Track for traction of a vehicle

Abstract

Tracks for traction of a vehicle are disclosed. The track comprises a plurality of track members spaced from one another in a longitudinal direction of the track. Each track member comprises a ground-engaging pad that defines a portion of the ground-engaging outer side of the track and a main body portion connected to the ground-engaging pad. The main body portion includes first and second guide projections that are spaced from one another in the widthwise direction of the track by a wheel engager located therebetween and configured to engage at least some of the wheels of the track-engaging assembly as the track moves around the track-engaging assembly. A plurality of linking members interconnect the track members in their spaced relationship to form the overall track configuration wherein each track member is movable relative to each other track member via the interconnection between the track members and the linking members.

Description

TRACK FOR TRACTION OF A VEHICLECROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of priority to U.S. Priority Application No.63 / 738,344 filed on December 23, 2024, the contents of which is hereby incorporated by reference in its entirety.FIELD

[0002] This disclosure relates to tracked vehicles, such as tracked utility vehicles, that are designed to travel on various terrains, including rugged terrain, and, in particular, to tracks for the traction of tracked utility vehicles that may be configured for carrying work equipment.BACKGROUND

[0003] Certain off-road vehicles, including industrial vehicles such as construction vehicles (e.g., excavators, bulldozers, loaders, etc.), agricultural vehicles (e.g., harvesters, combines, tractors, etc.), and forestry vehicles (e.g., feller-bunchers, tree chippers, knuckle boom loaders, etc.), military vehicles (e.g., combat engineering vehicles (CEVs), etc.), snowmobiles, and all-terrain vehicles (ATVs), for example, may be equipped with tracks which enhance their traction and floatation on soft, slippery and / or irregular grounds (e.g., soil, mud, sand, ice, snow, etc.) on which they operate.

[0004] One type of tracked vehicle is a tracked utility vehicle, sometimes referred to as a “tracked carrier” or “tracked equipment carrier” vehicle, which carries and enables use of work equipment, such as a crane, an aerial device, a drill rig, a digger derrick, a dump box and / or any other industrial apparatus, on various terrains, including rugged terrain (e.g., with mud, steep hills, swamps, rocks, mud, and / or snow).

[0005] Each track assembly of a tracked utility vehicle or other tracked vehicle comprises a track disposed around a set of wheels and engaging the ground to generate traction. Various track designs have been developed over time, from metallic ones to elastomeric ones, all with their respective advantages and disadvantages. For example, metal embedded rubber tracks (MERT) can be prone to “flex cracking” wherein cracks develop within the rubber or elastomeric material of the track in areas subject to bending / flexing. Edge cutting can also occur wherein the rubber or elastomeric material cracks or otherwise fails proximal the longitudinal edges of the track where metal inserts may beprone to break through the rubber or elastomeric material. Conventional tracks that include steel cords or cables embedded therein are also prone to steel cord breakage. Premature tread wear, excessive wear of the metal bars or track guides (or guide projections), excessive sprocket wear and de-tracking are also areas of concern.

[0006] Accordingly, there is a need for improvements in tracks for tracked utility vehicles and other tracked vehicles.SUMMARY

[0007] According to an aspect, there is provided a track for traction of a vehicle. The track comprises a ground-engaging outer side for engaging a ground on which the vehicle moves and an inner side opposite to the ground-engaging outer side. The track is movable around a track-engaging assembly including a plurality of wheels. The track includes a plurality of track members spaced from one another in a longitudinal direction of the track and extending in a widthwise direction of the track. Each track member comprises an ground-engaging pad including a ground-engaging outer side that constitutes part of the ground-engaging outer side of the track. Each track member also comprises a metallic core connected to the elastomeric pad and including a first guide projection, a second guide projection spaced from the first guide projection in the widthwise direction of the track, and a wheel engager located between the first guide projection and the second guide projection and configured to engage at least one wheel of the track-engaging assembly such that the at least one wheel is disposed between the first guide projection and the second guide projection for driving engagement with the track. The track also includes a plurality of links interconnecting the track members.

[0008] According to another aspect there is provided a track for traction of a vehicle, the track comprising a ground-engaging outer side for engaging a ground across which the vehicle travels and an inner side opposite to the ground-engaging outer side, the track being movable around a track-engaging assembly of the vehicle, the track-engaging assembly including a plurality of wheels including a drive wheel configured to engage with the track along a center rolling path, the track comprising: a plurality of track members spaced from one another in a longitudinal direction of the track and extending in a widthwise direction of the track, each track member comprising: a ground-engaging portion including a ground-engaging outer side that constitutes part of the groundengaging outer side of the track; a main body portion connected to the ground-engaging portion and including a first guide projection, a second guide projection spaced from thefirst guide projection in the widthwise direction of the track, and a wheel engager located between the first guide projection and the second guide projection and configured for contact engagement with at least the drive wheel as the track moves around the trackengaging assembly; and a plurality of linking members; wherein the plurality of track members are configured for connection with the plurality of linking members such that the connection of the plurality of track members with the plurality of linking members is with effect that: the plurality of track members are disposed in their spaced apart relationship to one another, and each one of the plurality of track members, independently, is configured for rotation relative to an adjacent one of the plurality of track members about a neutral, longitudinal axis of the track.

[0009] According to another aspect, the connection of the plurality of track members with the plurality of linking members is such that each track member is connected to the plurality of linking members via at least a first connection, with at least one of the linking members, and a second connection, with at least another one of the linking members, the first connection defining a first longitudinal axis of rotation and the second connection defining a second longitudinal axis of rotation, wherein the first connection and the second connection are co-operatively configured such that the first longitudinal axis of rotation and the second longitudinal axis of rotation are spaced apart from each other along an axis that extends transverse to the longitudinal direction of the track, and the rotation of a first one of the plurality of track members relative to a second, adjacent one of the plurality of track members is effected about at least the first connection and the second connection.

[0010] According to another aspect, the connection of the plurality of track members with the plurality of linking members is such that for each adjacent pair of track members, the rotation of a first track member of the adjacent pair of track members relative to a second track member of the adjacent pair of track members is effected about at least a first connection and a second connection, wherein the first connection is spaced apart from the second connection along an axis that extends transverse to the longitudinal direction of the track.

[0011] According to another aspect, the connection of the plurality of track members with the plurality of linking members is with effect that each one of the plurality of track members, independently, is configured for rotation relative to an adjacent one of the plurality of track members about an axis that extends transverse to the neutral, longitudinal axis of the track.

[0012] According to another aspect, respective ones of the linking members are spaced from one another in the widthwise direction of the track.

[0013] According to another aspect, each one of the plurality of linking members, independently, comprises a cable extending in the longitudinal direction of the track.

[0014] According to another aspect, connection of each one of the track members to the cables is such that the cables extend through each one of the plurality of track members.

[0015] According to another aspect, the cables extend through the main body portion of each one of the plurality of track members.

[0016] According to another aspect, the main body portion comprises a base and an upper wheel-contacting part disposed on top of the base such that the base is disposed between the ground-engaging pad and the upper wheel-contacting part, the upper wheelcontacting part defining the first guide projection, the second guide projection, and the wheel engager, the base defining link receivers configured for receiving respective ones of the cables.

[0017] According to another aspect, the main body portion comprises a pair of extension portions, wherein the first guide projection, the second guide projection, and the wheel engager are disposed between the extension portions, the extension portions extending in the widthwise direction of the track; and the main body portion comprises a base and an upper wheel-contacting part disposed on top of the base such that the base is disposed between the ground-engaging pad and the upper wheel-contacting part, the upper wheelcontacting part defining the first guide projection, the second guide projection, the wheel engager, and the extension portions, and wherein the base includes link receivers configured for receiving respective ones of the cables.

[0018] According to another aspect, the main body portion comprises a base and an upper wheel-contacting part, the upper wheel-contacting part comprising a first part defining the first guide projection, a second part defining the second guide projection, wherein the first part and the second part are connected to the base in spaced apart relationship to one another such that the wheel engager is defined by a portion of the base extending therebetween, the base defining link receivers configured for receiving respective ones of the cables.

[0019] According to another aspect, the cables extend along a nonlinear path through each of the track members.

[0020] According to another aspect, the nonlinear path comprises alternating cable segments extending in different directions relative to a longitudinal direction of the cable.

[0021] According to another aspect, the nonlinear path is zigzag-like.

[0022] According to another aspect, each link receiver is a channel that defines an undulating path that extends along the longitudinal axis of the channel, the channel configured for receiving a corresponding portion of one of the cables such that while the cable is disposed within the receiving channel, the cable extends along the non-linear path.

[0023] According to another aspect, each channel includes a plurality of alternating channel segments extending in different directions relative to a longitudinal direction of the channel.

[0024] According to another aspect, while the cables are disposed within the channels, disposition of the upper wheel-contacting part on top of the base is with effect that the cables disposed within the channels are enclosed between the base and the upper wheelcontacting part.

[0025] According to another aspect, each link receiver is a channel that defines an undulating path that extends along the longitudinal axis of the channel, the channel configured for receiving a corresponding portion of a respective one of the cables such that while the cable is disposed within the receiving channel, the cable extends along the non-linear path, and the link receivers are disposed within the base such that while the cables are disposed within the link receivers, connection of the first part of the upper wheel contacting part and the second part of the upper wheel contacting part to the base is such that corresponding ones of the link receivers are enclosed by connection of the first part to the base, and corresponding ones of the link receivers are enclosed by connection of the second part to the base.

[0026] According to another aspect, the cables include at least three cables, in other embodiments the cables include at least six cables, and in other embodiments, at least twelve cables.

[0027] According to another aspect, the main body portion comprises metallic material such that the first guide projection and the second guide projection comprise metallic material, and the connection of the main body portion to the ground-engaging pad is suchthat the first guide projection and the second guide projection are exposed and free from an elastomeric covering.

[0028] According to another aspect, the main body portion comprises metallic material such that the first guide projection, the second guide projection, and the wheel engager comprise metallic material, and the connection of the main body to the ground-engaging pad is such that the first guide projection, the second guide projection and the wheel engager are exposed and free from an elastomeric covering.

[0029] According to another aspect, the main body portion comprises a pair of extension portions extending in the widthwise direction of the track; the first guide projection, the second guide projection, and the wheel engager are disposed between the extension portions; the main body portion comprising metallic material such that the first guide projection, the second guide projection, the wheel engager and the extension portions comprise metallic material, and the connection of the main body to the elastomeric pad is such that the first guide projection, the second guide projection, the wheel engager and the extension portions are exposed and free from an elastomeric covering.

[0030] According to another aspect, the main body portion comprises a pair of extensions; the first guide projection, the second guide projection, and the wheel engager are disposed between the extensions in the widthwise direction of the track; and connection of the main body portion with ground-engaging pad is such that the extensions are exposed and free from an elastomeric covering.

[0031] According to another aspect, the spacing apart of the plurality of track members in the longitudinal direction of the track is such that the track includes exposed cable portions extending between each adjacent pair of track members.

[0032] According to another aspect, the plurality of linking members comprise a plurality of dual-pivoting connectors configured for connecting adjacent ones of the plurality of track members such that an alternating arrangement of track members and dual-pivoting connectors defines the track, each dual-pivoting connector comprising a pair of pivots wherein one pivot of the pair of pivots is arranged at a respective end of each dual-pivoting connector, each pivot is configured for coupling to an adjacent one of the plurality of track members to pivotally connect an adjacent pair of track members to one another and allow pivoting of the adjacent pair of track members relative to one another during movement of the track around the wheels.

[0033] According to another aspect, the main body portion comprises mounts, each mount configured for coupling to a respective pivot of a respective one of the dual-pivoting connectors.

[0034] According to another aspect, the first guide projection, the second guide projection, and the wheel engager are disposed between the mounts.

[0035] According to another aspect, the main body portion comprises a pair of extension portions extending in the widthwise direction of the track; the first guide projection, the second guide projection, and the wheel engager are disposed between the extension portions; and the mounts project from respective longitudinal edges of the extension portions such that a first pair of mounts project from a first longitudinal edge of each track member and a second pair of mounts project from a second longitudinal edge of each track member.

[0036] According to another aspect, each dual-pivoting connector comprises elastomeric dampers disposed within through-openings defined by the pivot at each respective end of the dual-pivoting connectors.

[0037] According to another aspect, each dual-pivoting connector further comprises a mounting shaft receiver disposed within each through-opening of each pivot such that the elastomeric damper is arranged intermediate the mounting shaft receiver and an inner surface of the pivot.

[0038] According to another aspect., the mounts include a mounting shaft configured for coupling with the pivots defined by the dual-pivoting connectors; each mounting shaft receiver configured for receiving the mounting shaft for coupling a respective pivot of a respective one of the dual-pivoting connectors to a corresponding mount.

[0039] According to another aspect, each mount includes a pair of mounting brackets extending from the main body portion, and while a dual-pivoting connector is coupled to the mount, a respective pivot defined by the dual-pivoting connector is disposed between the mounting brackets, the mounting shaft extending through the mounting brackets and mounting shaft receiver.

[0040] According to another aspect, the mounting shaft is a threaded fastener and is secured in position relative to the mount via a securing member interacting with a threaded portion of the mounting shaft.

[0041] According to another aspect, the elastomeric damper is configured to permit relative movement between the dual-pivoting connectors and the mounting shaft.

[0042] According to another aspect, the dual-pivoting connectors include a limiter disposed within each through-opening defined by the pivot for limiting displacement of the dual-pivoting connector relative to the mount.

[0043] According to another aspect, the limiter includes bushing caps disposed within the through-opening defined by the pivot such that a bushing cap is disposed at each end thereof, the mounting shaft receiver extending through each of the bushing caps.

[0044] According to another aspect, each bushing cap has an outer diameter that is less than an inner diameter of the through-opening such that relative displacement between the pivot of the dual-pivoting connector and the mount is permitted.

[0045] According to another aspect, the limiter includes a projection extending inwardly from the inner surface of the pivot that defines the through-opening such that while the mounting shaft receiver is disposed within the through-opening, the projection is disposed in contact engagement with an outer surface of the mounting shaft receiver.

[0046] According to another aspect, the projection is a first projection, the limiter further comprising a second projection extending outwardly from the outer surface of the mounting shaft receiver such that while the mounting shaft receiver is disposed within the through-opening, the first projection is disposed in contact engagement with the second projection.

[0047] According to another aspect, the limiter includes a projection extending outwardly from the outer surface of the mounting shaft receiver such that while the mounting shaft receiver is disposed within the through-opening, the projection is disposed in contact engagement with the inner surface of the through-opening.

[0048] According to another aspect, the mounts each include: an outer bushing fixed to the main body portion, a mounting shaft receiver disposed within the outer bushing and configured for receiving a mounting shaft for coupling with one of the plurality of dualpivoting connectors, and an elastomeric damper disposed between the mounting shaft receiver and the outer bushing; and the dual-pivoting connectors each include an H-shaped linking member, each end of the H-shaped linking member including a pair of mounting brackets configured for coupling with the mounting shaft such that disposition of the H-shaped linking member relative to one of the mounts is with effect that the mountis received between the pair of mounting brackets and extension of the mounting shaft through the mounting brackets defined by the H-shaped linking member and the mounts is with effect that the H-shaped linking member is pivotally coupled to the track member.

[0049] According to another aspect, the mounts each include: an outer bushing fixed to the main body portion, a mounting shaft receiver disposed within the outer bushing and configured for receiving a mounting shaft for coupling with one of the plurality of dualpivoting connectors, and an elastomeric damper disposed between the mounting shaft receiver and the outer bushing; and the dual-pivoting connectors each include a pair of linking brackets, each linking bracket configured for coupling with a respective end of one of the mounts such that disposition of a first linking bracket relative to a first end of the mount, and disposition of the second linking bracket relative to a second end of the mount is with effect that the mount is received between the pair of linking brackets and extension of the mounting shaft through the linking brackets and the mount is with effect that the pair of linking brackets are coupled to the track member.

[0050] According to another aspect, the ground-engaging pad comprises an elastomeric material portion and a connector portion that is embedded in the elastomeric material portion and configured to interface with the main body portion.

[0051] According to another aspect, the connector portion is a metallic element.

[0052] According to another aspect, the ground-engaging portion is detachable from the main body portion and removable from the track member.

[0053] According to another aspect, the main body portion is connected to the groundengaging portion via threaded fasteners.

[0054] According to another aspect, respective ones of the fasteners are overmolded by elastomeric material, the elastomeric material forming part of the ground-engaging portion.

[0055] According to another aspect, the fasteners are arranged in spaced apart relationship in the widthwise direction of the track.

[0056] According to another aspect, the fasteners include a first set of upwardly extending fasteners that are secured to and extend upwardly from the elastomeric pad, the first set of upwardly extending fasteners configured to be received through corresponding openings formed in the main body portion such that disposition of the main body portion on the elastomeric pad via the first set of fasteners extending through the correspondingopenings of the main body portion is with effect that the main body portion is positioned relative to the elastomeric pad for receiving a second set of fasteners, the second set of fasteners extending downwardly through corresponding openings formed in the main body portion that are aligned with corresponding openings in the elastomeric pad.

[0057] According to another aspect, the ground-engaging portion comprises an elastomeric material portion, the elastomeric material portion defining the groundengaging outer side of the track member.

[0058] According to another aspect, the plurality of track members are connected with the plurality of linking members to define a track configuration, at least a portion of each of the plurality of track members and the plurality of linking members are overmolded with elastomeric material.

[0059] According to another aspect, the entirety of the plurality of track members and the plurality of linking members are overmolded with elastomeric material.

[0060] According to another aspect, the ground-engaging portion of each track member, independently, comprises a flexible extension projecting from each longitudinal edge of the ground-engaging portion of the track member, each flexible extension portion extending outwardly from the ground-engaging portion and into a gap provided between the track member and an adjacent one of the plurality of track members.

[0061] According to another aspect, the extension of respective ones of the flexible extensions into the gap between adjacent ones of the plurality of track members is with effect that passage of debris from the ground-engaging outer side of the track to the inner side of the track through the gap is resisted due to interference between the debris and at the flexible extensions.

[0062] According to another aspect, a first flexible extension extends from a first longitudinal edge of the track member and a second flexible extension projects from a second longitudinal edge of the track member in a longitudinal direction of the track opposite to the first flexible extension, wherein each of the first flexible extension and the second flexible extension, independently, is configured to flex during movement of the track around the wheels.

[0063] According to another aspect, the first flexible extension and the second flexible extension are configured such that a ratio, R9, of a width of the elastomeric pad as measured along an axis that extends parallel to the longitudinal direction of the track froman outermost surface defined by the first flexible extension to an outermost surface defined by the second flexible extension (G), to a width of the ground-engaging portion (H) at the surface from which the flexible extensions extend, as measured along the axis that extends parallel to the longitudinal direction of the track between the first longitudinal edge and the second longitudinal edge, wherein R9 = (G / H-1) / 2 is greater than or equal to 0% and less than or equal to 83%.

[0064] According to another aspect, the ratio, R9, of a width of the elastomeric pad as measured along an axis that extends parallel to the longitudinal direction of the track from an outermost surface defined by the first flexible extension to an outermost surface defined by the second flexible extension (G), to a width of the ground-engaging portion (H) at the surface from which the flexible extensions extend, as measured along the axis that extends parallel to the longitudinal direction of the track between the first longitudinal edge and the second longitudinal edge, is 15%.

[0065] According to another aspect, the first flexible extension and the second flexible extension are configured such that first flexible extension and the second flexible extension of each track member are each, independently, disposed in overlapping spacedapart relationship with at least a portion of the plurality of linking member that extend between adjacent track members.

[0066] According to another aspect, the first flexible extension is disposed at a first height relative to a ground-engaging outer surface of the ground-engaging portion and the second flexible extension is disposed at a second height relative to the ground-engaging outer surface of the ground-engaging portion, wherein the second height is less than the first height.

[0067] According to another aspect, the ground-engaging portion is configured such that a cross-sectional shape of the ground-engaging portion is trapezoidal or square.

[0068] According to another aspect, the ground-engaging portion comprises metallic material and is configured such that a cross-sectional shape of the ground-engaging portion tapers downwardly towards the ground-engaging surface such that the groundengaging surface has a width as measured along an axis that extends parallel to the longitudinal direction of the track that is less than a width defined by the ground-engaging portion at an interface defined between the ground engaging portion and the main body portion.

[0069] According to another aspect, the ground-engaging portion and the main body portion are integrally formed.

[0070] According to another aspect the ground-engaging portion forms part of the main body portion such that each one of the track members, independently, is of unitary, one-piece construction.

[0071] According to another aspect, the plurality of linking members are cables, each one of the plurality of track members connected to the plurality cables to define the track, the track defining a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to the plurality of linking members to the center of the connection of an adjacent track member to the plurality of linking members as measured along a longitudinal direction of the track; and for each track member of the plurality of track members, the first guide projection and the second guide projection each define a guide projection height (B), as measured along an axis that extends normal to a groundengaging outer surface of the track member from the wheel engager to an uppermost surface of a respective one of the first and second guide projections, and a ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length (Ntg), R7 = (B / P)*Ntg is greater than or equal to 50% and less than or equal to 160%.

[0072] According to another aspect, the ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length (Ntg), is 120%.

[0073] According to another aspect, the track defines a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to one of the plurality of linking members to the center of the connection of the adjacent track member to a successive one of the plurality of linking members as measured along a longitudinal direction of the track; and for each track member of the plurality of track members, the first guide projection and the second guide projection each define a guide projection height (B), as measured along an axis that extends normal to a ground-engaging outer surface of the track member from the wheel engager to an uppermost surface of a respective one of the first guide projection and the second guide projection; and a ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length, is greater than or equal to 90% and less than or equal to 160%.

[0074] According to another aspect, the ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length, is 120%.

[0075] According to another aspect, the track defines: a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to the plurality of linking members to the center of the connection of an adjacent track member to the plurality of linking members as measured along a longitudinal direction of the track; a rolling path height (C), as measured along an axis that extends normal to a ground-engaging outer surface of the ground-engaging portion to the wheel-engager; and a pivot axis height (D), as measured along an axis that extends normal to a ground-engaging outer surface of the ground-engaging portion to a neutral axis that extends through a connection between a one of the track members to one or more of the plurality of linking members; and the plurality of track members and the plurality of linking members are co-operatively configured such that a ratio, R3, of the rolling path height (C) minus the pivot axis height (D) divided by the pitch (P), R3 = (C-D) / P, is greater than or equal to a minimum of -10.0% and less than or equal to 50.0%.

[0076] According to another aspect, the ratio, R3, of the rolling path height minus the pivot axis height divided by the pitch is 23.8%.

[0077] According to another aspect, the track defines: a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to one of the plurality of linking members to the center of the connection of the adjacent track member to a successive one of the plurality of linking members as measured along a longitudinal direction of the track; a rolling path height (C), as measured along an axis that extends normal to a ground-engaging outer surface of the ground-engaging portion to the wheelengager; and a pivot axis height (D), as measured along an axis that extends normal to a ground-engaging outer surface of the ground-engaging portion to a neutral axis that extends through a connection between a one of the track members to one or more of the plurality of linking members; and the plurality of track members and the plurality of linking members are co-operatively configured such that a ratio, R3, of the rolling path height (C) minus the pivot axis height (D) divided by the pitch (P), R3 = (C-D) / P, is greater than or equal to a minimum of -10.0% and less than or equal to 10.0%.

[0078] According to another aspect, the ratio, R3, of the rolling path height (C) minus the pivot axis height (D) divided by the pitch (P), R3 = (C-D) / P is 7.0%.

[0079] According to another aspect, the track defines a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to the plurality of linking members to the center of the connection of an adjacent track member to the plurality of linking members as measured along a longitudinal direction of the track, and the exposed cable portions define an exposed cable portion length (Lexc) as measured along an axis that extends parallel to a longitudinal direction of the track; and the plurality of track members and the plurality of linking members are co-operatively configured such that a ratio, R2, of the exposed cable portion length (Lexc) to the pitch (P) of the track. R2 = Lexc / P, is greater than or equal to 25.0% and less than or equal to 75.0%.

[0080] According to another aspect, the ratio, R2, of the exposed cable portion length (Lexc) to the pitch (P) of the track is 54.1%.

[0081] According to another aspect, the track defines a track width (Wt) as measured along an axis that extends transverse to a longitudinal direction of the track, and each cable defines a cable diameter (de); and the cables and the plurality of track members are co-operatively configured such that a ratio, R1 , of the cable diameter (de) to the track width (Wt), R1 = dc / Wt, is greater than or equal to 0.5% and less that or equal to 2.00%.

[0082] According to another aspect, the ratio, R1 , of the cable diameter (de) to the track width (Wt) is 0.86%.

[0083] According to another aspect, the track defines a track width (Wt) as measured along an axis that extends transverse to a longitudinal direction of the track, and each dual-pivoting connector defines a connector width (Wd) as measured along an axis that extends transverse to a longitudinal direction of the track; and the track members and the dual-pivoting connectors are co-operatively configured such that a ratio, R5, of the connector width (Wd) to the track width (Wt), R5 = Wd / Wt, is greater than or equal to 5.0% and less than or equal to 25.0%.

[0084] According to another aspect, the ratio, R5, of the connector width to the track width is 9.5%.

[0085] According to another aspect, the track defines a track width (Wt) as measured along an axis that extends transverse to a longitudinal direction of the track, and a pivot width (Wdc) as measured from the center of a first dual-pivoting connector connected along a longitudinal edge of a track member to a second dual pivoting connector connected along the same longitudinal edge of the same track member; and the trackmembers and the dual-pivoting connectors are co-operatively configured such that a ratio, R4,of the pivot width (Wdc) to the track width (Wt), R4 = Wdc / Wt, is greater than or equal to 25.0% and less than or equal to 80.0%.

[0086] According to another aspect, the ratio, R4, of the pivot width (Wdc) to the track width (Wt) is 33.6%.

[0087] According to another aspect, the track defines a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to one of the plurality of linking members to the center of the connection of the adjacent track member to a successive one of the plurality of linking members as measured along a longitudinal direction of the track, and each dual-pivoting connector defines a connector length (Ld) as measured along a longitudinal axis of the connector from the center of the pivot defined at a first end thereof to the center of the pivot defined at the second end thereof; and the plurality of track members and the plurality of dual-pivoting connectors are co-operatively configured such that a ratio, R6 = Ld / P of the connector length (Ld) to the pitch (P), is greater than or equal to a minimum of 45.0% and less than or equal to a maximum of 60.0%.

[0088] According to another aspect, the ratio of the connector length to the pitch (P), is 46.5%.

[0089] According to another aspect, each one of the plurality of track members, independently, is configured for rotation relative to an adjacent one of the plurality of track members about a neutral, longitudinal axis of the track such that a first track member is disposed at a tilt angle, Op, relative a transverse neutral axis of the track; and the plurality of track members and the plurality of linking members are co-operatively configured such that a ratio, R8, of the tilt angle (0p) to the pitch (P), wherein the pitch is multiplied by the track width (Wt), R8 = (Op / P)*Wt is greater than or equal to 10 degrees and less than or equal to 120 degrees.

[0090] According to another aspect, the ratio, R8, of the tilt angle (Op) to the pitch (P), wherein the pitch is multiplied by the track width (Wt), is 109.27 degrees.

[0091] According to another aspect, the ratio of the tilt angle (Op) to the pitch (P), wherein the pitch is multiplied by the track width (Wt), is 80.605 degrees.

[0092] According to another aspect, first guide projection and the second guide projection are each, independently, configured such that the wheel-engaging space is defined by: aconcave-surface defining portion extending along the base of the wheel-engaging space and an upwardly extending surface defining portion defined by each one of the first guide projection and the second guide projection, independently, and extending from an upper edge portion of the concave surface-defining portion on either side of the concave surface defining portion, wherein the upwardly extending surface defining portion includes a first portion that extends from the upper edge portion of the concave surface-defining portion to an upper edge portion and transitions into a second portion that extends upwardly and outwardly away from the first portion.

[0093] According to another aspect, the concave surface-defining portion and the upwardly extending surface-defining portion are co-operatively configured such that while the track is mounted on the track-engaging assembly such that at least one of the wheels of the track-engaging assembly is disposed within the wheel-engaging space in contact with the concave surface-defining portion, lateral displacement of the at least one wheel relative to a central vertical axis of the wheel-engaging space is permitted.

[0094] According to another aspect, the lateral displacement of the at least one wheel relative to a central vertical axis of the wheel-engaging space in response to tilting of the track, relative to at least one the wheel, is with effect that de-tracking of the at least one wheel from within the wheel-engaging space is resisted in response to contact between the at least one wheel and the first and second portion of the upwardly extending surface defining portion of at least one of the first guide projection and the second guide projection.

[0095] According to another aspect the wheel-engaging space defines a maximum width such that de-tracking of the track relative to the wheel such that the wheel becomes disengaged from within the wheel-engaging space is effected in response to tilting of the track relative to the wheel by a tilt angle, as measured relative to the central vertical axis of the wheel-engaging space, occurs between a minimum of 35 degrees and a maximum of 55 degrees.

[0096] According to another aspect, wherein the first portion and the second portion of the upwardly extending portion of each of the first guide projection and the second guide projection are each, independently, configured such that an angle, ©A, defined between the second portion and the central vertical axis of the wheel-engaging space is greater than an angle, ©B, defined between the first portion and the central vertical axis.

[0097] These and other aspects will now become apparent to those of ordinary skill in the art upon review of the following description of embodiments in conjunction with the accompanying drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0098] A detailed description of embodiments is provided below, by way of example only, with reference to the accompanying drawings, in which:

[0099] Figures 1 to 6 show a first perspective view, a second perspective view, a side view, a front view, a rear view, and a top view of an example embodiment of a tracked vehicle equipped with work equipment for use with a track configuration according to example embodiments of the present disclosure;

[0100] Figures 7 to 13 show a first perspective view, a second perspective view, a side view, a front view, a rear view, a top view, and a bottom view of the example embodiment of the tracked vehicle of Figures 1 to 6 without the work equipment;

[0101] Figures 14 to 18 show a perspective view, a side view, a top view, a front view, and a rear view of a chassis including a frame and track assemblies of the example embodiment of the tracked vehicle of Figures 1 to 13;

[0102] Figures 19 to 25 show a perspective view, a side view, a top view, a bottom view, a front view, a rear view, and a cross-sectional view of the frame and the track assemblies of Figures 14 to 18 without tracks of the track assemblies;

[0103] Figures 26 to 28 show examples of attachment devices which secure the work equipment to the frame of the example tracked vehicle;

[0104] Figures 29 and 30 show front and rear perspective views of a power plant of an example tracked vehicle with panels of a housing of the power plant removed;

[0105] Figures 31 and 32 show cross-sectional views of an example support wheel of a track assembly for use with a track configuration according to example embodiments of the present disclosure with schematic illustration of a track and without the track;

[0106] Figures 33 and 34 show a perspective view and a cross-sectional view of an example track tensioner in relation to wheels of an exemplary track assembly for use with a track configuration according to example embodiments of the present disclosure;

[0107] Figures 35 and 36 show a perspective view and a cross-sectional view of a support wheel of a track assembly in accordance with another embodiment;

[0108] Figure 37 shows an example operator cabin of a tracked vehicle configured in a one-person configuration;

[0109] Figure 38 shows an example seat support and example user interface support of the operator cabin;

[0110] Figure 39 show a schematic illustration of track tensioners of the track assemblies hydraulically connected to a hydraulic drive system of a tracked vehicle;

[0111] Figure 40 is a perspective view of another example embodiment of a tracked vehicle equipped with work equipment for use with a track configuration according to example embodiments of the present disclosure;

[0112] Figure 41 is a perspective view of a chassis including a frame and track-engaging assemblies of the tracked vehicle of Figure 40 with the track removed;

[0113] Figure 42 is a perspective view of the chassis of Figure 41 with a schematic illustration of tracks arranged on the track-engaging assemblies;

[0114] Figure 43 is a side view of the chassis of Figure 41 ;

[0115] Figure 44 is a side view of the chassis of Figure 42;

[0116] Figures 45 and 46 are side views of another example embodiment of a tracked vehicle equipped with work equipment for use with a track configuration according to an example embodiment of the present disclosure;

[0117] Figure 47 is a perspective view of an example embodiment of an upper frame portion of an example tracked vehicle;

[0118] Figure 48 is a perspective view of the upper frame portion of Figure 47 mounted on a lower frame portion of an example tracked vehicle;

[0119] Figures 49-52 are example embodiments of track tensioners of the track assemblies for the example tracked vehicle of Figures 44-50;

[0120] Figure 53 is detail view of an exemplary embodiment of one of the plurality of wheels of a track engaging assembly engaged with a track;

[0121] Figure 54 is a perspective view of an example embodiment of a track member for forming a track according to an example embodiment of the present disclosure;

[0122] Figure 55 is a perspective view of a portion of an example embodiment of a track according to the present disclosure engaged formed by the track members of Figure 54 with a drive wheel of a track-engaging assembly of a tracked vehicle;

[0123] Figure 56 is a cross-sectional view through a pair of adjacent track members of the track of Figure 55 as viewed through a section line schematically illustrated in Figure 57 in respect of a single track member;

[0124] Figure 57 is a top perspective view of one of the track members of Figure 56;

[0125] Figures 57A-57C are exploded, perspective views of the track member of Figure 57;

[0126] Figure 58 is a longitudinal cross-sectional view through one of the track members of Figure 56;

[0127] Figure 58A is perspective view of an exemplary fastener for use with the track members of an exemplary track according to example embodiments of the present disclosure;

[0128] Figure 59 is a side view of a portion of the track formed by the track members of Figures 55-58 illustrating bending of the track;

[0129] Figure 60 is a schematic cross-sectional of a portion of a track member of Figure 56 adjacent a cross-sectional view of a portion of a conventional track configuration;

[0130] Figure 61 is a top perspective view of a track member for forming a track according to another example embodiment of the present disclosure;

[0131] Figure 62 is a perspective view of a portion of an example embodiment of a track according to the present disclosure formed with the track members of Figure 61 engaged with a drive wheel of a track-engaging assembly of a tracked vehicle;

[0132] Figure 63 is a cross-sectional view through a pair of adjacent track members of the track of Figure 62 as viewed through a section line schematically illustrated in Figure 65 in respect of a single track member;

[0133] Figure 64 is a top perspective view of one of the track members of Figure 61 ;

[0134] Figure 65 is a detail cross-sectional view of the track member of Figure 64 taken along the corresponding section line illustrated in Figure 64;

[0135] Figure 66 is a side view of a portion of the track formed by the track members of Figures 61-65 illustrating bending of the track;

[0136] Figure 67 is a schematic cross-sectional of a portion of a track member of Figure 61 adjacent a cross-sectional view of a portion of a conventional track configuration;

[0137] Figure 68 is a perspective view of a portion of an example embodiment of a track according to another example embodiment of the present disclosure;

[0138] Figure 69 is a schematic perspective view of an exemplary track assembly incorporating a track according to an example embodiment of the present disclosure with components of the track-engaging assembly removed for ease of illustration and illustrating a center-rolling path;

[0139] Figure 70 is a side view of the track assembly of Figure 69;

[0140] Figure 71 is a cross-sectional view through the track assembly of Figures 69-70 shown an engagement of a wheel within the track;

[0141] Figure 72 is a schematic perspective view of an exemplary track assembly incorporating a track according to an example embodiment of the present disclosure with components of the track-engaging assembly removed for ease of illustration and illustrating a side-rolling path;

[0142] Figure 73 is a side view of the track assembly of Figure 72;

[0143] Figure 74 is a cross-sectional view through the track assembly of Figures 72-73 shown an engagement of a wheel within the track;

[0144] Figures 75-76 are schematic illustrations of the pivoting of track members according to example embodiments of the present disclosure;

[0145] Figure 77 is a side view of a portion of a track according to an example embodiment of the present disclosure illustrating a flex axis proximal to the wheel-engager of the track;

[0146] Figures 78-78A are side views of a portion of a track according to example embodiments of the present disclosure wherein the components of the track are coated or encased with elastomeric material;

[0147] Figure 79 is a side view of a portion of a track according to an example embodiment of the present disclosure illustrating characteristic variables;

[0148] Figure 80 is a top view of a section of track according to an example embodiment of the present disclosure that includes side rolling paths;

[0149] Figure 81 is a side view of a portion of the track of Figure 80;

[0150] Figures 82A-82E illustrate various example embodiments of intermediate connectors for forming tracks according to example embodiments of the present disclosure;

[0151] Figure 83A is a top view of a track member and intermediate connectors for forming a track according to example embodiments of the present disclosure that includes side rolling paths;

[0152] Figure 83B is a top view of a section of track formed with the track member and connectors of Figure 83A;

[0153] Figure 84 is a top view of a track member and an alternate embodiment of intermediate connectors for forming a track according to example embodiments of the present disclosure;

[0154] Figure 85 is a top view of a track member and an alternate embodiment of intermediate connectors for forming a track according to example embodiments of the present disclosure;

[0155] Figure 86 is a side view of a section of track formed by the track members of Figure 84 or 85;

[0156] Figures 87-91 are side views of sections of track according to example embodiments of the present disclosure illustrating various configurations of the groundengaging pad of the track members;

[0157] Figure 92 is a front view a track member according to an example embodiment of the present disclosure illustrating an alternate configuration of the wheel-engaging space;

[0158] Figure 93 is a top view of the track member according to Figure 92;

[0159] Figure 94 is a side view of a track member according to an example embodiment of the present disclosure illustrating characteristic variables;

[0160] Figure 95 is a top view of the track member of Figure 94 illustrating characteristic variables; and

[0161] Figure 96 is a top view of a track member according to an example embodiment of the present disclosure illustrating characteristic variables.

[0162] In the drawings, embodiments are illustrated by way of example. It is to be expressly understood that the description and drawings are only for the purpose of illustrating certain embodiments and are an aid for understanding. They are not intended to be limiting.DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0163] Figures 1 to 13 and Figures 40-53 show non-limiting example embodiments of tracked vehicles 10 for use with tracks 22 in accordance with example embodiments of the present disclosure. In some embodiments, for example, the tracks 22 are configured for use with tracked vehicles 10 configured as tracked utility vehicles designed to carry and enable use of work equipment 41. In some embodiments, for example, the work equipment 41 includes one or more work implements such as, for example, a crane, a ladder, an aerial device, an aerial work platform, a lift, a drill rig, a digger derrick, a material handler, a dump box, and / or any other industrial apparatus, on various terrains, including rugged terrain (e.g., with mud, steep hills, swamps, rocks, mud, and / or snow). This type of vehicle can sometimes be referred to as a “tracked carrier” or “tracked equipment carrier” vehicle.

[0164] The tracked utility vehicle 10 has a length Lv, a width Wv, and a height Hv(measured without taking into account the work equipment 41). In some embodiments, 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 Lvmay be at least 3.2 m, in some cases between 3.2 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 Wvmay be at least 1.285 m, in some cases between 1.285 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 Hvmay be no more than 4 m, in some cases no more than 3.5 m, in some cases no more than 3 m, in some cases no more than 2.5 mm, and in some cases no more than 2.3 m. The length Lv, width Wv, and height Hvmay take on various other values in other embodiments.

[0165] 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 13608kg), and in some cases at least 40000 lbs (18144 kg) or at least 45000 lbs (about 20412 Kg). In some embodiments, for example, the payload capacity of the vehicle is at least 66000 lbs (about 30000 kg). The payload capacity may take on various other values in other embodiments.

[0166] In this embodiment, the tracked utility vehicle 10 comprises a chassis12, a power plant 14, a plurality of track assemblies 16i, 162, and an operator cabin 20. The vehicle 10 has a longitudinal axis 59 defining a longitudinal direction of the vehicle 10 (i.e. , a direction generally parallel to its longitudinal axis 59) and transversal directions (i.e., directions transverse to its longitudinal axis 59), including a widthwise direction (i.e., a lateral direction generally transverse and / or perpendicular to its longitudinal axis 59). The vehicle 10 also has a height direction which is normal to both its longitudinal direction and its widthwise direction.a) Operator Cabin

[0167] The operator cabin 20 is where an operator sits and controls the tracked utility vehicle 10. In some embodiments, for example, the operator cabin 20 comprises a front side 112, a rear side 114, a pair of lateral sides 1161 , 1162, a roof 118, and a floor 120. The lateral side 1161 of the operator cabin 20 defines an access opening 122 that can be closed by a door 124 and that allows the operator to enter or exit the operator cabin 20. A plurality of windows 126i-126w are provided to allow the operator to see outside of the vehicle 10.

[0168] With additional reference to Figure 37, the operator cabin 20 comprises a seating area 132 and a user interface 130. As further discussed later on, the operator cabin 20 is configurable in a plurality of cabin configurations in which the seating area 132 and the user interface 130 are configured differently.

[0169] The user interface 130 enables the operator to interact with the tracked utility vehicle 10. For example, the user interface 130 comprises controls allowing the operator to move the tracked utility vehicle 10 on the ground. In some cases, the user interface 130 may also include controls for controlling work equipment 41 carried by the vehicle 10. The user interface 130 comprises an input portion to allow the operator to input commands for execution by the vehicle 10 and an output portion to convey information to the operator. b) Chassis

[0170] The chassis 12 comprises a frame 15 extending along the longitudinal axis 59 of the tracked utility vehicle 10 and supporting various components of the vehicle 10, including the power plant 14, the track assemblies 16i, 162, and the operator cabin 20. The frame 15 also supports the work equipment 41 carried by the vehicle 10. In some embodiments, for example, the frame 15 is “truck-like” in that at least part of it is configured like a truck frame. This enables the work equipment 41 to be mounted to the frame 15 like on a truck frame. In particular, with reference to the example embodiment of Figures 1-20, the frame 15 is configured such that the work equipment 41 can be supported on an area like that standardly supporting such work equipment in truck frames and can be secured to the frame 15 using attachment devices (e.g., attachment plates or attachment threaded rod assemblies) standardly used for securing such work equipment to truck frames. As a result, work equipment such as the work equipment 41 may be as easily installable on the tracked utility vehicle 10 as on trucks. Work equipment such as the work equipment 41 which may be primarily designed for trucks due to a potentially larger market for trucks can therefore also be easily installed on the tracked utility vehicle 10.

[0171] With additional reference to Figures 19 to 25, in this embodiment, the frame 15 comprises an upper frame structure 60 and a lower frame structure 62.

[0172] The upper frame structure 60 is that portion of the frame 15 on which rests and to which is secured the work equipment 41 carried by the tracked utility vehicle 10. To that end, the upper frame structure 60 includes an equipment mounting area 99 for mounting the work equipment 41 above the frame 15. In this embodiment, the upper frame structure 60 comprises a pair of side rails 64i, 642 extending along the longitudinal direction of the vehicle 10 and spaced apart in the widthwise direction of the vehicle 10. The upper frame structure 60 also comprises a plurality of cross-members 661, 662 extending transversally to the longitudinal direction of the vehicle 10 between the side rails 64i, 642. The upper frame structure 60 can thus be viewed as being a type of “ladder frame” construction.

[0173] In some embodiments, for example, each side rail 64i is a C-shaped channel including a web 68 extending between a top flange 70i and a bottom flange 7O2. The side rail 64i is made of metallic material, and in some embodiments is made of case steel. The side rail 64i is dimensioned such that the side rails 64i, 642 are able to support the work equipment 41. For example, in some examples of implementation: the web 68 may have a height Hw of at least 10 inches, in some cases at least 14 inches, and in some cases at least 18 inches and / or a thickness Tw of at least 1 / 4 inches, in some cases at least 5 / 8inches, and in some cases at least 1 inch; and / or each of the flanges 70i, 702 may have a width Wf of at least 2 inches, in some cases at least 5 inches, and in some cases at least 8 inches and / or a thickness Tf of at least 1 / 4 inches, in some cases at least 5 / 8 inches, and in some cases at least 1 inch. In this example, the side rail 64i is made by bending a metallic plate to give it its C-shape cross-section. Dimensions of the side rails 64i, 642 may take on various other values in other embodiments.

[0174] The side rails 64i, 642 may be configured in various other ways in other embodiments. For example, in some embodiments, each of the side rails 64i, 642 may be: a channel having a cross-sectional shape other than a C-shape (e.g., a U-shape); a hollow beam (e.g., a rectangular box beam); or any other suitable elongated structural member. As another example, in some embodiments, the side rails 64i, 642 may be made of material other than steel.

[0175] The cross-members 661, 662 are secured to the side rails 64i, 642 to interconnect the side rails 64i, 642. More particularly, in this embodiment, fasteners (e.g., bolts and / or rivets) secure the crossmembers 661, 662 to the side rails 64i, 642. In other embodiments, the crossmembers 661, 662 may be secured to the side rails 64i, 642 in other ways (e.g., by welding). Also, in this embodiment, the crossmember 661 is connected to the side rails 64i, 642, while the crossmember 662 is connected to extension rail members 65i, 652 that are secured to the side rails 64i, 642. In this case, the extension rail members 65i, 652 are C-shape channels fitted within the C-shape channels 64i, 642.

[0176] With reference to the example embodiment of a tracked vehicle 10 of Figures 45-48, it will be understood that in some embodiments, the chassis 12 comprises an upper frame structure 12”connected to a lower frame structure 12’. In some embodiments, for example, the upper frame structure 12” is rotatable relative to the lower frame structure 12’ about a vertical axis 1200 of the vehicle 10. In other embodiments, for example, the upper frame structure 12” and the lower frame structure 12’ may form a single frame structure wherein the upper frame structure 12” is not rotatable relative to the lower frame structure 12’. In example embodiments wherein the upper frame structure 12” is rotatable relative to the lower frame structure 12’, the lower frame structure 12’ and the upper frame structure 12” include a vertical channel area for containing a connecting unit (not shown) that connects the upper frame structure 12” to the lower frame structure 12’. In some embodiments, for example, the connecting unit includes one or more bearings to permit rotation of the upper frame structure 12” relative to the lower frame structure 12’.

[0177] With reference in particular to Figures 47-48, in this example embodiment, the upper frame structure 12' comprises a pair of parallel side rails or beams 12006 extending in a generally longitudinal direction of the vehicle 10. In some embodiments, for example, the pair of parallel side rails or beams 12006 are in the form of H-beams, I-beams, C-beams, U-beams, hollow beams, full beams, etc. The side rails 12006, have an upper surface defining at least part of an upper surface of the frame 12". The side rails 12006 may be metallic and made of steel or another alloy, or they may be non-metallic. The upper frame structure 12" may also comprise one or more cross-members (or units) 12012 that extend transversally to the longitudinal direction of the vehicle 10 between the side rails 12006. In some embodiments, for example, the one or more cross-members 12012 are linear members that extend transversely to the longitudinal direction of the side rails 12006 such that the upper frame 12" has a "ladder frame" structure or appearance. In other embodiments, for example, one or more of a plurality of cross-members 12012 are in the form of internal support structures or web portions that extend between the side rails 12006 and support the side rails 12006 in their spaced apart relationship. The spacing of the side rails 12006 in the widthwise direction (W) of the main vehicle may take on various values depending on the particular size and configuration of the cross members 12012 and the particular configuration and application of the vehicle 10.

[0178] In some embodiments, for example, an end rail 12014 is positioned at, at least one end of the upper frame 12", the end rail 12014 extending transversely between the respective ends of the side rails 12006. In some embodiments, for example, the end rail 12014 extends beyond each of the side rails 12006, in the transverse direction, relative to the longitudinal direction of the frame structure 12000. In some embodiments, for example, an end rail 12014 is arranged at one end of the upper frame 12", while the ends of the side rails 12006 at the opposite end of the upper frame 12006 are provided with individual brackets or mounts 12016 configured for connecting to other components of the vehicle that require mounting to the frame structure.

[0179] The lower frame structure 12' connects to the upper frame structure 12" for supporting an / or providing additional structural integrity to the chassis. The lower frame structure 12' is disposed below the upper frame structure 12" and provides a main structure for supporting the track assemblies. In some embodiments, the lower frame structure 12' may be more rigid than the upper frame structure 12". In some embodiments, the lower frame structure 12' may be the most rigid portion of the frame or chassis of thevehicle and provides torsional rigidity to the chassis or overall frame structure. In the subject example embodiment, the lower frame structure 12' has a compact structure and provides an open interior space that may be used to house cables, including hydraulic cables and / or electric cables, as well as various other components such as pipes, as well as batteries, etc. In some embodiments, for example, the overall length of the lower frame structure 12', as measured along the longitudinal direction of the vehicle, is less than the overall length of the upper frame structure 12". The lower frame structure 12' serves as a base structure to which the individual pivot or coupling arms associated with each of the track assemblies are mounted.

[0180] In conventional frame structures, the upper frame is typically a welded structure wherein the side rails are welded to the individual cross members that extend between the side rails, the individual cross-members forming a series of T-joints along the length of each of the side rails. While the individual frame components, i.e. the side rails and crossmembers may be formed of high-strength steel, it has been found that the overall strength of the material forming the individual frame members is reduced within the region of the welded joints. In the subject example embodiment, rather than providing a one-piece upper frame structure that includes a plurality of welded joints, the upper frame structure 12" is a modular structure comprised of individual components that are secured together with mechanical fasteners, e.g. bolts. In this respect, each of the side rails 12006 that make up the upper frame structure 12" include a plurality of fastener openings 12020 disposed at predetermined, spaced apart intervals to allow for the cross members 12012 to each be individually bolted or secured in position relative to the side rails 12006. End rails 12014 and other connecting components or mounting brackets 12016 can also be secured in position to the side rails 12006 or cross-members 2012 via fasteners 12022. As a result of the bolting or fastening together of the individual components that make up the upper frame structure 12", the benefits of the high strength material used to form each of the individual components is maintained and is not weakened by a plurality of welded connections and / or joints. Furthermore, due to the modular construction of the upper frame structure 12", the upper frame structure 12" can be more easily modified and / or adapted to accommodate specific requirements for a particular vehicle. Repair and / or serviceability of the vehicle 10 may also be improved given that a particular component of the upper frame structure 12" can be removed and / or replaced if needed. Additionally, the upper frame structure 12" can be more easily stored and / or shipped for assembly at adifferent location as compared to a one-piece welded frame configuration which can also contribute to overall reduced costs associated with the vehicle 10.

[0181] In the subject example embodiment, specifically the example embodiment of Figures 44-52, the lower frame structure 12’ has a more compact overall structure as compared to the upper frame structure 12”, see for example Figures 51-52. In some embodiments, by providing a lower frame structure 12’ have a reduced overall size can contribute to an overall reduced weight of the vehicle 10 as compared to tracked vehicle wherein the lower frame and upper frame have relatively the same overall size. In some embodiments, for example, the reduced overall size of the lower frame structure 12’ relative to the upper frame structure 12” facilitates the installation of additional components for the operation of the vehicle (e.g. components of the track-engaging assemblies, suspension system components, etc.).

[0182] The track assemblies 16i, 162 are mounted to the chassis 12 of the tracked vehicle 10. In some embodiments, the track assemblies I61, 162 are mounted to both the lower frame structure 62 and the upper frame structure 60 as shown in the example embodiment of Figures 1-25. More particularly, in this embodiment, each of the wheel mounting structures 881-884 is secured to both the lower frame structure 62 and the upper frame structure 60. In this case, each of the wheel mounting structures 881-884 is welded to the side beams 8O1, 8O2 of the lower frame structure 62 and fastened to the side rails 64i, 642 of the upper frame structure 60 by fasteners (e.g., bolts and / or rivets). In other cases, each of the wheel mounting structures 881-884 may be fastened to the side beams 8O1, 8O2 of the lower frame structure 62 by fasteners (e.g., bolts and / or rivets) and / or welded to the side rails 64i, 642 of the upper frame structure 60. In this embodiment, the support wheel mounting structures 882, 883 are also welded to the crossmembers 82i, 824.

[0183] In other embodiments of the tracked vehicle 10 for example, the wheels within the track-engaging assembly are each, independently connected to the lower frame 12’ of the vehicle 10 via corresponding wheel-supporting arms and a suspension system, as illustrated for example in the example embodiments of Figures 44-50.

[0184] Depending upon the particular configuration and application of the tracked vehicle 10, the work equipment 41 is mounted to the frame 15. In this embodiment, the work equipment 41 is mounted to the upper frame structure 60, 12”. In some embodiments, the work equipment 41 rests on and is secured to the side rails 64i, 642 of a vehicle of the type illustrated in Figures 1-25. Since the side rails 64i, 642 are C-shape channelsstandardly used in truck frames and since the spacing Sr of the side rails 64i, 642corresponds to the standard truck frame side rail spacing, work equipment such as the work equipment 41 may be as easily installable on the tracked utility vehicle 10 as on trucks, even if it was primarily designed for trucks.

[0185] With additional reference to Figures 26 to 28, in this example embodiment, a base 90 of the work equipment 41 rests on the side rails 64i, 642 of the frame 15. The base 90 of the work equipment 41 is secured to the side rails 64i, 642 by a plurality of attachment devices 92i-92R, 94i-94P. For example, in this embodiment, each of the attachment devices 92i-92R includes an attachment threaded rod assembly, and each of the attachment devices 94i-94P includes an attachment plate. Such attachment threaded rod assemblies and attachment plates are standardly used for securing work equipment such as the work equipment 41 to trucks.

[0186] Each attachment threaded rod assembly 92i includes a pair of threaded rods 95i, 952 and a bottom link 96 disposed around the side rail 64i. The side rail 64i is located between the threaded rods 95i, 952 which are secured to the bottom link 96 and an attachment part 95 of the base 90 of the work equipment 41 with fasteners (e.g., nuts) to clamp the side rail 64i. In this embodiment, the vertical gap 78 between the side rail 64i and the side beam 8O1 facilitates installation of the attachment threaded rod assembly 92i. In particular, the gap 78 facilitates positioning of the bottom link 96 beneath the side rail 64i and tightening of the fasteners on the threaded rods 95i, 952.

[0187] Each attachment plate 94i is secured to the side rail 64i and to the base 90 of the work equipment 41. More particularly, in this embodiment, the attachment plate 94i is fastened to the web 68 of the side rail 64i by fasteners (e.g. , bolts and / or rivets) and welded to the base 90 of the work equipment 41. This type of attachment plate can sometimes be referred to as a "fish plate". The attachment plate 94i may be secured to the side rail 64i and to the base 90 of the work equipment 41 in other ways in other embodiments (e.g., by being fastened to the base 90 of the work equipment and / or welded to the side rail 64i).

[0188] In this example of implementation, the attachment plate 94i includes a generally rectangular lower part 51 fastened to the side rail 64i and a curved, in this case generally semicircular, upper part 53 welded to the base 90 of the work equipment 41. The upper part 53 of the attachment plate 94i includes an opening 55, which may allow a greater length of weld bead when the attachment plate 94i is welded to the base 90 of the workequipment 41. The attachment plate 94i may have various other shapes in other examples of implementation.

[0189] Although in this example embodiment of a tracked vehicle the attachment devices 921-92R, 941-94P securing the work equipment 41 to the frame 15 are attachment threaded rod assemblies and attachment plates, various other types of attachment devices may be used in other embodiments. For example, additional details about tracked vehicles and chassis configurations for use with track configurations of the present disclosure as well as alternate examples of the mounting of equipment to a tracked vehicle, reference may be made to PCT Application No. PCT / CA2025 / 050051 filed January 14, 2025, and PCT Application No. PCT / CA2025 / 050976 filed July 14, 2025, both of which are hereby incorporated herein by reference in their entirety.c) Power plant

[0190] 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.

[0191] The power plant 14 is in a driving relationship with each of the track assemblies 16i, I62. That is, power derived from the power plant 14 is transmitted to each of the track assemblies I61, 162 in order to drive the track assemblies I61, 162. In some embodiments, for example, with additional reference to Figure 29, power from the power plant 14 is transmitted to the track assemblies 161 , 162 via a hydraulic drive system 21. For instance, in this example, the hydraulic drive system 21 comprises, for each of the track assemblies 161 , I62, a hydraulic pump 26 driven by the prime mover 17 and connected to a hydraulic motor (not shown) which drives that track assembly. Power from the power plant 14 may be transmitted to the track assemblies 161 , 162 in various other ways in other embodiments an in accordance with principals known in the art.

[0192] In this embodiment, 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 26 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 thepower 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.

[0193] In some embodiments, for example, the housing 46 and the components of the power plant 14 that it houses are mounted on top of the chassis 12. With reference, in particular to the example embodiment of Figure 1 and 29, the housing 46 comprises a back housing portion 47i which houses a first portion of the power plant 14 and is located above the chassis 12 behind the operator cabin 20 and a side housing portion 472 which houses a second portion of the power plant 14 and is located above the chassis 12 on a right side of the operator cabin 20. Thus, in this example embodiment, the housing 46 has a generally L-shaped configuration that extends behind and next to the operator cabin 20, with the back housing portion 47i being elongated in the widthwise direction of the vehicle 10 and the side housing portion 472 being elongated in the longitudinal direction of the vehicle 10. In other embodiments, see for example the embodiment illustrated in Figs. 49 and 50, the power plant 14 may be located primarily rearward of the operator cabin 20.

[0194] Mounting of the housing 46 and the components of the power plant 14 that it houses above the chassis 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.

[0195] Also, components of the power plant 14, including the prime mover 17, the hydraulic pumps of the hydraulic drive system 21, 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 conformingto 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.

[0196] Furthermore, mounting of the housing 46 and the components of the power plant 14 that it houses above the chassis 12 may allow the height Hvof the tracked utility vehicle 10 to be kept small. This may be beneficial in various cases.

[0197] In some embodiments, for example, the operator cabin 20 can seat two individuals (i.e., can comprise two seats), and the tracked utility vehicle 10 carrying the work equipment 41 can travel on a public road infrastructure. In other embodiments, for example, the operator cabin may be configured to seat only one individual. The vehicle 10 may be configured travel on the public road infrastructure by self-propulsion or by being transported on another vehicle (e.g., on a flatbed truck). The vehicle 10 may therefore respect a vehicle height limit (i.e., a maximum vehicle height allowable) for travel on the public road infrastructure. The vehicle height limit is normally set by a government responsible for the public road infrastructure. For example, in some cases, the vehicle height limit for travel on the public road infrastructure may be between 13.5 feet (4.1 m) and 14 feet (4.3 m). The vehicle height limit fortravel on the public road infrastructure may have any other suitable value in other cases. An overall height Hv.oof the vehicle 10, measured with the work equipment 41 in a retracted nonworking state, may thus be designed taking into account the vehicle height limit and a height of a trailer on which the vehicle 10 may be transported on the public road infrastructure. For example, if a trailer having a height of 24 inches is expected to be used for transporting the vehicle 10, the overall height Hv.oof the vehicle 10 may be no more than 11.5 feet (3.5 m) if the vehicle height limit is 13.5 feet or no more than 12 feet (3.7 m) if the vehicle height limit is 14 feet. As another example, if a trailer having a height of 18 inches is expected to be used for transporting the vehicle 10, the overall height Hv.oof the vehicle 10 may be no more than 12 feet if the vehicle height limit is 13.5 feet or no more than 12.5 feet if the vehicle height limit is 14 feet. Thus, in various examples, the overall height Hv.oof the vehicle 10 may be no more than 12.5 feet, in some cases no more than 12 feet, and in some cases no more than 11.5 feet. It will be understood that various other heights and configurations of the vehicle 10 are also contemplated and may vary depending on the particular intended useand / or application of the vehicle 10 and any related requirements (e.g. government regulations) relevant to the operation and use of the vehicle 10.

[0198] More particularly, in the example embodiment illustrated in Figures 1-26, when the work equipment 41 is in a retracted nonworking state (i.e., a state in which it is retracted onto the vehicle 10 and not performing any work operation, as opposed to an extended working state in which it is extended outwardly from the vehicle 10 to perform a work operation), the work equipment 41 is arranged such that it extends frontward in the longitudinal direction of the vehicle 10 beyond a rear side 114 of the operator cabin 20. In this example of implementation, the work equipment 41 extends frontward in the longitudinal direction of the vehicle 10 beyond a front side 112 of the operator cabin 20, next to a right side 1162 of the operator cabin 20, above the side housing portion 472. The work equipment 41 also extends above a roof 118 of the operator cabin 20. Mounting part of the power plant 14, including the prime mover 17, on top of the chassis 12 and behind the operator cabin 20 (e.g., as opposed to within an internal space or “tub” defined by the chassis 12) allows the operator cabin 20, which can comprise two seats, to be low enough for installing the work equipment 41 in this manner. For example, in some embodiments, the height Hvof the vehicle 10 to the roof 118 of the operator cabin 20 may be no more than 2.8 m, in some cases no more than 2.7 m, and in some cases no more than 2.6 m. For instance, in this embodiment, the height Hvof the vehicle 10 may be about 2.5 m.

[0199] As another example, the tracked utility vehicle 10, without the work equipment 41 installed thereon, may fit in a closed shipping container for transport (e.g., overseas). For instance, in some examples, a maximum height for a shipping container may be no more than 3 m, in some cases no more than 2.8 m, and in some cases no more than 2.6 m, and the vehicle 10 may fit in that shipping container.

[0200] As yet another example, keeping the height Hvof the tracked utility vehicle 10 small may permit a vertical distance between a top of the operator cabin 20 and the chassis 12 to be identical or similar to a corresponding distance in trucks to allow work equipment such as the work equipment 41 possibly designed primarily for mounting on trucks to be easily mountable on the vehicle 10.

[0201] With reference in particular to the example embodiment of the tracked vehicle shown in Figures 49-50, in some embodiments, chassis 12 is configured to permit the operator cabin 20 to extend forward of the front end of the track assemblies 161 , 162 as illustrated by distance Dcabin in Figure 50. In some instances, the more forward dispositionof the operator cabin 20 relative to the track assemblies 16i, 162, facilitates access to various components of the tracked vehicle 10. As well, in some embodiments, the more forward disposition of the operator cabin 20 allows for improved placement of work equipment 41, for example a dump box, relative to the chassis 12 to allow for overall improved weight distribution across the vehicle 10 when the vehicle is operating in both a loaded and unloaded state.

[0202] 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 for to supply power to the work equipment 41.d) Track assemblies

[0203] The track assemblies 161 , 162 are used to propel the tracked utility vehicle 10 on the ground. The track assembly I61 is on a first lateral side of the vehicle 10, while the track assembly 162 is on a second lateral side of the vehicle 10. Each of the track assemblies I61, 162 supports a portion of a weight of the vehicle 10 in use. In this example, the track assemblies I61, 162 are similarly configured and are disposed symmetrically relative to the chassis 12 and thus the portion of the weight of the vehicle 10 supported by each of the track assemblies 161 , 162 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 161 , 162 may be other than one-half of the weight of the vehicle 10.

[0204] With reference in particular to Figures 14 to 18, in this example embodiment, each track assembly 16; comprises a track-engaging assembly 121 and a track 22 disposed around the track-engaging assembly 121. More particularly, in this embodiment, with additional reference to Figure 2, the track-engaging assembly 121 comprises a plurality of wheels, which includes a drive wheel 24, an idler wheel 23, and a plurality of support wheels 281-284. The track 22 is disposed around the wheels 24, 23, 281-284 and is movable around the track-engaging assembly 121. The track assembly 16; has a length Lta, a width Wta, and a height Hta. A longitudinal direction of the track assembly 16; is generally parallel to the longitudinal direction of the tracked utility vehicle 10. The track assembly 16; also has transversal directions, including a widthwise direction which isgenerally parallel to the widthwise direction of the tracked vehicle 10, and a height direction which is generally parallel to the height direction of the vehicle 10.

[0205] The track 22 engages the ground to provide traction. The track 22 is disposed around the wheels 24, 23, 281-284 and includes a top run 40 and a bottom run 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 direction 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 that portion of the track 22 which is beneath the support wheels 281-284 and which engages the ground. The bottom run 42 of the track 22 has a length that is generally defined by the distance between a frontmost one of the support wheel 281-284, in this case, the support wheel 28i , and a rearmost one of the support wheel 281-284, in this case, the support wheel 284. In the above example embodiment, it will be understood that each track assembly I61, 162 has an overall trapezoidal configuration wherein the drive wheel 24 and the main idler wheel 23 are configured as non-weight bearing wheels with their positioning within the track-engaging assembly 121 defining the length of the top run 40 of the track configuration. Accordingly, in such configuration, the overall length of the top run 40 is greater than the overall length of the bottom run 42.

[0206] With reference to Figures 40-46, there are shown further non-limiting example embodiments of a tracked vehicle 10 for use with the track configurations of the present disclosure wherein the track assemblies I61, 162 are configured to have an oblong configuration as opposed to the trapezoidal configuration illustrated in the example embodiment of Figures 14-20. In the subject example embodiment, the drive wheel 24 and main idler wheel 23 are arranged at opposite ends of the respective one of the track assemblies I61, 162 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 a 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 a 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 121 relative to the drive wheel 24, are the same. In some embodiments, for example, the drivewheel 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. In the subject example embodiment, one or more support wheels, or intermediate or secondary idler wheels 28i are arranged intermediate the drive wheel 24 and the main idler wheel 23 and are configured for supporting at least a portion of the overall weight of the vehicle 10. Accordingly, in the subject example embodiment, each of the drive wheel 24, the main idler wheel 23 and the one or more intermediate idler wheels 28i are weight-bearing wheels and are in contact with a portion of the bottom run 42 of the track 22. Due to the overall oblong configuration of the track 22, in the subject example embodiment, the overall length of the top run 40 and the overall length of the bottom run 42 are substantially the same. In some embodiments, for example, the track-engaging assembly 121 is configured such that while the track 22 is arranged for rotation about the track-engaging assembly 121 , 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.

[0207] With continued reference to the example embodiments of Figures 40-46, the top run 40 and the bottom run 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. In this respect, 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. This is unlike trapezoidal track configurations, for example as illustrated in Figures 14-18, wherein the top run 40 and the bottom run 42 are interconnected at their respective ends by two separate bend portions. For the oblong track configuration, the track 22 is supported by the larger sized drive wheel 24 and the corresponding larger sized main idler wheel 23 that are arrangedat 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. In some embodiments, for example, at least one upper track idler wheel 280 is arranged at the top of the trackengaging assembly 121 to supporting the top run 40 at a mid-point or central region of the top run 40 or upper portion of the track 22.

[0208] The drive wheel 24 is in a driven relationship with the power plant 14 to impart movement of the track 22 in order to propel the vehicle 10 on the ground. The drive wheel 24 is rotatable about an axis of rotation which is transverse to the longitudinal direction of the vehicle 10 by power derived from the power plant 14 to impart movement of the track 22. In this embodiment, the drive wheel 24, which is located in a front region of the chassis 12, comprises a sprocket that engages the track 22. The drive wheel 24 may be configured in various other ways in other embodiments.

[0209] The idler wheel 23 does not convert power derived from the power plant 14 to motive force for movement of the track 22 but rather guides the track 22 and maintains it under tension as it is driven by the drive wheel 24. The idler wheel 23 is rotatable about an axis of rotation which is transverse to the longitudinal direction of the tracked utility vehicle 10. In this embodiment, the idler wheel 23, which is located in a rear region of the chassis 12, may comprise a sprocket or any other type of wheel that engages the track 22.

[0210] The support wheels 28i of the track-engaging assembly 121, whether it be support wheels 281-284 in the example embodiment of Figures 14-18 or the intermediate idler wheels or support wheels 28i and 282 in the example embodiments of Figures 44-50, the support wheels 28i are arranged in an in-line configuration extending along the longitudinal direction of tracked utility vehicle 10 and roll on the bottom run 42 of the track 22 as the vehicle 10 moves on the ground. The support wheels 28i do not convert power derived from the power plant 14 to motive force for movement of the track 22 but rather support and distribute onto the ground via the track 22 the portion of the weight of the vehicle 10 that is supported by the track assembly 16j. The support wheels 28i may also maintain the shape and position of the track 22, as well as keep the track 22 generally aligned with the general direction of vehicular movement. In some embodiments, for example, the drive wheel 24, the main idler when 23 and each of the support wheels 28 are arranged such that they engage with the track 22 along a center rolling path 810 (see, for example Figures 69-71 while in other embodiments, at least some of the wheels, for example at least someof the support wheels 28i are configured to engage the track 22 along a pair of side rolling paths 812 while at least the drive wheel 24, and in some instances the main idler wheel 23, engage the track along a center rolling path 810 (see, for example, Figures 72-74). The manner in which the wheels of the track assemblies 16i, 162 engage with the track configurations disclosed herein will be described in further detail below.

[0211] In the example embodiments of Figures 14-18 and Figures 40-46, each of the support wheels 28i occupies most of the height Htaof the track assembly 16j. That is, each of the support wheels 28i has a diameter Dswcorresponding to at least half, in some cases at least two-thirds, and in some cases at least three-quarters of the height Htaof the track assembly 16j. In the case of at least the example embodiment of Figures 14-18, the diameter Dswof each of the support wheels 281-284 corresponds to about 65% of the height Htaof the track assembly 16j. In some embodiments, the diameter Dswof each of the support wheels 28i may be such that the top run 40 of the track 22 can contact the support wheels 28i in use. In other embodiments, the support wheels 28i may be made smaller such that there is no contact between the top run 40 of the track 22 and the support wheels 28i in use.

[0212] In the example embodiment of Figures 40-46, it will be understood that 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 shown in the example embodiment of Figures 14-18) as a singular wheel can now occupy the same space or area that, typically, accommodates 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) ofa 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 assembly 16i, 162 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 track-engaging assembly 121.

[0213] In the example embodiment of at least Figures 14-20, the support wheels 281-284 are carried by a plurality of wheel-carrying assemblies 50i, 5O2 of the track assembly 16j. Each of the wheel-carrying assemblies 50i, 5O2 carries at least two of the support wheels 281-284 and, since it is an assembly carrying wheels, will be referred to as a “bogie”. More particularly, in this embodiment, the bogie 50i carries the support wheels 28i, 282 and the bogie 5O2 carries the support wheels 283, 284.

[0214] The bogie 50i comprises a link 70 interconnecting the support wheels 28i, 282 and pivotable relative to the chassis 12 about a pivot 71 which defines a pivot axis. The link 70 is a connecting structure that may have any suitable form (e.g., a single member or a plurality of members connected to one another by one or more fasteners, welding, etc.). The support wheels 28i, 282 are rotatably mounted to the link 70 via respective axles which define respective axes of rotation of the support wheels 28i, 282. In this embodiment, the pivot axis of the link 70 lies closer to the axis of rotation of the support wheel 28i than that of the support wheel 282 and above the axes of rotation of the support wheels 28i , 282. The pivot axis of the link 70 and the axes of rotation of the support wheels 28i, 282 may be positioned differently in relation to one another in other embodiments (e.g., the pivot axis of the link 70 may lie equidistant between the axes of rotation of the support wheels 28i, 282). The bogie 5O2 is configured similarly to the bogie 50i and will thus not be further discussed.

[0215] In this embodiment, each support wheel 28; facilitates installation of the track 22. More particularly, in this embodiment, with additional reference to Figures 35 and 36, thesupport wheel 28; comprises a first support wheel member 35i and a second support wheel member 352 which each have a circumference of the support wheel 28j, are rotatable about the axle of support wheel 28j, and are installable in and removable from the track assembly 16; separately from one another. The support wheel member 35i, which is farthest from a centerline of the vehicle 1 , can be viewed as an “outboard” support wheel member while the support wheel member 352, which is nearest to the centerline of the vehicle 10, can be viewed as an “inboard” support wheel member. The track 22 can be installed while the inboard support wheel member 352 is in place but before placement of the outboard support wheel member 311, which is put in place after installation of the track 22. This makes it easier to install or replace the track 22.

[0216] More particularly, in this embodiment, the outboard and inboard support wheel members 35i, 352 are secured to a hub 36 by a suitable number of fasteners 48i (e.g., bolts and nuts). The hub 36 includes an opening 52 that receives the axle of the support wheel 28j. In this embodiment, bearings (e.g., tapered bearings) are positioned in the opening 52 of the hub 36 and receive the axle of the support wheel 28j. A cap 54 covers an end of the axle of the support wheel 28j. The axle of the support wheel 28; extends and is fixed to the link 70 of the bogie 50j. In this case, a fastener 56 (e.g., a bolt) extends transversally to the axle of the support wheel 28; and through the link 70 to fix the axle to the link 70. The outboard and inboard support wheel members 35i, 352 may be mounted in any other suitable way in other embodiments.

[0217] As further discussed later, in this embodiment, the outboard and inboard support wheel members 35i, 352 define in between them a guiding space 38 for receiving a wheel guide of the track 22 to guide the track 22 as it moves around the wheels 24, 23, 28i. Accordingly, the outboard and inboard support wheel members 35i, 352 are configured to engage the track 22 along side rolling paths 812.

[0218] In this embodiment, each support wheel member 35; comprises a rim portion 57, a hub portion 58, and a radially-extending portion 61 therebetween. The rim portion 57 is in rolling contact with the bottom run 42 of the track 22. The hub portion 58 is a central portion of the support wheel member 35; which receives the axle of the support wheel 28j. In this example, the hub portion 58 engages the hub 36 and is secured thereto by the fasteners 48i. The radially-extending portion 61 extends from the rim portion 57 to the hub portion 58. In this example, the radially-extending portion 61 comprises a plurality ofspokes 63i-63s and a plurality of interspoke openings 67i-67s between adjacent ones of the spokes 63i-63s.

[0219] More particularly, in this embodiment, the rim portion 57, the hub portion 58, and the radially-extending portion 61 are configured such that the support wheel member 35; is a concave support wheel member defining a concavity 69. Each of the spokes 63i-63s tapers radially towards the hub portion 58. The support wheel member 35; may have any other suitable shape in other embodiments.

[0220] In this example of implementation, the support wheel member 35; is a metallic support wheel member (e.g., a steel support wheel member) that has been cast into shape. The support wheel member 35; may be made of any other suitable material and / or using any other suitable manufacturing process in other examples of implementation.

[0221] The support wheels 281-284 may be configured in various other ways in other embodiments. For example, in other embodiments, a support wheel member 35; of a support wheel 28; may comprise a rubber or other elastomeric covering on its rim portion 57 to be in rolling contact with the bottom run 42 of the track 22. As another example, in other embodiments, a support wheel 28; may be a unitary support wheel which does not comprise separate outboard and inboard support wheel members as discussed above and is configured to engage the track 22 along a center rolling path 810. For instance, in some embodiments, as shown in Figures 35 and 36, a support wheel 28; may be a unitary support wheel which comprises a metallic wheel body 93 on which is mounted a tire 92 that is in rolling contact with the bottom run 42 of the track 22. In other embodiments, for example, the support wheels or intermediate idler wheels 28i may comprise a metallic wheel body having an outer rim configured for engagement with a corresponding wheelengager 29 defined by the track 22. In some embodiments, for example, the support wheels or intermediate idler wheels 28i as well as the drive wheel 24 and main idler wheel 23 may comprise a main wheel-hub portion and a removable track-engaging or outer rim portion that is mounted on the main wheel-hub portion and configured to be removable therefrom. See, for example, Figure 53. 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 track-engaging 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, thetrack-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.

[0222] In the example embodiment, as shown in Figures 3, 9, 15 and 20, the idler wheel 23 overlaps the rearmost support wheel 284 in the longitudinal direction of the tracked utility vehicle 10. This may be beneficial for stability of the vehicle 10 when the work equipment 41 applies a significant load in a rear end region of the chassis 12 (e.g., when a drill, dump bucket or other piece of equipment is raised in the rear end region of the chassis 12). The longitudinal overlap between the idler wheel 23 and the support wheel 284 allows the longitudinal distance between the pivot axis defined by the pivot 71 of the bogie 5O2 and the rear end region of the chassis 12 to be less than if there was no longitudinal overlap between the idler wheel 23 and the support wheel 284. This smaller longitudinal distance results in a smaller moment arm and, consequently, a smaller moment associated with the load applied by the work equipment 41 in the rear end region of the chassis 12.

[0223] More particularly, in this embodiment, the idler wheel 23 longitudinally overlaps the support wheel 284 by being located in the guiding space 38 between the inboard and outboard wheel members 35i, 352 of the support wheel 284. The longitudinal overlap between the idler wheel 23 and the support wheel 284 may be achieved in various ways in other embodiments. For example, in embodiments in which the support wheel 284 is a unitary support wheel which does not comprise separate outboard and inboard support wheel members (e.g., as shown in Figures 39 and 40), the idler wheel 23 may comprise an inboard idler wheel member and an outboard idler wheel member that define a space therebetween in which the support wheel 284 may be located such that the idler wheel 23 and the support wheel 284 longitudinally overlap.

[0224] In the example embodiment of Figures 40-46, the oblong track configuration wherein the drive wheel 24 and main idler wheel 23 are weight-bearing wheels arranged at opposite ends of the track-engaging assembly, there is no overlapping of the main idler wheel 23 with any of the support wheels or intermediate idler wheels 28i as the overall length of the track configuration is defined by the spaced apart arrangement of the drive wheel 24 and main idler wheel 23.

[0225] With reference to the example embodiment of Figures 40-46, the track assemblies 161 , 162 are particularly suited for use with a suspension system 500 that is configured for operable coupling to each wheel within the track engaging assembly 121 such that each wheel is independently coupled to the frame or chassis 12. By having each weight-bearing wheel within the track engaging assembly 121 independently coupled to the chassis 12 and disposed for displacement relative to the frame or chassis 12, relative to a neutral position of the wheel relative to the frame or chassis 12, an overall smoother ride is achieved along with improved overall operation of the tracked vehicle 10, especially when the vehicle operates at higher speeds. Accordingly, in the subject example embodiment, each wheel is coupled to the frame or chassis 12 via a corresponding wheel-coupling arm. In the subject example embodiment, the drive wheel-coupling arm 52 and the main idler wheel coupling arm 60 are each, independently pivotally connected to frame or chassis 12. A corresponding wheel displacement effector 55, for example a suspension cylinder, is operably coupled to the corresponding wheel-coupling arm 52, 60 and the frame 12 for controlling rotation of the corresponding one of the wheel-coupling arms 52, 60 relative to the chassis 12 about the corresponding pivot axis. In some embodiments, the support wheels or intermediate idler wheels 28i that are arranged intermediate the drive wheel 24 and main idler wheel 23 are coupled to the chassis via wheel-displacement effectors 55, for example suspension cylinders, that connect a corresponding one of the support wheels to a corresponding support arm that is fixed to the chassis 12. Accordingly, in some embodiments, the displacement of the support wheels or intermediate idler wheels 28i relative to the chassis 12 is in response to rotation of the corresponding displacement effector relative to the support arm.

[0226] In some embodiments for example, each track assembly 16; comprises a track tensioner 85 for maintaining tension of the track 22. In the example embodiment of the tracked vehicle 10 of Figures 1-20 and 33, the track tensioner 85 is connected between the support wheel mounting structure 883 and axle of the idler wheel 23 to urge the idlerwheel 23 in a direction to maintain the tension of the track 22. Also, in this embodiment, the track tensioner 68 is a fluidic tensioning system, e.g., a hydraulic or pneumatic tensioning system, which comprises a piston-cylinder tensioning actuator 79 connected to a fluid reservoir. In this example of implementation, the tensioning actuator 79 is a hydraulic piston-cylinder actuator.

[0227] More particularly, in this example embodiment, with additional reference to Figures 33 and 34, the tensioning actuator 79 is connected to the support wheel mounting structure 883 and to an idler wheel support arm 83 which is pivotable about an axle 89 that is fixed to the idler wheel mounting structure 884. The axle of the idler wheel 23 is fixed to the idler wheel support arm 83. The tensioning actuator 79 can apply the tension in the track 22 by extending or retracting to turn the idler wheel support arm 83 about the axle 89 and thus move the idler wheel 23 further or closer to the drive wheel 24.

[0228] In the example embodiment of the tracked vehicle of Figures 40-46, the track tensioner 85 includes a tensioning arm 102 and a tensioning arm actuator 103. In some embodiments, for example, the track tensioner 85 is operably coupled to the main idler wheel 23 as illustrated, for example, in the example embodiments of Figure 49-52, 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 track tensioner 85 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 track tensioner 85 may be operably coupled to both the drive wheel 24 and the main idler wheel 23. In example embodiments wherein the tensioner 85 is operably coupled to the main idler wheel 23, 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 121. 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 a second end of the main idler wheel 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.

[0229] 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 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 main idler 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 beunderstood, 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.

[0230] In some embodiments, for example, the track tensioner 85 is also 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 track-engaging assembly 121. 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 121 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.

[0231] The track tensioner 85 described above and illustrated in Figs. 49-52 shows the tensioning arm actuator 103 in the form of a piston-cylinder configuration. In the above described example embodiment, the cylinder 108 is mounted or otherwise coupled to the main idler wheel coupling arm 60 with the second end of the piston rod 110 (e.g. the end that is most distal to the cylinder) coupled to the first end 104 of the tensioning arm 102, the first end 104 of the tensioning arm 102 being the end of the tensioning arm 102 that is mounted to the axis of rotation of the main idler wheel 23. In such a configuration, when the track tensioner 85 is actuated to introduce tension into the track 22, actuation of the tensioning arm actuator 103 is with effect that the piston rod 110 extends from cylinder 108, effectively pushing against the first end 104 of the tensioning arm 102 to effect rotation of the tensioning arm 102 about the tensioning arm axis of rotation 105, relative to the main idler wheel coupling arm 60. Therefore, when the tensioning arm actuator 103 is fully actuated for introducing tension into the track 22, the piston rod 110 assumes its fully extended position relative to the cylinder 108. In the fully extended position, the piston rod 110 is in an exposed position relative to the cylinder 108, and the piston rod 110 and thus the tensioning arm actuator 103 are more vulnerable to damage. In someembodiments, for example, a guard member (not shown) is mounted in the vicinity of the exposed piston rod to shield the exposed piston rod for debris, etc.

[0232] With reference now to Fig 52, there is shown an example embodiment of the track tensioner 85 wherein the tensioning arm actuator 103, the main idler wheel coupling arm 60, and the tensioning arm 102 are cooperatively configured such that the second end of the piston rod 110, e.g. the end of the piston rod that is opposite to the end that is disposed within the cylinder 108 is coupled to the second end 106 of the tensioning arm 102 that is pivotally connected to the main idler wheel coupling arm 60 and disposed for rotation about the tensioning arm axis of rotation, rather than to the first end 104 of the tensioning arm 102. In such a configuration, while the tensioning arm 102 is in its neutral or rest position, the piston rod 110 is partially extended from the cylinder 108. In order to introduce tension into the track 22, actuation of the tensioning arm actuator 103 is effected in response to retraction of the piston rod 110 into the cylinder 108 which effectively exerts a pulling force on the second end 106 of the tensioning arm 102 causing rotation of the tensioning arm 102 in a counter clockwise direction about the tensioning arm axis of rotation to extend the position of the main idler wheel 23 relative to the frame 12' of the vehicle 10. Accordingly, when the tensioning arm 102 is in the fully extended position, relative to the frame 12', the piston rod 110 is almost fully retracted into the cylinder 108 with minimal exposure of the rod 110 to external debris.

[0233] In the above-described example embodiments, the track tensioner 85 becomes active when the tracked utility vehicle 10 is started. That is, the track tensioner 85 applies a force to generate the tension in the track 22 when the prime mover 17 of the vehicle 10 is started.

[0234] With additional reference to at least Figure 39, it will be understood that the track tensioner 85 is hydraulically connected to the hydraulic drive system 21 of the vehicle 10 such that the tension in the track 22 is generated by the hydraulic fluid of the hydraulic drive system 21. The tensioning actuator 79, 103 is in hydraulic communication with the hydraulic drive system 21 such that, when the prime mover 17 is started and starts to power the hydraulic drive system 21, the hydraulic fluid of the hydraulic drive system 21 acts on the tensioning actuator 79, 103 which applies a force to generate the tension in the track 22. In some embodiments, for example, the track tensioner 85 is operably coupled to the overall hydraulic system 21 of the vehicle 10 and can be controlled via acontrol signal from the ECU in response to manual user inputs and / or in response to data received from one or more of the embedded sensors.

[0235] While various features and configurations of track assemblies 16; have been described, it will be understood that the track configurations disclosed herein may be configured for use with track assemblies 16i that have been configured in various other ways. For example, although in the embodiment of Figures 1-20, the track assemblies 16i, 162 each comprise four (4) support wheels 281-284, it will be understood that the track assembly 16; may comprise fewer or more than four support wheels (e.g., two (2), five (5) support wheels) in other embodiments. With reference to the example embodiment of Figures 44-50, the track assemblies 161, 162 each have an oblong configuration wherein the drive wheel 24 and main idler 23 wheel are weight-bearing wheels arranged at opposite ends of the track-engaging assembly with two support wheels 28i, 282 arranged therebetween, it will be understood that the track assembly 16i may include fewer or more support wheels 28i. As well, while in the above example embodiments the drive wheel 24 is located in a front region of the chassis 12 and the idler wheel 23 is located in a rear region of the chassis 12, this may be reversed in other embodiments such that the drive wheel 24 is located in a rear region of the chassis 12 and the idler wheel 23 of the track assembly 16; is located in a front region of the chassis 12. As yet another example, while in this embodiment the idler wheel 23 is not in a driven relationship with the power plant 14, in other embodiments, the idler wheel 23 may be replaced by another drive wheel that is in a driven relationship with the power plant 14.

[0236] For each of the above-described example embodiments of non-limiting tracked vehicles 10, the track 22 engages the ground to provide traction to the tracked utility vehicle 10. More particularly, as the drive wheel 24 is rotated by power derived from the power plant 14, the drive wheel 24 imparts motion to the track 22 for traction of the vehicle 10 on the ground. The track 22 has an inner side 32 facing the wheels 24, 23, 28i and a ground-engaging outer side 33, opposite the inner side 32, for engaging the ground.

[0237] With reference now at least to Figures 54 to 96, various track configurations according to the present disclosure will be further described. More specifically, with reference to Figures 54-96 there are shown example embodiments of a track 22 for use with a tracked vehicle, for example of the type described above in connection with Figs.1-20, and / or in connection with Figures 40-46. However, it will be understood that thevarious track configurations 22 disclosed herein are not limited to use to the example embodiments of tracked vehicles 10 described herein.

[0238] As shown in Figures 54-96, in accordance with example embodiments of the present disclosure, the track 22 includes a plurality of individual track members 223 arranged in spaced apart relationship to one another in the longitudinal direction of the track 22 (as illustrated schematically by axis 59 in Figure 55) and extending in a widthwise direction of the track 22 (e.g. transverse to the longitudinal axis 59). The plurality of track members 223 are configured to be interconnected to provide an overall track configuration 2200 that is configured for mounting on the track-engaging assembly of the respective track assembly 16i, 162 thereby providing an “endless” track configuration 2200 for providing traction to the vehicle 10. A description of an exemplary one of the plurality of track members 223 according to an example embodiment follows.

[0239] With reference at least to Figures 54-58, in some embodiments, for example, each track member 223 includes a ground-engaging pad 125 and a main body portion 127. The ground-engaging pad 125 and the main body portion 127 are configured for connection to one another to form an individual track member 223. In some embodiments, for example, the ground-engaging pad 125 is an elastomeric pad. In other example embodiments, the ground-engaging pad 125 is formed of other plastic material and / or metallic material. In some embodiments, for example, the ground-engaging pad includes an elastomeric or plastic portion and a metallic portion. In other embodiments, for example, the groundengaging pad 125 may be comprised solely of metallic material.

[0240] The ground-engaging pad 125 and the main body portion 127 are connected or otherwise joined or fused together to form the track member 223. In some embodiments, for example, the main body portion 127 is fastened to the ground-engaging pad 125. In some embodiments, for example, the ground-engaging pad 125 is joined directly to the main body portion 127 via over-molding or rubber vulcanization processes in example embodiments wherein the ground-engaging pad 125 includes rubber or elastomeric material. In some embodiments, the ground-engaging pad 125 and the main body portion 127 may be integrally formed such that the track member 223 is of unitary, one-piece construction, for example, in embodiments wherein the ground-engaging pad 125 and the main body portion 127 are formed of metallic material. Accordingly, it will be understood that the ground-engaging pad 125 and the main body portion 127 may be joined or otherwise connected together via any suitable means with the ground-engaging pad 125defining the portion of the track member 223 that contacts the ground and the main body portion 127 defining the portion that contacts and / or engages with the wheels of the trackengaging assembly.

[0241] The ground-engaging pad 125 includes a ground-engaging outer side (or bottom surface) 183 that constitutes part of the ground-engaging outer side 33 of the track 22. In example embodiments wherein the ground-engaging pad 125 is elastomeric, it will be understood that the ground-engaging pad 125 is at least mostly (i.e. , mostly or entirely) made of elastomeric material (i.e., one or more rubbers or other elastomers). While the following description of the example embodiments of the track configurations of Figures 54-58 are described with reference to track members 223 that include a ground-engaging pad 125 comprising primarily elastomeric material, it will be understood that track members 223 having ground-engaging pads 125 comprised of other materials are also contemplated within the scope of the present disclosure.

[0242] With reference now to at least Figures 54-60, the ground-engaging pad 125 comprises a traction pad portion 107. In the subject example embodiment, the traction pad portion 107 includes elastomeric material. The elastomeric material of the traction pad portion 107 can be any polymeric material with suitable elasticity. In this embodiment, the elastomeric material includes rubber. Various rubber compounds may be used and, in some cases, different rubber compounds may be present in different areas of the track 22. In other embodiments, the traction pad portion 107 may include another elastomer in addition to or instead of rubber (e.g., polyurethane elastomer) and, in some embodiments, the traction pad portion 107 may be formed entirely of metallic material (see for example, the example embodiment of Figure 91).

[0243] The ground-engaging outer side 183 of the track member 223, as defined by the traction pad portion 107 of the ground-engaging pad 125, may comprise a tread pattern to enhance traction on the ground. The tread pattern may comprise one or more traction projections 49, which can be referred to as “traction lugs”, wherein the traction projections 49 are specifically configured to provide a tread pattern for engaging the ground to enhance traction of the vehicle 10. The tread pattern on the ground-engaging outer side 183 of the ground-engaging pad 125 may constitute part of an overall tread pattern of the ground-engaging outer side 33 of the overall track 22.

[0244] In some embodiments, for example, the core or main body portion 127 of the track member 223 is metallic in that it is at least mostly (i.e., mostly or entirely) made of metallicmaterial (i.e., one or more metals or metallic alloys). The metallic material of the core 127 can be any metallic material with suitable rigidity (e.g., steel).

[0245] With reference, in particular to the example embodiment of Figure 56, the groundengaging pad 125 includes a traction pad portion 107 comprising an elastomeric material portion 107a and a metallic element or connector portion 109 that is embedded in or otherwise joined or fused to the elastomeric material portion 107a and is configured to interface with the main body portion 127. In some embodiments, for example, the connector portion 109 is a metallic element such as a metallic plate that is fused or otherwise secured or joined to an inner surface of elastomeric material portion 107a of the traction pad portion 107 of the ground-engaging portion 125 that is opposite to the outer, ground-engaging surface portion 183 of the ground-engaging portion 125. In some example embodiments, the connector portion 109 is over-molded by the elastomeric material portion 107a of the traction pad portion 107 such that the connector portion 109 and the traction pad portion 107 together form the ground-engaging pad 125 of the track member 223.

[0246] In some embodiments, for example, the track member 223 includes fasteners 101 for fastening the main body portion 127 to the ground-engaging pad 125. In one example, the fasteners 101 are spaced in the widthwise direction of the track. In some embodiments, for example, the fasteners 101 are threaded fasteners. The fasteners 101 may comprise any suitable fasteners (e.g., square-neck bolts). In some example implementations, respective ones 101a of the fasteners 101 are arranged relative to the main body portion 127 such that they extend through corresponding openings formed in the main body portion 127 that are aligned with corresponding openings formed in the connector portion 109 of the ground-engaging pad 125 while other respective ones 101b of the fasteners 101 are arranged relative to the connector portion 109 prior to the connector portion 109 being secured or otherwise fused to the elastomeric material portion 107a such that the head of the fasteners 101b are embedded within the elastomeric portion and the body of the fastener 101 extending upwards through corresponding openings in the connector portion 109. For the fasteners 101b that are arranged to extend upwards through the connector portion 109, these fasteners 101b are overmolded by the elastomeric material portion 107a of the traction pad portion 107 of the ground-engaging pad 125 when the connector portion 109 is fused or otherwise secured to the elastomeric material portion 107a of the ground-engaging pad 125 and serve to align the main body portion 127 relativeto the ground-engaging pad 125 as the main body portion 127 is arranged relative to the ground-engaging pad 125 for forming the track member 223 as the upwardly extending fasteners 101 are received through the corresponding openings in the main body portion 127. Accordingly, in some embodiments, for example, the array of fasteners 101 (e.g. fasteners 101a, 101b) that are disposed in spaced apart relationship along the length of the track member 223 in the widthwise direction of the track 22, are disposed in an alternating arrangement of upwardly extending fasteners 101a and downwardly extending fasteners 101b, as illustrated for example in the example embodiment of Figure 58.

[0247] In the above-described example embodiment wherein the main body portion 127 is secured to the ground-engaging pad 125 via fasteners 101 (and / or any other suitable fastening means), the ground-engaging pad 125 is detachable from the main body portion 127 and removable from the track member 223. Accordingly, in some embodiments each track member 223 has a modular structure wherein components of the track member 223 are removable and / or interchangeable. In other embodiments, for example, the groundengaging pad 125 may be permanently attached to the main body portion 127 of the track member 223. More specifically, in some embodiments, the elastomeric material portion 107a of the ground-engaging pad 125 may be permanently fused of joined to the main body portion 127 via rubberization and / or vulcanization processes.

[0248] The cores or main body portions 127 of each track member 223 are configured to interact with the wheels 24, 23, 28i of the track-engaging assembly of each track assembly 16i to impart and / or guide motion of the overall track 22 about the track assembly 161 , 162. To interact with the wheels 24, 23, 28i, the main body portion 127 includes a first guide projection 36i and a second guide projection 362 spaced from the first guide projection 36i in the widthwise direction of the track 22 such that a wheel-receiving space or wheelengaging space 290 is formed therebetween. Accordingly, in the subject example embodiment, the main body portion 127 includes a cross-member or wheel engager 29 located between the first guide projection 36i, and the second guide projection 362. In some embodiments, for example, the wheel engager 29 extends between and interconnects the first guide projection 36i and the second guide projection 362 such that, the wheel engager 29 together with the inner surfaces defined by each of the first guide projection 36i and second guide projection 362 define the wheel-engaging space 290. In some embodiments, for example, the first guide projection 36i, the second guide projection 362 and the wheel engager 29 are formed together and are of unitary one-piececonstruction as shown, for example, in the example embodiments of Figures 54-67. In other embodiments, for example, the main body portion 127 is configured such that the first guide projection 36i is formed by a first part 127(1) of the main body portion 127 and the second guide projection 362 is formed by a second part 127(2) of the main body portion 127 with the wheel engager 29 forming part of a base portion 193 of the main body portion 127 to which the first main body part 127(1) and the second main body part 127(2) are attached. See, for example, the example embodiment of Figure 68.

[0249] In some embodiments, for example, whether the wheel engager 29 is part of a main body portion 127 having a unitary one-piece construction or is part of a modular main body portion 127 wherein the guide projections 36i, 362 are formed by separate components (see for instance the example embodiment of Figure 68), the wheel engager 29 is configured to engage and / or receive the outer rim portion of at least some of the wheels (e.g. drive wheel 24, main idler wheel 23 and one or more intermediate idler wheels 28i, 280) of the track assembly I61, 162. In some embodiments, for example, the wheels of the track-engaging assembly of each of the track assemblies 161 , 162, are configured such that the outer rim portion of each of the respective ones of the weight-bearing intermediate wheels 28i is disposed within the wheel-engaging space 290 defined by the wheel engager 29 and the first and second guide projections 36i, 362 such that the outer rim portion of the intermediate idler wheels 28i is received between the first guide projection 36i and the second guide projection 362 and rests on the wheel engager 29 of the wheel-engaging space 290. See, for example, the schematic illustration of a track configuration shown in Figures 69-71 wherein the wheels of the track-engaging assembly are arranged relative to the track 22 such that each of the wheels 23, 24, 28i engage the track 22 along a center rolling path 810 relative to the track 22. In such example configuration, the main idler wheel 23 and each of the intermediate idler wheels 28i are each arranged relative to the track 22 such that the outer rim portions are disposed within the wheel-engaging space 290 while the sprocket wheel or drive wheel 24 is also arranged to engage the track 22 within the wheel-engaging space 290 defined by the first guide projection 36i and the second guide projection 362 of the track members 223. In the case of the sprocket wheel, for example drive wheel 24, the drive wheel 24 is arranged relative to the track 22 such that the sprocket projections are disposed intermediate adjacent ones of the track members 223 with the recessed area defined between adjacent sprocket projections of the drive wheel 24 engaging or resting against the wheel engager 29. The engagement of the sprocket projections intermediate adjacent ones of the track members223 is with effect that rotation of the drive wheel (or sprocket wheel) applies a motive force to respective ones of the track members 223 that form the track 22 such that the track 22 moves around the track-engaging assembly 121 of the track assembly 16i. Accordingly, it will be understood that the inner side 32 of the track 22 comprises the guide projections 36i, 362 of each of the main body portions 127 of the plurality of track members 223. While the above-described example embodiment relates to an overall track configuration wherein the track 22 is configured for engaging with the wheels of the track-engaging assembly such that only a center rolling path 810 is defined, it will be understood that other track configurations are contemplated wherein the track members 223 are configured to allow for engagement with the wheels of a track-engaging assembly of a tracked vehicle along both a center rolling path 810 in respect of at least the drive wheel 24, and along side rolling paths 812 (e.g. on either side of the center rolling path defined by the wheelengaging space 290) for at least some of the intermediate idler wheels 28i, as will be discussed in further detail below in connection with the example embodiments of Figures 72-74.

[0250] With reference again to Figures 54-67, the track members 223 are configured such that the main body portion 127 comprises a pair of wings or extension portions 51 that extend outwardly away from the first and second guide projections 36i, 362, in the widthwise direction of the track 22. Accordingly, the main body portion 127 is configured such that the first guide projection 36i, the second guide projection 362, and the wheel engager 29 are arranged between the wings or extension portions 51 with the wings or extension portions 51 extending away from the first and second guide projections 36i, 362, in the widthwise direction of the track 22. In example embodiments wherein the main body portion 127 is connected to the ground-engaging pad 125 via fasteners, the fasteners 101 are spaced in the widthwise direction of the track 22 along the wings or extension portions 51 to fasten the main body127 to the ground-engaging pad 125.

[0251] To form the track 22, the plurality of individual track members 223 are joined together in their spaced apart relationship via linking members 31. The linking members 31 are arranged in spaced apart relationship to one another in the widthwise direction of the track 22 and are configured for interconnecting the plurality of track members 223 in spaced apart relationship to one another. In some embodiments, for example, the linking members 31 may be configured as a continuous linking member that serves to interconnect the plurality of individual track members 223 in their spaced apart relationshipto form the track 22 via connection of each of the individual track members 223 to the one or more continuous linking members 31. In other embodiments, for example, the linking members 31 may comprise a plurality of individual intermediate linking members, or individual intermediate links, 31 i wherein the plurality of individual linking members, or links, 31 i and the plurality of track members 223 are arranged in alternating arrangement such that a pair of adjacent track members 223i, 223j are linked or joined together by at least a pair of individual intermediate linking members 31 i. In such a configuration, the alternating arrangement of the plurality of track members 223 and the plurality of individual intermediate linking members 31 i together define the endless track configuration 2200 of the track 22. In such example embodiments, each intermediate linking member 31 i has a first end 31(1) connected and / or coupled to a first track member 223i of an adjacent pair of track members 223i, 223j, and a second end 31(2) coupled to a second track member 223j of the adjacent pair of track members 223. The connection between the individual intermediate linking members 31 Oi and the corresponding track members 223i, 223j of a pair of adjacent track members 223 serves to interconnect the adjacent track members 223 in their spaced-apart relationship. Whether the linking members 31 are formed as continuous linking members 31 (see, for instance, at least Figures 54-58) or as a plurality of discrete individual intermediate linking members 31 i (see, for instance, Figures61-66), a linking member 31 interconnects at least a first track member 223; and a second track member 223j arranged adjacent to the first track member 223; in their spaced apart relationship such that the plurality of track members 223 and linking members 31 together form the track 22.

[0252] In one example embodiment, with reference to Figures 54 to 60, the linking members 31 include cables 179 which extend in the longitudinal direction of the track 22 and are configured to define an overall oblong (or trapezoidal) track configuration 2200 when the track 22 is mounted on and engages the track-engaging assembly of the corresponding track assembly 16i of the vehicle. In this example embodiment, the cables 179 serve as continuous linking members 31 and extend through each of the plurality of track members 223 that form the track 22. While a plurality of cables 179 are shown, it will be understood that in some embodiments, a singular continuous linking member 31 or singular cable 179 may be used for interconnecting the plurality of individual track members 223 in their spaced apart relationship depending on the particular track configuration 2200 and overall size and / or application of the tracked vehicle. In the subject example embodiment, each of the plurality of track members 223 are connected to thecables 179 in their spaced-apart relationship such that the cables 179 extend through and are thus secured to main body portion 127 of each of the track members 223 thereby linking and / or interconnecting the plurality of track members in their spaced apart configuration in the longitudinal direction of the track 22.

[0253] With reference again to Figures 54-64, the track 22 is configured to include any suitable number of cables 179 for linking together the plurality of track members 223 to ensure a structurally sound interconnection of the plurality of track members 223 and structurally sound overall track configuration 2200. For instance, in some cases, the track 22 is configured to include at least three individual cables 179 arranged in spaced apart relationship to one another in the widthwise direction of the track, in other cases at least six cables, in some cases, at least twelve cables. As mentioned above, in some embodiments, for example, a singular cable may be used. The continuous linking members 31 or cables 179 may have any suitable dimension to ensure a structurally sound interconnection of the plurality of track members 223 and structurally sound overall track configuration 2200. For instance, in some cases, the cables 179 may be selected to each have a diameter of at least 3.7mm and no greater than 14.7 mm depending on the particular vehicle configuration and overall size of the tracked vehicle. In some embodiments, for example, the overall track width, Wt, is about 735mm, as measured along an axis that extends transverse to the longitudinal direction of the track 22, and the linking members 31 or cables 179 are specifically selected for use with the plurality of track members 223 for forming the track 22 such that a ratio (R1) of the diameter of each of the continuous linking members 31 or each of the cables 179, “de”, to the track width, Wt, as defined by the overall length of each of the track members 223 (as measured in the widthwise direction of the track 22) is greater than or equal to 0.50% and less than or equal to 2.00%. In some preferred embodiments, for example, the ratio, R1 (R1= dc / Wt), of the diameter of each of the continuous linking members 31 or each of the cables 179, de, to the track width, Wt, is 0.86%.

[0254] In some embodiments, for example, the cables 179 are arranged in groupings 311 of at least three cables 179 each wherein the groupings 311 are arranged in spaced apart relationship to one another in the widthwise direction of the track 22, as shown for example in Figure 55. However, it will be understood that the number of cables 179 within each grouping 311 and the total number of groupings 311 may vary depending on the particular track configuration required for use with a particular tracked vehicle.

[0255] In some embodiments, for example, the individual cables 179 are secured or otherwise connected to the main body portion 127 of the track members 223 via a clamping or “sandwich” arrangement between first and second components of the main body portion 127. For example, in some embodiments, the main body portion 127 includes a wheel-contacting part 181 and a base 193 arranged in stacked relationship, one on top of the other such that when the main body portion 127 is arranged relative to the groundengaging pad 125, the base 193 is disposed between the ground-engaging pad 125 and the wheel-contacting part 181. In this example embodiment with reference to Figures 57 and 58, the first guide projection 36i, the second guide projection 362, the wheel engager 29 and the wings or extension portions 51 constitute and / or form part of the wheelcontacting part 181 of the main body portion 127 such that the wheel-contacting part 181 is of unitary, one-piece construction. The base 193 serves as a support for the wheelcontacting part 181 and for the ground-engaging pad 125, and in some instances serves to extend the wings or extension portions 51 of the wheel-contacting part 181, the base 193 having an overall length, as measured along the widthwise direction of the track 22, that is greater than the overall length of the wheel-contacting part 181 , as measured along the widthwise direction of the track 22. In some embodiments, for example, the base 193 has an overall length, as measured along the widthwise direction of the track 22, that is the same as the overall width (Wt) of the track 22. In other embodiments, for example, the base 193 is configured to be disposed between an upper surface defined by the groundengaging pad 125 and between the first guide projection 36i, the second guide projection 362, and the wheel engager 29 of the wheel-contacting part 181 such that the base 193 as an overall length, as measured along the widthwise direction of the track 22, that is less than the overall length of the wheel-contacting part 181, as measured along the widthwise direction of the track 22. In some cases, the base 193 is disposed between the groundengaging pad 125 and the first guide projection 36i, the second guide projection 362, the wheel engager 29, and the wings or extension portions 51 such that the base 193 as an overall length, as measured along the widthwise direction of the track 22, that is the same as the overall length of the wheel-contacting part 181, as measured along the widthwise direction of the track 22. In example embodiments wherein the main body portion 127 is comprised of a first part 127(1) including the first guide projection 36i and a second part 127(2) that includes the second guide projection 362, as illustrated for example in Figure 68, it will be understood that each of the first part 127(1) and the second part 127(2) are connected to the base 193 in spaced apart relationship to one another such that theportion of the base 193 that extends between each of the first part 127(1) and the second part 127(2) defines the wheel engager 29.

[0256] In some embodiments, for example, the base 193 and the wheel-contacting portion 181 are secured together in their stacked configuration when the main body portion 127 is secured to the elastomeric pad 125 with fasteners 101. More specifically, in some embodiments, the base 193 includes openings 1011 for receiving fasteners 101, the openings in the base 193 being arranged within the base 193 to align with corresponding openings 1012 formed in the connector portion 109 of the ground-engaging pad 125 or with the upwardly extending fasteners 101(a) that extend from the ground-engaging pad 125 such that the upwardly extending fasteners 101(a) extend through the corresponding openings 1011 in the base 193, which serves to align the base 193 relative to the groundengaging pad 125. Once the base 193 is aligned relative to the ground-engaging pad 125, the wheel-contacting part 181 is disposed on top of the base 193 with corresponding openings 1011 being aligned with corresponding openings 1012 in the base 193 such that any upwardly extending fasteners 101 are also received through the corresponding openings in the wheel-contacting portion 181 thereby aligning the wheel-contacting portion 181 relative to the base 193. Once the base 193 and the wheel-contacting portion 181 are arranged relative to the ground-engaging pad 125, the remaining fasteners 101b are used to secure all of the components together.

[0257] To facilitate the interconnection and / or coupling of the individual track members 223 to the linking members 31 or cables 179, in some embodiments, the base 193 of the main body portion 127 includes link receivers 235, for example channels or grooves that are recessed into the base 193 and configured for receiving at least a portion of the cables 179 when the cables 179 are arranged relative to the base 193. See, for example, Figure 57A. The link receivers 235 are disposed within the base 193 so as not to interfere with the fastener openings formed therein. Accordingly, in some instances, at least some of the link receivers 235 are arranged in between adjacent ones of the fastener openings. See for example, the cross-sectional view of an example embodiment of a track member 223 illustrated in Figure 58. In such example embodiment, the linking members 31 or cables 179 are arranged as four groupings 311 of three individual cables 179. A first grouping 311(1) is arranged proximal a first end of the main body portion 127, a second grouping 311(2) as arranged proximal a second end of the main body portion 127, a third grouping 311(3) is arranged proximal to or aligned with the first guide projection 36i, and a fourthgrouping 311(4) is arranged proximal to or aligned with the second guide projection 362 when the wheel contacting-part 181 is arranged relative to the base 193. See, for example, the example embodiment of Figure 57-58. While the groupings 311(3), 311(4) of cables 179 arranged proximal the first and second guide projections 36i, 362 are free of interference from fasteners 101, the groupings 311(1), 311(2) of cables 179 arranged proximal the first and second ends of the main body portion 127 are positioned between adjacent fastener openings and fasteners 101. Once the base 193 is arranged relative to the ground-engaging pad 125, each cable 179 is arranged within a corresponding receiver 235 so as to be recessed, or at least partially recessed, within the base 193. Once the cables 179 are arranged within the corresponding receivers 235, the wheel-contacting portion 181, or each one of the first main body part 127(1) and second main body part 127(2), is arranged over top of the base 193 and cables 179, thereby “sandwiching” or “clamping” the cables 179 therebetween. In some embodiments, for example, the bottom surface of the wheel contacting part 181 (or the bottom surface of each of the first main body part 127(1) and second main body part 127(2)) is / are complimentarily or cooperatively configured for engaging the cables 179 when the wheel contacting part 181 (or the bottom surface of each of the first main body part 127(1) and second main body part 127(2)) is arranged overtop of the cables 179 for securing the cables 179 within the receivers. See, for example, Figure 57B, wherein the bottom of the wheel-contacting part 181 includes projecting portions 237 that press against the cables 179 when the wheel contacting part is positioned overtop of the base 193. In some embodiments, for example, the receivers or channels 235 are configured to define a non-linear path through the base 193 such that when the cables 179 are received within the receivers 235, the cables 179 extend along a non-linear path through each of the track members 223. In some embodiments, for example, the non-linear path defined by each of the receivers 235, independently, includes alternating channel segments or groove segments 105 that extend in different directions, e.g. upwardly and downwardly, relative to an axis that extends parallel to the longitudinal axis of the track 22 as illustrated for example in Figures 56 and 57A-C. As shown, in the subject example embodiment the bottom surface or base of the link receivers 235 (or channels) is undulated such that when a cable 179 is disposed within the channel and the wheel-contacting part 181 is positioned overtop of the base with the cables disposed therebetween, the cables 179 each assume a “wavy” or “undulated” configuration within the channel or receiver 235. Accordingly, in some embodiments, for example, the non-linear path defined by each of the receivers 235 iswavy or zigzag-like in an upwardly and downwardly configuration. In other embodiments, for example, the zigzag-like or wavy path may be defined in a lateral, side-to-side configuration such that the link receiver 235 or channel includes channel segments that extend in different lateral directions relative to the longitudinal axis of the channel. With reference to Figures 57A-57C, the projecting portions 237 formed on the bottom of the wheel-contacting part 181 are configured to have a profile or shape that corresponds to the undulating or non-linear shape of the receivers 235 such that when the wheelcontacting part 181 is positioned over top of the base 193, the cables 179 are “crimped” therebetween. In example embodiments wherein the receivers 235 are configured to define a non-linear path, while the track members 223 are secured to the cables 179 with a portion of the cables 179 disposed within the receivers 235, displacement of the track members 223 relative to the cables 179 along the longitudinal direction of the cables 179 in response to forces applied to the track members 223 in the longitudinal direction of the track 22 is resisted.

[0258] In example embodiments wherein the linking members 31 include cables 179 that extend in a continuous manner, each track member 223 is secured to the cables 179, independently, with each track member 223 being spaced apart from the adjacent track member 223 within the series of plurality of track members 223 as illustrated, for example, in at least Figures 55 and 59. In some embodiments, for example, the track members 223 are spaced apart from each other along the cables 179 such that a gap 2230 is formed between adjacent track members 223 with exposed cable portions extending through the gaps 2230 between adjacent track members 223. In some embodiments, for example, the track members 223 are spaced apart equidistantly along the cables 179 such that the gaps 2230 are the same. In some other embodiments, for example, at least some of the track members 223 may be spaced apart from each other along the cables 179 by different distances, as measured along the longitudinal direction of the track 22, such that at least some of the gaps 2230 are different (not shown). In some embodiments, for example, the track members 223 are spaced apart from each other along the cables 179 by a distance of at least 81mm, and in some instances 81.2mm, as measured along the longitudinal direction of the track 22 for a track 22 having a track pitch of 150mm, wherein the track pitch, P, is the center-to-center distance between the connection of one track member 223 to the linking members 31 to the connection point of the adjacent track member 223 to the linking members 31 (see, for example, Figure 96).

[0259] When the track 22 comprised of the plurality of track members 223 and linking members 31 in the form of cables 179 is mounted on the track-engaging assembly of the respective track assembly 16i, as motive forces are transmitted via the prime mover to the drive wheel 24, the track 22 moves about the track-engaging assembly providing traction to the vehicle. The exposed cable portions can bend or otherwise deform as the vehicle travels over rugged or uneven terrain. As the track 22 encounters rugged and / or uneven terrain that may result in bending and / or deformation of the track 22, the bending and / or deformation may cause flexion and / or compression in areas of the track 22 as it moves across the ground. This is especially true in tracked vehicles that include a suspension system that allows displacement of at least some of the wheels within the track-engaging assembly relative to the chassis or frame of the vehicle, relative to a neutral position of the wheel(s) relative to the chassis or frame, in response to upwards forces applied to the wheel(s). For example, as one wheel is displaced upwardly relative to the chassis or frame as the vehicle travels over rugged and / or uneven terrain, for example, the track 22 must bend and / or flex to accommodate for the changing wheel configuration as not all of the weight-bearing wheels of the track assembly 16i remain at the same neutral position relative to the chassis or frame. In conventional MERT tracks, the bending and / or flexing of elastomeric portions of the track that extend between the metal wheel-engaging portions of the MERT may be less prone to bending and / or flexing in these areas resulting in areas of higher stress that can ultimately lead to fatigue and / or failure in these and / or other regions of conventional MERT track configurations. By having exposed cable portions that run, or extend, between adjacent track members 223, bending and / or flexing of the track 22 within these regions may result in overall less stress and / or wear within these regions giving rise to improved durability and / or longevity of the track 22 while in use.

[0260] In some embodiments, for example, the track 22 is configured such that the track members 223 are secured to the cables 179 in spaced apart relationship to one another such that a ratio (R2) of the length of the exposed cable portion, Lex-c, as measured along an axis that extends parallel to a longitudinal axis of the track 22, to the track pitch, P, is greater than or equal to 25% and less than or equal to 75% (R2 = Lex-c / P). In some preferred embodiments, for example, the ratio (R2) of the length of the exposed cable portion, Lex-c, as measured along an axis that extends parallel to a longitudinal axis of the track 22, to the track pitch, P, is 50% and in other preferred embodiments, the ratio (R2) of the length of the exposed cable portion, Lex-c, as measured along an axis thatextends parallel to a longitudinal axis of the track 22, to the track pitch, P, is 54.1%. For example, for a track 22 having a track pitch, P, of 150mm, in a preferred example embodiment, the length of the exposed cable portion that is visible between an adjacent pair of track members 223 is 81 ,2mm. By have exposed cable portions between adjacent track members 223 allows for visible inspection and monitoring of the integrity of the cables 179. Due to the modular structure of the track members 223 wherein the cables 179 are “sandwiched” or “clamped” between the base 193 and the wheel contacting portion 181 of the main body portion 127, any damaged cable 179 can be replaced thereby extending the longevity of the overall track 22. The modular structure of the track 22 also allows for precise adjustment of the track pitch, P, to ensure proper and efficient engagement between the track 22 and a particular drive wheel 24. As well, by having gaps 2230 between adjacent track members 223 with exposed cable portions formed within the track 22, decreases the accumulation of debris along the inner surface of the track 22 that might otherwise interfere with the proper engagement of the wheels with the wheelengaging portions of the track 22 as debris can more easily pass-through and / or be “shed” from the track 22.

[0261] In example embodiments wherein the linking members 31 are in the form of cables 179 with the plurality of track members 223 secured to the cables 179 in spaced apart relationship to one another, the individual track members 223 can pivot with respect to the other track members 223 within the overall track configuration as the track 22 moves about the corresponding track assembly 16i , 162 while the tracked vehicle is in use and travelling over terrain. The ability of each track member 223 to pivot relative to the other track members 223 relative to a neutral rolling path of the track 22, wherein the neutral, rolling path is a rolling path wherein the each of the ground-engaging track members 223 are disposed generally parallel to the plane of the surface in which they are in contact, allows the track 22 to better conform to uneven terrain thereby ensuring that the track 22 remains in contact with the ground and provides traction to the vehicle. The increased flexibility of the exposed cable configuration of the track 22 provides the ability of each track member 223 to pivot relative to a neutral, longitudinal axis of the track 22 (e.g. the longitudinal axis along which a cable 179 extends when the ground-engaging track members 223 are disposed along the neutral rolling path) by a pivot angle, Op. In some embodiments, for example, the maximum pivot angle, Op, that may be achieved by each track member 223 relative to the neutral, longitudinal axis of the track 22 is 16.45 degrees (see for example, the exemplary illustration of the pivot angle, Op, of a track member 223relative to an adjacent track member in Figures 74-75). As each track member 223 may pivot relative to each of the other track members 223 in the overall track configuration, the track 22 can better conform to rugged and / or uneven terrain thereby ensuring that the track 22 maintains contact with the ground while the vehicle is in use. For example, embodiments wherein the track members 223 are interconnected with continuous linking cables 179, it will be understood that a maximum pivot angle is when at least some of the exposed cable lengths between adjacent track members 223 become vertically oriented rather than horizontally oriented along the neutral axis of the track 22.

[0262] In example embodiments wherein the track 22 includes linking members 31 in the form of cables 179 with the plurality of track members 223 secured to the cables 179 in their spaced apart relationship to one another, the modular structure of the track 22 allows for the distance between the central longitudinal axis of the one or more cables 179 (or the pivot axis or “flex” axis) and the upper surface of the wheel-engager 29 along which the outer rim portions of the wheels of the track-engaging assembly engage and / or contact the track members 223, to be customized and / or adjusted for a particular track configuration and / or size and / or application of a particular tracked vehicle. For example, in some embodiments, track members 223 are configured such that securing the track members 223 to the one or more cables 179 is with effect that the central or neutral axis 1790 of the cables 179 (e.g. the primary axis along which the portion of the cable 179 that is “sandwiched” between the base 193 and the wheel-contacting portion 181 of the track member 223 extends) is arranged at a vertical height, relative to the ground-engaging surface 183 of the track member 223 that is less than the height at with the upper surface of the wheel-engager 29 is located. Accordingly, in some embodiments, the components of the track member 223 are configured such that the central or neutral axis 1790 of the cables 179 is disposed closer to the ground-engaging surface 183 of the ground-engaging pad 125 (see for example Figure 77). In other embodiments, the components of the track member 223 may be configured such that the central or neutral axis 1790 of the cables 179 is disposed farther away from the ground-engaging surface 183 of the groundengaging pad 125 and more proximal to the upper surface of the wheel-engager 29 (see for example Figure 76).

[0263] In the example embodiments of the track members 223 described above in connection with Figures 54-58, the base 193 and wheel contacting portion 183 of the main body portion 127 are configured such that the “sandwiching” and / or “clamping” of thecables 179 between the base 193 and the wheel contacting portion 181 and the connection between the ground-engaging pad 127 and the main body portion 127 is with effect that the central or neutral axis 1790 of the cables 179 is disposed at a vertical height, relative to the ground-engaging surface 183 that is less than the vertical height of the upper surface of the wheel engager 29 and more proximal the ground-engaging surface 183 of the ground-engaging pad 125. By having the central or neutral axis 1790 of the cables 179 disposed closer to the ground-engaging surface 183 of the ground-engaging pad 125 results in less gliding distance for the individual track members 223 as the track 22 bends or “folds” over uneven terrain during operation of the vehicle which can result in less wear on the ground-engaging pad 125. In example embodiments wherein the base 193 and the wheel contacting portion 181 are configured such that connection of the track members 223 to the one or more cables 179 is with effect that the central or neutral axis 1790 of the cables 179 is disposed more proximal to the vertical height of the upper surface of the wheel engager 29, the bending and / or “pivoting” of the track members 223 relative to one another occurs more proximal to the location of the contact engagement between the wheels of the track-engaging assembly (i.e. the drive wheel 24, main idler wheel 23 and one or more intermediate idler wheels 28i) and the upper surface of the wheel engager 29 which results in less gliding distance between the outer rim portions of the wheels of the track-engaging assembly (i.e. the drive wheel 24, main idler wheel 23 and one or more intermediate idler wheels 28i) with the metallic wheel-engager 29 during the bending of the track 22 over uneven terrain which can result in less wear on the wheelengager 29 and wheel-contacting portion 181 of the main body portion 127. In example embodiments wherein the outer rim portions of the wheels of the track-engaging assembly (i.e. the drive wheel 24 or sprocket wheel, main idler wheel 23 and one or more intermediate idler wheels 28i) are also metal, by bringing the central or neutral axis 1790 of the cables 179 closer to the upper surface of the wheel-engager 29 can result in less metal-to-metal gliding between the components resulting in less wear on both the wheelengager 29 and the wheels of the track-engaging assembly, especially the drive wheel 24 (or sprocket wheel).

[0264] In some embodiments, for example the track members 223 are configured such that a ratio (R3) of the distance between the pivot axis (as defined by the central, neutral axis 1790 of the cable 179 in the subject example embodiment and identified as “D” in Figures 77-79) and the upper surface of the wheel-engager 29, as measured along an axis that is normal the ground-engaging surface 183 defined by the ground-engaging pad125 (identified as “C” in Figure 79) to the distance defined by the track pitch, P, (wherein R3 = (C-D) / P) is between a minimum of -10.0% and a maximum of 50.0%. In a preferred embodiment, the ratio (R3) of the distance between the pivot axis and the upper surface of the wheel-engager 29 to the distance defined by the track pitch, P, is 23.8%.

[0265] In order to achieve a track member 223 wherein the ratio, R3 of the distance between the pivot axis to the distance defined by the track pitch, P, is within the lower end of the provided range such that the neutral axis 1790 of the cables 179 is located more proximal to the vertical height of the upper surface of the wheel engager 29, in some embodiments, the main body portion 127 is configured such that wheel-contacting portion 181 is formed in two separate parts. Accordingly, in some embodiments, the wheelcontacting portion 181 of the main body portion includes a first portion 127(1) and a second portion 127(2) both of which are independently mounted or connected to a base 193, wherein the base 193 defines the wheel-engager 29 as illustrated, for example, in the example embodiment of Figure 68 and Figure 77. In such example embodiments, the first part 127(1) and a second part 127(2) are mounted on either side of the wheel-engager 29 defined by the base 193 in spaced-apart relationship to each other. Depending on the particular structure of the base 193 and the first part 127(1) and a second part 127(2), in some embodiments, the connection of the track members 223 to the one or more cables 179 via the “sandwiching” or “clamping” of the one or more cables 179 between the base 193 and the first main body portion 127(1) and a second main body portion 127(2) is with effect that the pivot axis, or central, neutral axis of the portion of the cable(s) 179 that extends through the track member 223 is disposed higher than the lowermost surface (or wheel-contacting surface) defined by the wheel-engager 29 and / or in closer proximity to the lowermost surface (or wheel-contacting surface) defined by the wheel-engager 29. Accordingly, it will be understood that the particular configuration of the components that form the main body portion 127 of the track members 223 can be specifically configured to accommodate a desired ratio, R3, for a particular track 22 and tracked vehicle.

[0266] While the above-described example embodiments have been described in connection with track members 223 that form a track 22 that defines a central rolling path for engagement with the wheels of the track-engaging assembly of each of the track assemblies 16i, 162, as illustrated schematically in Figures 69-71 , it will be understood that the plurality of track members 223 can also be configured to allow for at least some of the wheels of the track-engaging assembly of each of the track assemblies 161 , 162, toengage with the track 22 along side rolling paths as illustrated schematically in Figures 72-74.

[0267] With reference, in particular to the example embodiment of Figures 80-81, the main body portion 127 is configured to include flat surface-defining portions 366 on either side of the firstand second guide projections 36i, 362. In some embodiments, for example, the flat surface-defining portions 366 are configured to accommodate connection of the main body portion 127 to the ground-engaging pad 125 via fasteners 101 by incorporating openings 367 for receiving the fasteners 101 wherein the heads of the fasteners 101 are recessed relative to the flat surface-defining portion 366 so as not to protrude above the flat surface-defining portion 366 and interfere with the rolling of the track 22 about the wheels of the track assemblies I61, 162. In some embodiments, for example, the flat surface-defining portions 366 are plate-like members that extend outwardly from the main body portion 127 in both the forward and rearward longitudinal or lengthwise direction of the track 22 such that the length, L366, of the flat surface-defining portion 366, as measured along an axis that extends parallel to the longitudinal direction of the track 22 is the same as the thickness or overall width of the track member 223, as measured along axis that extends parallel to the longitudinal direction of the track 22. Accordingly, it will be understood that the flat surface-defining portions 366 of the track members 223 provide a reaction surface against which at least some of the wheels (e.g. the intermediate idler wheels 28i) rest and roll along as the track 22 moves about the track-engaging assembly during operation of the vehicle.

[0268] With reference now to Figure 59, in some embodiments, for example, the groundengaging pad 125 is configured to assist with and / or promote the removal of debris (e.g. rocks, dirt, etc.) For example, in some embodiments, the ground-engaging pad 125 is configured such that the traction pad portion 107 includes anextension portion 103 projecting from each longitudinal edge of the ground-engaging pad 125. Accordingly, the extension portion 103 extends or projects from the longitudinal edge of the groundengaging pad 125 into the adjacent gap 2230 that is formed between adjacent ones of the track members 223 along the longitudinal direction of the track 22. In example embodiments wherein the traction pad portion 107 is formed of elastomeric material, the extension portion 103 forms part of the elastomeric material portion 107a and is a flexible extension portion that is configured to flex during movement of the track 22 around the plurality of wheels 24, 23 28i of the track assembly 16i. The flexible extension 103 mayserve to prevent entry of debris into the gaps 2230 between the track members 223 and from settling within the inner side 32 of the track 22 due to the projection of the extension portions 103 into the gap 2230 between track members 223. In example embodiments wherein the plurality of track members 223 are interconnected by linking members 31 in the form of cables 179, the extension portion 103 may also serve to protect the exposed portions of cables 179 from any such debris as the extension portion 103 may serve to deflect debris away from the exposed portions of the cables 179. In example embodiments wherein the traction pad 107 comprises elastomeric material such that the extension portion 103 is a flexible extension portion, the flexible nature of the extension portions 103 that extend from one side of a first track member 223 into the adjacent gap 2230 in a first (or forward) longitudinal direction and the extension portions 103 that extend from one side of a second track member 223 that is arranged adjacent to the first track member such that the extension portion 103 of the second track member 223 extends into the same gap 2230 in a second (or rearward) longitudinal direction that is opposite to the first (or forward) longitudinal direction, is with effect that the extensions portions 103 function in a similar manner to “pinball flippers” to deflect debris away from the exposed portions of the cables 179.

[0269] With reference, in particular to Figures 56, 59, 63 and 66, in some embodiments, for example, the traction pad portion 107 of the ground-engaging pad 125 includes a first extension 103i extending from a first longitudinal edge of the ground-engaging pad 125 and a second extension 1032 projecting from a second longitudinal edge of the groundengaging 125 in the longitudinal direction of the track opposite to the first extension 103i . The first and second extensions 103i, 1032 are configured to extend into the corresponding gap 2230 by a distance so as not to interfere with each other in response to bending of the track 22, as illustrated for example in Figure 59 and 66, where adjacent track members 223 may be brought into closer proximity to one another in response to the bending and / or deformation of the track 22. In some embodiments, for example, the ground-engaging pad 125 is configured such that the distance by which each of the extensions 103i, 1032 overhangs the ground-engaging bottom surface 183 of the groundengaging pad 125 is configured such that the distance between an outermost surface of a first extension to the outermost surface of the second extension of the adjacent track member is 19.2 mm for a track 22 having a track pitch, P, of 150mm and an overall track width of about 750mm. However, it will be understood that these distances may varydepending on the particular configuration of the track members 223 and configuration of the extension portions 103 of the traction pad portion 17 of the track members 223.

[0270] With reference now to Figures 78 and 79, in some embodiments, for example, rather than configuring the traction pad portion 107 of the ground-engaging pad 125 to include extensions 103 to assist with deflecting debris away from the cables and inner surface of the track 22, once the main body portion 127 of the track members 223 are secured to the cables 179, rather than over-molding the base 193 of the main body portion 127 with elastomeric material to form the traction pad portion 107 of the ground-engaging pad 125, the plurality of main body portions 127 and the one or more cables 179 may be fully coated or encased within a layer of elastomeric material 1070 via vulcanization or rubberization processes. By coating and / or encasing each of the main body portions 127 and the cables 179 within elastomeric or any suitable rubber material, the abrasion and corrosion resistance of the track 22 is increased. While coating and / or encasing track lugs or other strengthening components within rubber material to form tracks is known from conventional MERT (Metal Embedded Rubber Track) track configurations, in the subject example embodiment, the plurality of cables 179 are mechanically fixed to each of the main body portions 127 for forming the tracks thereby ensuring a more precise track pitch, P, due to the more secure interconnection between the cables 179 and the main body portion 127, which mechanical connection is not present in conventional MERT track configurations. See, for example, the schematic illustration in Figure 60 which shown the absence of a mechanical connection between the cables 179’ and the traction lugs 127’ for a conventional MERT and the mechanical connection provided in the subject example embodiments. By ensure a precise track pitch, P, the engagement between the track 22 and the drive wheel 24 of the track engaging assembly is improved which can result in increased overall performance of the tracked vehicle due to improved traction with the ground as a result of more efficient transfer of power from the drive wheel 24 to the track 22.

[0271] With reference now to Figures 61 to 66, there is shown another example embodiment of a track 22 according to the present disclosure. In this example embodiment, rather than linking the plurality of individual track members 223 together in their spaced-apart relationship via continuous linking members 31 in the form of cables 179 that extend continuously through the track members 223 to define the overall track configuration, the plurality of track members 223 are interconnected by a plurality ofindividual intermediate linking members 31 arranged in alternating arrangement with the plurality of track members 223 to define the track 22. In this arrangement, the individual track members 223i, 223j (see Figures 63-64) that form an adjacent pair of track members 223 are linked together by at least a pair of individual linking members 31 i that couple to and extend between the adjacent track members 223i, 223j. Each linking member 31 i, independently, has a first end 31(1) connected and / or coupled to a first track member 223i of the adjacent pair, and a second end 31(2) coupled to a second track member 223j of the adjacent pair. In some embodiments, for example, each adjacent pair of track members 223i, 223j are linked together by a pair of linking members 31 i disposed in spaced apart relationship to one another in the widthwise direction of the track 22 as illustrated, for example, in Figure 64. In some embodiments, for example, a first one of the linking members 311 is disposed on a first or outer side of the first guide projection 36i, and a second one of the linking members 312 is disposed on a first or outer side of the second guide projection 362. Accordingly, it will be understood that the first and second linking members 311, 312, when coupled to a respective one of the track members 223, extend from a first longitudinal edge of the track member 223 on either side of the wheel engager 29.

[0272] To provide the necessary relative movement between the plurality of track members 223 while they are linked together by the plurality of linking members 31 i to form the track 22, in some embodiments, for example, each linking member 31 i is in the form of a dual-pivoting connector 185. Each dual-pivoting connector 185 includes a pair of pivots 187 configured for mounting or coupling to adjacent ones of the track members 223 (e.g., 223j, 223j) to pivotally connect the adjacent ones of the track members 223 (e.g., 223j) to one another (e.g., 223j) and allow pivoting of the adjacent ones of the track members 223 (e.g., 223;, 223j) relative to one another during movement of the track 22 around the wheels 23, 24, 28i of the track-engaging assembly of the track assemblies I61, I62. The pivoting connection and / or coupling between the track members 223 and the intermediate linking members 31 i is such that the track members 223 can pivot laterally about a neutral, longitudinal axis 1790 of the track 22 that extends parallel to the longitudinal direction of the track 22 as well as about a pivot axis or flex axis that extends transverse to the neutral axis 1790 and transverse to the longitudinal direction of the track 22. Given that the track members 223 are interconnected at at least two distinct connection points, via the connection of the track members with the dual-pivoting connectors 185 (or via connection with at least two continuous linking members in the form of cables 179) itwill be understood that that the rotation of one track member 223 relative to an adjacent track member 223 is effected by rotation about at least the first connection point and a second connection point, each of which define a longitudinal axis of rotation, such that the longitudinal axis of rotation defined by the first connection and the longitudinal axis of rotation defined by the second connection are spaced apart from each other along an axis that extends transverse to the longitudinal axis of the track 22.

[0273] In this example embodiment, the main body portion 127 includes mounts 91 configured to receive and pivotally connect to respective ones of the dual-pivoting connectors 185. With reference in particular to Figures 63-65, the mounts 91 project from the wings or extension portions 51 of the main body portion 127 and are configured as mounting brackets 911 arranged in pairs such that one pair of mounting brackets 911 is disposed on either side of the first and second guide projections 36i, 362 along a first longitudinal edge 1271 of the main body portion 127 and on either side of the first and second guide projections 36i, 362 along a second longitudinal edge 1272 of the main body portion 127. Each pair of mounting brackets 911 is configured for receiving a corresponding mounting shaft 912 for coupling with a corresponding one of the dualpivoting connectors 185. In this respect, each mounting bracket 911 includes an opening 914 through which an end of the mounting shaft 912 extends. In some embodiments, for example, one end of the mounting shaft 912 is threaded for connection with a corresponding securing member 916, for example a nut, for securing the mounting shaft 912 in position relative to the pair of mounting brackets 911.

[0274] Each pivot 187 of each dual-pivoting connector 185 includes a through-opening 189 configured for receiving the corresponding mounting shaft 912 for coupling the corresponding pivot 187 of the dual-pivoting connector 185 to the corresponding pair of mounting brackets 911. Accordingly, when an end of the dual-pivoting connector 185, which includes pivot 187, is arranged relative to a mount 91 on a corresponding one of the track members 223, the through-opening 189 is aligned within the space defined between each pair of mounting brackets 911 that define the mount 91 and are aligned with the openings 914 formed in the mounting brackets 911 such that the mounting shaft 912 can extend through the opening 914 in a first mounting bracket 911, through the through-opening 189 defined by the pivot 187 of the dual-pivoting connector 185 and through the opening 914 in the second one of the mounting brackets 911 of the mount 91 so as to pivotally connect the dual-pivoting connector 185 to the mount 91, the dual-pivotingconnector 185 being secured in position via connection of the securing member 916 to the corresponding end of the mounting shaft 912. Accordingly, it will be understood that the coupling of the pivot 187 of the dual-pivoting connector 185 to the mount 91 is with effect that the dual-pivoting connector 185 is configured to rotate about the pivot axis defined by the mounting shaft 912, relative to the mounts 91 defined by the main body portion 127 of the track member 223, in response to movement of the track 22 about the wheels of the track-engaging assembly of the tracked vehicle. In this example implementation, the first guide projection 36i, the second guide projection 362, and the wheel engager 29 are disposed between the pairs of mounts 91 that extend from each longitudinal edge of the main body portion 127.

[0275] With reference in particular to Figure 65, to further support the connection between the dual-pivoting connectors 185 and the individual track members 223, in some embodiments, for example, the dual-pivoting connectors 185 include elastomeric dampers or elastomeric bushings 293 disposed within each of the openings 189 at either end of the dual-pivoting connectors 185. The elastomeric dampers 293 support a mounting shaft receiver 915 that is disposed within and extends through the openings 189 of the pivots 187 of the dual-pivoting connectors 185 such that the elastomeric dampers 223 are disposed intermediate the mounting shaft receiver 915 and the inner surface of the ends of the dual-pivoting connector 187 that defines opening 189. In some embodiments, for example, the mounting shaft receiver 915 serves as an inner bushing disposed within an outer bushing defined by the pivot 187 formed at the ends of the dual-pivoting connectors 185 to facilitate the pivoting movement and / or rotation of the dual-pivoting connector 187 about the mounting shaft 912 due to the smooth sliding surface defined by the interior of the mounting shaft receiver 915. The elastomeric dampers 293 serve to absorb and / or dampen some of the vibrations and / or absorb some longitudinal and / or rotational relative displacement between the dual-pivoting connectors 185 and the mounts 91 while the vehicle is in use with the track 22 moving around the corresponding track-engaging assembly and engaging the ground.

[0276] The elastomeric dampers 293 also serve to allow for pivoting of a track member 223 relative to an adjacent track member 223 in response to bending and / or twisting of the track members 223 relative to a neutral axis 1790 of the track 22 due to the track 22 moving over uneven and / or rugged terrain. Due to the location of the elastomeric damper 293 intermediate the mounting shaft receiver 915 and the inner surface of the pivot 187that defines the through-opening 189, in response to twisting or pivoting of a track member 223 about a neutral, longitudinal axis 1790 of the track 22 (e.g. the neutral, longitudinal axis being an axis that runs longitudinally through the dual-pivoting connectors 185 while the dual-pivoting connectors 187 are in a neutral position relative to the track members 223 as shown in Figure 63), for example wherein when one side of a track member 223 becomes raised relative to a neutral position of the track member 223 causing the opposite side of the track member 223 to pivot downwardly (as shown in Figures 75 and 76), the elastomeric damper 293 is compressed between the inner surface of the pivot 187 and the mounting shaft receiver 915. The compression of the elastomeric damper 293 between the pivot 187 and the mounting shaft receiver 915 in response to upward forces on the track members 223 allows for twisting and / or pivoting of the track member 223 about the neutral longitudinal axis 1790 due to displacement and / or rotation of the dual-pivoting connector 185 relative to the mount 91 to which it is coupled. See for example the schematic illustrations of Figures 75-76 which shows the rotation on one track member 223i relative to adjacent track member 223j such that at least one of the track members 223 is disposed at an angle, Op, relative to a neutral longitudinal axis of the track. Given that each track member 223 is pivotally connected to an adjacent track member 223 at two separate pivoting connections allows for increased range of movement and / or adjustability between the adjacent ones of the plurality of track members 223 thereby allowing the track 22 to better conform to uneven and / or rugged terrain. By providing two separate pivoting connections between adjacent track members 223 in conjunction with the elastomeric damper (or bushing) 293, the track 22 has been found to provide improved overall ground conformability as compared to conventional track configurations wherein the track components are linked together via a single pivot connection that may, in some embodiments, extend along the entire width of the track. In some embodiments, for example, when at least one of the track members 223 is subject to upward forces causing one end of the track member 223 to be raised and / or rotate upwards about the pivot connection, relative to the adjacent track member 223, while the other end of the track member rotates downwards relative to the adjacent track member as illustrated, for example, in Figure 75, the maximum tilt angle, Op, achievable by the one track member 223 relative to the adjacent track member 223 that remains in the neutral position, assuming that the elastomeric damper 293 is 100% compressible such that the mounting shaft receiver 915 comes into contact with the inner surface of the pivot 187, is 22.3 degrees. Accordingly, in actual use applications wherein the elastomeric damper 293 isless than 100% compressible such that a gap remains between the mounting shaft receiver 915 and the inner surface of the pivot 187 (which gap is occupied by the elastomeric material of the damper 293), it will be understood that the maximum tilt angle, Op, that is achievable will be less than 22.3 degrees. For example, in embodiments wherein the track member 223 tilts or pivots relative to an adjacent track member 223 such that a thickness of the elastomeric damper 293 is compressed to about 2.5mm at its maximum compression, the maximum tilt angle, Op, is 12.6 degrees.

[0277] In some embodiments, for example, stoppers 99 are disposed at each open end of the dual-pivoting connector 185, the stoppers 99 serving to position the mounting shaft receiver 915 within the opening. See, for example, the stoppers 99 illustrated in Figures 65 and 82A. The stoppers 99 also serve to limit relative displacement between the mounting shaft receiver 915 and the pivot 187 thereby limiting the load applied to the elastomeric damper 293 and the overall compression of the elastomeric damper 293 as well as the overall pivot angle (or tilt angle) that may be achieved. In some instances, the stoppers 99 may also serve to prevent and / or mitigate against possible extrusion and / or compression of the elastomeric dampers 293 in response to compressive forces being applied to the dual-pivoting connectors 185 in the longitudinal direction of the track 22.

[0278] In other embodiments, for example, rather than providing stoppers 99 at the open ends of the pivot 187 for controlling or limiting displacement between the mounting shaft receiver 915 and the pivot 187 of the dual-pivoting connector 185, one or both of the mounting shaft receiver 915 and the inner surface of the pivot 187 is provided with a limiter 999 that projects into the gap 9155 between the mounting shaft receiver 915 and the inner surface of the pivot 187. With reference to the example embodiment of Figure 82B, the limiter 999 is in the form of a bump the projects into the gap 9155 between the mounting shaft receiver 915 and the inner surface of the pivot 187 from the inner surface of the pivot 187 with the elastomeric damper 293 filling the space between the mounting shaft receiver 915 and the inner surface of the pivot 187 within the gap 9155. In response to pivoting movement or tilting of a track member 223 about the pivot connection between the dualpivoting connector 185 and the corresponding mount 91, the dual-pivoting connector 187 can tilt and / or pivot relative to the mounting shaft 911 about the limiter 999, with the limiter 999 preventing the amount of compressive forces transmitted to the elastomeric material. In the example embodiment of Figure 82C, the dual-pivoting connector 185 is configured such that the limiter 999 includes a first limiter portion 999(1) that projects into the gap9155 between the mounting shaft receiver 915 and the inner surface of the pivot 187 from the inner surface of the pivot 187, and a second limiter portion 999(2) that projects into the gap 9155 between the mounting shaft receiver 915 and the inner surface of the pivot 187 from the outer surface of the mounting shaft receiver 915. In other embodiments, for example, the limiter 999 is configured to project into the gap 9155 between the mounting shaft receiver 915 and the inner surface of the pivot 187 from the outer surface of the mounting shaft receiver 915 as shown, for example, in Figure 82D. In each configuration, either stoppers 99 or the limiter 999 are configured to control the maximum relative displacement between the dual-pivoting connector 187 and the corresponding mount 91 in order to control and / or limit the extent to which compressive forces are transmitted to the elastomeric damper 293 in response to relative displacement between the dualpivoting connector 187 and the mount 91. In some embodiments, for example, the pivot 187 may be free of limiters with the mounting shaft receiver 915 supported by the elastomeric damper 293 as shown in Figure 82E.

[0279] In the above-described example embodiments wherein the track 22 is comprised of a plurality of individual track members 223 that are interconnected by intermediate linking members 31 i in the form of dual-pivoting connectors 185, due to the positioning of the mounts 91 and dual-pivoting connectors 185 on either side of the first and second guide projections 36i, 362 in the subject example embodiment, the track members 223 do not provide for a rolling path on either side of the wheel-engager 29 for contacting outer rim portions of weight-bearing idler and may, instead be limited to engaging with the wheels of the track-engaging assembly of the track assemblies 161, 162 along only a center rolling path. This is also true of the example embodiments wherein the plurality of individual track members 223 are interconnected via a plurality of cables as shown in the example embodiments of Figs. 54-56, wherein the space on either side of the wheelengager 29 includes fasteners 101 for interconnecting the main body portion 127 of the track member 223 to the ground-engaging pad 125. Accordingly, in the above-mentioned example embodiments, the track 22 is particularly suited for engaging with wheels that are configured to engage and / or contact the track 22 via the center rolling path 810 defined by the wheel-engaging space 290of the track 22. However, in example embodiments wherein a side rolling path 812 is desirable or required for engaging with a double-hub intermediate idler wheel 28i, for example, the dual-pivoting connectors 185 can be modified to provide a flat surface-defining portion 366(1) on the upper surfaces thereof with the mounts 91 on the main body portion 127 also being configured to include a secondflat surface-defining portion 366(2). In such example embodiments, connection between the intermediate linking members 31 i (or dual-pivoting connectors 185) and the track members 223 is with effect that a continuous side rolling path is created on either side of the firstand second guide projections 36i, 362 along the inner surface of the track 22. See, for instance, the example embodiment illustrated in Figures 83A-83B. In such example embodiment, connection of the dual-pivoting connectors 185 intermediate adjacent track members 223 to form the overall track configuration via connection of the dual-pivoting connectors 185 to the mounts 91 is with effect that a continuous rolling path is defined along the inner surface of the track 22 on either side of the guide projections 36i, 362 by the arrangement of the flat surface-defining portion 366(1 ) of the dual-pivoting connectors 25 with the second flat surface-defining portion 366(2) formed by the mounts 91. The alignment of the flat surface-defining portion 366(1) of the dual-pivoting connectors 185 with the second flat surface-defining portion 366(2) of the mounts 91 creates the continuous rolling path with few discontinuities, thereby allowing the outer rim portions of the wheels that engage with the track 22 along the side rolling paths 812 to roll smoothly along the continuous surface.

[0280] With reference now to Figures 84-86, various example embodiments of the dualpivoting connectors 185 and mounts 91 are described. For example, with reference to the example embodiment of Figure 84, the mounts 91 of each track member 223 are each configured to include a mount 9111 in the form of a bushing similar in structure to the previously described pivot end 187 of the dual-pivoting connectors 185. Accordingly, in the subject example embodiment, the mount 9111 includes an outer bushing similar in structure to pivot 187 and an inner bushing that serves as the mounting shaft receiver 915 with an elastomeric damper 293 (not shown) disposed therebetween. In some embodiments, the dual-pivoting connectors 185 are in the form of an H-shaped linking member such that each end of the dual-pivoting connector 185 includes a pair of mounting brackets 1871 with a cross-member or web portion 1878 extending therebetween, configured to be arranged on either side of bushing mount 9111 that extends from the main body portion 127 of the track member 223. Once the mounting brackets 1871 are arranged on either side of the mount 9111, a mounting shaft 912 is arranged to extend through a first one of the mounting brackets 1871, through the corresponding mount 9111 and through the second one of the mounting brackets 1871 for connection with a securing member to secure the H-shaped linking member in position. In this configuration, the H-shaped linking members allow for the same degree of pivoting and / or tilting of theindividual track members 223 while allowing for all of the vulcanized rubber or elastomeric components of the track member 223, specifically the traction pad portion 107 and the elastomeric damper 293, to be fused to the main body portion 127 requiring rubberization manufacturing steps to be concentrated on a singular component of the track 22 rather than on both the track members 223 and the individual linking members 31 i.

[0281] In some embodiments, for example, rather than providing dual-pivoting connectors 185 in the form of H-shaped linking members that include a pair of mounting brackets 1871 at each end of the connector 185 with a web portion 1878 extending therebetween, to further simplify the structure of the intermediate linking members 31 i, the dual-pivoting connectors 185 include a pair of individual pivot brackets or links 1871a, 1871b, wherein one pivot bracket 1871a is arranged on a first side of one of the bushing mounts 9111 formed on the main body portion 127 of the track member 223 and the second pivot bracket 1871b being arranged on the other side of the busing mount 9111, the first and second pivot brackets 1871a, 1871b being connected to the bushing mount 9111 by way of the mounting shaft extending through the first pivot bracket 1871a, the bushing mount 9111, and the second pivot bracket 1871b and secured in position via securing member 916. See, for example, the example embodiment of Figure 85. Figure 86 iillustrates a side view of a section of track 22 wherein the intermediate connectors 31 i are in the form of either the H-shaped connectors of Figure 84 or the links shown in Figure 85.

[0282] In the example embodiments of Figures 84 and 85, it will be understood that given that the bushing mounts 9111 have a similar construction to the pivot ends 187 of the dualpivoting connectors 185 shown in Figures 61-66 and 82A-82E, for example, that the same “twisting” and / or pivoting of the track members 223 about the mounts 9111 to achieve the desired ground conformability is permitted. As well, it will be understood that the intermediate links 31 i that are arranged in alternating arrangement with the track members 223 to form the track 22 can have various forms provided that include pivot connections at each end of the intermediate connector 31 i with the corresponding track member 223.

[0283] As described above in connection with the example embodiment wherein the links 31 i comprise a plurality of cables 179, in example embodiments wherein the individual track members 223 are interconnected via the dual-pivoting connectors 185, the groundengaging portion 125 may be similarly configured to include a flexible extension 103 projecting in the longitudinal direction of the track 22. As described above, the flexibleextensions 103 that extend from each longitudinal edge of the track member 223 are each, independently, configured to flex during movement of the track 22 around the wheels of the track-engaging assembly which, in some cases may also prevent entry of debris from settling within the inner side 32 of the track 22.

[0284] With reference now to Figures 86-91, there are shown example embodiments of other traction pad 107 configurations for the plurality of track members 223. In some embodiments, for example, the ground-engaging pad 125 may be configured to have a trapezoidal shape that is free of extensions 103. In other embodiments, the groundengaging pad 125 may be configured to have an asymmetrical shape wherein the traction pad portion 107 has a trapezoidal shape but includes asymmetrically configured extensions 103. In such configuration, a first extension 103(1) extends from a first longitudinal, upper edge of the traction pad portion 107 of the ground-engaging pad 125, while the second extension 103 extends from a second side of the traction pad portion 107, that is opposite to the first side, at a location that is disposed vertically below the upper longitudinal edge of the traction pad of the second side of the traction pad. With such a configuration, when the track members 223 are arranged in spaced-apart relationship to one another via connection to the intermediate links 31 i or dual-pivoting connectors 185 (or along the cables 179), the gap or distance, Dgap, between the outermost surface of the first extension 103 of a first track member 223(1 ) to the outermost surface of the second extension 103 of a second track member 223(2) arranged adjacent to the first track member 223 is reduced while still maintaining the same bending and / or pivoting capability as the extension portions 103 are less likely to interfere and / or impinge against one another during bending of the track 22 as the first and second extensions may be brought into a stacked relationship relative to one another during “bending” of the track 22 as illustrated in the encircled area in Figure 88.

[0285] In other embodiments, for example, the ground-engaging pad 125 may be configured to have an overall square cross-sectional shape that is free of extensions 103 as illustrated in the example embodiment of Figure 90. The overall square cross-sectional shape allows for an increase in the size of the ground-engaging bottom surface of the traction pad 107 thereby providing for an increased tread wear volume that allows for more wear and may increase the overall durability of the traction pad portion 107. By providing a larger ground-engaging bottom surface 183 of the ground-engaging pad 125, the overall ground pressure applied by the track members 223 is reduced, as compared to thetrapezoidal cross-sectional shape shown in Figures 86 and 89, due to the increased size of the contact area between the track members 223 and the ground.

[0286] While the above-described example embodiments relate primarily to track members 223 that include a ground-engaging pad 125 having an elastomeric traction pad portion or elastomeric outer surface with elastomeric ground engaging surface, it will be understood that track members 223 having non-elastomeric and metallic traction pad 107 are also contemplated within the scope of the present disclosure. In some use cases, metallic traction pad portions 107 or metallic ground-engaging surfaces are preferred for use in applications that require increased durability of the outer, ground-engaging traction surface of the track 22 with particularly rugged and / / or difficult terrain, for example, mining applications, demolition zones, etc. In such example embodiments, the ground-engaging pad 125 may be configured to provide more of a narrow ground-engaging bottom surface 183 for increased ground pressure and more of a “toothed” grip against the ground. See, for example, the example embodiment of Figure 91 wherein the main body portion 127 and the ground-engaging pad 125 are both metallic and may be of unitary, one-piece construction, with the ground-engaging pad tapering in a downwards direction towards the ground-engaging surface 183. Accordingly, it will be understood that in some embodiments, the ground-engaging surface 183 is narrower than the interface surface between the ground-engaging pad 125 and the main body portion 127.

[0287] While the above-described example embodiments of the configurations of the traction pad portion 107 of the ground-engaging pad 125 of the track members 223 have been described and illustrated in connection with track configurations that are formed by the plurality of track members 223 interconnected by a plurality of intermediate linking members 31 i in the form of dual-pivoting connectors 185, it will be understood that similar configurations are equally applicable to track configurations formed by a plurality of track members 223 connected in spaced apart relationship to one another along linking members 31 in the form of continuous linking members such as cables 179.

[0288] While various example embodiments of track configurations have been described, it will be understood that the plurality of track members 223 may be configured in any suitable fashion and / or adapted for a particular application. While in the above-described example embodiments and related Figures, the track members 223 are configured such that the main body portion 127 remains exposed and is not overmolded by or embedded within elastomeric material, in some embodiments, only the first guide projection 36i anda second guide projection 362 are exposed. In other embodiments, the first guide projection 36i, a second guide projection 362, and the wheel engager 29 are exposed while the wings or extension portions 51 with fasteners 101 are overmolded with elastomeric material. In yet other embodiments, and as shown in the drawings, the first guide projection 36i , the second guide projection 362, the wheel engager 29 and the wings 51 are exposed. In embodiments wherein the plurality of track members 223 are interconnected by continuous linking members 31 in the form of cables 179, it will be understood that in some configurations the cables 179 and the plurality of track members 223 may be coated or encased within elastomeric material as shown in Figures 78 and 78A. In some embodiments, the traction pad portion 107 of the ground-engaging pad 125 is formed separated to the elastomeric coating applied to the cables 179 and the guide projections. In other embodiments, for example, the elastomeric coating 1070 and the elastomeric traction pad 107 of the ground-engaging pad 125 are formed together in a single vulcanization and / or rubberization process.

[0289] With reference now to Figures 92-93, in some embodiments, for example, the first and second guide projections 36i, 362 and the wheel engager 29 are configured in an effort to minimize the risk of de-tracking. In some embodiments, the wheel engager 29 is configured to define a concave surface-defining portion 1520 against which the outer rim portion of the wheels engage the track 22. In the case of the main drive wheel or sprocket wheel 24, the concave surface-defining portion 1520 is configured to engage with the teeth of the drive wheel 24. The concave surface defining portion 1520 extends into an upwardly-extending surface defining portion 1522. In some embodiments, for example, the upwardly extending portion includes a first portion that extends from the upper edge portion of the concave surface-defining portion to an upper edge portion and transitions into a second portion that extends upwardly and outwardly away from the first portion. In some embodiments for example, the upwardly-extending surface defining portion 1520 is configured such that an angle, 0A, defined between the second portion of the upwardly-extending surface-defining portion 1520 and a central vertical axis 2205 that extends through the wheel-engaging space 290 is greater than an angle, 0B, defined between the first portion of the upwardly extending portion as it transitions from the concave surfacedefining portion 1520 and the central vertical axis 2205, as illustrated, for example, in the example embodiment of Figure 92. In some embodiments, for example, the angle, OB, is at least 50% of the angle, ©A. In some embodiments, for example, the angle, OB, defined between concave surface-defining portion 1520 and a central vertical axis 2205 is 22degrees while the angle, 0A, defined between the second portion of the upwardly extending surface-defining portion 1520 and a central vertical axis 2205 is 42 degrees. In some embodiments, for example, the guide projections 36i, 362 are configured such that the concave surface-defining portion and the upwardly extending surface-defining portion together resemble the shape of the ears of a fox. With such a configuration, the wheelengaging space 290 defined by the wheel engager 29 and the guide projections 36i, 362 offers an overall wider wheel-engaging space 290 with more gently sloped first and second upwardly extending surface-defining portions on either side of the wheel-engager 29. In some embodiments, for example, the wheel-engaging space 290 is configured such that the wheel-engaging space defines a maximum width, as measured along an axis that extends parallel to the widthwise direction of the track 22, such that de-tracking of the track 22 relative to the wheels of the track assembly such that one or more wheels becomes disengaged from within the wheel-engaging space occurs when the track is tilted relative to the central vertical axis of the wheel-engaging space between a minimum of 35 degrees and a maximum of 55 degrees.

[0290] By providing a track 22 having a wheel-engaging space 290 with a curved or rounded base portion 2203 and an upwardly extending surface defining portion 1522, the track-engaging portion or outer rim portion of the wheels that engaged with the track 22 tend to return towards the center of the wheel-engaging space 290 when the wheel becomes displaced relative to the track 22 (or vice versa) due to uneven terrain and / or turning forces, etc. such that the wheel settles into the wheel-engaging space 290 thereby decreasing the likelihood of de-tracking. More specifically, as the wheel 23, 24 is displaced within the wheel-engaging space 290 due to movement of the wheel and / or movement of the track 22 relative to the wheel, contact of the outer rim portion of the wheel with the sloped or angled surface of the concave surface-defining portion and the upwardly extending portion serve to direct the wheel back towards the concave-surface defining portion 152 defined at the base of the wheel-engaging space 290 and back towards the central vertical axis 2205 of the wheel-engaging space 290. In the subject example embodiment, the degree to which the track 22 or wheel 23, 24 must shift relative to one another to cause de-tracking is much larger, as compared to known configurations of wheel-engaging spaces and thereby is less likely to occur, than the degree of shift that can result in de-tracking with a more conventional track configuration. Track configurations including first and second guide projections and a wheel engager that together define a wheel engaging space have a base that defines a concave surface defining portion andfirst and second upwardly extending portions for mitigating de-tracking when the track becomes disposed at an angle relative to the wheels of the track-engaging assembly are described in Applicant’s International PCT Application No. PCT / CA2025 / 050976 filed July 14, 2025, in the name of Prinoth Ltd., the entirety of which is hereby incorporated herein by reference.

[0291] The various example embodiments of track configurations that have been described relate to example embodiments of tracks 22 comprising a plurality of individual track members 223 that are arranged and / or interconnected in spaced apart relationship to one another in the longitudinal direction of the track 22 and that extend in a widthwise direction of the track 22 wherein the plurality of track members 223 are either connected together in their spaced apart relationship via connection to continuous linking members 31 in the form of cables 179, or interconnected via intermediate, discrete linking members 31 i arranged in pairs between adjacent track members 223. For both styles of tracks 22, the plurality of track members 223 and the linking members 31 are configured to provide a track 22 that is configured for mounting on the track-engaging assembly of the respective track assembly 16i , 162 and that is more suited to conform to the ground over which the vehicle is travelling as well as better able to conform to a changing wheel configuration of the track-engaging assembly for vehicles wherein each wheel is independently connected to the vehicle frame via a suspension system, which, in turn can provide for improved traction and improved overall performance of the vehicle. The above-described example embodiments, provide various track configurations that give rise to improved ground conformability which, in turn, can improve overall performance of a vehicle. For instance, due to the configuration of the track members 223 wherein the traction pad portion 127 is supported along its length in the widthwise direction of the track 22 by the main body portion 127, a greater extent of the elastomeric material that forms the traction pad portion 107 is supported by the main body portion 127 and, as a result, has been found to be less prone to cracking and / or “edge cutting” as is often found in conventional track configurations wherein the edges of the elastomeric material of the track is free of metallic, structural support. See for instance the side-by-side comparison of an example conventional track configuration relative to an example embodiment of a track configuration of the present disclosure illustrated in Figures 60 and 67. It has also been found that by providing a track 22 comprised of individual track members 223 having an upper main body portion 127 formed by non-elastomeric material, e.g. a metallic body portion with the ground-engaging portion 125 arranged underneath the metallic main bodyportion 127 can reduce the overall weight of the track 22 given that the metallic body portion 127 can support more weight from the vehicle with an overall “thinner” body profile as compared to conventional track configurations wherein metallic “lugs” are embedded and / or encased within thicker portions of elastomeric material.

[0292] With reference to Figures 79, 94-96, the various tracks 22 as formed by the plurality of track members 223 and linking members 31 disclosed herein can be characterized by particular characteristic features. In particular, a track 22, according to the example embodiments described herein may define the following characteristics, some of which have been described above in connection with example embodiments of the present disclosure:(i) a track width, Wt, as measured along an axis that extends transverse to the longitudinal direction of the track 22;(ii) a nominal Pitch, P, which for the embodiments that include continuous linking members 31 in the form of cables 179 is the distance from the center of one track member 223 to the center of an adjacent track member 223 (see for example Fig. 96 wherein the pitch (P) is the distance between the connection of one track member to the linking members and to the connection of an adjacent track member to the linking members), and for embodiments that include a plurality of discrete individual linking members 31 i in the form of dualpivoting connectors 185 is the distance between the connection of one track member to the linking members and to the connection of an adjacent track member to the linking members defined by the center-to center distance from a first mount 91 of a first track member 223 to the first mount of the adjacent track member (see for example Figure 95) as measured along an axis that extends parallel to a longitudinal direction of the track;(iii) a pivot width, Wdc, which for the embodiments that include a plurality of discrete individual linking members 31 i in the form of dual-pivoting connectors 185 is the center-to center distance from a first mount 91 to a second mount 91 along the same longitudinal edge of the track member as measured along an axis that extends parallel to the widthwise direction of the track (e.g. the pivot width, Wdc, not being applicable to the track embodiments that include continuous linking members 31 in the form of cables 179);(iv) an intermediate link length, Ld, which for the embodiments that include a plurality of discrete individual linking members 31 i in the form of dual-pivoting connectors 185 is the center-to center distance from the pivot 187 at one end of the linking member to the pivot at the second end of the same linking member;(v) quantity of guide projections on a single track member per pitch length, Ntg;(vi) width of inner pivot, Wd, which for the embodiments that include a plurality of discrete individual linking members 31 i in the form of dual-pivoting connectors 185 is either the width of the pivot end 187 for dual-pivoting connectors 185 mounted between a pair of mounting brackets or the width defined by the mounting bushing 9111 to which the H-shaped links or individual links are mounted, as measured along an axis that extends parallel to a transverse axis that extends in the widthwise direction of the track;(vii) a total height of the track member, A, as measured along an axis that extends normal to the ground-engaging or bottom surface 183 of the ground-engaging pad 125 to the uppermost surface defined by the first and second guide projections 36;(viii) a rolling path height, C, as measured along an axis that extends normal to the ground-engaging or bottom surface 183 of the ground-engaging pad 125 to a lowermost surface defined by the wheel-engager 29 or surface defined by the wheel-engager 29 along which the wheels of the track-engaging assembly contact the track;(ix) a flex axis height or pivot axis height, D, as measured along an axis that extends normal to the ground-engaging or bottom surface 183 of the groundengaging pad 125 to the center of the pivot 187 defined by the dual-pivoting connectors, or the center of the cables 179;(x) tread height, E, the height of the ground-engaging pad 125 as measured along an axis that extends normal to the ground-engaging or bottom surface 183 of the ground-engaging pad 125 to the surface of the ground-engaging pad 125 that defines the interface with the main body portion;(xi) length of exposed cable portion, Lex-c, as measured along an axis that extends parallel to the longitudinal direction of the track between adjacent track members;(xii) cable diameter, de;(xiii) angle pitch, 0p, which is the angle at which one track member 223 may tilt about the longitudinal axis defined by the linking member (which in a neutral position) relative to an adjacent track member while the track members are interconnected in their spaced apart relationship by linking members and while the adjacent track member remains in a neutral position relative to the ground; (xiv) width of tread with extensions, G, is the maximum width defined by the traction pad portion 107, as measured along an axis that extends parallel to the longitudinal direction of the track 22 from the outermost surface of the extension on one longitudinal edge of the track member to the outermost surface of the other extension formed along the other longitudinal edge of the track member;(xv) ground-engaging pad width, H, which is the maximum width defined by the traction pad portion 107 that is free of extensions, as measured along an axis that extends parallel to the longitudinal direction of the track 22 from one longitudinal edge of the track member to the other longitudinal edge of the track member.

[0293] Exemplary values for each of the measurable characteristics for a particular example embodiment of a track 22, for each of the embodiments (i.e. intermediate linking members and continuous linking members), where relevant, are provided in Table 1.0 provided below:Table 1.0 - Example Track Characteristic Features

[0294] It will be understood that while particular values for features of the track 22 are provided in the table above, tracks 22 having other dimensions are also contemplatedwithin the scope of the present disclosure given that the specific dimensions of a track 22 can change based on the particular track configuration required for a particular tracked vehicle. Accordingly, the tracks 22 according to the present disclosure are not intended to be limited to the particular numbers, dimensions, measurements, included in the table above. The tracks 22 according to the present disclosure, however, may also be characterized by certain ratios related to key features of the track configuration, some of which are described above in connection with description of the example embodiments disclosed herein and some of which are discussed in further detail below.

[0295] With reference to the example embodiments wherein the track 22 comprises a plurality of track members 223 interconnected by a plurality of individual linking members 31 i in the form of dual-pivoting connectors 185 , in order to achieve the desired groundconformability and overall performance of the track 22, the track 22 defines a pivot width to track width ratio, R4, wherein R4= Wdc / Wt, wherein the pivot width is the center-center distance between the first and second linking members 31 i or dual pivoting connectors 185 connected to a track member 223 along one longitudinal edge thereof, to the overall width of the track. In some embodiments, for example, the components of the track 22 are configured such that the pivot width to track width ratio, R4 = Wdc / Wt, is greater than or equal to a minimum of 25.0% and less than or equal to a maximum of 80.0%. In a preferred embodiment, for example, the pivot width to track width ratio, R4 = Wdc / Wt, is 33.6%. It will be understood that a track 22 having a lower pivot width to track width ratio, Wdc / Wt, will be configured such that the distance between the intermediate links 3i1 (or dualpivoting connectors 185(1), 185(2)), as measured along the widthwise direction of the track 22 is smaller. By having a smaller distance between the intermediate links 3i1 (or 185(1), 185(2)), the track members 223 will be able to twist more, relative to a neutral axis of the track, resulting in a high maximum pitch angle. The ability of the track members 223 to twist gives rise to greater ground conformability, lower ground pressure applied by the track 22, and better overall traction.

[0296] The exemplary embodiments of tracks 22 comprising a plurality of track members 223 interconnected by a plurality of individual linking members 31 i in the form of dualpivoting connectors 185 also define an intermediate link width (Wd) to track width (Wt) ratio, R5, wherein R5 = Wd / Wt, based on the width of an individual intermediate linking member (or the corresponding mount when the mount defines the intermediate width as in the embodiment of Figure 95) to the overall track width. In some embodiments, forexample, the components of the track 22 are configured such that the intermediate link width to track width ratio, R5 = Wd / Wt, is greater than or equal to a minimum of 5.0% and less than or equal to a maximum of 25.0%. In a preferred embodiment, for example, the pivot width to track width ratio, R5 = Wd / Wt, is 9.5%. It will be understood that a track 22 having a lower intermediate link width to track width ratio, R5 = Wd / Wt, is indicative of a track 22 having a narrower intermediate link (or mount). A narrower intermediate link will lead to a higher track twist angle, which will also lead to a better ground conformability of the track 22, lower ground pressure, and better traction to the ground.

[0297] The exemplary embodiments of tracks 22 comprising a plurality of track members 223 interconnected by a plurality of individual linking members 31 i in the form of dualpivoting connectors 185 also define an intermediate link length to pitch ratio, R6, wherein R6 = Ld / P. In some embodiments, for example, the components of the track 22 are configured such that the intermediate link length to pitch ratio, R6 = Ld / P, is greater than or equal to a minimum of 45.0% and less than or equal to a maximum of 60.0%. In a preferred embodiment, for example, the intermediate link length to pitch ratio, R6 = Ld / P, is 46.5%. It will be understood that for the intermediate link length to pitch ratio, R6=Ld / P ratio, a ratio of 50% means that the components of the track and the spaced apart arrangement of the track members 223 is such that the length of the intermediate link (pivot-to-pivot) is the same as the length of the width of an individual track member as measured along an axis that extends parallel to the longitudinal direction of the track 22. It has been found that an intermediate link length to pitch ratio, R6 = Ld / P ratio of 50% gives rise to a better conformability of the track to the idler wheels 23, 28i and the sprocket or drive wheel 24, which will lead to less vibrations and wear of the components of the track 22.

[0298] As each of the ratios described above relate to example embodiments of tracks 22 comprising a plurality of track members 223 interconnected by a plurality of individual linking members 31 i in the form of dual-pivoting connectors 185, it will be understood that the above-described ratios do not apply to the exemplary embodiments of tracks 22 comprising a plurality of track members 223 interconnected by continuous linking members 31 in the form of cables 179.

[0299] The following three characteristic ratios defined by characteristic features of the exemplary track embodiments described herein are applicable to both the example embodiments of the tracks 22 comprising a plurality of track members 223 interconnectedby a plurality of individual linking members 31 i in the form of dual-pivoting connectors 185 as well as the example embodiments of the tracks comprising a plurality of track members 223 interconnected by continuous linking members 31 in the form of cables 179. Both styles of track configurations define a guide projection height (B) to pitch (P) ratio, multiplied by the number of guide projections (Ntg) (e.g. Ntg = first guide projection 36i + second guide projection 362 = 2) wherein the ratio, R7 = (B / P)*Ntg. In example embodiments wherein the track 22 is comprised of a plurality of track members 223 and a plurality of intermediate linking members 31 i in the form of dual pivoting connectors 185, in some embodiments, for example, the components of the track 22 are configured such that the ratio (R7) of the guide projection height (B) to pitch (P), multiplied by the number of guide projections (Ntg), i.e. R7 = (B / P)*Ntg, is greater than or equal to a minimum of 90.0% and less than or equal to a maximum of 160.0%. In a preferred embodiment, for example, the guide projection height (B) to pitch (P), multiplied by the number of guide projections (Ntg), i.e. R7 = (B / P)*Ntg, is 120.0%. In example embodiments wherein the track 22 is comprised of a plurality of track members 223 and a plurality of continuous linking members 31 in the form of cables 179, in some embodiments, for example, the components of the track 22 are configured such that the ratio (R7) of the guide projection height (B) to pitch (P), multiplied by the number of guide projections (Ntg) (i.e. first and second guide projections 36i, 362), R7 = (B / P)*Ntg, is greater than or equal to a minimum of 50.0% and less than or equal to a maximum of 160.0%. In a preferred embodiment, for example, the ratio (R7) of the guide projection height (B) to pitch (P), multiplied by the number of guide projections, i.e. R7 = (B / P)*Ntg, is 120.0%. It will be understood that the guide projection height is a critical feature of the track members 223 as the height of the guide projection, specifically the vertical distance from the surface defined by the wheel engager that defines the rolling path height to the uppermost surface of the guide projection, will contribute to preventing and / or minimizing the risk of de-tracking (e.g. when one or more of the wheels of the track engaging assembly become disengaged from the track 22). When the guide projection height, B, is too low, one or more of the wheels of the track-engaging assembly can easily roll over the guide projections and become disengaged from the track, especially when the track 22 is subject to a side load that raises of lifts one side of the track 22. A guide projection (or track guide) having a larger overall height (B) will pitch more when the track member 223 becomes angled relative to the wheels (e.g. in response to a side load) which can also lead to de-tracking. By maintaining a ratio (R7) of the guide projection height (B) to pitch (P), multiplied by the number of guideprojections (Ntg), i.e. R7 = B / P*Ntg, within the range of 90.0% and 160.0% for tracks 22 that include the plurality of intermediate linking members (e.g. dual-pivoting connectors), and within the range of 50.0% and 160.0% for tracks that include continuous linking members (e.g. cables), it has been found that the risk of de-tracking due to guide projection height is reduced.

[0300] Both styles of track configurations also define a pivot to rolling path to track pitch ratio, R3 wherein R3 = (C-D) / P as described above in connection with previously described embodiments. In example embodiments wherein the track 22 is comprised of a plurality of track members 223 and a plurality of intermediate linking members 31 i in the form of dual pivoting connectors 185, in some embodiments, for example, the components of the track 22 are configured such that the pivot to rolling path to pitch ratio, R3 = (C-D) / P, is greater than or equal to a minimum of -10.0% and less than or equal to a maximum of 10.0%. In a preferred embodiment, for example, the pivot to rolling path to track pitch ratio, R3 = (C-D) / P, is 7.0%. In example embodiments wherein the track 22 is comprised of a plurality of track members 223 and a plurality of continuous linking members 31 in the form of cables 179, in some embodiments, for example, the components of the track 22 are configured such that the pivot to rolling path to track pitch ratio, R3 = (C-D) / P, is greater than or equal to a minimum of -10.0% and less than or equal to a maximum of 50.0%. In a preferred embodiment, for example, the pivot to rolling path to track pitch ratio, R3= (C-D) / P, is 23.8%. When the pivot to rolling path to track pitch ratio, R3 = (C-D) / P, has a value close to zero, the track 22 is configured such that the height at which the pivot 187 is disposed (i.e. the height of the pivot axis relative to the ground-engaging surface), is in close proximity to the rolling path height, i.e. the height at which the contact surface with the sprocket wheel and / or idler wheel contact the wheel engager 29. With such a configuration, there is less metal-to-metal gliding distance and less wear to metal components. When the pivot to rolling path to track pitch ratio, R3 = (C-D) / P, has a value greater than zero, the track 22 is configured such that the height at which the pivot 187 is disposed (i.e. the height of the pivot axis relative to the ground-engaging surface), is disposed closer to the ground-engaging surface 183, e.g. closer to the rubber / ground contact area defined by the ground-engaging pad 125 and spaced farther away from the surface that defines the rolling path height.

[0301] As described above, both styles of track configurations, specifically tracks 22 comprising a plurality of track members 223 and a plurality of intermediate linkingmembers in the form of dual-pivoting connectors 185, and tracks 22 comprising a plurality of track members 223 and a plurality of continuous linking members 31 in the form of cables 179, are configured to permit tilting or pivoting of respective ones of the track members 223, independently, relative to a neutral axis of the track 22 in response to forces applied to the outer surface of the track 22. Accordingly, both styles of tracks define an angle twist ratio, R8 wherein R8 = Op / P*Wt, In example embodiments wherein the track 22 is comprised of a plurality of track members 223 and a plurality of intermediate linking members 31 i in the form of dual pivoting connectors 185, in some embodiments, for example, the components of the track 22 are configured such that the angle twist ratio, R8 = Op / P*Wt, is greater than or equal to a minimum of 10 degrees and less than or equal to a maximum of 120.0 degrees. In a preferred embodiment, for example, the angle twist ratio, R8 = Op / P*Wt, is 109.27. In example embodiments wherein the track 22 is comprised of a plurality of track members 223 and a plurality of continuous linking members 31 i in the form of cables 179, in some embodiments, for example, the components of the track 22 are configured such that the angle twist ratio, R8 = Op / P*Wt, is greater than or equal to a minimum of 10 degrees and less than or equal to a maximum of 120.0 degrees, while in a preferred embodiment, for example, the angle twist ratio, R8 = Op / P*Wt, is 80.605 degrees. A higher number for the angle twist ratio, R8 = Op / P*Wt, means the track 22 demonstrates better or improved conformability to the ground as well as a track that can navigate challenging and / or rugged terrain. As discussed above, ground conformability of the track 22 improves traction and reduces ground pressure and may also provide for improved handling of the vehicle to better tackle challenging terrain and / or obstacles.

[0302] Both styles of track configurations may also define a traction pad extension width ratio, R9 = (G / H -1 ) / 2, which relates to the extent to which each extension portion of the traction pad portion 107 “overhangs” the main body portion of the traction pad portion 107. In some embodiments, for example, the traction pad extension 103 overhangs the main body portion of the traction pad portion 107 by an amount greater than or equal to 0% and less than or equal to 83%. In a preferred example embodiment, the extension portion overhangs the main body portion of the traction pad portion 107 by 15%.

[0303] In example embodiments wherein the track 22 comprises a plurality of track members interconnected by continuous linking members in the form of cables 179, the track 22 defines an exposed cable length to pitch ratio, R2 wherein R2 = Lex-c / P, asdescribed above in connection with previously described embodiments. In some embodiments, the exposed cable length to pitch ratio, R2 = Lex-c / P, is greater than or equal to a minimum of 25.0% and less than or equal to a maximum of 75.0%. In a preferred embodiment, the exposed cable length to pitch ratio, R2 = Lex-c / P, is 54.1%. A lower value of the exposed cable length to pitch ratio, R2 = Lex-c / P, means that there is more exposed cable which may offer increased track flexibility.

[0304] Tracks 22 comprising a plurality of track members interconnected by continuous linking members in the form of cables 179 also define a cable diameter to track width ratio, dc / Wt. In some embodiments, cable diameter to track width ratio, R1 = dc / Wt, is greater than or equal to a minimum of 0.50% and less than or equal to a maximum of 2.00%. In a preferred embodiment, cable diameter to track width ratio, R1 = dc / Wt, is 0.86%. The above two ratios only apply to track configurations that include continuous linking members, e.g. linking members 31 in the form of cables 179, and are not applicable to track configurations including a plurality of track members and a plurality of intermediate linking member 31 i in the form of dual-pivoting connectors 185.

[0305] A summary of the various ratios that define characteristic features of the track configurations disclosed herein is provided below in Table 2.0:Table 2.0 - Exemplary Ratios for Defining Track Features

[0306] While in embodiments considered above the tracked vehicle 10 is a tracked carrier vehicle carrying work equipment, in other embodiments, certain features of the tracked vehicle 10, including its tracks 22, may be implemented in other types of industrial tracked vehicles, such as an agricultural vehicle (e.g., a tractor, a harvester, etc.) or a construction vehicle (e.g., a loader, a bulldozer, an excavator, etc.).

[0307] Those skilled in the art will appreciate that any feature of any embodiment discussed herein may be combined with any feature of any other embodiment discussed herein in some examples of implementation. Also, although various embodiments have been illustrated, this was for purposes of description, not limitation. Various modifications will become apparent to those skilled in the art and are within the scope of what is covered by this disclosure.

Claims

CLAIMS1. A track for traction of a vehicle, the track comprising a ground-engaging outer side for engaging a ground across which the vehicle travels, and an inner side disposed opposite to the ground-engaging outer side, the track being movable around a trackengaging assembly of the vehicle, the track-engaging assembly including a plurality of wheels including a drive wheel configured to engage with the track along a center rolling path, the track comprising:a plurality of track members spaced from one another in a longitudinal direction of the track and extending in a widthwise direction of the track, each track member comprising:a ground-engaging portion including a ground-engaging outer side that constitutes part of the ground-engaging outer side of the track;a main body portion connected to the ground-engaging portion and including a first guide projection, a second guide projection spaced from the first guide projection in the widthwise direction of the track, and a wheel engager located between the first guide projection and the second guide projection and configured for contact engagement with at least the drive wheel as the track moves around the track-engaging assembly;anda plurality of linking members;wherein the plurality of track members are configured for connection with the plurality of linking members such that the connection of the plurality of track members with the plurality of linking members is with effect that: the plurality of track members are disposed in their spaced apart relationship to one another, and each one of the plurality of track members, independently, is configured for rotation relative to an adjacent one of the plurality of track members about a neutral, longitudinal axis of the track.

2. The track as claimed in claim 1, wherein the connection of the plurality of track members with the plurality of linking members is such that each track member is connected to the plurality of linking members via at least a first connection, with at least one of the linking members, and a second connection, with at least another oneof the linking members, the first connection defining a first longitudinal axis of rotation and the second connection defining a second longitudinal axis of rotation, wherein the first connection and the second connection are co-operatively configured such that the first longitudinal axis of rotation and the second longitudinal axis of rotation are spaced apart from each other along an axis that extends transverse to the longitudinal direction of the track, and the rotation of a first one of the plurality of track members relative to a second, adjacent one of the plurality of track members is effected about at least the first connection and the second connection.

3. The track as claimed in claim 1, wherein the connection of the plurality of track members with the plurality of linking members is such that for each adjacent pair of track members, the rotation of a first track member of the adjacent pair of track members relative to a second track member of the adjacent pair of track members is effected about at least a first connection and a second connection, wherein the first connection is spaced apart from the second connection along an axis that extends transverse to the longitudinal direction of the track.

4. The track as claimed in claim 1, wherein the connection of the plurality of track members with the plurality of linking members is with effect that each one of the plurality of track members, independently, is configured for rotation relative to an adjacent one of the plurality of track members about an axis that extends transverse to the neutral, longitudinal axis of the track.

5. The track as claimed in claim 1 , wherein respective ones of the linking members are spaced from one another in the widthwise direction of the track.

6. The track of any one of claims 1 to 5, wherein each one of the plurality of linking members, independently, comprises a cable extending in the longitudinal direction of the track.

7. The track of claim 6, wherein connection of each one of the track members to the cables is such that the cables extend through each one of the plurality of track members.

8. The track of claim 6, wherein the cables extend through the main body portion of each one of the plurality of track members.

9. The track of claim 8, wherein the main body portion comprises a base and an upper wheel-contacting part disposed on top of the base such that the base is disposedbetween the ground-engaging pad and the upper wheel-contacting part, the upper wheel-contacting part defining the first guide projection, the second guide projection, and the wheel engager, the base defining link receivers configured for receiving respective ones of the cables.

10. The track of claim 8, wherein: the main body portion comprises a pair of extension portions, wherein the first guide projection, the second guide projection, and the wheel engager are disposed between the extension portions, the extension portions extending in the widthwise direction of the track; and the main body portion comprises a base and an upper wheel-contacting part disposed on top of the base such that the base is disposed between the ground-engaging pad and the upper wheel-contacting part, the upper wheel-contacting part defining the first guide projection, the second guide projection, the wheel engager, and the extension portions, and wherein the base includes link receivers configured for receiving respective ones of the cables.

11. The track as claimed in claim 8 wherein the main body portion comprises a base and an upper wheel-contacting part, the upper wheel-contacting part comprising a first part defining the first guide projection, a second part defining the second guide projection, wherein the first part and the second part are connected to the base in spaced apart relationship to one another such that the wheel engager is defined by a portion of the base extending therebetween, the base defining link receivers configured for receiving respective ones of the cables12. The track of claim 7, wherein the cables extend along a non-linear path through each of the track members.

13. The track of claim 12, wherein the non-linear path comprises alternating cable segments extending in different directions relative to a longitudinal direction of the cable.

14. The track of claim 12, wherein the non-linear path is zigzag-like.

15. The track as claimed in any one of claims 9 to 11, wherein each link receiver is a channel that defines an undulating path that extends along the longitudinal axis of the channel, the channel configured for receiving a corresponding portion of one of the cables such that while the cable is disposed within the receiving channel, the cable extends along the non-linear path.

16. The track as claimed in claim 15, wherein each channel includes a plurality of alternating channel segments extending in different directions relative to a longitudinal direction of the channel.

17. The track as claimed in claim 14 or 15, wherein while the cables are disposed within the channels, disposition of the upper wheel-contacting part on top of the base is with effect that the cables disposed within the channels are enclosed between the base and the upper wheel-contacting part.

18. The track as claimed in claim 11, wherein each link receiver is a channel that defines an undulating path that extends along the longitudinal axis of the channel, the channel configured for receiving a corresponding portion of a respective one of the cables such that while the cable is disposed within the receiving channel, the cable extends along the non-linear path, and the link receivers are disposed within the base such that while the cables are disposed within the link receivers, connection of the first part of the upper wheel contacting part and the second part of the upper wheel contacting part to the base is such that corresponding ones of the link receivers are enclosed by connection of the first part to the base, and corresponding ones of the link receivers are enclosed by connection of the second part to the base.

19. The track of any one of claims 6 to 18, wherein the cables include at least three cables.

20. The track of any one of claims 6 to 18, wherein the cables include at least six cables.

21. The track of any one of claims 6 to 18, wherein the cables include at least twelve cables.

22. The track of claim 1, wherein the main body portion comprises metallic material such that the first guide projection and the second guide projection comprise metallic material, and the connection of the main body portion to the ground-engaging pad is such that the first guide projection and the second guide projection are exposed and free from an elastomeric covering.

23. The track of claim 1, wherein the main body portion comprises metallic material such that the first guide projection, the second guide projection, and the wheel engager comprise metallic material, and the connection of the main body to the groundengaging pad is such that the first guide projection, the second guide projection and the wheel engager are exposed and free from an elastomeric covering.

24. The track of claim 22, wherein: the main body portion comprises a pair of extension portions extending in the widthwise direction of the track; the first guide projection, the second guide projection, and the wheel engager are disposed between the extension portions; the main body portion comprising metallic material such that the first guide projection, the second guide projection, the wheel engagerand the extension portions comprise metallic material, and the connection of the main body to the elastomeric pad is such that the first guide projection, the second guide projection, the wheel engager and the extension portions are exposed and free from an elastomeric covering.

25. The track of claim 1, wherein: the main body portion comprises a pair of extensions;the first guide projection, the second guide projection, and the wheel engager are disposed between the extensions in the widthwise direction of the track; and connection of the main body portion with ground-engaging pad is such that the extensions are exposed and free from an elastomeric covering.

26. The track as claimed in any one of claims 6 to 25, wherein the spacing apart of the plurality of track members in the longitudinal direction of the track is such that the track includes exposed cable portions extending between each adjacent pair of track members.

27. The track of claim 1, wherein: the plurality of linking members comprise a plurality of dual-pivoting connectors configured for connecting adjacent ones of the plurality of track members such that an alternating arrangement of track members and dualpivoting connectors defines the track, each dual-pivoting connector comprising a pair of pivots wherein one pivot of the pair of pivots is arranged at a respective end of each dual-pivoting connector, each pivot is configured for coupling to an adjacent one of the plurality of track members to pivotally connect an adjacent pair of track members to one another and allow pivoting of the adjacent pair of track members relative to one another during movement of the track around the wheels.

28. The track of claim 27, wherein the main body portion comprises mounts, each mount configured for coupling to a respective pivot of a respective one of the dual-pivoting connectors.

29. The track of claim 28, wherein the first guide projection, the second guide projection, and the wheel engager are disposed between the mounts.

30. The track of claim 28 or 29, wherein: the main body portion comprises a pair of extension portions extending in the widthwise direction of the track; the first guide projection, the second guide projection, and the wheel engager are disposed between the extension portions; and the mounts project from respective longitudinal edges of the extension portions such that a first pair of mounts project from a first longitudinal edge of each track member and a second pair of mounts project from a second longitudinal edge of each track member.

31. The track of any one of claims 27 to 30, wherein each dual-pivoting connector comprises elastomeric dampers disposed within through-openings defined by the pivot at each respective end of the dual-pivoting connectors.

32. The track of claim 31, wherein each dual-pivoting connector further comprises a mounting shaft receiver disposed within each through-opening of each pivot such that the elastomeric damper is arranged intermediate the mounting shaft receiver and an inner surface of the pivot.

33. The track as claimed in claim 32, wherein the mounts include a mounting shaft configured for coupling with the pivots defined by the dual-pivoting connectors; each mounting shaft receiver configured for receiving the mounting shaft for coupling a respective pivot of a respective one of the dual-pivoting connectors to a corresponding mount.

34. The track as claimed in claim 33, wherein each mount includes a pair of mounting brackets extending from the main body portion, and while a dual-pivoting connector is coupled to the mount, a respective pivot defined by the dual-pivoting connector is disposed between the mounting brackets, the mounting shaft extending through the mounting brackets and mounting shaft receiver.

35. The track as claimed in claim 33 or 34, wherein the mounting shaft is a threaded fastener and is secured in position relative to the mount via a securing member interacting with a threaded portion of the mounting shaft.

36. The track as claimed in any one of claims 31 to 35, wherein the elastomeric damper is configured to permit relative movement between the dual-pivoting connectors and the mounting shaft.

37. The track as claimed in any one of claims 32 to 34 wherein the dual-pivoting connectors include a limiter disposed within each through-opening defined by the pivot for limiting displacement of the dual-pivoting connector relative to the mount.

38. The track as claimed in claim 37 wherein the limiter includes bushing caps disposed within the through-opening defined by the pivot such that a bushing cap is disposed at each end thereof, the mounting shaft receiver extending through each of the bushing caps.

39. The track as claimed in claim 38 wherein each bushing cap has an outer diameter that is less than an inner diameter of the through-opening such that relative displacement between the pivot of the dual-pivoting connector and the mount is permitted.

40. The track as claimed in claim 37, wherein the limiter includes a projection extending inwardly from the inner surface of the pivot that defines the through-opening such that while the mounting shaft receiver is disposed within the through-opening, the projection is disposed in contact engagement with an outer surface of the mounting shaft receiver.

41. The track as claimed in claim 40, wherein the projection is a first projection, the limiter further comprising a second projection extending outwardly from the outer surface of the mounting shaft receiver such that while the mounting shaft receiver is disposed within the through-opening, the first projection is disposed in contact engagement with the second projection.

42. The track as claimed in claim 37, wherein the limiter includes a projection extending outwardly from the outer surface of the mounting shaft receiver such that while the mounting shaft receiver is disposed within the through-opening, the projection is disposed in contact engagement with the inner surface of the through-opening.

43. The track as claimed in claim 30, wherein:the mounts each include: an outer bushing fixed to the main body portion, a mounting shaft receiver disposed within the outer bushing and configured for receiving a mounting shaft for coupling with one of the plurality of dual-pivoting connectors, and an elastomeric damper disposed between the mounting shaft receiver and the outer bushing; andthe dual-pivoting connectors each include an H-shaped linking member, each end of the H-shaped linking member including a pair of mounting brackets configured for coupling with the mounting shaft such that disposition of the H-shaped linking member relative to one of the mounts is with effect that the mount is received between the pair of mounting brackets and extension of the mounting shaft through the mounting brackets defined by the H-shaped linking member and the mounts is with effect that the H-shaped linking member is pivotally coupled to the track member.

44. The track as claimed in claim 30, wherein:the mounts each include: an outer bushing fixed to the main body portion, a mounting shaft receiver disposed within the outer bushing and configured for receiving a mounting shaft for coupling with one of the plurality of dual-pivoting connectors, and an elastomeric damper disposed between the mounting shaft receiver and the outer bushing; andthe dual-pivoting connectors each include a pair of linking brackets, each linking bracket configured for coupling with a respective end of one of the mounts such that disposition of a first linking bracket relative to a first end of the mount, and disposition of the second linking bracket relative to a second end of the mount is with effect that the mount is received between the pair of linking brackets and extension of the mounting shaft through the linking brackets and the mount is with effect that the pair of linking brackets are coupled to the track member.

45. The track as claimed in any one of claims 1 to 44, wherein the ground-engaging pad comprises an elastomeric material portion and a connector portion that is embedded in the elastomeric material portion and configured to interface with the main body portion.

46. The track as claimed in claim 45, wherein the connector portion is a metallic element.

47. The track as claimed in any one of claims 1 to 46, wherein the ground-engaging portion is detachable from the main body portion and removable from the track member.

48. The track as claimed in any one of claims 1 to 47, wherein the main body portion is connected to the ground-engaging portion via threaded fasteners.

49. The track as claimed in claim 48, wherein respective ones of the fasteners are overmolded by elastomeric material, the elastomeric material forming part of the ground-engaging portion.

50. The track as claimed in claim 48 or 49, wherein the fasteners are arranged in spaced apart relationship in the widthwise direction of the track.

51. The track as claimed in claim 48, wherein the fasteners include a first set of upwardly extending fasteners that are secured to and extend upwardly from the elastomeric pad, the first set of upwardly extending fasteners configured to be received through corresponding openings formed in the main body portion such that disposition of the main body portion on the elastomeric pad via the first set of fasteners extending through the corresponding openings of the main body portion is with effect that the main body portion is positioned relative to the elastomeric pad for receiving a second set of fasteners, the second set of fasteners extending downwardly through corresponding openings formed in the main body portion that are aligned with corresponding openings in the elastomeric pad.

52. The track a claimed in any one of claims 1 to 51 , wherein the ground-engaging portion comprises an elastomeric material portion, the elastomeric material portion defining the ground-engaging outer side of the track member.

53. The track as claimed in claim 52, wherein while the plurality of track members are connected with the plurality of linking members to define a track configuration, at least a portion of each of the plurality of track members and the plurality of linking members are overmolded with elastomeric material.

54. The track as claimed in claim 53, wherein the entirety of the plurality of track members and the plurality of linking members are overmolded with elastomeric material.

55. The track as claimed in any one of claims 1 to 54, wherein the ground-engaging portion of each track member, independently, comprises a flexible extension projecting from each longitudinal edge of the ground-engaging portion of the track member, each flexible extension portion extending outwardly from the ground-engaging portion and into a gap provided between the track member and an adjacent one of the plurality of track members.

56. The track as claimed in claim 55, wherein the extension of respective ones of the flexible extensions into the gap between adjacent ones of the plurality of trackmembers is with effect that passage of debris from the ground-engaging outer side of the track to the inner side of the track through the gap is resisted due to interference between the debris and at the flexible extensions.

57. The track as claimed in claim 55 or 56, wherein a first flexible extension extends from a first longitudinal edge of the track member and a second flexible extension projects from a second longitudinal edge of the track member in a longitudinal direction of the track opposite to the first flexible extension, wherein each of the first flexible extension and the second flexible extension, independently, is configured to flex during movement of the track around the wheels.

58. The track as claimed in claim 57, wherein the first flexible extension and the second flexible extension are configured such that a ratio, R9, of a width of the elastomeric pad as measured along an axis that extends parallel to the longitudinal direction of the track from an outermost surface defined by the first flexible extension to an outermost surface defined by the second flexible extension (G), to a width of the ground-engaging portion (H) at the surface from which the flexible extensions extend, as measured along the axis that extends parallel to the longitudinal direction of the track between the first longitudinal edge and the second longitudinal edge, wherein R9 = (G / H-1) / 2 is greater than or equal to 0% and less than or equal to 83%.

59. The track as claimed in claim 57, wherein the ratio, R9, of a width of the elastomeric pad as measured along an axis that extends parallel to the longitudinal direction of the track from an outermost surface defined by the first flexible extension to an outermost surface defined by the second flexible extension (G), to a width of the ground-engaging portion (H) at the surface from which the flexible extensions extend, as measured along the axis that extends parallel to the longitudinal direction of the track between the first longitudinal edge and the second longitudinal edge, is 15%.

60. The track as claimed in any one of claims 57 to 59, wherein first flexible extension and the second flexible extension are configured such that first flexible extension and the second flexible extension of each track member are each, independently, disposed in overlapping spaced-apart relationship with at least a portion of the plurality of linking member that extend between adjacent track members.

61. The track as claimed in claim 57, wherein the first flexible extension is disposed at a first height relative to a ground-engaging outer surface of the ground-engaging portionand the second flexible extension is disposed at a second height relative to the groundengaging outer surface of the ground-engaging portion, wherein the second height is less than the first height.

62. The track as claimed in any one of claims 1 to 61 , wherein the ground-engaging portion is configured such that a cross-sectional shape of the ground-engaging portion is trapezoidal or square.

63. The track as claimed in any one of claims 1 to 61 , wherein the ground-engaging portion comprises metallic material and is configured such that a cross-sectional shape of the ground-engaging portion tapers downwardly towards the ground-engaging surface such that the ground-engaging surface has a width as measured along an axis that extends parallel to the longitudinal direction of the track that is less than a width defined by the ground-engaging portion at an interface defined between the ground engaging portion and the main body portion.

64. The track as claimed in claim 63, wherein the ground-engaging portion and the main body portion are integrally formed.

65. The track as claimed in claim 63, wherein the ground-engaging portion forms part of the main body portion such that each one of the track members, independently, is of unitary, one-piece construction.

66. The track as claimed in any one of claims 1 to 26, wherein the plurality of linking members are cables, each one of the plurality of track members connected to the plurality cables to define the track, the track defining a pitch (P), wherein the pitch is the distance from the center of the connection of one of the plurality of track members to the plurality of linking members to the center of the connection of an adjacent track member to the plurality of linking members as measured along a longitudinal direction of the track; andfor each track member of the plurality of track members, the first guide projection and the second guide projection each define a guide projection height (B), as measured along an axis that extends normal to a ground-engaging outer surface of the track member,anda ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length (Ntg), R7 = (B / P)*Ntg, is greater than or equal to 50% and less than or equal to 160%.

67. The track as claimed in claim 66, wherein the ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length, is 120%.

68. The track as claimed in any one of claims 27 to 51 , wherein the track defines a pitch (P), wherein the pitch (P) is the distance from the center of the connection of one track member to one of the plurality of linking members to the center of the connection of the adjacent track member to a successive one of the plurality of linking members as measured along a longitudinal direction of the track; and for each track member of the plurality of track members, the first guide projection and the second guide projection each define a guide projection height (B), as measured along an axis that extends normal to a ground-engaging outer surface of the track member;anda ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length (Ntg), R7 = B / P*Ntg, is greater than or equal to 90% and less than or equal to 160%.

69. The track as claimed in claim 68, wherein the ratio (R7) of the guide projection height (B) to the pitch (P), multiplied by the number of guide projections per pitch length, is 120%.

70. The track as claimed in any one of claims 1 to 26, wherein the track defines:a pitch (P), wherein the pitch is the distance from the center of the connection of one of the plurality of track members to the plurality of linking members to the center of the connection of an adjacent track member to the plurality of linking members as measured along a longitudinal direction of the track;a rolling path height (C), as measured along an axis that extends normal to a ground-engaging outer surface of the ground-engaging portion to the wheelengager; anda pivot axis height (D), as measured along an axis that extends normal to a groundengaging outer surface of the ground-engaging portion to a neutral axis that extends through a connection between a one of the track members to one or more of the plurality of linking members;andthe plurality of track members and the plurality of linking members are cooperatively configured such that a ratio, R3, of the rolling path height (C) minus the pivot axis height (D) divided by the pitch (P), R3 = (C-D) / P, is greater than or equal to a minimum of -10.0% and less than or equal to 50.0%.

71. The track as claimed in claim 65, wherein the ratio, R3, of the rolling path height minus the pivot axis height divided by the pitch is 23.8%.

72. The track as claimed in any one of claims 27 to 51 , wherein the track defines: a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to one of the plurality of linking members to the center of the connection of the adjacent track member to a successive one of the plurality of linking members as measured along a longitudinal direction of the track;a rolling path height (C), as measured along an axis that extends normal to a ground-engaging outer surface of the ground-engaging portion to the wheelengager; anda pivot axis height (D), as measured along an axis that extends normal to a groundengaging outer surface of the ground-engaging portion to a neutral axis that extends through a connection between a one of the track members to one or more of the plurality of linking members;andthe plurality of track members and the plurality of linking members are cooperatively configured such that a ratio, R3, of the rolling path height (C) minus the pivot axis height (D) divided by the pitch (P), R3 = (C-D) / P, is greater than or equal to a minimum of -10.0% and less than or equal to 10.0%.

73. The track as claimed in claim 72, wherein the ratio, R3, of the rolling path height (C) minus the pivot axis height (D) divided by the pitch (P), R3 = (C-D) / P is 7.0%.

74. The track as claimed in claim 26, wherein the track defines a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to the plurality of linking members to the center of the connection of an adjacent track member to the plurality of linking members as measured along a longitudinal direction of the track, and the exposed cable portions define an exposed cable portion length (Lexc) as measured along an axis that extends parallel to a longitudinal direction of the track; andthe plurality of track members and the plurality of linking members are cooperatively configured such that a ratio, R2, of the exposed cable portion length (Lexc) to the pitch (P) of the track. R2 = Lexc / P, is greater than or equal to 25.0% and less than or equal to 75.0%.

75. The track as claimed in claim 74, wherein the ratio, R2, of the exposed cable portion length (Lexc) to the pitch (P) of the track is 54.1%.

76. The track as claimed in any one of claims 6-26, wherein the track defines a track width (Wt) as measured along an axis that extends transverse to a longitudinal direction of the track, and each cable defines a cable diameter (de); and the cables and the plurality of track members are co-operatively configured such that a ratio, R1, of the cable diameter (de) to the track width (Wt), R1 = dc / Wt, is greater than or equal to 0.5% and less that or equal to 2.00%.

77. The track as claimed in claim 76, wherein the ratio, R1, of the cable diameter (de) to the track width (Wt) is 0.86%.

78. The track as claimed in any one of claims 27-51, wherein the track defines a track width (Wt) as measured along an axis that extends transverse to a longitudinal direction of the track, and each dual-pivoting connector defines a connector width (Wd) as measured along an axis that extends transverse to a longitudinal direction of the track; andthe track members and the dual-pivoting connectors are co-operatively configured such that a ratio, R5, of the connector width (Wd) to the track width (Wt), R5 = Wd / Wt, is greater than or equal to 5.0% and less than or equal to 25.0%.

79. The track as claimed in claim 78, wherein the ratio, R5, of the connector width to the track width is 9.5%.

80. The track as claimed in any one of claims 27 to 51 , wherein the track defines a track width (Wt) as measured along an axis that extends transverse to a longitudinal direction of the track, and a pivot width (Wdc) as measured along an axis that extends transvers to the longitudinal direction of the track from the center of a first dual-pivoting connector connected along a longitudinal edge of a track member to a second dual pivoting connector connected along the same longitudinal edge of the same track member; andthe track members and the dual-pivoting connectors are co-operatively configured such that a ratio, R4,of the pivot width (Wdc) to the track width (Wt), R4 = Wdc / Wt, is greater than or equal to 25.0% and less than or equal to 80.0%.

81. The track as claimed in claim 80, wherein the ratio, R4, of the pivot width (Wdc) to the track width (Wt) is 33.6%.

82. The track as claimed in any one of claims 27 to 51 , wherein the track defines a pitch (P), wherein the pitch is the distance from the center of the connection of one track member to one of the plurality of linking members to the center of the connection of the adjacent track member to a successive one of the plurality of linking members as measured along a longitudinal direction of the track, and each dual-pivoting connector defines a connector length (Ld) as measured along a longitudinal axis of the connector from the center of the pivot defined at a first end thereof to the center of the pivot defined at the second end thereof; andthe plurality of track members and the plurality of dual-pivoting connectors are cooperatively configured such that a ratio, R6 = Ld / P of the connector length (Ld) to the pitch (P), is greater than or equal to a minimum of 45.0% and less than or equal to a maximum of 60.0%.

83. The track as claimed in claim 82, wherein the ratio, R6, of the connector length (Ld) to the pitch (P), is 46.5%.

84. The track as claimed in any one of claims 1 to 83, wherein each one of the plurality of track members, independently, is configured for rotation relative to an adjacent one of the plurality of track members about a neutral, longitudinal axis of the track such that a first track member is disposed at a tilt angle, 0p, relative a transverse neutral axis of the track; andthe plurality of track members and the plurality of linking members are cooperatively configured such that a ratio, R8, of the tilt angle (Op) to the pitch (P), wherein the pitch is multiplied by the track width (Wt), R8 = (Op / P)*Wt is greater than or equal to 10 degrees and less than or equal to 120 degrees.

85. The track as claimed in claim 84, wherein the ratio, R8, of the tilt angle (Op) to the pitch (P), wherein the pitch is multiplied by the track width (Wt), is 109.27 degrees.

86. The track as claimed in claim 84, wherein the ratio of the tilt angle (Op) to the pitch (P), wherein the pitch is multiplied by the track width, is 80.605 degrees.

87. The track as claimed in any one of claims 1 to 86, wherein the first guide projection and the second guide projection are each, independently, configured such that the wheel-engaging space is defined by:a concave-surface defining portion extending along the base of the wheelengaging space andan upwardly extending surface-defining portion defined by each one of the first guide projection and the second guide projection, independently, and extending from an upper edge portion of the concave surface-defining portion on either side of the concave surface-defining portion, wherein the upwardly extending surface-defining portion includes a first portion that extends from the upper edge portion of the concave surface-defining portion to an upper edge portion and transitions into a second portion that extends upwardly and outwardly away from the first portion.

88. The track as claimed in claim 87, wherein the concave surface-defining portion and the upwardly extending surface-defining portion are co-operatively configured such that while the track is mounted on the track-engaging assembly such that at least one of the wheels of the track-engaging assembly is disposed within the wheel-engaging space in contact with the concave surface-defining portion, lateral displacement of the at least one wheel relative to a central vertical axis of the wheel-engaging space is permitted.

89. The track as claimed in claim 88, wherein the lateral displacement of the at least one wheel relative to a central vertical axis of the wheel-engaging space in response to tilting of the track, relative to at least one the wheel, is with effect that de-tracking of the at least one wheel from within the wheel-engaging space isresisted in response to contact between the at least one wheel and the first and second portion of the upwardly extending surface defining portion of at least one of the first guide projection and the second guide projection.

90. The track as claimed in any one of claims 87 to 89, wherein the wheel-engaging space defines a maximum width such that de-tracking of the track relative to the wheel such that the wheel becomes dis-engaged from within the wheel-engaging space is effected in response to tilting of the track relative to the wheel by a tilt angle, as measured relative to the central vertical axis of the wheel-engaging space, occurs between a minimum of 35 degrees and a maximum of 55 degrees.

91. The track as claimed in any one of claims 87 to 90, wherein the first portion and the second portion of the upwardly extending portion of each of the first guide projection and the second guide projection are each, independently, configured such that an angle, ©A, defined between the second portion and the central vertical axis of the wheel-engaging space is greater than an angle, ©B, defined between the first portion and the central vertical axis.

Images