (ii) when the steering wheel is rotated to the left at said given angle while the vehicle is at a second speed higher than the first speed, the speed of the left track is set to a first forward speed and the speed of the right track is set to a second forward speed greater than the first forward speed.

[0114] In some embodiments, the first speed is confined to a first range of speeds and the second speed is confined to a second range of speeds, the first range of speeds including speeds less than any of the speeds in the second range of speeds and the second range of speeds including speeds greater than any of the speeds in the first range of speeds.

[0115] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle is further carried out such that (iii) when the steering wheel is rotated to the left at said given angle while the vehicle is at a third speed lower than the first speed, the speed of the left track is set to a backward speed and the speed of the right track is set to a forward speed greater in absolute value than the backward speed.

[0116] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle is carried out such that rotation of the steering wheel to a steering wheel angle within a predetermined angular range causes the vehicle to carry out a wider turn at higher vehicle speeds than at lower vehicle speeds.

[0117] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle is carried out such that the minimum achievable turning radius increases with vehicle speed.

[0118] In some embodiments, controlling the speed of the tracks based on rotation of the steering wheel and the speed of the vehicle is carried out such that the minimum achievable turning radius at a first speed greater than a second speed is lower than at the second speed.

[0119] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle equipped with a steering wheel rotatable by a user, a left track and a right track on a respective left and right lateral side of the vehicle, each track being movable in a forward direction and a backward direction at a controllable speed by a respective motor, the method comprising: obtaining a signal indicative of a speed of the vehicle; obtaining a signal indicative of rotation of the steering wheel; and controlling the speed of the tracks based on the speed of the vehicle and the rotation of the steering wheel.

[0120] According to another broad aspect, there is provided a vehicle comprising: a body comprising a load-carrying portion for carrying a load; a cabin mounted to the body and comprising a user interface including a steering wheel rotatable by a user; a left track assembly on a left lateral side of the vehicle and a right track assembly on a right lateral side of the vehicle, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: obtaining a signal indicative of a speed of the vehicle; obtaining a signal indicative of rotation of the steering wheel; and controlling the speed of the tracks based on the speed of the vehicle and the rotation of the steering wheel.

[0121] A steering system for a tracked vehicle, comprising: first and second lateral track assemblies for moving respective tracks therearound in either direction according to respective first and second control signals; a steering wheel input device; a processor; and a speed sensor; wherein the processor is configured for (i) determining a speed of the vehicle from an output of the speed sensor, (ii) determine a degree of rotation of the steering wheel input device and (iii) generate the first and second control signals to control the speed and direction of the first and second tracks, respectively, based both on the degree of rotation and the speed of the vehicle.

[0122] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, wherein subsets of the wheels are surrounded by respective tracks, wherein the body comprises a load-carrying portion for carrying a load, the method comprising:determining a weight of the load; consulting a memory based on the weight of the load to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0123] In some embodiments, consulting the memory based on the weight of the load to obtain the tuning parameters for the suspension cylinders comprises: determining a driving mode as a function of the weight of the load; and consulting the memory based on the driving mode to obtain tuning parameters for the suspension cylinders.

[0124] The method may further comprise: determining a driving mode as a function of the weight of the load; and comparing the determined driving mode to a current driving mode; wherein the consulting is carried out in response to the determined driving mode being different from the current driving mode.

[0125] The method may further comprise causing the driving mode to be displayed via a user interface of the vehicle.

[0126] In some embodiments, determining the weight of the load comprises retrieving the weight of the load from computer-readable memory.

[0127] In some embodiments, determining the weight of the load comprises initiating a load weighing process to measure the weight of the load.

[0128] In some embodiments, the driving mode is selected from an unloaded mode, a lightly loaded mode and a heavily loaded mode.

[0129] In some embodiments, the tuning parameters include at least one of low-speed compression damping, high-speed compression damping, low speed rebound damping and high speed rebound damping.

[0130] In some embodiments, the tuning parameters include at least one of spring rate and spring preload.

[0131] In some embodiments, the driving mode is selected from at least a first mode and a second mode, the first mode corresponding to a lower weight and the second mode corresponding to a higher weight, the first mode associated with tuning parameters resulting in a less stiff ride and the second mode associated with tuning parameters resulting in a stiffer ride.

[0132] According to another broad aspect, there is provided a non -transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, wherein subsets of the wheels are surrounded by respective tracks, wherein the body comprises a load-carrying portion for carrying a load, the method comprising: determining a weight of the load; consulting a memory based on the weight of the load to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0133] According to another broad aspect, there is provided a vehicle comprising: a body comprising a load-carrying portion for carrying a load; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies, each of the suspension cylinders having an extension controllable by a suspension subsystem; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: determining a weight of the load; consulting a memory based on the weight of the load to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0134] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein each of the suspension cylinders is characterized by parameters controllable by a suspension subsystem, wherein subsets of the wheels are surrounded by respective tracks, the method comprising: determining a driving mode for the vehicle; consulting a memory based on the driving mode to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0135] In some embodiments, the driving mode is determined based on a user input provided via a user interface of the vehicle.

[0136] In some embodiments, the body comprises a load-carrying portion for carrying a load, the method comprising measuring a weight of the load, wherein the driving mode is determined based on a weight of the load.

[0137] According to another broad aspect, there is provided a non -transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein each of the suspension cylinders is characterized by parameters controllable by a suspension subsystem, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, the method comprising: determining a driving mode for the vehicle; consulting a memory based on the driving mode to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0138] According to another broad aspect, there is provided a vehicle comprising: a body; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies, each of the suspension cylinders being characterized by parameters controllable by a suspension subsystem; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: determining a driving mode for the vehicle; consulting a memory based on the driving mode to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0139] A track system for a vehicle, the track system comprising: a track that is elastomeric and comprises a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface; and a track-engaging assembly configured to drive and guide the track around the track -engaging assembly, the track-engaging assembly comprising a frame, a plurality of track-contacting wheels, and a suspension system connecting each track -contacting wheel to the frame; wherein the suspension system comprises at least one variable parameter based on a payload of the vehicle.

[0140] In some embodiments of the track system, the at least one variable parameter includes a damping rate of at least one cylinder.

[0141] In some embodiments of the track system, the at least one variable parameter includes a spring rate of at least one cylinder.

[0142] In some embodiments of the track system, the at least one variable parameter includes one of a damping rate and a spring rate of every cylinder of the suspension system.

[0143] According to another broad aspect, there is provided a computer-implemented method of measuring a weight related to a vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, the method comprising: receiving sensor signals indicative of a position of each of the suspension cylinders; and outputting via a user interface of the vehicle either an indication of a weight related to the vehicle or a warning signal to indicate that the weight related to the vehicle cannot be reliably computed, depending on the positions of the suspension cylinders.

[0144] In some embodiments, the weight related to the vehicle is a tare weight of the vehicle.

[0145] In some embodiments, the body comprises a load-carrying portion for carrying a load, wherein the weight related to the vehicle is a net weight of the load carried by the load-carrying portion of the vehicle.

[0146] In some embodiments, the outputting comprises: outputting the indication of the net weight of the load via the user interface in case the sensor signals are indicative of none of the suspension cylinders being in an extremum position; and outputting the warning signal via the user interface in case the sensor signals are indicative of at least one of the suspension cylinders being in an extremum position.

[0147] In some embodiments, the net weight of the load is obtained by: determining a gross weight; and determining the net weight of the load based on the gross weight and a tare weight.

[0148] In some embodiments, determining the gross weight of the load based on rod-side pressure and piston-side pressure measurements for each of the suspension cylinders.

[0149] The method may further comprise retrieving the tare weight from computer-readable memory storage.

[0150] The method may further comprise receiving a speed sensor signal indicative of a speed of the vehicle; wherein determining the net weight of the load is carried out only if the speed of the vehicle does not exceed a threshold speed.

[0151] The method may further comprise outputting the warning signal if the speed of the vehicle exceeds the threshold speed.

[0152] In some embodiments, the threshold speed is 0 km / h.

[0153] The method may further comprise receiving via the user interface a request to weigh the load, wherein the outputting is carried out in response to receiving the request.

[0154] In some embodiments, the warning signal is further indicative of which of the suspension cylinders is in an extremum position.

[0155] The method may further comprise indicating via the user interface the positions of the suspension cylinders.

[0156] The method may further comprise storing the net weight in computer-readable memory storage.

[0157] In some embodiments, the indication of the net weight is the net weight rounded so that the last digit is a zero.

[0158] In some embodiments, the indication of the net weight is the net weight rounded so that the last two digits are zeroes.

[0159] In some embodiments, the net weight of the load is redetermined on a regular basis.

[0160] The method may further comprise outputting the indication of the net weight is re- executed whenever the net weight of the load changes by more than a threshold amount or percentage.

[0161] In some embodiments, the threshold amount or percentage is at least 100 lbs or 5%.

[0162] The method may further comprise receiving a speed sensor signal indicative of a speed of the vehicle; wherein determining the net weight of the load is carried out only if the speed of the vehicle is not above a threshold speed for at least a predetermined amount of time.

[0163] In some embodiments, the threshold speed is 0 km / h and wherein the predetermined amount of time is at least 5 seconds.

[0164] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method of measuring a weight related to the vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, the method comprising: receiving sensor signals indicative of a position of each of the suspension cylinders; and outputting via a user interface of the vehicle either an indication of a weight related to the vehicle or a warning signal to indicate that the weight related to the vehicle cannot be reliably computed, depending on the positions of the suspension cylinders.

[0165] According to another broad aspect, there is provided a vehicle comprising: a body; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: receiving sensor signals indicative of a position of each of the suspension cylinders; and outputting via a user interface of the vehicle either an indication of a weight related to the vehicle or a warning signal to indicate that the weight related to the vehicle cannot be reliably computed, depending on the positions of the suspension cylinders.

[0166] A monitoring system for a vehicle comprising a track for traction of the vehicle, the track comprising a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface and being mounted around a track-engaging assembly configured to move the track around the track-engaging assembly, the track -engaging assembly comprising a plurality of wheels for engaging the track, the track being elastomeric to flex around the track-engaging assembly, the vehicle comprising a load-receiving portion to receive a payload, the monitoring system comprising: a plurality of sensors each configured to sense a characteristic of a given one of the wheels; and a processing apparatus configured to generate a signal relating to a load on the load -receiving portion based on the sensed characteristics.

[0167] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a body having a load-carrying portion for carrying a load, the method comprising: determining a maximum speed based on the weight of the load; determining a current speedof the vehicle; in case the current speed exceeds the maximum speed, causing the speed of the vehicle to be reduced until it no longer exceeds the maximum speed.

[0168] In some embodiments, determining the weight of the load comprises retrieving the weight of the load from computer-readable memory.

[0169] In some embodiments, determining the weight of the load comprises initiating a load weighing process to measure the weight of the load.

[0170] In some embodiments, the load weight process is carried out in real-time.

[0171] In some embodiments, determining the current speed of the vehicle comprises reading a signal output by a speed sensor.

[0172] In some embodiments, determining the current speed of the vehicle comprises retrieving the current speed from computer-readable memory.

[0173] In some embodiments, determining the maximum speed comprises retrieving from computer-readable memory the maximum speed as a function of the weight of the load.

[0174] In some embodiments, the maximum speed is inversely related to the weight of the load.

[0175] In some embodiments, determining the maximum speed is not carried out unless the weight of the load is below a threshold weight.

[0176] In some embodiments, the maximum speed is a first maximum speed when the weight of the load is between a first and a second threshold weight greater than the first threshold weight, and wherein the maximum speed is a second maximum speed lower than the first maximum speed when the weight of the load is between the second threshold weight and a third threshold weight greater than the second threshold weight.

[0177] The method may further comprise: in case the current speed does not exceed the maximum speed, abstaining from limiting the speed of the vehicle.

[0178] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle having a body with a load-carrying portion for carrying a load, cause the processor to carry out a method that comprises: determining a maximum speed based on the weight of the load; determining a current speed of the vehicle; in case the current speed exceeds the maximum speed, causing the speed of the vehicle to be reduced until it no longer exceeds the maximum speed.

[0179] According to another broad aspect, there is provided a vehicle comprising: a body comprising a load-carrying portion for carrying a load; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: determining a maximum speed based on the weight of the load; determining a current speed of the vehicle; in case the current speed exceeds the maximum speed, causing the speed of the vehicle to be reduced until it no longer exceeds the maximum speed.

[0180] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a body having a load-carrying portion for carrying a load, the method comprising: determining a weight of the load; comparing the weight of the load to a threshold weight; and allowing the vehicle to make a zero-radius turn only if the weight of the load does not exceed the threshold weight.

[0181] The method may further comprise determining the threshold weight.

[0182] In some embodiments, determining the threshold weight comprises retrieving the threshold weight from a computer-readable memory.

[0183] In some embodiments, determining the threshold weight comprises consulting a computer-readable memory based on a speed of the vehicle to obtain the threshold weight as a weight stored in the memory in association with the speed of the vehicle.

[0184] In some embodiments, the computer-readable memory stores an inverse relationship between weights and vehicle speeds.

[0185] The method may further comprise determining the speed of the vehicle from a sensor signal.

[0186] In some embodiments, the threshold weight is dependent on a current speed of the vehicle.

[0187] The vehicle may further comprise a steering wheel rotatable by a user, and a left track and a right track on a respective left and right lateral side of the vehicle, each track being movable in a forward direction and a backward direction, wherein allowing the vehicle to make a zero -radius turncomprises causing the tracks to move in opposite directions for some angles of rotation of the steering wheel.

[0188] In some embodiments, allowing the vehicle to make a zero-radius turn only if the weight of the load does not exceed the threshold weight includes prohibiting the vehicle from making a zeroradius turn if the weight of the load exceeds the threshold weight.

[0189] The vehicle may further comprise a steering wheel rotatable by a user, and a left track and a right track on a respective left and right lateral side of the vehicle, each track being movable in a forward direction and a backward direction, wherein allowing the vehicle to make a zero -radius turn comprises causing the tracks to move in opposite directions for some angles of rotation of the steering wheel and wherein preventing the vehicle from making a zero-radius turn comprises not allowing the tracks to move in opposite directions for all angles of rotation of the steering wheel.

[0190] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle comprising a body having a load-carrying portion for carrying a load, the method comprising: determining a weight of the load; comparing the weight of the load to a threshold weight; and allowing the vehicle to make a zero-radius turn only if the weight of the load does not exceed the threshold weight.

[0191] According to another broad aspect, there is provided a vehicle comprising : a body comprising a load-carrying portion for carrying a load; a cabin mounted to the body and comprising a user interface including a steering wheel rotatable by a user; a left track assembly on a left lateral side of the vehicle and a right track assembly on a right lateral side of the vehicle, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: determining a weight of the load; comparing the weight of the load to a threshold weight; and allowing the vehicle to make a zero radius turn only if the weight of the load does not exceed the threshold weight.

[0192] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicleon respective wheels of the vehicle, wherein each of the suspension cylinders has pressure controllable by a suspension subsystem, wherein groups of at least 4 wheels are surrounded by respective tracks, the method comprising: determining a speed of the vehicle; and in response to the speed of the vehicle being no greater than a threshold speed, sending pressure control signals to the suspension subsystems to cause a weight of the vehicle to be redistributed over the wheels.

[0193] In some embodiments, the threshold speed is 0 km / h.

[0194] In some embodiments, the threshold speed is no greater than 2 km / h.

[0195] In some embodiments, the threshold speed is no greater than 5 mph.

[0196] The method may further comprise retrieving the threshold speed from a computer- readable memory.

[0197] In some embodiments, each group of at least 4 wheels comprises 2 outer wheels and at least 2 central wheels all in-line with one another, wherein the suspension systems cause at least part of the weight of the vehicle to be transferred from the suspension cylinders of the outer wheels to the suspension cylinders of the central wheels.

[0198] In some embodiments, causing at least part of the weight of the vehicle to be transferred comprises increasing rod-side pressure for the suspension cylinders of the outer wheels and reducing rodside pressure for the suspension cylinders of the central wheels.

[0199] The method may further comprise generating the pressure control signals.

[0200] In some embodiments, the body comprises a load-carrying portion for carrying a load, wherein the pressure control signals are generated based on a weight of the load and on a ground pressure exerted by one or more of the suspension cylinders.

[0201] The method may further comprise measuring the weight of the load.

[0202] In some embodiments, the ground pressure exerted by a given one of the suspension cylinders is determined based on measurements of piston-side pressure and rod-side pressure for the given suspension cylinder.

[0203] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, whereineach of the suspension cylinders has pressure controllable by a suspension subsystem, wherein groups of at least 4 wheels are surrounded by respective tracks, the method comprising: determining a speed of the vehicle; and in response to the speed of the vehicle being no greater than a threshold speed, sending pressure control signals to the suspension subsystems to cause a weight of the vehicle to be redistributed over the wheels.

[0204] According to another broad aspect, there is provided a vehicle comprising: a body comprising a load-carrying portion for carrying a load; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies, each of the suspension cylinders having an extension controllable by a suspension subsystem; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: determining a speed of the vehicle; and in response to the speed of the vehicle being no greater than a threshold speed, sending pressure control signals to the suspension subsystems to cause a weight of the vehicle to be redistributed over the wheels.

[0205] A track system for a vehicle, the track system comprising: a track that is elastomeric and comprises a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface; a track -engaging assembly configured to drive and guide the track around the track -engaging assembly and comprising a plurality of track -contacting wheels; and a reconfiguration mechanism configured to reconfigure the track system to facilitate turning.

[0206] In some embodiments of the track system, the reconfiguration mechanism is configured to transfer ground pressure from the drive wheel and the idler wheel to the central wheels to facilitate turning. This could include the reconfiguration mechanism being configured to lift a given one of the drive wheel and the idler wheel from the ground.

[0207] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, the method comprising: receiving at least one sensor signal indicative of an angle of inclination of thevehicle; determining a target extension for each of the suspension cylinders based on the angle of inclination of the vehicle, wherein for the suspension cylinders associated with a first half of the wheels, the target extension is caused to be less than half the maximum extension and for the suspension cylinders associated with a second half of the wheels, the target extension is caused to be greater than half the maximum extension; and sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension.

[0208] In some embodiments, the at least one sensor signal is received from at least one inclinometer that measures vehicle pitch, and wherein the wheels in either the first half of the wheels or the second half of the wheels are towards a front of the vehicle, and wherein the wheels in the other half of the wheels are towards a rear of the vehicle.

[0209] The method may further comprise: receiving a climbing mode command signal via a user interface of the vehicle to request entry of the vehicle into a climbing mode; wherein the determining and sending are carried out in response to receiving the climbing mode command signal.

[0210] In some embodiments, the at least one sensor signal is received from at least one inclinometer that measures vehicle roll, and wherein the wheels in the first half of the wheels are on a first lateral side of the vehicle and wherein the wheels in the second half of the wheels are on a second lateral side of the vehicle.

[0211] The method may further comprise: receiving a side hill mode command signal via a user interface of the vehicle to request entry of the vehicle into a side hill mode; wherein the determining and sending are carried out in response to receiving the side hill mode command signal.

[0212] The method may further comprise: consulting a memory based on the angle of inclination of the vehicle to obtain tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0213] In some embodiments, the determining is triggered by a remote control signal outside the vehicle.

[0214] The method may further comprise comparing the angle of inclination to a threshold angle, wherein the determining is triggered only if the angle of inclination exceeds the threshold angle.

[0215] In some embodiments, the threshold angle is at least 1 degree.

[0216] In some embodiments, the threshold angle is at least 5 degrees.

[0217] The method may further comprise: comparing the angle of inclination to a threshold angle; and if the angle of inclination exceeds the threshold angle, issuing a signal via a user interface of the vehicle to request a confirmation; wherein the determining and sending are carried out in response to receiving the confirmation via the user interface of the vehicle.

[0218] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, the method comprising: receiving at least one sensor signal indicative of an angle of inclination of the vehicle; determining a target extension for each of the suspension cylinders based on the angle of inclination of the vehicle, wherein for the suspension cylinders associated with a first half of the wheels, the target extension is caused to be less than half the maximum extension and for the suspension cylinders associated with a second half of the wheels, the target extension is caused to be greater than half the maximum extension; and sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension.

[0219] According to another broad aspect, there is provided a vehicle comprising: a body; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: receiving at least one sensor signal indicative of an angle of inclination of the vehicle; determining a target extension for each of the suspension cylinders based on the angle of inclination of the vehicle, wherein for the suspension cylinders associated with a first half of the wheels, the target extension is caused to be less than half the maximum extension and for the suspension cylinders associated with a second half of the wheels, the target extension is caused to be greater than half the maximum extension; and sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension.

[0220] A track system for a vehicle, the track system comprising: a track that is elastomeric and comprises a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface; a track -engaging assembly configured to drive and guide the track around the track -engaging assembly and comprising a plurality of track -contacting wheels; and a reconfiguration mechanism configured to reconfigure the track system based on a selected mode.

[0221] In some embodiments of the track system, the selected mode is selected automatically by a processing system running software.

[0222] In some embodiments of the track system, the selected mode is selected by an operator or by a signal received from a remote control device operated by a foreman.

[0223] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, wherein the body comprises a load-carrying portion for carrying a load, the method comprising: receiving at least one sensor signal indicative of an inclination of the vehicle; responsive to receiving a signal indicative of a desire to dump the load, determining a target extension for each of the suspension cylinders based on the inclination of the vehicle; sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension; and sending a control signal to tilt the load-carrying portion, thereby to dump the load.

[0224] The method may further comprise determining a weight of the load carried by the loadcarrying portion, wherein determining the target extension for each of the suspension cylinders is further based on the weight of the load.

[0225] In some embodiments, the signal indicative of the desire to dump the load is received via a user interface of the vehicle.

[0226] In some embodiments, the signal indicative of the desire to dump the load is received over a wireless signal from a remote control unit.

[0227] In some embodiments, the signal indicative of the desire to dump the load is generated in response to activation of a lever to tilt the load-carrying portion.

[0228] In some embodiments, at least one sensor signal is received from at least one inclinometer that measures vehicle pitch and roll.

[0229] The method may further comprise: consulting a memory based on the inclination of the vehicle to obtaining tuning parameters for the suspension cylinders; and sending the tuning parameters to the suspension subsystems to cause each of the suspension cylinders to acquire the tuning parameters.

[0230] The method may further comprise comparing the inclination to a threshold inclination, wherein determining the target extension is triggered only if the inclination exceeds the threshold inclination.

[0231] The method may further comprise: prior to receiving the signal indicative of the desire to dump the load, determining current values of the extensions of the suspension cylinders and saving the current values in memory as saved extension values; and in response to determining that a dumping cycle has terminated, sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective saved extension value.

[0232] In some embodiments, determining that the dumping cycle has terminated comprises receiving a sensor signal indicating that the load -carrying portion has been lowered.

[0233] In some embodiments, determining that the dumping cycle has terminated comprises receiving a signal via a user interface of the vehicle indicating that the dumping cycle has terminated.

[0234] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, wherein the body comprises a load-carrying portion for carrying a load, the method comprising: receiving at least one sensor signal indicative of an inclination of the vehicle; responsive to receiving a signal indicative of a desire to dump the load, determining a target extension for each of the suspension cylinders based on the inclination of the vehicle; sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension; sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension; and sending a control signal to tilt the load-carrying portion, thereby to dump the load.

[0235] According to another broad aspect, there is provided a vehicle comprising: a body comprising a load-carrying portion for carrying a load; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective tracksurrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: receiving at least one sensor signal indicative of an inclination of the vehicle; responsive to receiving a signal indicative of a desire to dump the load, determining a target extension for each of the suspension cylinders based on the inclination of the vehicle; sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to reach its respective target extension; and sending a control signal to tilt the load-carrying portion, thereby to dump the load.

[0236] According to another broad aspect, there is provided a computer-implemented method for a vehicle, the vehicle comprising a body, left and right track assemblies, each comprising a respective track surrounding a respective set of wheels and a tension subsystem comprising a tensioner for adjustably controlling a tension applied to the respective track, the method comprising: determining a vehicle usage factor; determining a target track tension for each track based on the vehicle usage factor; and sending a tension control signal to the tension subsystem of each track assembly to cause the respective tensioner to apply the target tension to the respective track.

[0237] In some embodiments, the vehicle further comprising a prime mover and a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the system for transferring comprising a hydraulic pump for each of the left and right track assemblies, wherein the vehicle usage factor comprises a pressure of each hydraulic pump as sensed by a pressure sensor.

[0238] In some embodiments, the vehicle usage factor comprises an inclination of the vehicle as sensed by an inclinometer.

[0239] In some embodiments, the vehicle usage factor comprises a turn direction as sensed from a steering wheel angle sensor.

[0240] In some embodiments, the vehicle usage factor comprises a vehicle speed as sensed from a speed sensor.

[0241] The method may further comprise determining the pressure of the hydraulic pump and comparing the pressure to a target pressure to determine the usage condition of the respective hydraulic pump.

[0242] In some embodiments, determining the pressure of the hydraulic pump comprises measuring the pressure of the hydraulic pump.

[0243] In some embodiments, the vehicle usage factor is indicative of one of at least two predefined usage conditions.

[0244] In some embodiments, the predefined usage conditions include a low-effort condition and a high-effort condition.

[0245] In some embodiments, the low-effort condition is associated with the pressure of the hydraulic pump being below the threshold pressure and the high-effort condition is associated with the pressure of the hydraulic pressure being above the threshold pressure.

[0246] In some embodiments, in the low -effort condition, the target tension is a minimum tension and in the high-effort condition, the target tension is greater than the minimum tension.

[0247] In some embodiments, in the high-effort condition, the target tension is selected such that the difference between the target tension and the minimum tension varies proportionally with the difference between the measured pump pressure and the threshold pressure, for values of the pump pressure up to a maximum pump pressure value that yields a maximum tension.

[0248] In some embodiments, for a pump pressure greater than the maximum pump pressure value, the target tension is the maximum tension.

[0249] In some embodiments, the minimum tension is 865 PSI, wherein the threshold pressure is 2500 PSI, wherein the maximum pump pressure value is 6000 PSI and wherein the maximum tension is 1945 PSI.

[0250] In some embodiments, the target track tension is computed independently for each track assembly.

[0251] In some embodiments, there is a 1 : 1 relationship between the sensed pump pressure and the target tension.

[0252] In some embodiments, applying the target tension in the tracks causes the same track shape to be maintained in both a low-effort condition and a high-effort condition.

[0253] According to another broad aspect, there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a body, left and right track assemblies, each comprising a respective track surrounding a respective set of wheels and a tension subsystem comprising a tensioner for adjustably controlling a tension applied to the respective track, the method comprising: determining a vehicle usage factor; determining a target track tension for each track based on the vehicle usage factor; and sending a tension control signal to the tension subsystem of each track assembly to cause the respective tensioner to apply the target tension to the respective track.

[0254] According to another broad aspect, there is provided a vehicle comprising: a body; a cabin mounted to the body and comprising a user interface; left and right track assemblies, each comprising a respective track surrounding a respective set of wheels and a tension subsystem comprising a tensioner for adjustably controlling a tension applied to the respective track; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; a plurality of suspension cylinders for supporting the body of the vehicle on respective ones of the wheels of the track assemblies; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: determining a vehicle usage factor; determining a target track tension for each track based on the vehicle usage factor; and sending a tension control signal to the tension subsystem of each track assembly to cause the respective tensioner to apply the target tension to the respective track.

[0255] A monitoring system for a vehicle comprising a powertrain and a track for traction of the vehicle, the track being mounted around a track -engaging assembly configured to move the track around the track -engaging assembly, the track-engaging assembly comprising a plurality of wheels for engaging the track and a tensioner for tensioning the track, the monitoring system comprising: a sensor configured to sense a characteristic of the powertrain; and a processing apparatus configured to generate a signal relating to a condition of the vehicle of the track based on the sensed characteristic, wherein the signal is directed to a tensioner controller for varying a tension of the track applied by the tensioner.BRIEF DESCRIPTION OF THE DRAWINGS

[0256] Reference will now be made, by way of example, to the accompanying drawings which show example embodiments of the present application, and in which:

[0257] Figure 1 is an overall perspective view of a non-limiting exemplary embodiment of a tracked vehicle according to the present disclosure.

[0258] Figure 1A is a block diagram of the tracked vehicle showing the electronic control unit (ECU), in accordance with a non-limiting embodiment.

[0259] Figure IB is a front perspective view of a non-limiting exemplary embodiment of a power plant of the tracked vehicle with panels of a housing of the power plant removed for ease of illustration.

[0260] Figure 2 is a perspective view of the frame of the tracked vehicle of Fig. 1 with the track removed for ease of illustration.

[0261] Figure 3 is a perspective view of the frame of Fig. 2 with an exemplary embodiment of a track mounted on either side of the frame.

[0262] Figure 4 is a side view of the frame of Fig. 2.

[0263] Figure 5 is a side view of the frame of Fig. 3 including the track.

[0264] Figure 6 is a front view of the frame of Fig. 2.

[0265] Figure 7 is a front view of the frame of Fig. 3.

[0266] Figure 8 is a rear view of the frame of Fig. 2.

[0267] Figure 9 is a rear view of the frame of Fig. 3.

[0268] Figure 10 is a top view of the frame of Fig. 2.

[0269] Figure 11 is a bottom view of the frame of Fig. 2.

[0270] Figure 12A is a schematic view of a conventional trapezoidal track configuration for a tracked vehicle.

[0271] Figure 12B is a schematic view of an exemplary embodiment of an oblong track configuration for a tracked vehicle.

[0272] Figure 12C is a side view of an exemplary embodiment of a tracked vehicle according to the present disclosure incorporating an oblong track configuration.

[0273] Figure 13 is a side view of an exemplary embodiment of a track engaging assembly for a track system for a tracked vehicle according to the present disclosure.

[0274] Figure 14 is a detail view of a main idler wheel of a track system of a tracked vehicle according to the present disclosure.

[0275] Figure 15 is a detail view of a track engaging assembly of a track system mounted showing the drive wheel and intermediate idler wheels.

[0276] Figure 16 is a detail view of the drive wheel and end of the track system of Fig. 15.

[0277] Figure 17 is a side view of the track engaging assembly similar to the view shown in Fig. 13.

[0278] Figure 17A is a side view of a track engaging assembly and track system for a tracked vehicle according to another exemplary embodiment of the present disclosure.

[0279] Figure 17B is a rear side view of the track -engaging assembly of Figure 17A with the intermediate idler wheels removed for ease of illustration.

[0280] Figure 18 is a detail view of an exemplary embodiment of a tensioning configuration incorporated into the track system of a tracked vehicle, according to the present disclosure.

[0281] Figure 19A is a side view of a tracked vehicle according to the present disclosure in a first operational mode.

[0282] Figure 19B is a side view of a tracked vehicle according to the present disclosure in a second operational mode wherein an upper frame portion including the cab of the vehicle is rotated 180 degrees relative to the configuration in the first operational mode illustrated in Fig. 19A.

[0283] Figure 20 is a detail view of the tensioning configuration of Fig. 18 in a retracted configuration.

[0284] Figure 21 is a detail view of the tensioning configuration of Fig. 18 in an extended configuration.

[0285] Figure 22 is a detail view of the tensioning configuration of Fig. 18 in a neutral configuration.

[0286] Figure 23 is a detail view of the tensioning configuration of Fig. 18 illustrating a range of travel of the track engaging assembly.

[0287] Figure 24 is a side view of the track assembly of the tracked vehicle illustrating a side view volume occupation of the track assembly.

[0288] Figure 25 is a schematic illustration of the side view volume occupation of moving parts of the track-engaging assembly.

[0289] Figure 26 is a schematic illustration of the side view volume occupation of non-moving parts of the track-engaging assembly.

[0290] Figure 27A is a detail end view of a conventional weight-bearing wheel of a conventional track-engaging system engaging with a track.

[0291] Figure 27B is a detail end view of a weight-bearing wheel of the track-engaging system engaging according to the present disclosure engaging a portion of track.

[0292] Figure 28 is a detail view of a portion of an exemplary track according to the PRIOR ART.

[0293] Figure 29 is a detail view of an exemplary embodiment of one of the plurality of wheels of the track engaging assembly engaged with the track.

[0294] Figure 30 is a detail view of a drive motor in driving engagement with the drive wheel of the track -engaging assembly of the track system.

[0295] Figure 31 is a detail view a drive wheel of the track system incorporating a heat sink.

[0296] Figure 32 is a front view of the drive wheel end of the tracked vehicle wherein the track is translucent for ease of illustrated showing the configuration of the drive wheel with drive motor and heat sink.

[0297] Figure 33 is a detail view of an exemplary embodiment of the heat sink as illustrated in Fig. 30.

[0298] Fig 34 is a block diagram of a suspension subsystem for a wheel of a tracked vehicle, in accordance with a non-limiting example embodiment.

[0299] Fig 35 illustrates a suspension cylinder of a suspension subsystem in various positions, in accordance with a non-limiting example embodiment.

[0300] Fig 36 is a block diagram of a operator interface in a cabin of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0301] Fig 37 is a block diagram illustrating various sensors of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0302] Fig 38 is a block diagram of an electronic control unit (ECU) of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0303] Fig 39 is a block diagram illustrating various processes that can be executed by the ECU, in accordance with a non-limiting example embodiment.

[0304] Fig 40 is a flowchart showing steps of a driving mode selection process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0305] Fig 41 is a flowchart showing steps of an example weigh load process that may be executed by the ECU for computing the load weight, in accordance with a non-limiting example embodiment.

[0306] Fig 42 is a flowchart showing steps of an example tare process that may be executed by the ECU for computing the tare weight, in accordance with a non-limiting example embodiment.

[0307] Fig 43 is a flowchart showing steps of an example speed limiting process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0308] Fig 44 is a flowchart showing steps of an example turn limiting process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0309] Fig 45 is a flowchart showing steps of an example weight redistribution process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0310] Fig 46 is a flowchart showing steps of an example climbing mode process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0311] Fig 47 illustrates leveling of the pitch angle of the frame of the tracked vehicle further to execution of the climbing mode process, in accordance with a non-limiting example embodiment.

[0312] Fig 48 is a flowchart showing steps of an example side hill mode process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0313] Fig 49 illustrates leveling of the roll angle of the frame of the tracked vehicle further to execution of the side hill mode process, in accordance with a non-limiting example embodiment.

[0314] Fig 50 is a flowchart showing steps of an example dumping mode process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0315] Fig 51 conceptually illustrates how an angle of a steering wheel results in different steering behavior at different speeds of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0316] Fig. 52 is a flowchart showing steps of a tension management process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0317] Fig 53 conceptually illustrates this relationship between a measured pump pressure and a target tension for the tracks of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0318] Fig 54 schematically shows a track tension subsystem for supplying controllable tension to a track, in accordance with a non-limiting example embodiment.

[0319] Fig 55 is an exemplary user interface display screen of the tracked vehicle illustrating exemplary user control inputs for operation of the vehicle.

[0320] Figure 56 is a schematic illustration of an example embodiment of the dynamic brake and static brake and their cooperation with the prime mover, the hydraulic system and the electronic control unit of the tracked vehicle.

[0321] Figure 57 is a schematic illustration of the dynamic brake and static brake of each of the track assemblies and their connection to the hydraulic system and electronic control unit of the tracked vehicle.

[0322] Similar reference numerals may have been used in different figures to denote similar components. It should be noted that all drawings are diagrammatic and not drawn to scale. Relative dimensions and proportions may have been modified for the sake of clarity and convenience in the drawings. Accordingly, the drawings are to be regarded as illustrative and not as restrictive.DESCRIPTION OF EXAMPLE EMBODIMENTS

[0323] With reference to Figures 1, 1A and IB, there is shown an exemplary, non-limiting example embodiment of a tracked vehicle incorporating features according to the present disclosure. As shown in Figure 1, the tracked vehicle 10 includes a chassis or frame 12, a power plant 14, a plurality of track assemblies 16(1), 16(2) one arranged on either side of the vehicle 10, and an operator cabin 18. In some embodiments, for example, the tracked vehicle 10 is configured to carry and operate secondary equipment, for example, a dump or lift, a crane, a ladder, an aerial device, an aerial work platform, a drill rig, a digger derrick, a material handler, and / or any other industrial apparatus that is mounted to the vehicle chassis 12. Accordingly, in some instances, the tracked vehicle 10 may be referred to as a “tracked carrier” or “tracked equipment carrier”.

[0324] The tracked utility vehicle 10 has a length Lv, a width Wv, and a height Hv (measured without taking into account the secondary equipment). These dimensions may allow the vehicle 10 to have a large payload capacity while being able to be used in a public road infrastructure. For example, in some embodiments, the length Lv may be at least 5 m, such as between 5 m and 10 m, in some cases between 6 m and 9 m, and in some cases between 7 m and 8 m; the width Wv may be at least 2 m, such as between 2 m and 5 m, in some cases between 2.5 m and 4.5 m, and in some cases between 3 m and 4 m; and the height Hv may be no more than 4 m, in some cases no more than 3.5 m, and in some cases no more than 3 m. The length Lv, width WV, and height Hv may take on various other values in other embodiments.

[0325] In some embodiments, the tracked utility vehicle 10 has a payload capacity which can be quite large. For example, in some embodiments, the payload capacity of the vehicle 10 may be at least 10000 lbs (about 4536 kg), in some cases at least 15000 lbs (about 6804 kg), in some cases at least 20000 lbs (about 9072 kg), in some cases at least 30000 lbs (about 13608 kg), and in some cases at least 45000 lbs (about 20412 kg). In a preferred embodiment, the payload capacity of the vehicle is at least 451951bs (about 20500 kg). The payload capacity may take on various other values in other embodiments.

[0326] With reference again to Figure 1, the vehicle 10 has a longitudinal axis 59 defining a longitudinal direction of the vehicle 10 (i.e., a direction generally parallel to the longitudinal axis 59 of the vehicle) and transversal directions (i.e., directions transverse to its longitudinal axis 59), including a widthwise direction (i.e., a lateral direction generally perpendicular to its longitudinal axis 59 within a transverse plane of the vehicle 10). The vehicle 10 also has a height direction which is normal to both its longitudinal direction and its widthwise direction. References to the longitudinal, transversal and height directions throughout the specification will be understood with reference to longitudinal axis 59 of the vehicle 10.

[0327] The power plant 14 generates power to move the tracked utility vehicle 10. To that end, the power plant 14 comprises a prime mover 17. For example, the prime mover 17 may comprise an internal combustion engine and / or one or more other types of motors (e.g., electric motors, etc.) for generating motive power to move the vehicle 10.

[0328] The power plant 14 is in a driving relationship with each of the track assemblies 16(1), 16(2). That is, power derived from the power plant 14 is transmitted to each of the track assemblies 16(1), 16(2) in order to drive the track assemblies 16(1), 16(2). With reference to Figure IB, in some embodiments, for example, power from the power plant 14 is transmitted to the track assemblies 16(1), 16(2) via a hydraulic drive system 21 For instance, in such example embodiments, the hydraulic drive system 21 comprises, for each of the track assemblies 16(1), 16(2), at least a hydraulic pump 300 driven by the prime mover 17 and connected to a hydraulic motor (not shown) which drives the respective track assembly 16(1), 16(2). Power from the power plant 14 may be transmitted to the track assemblies 16(1), 16(2) in various other ways in other embodiments and in accordance with principals know in the art.

[0329] In the example embodiment of the tracked vehicle 10 of Figure 1, the power plant 14 includes a housing 46 which houses the prime mover 17 and other components of the power plant 14. More particularly, in this embodiment, the housing 46 houses: hydraulic components including each hydraulic pump 300 of the hydraulic drive system 21 and a hydraulic fluid reservoir; a cooling system for cooling the prime mover 17 and hydraulic fluid of the hydraulic drive system 21; batteries; components of an exhaust system; pipes; and cables. Other components of the power plant 14 may be housed in the housing 46 in other embodiments. While each of the components and / or systems that are housed within the main housing 46 are not necessarily shown in the drawings, they will be understood to be known components of vehicles of this nature and understood by those of skill in the art. As well, it will be understood that other components of the power plant 14 may be housed in the housing 46 in other embodiments. In some embodiments, for example, the housing 46 and the components of the power plant14 that it houses are mounted on top of the chassis 12 of the vehicle. Mounting of the housing 46 and the components of the power plant 14 that it houses above the chassis or frame 12 may facilitate installation and servicing of the power plant 14. For example, maintenance or other servicing activities may be performed by accessing components of the power plant 14 without being obstructed by the work equipment 41. Also, components of the power plant 14, including the prime mover 17, the hydraulic pumps of the hydraulic drive system, etc., and the housing 46, may secured to one another to constitute a “power plant module” that can be installed on and removable from the chassis 12 together as a unit. This may allow the tracked utility vehicle 10 to be easily equipped with a particular one of a plurality of different power plant modules during manufacturing of the vehicle 10 depending on an application or environment in which the vehicle 10 will be used. For example, in some embodiments, the plurality of different power plant modules may comprise different types of prime movers. For instance, in some cases, the different types of prime movers may be different types of internal combustion engines, such as different types of engines that conform to requirements of different engine tiers (e.g., an engine conforming to requirements of a T3 engine tier and an engine conforming to requirements of a T4 engine tier). In such examples of implementation, a controller controlling the prime mover 17 (e.g. an engine control unit (ECU)) may comprise software that can control the different types of engines and receives an input indicating a particular type of engine to which the prime mover 17 corresponds to control it accordingly. In addition to generating motive power to propel the tracked utility vehicle 10, in some embodiments, the power plant 14 may power the work equipment 41 carried by the vehicle 10. For instance, in some cases, the prime mover 17 may be used to supply power to the work equipment 41. In other cases, the power plant 14 may comprise another prime mover to supply power to the work equipment 41.

[0330] In some embodiments, for example, the tracked vehicle 10 comprises an engine control unit (ECU) 10500 configured for controlling various aspects of the operation of the tracked vehicle 10. In this respect, the ECU 10500 may be configured to receive input data from various sensors and / or other inputs relating to the operation of the vehicle 10, and may provide output control signals to various actuators, controllers, output devices and display units. For example, in some embodiments, the ECU 10500 is configured to receive data relating to operation of the powertrain of the vehicle such as speed and torque related data, as well as temperature data for components and or systems incorporated into the tracked vehicle 10, etc. The input data may be processed by the ECU 10500 and used to generate control signals, which are sent to various other control modules within the tracked vehicle 10 for controlling and / or adjusting operation of the tracked vehicle 10. In some embodiments, the ECU 10500 is configuredto interface with a human driver and / or vehicle operator through an operator interface 1003 that may include a driver input control unit and / or a user input (UI) display screen and / or control panel located within the driver cabin of the tracked vehicle 10 to allow for direct input of data from the driver or operator of the tracked vehicle 10. In some embodiments, see Fig. 36 for example, the ECU 10500 is operably coupled to various operational input devices of the operator interface 1003, such as a steering mechanism or steering wheel, an accelerator pedal and brake pedal, as well as buttons and controls that the driver or vehicle operator can interact with outside of those that exist within the UI display screen unit, that are each located within the driver cabin. Accordingly, it will be understood that the ECU 10500 is coupled to the tracked vehicle 10 and configured to receive information about the tracked vehicle 10 and, in some instances, information about the surrounding environment in which the tracked vehicle 10 is operating from a plurality of vehicle-embedded sensors 1004. The ECU 10500 is also configured to provide control signals to and receive information and / or signals from a plurality of controllable components 1008 (e.g. actuators and control systems) that control operation of the track assemblies, including among other things, track suspension, track tension, drive torque, braking torque, temperature controls, maintenance functions, etc.

[0331] Referring now to Figs. 1-34, the track assemblies 16(1), 16(2) will now be described in further detail. The track assemblies 16(1), 16(2) are used to propel the tracked utility vehicle 10 on the ground. A first track assembly 16(1) is arranged on a first lateral side of the vehicle 10, while a second track assembly 16(2) is arranged on a second lateral side of the vehicle 10. Each of the track assemblies 16(1), 16(2) supports a portion of a weight of the vehicle 10 in use. In some embodiments, for example, the first and second track assemblies 16(1), 16(2) are similarly configured and are disposed symmetrically relative to the chassis or frame 12. Thus, the portion of the weight of the vehicle 10 supported by each of the track assemblies 16(1), 16(2) is about half of the weight of the vehicle 10. In other examples, the portion of the weight of the vehicle 10 supported by each of the track assemblies 16(1), 16(2) may be other than one-half of the weight of the vehicle 10.

[0332] Each track assembly 16(1), 16(2), independently, includes a track 22 and a track engaging assembly 220 configured to drive and guide the track around the track -engaging assembly 220. In some embodiment, for example, the track 22 is an endless track. In some embodiments, for example, the track 22 is comprised of individual segment that are joined or otherwise coupled together to form an endless track that is configured for mounting on and being driven about the track -engaging assembly 220. As shown, for example, in FIG. 1, the track-engaging assembly 220 for each track assembly 16(1), 16(2) comprises a plurality of wheels 221, the plurality of wheels 221 including at least a sprocket wheel ordrive wheel 24, and a main idler wheel 23. The drive wheel 24 and main idler wheel 23 are arranged in spaced-apart relationship along a longitudinal axis of the track assembly 16(1), 16(2), which extends parallel to the longitudinal axis 59 of the vehicle 10. The drive wheel 24 and main idler wheel 23 are arranged within the track 22 for supporting at least a portion of the weight of the vehicle 10. In some embodiments, for example, the plurality of wheels 221 of the track-engaging assembly 220 includes one or more support wheels 28 (and / or secondary or intermediate idler wheels) arranged intermediate the drive wheel 24 and main idler wheel 23 along the longitudinal axis of the track assembly 16(1), 16(2). In some embodiments, for example, at least some of the intermediate support wheels (or secondary idler wheels) 28 are arranged within the track 22 of the track assembly 16(1), 16(2) such that they are configured for supporting at least a portion of the weight of the vehicle 10, the one or more intermediate support wheels 28 configured for being in contact with the track that traverses the ground. In some embodiments, for example, the plurality of wheels 221 of the track -engaging assembly 220 further includes at least one upper track idler wheel 29 that is vertically spaced apart from the main longitudinal axis along which the drive wheel 24, main idler wheel 23 and one or more intermediate support wheels 28 are arranged. In some embodiments, for example, the upper track idler wheel 29 is arranged at the center of the track assembly 16(1), 16(2) for contacting an upper portion of the track 22 for providing support to the upper portion of the track 22 as the track rotates around the plurality of wheels 221 within the trackengaging assembly 220.

[0333] As described above, in the subject example embodiment, the track assemblies 16(1), 16(2) are each configured such that the drive wheel 24 and the main idler wheel 23 are arranged at opposite ends of the respective one of the track assemblies 16(1), 16(2) in spaced apart relationship to one another and are configured for supporting a portion of the weight of the vehicle 10. In some embodiments, for example, the drive wheel 24 and the main idler wheel 23 are selected such that the pitch diameter of the drive wheel, DPDW, (i.e. the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel 24, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel) and the pitch diameter of the main idler wheel, DPIW (i.e. the diameter of the main idler wheel 23) that is arranged at the opposite end of the track-engaging assembly 220 relative to the drive wheel 24, are the same. In some embodiments, for example, the drive wheel 24 and the main idler wheel 23 are selected such that the pitch diameter of the drive wheel, DPDW, is greater than 15% of the pitch diameter of the main idler wheel, DPIW, or less than 15% of the pitch diameter of the main idler wheel, DPIW, (or vice versa). Whether the drive wheel 24 and the main idler wheel 23 are selected such that the pitch diameter of the drive wheel,DPDW, and the pitch diameter of the main idler wheel, DPIW, are the same or are selected such that the pitch diameter of the drive wheel, DPDW, is greater than 15% of the pitch diameter of the main idler wheel, DPIW, or less than 15% of the pitch diameter of the main idler wheel, DPIW, (or vice versa), each track assembly 16(1), 16(2), independently, is considered to have an overall oblong configuration as will be discussed in further detail below.

[0334] For each one of the track assemblies 16(1), 16(2), a track 22 is disposed around the arrangement of the plurality of wheels 221, namely the drive wheel 24, the main idler wheel 23, and the one or more support wheels or secondary idler wheels 28 and upper track idler wheel 29. Accordingly, when the track assemblies 16(1), 16(2) are arranged on the chassis or frame 12 of the vehicle 10, the longitudinal direction of each track assembly 16(1), 16(2) is generally parallel to the longitudinal axis 59 of the tracked vehicle 10. Similarly, each track assembly 16(1), 16(2) also has transversal directions, including a widthwise direction which is generally parallel to the widthwise direction of the tracked vehicle 10 (e.g. a transverse or lateral direction generally perpendicular to the longitudinal direction or longitudinal axis 59 of the tracked vehicle), and a height direction which is generally parallel to the height direction of the vehicle 10 (e.g. normal to both the longitudinal direction and widthwise direction of the vehicle 10). Therefore, it will be understood that each track assembly 16(1), 16(2) has a length Lta, a width Wta, and a height Hta. The track 22 of each track assembly 16(1), 16(2) has an outer surface or ground-engaging surface 17 configured for engaging the ground to provide traction for the vehicle 10, and an inner surface 19 that is disposed opposite to the ground engaging surface 17, the plurality of wheels 221 being in contact with at least a portion of the inner surface 19 of the track 22. While the track 22 is disposed around the arrangement of the plurality of wheels 24, 23, 28, 29 in each of the track assemblies 16(1), 16(2), each track 22, independently, defines atop run (or upper portion) 40 and a bottom run (or lower portion) 42. The top run 40 and the bottom run 42 of the track 22 are generally parallel to one another and extend along the longitudinal axis 59 of the tracked utility vehicle 10. The top run 40 of the track 22 is generally horizontal and has a length that is generally defined by the distance between the drive wheel 24 and the idler wheel 23. The bottom run 42 of the track 22 is the portion of the track that is in contact with and engages the ground. Accordingly, in the subject example embodiment, the bottom run 42 of the track 22 is the portion of the track 22 that extends between the drive wheel 24 and the idler wheel 23 and beneath the one or more support wheels (or secondary idler wheels) 28 and which engages the ground. The bottom run 42 of the track 22, therefore, also has a length that is generally defined by the distance between the drive wheel 24 and the idler wheel 23. Accordingly, in the subject example embodiment, the length of the top run 40 and the length of bottom run 42 of the track 22 are substantiallythe same, further defining the overall oblong configuration of the track assembly 16(1), 16(2). In some embodiments, for example, the track-engaging assembly 220 is configured such that while the track 22 is arranged for rotation about the track -engaging assembly 220, the length of the bottom run 42 is greater than 90% of the length of the top run 40. In some embodiments, the length of the bottom run 42 is at least 96% of the length of the top run 40. In some embodiments, the length of the bottom run 42 is at least 98% of the length of the top run 40.

[0335] The top run and the bottom run 40, 42 of the track 22 are interconnected at corresponding, respective ends thereof by curved end portions 43 such that the top run 40, bottom run 42 and curved end portions 43 together form the track 22. By having the track assembly 16(1), 16(2) configured such that the drive wheel 24 and main idler wheel 23 are spaced apart from each other along the longitudinal axis of the track assembly 16(1), 16(2) with one or more additional idler and / or support wheels 28 arranged therebetween, with each of the plurality of wheels 221 in the track assembly 16(1), 16(2) arranged relative to one another for supporting at least a portion of the weight of the vehicle 10, along with the at least one upper track idler wheel 29 for supporting the top run 40 of the track 22, the track assembly 16(1), 16(2) is configured such that the track 22 has an overall oblong shape. The oblong configuration of the track 22 is achieved given that the top run 40 and bottom run 42 of the track 22 are interconnected at respective, corresponding ends by a singular curved end portion 43 defining a singular bend radius of the track 22. The track 22 is supported in the oblong configuration by the larger sized drive wheel 24 and the corresponding larger sized main idler wheel 23 that are arranged at opposite ends of the track 22 as well as the one or more intermediate support wheels 28 arranged along the bottom run or lower portion of the track, and the at least one upper track idler wheel 29 supporting the top run 40 at a mid-point or central region of the top run 40 or upper portion of the track 22. In the oblong arrangement, the overall length of the top run and the overall length of the bottom run are substantially similar. For example, in some embodiments the length of the bottom run is greater than 90% of the length of the top run. In some embodiments for example, the oblong arrangement is configured such that the overall length of the bottom run is at least 96% of the length of the top run. In some embodiments for example, the oblong arrangement is configured such that the overall length of the bottom run is at least 98% of the length of the top run. Traditional track assemblies for tracked vehicles often have a trapezoidal track arrangement 22’ wherein the top run 40’ and bottom run 42’ of the track have a more significant difference in the overall lengths as they are often interconnected at each of their corresponding ends, respectively, by at least two separate bends or two separate curved portions 43(1), 43(2) such that the track arrangement defines a total of four (4) bends defined within the track arrangement, each bendhaving a radius of a different size as is shown, for example, in the schematic illustration found in Fig. 12A. This is unlike the arrangement defined in the subject example embodiment (see schematic illustration in Fig. 12B) wherein the drive wheel 24 and main idler wheel 23 are selected to have approximately the same overall pitch diameter that is larger than the pitch diameter of the drive wheel and / or idler wheel found in conventional track configurations, and wherein the drive wheel 24 and the main idler wheel 23 are arranged along the same longitudinal axis of the track assembly 16(1), 16(2) such that they are each in contact with the bottom run 42 and / or ground-engaging portion of the track thereby supporting a portion of the weight of the vehicle 10. As shown in Fig. 12C, the oblong configuration of the track assembly is further defined by the one or more intermediate support and / or additional idler wheels 28 that are arranged between the drive wheel 24 and main idler wheel 23 such that each wheel, in the overall plurality of wheels 23, 24, 28 that define the track-engaging assembly 220, is in contact with the ground (or inner surface of the bottom run 42 of the track 22) and supports at least a portion of the weight of the vehicle 10. In such arrangement, the overall size or overall pitch diameter of the drive wheel 24 and the main idler wheel 23 can be selected to be larger than what is typically found in traditional trapezoidal track assemblies as a singular wheel can now occupy the same space or area that, typically, had to accommodate two (or more) wheels, the two or more wheels thereby requiring smaller diameters than the pitch diameters of the drive wheel 24 and main idler wheel 23 of the subject example embodiment. By having a drive wheel 24 and main idler wheel 23 arranged at a respective, opposite end of the track assembly, each with an overall diameter that is greater that what is traditionally found in conventional trapezoidal track arrangements, the overall bend radius defined by each of the curved end portions 43 of each track assembly 16(1), 16(2) is increased relative to the bend radii typically found in the traditional trapezoidal track assemblies. It has been found that there is an interplay between the drive wheel (or sprocket wheel) pitch diameter, DPDW , (i.e. the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel) and the track pitch, Tp, (i.e. the center to center distance between the lugs or bars of the track) of a track assembly that has an effect on the overall performance of the tracked vehicle 10. More specifically, it has been found that: (i) increasing the overall bend radius of the track 22 by increasing the size of the drive wheel (or sprocket wheel) 24, and (ii) minimizing the overall number of bends within the track 22, by opting for an oblong arrangement (rather than a trapezoidal arrangement) reduces overall power losses that are associated with having multiple, tight or smaller bends in the track configuration. For example, when the bend radius of each of the curved end portions 43 of the track 22 that each, independently, directly interconnect the top run 40 of the track 22 to the bottom run 42 at a respective end of the track assembly16(1), 16(2) are closer to and more directly correspond to the pitch diameter of the drive wheel 24, the power that is transmitted to the drive wheel 24 by the prime mover 17 is transmitted directly to a larger portion of the track 22 for effecting rotation of the track 22 about the plurality of wheels 221 . Therefore, by altering the overall track assembly configuration and the overall size of the drive wheel 24 and main idler wheel 23 such that power losses often associated with tracked vehicles are reduced, the overall efficiency of the tracked vehicle 10 is increased. In particular, it has been found that arranging the drive wheel (or sprocket wheel) 24 and idler wheels 23, 28 along substantially the same longitudinal axis such that each wheel in the plurality of wheels 221 of the track-engaging assembly 220 is a vehicle weightbearing wheel, as opposed to a trapezoidal arrangement wherein the drive wheel and main idler wheel are arranged along a longitudinal axis that is spaced vertically apart from the longitudinal axis along which the support or weight-bearing wheels of the track system are arranged, and selecting the drive wheel 24 and main idler wheel 23 such that the overall bending ratio (i.e. the quotient of the drive wheel or sprocket wheel pitch diameter to track pitch, Tp) of the track 22 is greater than at least 7.0, has been found to lead to improved overall performance of the tracked vehicle 10. In some embodiments, it has been found that arranging the drive wheel (or sprocket wheel) 24 and idler wheels 23, 28 along a substantially singular longitudinal axis such that each of the main wheels of the track-engaging assembly 220 is a vehicle weight-bearing wheel, and selecting the drive wheel 24 and main idler wheel 23 such that the overall bending ratio (i.e. the quotient of the drive wheel or sprocket wheel pitch diameter to track pitch) of the track 22, as defined by equation (I) below, is greater than 7.5 has been found to lead to improved overall performance of the vehicle 10. In some embodiments, for example, it has been found that selecting the drive wheel 24 and main idler wheel 23 such that the track configuration defines a bending ratio that is greater than a minimum of 6.5 and less than a maximum of 12 leads to overall increased performance of the vehicle 10 relative to conventional tracked vehicles having a trapezoidal track configuration. More specifically, a track configuration having a bending ratio of greater than 7.0 and less than 11 and, more preferably, between 7.5 and 9, including specifically between 8.6 and 9.6, inclusively, is preferred and has resulted in overall improved performance of the vehicle 10.(I) Bending Ratio = DPDW / Tp wherein : DPDW is the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel 24, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel; andTp is the center-to-center distance between the lugs or bars of the track

[0336] The relationship between the drive wheel (or sprocket wheel) pitch diameter, DPDW, and the overall track area, TA, as defined by the product of the track width and the total track length (i.e. overall length of entire track and not simply the length of the bottom run) has also been found to be a contributing factor to overall performance of the tracked vehicle 10. Specifically, it has been found that a drive wheel or sprocket wheel area ratio, i.e. as defined by the quotient of the track area, TA, to the drive (or sprocket) wheel pitch diameter, DPDW, divided by 1000, as defined by equation (II) below, of between a minimum of 5.0 and a maximum of 9.0 has been found to lead to overall improved performance of the vehicle 10. More specifically, a track configuration having a drive wheel or sprocket wheel area ratio of greater than 6.0 and less than 8.5 and, more preferably, between a minimum of 7.0 and a maximum 8.5, and more preferable between a minimum of 7.5 and a maximum of 8.2, has resulted in overall improved performance of the vehicle 10 as compared to conventional tracked vehicles having a trapezoidal track arrangement.(II) Sprocket Wheel Area Ratio = (TA / DPDW) 1000The above-described ranges for the drive wheel (or sprocket wheel) area ratio, i.e. as defined by the quotient of the track area, TA, to the drive (or sprocket) wheel pitch diameter, DPDW, divided by 1000, is also applicable to the main idler wheel 23. More specifically, as described above, in some example embodiments, the main idler wheel 23 is of the same size (or has the same diameter) as the drive wheel (or sprocket wheel) 24. Therefore, the above-described ranges for the drive wheel (or sprocket wheel) area ratio are also applicable to the idler wheel area ratio, i.e. the quotient of the track area, TA, (as defined by the product of the track width and the total track length (i.e. overall length of entire track and not simply the length of the bottom run)) to idler pitch diameter, Ip, divided by 1000. See Table 1.0 reproduced below which provides non-limiting examples of the drive or sprocket wheel pitch diameter (DPDW), track pitch, track width, track length, bending ratio and sprocket area ratio according to the track assembly configuration of the present disclosure relative to other known pre-existing tracked vehicles.cn co5Table 1.0 - Non-Limiting Examples of the Tracked Vehicle relative to other Known Tracked Vehicles

[0337] With reference now to Figures 1-6, 13-18, in some embodiments, for example, the tracked vehicle 10 includes a suspension system 50 that is operably coupled to each one of the weight supporting wheels of the plurality of wheels 221 in each track assembly 16(1), 16(2), independently, for allowing relative motion between the each one of the weight bearing wheels of the plurality of weightbearing wheels, specifically the drive wheel 24, main idler wheel 23 and the one or more intermediate support wheels 28, and the frame (or chassis) 12 of the vehicle 10. The suspension system 50 is configured such that each weight bearing wheel of the plurality of wheels 221 in each track-engaging assembly 220, is independently connected to the frame 12 of the vehicle 10 such that movement of each one of the drive wheel 24, main idler wheel and the one or more intermediate support wheels 28, relative to the frame 12, is independent of each of the other one of the drive wheel 24, main idler wheel 23 and the one or more intermediate support wheels 28 in the respective one of the track assemblies 16(1), 16(2). In particular, the suspension system 50 is configured to allow each weight bearing wheel, i.e. the drive wheel 24, main idler wheel 23 and the one or more intermediate support wheels 28, of the plurality of wheels 221 to move relative to the frame 12 of the vehicle, independent to each of the other weight bearing wheels in the plurality of wheels 221 included in the respective one of the track assemblies 16(1), 16(2), in a direction perpendicular to both the longitudinal axis 59 and transverse axis of the vehicle 10. As set out above, each track assembly 16(1), 16(2) is similarly configured; therefore, the configuration and operation of the suspension system 50 in relation to the track-engaging assembly 220 of the first track assembly 16(1) is essentially the same as the configuration and operation of the suspension system 50 in relation to the track-engaging assembly 220 of the second track assembly 16(2). Accordingly, it will be understood that the configuration and operation of the suspension system 50 in respect of one of the track assemblies 16(1), 16(2) is equally applicable to the configuration and operation of the suspension system 50 in respect of the other one of the track assemblies 16(1), 16(2), the configuration and operation of only one of which will be described in further detail below.

[0338] Referring now to Figure 4 and Figure 13, the suspension system 50 is configured such that each weight bearing wheel in the plurality of wheels 221 of the track-engaging assembly 220 of a respective one of the pair of track assemblies 16(1), 16(2) is independently coupled to the frame 12 via a coupling arm having a first end pivotally connected to the frame 12 and a second end connected to the corresponding weight bearing wheel, i.e. the drive wheel 24, the main idler wheel 23 and the one or more intermediate support wheels 28. In particular, the drive wheel 24 is coupled to the frame 12 via a drive wheel coupling arm 52 having a frame coupling end 54 pivotally connected to the frame 12 and a wheelcoupling end 56 operably coupled to the drive wheel 24. The frame -coupling end 54 of the drive wheelcoupling arm 52 is pivotally connected to the frame 12 such that the drive wheel coupling arm 52 is disposed for rotation about a drive wheel arm pivot axis 58, wherein the drive wheel arm pivot axis 58 extends in a direction generally transverse to the longitudinal axis of the vehicle 59. The wheel-coupling end 56 of the drive wheel coupling arm 52 is operably coupled to the drive wheel 24 such that the drive wheel (or sprocket wheel) 24 moves together with the drive wheel coupling arm 52 as the drive wheel coupling arm 52 pivots or rotates about the drive wheel arm pivot axis 58. The coupling of the drive wheel 24 to the drive wheel coupling arm 52 is such that the drive wheel 24 remains disposed for rotation about a drive wheel axis of rotation 25, which axis extends in a direction generally transverse to the longitudinal axis 59 of the vehicle 10 and is the axis about which the drive wheel rotates 24 for driving the track 22 about the track-engaging assembly 220 of the respective track assembly 16(1), 16(2) to move the vehicle 10 across the ground.

[0339] The suspension system 50 is further configured such that the connection between the drive wheel coupling arm 52 and the frame 12 is such that the frame coupling end 54 of the drive wheel coupling arm 52 is connected to the frame 12 at a location that is disposed more proximal to the center of the frame 12 of the vehicle 10 relative to the location and / or position of the drive wheel 24 relative to the center of the frame 12 of the vehicle, as viewed along the longitudinal axis of the track -engaging assembly 16(1), 16(2) (see, for instance, the central vertical axis 85 of the frame illustrated schematically in Fig, 13 and 15). Accordingly, the drive wheel coupling arm 52 is connected to the frame 12 such that the arm 52 is oriented and / or arranged to extend longitudinally away from the center of the frame 12 towards an end of the vehicle 10. The connection between the frame coupling end 54 of the drive wheel coupling arm 52 and the frame 12 is also such that the drive wheel arm pivot axis 58 extends in a plane that is disposed parallel to a plane that extends transversely through the longitudinal axis 59 of the vehicle 10 and vertically above the plane in which the drive wheel axis of rotation 25 about which the drive wheel 24 rotates at the connection between the drive wheel 24 and the drive wheel coupling end 56 of the drive wheel coupling arm 52 extends. In some embodiments, for example, the drive wheel coupling arm pivot axis 58 extends in a plane that is disposed vertically above the transverse plane in which the drive wheel axis of rotation 25 extends by a vertical distance, DI, of at least 1mm. In some embodiments, for example, the drive wheel coupling arm pivot axis 58 extends in a plane that is disposed vertically above the transverse plane in which the drive wheel axis of rotation 25 extends by a vertical distance, DI, of at least 165mm.

[0340] Each drive wheel coupling arm 52 is connected to the frame 12 at the frame coupling end 54 for rotation about the drive wheel coupling arm pivot axis 58. Each drive wheel coupling arm 52 isalso coupled to the frame 52 via a suspension wheel displacement-effector which, in some embodiments, includes a suspension cylinder 55. In some embodiments, for example, the suspension cylinders 55 are hydraulic cylinders including a cylinder housing 57 with a piston rod 61 disposed for reciprocating movement relative to the cylinder 57, the piston rod 61 acting against hydraulic fluid contained within the cylinder 57. In some embodiments, for example, the suspension wheel displacement-effector includes a rubber bushing configured to compress under compressive forces applied to the corresponding wheel and that expands and / or returns to a neutral position in response to a decrease in or removal of the compressive force to return the corresponding wheel to its neutral position relative to the frame 12. In example embodiments wherein the suspension wheel displacement effector is a suspension cylinder 55, the suspension cylinders 55 are operably coupled with the overall hydraulic drive system 21 of the vehicle 10 in accordance with principles known in the art. In some embodiments, for example, the suspension cylinder housing 57 is pivotally connected to the frame 12 such that the suspension cylinder 55 is disposed for rotation, relative to the frame 12 about pivot point 63. The piston rod 61 has one end disposed within the cylinder housing 57 and the other, opposite end of the piston rod 61 is coupled to the drive wheel coupling arm 52. The coupling of the cylinder housing 57 to the frame 12 is such that the suspension cylinder extends downwardly and away from the pivot point 63 towards the drive wheel 24. Accordingly, the suspension cylinder 55 supports the drive wheel 24 in its normal operational position, or neutral position, relative to the frame 12. In response to upwards movement of the drive wheel 24, relative to the frame 12, the drive wheel coupling arm 52 pivots upwards about the drive wheel coupling arm axis of rotation 58. The upwards movement of the drive wheel coupling arm 52 exerts an upwards force on the piston rod 61 of the suspension cylinder 55 causing the piston rod 61 to become more inwardly disposed within the cylinder housing 57 as the piston rod 61 acts against the hydraulic fluid housed within the cylinder housing 57 causing fluid to evacuate the cylinder housing 57. In some embodiments, for example, the hydraulic fluid evacuates the cylinder through a hydraulic fluid line (not shown). In some embodiments, for example, the hydraulic cylinder includes an integrated accumulator (not shown) and does not include separate fluid lines. Accordingly, it will be understood that various forms of hydraulic cylinders can be used in accordance with principles known in the art. As the upwards force applied to the drive wheel 24 is removed from the drive wheel 24 and the drive wheel 24 returns to its neutral and / or normal operational position relative to the frame 12, the piston rod 61 returns to its neutral or extended position relative to the cylinder housing 57 with hydraulic fluid returning to the cylinder via a corresponding return line or via the accumulator. While the suspension cylinder 55 has been described as having the cylinder housing 57 coupled to the frame 12 and the piston rod 61 coupled to the drive wheel coupling arm 52, it will be understood that the reverse arrangement may also be employed wherein thepiston rod 61 has one end operably coupled to the frame 12 and a second end disposed within the cylinder housing 57 which is coupled to the drive wheel coupling arm 52. Accordingly, as shown in Figs. 4-7, the connection of each drive wheel 24 of each track-engaging assembly 220 of each track assembly 16(1), 16(2) to the frame 12 via the corresponding suspension cylinder 55 is such that each drive wheel 24 is suspended from the frame 12 and can be displaced relative to the frame 12 in response to the conditions encountered by each wheel during operation of the vehicle 10.

[0341] Similarly, the main idler wheel 23 is coupled to the frame 12 via an idler wheel coupling arm 60 having a frame coupling end 62 pivotally connected to the frame 12 and a wheel-coupling end 64 coupled to or otherwise operably coupled to the main idler wheel 23. The frame -coupling end 62 of the main idler wheel coupling arm 60 is pivotally connected to the frame 12 such that the main idler wheel coupling arm 60 is disposed for rotation about a main idler wheel arm pivot axis 66 that extends transversely relative to the longitudinal axis 59 of the vehicle 10. The idler wheel-coupling end 64 is operably coupled to the main idler wheel 23 such that the main idler wheel 23 remains disposed for rotation about an idler wheel axis of rotation 67 that extends parallel to and spaced apart from the idler wheel arm pivot axis 66. The main idler wheel 23 is also configured for vertical movement relative to the frame 12 of the vehicle 10 or displacement relative to the frame 12 relative to a neutral position of the main idler wheel 23, in response to rotation of the main idler wheel coupling arm 60 about the main idler wheel coupling arm axis of rotation 66. The main idler wheel coupling arm 60 is pivotally coupled to the frame such that the idler wheel arm pivot axis 66 is disposed at a location more proximal to the center of the frame 12 of the vehicle 10 relative to the location and / or position of the main idler wheel 23, relative to the frame 12, as viewed along the longitudinal axis of the vehicle 59 and / or longitudinal axis of the corresponding track assembly 16(1), 16(2).

[0342] As with each drive wheel 24, each main idler wheel coupling arm 60 is connected to the frame 12 at two separate connection points. Specifically, each main idler wheel coupling arm 60 is connected to the frame 12 at the frame coupling end 64 for rotation about the main idler wheel coupling arm axis of rotation 66. Each main idler wheel coupling arm 60 is also coupled to the frame 12 via a corresponding suspension cylinder 55. In some embodiments, for example, the suspension cylinder 55 is a hydraulic cylinder including a cylinder housing 57 with a piston rod 61 disposed for reciprocating movement relative to the cylinder housing 57. As with the suspension cylinders 55 for each of the drive wheels 24, the suspension cylinders 55 associated with each of the main idler wheels 23 are operably coupled with the overall hydraulic system 21 of the vehicle 10 in accordance with principles known in the art. In some embodiments, for example, the suspension cylinder housing 57 is pivotally connected to theframe 12 such that the suspension cylinder 55 is disposed for rotation, relative to the frame 12 about pivot point 65. The piston rod 61 has one end disposed within the cylinder housing 57 and the other, opposite end of the piston rod 61 is coupled to the main idler wheel coupling arm 60. Accordingly, displacement of the main idler wheel 23 relative to the frame 12 effects displacement of the piston rod 61. The coupling of the cylinder housing 57 to the frame 12 for each of the suspension cylinder 55 associated with each of the main idler wheels 23 is such that the idler wheel suspension cylinder 55 extends downwardly and away from the pivot point 65 towards the corresponding main idler wheel 23. Accordingly, the suspension cylinder 55 supports the main idler wheel 23 and the main idler wheel coupling arm 60 in their normal operational position, relative to the frame 12. In response to upwards movement of the main idler wheel 23 relative to the frame 12, the main idler wheel coupling arm 60 pivots upwards about the main idler wheel coupling arm axis of rotation 66. The upwards movement of the main idler wheel coupling arm 60 exerts an upwards force on the piston rod 61 of the corresponding suspension cylinder 55 causing the piston rod 61 to become more inwardly disposed within the cylinder housing 57. The inwards displacement of the piston rod 61 into the cylinder housing 57 is such that the piston rod 61 acts against the hydraulic fluid housed within the cylinder housing 57 causing fluid to evacuate the cylinder housing 57. In some embodiments, for example, the hydraulic fluid evacuates the cylinder 57 through a hydraulic fluid line (not shown). In some embodiments, for example, the hydraulic cylinder includes an integrated accumulator (not shown) and does not include separate fluid lines. Accordingly, it will be understood that various forms of hydraulic cylinders can be used in accordance with principles known in the art. As the upwards force applied to the main idler wheel 23 is removed from the main idler wheel 23, and the main idler wheel 23 returns to its neutral and / or normal operational position relative to the frame 12 via downwards rotation of the main idler wheel coupling arm 60 about the main idler wheel coupling arm axis of rotation 66, the piston rod 61 returns to its neutral or extended position relative to the cylinder housing 57 with hydraulic fluid returning to the cylinder via a corresponding fluid line or via the accumulator. Accordingly, as shown in Figs. 4 and 8-9, the connection of each main idler wheel 23 of each track -engaging assembly 220 of each track assembly 16(1), 16(2) to the frame 12 via the corresponding suspension cylinder 55 is such that each main idler wheel is suspended from the frame 12.

[0343] With reference now to at least Figs. 4-5, 10-11 and 13-14, each main idler wheel coupling arm 60 is connected to the frame 12 such that the idler wheel coupling arm pivot axis 66 is disposed rearward of the location of the main idler wheel axis of rotation 67, about which the main idler wheel 23 rotates while the vehicle 10 is in motion, towards the center of the frame 12. In some embodiments, for example, the connection between the frame coupling end 62 of the main idler wheel coupling arm 60 andthe frame 12 is also such that the idler wheel arm pivot axis 66 extends in a plane that is disposed parallel to a plane that extends transversely through the longitudinal axis 59 of the vehicle 10 and that is spaced vertically above the idler wheel axis of rotation 67 by only a small distance, D2, which distance is significantly less than the distance by which the drive wheel pivot arm axis 56 and the drive wheel axis of rotation 25 are vertically spaced apart. See, for instance, the example embodiment illustrated in Fig. 13. For instance, in some example embodiments, the main idler wheel coupling arm pivot axis 66 extends in a plane that is disposed vertically above the transverse plane in which the main idler wheel axis of rotation 67 extends, by a distance of at least 0mm, such that the main idler wheel coupling arm pivot axis 66 and the main idler wheel axis of rotation 67 both extend in the same transverse plane, to a distance no greater than two times (2x) the maximum vertical travel defined by the suspension cylinder. For example, when the maximum vertical travel defined by the suspension cylinder is 152mm, the maximum distance, D2, by which the plane in which the main idler wheel coupling arm pivot axis 66 is disposed vertically above the transverse plane in which the main idler wheel axis of rotation 67 extends is 304 mm. Accordingly, the suspension system 50 is configured such that the drive wheel 24, the drive wheel coupling arm 52, the main idler wheel 23 and the main idler wheel coupling arm 60 are co-operatively configured such that the drive wheel coupling arm pivot axis 58 is disposed vertically higher than both the drive wheel axis of rotation 25 and the main idler wheel coupling arm pivot axis 67. Therefore, in some embodiments, the configuration of the suspension system 50 is such that, in some instances, the main idler wheel 23 is capable of displacement, relative to the frame 12 of the vehicle 10, wherein the main idler wheel axis of rotation 67 becomes displaced vertically higher than the connection point of the main idler wheel coupling arm 60 to the frame 12 (i.e. the main idler wheel pivot axis 66). However, by having the connection point, or drive wheel coupling arm pivot axis 58, of the drive wheel coupling arm 52 to the frame 12 arranged vertically higher than the drive wheel axis of rotation 25, it is less likely that the drive wheel 24 would become displaced relative to the frame 12 of the vehicle 10 while the vehicle 10 is in use to the extent that the drive wheel axis of rotation 25 would become disposed vertically higher than the connection point of the drive wheel coupling arm 52 to the frame 12 (i.e. drive wheel coupling arm pivot axis 58) . In some embodiments, for example, by having the connection point of the drive wheel coupling arm 52 to the frame 12 (or the drive wheel coupling arm pivot axis 58) arranged vertically higher than the drive wheel axis of rotation 25, allows the suspension system 50 to respond and / or react similarly when the vehicle operates in the forward direction and in the reverse direction. By having the drive wheel axis of rotation 25 and the main idler wheel axis of rotation 67 disposed in the same horizontal (or transverse) plane, which is very close to, and in some embodiments could be the same as, the horizontal (or transverse) plane in which the main idler wheel coupling arm pivot axis lies, also helps to ensure that theensure that the suspension system 50 responds and / or reacts similarly when the vehicle operates in the forward direction and in the reverse direction.

[0344] With reference now to Figure 17A there is shown another example embodiment of a track assembly 16(1), 16(2) for use in a tracked vehicle 10 according to the present disclosure (as viewed from the frame 12 towards the outside of the vehicle 10). In such example embodiment, the drive wheel coupling arm 52 is coupled to the frame 12 such that the drive wheel coupling arm pivot axis 58 extends in a plane that is parallel to a plane that extends transverse to the longitudinal axis 59 of the track assembly 16(1), 16(2) that is only slightly vertically higher, relative to the ground, than the transverse plane in which the drive wheel axis of rotation 25 extends. In such example embodiment, the drive wheel coupling arm 52 is also coupled to the frame 12 such that the drive wheel coupling arm pivot axis 58 is arranged only slightly vertically higher than or at the same vertical height as the main idler wheel coupling arm pivot axis 66. For example, in such example embodiment, DI is preferably at least 1mm to a maximum of 165mm. By lowering the point at which the drive wheel coupling arm 52 is attached to the frame 12, relative to the height of the drive wheel axis of rotation 25, relative to the ground, the leading angle of the suspension cylinder 55 associated with the drive wheel 25 is improved so as to mitigate against the drive wheel 24 potentially catching on the obstacle thereby preventing proper operation of the suspension cylinder 55 rather than having the drive wheel 24 climb over the obstacle with proper operation of the associated suspension cylinder 55. Accordingly, it will be understood that the tracked vehicle 10 is not limited to a track -engaging assembly 220 wherein the drive wheel coupling arm 52 is coupled to the frame 12 at a vertical height that is significantly greater than the vertical height of the drive wheel axis of rotation 25, relative to the ground, and / or at a vertical height that is significantly greater than the vertical height at which the main idler wheel coupling arm 60 is coupled to the frame 12.

[0345] With reference to the example embodiment of Fig. 17B, wherein some of the additional or supporting idler wheels 28 associated with the track-engaging assembly 220 have been removed for ease of reference, the frame 12 has a frame length, FL, as measured along the longitudinal axis of the vehicle which extends parallel to the longitudinal axis 59 of the track engaging assembly 220. The drive wheel coupling arm 52 has a drive wheel coupling arm length, DWL, which corresponds generally to the length of the drive wheel coupling arm, 52 that extends between the drive wheel coupling arm pivot axis 58 to the point of connection between the drive wheel 24 and the drive wheel coupling arm 52 as defined by the drive wheel axis of rotation 25. Similarly, the main idler wheel coupling arm 60 has a main idler wheel coupling arm length, IWL, which corresponds generally to the length of the main idler wheel coupling arm 60 that extends between the main idler wheel coupling arm pivot axis 66 to the main idlerwheel axis of rotation 67. The frame length, FL, and the length of each one of the drive wheel coupling arm 52 and the main idler wheel coupling arm 60, and their respective connections to the frame 12, together define the wheel base, WB, for the tracked vehicle 10 wherein the wheel base, WB, is defined by the longitudinal distance between the drive wheel axis of rotation 25 and the main idler wheel axis of rotation 67. By providing a drive wheel coupling arm 52 and a main idler wheel coupling arm 60 that each have an overall increased length that is comparable to the increased pitch diameter of the corresponding wheel, the overall wheel base, WB, provided by the subject tracked vehicle 10 is increased relative to the wheel base of conventional tracked vehicles having trapezoidal track configurations. In some embodiments, for example, the length of the drive wheel coupling arm 52 is selected such that the ratio of the drive wheel coupling arm length, DWL, to the pitch diameter of the drive wheel, DPDW, is a minimum of 0.99 as defined by equation (III) below:(III) Drive Wheel Length Ratio = DWL / DPDW wherein DWi is the length of the drive wheel coupling arm, 52 that extends between the drive wheel coupling arm pivot axis 58 to the point of connection between the drive wheel 24 and the drive wheel coupling arm 52 as defined by the drive wheel axis of rotation 25; andDPDW is the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel.

[0346] In some embodiments, for example, the length of the main idler wheel coupling arm 60 is selected such that the ratio of the main idler wheel coupling arm length, IWL, to the pitch diameter of the main idler wheel, DPDIW, is a minimum of 0.97 as defined by equation (IV) below:(IV) Main Idler Wheel Length Ratio = IWL / DPIW wherein IWL is the length of the main idler wheel coupling arm that extends between the main idler wheel coupling arm pivot axis 66 to the point of connection of the main idler wheel 23 as defined by the main idler wheel axis of rotation 67; andDPIW is the pitch diameter of the main idler wheel.For example, in some embodiments, the drive wheel coupling arm 52 has a length of 1136mm, while the pitch diameter of the drive wheel is 1147mm, and the main idler wheel coupling arm 60 has a length of 1109 mm while the main idler wheel pitch diameter is 1147mm. In some embodiments, for example, the length of the drive wheel coupling arm 52 and the length of the main idler wheel coupling arm 60 are thesame. Accordingly, it will be understood that the specific length of each of the drive wheel coupling arm 52 and the idler wheel coupling arm 60, and that the specific pitch diameter of the drive wheel 24 and the main idler wheel 23 may vary depending on the particular overall size and model of the tracked vehicle 10, while maintaining the preferred minimum drive wheel coupling arm ratio and minimum idler wheel coupling arm ratio. Furthermore, as both the drive wheel 24 and the main idler wheel 23 are weightbearing wheels in the track -engaging assembly 220 each have a larger overall diameter as compared to the diameters of the drive wheel and main idler in conventional, trapezoidal track configurations, it has been found that coupling both the drive wheel 24 and the main idler wheel 23 to the frame 12 via their respective coupling arm 52, 60, while maintaining the desired overall ratio of length of coupling arm to pitch diameter provides for an increased overall wheel base, WB, of the vehicle, which has been found to contribute to improved stability of the vehicle 10, improved vehicle handling and / or improved overall dynamic behavior of the vehicle, as well as overall increased durability, as compared to conventional tracked vehicles having a trapezoidal track configuration. The improved overall stability and improved dynamic behavior allows for an increase in the overall maximum speed of the vehicle 10 of at least 25 km / hr up to a maximum of 35 km / hr.

[0347] As set out above, each track -engaging assembly configuration 16(1), 16(2) further includes one or more additional support wheels or additional idler wheels 28 that are arranged to intermediate the drive wheel 24 and main idler wheel 23 and configured to be weight-bearing wheels within the track-engaging assembly 220. In the subject example embodiment, each additional idler wheel 28(n) (where n represents the total number of additional idler wheels 28) is also, independently, connected to the frame 12 of the vehicle 10 by way of a respective intermediate idler wheel support arm. Each intermediate idler wheel 28 is operably coupled to the corresponding support arm such that each intermediate idler wheel 28(n) is capable of displacement, relative to the frame 12 of the vehicle 10 relative to a neutral position of each intermediate idler wheel 28(n) relative to the frame 12, that is independent from the operation and displacement of each of the drive wheel 24 and main idler wheel 23. Each intermediate idler wheel 28 is also disposed for rotation about a respective intermediate idler wheel axis of rotation. In the example embodiment illustrated in at least Figs. 1-11 and 13-17, two intermediate idler wheels 28 are illustrated, such that the first intermediate idler wheel 28(1) (i.e. closest to the drive wheel 24) is connected to the frame 12 via a first intermediate wheel support arm 70 while the second intermediate idler wheel 28(2) (i.e. closest to the main idler wheel 23) is connected to the frame 12 via a second intermediate wheel support arm 72. However, it will be understood that track assembly 16(1), 16(2) and the related suspension system 50 is not necessarily limited to a track-engaging assembly 220having a wheel configuration that includes only two intermediate weight-bearing idler wheels 28 and that additional intermediate idler wheels 28 may be present depending on the overall size and. / or configuration of the track assembly 16(1). 16(2).

[0348] In example embodiments including two intermediate idler wheels 28 arranged intermediate the drive wheel 24 and the main idler wheel 23, the first intermediate wheel support arm 70 has a frame connecting portion 73 that is fixed to the frame 12 and a wheel-connecting portion 75 that is operably coupled to the first intermediate idler wheel 28(1). The connection between the wheelconnecting end 75 of the first intermediate idler wheel support arm 70 and the first intermediate idler wheel 28(1) is such that the first intermediate idler wheel 28(1) is disposed for rotation about a first intermediate idler wheel 28(1) axis of rotation 77, which axis extends in a direction that is transverse to the longitudinal axis 59 of the vehicle 10. The connection between the wheel-coupling end 75 of the first intermediate idler wheel support arm 70 and the first intermediate idler wheel 28(1) is such that the first intermediate idler wheel 28(1) is configured for displacement relative to the frame 12, relative to a neutral position of the first intermediate idler wheel 28(1) relative to the frame 12, as part of the overall suspension system 50 of the vehicle 10. To enable the displacement of the intermediate idler wheel 28(1) relative to the frame 12, the first intermediate idler wheel 28(1) is operably coupled to the wheelconnecting end 75 of the first intermediate idler wheel support arm 70 by way of a suspension cylinder 55 that forms part of the overall suspension system 50 associated with the track-engaging assembly 220 of each track assembly 16(1), 16(2). The suspension cylinder 55 includes a cylinder housing 57 that is coupled to the wheel-connecting end 75 of the first intermediate idler wheel support arm 70 and a piston rod 61 that has one end coupled to the first intermediate idler wheel 28(1), the second, opposite end disposed within the cylinder housing 57. The piston rod 61 is configured for reciprocating movement relative to the cylinder housing 57 while the coupling of the piston rod 61 to the first intermediate idler wheel 28(1) such that the first intermediate idler wheel 28(1) remains disposed for rotation about the first intermediate idler wheel axis of rotation 77. Accordingly, retraction of the piston rod 61 relative to the cylindrical housing 57 effects upwards displacement of the first intermediate idler wheel 28(1), relative to the frame 12, while the first intermediate idler wheel 28(1) remains disposed for rotation about axis 77 as the track 22 rotates about the track engaging assembly 220. Similarly, extension of the piston rod 61 relative to the cylinder housing 57 effects downwards displacement of the first intermediate idler wheel 28(1) relative to the frame 12 for returning the idler wheel 28(1) to its normal or neutral operational position relative to the frame 12. Retraction of the piston rod 61 into the cylinder housing 57 is in response to hydraulic fluid contained within the cylinder housing 57 being evacuated from the cylinderhousing 57 through a hydraulic fluid return line (not shown) while extension of the piston rod 61 relative to the cylinder housing 57 is in response to delivery of hydraulic fluid to the cylinder housing 57 via a hydraulic fluid supply line (not shown) as is understood from the conventional operation of hydraulic cylinders. In some embodiments, for example, the hydraulic fluid return line and supply line are the same.

[0349] Similarly, the second intermediate wheel support arm 72 has a frame -connecting end 74 fixed to the frame 12 and a wheel-coupling end 76 operably coupled to the second intermediate idler wheel 28(2). The operable coupling of the second intermediate idler wheel 28(2) to the second end 76 of the second intermediate wheel support arm 72 is such that the second intermediate idler wheel 28(2) is disposed for rotation about a second intermediate idler wheel axis of rotation 78, which axis extends transverse to the longitudinal axis 59 of the vehicle 10. The connection of the wheel-coupling end 76 of the second intermediate idler wheel support arm 72 to the second intermediate idler wheel 28(2) is also such that the second intermediate idler wheel 28(1) is configured for upwards displacement relative to the frame 12 as part of the overall suspension system 50 of the vehicle 10. As with the first intermediate idler wheel 28(1), to enable the upwards and / or vertical displacement of the second intermediate idler wheel 28(2) relative to the frame 12, the second intermediate idler wheel 28(2) is operably coupled to the wheelconnecting end 76 of the second intermediate idler support arm 72 by way of a suspension cylinder 55, the suspension cylinder 55 of the second intermediate idler wheel 28(2) operating in a similar manner to the suspension cylinder 55 associated with the first intermediate idler wheel 28(1). In this respect, the suspension cylinder 55 of the second intermediate idler wheel 28(2) includes a cylinder housing 57 that is coupled to the wheel-connecting end 76 of the second intermediate idler wheel support arm 72 and a piston rod 61 that has one end coupled to the second intermediate idler wheel 28(2), the second, opposite end of the piston rod 61 being disposed within the cylinder housing 57 and configured for reciprocating movement relative to the cylinder housing 57. The coupling of the piston rod 61 to the second intermediate idler wheel 28(2) such that the second intermediate idler wheel 28(2) remains disposed for rotation about the first intermediate idler wheel axis of rotation 78. Accordingly, retraction of the piston rod 61 relative to the cylindrical housing 57 effects upwards displacement of the second intermediate idler wheel 28(2), relative to the frame 12, while the second intermediate idler wheel 28(2) remains disposed for rotation about axis 78 as the track 22 rotates about the track engaging assembly 220. Similarly, extension of the piston rod 61 relative to the cylinder housing 57 effects downwards displacement of the second intermediate idler wheel 28(2) relative to the frame 12 for returning the idler wheel 28(2) to its normal or neutral operational position relative to the frame 12. Retraction of the piston rod 61 into the cylinder housing 57 is in response to hydraulic fluid contained within the cylinder housing 57 beingevacuated from the cylinder housing 57 through a hydraulic fluid return line (not shown) while extension of the piston rod 61 relative to the cylinder housing 57 is in response to delivery of hydraulic fluid to the cylinder housing 57 via a hydraulic fluid supply line (not shown) as is understood from the conventional operation of hydraulic cylinders. In some embodiments, for example, the hydraulic fluid return line and supply line are the same. Accordingly, the connection of each one of the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) relative to the frame 12 of the vehicle 10 is such that, should the tracked vehicle 10 encounter uneven terrain while in use, upwards movement of the each one of the intermediate idler wheels 28(1), 28(2)...28(n) relative to the frame 12, which movement is independent of one another, is permitted in response to upwards forces acting against the intermediate idler wheels 28(1), 28(2), which upwards forces then act against the corresponding suspension cylinder 55 for retracting the corresponding piston rod 61, thereby allowing the corresponding wheel 28(1), 28(2) to be displaced relative to the frame 12. As each one of the additional intermediate idler wheels 28(1), 28(2) . . .28(n), independently, is operably coupled to the frame 12 via a separate intermediate idler wheel coupling arm, each intermediate idler wheel 28(n) is suspended, independently, relative to the frame 12.

[0350] With reference now to Figure 15, in some embodiments, the first intermediate idler wheel support arm 70 and the second intermediate idler wheel support arm 72 are each, independently, shaped and / configured and connected to the frame 12 such that the co-operative configuration and arrangement of the first intermediate idler wheel 28(1) and the first intermediate idler wheel support arm 70, and the connection of the first intermediate idler wheel support arm 70 to the frame 12, is a mirror image of the co-operative configuration and arrangement of the second intermediate idler wheel 28(2) and the second intermediate idler wheel support arm 72 and their connection relative to the frame 12. The co-operative configuration and arrangement of the first intermediate idler wheel 28(1) and the first intermediate idler wheel support arm 70 relative to the co-operative configuration and arrangement of the second intermediate idler wheel 28(2) and the second intermediate idler wheel pivot arm 72 as being mirror images of one another is represented schematically in Fig. 17 by first vector arrow 81 and second vector arrow 83. As shown in Figs. 17 and 17A, the first intermediate idler wheel 28(1) is offset to the left of the connection point of the first idler wheel support arm to the frame 12, while the second intermediate idler wheel 28(2) is offset to the right of the connection point of the second intermediate idler wheel support arm to the frame 12. The configuration and arrangement of the first intermediate idler wheel 28(1) and the first intermediate idler wheel support arm 70 and the connection of the first intermediate idler wheel support arm 70 to the frame 12 is such that a directional arrow 81 extending from the center of the first intermediate idler wheel 28(1), or first intermediate idler wheel axis of rotation 77 towards the connectionpoint of the first intermediate idler wheel support arm to the frame 12 is such that the directional arrow 81 is directed upwardly and towards the vertical midline axis 85 of the frame 12. The configuration and arrangement of the second intermediate idler wheel 28(2) and the second intermediate idler wheel support arm 72 and the connection of the second intermediate idler wheel support arm 72 to the frame 12 is such that a directional arrow 83 extending from the center of the second intermediate idler wheel 28(2), or second intermediate idler wheel axis of rotation 78, towards the connection point of the second intermediate idler wheel support arm 72 to the frame 12 is such that the directional arrow 83 is directed upwardly and towards the vertical midline axis 85 of the frame 12 (or upwardly and away from the main idler wheel 23). By having the directional arrow 81 associated with the first intermediate idler wheel 28(1) extending upwardly and towards the vertical midline axis 85 of the frame 12 (or upwardly and away from the drive wheel 24) and the directional arrow 83 associated with the second intermediate idler wheel 28(2) extending upwardly and towards the vertical midline axis 85 of the frame 12 (or upwardly and away from the main idler wheel 23), it has been found that the suspension system 50 is equally reactive, with respect to the intermediate idler wheels 28 arranged intermediate the drive wheel 24 and the main idler wheel 23, when the tracked vehicle 10 is travelling in either the forward direction or the backward direction. Accordingly, the arrangement of the plurality of wheels 23, 24, 28(n) within the track-engaging assembly 16(1), 16(2) and their respective connection to the frame 12 is effective for improving the overall performance of the suspension system 50 while the vehicle 10 is operating in either the forwards or backwards (i.e. reverse) direction.

[0351] In some embodiments, for example, by having the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) connected to the frame 12 via support arms 70, 72 wherein the connection of the first intermediate idler wheel 28(1) and corresponding support arm 70 to the frame 12 is a mirror image of the connection of the second intermediate idler wheel 28(2) and corresponding support arm 72 to the frame 12 across a midline or central vertical axis 85 of the frame 12, and by having each one of the intermediate idler wheels 28(1), 28(2) arranged between the drive wheel 24 and main idler wheel 23 with both the drive wheel 24 and main idler wheel 23 being weight-bearing wheels wherein each of the drive wheel 24, main idler wheel 23 and first and second intermediate idler wheels 28(1), 28(2) connected independently to the frame 12 via the suspension system 50, allows for increased overall vertical movement and / or displacement relative to the frame relative to a neutral position, of each one of the wheels, independently, in the plurality of wheels 221 of the track engaging assembly 220 as compared to the vertical movement or displacement relative to the frame that is typically permitted in known and / or conventional track vehicles having trapezoidal -shaped track-engaging systems with more limitedsuspension capabilities. However, it will be understood that the connection of the first intermediate idler wheel 28(1) to the frame 12 and the connection of the second intermediate idler wheel 28(2) to the frame 12 via their respective support arms 70, 72 does not necessarily need to be a mirror image of, or symmetrical to each other across a midline or central vertical axis 85 of the frame 12 in order to allow for increased vertical movement and / or displacement relative to the frame relative to a neutral position, for each wheel that is independently coupled to the frame 12 via the suspension system 50. In some embodiments, for example, the connection of the first intermediate idler wheel 28(1) to the frame via a first intermediate idler wheel support arm 70 is such that a directional arrow extending from the first intermediate idler wheel axis of rotation to the fixed connection of the first intermediate idler wheel support arm 70 to the frame 12 is disposed at a first angle 01 relative to a longitudinal axis of the trackengaging assembly such that the first directional arrow extends in a first direction upwardly and towards the central vertical axis 85 of the track engaging assembly 220. Similarly, the connection of the second intermediate idler wheel 28(2) to the frame 12 via a second intermediate idler wheel support arm 72 is such that a directional arrow extending from the second intermediate idler wheel axis of rotation to the fixed connection of the second intermediate idler wheel support arm 72 to the frame 12 is disposed at a second angle 02 relative to the longitudinal axis of the track-engaging assembly 220 such that the second directional arrow extends in a second direction upwardly and towards the central vertical axis 85 of the track-engaging assembly 220 wherein the first angle 01 and the second angle 02 are the same.

[0352] In some embodiments, for example, while the first and second angle 01, 02 of the directional arrows that represent the arrangement of the first and second idler wheel support arms 70, 72 to the frame 12 are the same, the first intermediate idler wheel support arm 70 and the second intermediate idler wheel support arm 72 are each, independently, spaced from the central vertical axis 85 of the track engaging assembly 22 by a distance wherein the distance by which the fixed connection point of the first idler wheel support arm 70 is different than the distance by which the fixed connection point of the second idler wheel support arm 72 is spaced from the central vertical axis 85 of the track engaging assembly 200. In some embodiments, a non-symmetrical arrangement of the first intermediate idler wheel support arm 70 and the second intermediate idler wheel support arm 72 about the central vertical axis 85 of the track-engaging assembly 220 is desirable in order to ensure proper engagement of each weight bearing wheel in the track -engaging assembly 220 with the track and to adjust for stability and / or minimize vibration during operation of the vehicle 10. In the example embodiment illustrated in Figure 17 wherein the connection of the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) to the frame 12 via the corresponding first idler wheel support arm 70 and the second idler wheelsupport arm 72 is a symmetrical arrangement about the central vertical axis 85, the connection points 79, 80 of each of the first idler wheel support arm 70 and the second idler wheel support arm 72 are arranged in-line with each other along an axis 79’ that extends parallel to the longitudinal axis 59 of the vehicle 10. This arrangement is also found in example embodiments wherein the connection of the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) to the frame 12, via the corresponding first idler wheel support arm 70 and the second idler wheel support arm 72, is not necessarily a symmetrical arrangement about the central vertical axis 85. While the above-described example embodiments are described in relation to a track configuration that includes a first intermediate idler wheel 28(1) arranged on a first side of the central vertical axis 85 and a second intermediate idler wheel 28(2) arranged on a second side of the central vertical axis 85, it will be understood that in example embodiments wherein the track configuration includes more than two intermediate idler wheels, the plurality of intermediate idler wheels are arranged intermediate the drive wheel 24 and the main idler wheel 23 such that there is an equal distribution of intermediate idler wheels on either side of the central vertical axis 85. More specifically, in some embodiments for example, at least a first intermediate idler wheel of the plurality of intermediate idler wheels is arranged on a first side of the central vertical axis 85 and at least a second intermediate idler wheel of the plurality of intermediate idler wheels is arranged on a second side of the central vertical axis. Accordingly, in example embodiments that include three intermediate idler wheels arranged intermediate the drive wheel 24 and the main idler wheel 23, a first intermediate idler wheel is arranged on a first side of the central vertical axis 85, a second intermediate idler wheel is arranged on a second side of the central vertical axis 85, and a third intermediate idler wheel is operably coupled to the frame 12 along the central vertical axis 85 such that a first half of the third intermediate idler wheel is disposed on the first side of the central vertical axis and a second half of the third intermediate idler wheels is disposed on the second side of the main idler wheel. In example embodiments that include more than three intermediate idler wheels, two or more intermediate idler wheels are arranged on a first side of the central vertical axis 85 with an equal number of intermediate idler wheels arranged on the second side of the central vertical axis 85.

[0353] In some embodiments, for example, the connection of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72, independently, to the frame 12 is also such that the corresponding connection point 79, 80 (and / or the axis 79’ along which each connection point is positioned) is disposed vertically higher than the position of the main idler wheel arm pivot axis 66 on the frame 12, relative to the ground, and lower than the vertical position of the drive wheel pivot arm axis 58 on the frame 12, relative to the ground. Accordingly, the longitudinal axis 79’ along which the connectionpoints 79, 80 are disposed extends between a longitudinal axis 79” that extends parallel to the longitudinal axis 59 of the vehicle 10 and on which the main idler wheel arm pivot axis 66 is disposed and between a longitudinal axis 79”’ that extends parallel to the longitudinal axis 59 of the vehicle 10 and on which the drive wheel arm pivot axis 58 is disposed as illustrated schematically in Fig. 17. This arrangement has been found to allow for an increased range of movement of each of the wheels within the plurality of wheels 221 in response to actuation of the suspension system 50 as the connection point of each of the intermediate idler wheels 28(n) is offset relative to the connection point of each of the drive wheel 24 and the main idler wheel 23. The configuration of the plurality of wheels 221 and the configuration of the track engaging assembly 220 in combination with the independent coupling of each of the wheels to the frame 12 and to the overall suspension system 50 allows for a more responsive suspension system 50 which gives rise to an overall smoother ride for the occupant(s) and / or operator of the vehicle 10. However, it will be understood that the tracked vehicle 10 is not limited to example embodiments wherein the connection of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72 to the frame 12 is such that the corresponding connection point (and or the axis 79 along which each connection point is positioned) is disposed vertically higher than the connection point or position of the main idler wheel arm pivot axis 66 to the frame 12, relative to the ground. For example, with reference to the example embodiment illustrated in Figure 17A, as will be described in further detail below, the connection of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72 to the frame 12 is such that the corresponding connection point (and / or the axis 79 along which each connection point is positioned) is disposed lower than the position of the main idler wheel arm pivot axis 66 on the frame 12, relative to the ground. The axis 79’ along which the connection points 79, 80 of each one of the intermediate idler wheel support arms 70, 72 are arranged is also disposed lower than the vertical position of the drive wheel pivot arm axis 58 on the frame 12, relative to the ground. In some embodiments, the main idler wheel arm pivot axis 66 and the drive wheel pivot arm axis 58 are arranged along an axis 790 that extends parallel to and lower than the longitudinal axis 79’ along with the intermediate idler wheel arm 70, 72 connection points to the frame 12 are arranged. In example embodiments wherein the connection point of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72 to the frame 12 is lowered, relative to the ground, such that the corresponding connection point (and / or the axis 79’ along which each connection point 79, 80 is positioned) is disposed lower than the position of the main idler wheel arm pivot axis 66 on the frame 12 and is also lower than the vertical position of the drive wheel pivot arm axis 58 on the frame 12, relative to the ground, as is shown in Fig. 17A, and wherein the connection point of the drive wheel coupling arm 52 to the frame 12 has also been lowered, there is an increased range of movement ofeach of the wheels within the plurality of wheels 221 of each track-engaging assembly 220 in response to actuation of the suspension system 50. Therefore, it will be understood that the independent coupling of each one of the weight-bearing wheels within the track-engaging assembly 220, to the frame 12, and by having each wheel independently coupled to the overall suspension system 50 in conjunction with an oblong track configuration as illustrated in both the configuration of Fig. 13 and Fig. 17, as well as Fig. 17A, allows for a more responsive suspension system 50 which gives rise to an overall smoother ride for the occupant(s) and / or operator of the vehicle 10.

[0354] With reference now to Fig. 13, for example, in some embodiments, the tracked vehicle 10 is configured such that the frame 12 includes a lower frame portion 12’ and an upper frame portion 12” interconnected by means of a fifth wheel 90 to allow for rotation of the upper frame portion 12” relative to the lower frame portion 12’ (see also Figs. 19A-19B). In such configurations, the driver cab portion, power plant and heavy equipment component are mounted to the upper frame portion 12” while the track-engaging assemblies 16(1), 16(2) are mounted to the lower frame portion 12’. Accordingly, depending on a particular operation and / or application of the vehicle 10, the upper frame portion 12” can be rotated relative to the lower frame portion 12’, to allow the driver cab portion and / or equipment component to be re-oriented relative to track-engaging assemblies 16(1), 16(2) which are affixed to the lower frame portion 12’ (see Figs. 19A-19B). In such example embodiments, equipping the tracked vehicle 10 with track assemblies 16(1), 16(2) having a wheel configuration in accordance with one of the example embodiments discussed above with: (i) an overall “oblong” track configuration with a drive wheel and main idler wheel with increased diameter, (ii) a suspension system 50 independently coupled to each weight-bearing wheel in the plurality of wheels 221 that form part of the track assembly 16(1), 16(2) that allows for vertical movement and / or displacement of each wheel in the plurality of wheels 221 relative to the frame 12 relative to a neutral position of each wheel relative to the frame 12, to be independent of each of the other wheels, and (iii) wherein the arrangement and connection of the intermediate idler wheels 28(1), 28(2) to the frame 12, 12’ intermediate the drive wheel and the main idler wheel as weight-bearing wheels provides for a very similar operation of the vehicle 10 when the upper frame portion 12” is rotated 0 degrees relative to the lower frame portion 12’ (Fig. 19A) and is travelling in a first longitudinal direction of the track -engaging assembly 16(1), 16(2) and when the upper frame portion 12” is rotated 180 degrees relative to the lower frame portion 12, 12’ (Fig. 19B) and travels in a second longitudinal direction that is opposite to the first longitudinal direction. In particular, the arrangement of the drive wheel 24 and main idler wheel 23 at opposite longitudinal ends of the track assembly 16(1), 16(2) with the first intermediate idler wheel 28(1) and the second intermediate idlerwheel 28(2) arranged therebetween is such that a ratio of a first resistance to deformation of the suspension system 50 when the vehicle 10 travels in a first longitudinal direction of the track system while the upper frame 12” is disposed in a first position relative to the lower frame 12’, to a second resistance to deformation of the suspension system 50 while the vehicle 10 travels in a second longitudinal direction that is opposite to the first longitudinal direction while the upper frame portion 12” is disposed in a second position relative to the lower frame portion 12’ wherein the upper frame portion 12” is rotated 180 degrees relative to the lower frame portion 12’, is between a minimum of 0.9 and a maximum of 1.0 when the tracked vehicle 10 is in a neutral gear position wherein the planetary gear box that drives the drive wheel 24 is disengaged. Accordingly, by providing a track -engaging assembly 16(1), 16(2) with the wheel configuration described above incorporating a suspension system 50 that co-operates with the particular wheel configuration 221 to provide for improved performance when the vehicle 10 operates in opposite directions, the overall performance of the tracked vehicle 10 and the overall performance capabilities of the tracked vehicle 10 is improved.

[0355] In some embodiments, for example, the suspension system 50 associated with each of the track assemblies 16(1), 16(2) of the vehicle 10 includes a locking mechanism 250 operably coupled to at least some of the plurality of wheels 221 within the track engaging assembly 220 of each track assembly 16(1), 16(2). The locking mechanism 250 is configured to lock the suspension system 50 in position such that the position of the one or more wheels within the plurality of wheels 221 that are operably coupled with the locking mechanism 250, relative to the frame 12, is fixed or locked such that vertical displacement of the one or more wheels relative to the frame 12 is prevented. In some embodiments, for example, the locking mechanism 250 is operably coupled to each one of the suspension cylinders 55 that are individually coupled to a respective wheel within the plurality of wheels 221 that form part of the track engaging assembly 220 and is configured for locking each one of the suspension cylinders 55, independently. Accordingly, in some embodiments, activation of the locking mechanism 250 in respect of one suspension cylinder 55 associated with a particular wheel within the plurality of wheels 221 is independent of the activation of the locking mechanism 250 in respect of other wheels within the plurality of wheels 221. Therefore, in some embodiments, for example, only some of the wheels within the plurality of wheels 221 may be locked in position relative to the frame 12 while other ones of the plurality of wheels 221 may remain unlocked, relative to the frame 12, such that vertical displacement of at least some of the wheels within the plurality of wheels 221 is permitted. In some embodiments, the locking mechanism is configured for locking each one of the suspension cylinders 55 together and / or simultaneously such that each wheel in the plurality of wheels 221 is locked in position relative to theframe 12 with effect that there is an absence of vertical displacement of any one of the wheels relative to the frame 12.

[0356] Locking of a suspension cylinder 55 that forms part of the overall suspension system 50 of the track assembly 16(1), 16(2) is such that the piston rod 61 of the corresponding one of the suspension cylinders 55 is locked relative to the corresponding cylinder housing 57 such that retraction and / or extension of the piston rod 61 relative to the cylinder housing 57 is prevented. In some embodiments, for example, locking of a suspension cylinder 55 is in response to a predetermined volume of hydraulic fluid being contained within the corresponding cylinder housing 57 such that evacuation of the hydraulic fluid from the cylinder housing 57 is prevented. In some embodiments, for example, locking of a suspension cylinder 55 included closing of a valve with a hydraulic line such that evacuation of hydraulic fluid from a cylinder housing is prevented. By preventing evacuation of hydraulic fluid from a cylinder housing 57 of a suspension cylinder 55, retraction of the piston rod 61 into the cylinder housing 57 is prevented thereby preventing upwards displacement of the corresponding wheel relative to the frame 12. Accordingly, locking of a suspension cylinder 55 is such that upwards and / or vertical displacement of the associated wheel, relative to the frame 12 is prevented. Preventing displacement of one or more of the plurality of wheels 221, relative to the frame 12, can provide added stability to the vehicle 10. In use, while the tracked vehicle 10 is operating and / or travelling while under high loads (e.g. carrying a heavy load), locking one or more of the wheels relative to the frame 12 can mitigate against instability that caused by operation and / or actuation of the suspension. Additional stability is also required when the tracked vehicle 10 is travelling along a steep slope as displacement of some of the wheels, relative to the frame 12 while the vehicle travels up or down a steep slope can destabilize the vehicle 10 thereby increasing the risk of tipping. Destabilization and / or instability can also be caused when the vehicle 10 is carrying a heavy load and transitions to an off-loading and / or dumping operation wherein the load is removed from the vehicle 10 by lifting and / or tilting the load-carrying device, relative to the vehicle 10. Lifting and / or tilting a heavy load can place unequal loads on only some of the wheels of the vehicle 10 causing the weight distribution of the vehicle 10 on the track assemblies 16(1), 16(2) to become unbalanced. In some embodiments, for example, the suspension system 50 and the suspension locking mechanism 250 is operably coupled with the ECU 10500 such that activation of the locking mechanism 250 can be achieved via operation of an automated control system configured for controlling the amount of displacement of the one or more wheels within the track engaging assembly 220 depending on other input signals related to the operation of the vehicle. In some embodiments, for example, activation of the locking mechanism 250 can be achieved manually via user and / or operator inputs via push-buttonactivation and / or via user-interface screen and / or other control mechanisms located within the cab of the vehicle 10.

[0357] With reference more specifically to Fig. 18, another example embodiment of the tracked vehicle 10 will be described. In particular, in some embodiments, for example, each track assembly 16(1), 16(2) of the tracked vehicle 10, independently, further includes a tensioning configuration 100 for maintaining a desired tension within the track 22 as it rotates about the plurality of wheels 221 of the track engaging assembly 220 while the vehicle 10 moves across terrain. More specifically, to ensure appropriate functioning of the track system 16(1), 16(2) as the vehicle operates, it is important that the track 22 remains in contact with the plurality of wheels 221 of the track-engaging assembly 220 in each of the track assemblies 16(1), 16(2). In particular, to ensure appropriate functioning of the vehicle 10, it is important that the track 22 remains in contact and engaged with the primary idler wheel 23 and the drive wheel 24, to ensure that the power that is transmitted to the drive wheel 24 by the corresponding drive motor is transferred to the track 22 to provide traction between the outer surface of the track 22 and the surface of the terrain to move the vehicle 10.

[0358] When track-engaging assemblies for tracked vehicles are equipped with a suspension system, the ability of at least some of the wheels within the wheel configuration of the track -engaging assembly to move relative to the frame of the vehicle has been known to introduce slack into the track. Slack within the track can decrease the amount of power that is transmitted to the track by the drive wheel thereby reducing overall traction and increasing the likelihood of the track, itself, slipping out of engagement with the wheels of the track -engaging assembly. Accordingly, in some embodiments, the track engaging assembly 220 includes a tensioning configuration 100 operably coupled to at least one of the drive wheel 24 and main idler wheel 23 to mitigate for and / or correct slack that may be introduced into the track 22 in response to displacement of one or more of the plurality of wheels 221, relative to the frame 12, due to operation of the suspension system 50. In some embodiments, for example, the tensioning configuration 100 includes a tensioning arm 102 and a tensioning arm actuator 103. In some embodiments, for example, the tensioning configuration 100 is operably coupled to the main idler wheel 23 as illustrated, for example, in the embodiment of Figure 18, for introducing tension into the track 22 via displacement of the main idler wheel 23 along an axis that extends parallel to the longitudinal axis 59 of the vehicle 10. However, it will be understood that the tensioning configuration 100 may also be operably coupled to the drive wheel 24 for introducing tension into the track 22 via displacement of the drive wheel 24. In some embodiments, the tensioning configuration 100 may be operably coupled to both the drive wheel 24 and the main idler wheel 23.

[0359] With reference to the example embodiment of Fig. 18, the tensioning configuration 100 is configured such that the tensioning arm 102 is operably coupled to the main idler wheel 23 while the tensioning arm actuator 103 is operably coupled to the tensioning arm 102 for controlling rotation of the tensioning arm 102 relative to the main idler wheel coupling arm 60 about a tensioning arm axis of rotation 105, the tensioning arm axis of rotation 105 extending in a direction transverse to the longitudinal axis 59 of the track engaging assembly 220. The tensioning arm 102 has a first end 104 coupled to the main idler wheel 23, and a second end 106 that is pivotally connected to the second end 64 of the main idler coupling arm 60 such that the tensioning arm 102 is disposed for rotation relative to the idler wheel coupling arm 60 about the tensioning arm axis of rotation 105. In some embodiments, for example, the tensioning arm 102 is a curved member or is gamma-shaped thereby allowing for a more compact configuration.

[0360] In some embodiments, for example, the tensioning arm actuator 103 is a hydraulic actuator including a hydraulic cylinder 108 and a piston rod 110 disposed for reciprocating movement relative to the cylinder 108. In the subject example embodiment, the cylinder 108 is coupled to the main idler wheel coupling arm 60. A first end of the piston rod 110 is disposed within the cylinder 108 while the second, opposite end of the piston rod 110 is coupled to the first end 104 of the tensioning arm 102. The coupling of the piston rod 110 to tensioning arm 102 is such that extension of the piston rod arm 110 relative to the cylinder 108 effects rotation of the tensioning arm 102 relative to the idler wheel coupling arm 60 about the tensioning arm axis of rotation 105 in a first or counter-clockwise direction, which in turn effects displacement of the idler wheel 23, relative to the frame 12 of the vehicle 10 in a direction parallel to the longitudinal axis of the track engaging assembly away from the center 85 of the track assembly thereby introducing tension into the track 22 as the displaced wheel 23 exerts an outwards force on the track 22. Similarly, retraction of the piston rod arm 110 into the cylinder 108 effects rotation of the tensioning arm 102 relative to the idler wheel coupling arm 60 in a second, opposite or clockwise direction about the tensioning arm axis of rotation 105 which, in turn, effects displacement of the idler wheel 23, relative to the frame 12, in an opposite direction along the axis that extends parallel to the longitudinal axis of the track engaging assembly. Accordingly, the main idler wheel coupling arm 60, the main idler wheel tensioning arm 102 and the idler wheel 23 are co-operatively configured such that the main idler wheel 23 is disposed for: (i) a first displacement relative to the frame 12 based on rotation of the main idler wheel coupling arm 60 about the main idler wheel pivot axis of rotation 66 which allows for vertical displacement of the idler wheel 23, relative to the frame 12, and (ii) a second displacement, relative to the frame 12 of the vehicle, based on rotation of the tensioning arm 102 relative to the mainidler wheel coupling arm 60 about the tensioning arm axis of rotation 105 defined at the interconnection of the tensioning arm 102 to the main idler wheel coupling arm 60. Rotation of the tensioning arm 102 about the tensioning arm axis of rotation 105 allows for displacement of the main idler wheel 23, relative to the frame 12, in a direction parallel to the longitudinal axis of the track -engaging assembly for introducing tension into the track 22. As the tensioning arm actuator 103 is coupled to the main idler wheel coupling arm 60 and is disposed for displacement with the main idler wheel coupling arm 60, the tensioning arm actuator 103 can operate independently of the suspension in that rotation of the main idler wheel coupling arm 60 relative to the frame 12 does not change and / or impact the operation of the tensioning arm actuator 103. As will be understood, extension of the piston rod arm 110 relative to the cylinder 108 is in response to hydraulic fluid entering the cylinder 108 via a hydraulic fluid supply line (not shown) such that the fluid exerts a force against an end of the piston rod 110 causing displacement of the piston rod 110 in a first direction. Similarly, evacuation of hydraulic fluid from the cylinder 108 allows the piston rod to retract into the cylinder 108. Accordingly, the tensioning configuration 100 is operably coupled to the overall hydraulic system 21 of the vehicle 10 and can be controlled via a control signal from the ECU 10500 in in response to manual user inputs and / or in response to data received from one or more of the embedded sensors 1004.

[0361] To ensure proper operation of the suspension system 50 and the tensioning configuration 100, and to facilitate maintenance of the suspension system 50 and the tensioning configuration 100, the components of the suspension system 50 and the components of the tensioning configuration 100 are arranged outside of the track envelope 114. In this respect, in some embodiments, for example, the main components of the suspension system 50 and the tensioning configuration 100 are arranged in or extend through a space defined between the frame 12 and the area enclosed within the track envelope 114. As shown, for example, in Fig. 10, the tensioning arm 102 and the tensioning arm actuator 103 of the tensioning configuration 100 are arranged proximal to the frame 12 of the vehicle 10 and outside the track envelope 114 (as illustrated schematically in Fig. 10). To effect connection of the tensioning arm 102 to the main idler wheel 23, the tensioning arm 102 includes an inner arm 102(1) and an outer arm 102(2) that are interconnected by an intermediate connector 112. In some embodiments, for example, the intermediate connector 112 is a cylindrical member through which the axle 113 of the main idler wheel 23 extends. To allow the tensioning configuration to be arranged outside the track envelope 114, in some embodiments, for example, the tensioning actuator 103 is coupled to the inner tensioning arm 102(2) as illustrated, for example, in Figs. 10-11. Accordingly, in example embodiments wherein the tensioning configuration 100 is operably coupled to the main idler wheel 23, the main idler wheel 23 is disposed forrotation about the idler wheel axis of rotation 67 while also being disposed for displacement relative to the frame 12 in a direction perpendicular to the longitudinal axis of the track engaging assembly 220, in response to rotation of the idler wheel coupling arm 60 about the idler wheel coupling arm pivot axis 66, and is also disposed for displacement relative to the frame 12 in a parallel to the longitudinal axis of the track engaging assembly 220, in response to rotation of the tensioning arm 102 relative to the main idler wheel coupling arm 60, the inner arm 102(1) and the outer arm 102(2) of the tensioning arm 102 moving together as a unit. By having the tensioning arm actuator 103 disposed outside the track envelope 114 and proximal the frame 12 of the vehicle 10, the operational components of the tensioning configuration 100 are more protected from the elements and / or debris to which the track engaging assembly 220 is exposed during use and operation of the vehicle 10.

[0362] With reference now to Figures 20-23, the tensioning configuration 100 is also operably configured to facilitate removal of the track 22 without requiring removal of the main drive wheel (or sprocket wheel) 24 and / or additional wheels from the plurality of wheels 221 that form part of the track engaging assembly 220. By allowing for removal of the track 22 without requiring removal of the drive wheel 24 and / or one or more other wheels overall maintenance of the vehicle 10 and the track engaging assembly 220 is facilitated and improved. Maintenance operations that require the removal of the drive wheel and / or other wheels from within the track engaging assembly in order to remove the track to gain access to components of the vehicle and / or track engaging assembly that require maintenance are labour intensive and are more likely to require extended “downtime” for the vehicle 10 which is neither efficient nor cost effective for the overall operation for which the vehicle is being used. Accordingly, more efficient maintenance procedures for vehicles of this nature are desirable.

[0363] In order to improve overall maintenance of the vehicle 10, in some embodiments, for example, a tensioning configuration 100 is also operably coupled to the drive wheel 24. Accordingly, in such embodiments, the drive wheel tensioning configuration 100 includes a tensioning arm 102 and a tensioning arm actuator 103 that is configured for effecting rotation of the tensioning arm 102 relative to the drive wheel coupling arm 52, the drive wheel tensioning configuration 100 having the same overall configuration as described in relation to the main idler wheel 23. Therefore, in such example embodiments, extension of the piston rod 110 relative to the cylinder 108 effects rotation of the tensioning arm 102 that is coupled to the drive wheel 24 in a first direction causing displacement of the drive wheel 24 in a direction away from the center of the vehicle in a direction parallel to the longitudinal axis of the track engaging assembly. Retraction of the piston rod 110 relative to the cylinder 108 of the tensioning configuration 100 that is coupled to the drive wheel 24, effects rotation of the tensioning armin a second, opposite direction which effects displacement of the drive wheel 24 in a direction towards the center of the vehicle along an axis that extends parallel to the longitudinal axis of the vehicle. Accordingly, retraction of the piston rod 110 of the tensioning arm actuator 103 effects retraction of the drive wheel 24, relative to the track 22, which allows the sprockets of the drive wheel 24 to disengage from the track 22. Once the sprockets of the drive wheel 24 are disengaged from the track 22, the track 22 is in condition for removal from the track engaging assembly. In example embodiments, wherein both the drive wheel 24 and the main idler wheel 23 of the overall oblong-shaped track engaging assembly are equipped with a tensioning configuration 100, both the drive wheel 24 and the main idler wheel 23 can be retracted relative to the track 22 thereby disengaging the sprockets of the drive wheel from the track 22 and introducing additional slack into the track 22 further facilitating removal of the track 22 from the track engaging assembly. Therefore, in use, the tensioning configuration 100 is operable in a at least a neutral mode, an active tensioning mode, and a maintenance mode. While the tensioning configuration 100 is disposed in the neutral mode, see for instance Fig. 18 and 22, the piston rod 110 is disposed in a neutral position relative to the cylinder 108 wherein a portion of the piston rod is disposed within the cylinder 108 and is disposed for either extension or retraction relative to the cylinder 108. While the piston rod 110 is disposed in the neutral position, the wheel to which the tensioning configuration 100 is operably coupled is disposed in a first operational position relative to the frame 12 wherein the wheel is engaged and in contact with the track 22 for normal operation of the track engaging assembly while the vehicle 10 is in use (see for instance Fig. 23(A)). While the tensioning configuration is disposed in the active tensioning mode, the piston rod 110 is disposed in the extended position relative to the cylinder 108 (Fig. 21) such that the wheel to which the tensioning configuration 100 is operably coupled is disposed in a second operational position relative to the frame wherein the wheel is displaced in an extended position away from the first operational position and remains engaged for operation with the track 22 to allow for continued normal operation of the vehicle 10 while maintaining proper tension in the track. While the tensioning configuration 100 is disposed in the maintenance mode (see for instance Fig. 23(B)) the piston rod 110 is disposed in a retracted position relative to the cylinder 108 such that the wheel to which the tensioning configuration 100 is operably coupled is disposed in a third operational position relative to the frame wherein the wheel is displaced or retracted away from both the second operational position and the first operational position and is more inwardly disposed, relative to the track 22 such that the wheel 23 (or 24) is disposed out of engagement with the track to allow for removal of track for maintenance of the vehicle 10. While the tensioning configuration 100 is disposed in the maintenance mode with the wheel 23 disposed in the retracted position relative to the frame 12 and track 22, a gap 116 is introduced between the outer surface of the main idler wheel 23 and the inner surface ofthe track 22, as shown for example in Fig. 23(B). Therefore, the tensioning configuration 100 is a two- way tensioning configuration 100 which allows for tension within the track to increase when the tensioning configuration operates in a first direction, such as when the tensioning configuration transitions from the neutral mode to the active tensioning mode, and which allows for a reduction in tension within the track when the tensioning configuration operates in a second, opposite direction such as when the tensioning configuration transitions from either the active tensioning mode or neutral mode to the maintenance mode.

[0364] In some embodiments, for example, rather than employing a tensioning configuration 100 having a two-way capability that can either cause the tensioning arm actuator 103 to extend from a neutral position to an extended position so as to introduce additional tension into the track 22, or retract from both the extended position and neutral position to release tension from the track, a tensioning configuration 100 that is configured to provide sufficient retraction of at least the main idler wheel 23 to allow for disengagement and / or removal of the track may be employed. In such example embodiments, the tensioning arm actuator 103 is selected such that the tensioning arm actuator 103 provides a sufficient degree of travel for retracting the main idler wheel 23 to allow for disengagement and removal of the track 22. In particular, when a piston rod-cylinder configuration is employed for the tensioning arm actuator 103, the piston rod and cylinder are sized such that retraction of the piston rod 110 relative to the cylinder 108 effects retraction of the main idler wheel 23 along an axis that extends parallel to the longitudinal axis of the track-engaging assembly by a distance that is sufficient to create a gap 116 between the outer surface of the main idler wheel and the inner surface of the track 22 that is sized and / or is large enough to provide access to the area between the wheel 23 and the track 22 for maintenance personnel to perform maintenance of the vehicle 10 and / or track assembly 16(1), 16(2). In some embodiments, for example, the piston rod 110 and cylinder 108 are sized such that retraction of the piston rod 110 relative to the cylinder 108 effects retraction of the main idler wheel 23 by a distance of at least 30 cm as measured along an axis along an axis that extends parallel to the longitudinal axis of the trackengaging assembly and / or is parallel to the ground along which the vehicle travels. By incorporating a tensioning configuration 100 that employs an actuator 103 in the form of a hydraulic cylinder, transitioning of the track configuration from an active mode to a maintenance mode can be achieved in response to activation of the hydraulic system 21 of the vehicle 10 through controls associated with the ECU 10500 and the controllable components 1008. For example, activation of the hydraulic system 21 to effect evacuation of at least some of the hydraulic fluid contained within the tensioning cylinder 108 causes the piston rod 110 to retract into the cylinder 108 thereby causing retraction of the main idlerwheel 23 relative to its normal or neutral operational position relative to the frame 12, which activation can be achieved via a control system with push-button activation within the cab of the vehicle 10.

[0365] With reference now to Figs. 24-26, overall maintenance of the vehicle 10 is also improved and / or facilitated by configuring each track assembly 16(1), 16(2) such that the side view volume occupation (SVVO) of each track assembly 16(1), 16(2) is at least less than 60%. The SVVO of a track assembly 16(1), 16(2) is determined based on the total amount of space that is defined by or occupied within the track envelope 114. More specifically, the SVVO is based on the volume of space that is bounded by the track 22 of the track assembly 16(1), 16(2), and the amount of space or volume of that total space that is occupied by either moving and / or non-moving parts of the overall track-engaging assembly 220. The lower the SVVO, more space within the track envelope is left unoccupied. By having fewer components of the overall track -engaging assembly occupying space within the track envelope, components of the assembly are less likely to be damaged by debris, dirt and / or mud, etc. that may build up within the area while the vehicle 10 is in use. By having fewer moving and non-moving components located within the track envelope 114, cleaning of the track -engaging assembly 220 is also facilitated as access to any components of the track -engaging assembly 220 that may require cleaning and / or maintenance are more easily accessed. In the subject example embodiments, the track -engaging assembly 220 of each of the respective track assemblies 16(1), 16(2) is configured such that most non-moving parts of the track engaging assembly 220 are located and / or positioned outside of the track envelope 114. Specifically, most of the non-moving parts, such as the main drive wheel and main idler wheel coupling arms are fixed to the frame 12 and are arranged such that the majority of these components occupy the space intermediate the track assembly 16(1), 16(2) and the frame 12. Only the plurality of wheels themselves are arranged to occupy space within the track envelope 114 as illustrated, for example, in Figs. 25-26. As the plurality of wheels are the moving components that effect rotation of the track 22 about the track-engaging assembly 220, the plurality of wheels must occupy space within the track envelope 114. In the subject example embodiment, five moving components, i.e. a drive wheel, main idler wheel and three intermediate idler wheels 28(1), 28(2), 29 are arranged within the track envelope 114. As for non-moving components, those that occupy space within the track envelope are limited to the intermediate idler wheel coupling arms 70, 72 as well as the coupling components 27 of the upper track idler wheel 29. The amount of space within the track envelope 114 that remains unoccupied is illustrated by the shaded or hatched areas in Figs. 25-26. As a result of the configuration of the track engaging assembly 220 of each of the track assemblies 16(1), 16(2), the track assembly 16(1), 16(2) of the present disclosure provides an SVVO of less than 60% and preferably less than 57% wherein only 5%, or less, ofthe SVVO is occupied by non-moving parts, with the balance being attributed to moving parts, i.e. the plurality of wheels. In some embodiments, for example, 3.8% or less of the SVVO is occupied by nonmoving parts, with the balance being attributed to moving parts.

[0366] With reference now to Fig. 29, in some embodiments, for example, in order to further improve and / or facilitate maintenance of the vehicle 10, one or more of the plurality of wheels that form part of the track engaging assembly 220 of each of the track assemblies 16(1), 16(2) includes a removable track engaging portion or outer rim configuration 130 that defines the outer periphery of the wheel. In embodiments where the drive wheel 24 is provided in a removable track -engaging portion 130, the removable track-engaging portion 130 includes the sprockets of the drive wheel. In the case of an idler wheel 23, 28, the removable track engaging portion does not include sprockets and may have a smooth outer circumference. The removable track -engaging portion or outer rim configuration 130 is configured to be mounted on a wheel hub portion or main body portion 132 of the wheel and is configured to be removed and replaced when the wheel exhibits wear and / or damage. In some embodiments, for example, the removable track -engaging portion or outer rim configuration 130 is a hardened steel ring that is press- fit and / or otherwise removably affixed to the wheel hub 132. In some embodiments, the removable trackengaging portion or outer rim configuration 130 of the wheel is a sleeve that fits over the outer surface of the wheel hub or main body portion 132 to define the outer periphery of the wheel. In some embodiments, for example, the track -engaging portion or outer rim configuration 130 is comprised of a plurality of individual segments that cooperate to define the track-engaging portion or outer rim configuration 130 of the wheel, each segment being mounted to the wheel hub or main body portion 132 of the wheel. In other embodiments, the track -engaging portion or outer rim configuration 130 is of unitary one-piece construction. When the removable track engaging portion 130 becomes worn or damaged, only the removable track-engaging portion 130 requires replacement, rather than having to replace the entire wheel. In example embodiments, wherein the track-engaging portion or outer rim configuration 130 is comprised of a plurality of individual segments, when one or more of the individual segments become worn or damaged, the individual segments that are worn or damaged can be replaced.

[0367] With reference now to Figures 27-28, there is shown an example embodiment of a wheel and track configuration for use in the track assembly 16(1), 16(2) of the tracked vehicle 10 according to the present disclosure. In conventional wheel and track configurations, as illustrated for example in Fig. 27A the wheels are typically configured as wide or “double-hub” wheels 140 having two wheel portions 141, 142 arranged adjacent to each other and that are interconnected at a central region 143 defining a midline 144 of the wheel 140. Each wheel portion 141, 142, independently, defines a respective trackcontacting surface 146 that extends continuously about the outer circumference of the respective wheel portion 141, 142. The track contacting surface 146 is configured for contacting engagement with an inner surface portion of the track 22. The central region 143 of the wheel 140 is configured to provide a channel area 145 that is configured for receiving projections 148 that extend from the inner surface of the track 22. When the wheel 140 is arranged relative to the track 22, the wheel 140 is positioned such that the projections 148 extend into the channel area 145 of the wheel 140. Disposition of the projections 148 into the channel region 145 when the wheel 140 is disposed on the track facilitates alignment of the wheel 140 relative to the track and serves to maintain engagement between the wheel 140 and the track 22 as the track rotates about the wheel 140. In example embodiments wherein the track 22 is a metal embedded rubber track (MERT), see for example Fig. 28, metal lugs 149 are embedded within the central region of the rubber track along the length of the track. The metal lugs 149 serve to reinforce the portion of the track that is in contact with the wheels and that runs along the ground while the vehicle 10 is in motion. For conventional wheel & track configurations, the inner surface of the track 22 is provided with areas of increased thickness 150 on either side of the central projections 148. The areas of increased thickness coincide with the areas that are over top of the metal bars or lugs 149 that are embedded within the track. The conventional wide wheels 140 contact the rubber portions of the track 22 on either side of the projections in the areas of the increased thickness. However, when the wheel that is in contact with the areas of increased thickness of the rubber track 22 is a weight bearing wheel, it has been found that the rubber portions of the track in contact with the wheel become deformed under the weight of the vehicle as the wheel rotates. This can lead to wear and / or damage of the track. In an effort mitigate against deformation of the rubber track, in the vehicle and track assembly of the present disclosure, an alternate wheel and track engaging configuration is employed as illustrated, for example, in Fig 28B. As illustrated, each wheel 25 of the plurality of wheels is configured to engage with the central region 152 of the track that is defined between the projections 148 that extend from the embedded metal lugs 149. In such configuration, the track -contacting surface 146 of the wheel 25, as defined by the outermost surface that extends about the outer circumference of the wheel and contacts the track in the region of the metal lugs 149 thereby preventing deformation of the rubber portions of the track 22. By having the track contacting surface 146 of the wheels 25 of the track -engaging assembly 220 being in contact with the embedded metal lugs or bars of the track, energy losses due to deformation of the rubber portions of the track are prevented allowing for more efficient energy and / or power transfer from the wheels directly to the track thereby improving overall traction and performance of the track assembly as the track 22 rotates over the wheels while the vehicle 10 is in use. While having the track contacting surface 146 of the wheels 25 of the track engaging assembly 220 in contact with the embedded metal lugs or bars 149 may create abumpier ride for the user of the vehicle, given that each wheel of the plurality of wheels 221 is independently connected to the frame via the suspension system 50, the ability of each wheel to move relative to the frame of the vehicle, independently, of each of the other wheels, has been found to mitigate against any increased bumpiness caused by the wheel contacting and rotating over the embedded metal lugs or bars 149 of the track 22.

[0368] With reference now to Figures 31-34, the driving system 230 of the track assembly 16(1), 16(2) will be further described. As described above, each track assembly 16(1), 16(2) includes a track 22 that is driven about a plurality of wheels 221 of the track engaging assembly 220 by a drive wheel 24 or sprocket wheel. The drive wheel 24 includes a plurality of sprockets disposed at spaced apart intervals about the periphery of the drive wheel 24 for engaging with the inner surface of the track 22 for transmitting power to the track 22 for creating traction between the outer surface of the track 22 and the ground while the vehicle is in operation and moving across terrain. The driving system 230 includes the drive wheel 24, a hydraulic motor 232 for driving the drive wheel 24 and a planetary gear system 234 for transmitting power from the motor 232 to the drive wheel 24 and for controlling the speed of the drive wheel 24. In some embodiments, for example, the hydraulic motor 232 and the planetary gear system 234 are both, independently, affixed to the drive wheel coupling arm along with the drive wheel 24.Accordingly, in the subject example embodiment the driving system 230 is suspended relative to the frame 12 of the vehicle 10 and moves with the drive wheel 24 in response to the displacement effected as a result of the suspension system 50. As described above, due to the track assembly 16(1), 16(2) having an overall oblong configuration with a larger and / or oversized drive wheel 24 (or sprocket wheel), it is important that sufficient power is transmitted to the drive wheel 24 by the motor 232 to effect movement of the vehicle 10 at both low and high speeds. In conventional tracked vehicles, the maximum speed of the vehicle is limited due to the requirement for a large planetary gear system, which is necessary for transmitting the power from the motor to the track, via the drive wheel, at low speeds. However, the large planetary system limits the overall speed of the vehicle as they cannot operate at higher speeds without risking breakage of parts. To address this issue, in some embodiments, for example, an oversized electronically proportional hydraulic motor 232 is selected and is combined with a smaller gear ratio planetary system 234. When combining an oversized electronically proportional hydraulic motor 232 with a planetary system 234 having a smaller gear ratio for transmitting power to an oversized drive wheel 24 or sprocket wheel, it has been found that an overall higher speed of the vehicle 10 can be reached while maintaining the ability to generate enough torque at lower speeds to rotate the oversized drive wheel to ensure proper operation of the vehicle 10 at lower speeds. In some embodiments, for example, it has beenfound that combining an electronically proportional hydraulic motor 232 of at least 150 cc with a planetary gear system 234 having a ratio of 26: 1 is advantageous for use with a drive wheel 24 with a diameter of at least 800mm. In some embodiments, for example, it has been found that combining an electronically proportional hydraulic motor 232 of at least 150 cc with a planetary gear system 234 having a ratio of 20: 1 is particularly advantageous for allowing the tracked vehicle to reach a higher speed while generating enough torque at lower speeds for a drive wheel 24 with a diameter of at least 800mm. In some embodiments, for example, it has been found that an electronically proportional hydraulic motor of at least 172 cc is particularly advantageous when combined with a planetary gear system 234 having a ratio of 26: 1, and preferably 20: 1, for use with a drive wheel 24 with a pitch diameter of at least 800mm. In some embodiments, for example, an even larger tracked vehicle 10 is required for some applications. In such example embodiments, the tracked vehicle 10 is configured such that each track assembly 16(1), 16(2) includes a drive wheel 24 having an increased diameter of at least 1100mm along with a corresponding main idler wheel 23 to provide an oblong track configuration of increased overall size. In such example embodiments, a drive motor 232 of at least 205 cc with a planetary gear system 234 having a gear ratio of no more than 55 has been found to transmit sufficient torque to the drive wheel 24 for driving the track 22 while the vehicle 10 operates at overall higher speeds. More specifically, in some embodiments, for example, the tracked vehicle 10 having an oblong track configuration for each of the first track assembly 16(1) and the second track assembly 16(2) wherein the drive wheel pitch diameter and the main idler wheel pitch diameter are larger than those found in traditional tracked vehicles having trapezoidal track configurations and are driven by a corresponding drive motor 232 operably coupled with a planetary gear system 234 for driving the drive wheel 24, is defined by a Transmission to Payload Ratio (TPR) wherein the Transmission to Payload Ratio (TPR) is the product of the operating capacity of the drive motor (cc), the planetary gear ratio of the planetary gear system 234 and the drive wheel pitch diameter (mm) divided by the track pitch (Tp) which product is divided by the payload (kg) capacity of the tracked vehicle 10 as defined by Equation (V) reproduced below:(V) Transmission to Payload Ratio (TPR) = [(Drive Motor Capacity (Max cc) * Planetary Gear Ratio * Drive Wheel Pitch Diameter (DpDw)(mm)) / Track Pitch (Tp)(mm)] / Payload (kg)

[0369] As shown in the example embodiments included in the above Table 1.0, in some embodiments, the tracked vehicle 10 is defined by a Transmission to Payload Ratio (TPR) that is greater than 3.3, which ratio is greater than that of traditional tracked vehicles based on the examples included in Table 1.0 provided above. Accordingly, tracked vehicles 10 having a higher Transmission to Payload Ratio (TPR) can operate at higher speed while carrying increased payloads as compared to traditionaltracked vehicles having smaller drive wheels arranged in trapezoidal track configurations as compared to the oblong track configuration disclosed herein.

[0370] In some embodiments, for example, as described above, the tracked vehicle 10 includes a hydraulic pump 300 for controlling various systems and / or components within the vehicle 10. In this respect, the hydraulic pump 300 is operably coupled to the hydraulic motor 232 for controlling flow of hydraulic fluid to the hydraulic motor 232 such that the hydraulic motor 232 is operable for driving the corresponding track assembly 16(1), 16(2). The hydraulic pump 300 is operably coupled with the ECU 10500, the ECU 10500 controlling, via the controllable components 1008, the operation of the hydraulic pump 300, and thereby controlling the hydraulic motor 232 and track assembly 16(1), 16(2), via one or more sets of instructions stored on a computer memory and executable by a processor of the ECU 10500 operably coupled to the operator interface 1003. For example, in some embodiments, the tracked vehicle 10 is configured to operate in at least a low-speed mode (e.g., 0 km / h to X km / h), and a high-speed mode (e.g., above Y km / h). In some non-limiting examples, X can be anywhere between 5 and 15 km / h and Y can be anywhere between 15 and 25 km / h, but other values are of course possible. Furthermore, it will be understood that what is considered to be low-speed mode and high-speed mode may differ in different applications and / or operations of the vehicle 10, as well as for different configurations and overall size of the tracked vehicle 10. Accordingly, in some embodiments, the ECU 10500 is configured such that an operator of the tracked vehicle 10 can select either the low-speed mode or the high-speed mode by means of a push button or other input control device displayed on a display screen or other user interface located in the operator cabin. See, for example, the exemplary user interface display screen of Fig. 55 with a low- speed mode selection button 302 and a high-speed mode selection button 304. In some embodiments, for example, the ECU 10500 is configured to automatically activate the low -speed mode or the high-speed mode depending on a sensed speed of the vehicle 10 and / or terrain detection via corresponding sensor readings.

[0371] In the low-speed mode, a maximum displacement setting for the hydraulic motor 232 is used and speed is controlled by varying the pump displacement setting for the hydraulic pump 300 associated with the motor 232 in order to achieve more precise control over the amount of hydraulic fluid delivered to the hydraulic motor 232 via the pump 300. In some embodiments, for example, the displacement setting for the hydraulic motor 232 and the displacement setting for the hydraulic pump 300 are calibrated with a corresponding user input control for controlling the overall speed of the tracked vehicle, such as an accelerator pedal and / or throttle device operated by the user. In such example embodiments, displacement of the pedal and / or actuation of the throttle to a certain degree that isassociated with a particular vehicle speed is operably coupled with the ECU 10500 for controlling the displacement settings for the hydraulic motor 232 and pump 300.

[0372] In the high-speed mode, the speed of the track 22 of each one of the track-engaging assemblies 220, as controlled by the corresponding drive motor 232 is controlled by first, varying the overall displacement setting of the hydraulic pump 300 to allow for an increased flow rate of hydraulic fluid to the motor 232 while the motor displacement remains set to a maximum (as in the low-speed mode). The motor displacement setting can then be varied in order to complement the pump displacement setting to maximize productivity and vehicle speed. Accordingly, upon selection of one of the low-speed mode and the high-speed mode, the ECU 10500 receives a signal indicative of the selected mode of operation. Upon receiving the signal indicative of the selected mode of operation, the ECU 10500 is configured to: (i) generate and transmit a corresponding pump signal to a pump displacement actuator 308 for controlling a pump displacement setting of the hydraulic pump 300, and (ii) generate and transmit a corresponding motor signal to a motor displacement actuator 310 for controlling a motor displacement setting of the hydraulic motor 232.

[0373] With reference now to Figs. 30 and 33, in some embodiments, for example, each wheel of the plurality of wheels 221 that form part of the track -engaging assembly 220 of each of the track assemblies 16(1), 16(2) of the tracked vehicle 10 may be equipped with a heat sink 236 for dissipating heat generated at the corresponding wheel due to operation of the motor that drives the wheel and rotation of the wheel with the track during operation of the vehicle. In some embodiments, the heat sink 236 includes plurality of fins 238 extending from a surface of a cover associated with the driving system, whether it be a portion of a cover that is disposed over the motor 232 and / or planetary system 234 of the wheel. With rotation of the wheel 24, forced convection across the surface of the fins allows for heat dissipation from the wheel which, in turn, helps to regulate overall track temperature. In some embodiments, for example, a heat sink 236 is incorporated into the planetary system 234 for regulating the temperature of the gears and fluids within the planetary system 234 which can serve to extend the life of the components and fluids within the system 234. In some embodiments, for example, the heat sink 236 can be externally mounted on to an outside surface of the wheel in the hub area or central area of the wheel hub. In some embodiments, the heat sink 236 may be releasably coupled to the wheel hub, for example via a threaded connection 237. While the incorporation of a heat sink 236 into the tracked vehicle 10 having the oblong track configuration with a drive wheel and main idler wheel with increased pitch diameter relative to conventional tracked vehicles having trapezoidal track configurations, and incorporating suspension system and track -tensioning configurations as disclosed herein is particularlyuseful given that the tracked vehicle 10 disclosed herein is capable of operating at higher speeds with increased heat generation at the wheels due, in part, to increased operating speeds, it will be understood that the heat sink 236 as disclosed herein may also be employed in tracked vehicles having other track configurations and / or track-engaging assemblies.

[0374] In some embodiments, for example, in order to further improve temperature regulation within the engine housing or power plant 14of the tracked vehicle 10, the powertrain of the vehicle may be equipped with cooling fans (not shown) that operate to cool components of the vehicle when the temperature within operational components of the vehicle 10 is above a predetermined threshold. In some embodiments, for example, the cooling fans may be configured to operate when the vehicle 10 is operating at a or above a threshold speed given that temperatures of components within the vehicle and engine housing are known to increase when the vehicle is operating at increased speeds. In some embodiments, for example, the cooling fans are electric cooling fans that are operatively coupled to the vehicle control system, the control system controlling operation of the electric cooling fans when a minimum a predetermined threshold temperature and / or a predetermined threshold speed or rate of power consumption is sensed. Operation and / or activation of the cooling fans creates forced air flow over components of the vehicle for dissipating heat and regulating temperature within the engine housing 14. In example embodiments wherein electric cooling fans are used rather than hydraulic fans, it has been found that there is a reduction in noise associated with operation of the vehicle as well as an improvement in power efficiency.

[0375] With reference now to Figs. 56-58, exemplary embodiments of braking system configurations for the tracked vehicle 10 will be described. In some embodiments for example, in order to control and / or limit the speed of the tracked vehicle 10 as it travels across a surface, the tracked vehicle is equipped with a dynamic brake 201 in addition to a conventional a static brake 202 (e.g. a parking brake), along with the conventional braking system associated with the prime mover 17 of the overall power plant 14 and / or prime mover 17 of the tracked vehicle 10. In some embodiments, for example, the dynamic brake 201 is operably coupled with at least the drive wheel 24 of each one of the first track assembly 16(1) and the second track assembly 16(2) and is configured for applying a braking force to the drive wheel 24 for effecting deceleration of the drive wheel 24 and the corresponding track 22. In some embodiments, for example, a dynamic brake 201 may also be operably coupled with the main idler wheel 23 of each one of the first track assembly 16(1) and second track assembly 16(2) for applying an additional braking force to the track 22 via deceleration of the main idler wheel 23. In some embodiments, for example, the dynamic brake 201 is configured to act against the drive shaft of thecorresponding drive wheel 24 for effecting deceleration of the rotation of the drive wheel 24 while the vehicle is in motion, thereby selectively braking rotation of the corresponding track 22.

[0376] In some embodiments, for example, the dynamic brake 201 is incorporated into and / or operably coupled with the planetary gear system 234 that interconnects the drive motor with the drive wheel 24 for transmitting rotational power from the drive motor to the drive wheel 24. In some embodiments, for example, the dynamic brake 201 includes a configuration of steel discs and friction pads arranged within the planetary gear box 262 and that act against the drive shaft 264 associated with the drive wheel 24 that is operably engaged with the planetary gear box 262, in accordance with principles known in the art. In some embodiments, for example, the dynamic brake 201 is operably coupled with the electronic control system (ECU) and is configured to activate in response to a determination that one or more predetermined conditions relating to the operation of the tracked vehicle 10 are met in response to sensor data and / or sensor readings. In use, when the tracked vehicle 10 is travelling at high speeds and / or is travelling downhill, the tracked vehicle 10 requires more braking power to allow the vehicle 10 to come to a safe stop. This is also true when stopping of the tracked vehicle 10 over a short distance is required. In conventional tracked vehicles, when the engine throttle is released, the hydraulic system 21 of the vehicle loads the diesel engine to slow down the vehicle. In instances of severe braking (i.e. braking while the vehicle is travelling at high speeds or while the vehicle is travelling downhill), release of the throttle may cause the diesel engine and / or prime mover 17 of the vehicle 10 to overspeed which can result in damage to various components of the prime mover 17. In order to assist with braking of the tracked vehicle 10 in conditions where severe braking is required, the dynamic brake 201 is incorporated into the track system 16(1), 16(2) of the vehicle 10 and is used in addition to the conventional braking system associated with the vehicle 10. In general, the conventional braking system of the tracked vehicle 10 serves to slow the vehicle 10 by releasing the engine throttle of the primary engine or prime mover 17 while the dynamic brake 201 of the tracked vehicle 10 serves to provide additional braking forces to at least the drive wheel 24 associated with the first and second track assemblies 16(1), 16(2) to actively cause deceleration and / or stopping of the rotation of the drive wheel 24 in order to further slow and / or effect complete stopping of the vehicle 10. In some embodiments, for example, the dynamic brake 201 is operably coupled with the prime mover 17 to effect deceleration of the prime mover 17, especially in conditions of overspeed. Accordingly, in use, the dynamic brake 201 can be selectively applied during operation of the vehicle 10 to assist with braking and / or stopping of the vehicle 10 under certain conditions by applying a braking force directly to one or more of the plurality of wheels 221 that form part of the track -engaging assembly 220 of each of the first track assembly 16(1) and thesecond track assembly 16(2) and / or directly to the prime mover 17 and / or a pump associated with the prime mover 17. Accordingly, in some embodiments, for example, the tracked vehicle 10 includes a system for transferring power energy from the prime mover 17 to each one of the first track -engaging assembly and the second track-engaging assembly in accordance with principles known in the art. The vehicle 10 includes controller or engine control unit (ECU) 10500 for monitoring the operation of the prime mover 17.

[0377] In some embodiments, the braking system is operably coupled with the prime mover 17 for reducing the energy transfer from the prime mover 17 to each one of the first track assembly 16(1) and the second track assembly 16(2) for effecting deceleration of and / or stoppage of the rotation of each one of the first track engaging assembly 16(1) and the second track assembly 16(2), thereby effecting deceleration and / or stoppage of the operation of the vehicle 10. In some embodiments, the braking system is configured to include a dynamic brake 201 that is operably coupled to the prime mover 17 for effecting deceleration of the operational speed of the prime mover 17 in response to a determination, by the controller (or ECU 10500) that the operational speed of the prime mover 17 is greater than a predetermined threshold speed. In some embodiments, for example, the static brake 202 is operably coupled to at least the drive wheel 24 of each one of the first track assembly 16(1) and the second track assembly 16(2), independently, wherein the static brake 202 is configurable in: (i) an inactivated state wherein there is an absence of interference to rotation of the track of the corresponding one of the first track assembly 16(1) and the second track assembly 220 by the static brake 202, and (ii) an activated state, wherein the static brake 202 prevents rotation of the drive wheel 24 of the first and second track assemblies 16(1) and 16(2) such that there is an absence of rotation of the track 22 about the corresponding one of the track engaging assemblies 220.

[0378] In some embodiments, the controller or ECU 10500 is configured to monitor at least the operational speed of the prime mover 17 and the overall speed of the vehicle 10 while the vehicle is in motion. In response to a determination by the controller (or ECU 10500) that at least one of: the overall speed of the vehicle 10 and the operational speed of the prime mover 17 is determined to be above a corresponding one of a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover 17, the ECU 10500 selectively activates the dynamic brake 201 to effect deceleration of the vehicle 10 via deceleration of at least one of the operational speed of the prime mover 17 and deceleration of rotation of the first track -engaging assembly 220 and the second track-engaging assembly 200. In response to application of the dynamic brake 201, the ECU 10500 continues to monitor the overall operational speed of the prime mover 17 and / or the overall speed of the tracked vehicle 10and, if the deceleration of the vehicle is less than a predetermined deceleration threshold, the controller is further configured to activate the static brake to further decelerate and / or stop the vehicle via deceleration and / or stoppage of the rotation of first and second track assemblies 16(1), 16(2), and / or further deceleration and / or stoppage of the operation of the prime mover 17 (and / or associated pump).

[0379] In general, the static brake 202 is in the form of a mechanical brake that is applied directly to at least the drive wheel 24 of the first and second track assemblies 16(1), 16(2) for stopping rotation of at least the corresponding drive wheel 24. Typically, the static brake 202 is most often used once the vehicle 10 is already at rest, the static brake 201 being applied to prevent rotation of one or more wheels of the track-engaging assembly 220 to ensure to the vehicle 10 remains at rest. In situations requiring an emergency stop, the static brake 202 can be used in an effort to bring the moving vehicle 10 to an emergency stop; however, application of the static brake 202 in these situations while the tracked vehicle 10 is in motion has been known to result in severe damage to various components of the trackengaging assembly and / or vehicle operating system and / or engine due to the sudden stoppage of moving components. Accordingly, the incorporation of a dynamic brake 201 to supplement the conventional braking system to slow a moving vehicle 10 and / or bring the moving vehicle 10 to a stop, which can be applied while the vehicle 10 is in motion, can help to reduce the need for use of the static brake 202 in situations requiring severe braking and / or an emergency stop therefore serving to reduce the likelihood of damage to components of the vehicle 10.

[0380] In some embodiments, for example, to improve overall braking function of the tracked vehicle 10 in situations where more severe braking is required, the ECU 10500 is configured to limit the maximum speed of the tracked vehicle 10. For example, while the tracked vehicle 10 is travelling downhill it may be desirable to limit the maximum speed of the vehicle 10 to avoid the vehicle reaching a dangerous speed and / or a speed requiring a braking force that is likely to damage components of the vehicle 10. More specifically, in some embodiments, the ECU 10500 is configured to automatically activate the dynamic brake 201 while the vehicle 10 is in use when it is determined that the engine speed reaches a predetermined maximum threshold speed. When the predetermined maximum threshold speed of the tracked vehicle 10 is reached, the dynamic brake 201 is actuated by the ECU 10500 to effectively decrease and / or maintain the overall speed of the vehicle 10 at a predetermined speed that is less than the predetermined maximum speed. For example, in some embodiments, the ECU 10500 is configured to activate the dynamic brake 201 when it is determined that the overall engine speed is 200 RPM over the rated maximum RPM for the engine (or prime mover 17) of the vehicle 10. In some embodiments, for example, the ECU 10500 is configured to activate the dynamic brake 201 in conjunction with the staticbrake 202 to ensure sufficient braking forces are applied to the vehicle 10 to bring the vehicle 10 to an emergency stop. In some embodiments, the static brake 202 is activated after application of the dynamic brake 201. In other embodiments, for example, the static brake 202 is applied simultaneously with the dynamic brake 201 to bring the vehicle 10 to an emergency stop.

[0381] By way of non-limiting examples, in some embodiments, for example, when the rated maximum RPM of the vehicle engine or prime mover 17 is 2400RPM, the ECU 10500 is configured to activate the dynamic brake 201 when the engine speed reaches 2600RPM. Activation of the dynamic brake 201 serves to reduce the overall engine speed to less than 2600RPM. In some embodiments, for example, the dynamic brake 201 is operably coupled with the hydraulic braking system of the vehicle. In such example embodiments, activation of the dynamic brake 201 is in response to hydraulic fluid being supplied to the dynamic brake 201 for applying pressure to compress the steel discs and friction pads 260 to the extent that they apply a braking force directly to the drive shaft associated with the corresponding one or more of the wheels of the track-engaging assembly of each one of the first and second track assemblies 16(1), 16(2), for example the drive wheel 24. When the engine is operating at the predetermined maximum speed, or less than the predetermined maximum speed, the expected pressure at the inlet port of the dynamic brake 201 is Opsi. When the vehicle or engine is operating at a speed greater than the predetermined maximum speed, the pressure at the inlet port of the dynamic brake is increased. For example, when the engine is operating at 3000RPM which is greater than the predetermined maximum speed of 2600RPM, the expected pressure at the inlet to the dynamic brake 201 is lOOOpsi.

[0382] In some embodiments, for example, the ECU 10500 is configured to allow the predetermined maximum speed of the tracked vehicle 10 to be remotely set, for example, by a foreman using a remote device connected wirelessly to the ECU 10500. For example, in some applications, the predetermined maximum speed of the tracked vehicle 10 may be set at lOkm / hr when travelling down an incline, which predetermined maximum speed value can be transmitted to the ECU 10500 by a remote device.

[0383] As described above, in some embodiments, for example, the dynamic brake 201 and the static brake 202 are used in combination with the conventional braking system of the vehicle 10, the static brake 202 being activated upon determination that emergency braking is required. In such situations, an emergency stop button or emergency stop user input control is activated by the operator of the vehicle and / or by the ECU 10500 in response to a sensed condition, which will initiate the emergency braking operation of the tracked vehicle 10. In example embodiments wherein the vehicle is not equipped with an automated emergency stop button or user input control, the operator will actuate the manual brakingactuator, such as depression of a braking pedal, to initiate braking. Actuation of the braking actuator (whether manual or automatic) will gradually shift the displacement setting of the motor to a maximum setting and will gradually reduce the displacement setting of the pump 300. The dynamic brake 201 will engage should an overspeed condition be reached. The ECU 10500 will monitor the speed of the tracked vehicle to ensure that a sufficient rate of deceleration of the vehicle is achieved. If the rate of deceleration is below a minimum predetermined threshold, the dynamic brake 201 will continue to actuate for applying a braking force to the track -engaging assembly 220. If the rate of deceleration remains below the minimum predetermined threshold, the static brake 202 is to be applied. The static brake 202 may be automatically activated in response to a sensed condition by the ECU 10500 or may be manually activated by the operator of the vehicle. Once the tracked vehicle 10 comes to a complete stop, the static brake 202 remains activated so as to prevent rotation of one or more of the wheels of the track -engaging assembly and thus prevent rotation of the track, and the dynamic brake 201 is released.

[0384] Various operations and operating functions of the tracked vehicle 10 will now be described in further detail. In some instances, similar reference numerals to those used in the abovedescribed embodiments relating to the mechanical aspects and mechanical operation of the tracked vehicle 10 have been used. In other instances, however, new reference numerals have been introduced in relation to example embodiments related more specifically to the operation and functioning of specific aspects of the ECU 10500, in relation to the overall operation of the tracked vehicle 10, to more clearly illustrate the key operational components of these systems and operations, and how they relate to the overall operation and functioning of the ECU 10500.

[0385] The tracked vehicle 10 may carry a load and this load has a weight, referred to as the “load weight”. The load may be carried on (or in) the work equipment 41 (or load-carrying portion, or load -receiving portion), which is mounted to the upper frame portion 12” of the tracked vehicle 10. Depending on the embodiment, the work equipment 41 may be in the form of or may include a flat bed, a dump box or a crane, to name a few non-limiting possibilities.

[0386] Fig 34 schematically shows a particular one of the wheels of the track -engaging assembly 220 of one of the track assemblies 16(1), 16(2) of the tracked vehicle 10 connected to the frame 12 of the tracked vehicle 12 by the suspension system 50. As described above, in some embodiments, the suspension system 50 may comprise one or more hydraulic suspension cylinders 55 to control a vertical distance between the particular wheel and the frame 12, as well as a shock absorbing unit to provide a damping function. In other embodiments, the damping function / shock absorbing unit is integrated with the suspension cylinder.

[0387] The suspension system 50 is further be characterized by a suspension subsystem 10110 that may be characterized by a set of tuning parameters, such as one or more of: spring preload, spring rate, low-speed compression damping, high-speed compression damping, low-speed rebound damping and high-speed rebound damping. The suspension subsystem receives values for one or more of the aforementioned tuning parameters from the ECU 10500 of the tracked vehicle 10 and makes the needed adjustments via actuators, valves or other components.

[0388] With additional reference to Fig. 35, there is shown a schematic illustration of the operation of an exemplary suspension cylinder 55 of the suspension system 50 under the control of the suspension subsystem 10110. As shown in Fig. 35, in some embodiments, for example, the suspension cylinder 55 includes a piston rod 61 comprising a piston 10210 and a rod 10220. The piston 10210 and the rod 10220 are each characterized by a respective surface area. The surface areas of the piston and of the rod are design values which may be stored in a data memory of the ECU. A relative position of the piston 10210 within the suspension cylinder 55 defines a cylinder extension, d, which lies between 0 (representing full compression) and d_max (representing full extension).

[0389] The cylinder extension, d, depends on the relative values of pressure acting on the piston 10210 from inside the housing of the suspension cylinder 55 (the “piston-side” pressure) and from outside the cylinder 55 (the “rod-side” pressure). Contributions to the pressures within the suspension cylinder 55 come from the load, the slope and roughness of the terrain, the speed of the tracked vehicle 10, as well as from pressure control valves and actuators of the suspension subsystem 10110 that are controlled by a pressure control signal 10112 from the ECU 10500.

[0390] It may also be useful to measure the rod-side pressure, the piston-side pressure and the cylinder extension of the suspension cylinder 55. This can be done by a pair of pressure sensors 10120 and a displacement sensor 10130 forming part of the suspension subsystem 10110. The measured pistonside pressure is encoded into a measured piston-side pressure signal 10124, the measured rod-side pressure is encoded into a measured rod-side pressure signal 10122 and the measured cylinder extension is encoded into a measured cylinder extension signal 10132. These signals for each suspension cylinder 55 under the control of the suspension subsystem 10110 can be sent back to the ECU 10500 for processing.

[0391] As such, for a tracked vehicle that has eight wheels and therefore eight suspension cylinders 55, there may be eight displacement sensors 10130 and sixteen pressure sensors 10120. Naturally, the number of wheels (and consequently the number of displacement sensors and pressuresensors) could be greater or smaller. There may also be additional displacement sensors and pressure sensors.

[0392] Based on the feedback from the pressure sensors 10120 and the displacement sensor 10130 for each of the suspension subsystems 10110, the ECU 10500 can adjust the pressure control signal 10112 to target a particular value for the cylinder extension of each suspension cylinder 5555. As such, the frame 12 can be locked at a range of heights or angles relative to the ground.

[0393] Reference is made to Fig. 54, which schematically shows a right track tension subsystem 1211 OR configured for controlling operation of the tensioning configuration 100 for the first or right track 16(1) of the tracked vehicle 10 and a left track tension subsystem 12110L configured for controlling operation of the tensioning configuration 100 for the second or left track 16(2) of the tracked vehicle 10.

[0394] The right track tension subsystem 1211 OR is connected to the right track main idler wheel 23 (i.e., the main idler wheel 23 of the first or right track 16(1)). The right track tension subsystem 12110R may comprise a hydraulic cylinderl03 (e.g., a bidirectional hydraulic cylinder), among other actuators. The right track tension subsystem 1211 OR is responsive to a right tension control signal 12112R received from the ECU 10500 to control the extension and compression of the hydraulic cylinder of the right track tension subsystem 1211 OR. This moves the hydraulic cylinder 103 of the right track tension subsystem 1211 OR along a trajectory, causing the right main idler wheel 23 to push into or recede from the inside surface of the right track 22, which consequently causes tension in the right track 16(1) to respectively increase or decrease.

[0395] Tension in the right track 16(1) can be measured by a right track pressure sensor 12120R forming part of the right track tension subsystem 12110R. The measured tension in the right track 16(1) can be encoded onto a right measured track tension signal 12122Rthat is fed back to the ECU 10500 for processing.

[0396] Similarly, the left track tension subsystem 12110L is connected to the main left idler wheel 23 (i.e., the main idler wheel of the second or left track 16(2)). The left track tension subsystem 12110L may comprise a hydraulic cylinder 103 (e.g., a bidirectional hydraulic cylinder), among other actuators. The left track tension subsystem 12110L is responsive to a left tension control signal 12122L received from the ECU 10500 to control the extension and compression of the hydraulic cylinder of the left track tension subsystem 12110L. This moves the hydraulic cylinder 103 of the left track tension subsystem 12110L along a trajectory, causing the left idler wheel to push into or recede from the insidesurface of the track 22 of the second or left track assembly 16(2), which consequently causes tension in the left track 22 to respectively increase or decrease.

[0397] Tension in the track 22 of the second or left track assembly 16(2) can be measured by a left track pressure sensor 12120L forming part of the left track tension subsystem 12110L. The measured tension in the left track 22 can be encoded onto a left measured track tension signal 12122L12122L that is fed back to the ECU 10500 for processing.

[0398] Based on the feedback from the right and left track pressure sensors 12120R, 12120L, a processor in the ECU 10500 can target a particular value for the tension in each track, as will be described later on in this document.

[0399] With reference to Fig. 36, the operator interface 1003 of the tracked vehicle 10 may include input devices and output devices.

[0400] The input devices of the operator interface 1003 are configured to receive input from the operator and may include operational input devices for operating the tracked vehicle 10, as well as a variety of command input devices for activating specific functions.

[0401] For example, the operational input devices may include an accelerator pedal 10310 (which in some embodiments may be a foot-actuated pedal and in others embodiments may be a hand- actuated lever or a finger-actuated), a steering wheel 10320 (which may be shaped or configured differently from an actual circular wheel) and a brake pedal 10330 (which in some embodiments may be a foot-actuated pedal and in others embodiments may be a hand-actuated lever or a finger-actuated dial).

[0402] As for the command input devices, these may include one or more of a TARE command input device 10340, a WEIGH LOAD command input device 10350, a CLIMBING MODE command input device 10360, a SIDE HILL MODE command input device 10370, a DUMPING MODE command input device 10380, a HIGH-LOW SPEED command input device 10390, among possibly others. These command input devices may be implemented as dedicated physical buttons on a dashboard or joystick, or as icons or “soft buttons” on a touch-sensitive screen. In still other embodiments, the command input devices may be actuated by the operator’s voice or even by a remote -control unit.

[0403] As for the output devices of the operator interface 1003, these are configured to provide output for the operator and may include operational output devices such as gauges 10392 (e.g., speed, oil, temperature, etc.), as well as a variety of displays 10394, lights 10396, alarms 10398 and the like.

[0404] It should be appreciated that the aforementioned list of input devices and output devices of the operator interface 1003 is not limiting.

[0405] Also, it should be appreciated that a display (acting as an output device) and a touch- sensitive screen (acting as an input device) may be integrated into a single screen. Such a screen may serve as both an input device and an output device.

[0406] With reference to Fig. 37, the tracked vehicle 10 may include various sensors 1004 that produce sensed values that are transmitted to, as well as monitored, stored and used by, the ECU 10500 to carry out a variety of functions as will be described herein below.

[0407] In addition to the pressure sensors 10120, the displacement sensors 10130 and the track pressure sensors 12120R, 12120L mentioned above, the tracked vehicle 10 may also include the following sensors: a speed sensor 10410, which is configured to measure the speed of the tracked vehicle 10 relative to the ground and to produce a speed signal 10412 indicative of the measured speed of the tracked vehicle 10 relative to the ground; one or more inclinometers 10420 that are configured to measure one or more angles that the tracked vehicle 10 (or a component thereof) makes relative to level ground. For example, the one or more inclinometers 10420 may be configured to measure the pitch of the frame 12 of the tracked vehicle 10 (i.e., an amount of rotation about an axis transverse to the tracked vehicle 10) and / or the roll of the frame 12 of the tracked vehicle 10 (i.e., an amount of rotation about an axis longitudinal to the tracked vehicle). Accordingly, the one or more inclinometers 10420 may be configured to produce a pitch angle signal 10422 indicative of the measured pitch angle of the tracked vehicle 10 and a roll angle signal 10424 indicative of the measured roll angle of the tracked vehicle 10; an accelerator pedal 10430 angle sensor that is configured to sense by how much the accelerator pedal 10310 is being pressed and to produce an accelerator pedal angle signal 10432 used by the ECU to control the speed of the motors used to rotate the tracks; a steering wheel angle sensor 10440 that is configured to sense the steering wheel 10320 being turned and to produce a steering wheel angle signal 10442 indicative of the angle made by the steering wheel 10320, which is used by the ECU to control the relative speed of the motors used to rotate the tracks; a brake pedal angle sensor 10450 that is configured to sense the brake pedal 10330 being pressed and to produce a brake pedal angle signal 10452 used by the ECU to control brakes that may be applied tothe tracks 22 and / or to the wheels 221 of the track engaging assembly 221 of the track assemblies 16(1), 16(2); in the case where the work equipment 41 can be raised or lowered about a pivot on the frame 12 (e.g., for a dumper), a platform angle sensor 10490 may be configured to measure an angle that the work equipment 41 makes with the upper frame structure 12” and to provide the ECU with a measured dumping angle signal 10492 indicative of the angle that the work equipment 41 makes with the upper frame structure 12”; various sensors from the tracked vehicle’s main hydraulic pump 300, such as: a pump pressure gauge 10460, which is configured to measure the pressure (i.e., the oil pressure) within the main hydraulic pump 300 and to produce a pump pressure signal 10462 indicative of the measured pressure within the main hydraulic pump 300; a torque sensor 10470, which is configured to measure the torque supplied by the main hydraulic pump 300 and to produce a torque signal 10472 indicative of the measured torque supplied by the main hydraulic pump 300; and a rotation direction sensor 10480, which is configured to measure the direction of rotation of the main hydraulic pump 300 and to produce a rotation direction signal 10482 indicative of the measured direction of rotation of the main hydraulic pump 300.

[0408] Reference is now made to Fig. 38, which is a non-limiting example block diagram showing various physical components of the ECU. The ECU 10500 includes a processor 10502, a computer-readable storage medium 10504, a vehicle network interface controller 10506 and a wireless interface controller 10508, all electrically and communicatively linked by a bus 10510.

[0409] In one non-limiting embodiment, the computer-readable storage medium 10504 may comprise a data memory 10504A and an instruction memory 10504B. The instruction memory 10504B may comprise program instructions that encode an operating system and various processes. The processor 10502 is configured to read the program instructions in the instruction memory 10504B and to execute the operating system and the various processes, which read data from and write data to the data memory 10504A. In other embodiments, the data memory 10504A and the instruction memory 10504B are subsumed into a single computer-readable and -writable memory.

[0410] In a non-limiting embodiment, the data memory 10504A and / or the instruction memory 10504B may comprise an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. Non -limiting examples of the foregoing include a portable computer diskette, a hard disk, arandom access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon.

[0411] The program instructions that encode the operating system and the various processes can be downloaded to the instruction memory 10504B from an external computer or external storage device via a network (e.g., the Internet). Such program instructions may be assembler instructions, instructionset-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state-setting data, or either source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C++ or the like, and conventional procedural programming languages, such as the "C" programming language or similar programming languages.

[0412] In some embodiments, instead of being executed as a result of the processor 10502 reading the program instructions in the instruction memory 10504B, one or more of the various processes may be executed by customized electronic circuitry including, for example, programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs).

[0413] The vehicle network interface controller 10506 may include a wireless interface for allowing the ECU 10500 to receive signals from the tracked vehicle’s various sensors and from the input devices of the operator interface 1003. These signals are decoded and / or demodulated by the vehicle network interface controller 10506 and sent to the processor 10502 via the bus 10510. The processor 10502 processes the received signals according to the processes encoded in the program instructions of the instruction memory 10504B, resulting in the generation of signals for controlling the tracked vehicle 10 and / or informing the operator, which are sent to the vehicle network interface controller 10506 via the bus 10510. The vehicle network interface controller 10506 converts these signals into suitable control signals sent to the tracked vehicle’s various subsystems (e.g., suspension subsystems, track tension subsystems, etc.) and into suitable output signals sent to the output devices of the operator interface 1003.

[0414] The ECU 10500 may further include a wireless interface controller 10508 that allows the ECU 10500 to communicate with a remote -control unit 10530 over a wireless network link 10532. In this way, for example, commands for the tracked vehicle 10 may be received from the remote -control unit 10530 over the wireless network link 10532, decoded and / or demodulated by the wireless interfacecontroller 10508 and sent to the processor 10502 for processing. The wireless interface controller 10508 may also be configured to interact with computing entities (e.g., servers) over the Internet 10520 via a wireless network link 10522.

[0415] With now reference to Fig. 39, and as has already been mentioned, the processor 10502 of the ECU 10500 may be configured to read and execute the program instructions in the instruction memory 10504B so as to carry out an operating system 10610 and various processes 10620. Several of these processes are now described. It is to be understood that the processor 10502 may execute any combination of the following processes, in addition to other processes, depending on operational requirements.

[0416] The processor 10502 may execute a default propulsion process 10622 for propelling the tracked vehicle 10. The default propulsion process 10622 is carried out by the processor 10502 executing a corresponding subset of program instructions stored in the instruction memory 10504B. The default propulsion process 10622 converts the accelerator pedal angle signal 10432 from the accelerator pedal angle sensor 10430 and the steering wheel angle signal 10442 from the steering wheel angle sensor 10440 into a first motor control signal indicative of the motor speed (and direction) for the second or left track 16(2) and a second motor control signal indicative of the motor speed (and direction) for the first or right track 16(1). Conversion of the accelerator pedal and steering wheel angles (as conveyed by signals 10432, 10442) to motor speeds (as conveyed by the motor control signals) can be done according to a mapping or function stored (e.g., as part of the data 10504A) in the data memory 10504.

[0417] It will be appreciated that due to the ability to independently control the speed and direction of rotation of each track, it is possible for the tracked vehicle 10 to achieve sharper turns than for a conventional on-road vehicle. For example, while it is of course possible to achieve a wide turn while both tracks turn in the same direction, it is also possible to achieve a sharp turn by stopping one of the tracks while the other track continues to turn, and it is even possible to achieve a...

Claims

WHAT IS CLAIMED IS:

1. A tracked vehicle comprising: a frame; a first track assembly mounted to a first lateral side of the frame; a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side; the first track assembly and the second track assembly each, independently, providing traction to the tracked vehicle for moving the tracked vehicle across a surface; each one of the first track assembly and the second track assembly, independently, comprising: a track; and a track-engaging assembly configured to drive and guide the track around the trackengaging assembly, the track-engaging assembly comprising: a plurality of wheels including, at least,: a drive wheel; a main idler wheel; and one or more intermediate idler wheels arranged intermediate the drive wheel and main idler wheel; each one of the drive wheel, the main idler wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle; and a suspension system operably coupling at least the drive wheel and the main idler wheel, independently, to the frame, such that each one of the drive wheel and the main idler wheel, independently, is configured for displacement relative to the frame, relative to a neutral position of each one of the drive wheel and the main idler wheel relative to the frame, by a distance measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the trackengaging assembly such that the displacement of the drive wheel is independent to the displacement of the main idler wheel and vice versa.

2. The tracked vehicle as claimed in claim 1, wherein: the drive wheel and the main idler wheel are arranged at opposite longitudinal ends of the track-engaging assembly.

3. The tracked vehicle as claimed in claim 1 or claim 2, wherein: the suspension system is configured such that each one of the drive wheel and the main idler wheel, independently, is coupled to the frame via: (i) a wheel coupling arm having a frame coupling end connected to the frame and a wheel coupling end operably coupled to a corresponding one of the drive wheel, the main idler wheel and the one or more intermediate idler wheels, and (ii) a suspension wheel displacement-effector configured for effecting rotation of the wheel coupling arm relative to the frame to effect displacement of the corresponding wheel relative to the frame.

4. The tracked vehicle as claimed in claim 3, wherein: the suspension wheel displacement-effector comprises a suspension cylinder including a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing, wherein one of the cylinder housing and the piston rod is operably coupled to the frame and the other one of the cylinder housing and the piston rod is operably coupled to the respective one of the drive wheel and the main idler wheel such that relative movement between the cylinder housing and the piston rod effects displacement of the respective one of the drive wheel and the main idler wheel relative to the frame.

5. The tracked vehicle as claimed in claim 4, wherein: the wheel coupling arm connecting the drive wheel to the frame is a drive wheel coupling arm; the frame coupling end of the drive wheel coupling arm is pivotally connected to the frame such that the drive wheel coupling arm is disposed for rotation, relative to the frame, about a drive wheel coupling arm axis of rotation that extends transverse to the longitudinal axis of the track-engaging assembly; the wheel coupling end of the drive wheel coupling arm is operably coupled to the main drive wheel such that the drive wheel is disposed for rotation about a drive wheel axis of rotation that extends transverse to the longitudinal axis of the track engaging assembly; and the operable coupling of the piston rod of the suspension cylinder to the drive wheel issuch that application of an upwards force acting against the drive wheel effects retraction of the piston rod into the cylinder housing in response to rotation of the drive wheel coupling arm rotates around the drive wheel coupling arm axis of rotation with effect that the drive wheel is displaced relative to the frame relative to the neutral position of the drive wheel.

6. The tracked vehicle as claimed claim 5, wherein: the wheel coupling arm connecting the main idler wheel to the frame is a main idler wheel coupling arm; the frame coupling end of the main idler wheel coupling arm is pivotally connected to the frame such that the main idler wheel coupling arm is disposed for rotation, relative to the frame, about a main idler wheel coupling arm axis of rotation that extends transverse to the longitudinal axis of the track -engaging assembly; the wheel coupling end of the main idler wheel coupling arm is operably coupled to the main idler wheel such that the main idler wheel is disposed for rotation about a main idler wheel axis of rotation that extends transverses to the longitudinal axis of the track engaging assembly; and the operable coupling of the piston rod of the suspension cylinder to the main idler wheel is such that application of an upwards force acting against the main idler wheel effects retraction of the piston rod into the cylinder housing in response to rotation of the main idler wheel coupling arm about the main idler wheel coupling arm axis of rotation with effect that the main idler wheel is displaced relative to the frame relative to the neutral position of the main idler wheel.

7. The tracked vehicle as claimed in claimed in claim 6, wherein: the drive wheel coupling arm is connected to the frame such that: the drive wheel coupling arm axis of rotation extends in a plane that extends transverse to the longitudinal axis of the track-engaging assembly that is disposed parallel to and above a plane that extends transverse to the longitudinal axis of the track -engaging assembly and in which the drive wheel axis of rotation extends.

8. The tracked vehicle as claimed in claim 7, wherein : the plane in which the drive wheel coupling arm axis of rotation extends is disposed above the plane in which the drive wheel axis of rotation extends is between a minimum of 1mm to a maximum of 304mm.

9. The tracked vehicle as claims in claim 8, wherein: the plane in which the drive wheel coupling arm axis of rotation extends is disposed above the plane in which the drive wheel axis of rotation extends is at least 165mm.

10. The tracked vehicle as claimed in any one of claims 7-9, wherein: the main idler wheel coupling arm is connected to the frame such that: the main idler wheel coupling arm axis of rotation extends in a plane that extends transverse to the longitudinal axis of the track -engaging assembly and that is disposed parallel to and below the plane in which the drive wheel coupling arm axis of rotation extends.

11. The tracked vehicle as claimed in any one of claims 7-9, wherein: the main idler wheel coupling arm is connected to the frame such that the main idler wheel coupling arm axis of rotation and the drive wheel coupling arm axis of rotation each, independently, extend in a common plane that extends transverse to the longitudinal axis of the track-engaging assembly.

12. The tracked vehicle as claimed in any one of claims 6-11; wherein: the drive wheel has a pitch diameter; and the drive wheel coupling arm has a drive wheel coupling arm length such that a ratio of the drive wheel coupling arm length to the pitch diameter of the drive wheel is a minimum of 0.99.

13. The tracked vehicle as claimed in any one of claims 6-11; wherein: the main idler wheel has a pitch diameter; and the main idler wheel coupling arm has a main idler wheel coupling arm length such that a ratio of the main idler wheel coupling arm length to the main idler wheel pitch diameter of the drive wheel is a minimum of 0.97.

14. The tracked vehicle as claimed in any one of claims 4 to 13; wherein: the one or more intermediate idler wheels includes at least two intermediate idler wheels; the wheel coupling arm connecting each one of the at least two intermediate idler wheels,independently, to the frame is an intermediate idler wheel support arm; the frame coupling end of each one of the intermediate idler wheel support arms, independently, is connected to the frame such that the intermediate idler wheel support arm is fixed relative to the frame; and the wheel coupling end of each one of the intermediate idler wheel support arms, independently, is operably coupled to the corresponding one of the at least two intermediate idler wheels via the suspension cylinder such that: (i) the intermediate idler wheel is disposed for rotation about an intermediate idler wheel axis of rotation that extends transverses to the longitudinal axis of the track engaging assembly, and (ii) the intermediate idler wheel is disposed for displacement relative to the frame, relative to a neutral position of the intermediate idler wheel relative to the frame, in response to application of an upwards force against the corresponding one of the at least two intermediate idler wheels which effects retraction of the piston rod into the cylinder housing and rotation of suspension cylinder relative to the frame established by pivot connection between the suspension cylinder and the intermediate idler wheel support arm that is fixed to the frame.

15. The tracked vehicle as claimed in claim 14; wherein: for each one of the first track assembly and the second track assembly, the at least two intermediate idler wheels are arranged such that at least a first intermediate idler wheel of the at least two intermediate idler wheels is disposed on a first side of a vertical central axis of the track engaging assembly and at least a second intermediate idler wheel of the at least two intermediate idler wheels is disposed on a second side of the vertical central axis of the track engaging assembly.

16. The tracked vehicle as claimed in claim 15; wherein: the first intermediate idler wheel, the second intermediate idler wheel and the frame are cooperatively configured such that: the connection of the first intermediate idler wheel to the frame via a first intermediate idler wheel support arm is such that a directional arrow extending from the first intermediate idler wheel axis of rotation to the fixed connection of the first intermediate idler wheel support arm to the frame is disposed at a first angle relative to a longitudinal axis of the track -engaging assemblysuch that the first directional arrow extends in a first direction that extends upwardly and towards the central vertical axis of the track engaging assembly; and the connection of the second intermediate idler wheel to the frame via a second intermediate idler wheel support arm is such that a directional arrow extending from the second intermediate idler wheel axis of rotation to the fixed connection of the second intermediate idler wheel support arm to the frame is disposed at a second angle relative to the longitudinal axis of the track -engaging assembly such that the second directional arrow extends in a second direction that extends upwardly and towards the central vertical axis of the track engaging assembly, and the first angle and the second angle are the same .

17. The tracked vehicle as claimed in claim 15 or 16; wherein: the frame includes an upper frame portion and a lower frame portion, wherein the upper frame portion is rotatable relative to the lower frame portion about an axis that extends parallel to the central vertical axis of the track engaging assembly; and the drive wheel, the drive wheel coupling arm, the main idler wheel, the main idler wheel coupling arm, the first intermediate idler wheel, the first intermediate idler wheel support arm, the second intermediate idler wheel, the second intermediate idler wheel support arm and the frame are co-operatively configured such that: a ratio of a first resistance to deformation of the suspension system when the vehicle travels in a first longitudinal direction while the upper frame is disposed in a first position relative to the lower frame, to a second resistance to deformation of the suspension system while the vehicle travels in a second longitudinal direction that is opposite to the first longitudinal direction while the upper frame portion is disposed in a second position relative to the lower frame portion wherein the upper frame portion is rotated 180 degrees relative to the lower frame portion, relative to the position of the upper frame in the first position, is between a minimum of 0.9 and a maximum of 1.0 while the tracked vehicle is in a neutral gear.

18. The tracked vehicle as claimed in any one of claims 4-17; wherein: the first track assembly and the second track assembly are each, independently, configured such that, for each one of the first track assembly and the second track assembly, independently, whilethe track is mounted on the track-engaging assembly the track defines a track envelope which includes a total volume of space enclosed by the track; and the track -engaging assembly is configured such that the drive wheel coupling arm, the main idler wheel coupling arm, the drive wheel suspension cylinder and the main idler wheel suspension cylinder are coupled to the frame exterior to the track envelope and extend through a space defined between the frame and the track envelope.

19. The tracked vehicle as claimed in claim 18; wherein: each one of the first track assembly and the second track assembly, independently, defines a side view volume occupation (SVVO) based on a volume of space within the track envelope that is occupied by either moving or non-moving components of the track -engaging assembly relative to the total volume of space enclosed by the track; and the SVVO of each one of the first track assembly and the second track assembly, independently, is less than 60%.

20. The tracked vehicle as claimed in claim 19; wherein: the SVVO is less than 57%.

21. The tracked vehicle as claimed in claim 18; wherein: each one of the first track assembly and the second track assembly, independently, defines a side view volume occupation (SVVO) based on a volume of space within the track envelope that is occupied by either moving or non-moving components of the track -engaging assembly relative to the total volume of space enclosed by the track; and the track -engaging assembly of each one of the first track assembly and the second track assembly, independently, is configured such that 5% or less of the SVVO for each one of the first track assembly and the second track assembly, independently, is occupied by non-moving parts of the track engaging assembly with the balance of the SVVO being attributed to moving parts of the track -engaging assembly.

22. The tracked vehicle as claimed in any one of claims 1 to 21;further comprising: a suspension locking mechanism operably coupled to one or more of the plurality wheels of each one of the first track assembly and the second track assembly, wherein the suspension locking mechanism is configurable in a locked state and an unlocked state for selectively controlling operation of the suspension system; and while the suspension locking mechanism is disposed in the unlocked state, the suspension system is disposed in an operable state wherein the one or more wheels of each one of the first track assembly and the second track assembly to which the suspension locking mechanism is coupled are disposed for displacement relative to the frame; and while the suspension locking mechanism is disposed in the locked state, displacement of the one or more wheels of each one of the first track assembly and the second track assembly to which the suspension locking mechanism is coupled, is prevented.

23. The tracked vehicle as claimed in claim 22; further comprising: a controller operably coupled to the suspension locking mechanism and configured for transmitting an actuation signal to the suspension locking mechanism for transitioning the suspension locking mechanism from the unlocked state to the locked state and vice versa.

24. The tracked vehicle as claimed in claim 23; wherein: the transitioning of the suspension locking mechanism from the unlocked state to the locked state is in response to detection of one or more predetermined locking conditions by the controller.

25. The tracked vehicle as claimed in any one of claims 22-24; wherein: while the tracked vehicle is in use and travelling across the surface at a determined speed, transitioning of the suspension locking mechanism from one of the unlocked state and the locked state to the other one of the unlocked state and the locked state is permissible only while the determined speed is less than a predetermined threshold speed.

26. The tracked vehicle as claimed in any one of claims 6 to 25;wherein: for each one of the first track assembly and the second track assembly, independently, the trackengaging assembly further comprises: a tensioning configuration operably coupled to at least one of the drive wheel and the main idler wheel for maintaining a predetermined tension within the track, wherein the tensioning configuration is operable to effect displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, along an axis that extends parallel to the longitudinal axis the track -engaging assembly for increasing or decreasing tension within the track.

27. The tracked vehicle as claimed in claim 26; wherein: the tensioning configuration includes: a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel, and a second end coupled to the one of the at least one of the drive wheel and the main idler wheel such that the one of the at least one of the drive wheel and the main idler wheel is connected to the wheel coupling arm via the tensioning arm; and a tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel.

28. The tracked vehicle as claimed in claim 27; wherein: the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing, wherein: the cylinder housing is connected to the wheel coupling arm of the one of the at least one of the drive wheel and the main idler wheel and is disposed for movement with the wheel coupling arm as the wheel coupling arm rotates about its wheel coupling arm axis of rotation; and the piston rod has a first end disposed within the cylinder housing and a second, distal end coupled to the wheel coupling end of the tensioning arm such that extension of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a first direction which effects displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, in a direction awayfrom the central vertical axis of the track -engaging assembly for exerting an outwards force against an inner surface of the track.

29. The tracked vehicle as claimed in claim 28; wherein: retraction of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a second, opposite direction which effects displacement of the at least one of the drive wheel and the main idler wheel, relative to the frame, in a direction towards the central vertical axis of the trackengaging assembly.

30. The tracked vehicle as claimed in claim 28 or 29; wherein: the tensioning configuration is configured for disposition in a maintenance mode; and disposition of the tensioning configuration in the maintenance mode is such that the piston rod is retracted into the cylinder housing of the tensioning cylinder by a distance such that the at least one of the drive wheel and the main idler wheel is displaced relative to the frame in a direction towards the central vertical axis of the track -engaging assembly with effect that the at least one of the drive wheel and the main idler wheel disengages from contact with the inner surface of the track.

31. The tracked vehicle as claimed in claim 30; wherein: the distance by which the piston rod retracts into the cylinder housing while the tensioning configuration is disposed in the maintenance mode is such that the at least one of the drive wheel and the main idler wheel is displaced relative to the frame towards the central vertical axis of the track-engaging assembly along an axis that extends parallel to the longitudinal axis of the track - engaging assembly by at least 30 cm.

32. The tracked vehicle as claimed in claim 30 or 31; wherein: while the tensioning configuration is disposed in the maintenance mode, the one of the at least one of the drive wheel and the main idler wheel is disposed relative to the frame such that an overall length of the track-engaging assembly is reduced; andremoval of the track from engagement with the track -engaging assembly, while each one of the plurality of wheels of the track engaging assembly, independently, remains operably coupled to the frame, is permissible.

33. The tracked vehicle as claimed any one of claims 5 to 32; wherein: for each one of the first track assembly and the second track assembly, independently, a drive motor is operably coupled to the drive wheel for rotating the drive wheel about the drive wheel axis of rotation such that the track rotates about the track -engaging assembly thereby providing traction to the vehicle, wherein: the drive motor is mounted to the drive wheel coupling arm.

34. The tracked vehicle as claimed in claim 33; wherein: for each one of the first track assembly and the second track assembly, independently, the drive motor is operably coupled to the drive wheel via a planetary gear configuration, the planetary gear configuration transmitting torque generated by the drive motor to the drive wheel, wherein the planetary gear configuration has a planetary gear ratio of no more than 55: 1.

35. The tracked vehicle as claimed in claim 34; wherein: the drive motor is a hydraulic motor operably coupled to a hydraulic system of the tracked vehicle; and the drive wheel, the drive motor, the planetary gear configuration and the track are selected such that the tracked vehicle has a Transmission to Payload Ratio (TPR) defined as:TPR = [(Drive Motor Capacity (Max cc) * Planetary Gear Ratio * Drive Wheel Pitch Diameter (DpDw)(mm) / Track Pitch (Tp)] / Payload (kg) of at least 3.3.

36. The tracked vehicle as claims in any one of claims 33 to 35; wherein: for each one of the first track assembly and the second track assembly, independently, one or more of the plurality of wheels includes a heat sink mounted a hub portion of the one or more of the plurality of wheels.

37. The tracked vehicle as claimed in claim 36; wherein: the heat sink includes a plurality of fins for dissipating heat generated by the one or more of the plurality of wheels.

38. The tracked vehicle as claimed in claim 36 or 37; wherein: the heat sink is mounted to the one or more of the plurality of wheels via a threaded connection.

39. The tracked vehicle as claims in any one of claims 32 to 35 wherein: for each one of the first track assembly and the second track assembly, independently, the drive wheel includes a heat sink for dissipating heat generated by the drive motor, the heat sink mounted in heat transfer relationship with the planetary gear configuration.

40. The tracked vehicle as claimed in any one of claims 1 to 39; wherein: for each one of the first track assembly and the second track assembly, independently, the trackengaging assembly further comprises: an upper track idler wheel mounted to the frame for supporting an upper track portion of the track.

41. The tracked vehicle as claimed in claim 40; wherein: the upper track idler wheel is mounted to the frame at a connection point that is disposed along a central vertical axis of track-engaging assembly.

42. The tracked vehicle as claimed in any one of claims 1 to 41; wherein: at least one of the drive wheel, the main idler wheel, and the one or more intermediate idler wheels is configured such that the at least one of the drive wheel, the main idler wheel, and the one or more intermediate idler wheels includes: a main body portion; and an outer rim configuration;wherein the outer rim configuration is removably mounted to the main body portion, the outer rim configuration defining an outermost surface configured for engaging an inner surface of the track.

43. The tracked vehicle as claimed in claim 42; wherein: the outer rim configuration comprises a metallic material.

44. The tracked vehicle as claimed in any one of claims 1 to 43; further comprising: a temperature management system for managing a temperature of one or more operational components of the vehicle, the temperature management system comprising: at least one cooling fan configured to operate at two or more operational rates, wherein a one of the two or more operational rates is selected based on at least one of: an engine temperature and a rate of power consumption of the vehicle.

45. The tracked vehicle as claimed in claim 44; wherein the at least one cooling fan is an electric fan.

46. The tracked vehicle as claimed in claim 44 or 45; wherein: the at least one cooling fan is mounted within a power plant of the tracked vehicle.

47. The tracked vehicle as claimed in any one of claims 1 to 46; wherein: for each one of the first track assembly and the second track assembly, independently, the track is a metal -embedded rubber track comprising: a plurality of metal link bars embedded in an elastomeric material forming track lugs, wherein the track lugs are connected in series thereby forming a length of track; each lug defining a pair of wheel guides projecting from an inner surface of a respective track lug, such that a first wheel guide of the pair of wheel guides is disposed on a first side of a center point of the track lug, while a second wheel guide of the pair of wheel guides is disposed on a second side of the center point of the track lug opposite to the first wheel guide; andwhile the track is disposed on the track -engaging assembly, each one of the plurality of wheels, independently, engages the track between the pair of wheel guides of the track lugs in contact with the metal link bars.

48. The tracked vehicle as claimed in any one of claims 1 to 47; wherein: the track, the drive wheel and the at least one idler wheel are co-operatively configured such that while the track is mounted on the track -engaging assembly for providing traction to the vehicle, a track configuration is established, the track configuration defining a bending ratio, defined by a quotient of the drive wheel pitch diameter and the track pitch, that is between a minimum of 7.0 and a maximum of 9.0.

49. The track system as claimed in claim 48; wherein the bending ratio is between a minimum of 7.6 and a maximum of 8.6.

50. The track system as claimed in any one of claims 1 to 49; wherein: the drive wheel is a sprocket wheel and the track defines a track area defined by a product of an overall track width and a total length of the track such that the track defines a sprocket area ratio, as defined by a quotient of the drive wheel pitch diameter to track area, divided by 1000, that is between a minimum of 7.0 and a maximum of 8.6.

51. The track system as claimed in claim 50; wherein: the sprocket area ratio is between a minimum of 7.5 and a maximum of 8.2.

52. The track system as claimed in any one of claims 48 to 51; wherein: the arrangement of the drive wheel and the at least one idler wheel at opposite longitudinal ends of the track -engaging assembly is such that the track configuration has an overall oblong shape.

53. The track system as claimed in any one of claims 48 to 51; wherein: the track configuration includes: a track lower portion, a track upper portion,a first end portion interconnecting a first end portion of the track lower portion to a first end portion of the track upper portion, and a second end portion disposed opposite to the first end portion and interconnecting a second end portion of the track lower portion to a second end portion of the track upper portion such that: the lower portion and the upper portion are arranged in spaced-apart relationship to one another; the lower portion and the upper portion each having a length; and the length of the lower portion is greater than 90% of the length of the upper portion.

54. The tracked vehicle as claimed in claim 53; wherein: the length of the lower portion is at least 96% of the length of the upper portion.

55. The tracked vehicle as claimed in any one of claims 1 to 54; further comprising: a braking system operably coupled to at least the drive wheel of the first track assembly and the second track assembly for decelerating and / or stopping rotation of the track about the track engaging assembly of each one of the first track assembly and the second track assembly, wherein the braking system includes: a dynamic brake, wherein the dynamic brake acts against the drive shaft of the drive wheel while the tracked vehicle is in motion to selectively brake rotation of the track.

56. The tracked vehicle as claimed in any one of claims 1 to 55, wherein: the tracked vehicle includes a prime mover; a system for transferring energy from the prime mover to each one of the first track assembly and the second track assembly; and a controller for monitoring operation of the prime mover, the tracked vehicle further comprising a braking system operably coupled to the prime mover for effecting deceleration of an operational speed of the prime mover for reducing the energy transfer from the prime mover to each one of the first track assembly and the second track assembly for effecting deceleration of and / or stoppage of rotation of each one of the first track engaging assembly and the second track assembly, wherein the braking system includes: a dynamic brake operably coupled to the primemover for effecting deceleration of the operational speed of the prime mover in response to a determination, by the controller that the operational speed of the prime mover is greater than a predetermined threshold speed.

57. The tracked vehicle as claimed in claim 56, wherein the system for transferring energy from the prime mover to each one of the first track assembly and the second track assembly includes a pump operably coupled to the prime mover; and the dynamic brake is operably coupled to the prime mover via the pump such that actuation of the dynamic brake effects deceleration of the operational speed of the prime mover via deceleration of an operational speed of the pump.

58. The tracked vehicle as claimed in any one of claims 56 to 57; wherein the braking system further includes: a static brake operably coupled to at least the drive wheel of each one of the first track assembly and the second track assembly, independently, wherein the static brake is configurable in: (i) an inactivated state wherein there is an absence of interference to rotation of the track by the static brake; and (ii) an activated state, wherein the static brake prevents rotation of the drive wheel such that there is an absence of rotation of the track.

59. The tracked vehicle as claimed in claim 58; wherein: the tracked vehicle includes a controller configured to monitor at least the operational speed of the prime mover and the overall speed of the vehicle while the vehicle is in motion, and in response to a determination by the controller that at least one of the overall speed of the vehicle and the operational speed of the prime mover is determined to be above a corresponding one of a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, the controller is configured to selectively activate the dynamic brake to effect deceleration of the vehicle via deceleration of rotation of the first track about the first trackengaging assembly and the second track about the second track-engaging assembly, or a deceleration of the operational speed of the prime mover, and if the deceleration of the vehicle is less than a predetermined deceleration threshold, the controller is further configured to activate the static brake to further decelerate and / or stop the vehicle.

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