Tracked vehicle

Abstract

A tracked vehicle including a frame, a first track assembly mounted to a first side of the frame and a second track assembly mounted to a second side of the frame is disclosed. Each track assembly includes a track, and a track-engaging assembly including a plurality of wheels that are configured to drive a track around the corresponding track-engaging assembly. A suspension system operably couples at least the drive wheel and the main idler wheel of each track assembly to the frame to allow displacement each of the drive wheel and the main idler wheel relative to the frame. The tracked vehicle has a vehicle geometry that allows for center of gravity of the vehicle in the loaded condition to be proximal the central axis of the vehicle. A dump box lifting unit is also disclosed.

Description

TRACKED VEHICLECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of International PCT Application No.PCT / CA2025 / 050051, filed January 14, 2025, the contents of which is hereby incorporated by reference in its entirety.FIELD

[0002] The present disclosure relates generally to tracked vehicles designed to travel on various terrains, including rugged terrain and, in particular, to tracked vehicle with an improved overall vehicle geometry and a track system for use in tracked vehicles of this nature.BACKGROUND

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

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

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

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

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

[0008] Tracked vehicles have also been developed for carrying equipment and for transporting equipment and / or heavy loads across rugged terrain. For some applications, operational requirements dictate that a significant load must be hauled. In conventional and / or traditional configurations of tracked vehicles having a conventional trapezoidal track configuration and that include a dump box, for example, for carrying a heavy load, the dump box is located rearward of the center of the undercarriage of the tracked vehicle. When the dump box is loaded, this places an increased load on the wheels of the track configuration that are arranged under the dump box, as well as increased loads on the upper frame of the vehicle and, in the case of vehicles having a rotating upper frame, increased loads on the central bearing of the vehicle. Tracked vehicles that are required to carry increased loads that are arranged rearward of the center of the undercarriage also present difficulties for the suspension system associated with the track systems of the vehicle given that the portion of the track system that is underneath the dump box is under increased load as compared to the other portions of the track. Accordingly, tracked vehicles having an improved overall geometry that addresses these disadvantages are desirable.

[0009] Additionally, in traditional or conventionally operated tracked vehicles the interconnection between various systems and controls within the vehicle are limited to a mechanicalcoupling and / or connection that are controlled by the driver or operator. As vehicles transition to be increasingly software controlled, there is a need to improved control systems associated with different mechanical systems of the vehicle to allow for improved overall performance, for instance while operating under certain conditions, as well as overall improved safety of the vehicle while in use.

[0010] Accordingly, for these and other reasons, improvements to the design of tracked vehicles and improvements to the track systems associated with these vehicles are welcomed.SUMMARY

[0011] According to a broad aspect of the present disclosure there is provided a tracked vehicle comprising: a frame; a power plant mounted to the frame, the power plant comprising a prime mover; a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame; a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame; each one of the first track assembly and the second track assembly, independently, comprising: a track; and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface, the track-engaging assembly comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly; a second wheel arranged at a second end of the track-engaging assembly; and one or more intermediate idler wheels arranged intermediate the first wheel and the second , wherein at least one of the first wheel and the second wheel is a drive wheel for driving the track around the track-engaging assembly; each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle; and a load-carrying device mounted to the frame and configured for carrying a load; wherein while the load-carrying device is free of a payload, the tracked vehicle is in an unloaded state; while the load-carrying device includes a payload, the tracked vehicle is in a loaded state; and the frame, the power plant, the first track assembly, the second track assembly and the load-carrying receptacle are co-operatively configured such that: while the tracked vehicle is in the unloaded state, the tracked vehicle has an unloaded center of gravity disposed on a first side of a vertical plane that extends transverse through the center of the frame, the unloaded center of gravity being spaced apart from the vertical plane on the first side of the vertical plane by a first center of gravity distance, as measured along an axis that extends parallel to a longitudinal axis of the tracked vehicle; while the tracked vehicle is in the loaded state, the tracked vehicle has a loaded center of gravity disposed on a second, opposite side of the vertical plane, the loaded center of gravity being spaced apart from the vertical plane on the second side of the vertical plane by a second center of gravity distance, as measured along an axis that extendsparallel to the longitudinal axis of the tracked vehicle; and the first center of gravity distance is greater than the second center of gravity distance.

[0012] In some embodiments, a ratio of the second center of gravity distance to a sum of: the first center of gravity distance and the second center of gravity distance, is greater than or equal to a minimum of 0% and less than or equal to a maximum of 50%.

[0013] In some embodiments, the ratio of the second center of gravity distance to the sum of: the first center of gravity distance and the second center of gravity distance, is 6.6%.

[0014] In some embodiments, the tracked vehicle further comprises an operator cabin mounted to the frame, and the operator cabin is mounted to the frame such that the operator cabin is disposed on the first side of the central vertical axis and overhangs the lower frame and the first track assembly and the second track assembly.

[0015] In some embodiments, the load-carrying device has a front end portion, a rear end portion, a base portion and a payload-receiving cavity that extends between and is bounded at least by the front end portion, the rear end portion and the base portion; the load-carrying device is mounted to the upper frame such that the front end portion of the load-carrying device is disposed on the first side of the vertical plane while the rear end portion of the load-carrying receptacle is disposed on the second side of the vertical plane.

[0016] In some embodiments, the frame includes an upper frame and a lower frame wherein the upper frame is disposed above the lower frame and connected to the lower frame via a connection unit, wherein the connection unit is configured to allow rotation of the upper frame relative to the lower frame about the central vertical axis.

[0017] In some embodiments, the connection unit includes a bearing.

[0018] In some embodiments, the connection unit includes a slip joint, the slip joint having a first portion connected to the upper frame and a second portion connected to the lower frame, wherein the first portion is configured to rotate relative to the second portion to effect rotation of the upper frame relative to the lower frame; and an actuator operably coupled to one of the upper frame and lower frame and configured for transmitting torque to the lower frame for effecting rotation of the upper frame relative to the lower frame.

[0019] In some embodiments, the frame defines a recess configured for receiving at least a portion of the connection unit such that while the connection unit is mounted to the frame such that atleast a portion of the connection unit is disposed within the recess defined by the frame, the connection unit is disposed vertically below a bottom surface of the load-carrying device.

[0020] In some embodiments, a lubricant reservoir is disposed within the recess of the frame for delivering lubricant from the lubricant reservoir to a main bearing of the connection unit.

[0021] In some embodiments, a fuel tank is configured to hold a supply of fuel for the power plant, the fuel tank including an inlet port for receiving the supply of fuel; wherein the fuel tank is mounted to the frame such that the fuel tank overhangs the frame and at least one of the first track assembly and the second track assembly.

[0022] In some embodiments, while the tracked vehicle includes an operator cabin mounted to the frame, the fuel tank is mounted to the frame such that the fuel tank extends below a bottom surface defined by the operator cabin.

[0023] In some embodiments, while the tracked vehicle includes an operator cabin, the fuel tank is mounted to the frame relative to the operator cabin such that the fuel tank extends below a bottom surface of the operator cabin and the inlet port is disposed below a horizontal plane in which the bottom surface of the operator cabin extends.

[0024] In some embodiments, the fuel tank is one of a plurality of fuel tanks; and each fuel tank, independently, is configured to hold a supply of fuel and is mounted to the frame such that the inlet port is disposed lower than an upper surface of the frame.

[0025] In some embodiments, the frame includes a lower frame and an upper frame disposed above and connected to the lower frame; the upper frame includes: a first side rail; a second side rail; and one or more cross-members extending transversally between and interconnecting the first side rail and the second side rail; wherein: each one of the one or more cross-members, independently, is removably connected the first side rail and to the second side rail via mechanical fasteners.

[0026] In some embodiments, the first side rail and the second side rail are each, independently, in the form of one of the following alternatives: an H-beam, an I-beam, a C-beam, a U-beam, a hollow beam, or a full beam.

[0027] In some embodiments, the first side rail and the second side rail each, independently, have an upper surface that defines at least a portion of an upper surface of the upper frame.

[0028] In some embodiments, the tracked vehicle further comprises a suspension system operably coupling at least the drive wheel and the main idler wheel, independently, to the frame, such thateach one of the drive wheel and the main idler wheel, independently, is configured for displacement relative to the frame, relative to a respective neutral position relative to the frame, by a distance that is measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the track-engaging assembly such that the displacement of the drive wheel relative to the lower frame is independent to the displacement of the main idler wheel relative to the lower frame, and vice versa.

[0029] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the drive wheel and the main idler wheel are arranged at opposite longitudinal ends of the one of the first track assembly and the second track assembly; and the suspension system is configured such that for each one of the first track assembly and the second track assembly, each one of the drive wheel and the main idler wheel, independently, is coupled to the frame via: (i) a wheel coupling arm having a frame coupling end connected to the lower frame and a wheel coupling end operably coupled to a corresponding one of the drive wheel, the main idler wheel, and (ii) a suspension wheel displacement-effector configured for effecting rotation of the wheel coupling arm relative to the frame to effect displacement of the corresponding wheel relative to the lower frame.

[0030] In some embodiments, the suspension wheel displacement-effector comprises a pistoncylinder arrangement, wherein the piston-cylinder arrangement includes: a cylinder housing; and a piston rod disposed for reciprocating movement relative to the cylinder housing; wherein: for each suspension wheel displacement-effector, independently, one of the cylinder housing and the piston rod is operably coupled to the frame and the other one of the cylinder housing and the piston rod is operably coupled to the wheel coupling arm of a respective one of the drive wheel and the main idler wheel such that relative movement between the cylinder housing and the piston rod effects rotation of the wheel coupling arm about a wheel-coupling arm axis of rotation that extends transverse to the longitudinal axis of the trackengaging assembly such that the respective one of the drive wheel and the main idler wheel is displaced relative to the lower frame.

[0031] In some embodiments, the piston-cylinder arrangement is piston-cylinder arrangement provided with a fluid under pressure created by the prime mover for controlling relative displacement between the piston rod and cylinder-housing, wherein the fluid is provided to the piston-cylinder arrangement via a fluid hose coupling the piston-cylinder arrangement to a pressurized fluid source.

[0032] In some embodiments, the suspension system is configured such that each wheel within the plurality of wheels of each track engaging assembly is connected to the frame via a corresponding wheel coupling arm disposed for rotation relative to the frame and via a corresponding piston-cylinderarrangement wherein the piston-cylinder arrangement is connected to the frame and to the corresponding wheel coupling arm such that relative displacement between the piston rod and cylinder housing effects rotation of the wheel coupling arm relative to the frame and vice versa; while the tracked vehicle is in the unloaded state, each wheel of the plurality of wheels of each track engaging assembly assumes an unloaded state neutral position relative to the frame corresponding to a predetermined neutral position of each wheel relative to the frame; in response to transitioning of the tracked vehicle from the unloaded state to the loaded state, each wheel within the plurality of wheels of each track engaging assembly, independently, transitions from the unloaded state neutral position to an intermediate loaded state position relative to the frame that deviates from the unloaded state neutral position relative to the frame; while the tracked vehicle is in the unloaded state and each wheel is in the predetermined neutral position relative to the frame, each piston cylinder arrangement is disposed in an unloaded state neutral configuration; while the tracked vehicle is in the loaded state and each wheel is disposed in the intermediate loaded state position relative to the lower frame, each piston-cylinder arrangement is disposed in an intermediate loaded state configuration; and each piston cylinder arrangement is configured for adjustment such that: in response to transitioning of the tracked vehicle from the unloaded state to the loaded state such that each piston cylinder arrangement transitions from the unloaded stated neutral configuration to an intermediate loaded configuration, each piston cylinder arrangement is configured to transition from the intermediate loaded state configuration to a loaded state neutral configuration wherein each wheel within the plurality of wheels of each track engaging assembly is disposed in a loaded state neutral position relative to the frame, wherein the loaded state neutral position corresponds to the predetermined neutral position.

[0033] In some embodiments, each piston-cylinder arrangement transitions from the unloaded state neutral configuration to the intermediate loaded configuration, and from the intermediate loaded configuration to the loaded state neutral configuration, in response to change in fluid pressure supplied to each corresponding piston-cylinder arrangement, respectively.

[0034] In some embodiments, the tracked vehicle has a vehicle length as measured along an axis that extends parallel to a longitudinal axis of the vehicle; and the frame includes at least a lower frame having a lower frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle; and the lower frame is configured such that a ratio of the lower frame length to the vehicle length is less than 75%.

[0035] In some embodiments, the ratio of the lower frame length to the vehicle length is less than 50%.

[0036] In some embodiments, the ratio of the lower frame length to the vehicle length is less than 25%.

[0037] In some embodiments, the tracked vehicle further comprises a drive system for transmitting power from the prime mover to each one of the track assemblies, independently, to move each track about the track-engaging assembly, respectively.

[0038] In some embodiments, the drive system includes at least, a hydraulic motor connected to the drive wheel of the first track assembly and a hydraulic motor connected to the drive wheel of the second track assembly, wherein each hydraulic motor, independently, is provided with fluid under pressure created by the prime mover via a corresponding fluid hose coupling the hydraulic motor to a pressurized fluid source.

[0039] In some embodiments, while the tracked vehicle is configured such that the frame includes a lower frame and an upper frame, the lower frame is configured to include an internal cavity configured to house components for the operation of the first and second track assemblies as well as the overall operation of the tracked vehicle; and a fluid hose-routing opening disposed within a wall of the lower frame such that one or more fluid hoses for operably coupling one or more piston cylinder arrangements and / or one or more hydraulic motors to the pressurized fluid source are routable from the pressurized fluid source through the internal cavity defined by the lower frame to an area external to the inner cavity defined by the lower frame via the fluid hose routing opening; the tracked vehicle further comprising: a fluid hose mounting configuration, the fluid hose mounting configuration including: a first mounting block mounted to a wheel-coupling arm and configured for securing a first portion of one or more fluid hoses in spaced apart arrangement, relative to the wheel-coupling arm proximal to the corresponding piston-cylinder arrangement and hydraulic motor associated with the wheel-coupling arm; and a second mounting block coupled to the first mounting block in spaced-apart relationship to the first mounting block, the second mounting block configured for securing a second portion of each one of the one or more fluid hoses in spaced-apart relationship such that each portion of fluid hose extending between the second mounting block and first mounting block along a longitudinal axis such that each portion of fluid hose extending between the second mounting block and first mounting block is disposed in parallel spaced apart relationship to one another; and wherein: rotation of the wheel-coupling arm, relative to the lower frame, is with effect that the mounting block pivots, relative to the lower frame, together with the wheel-coupling arm such that the parallel, spaced apart relationship of each portion of the one or more fluid hoses that extends between the first mounting block and the second mounting block is maintained.

[0040] In some embodiments, the mounting configuration is mounted to the wheel coupling arm such that while one or more fluid hoses are secured to the first and second mounting blocks of the mounting configuration, rotation of the wheel-coupling arm, relative to the lower frame, is such that there is an absence of interference between any one of the one or more fluid hoses and an edge defined by the fluid hose-routing opening in the lower frame.

[0041] In some embodiments, the first mounting block is mounted to the wheel coupling arm such that the first mounting block is spaced apart from the wall of the lower frame in which the fluid hose routing opening is formed by a mounting distance, as measured along an axis that extends parallel to a longitudinal axis of the vehicle, and the mounting distance is selected such that a vertical axis that extends through the first mounting block and perpendicular to the longitudinal axis of the vehicle is proximal to a vertical axis that extends perpendicular to the longitudinal axis of the vehicle extends in a vertical plane that extends through the axis of rotation of the wheel coupling arm.

[0042] In some embodiments, the first mounting block is mounted to the wheel coupling arm such that a distance that extends from the axis of rotation of the wheel coupling arm, as measured along a vertical axis that extends perpendicular to the wheel-coupling arm axis of rotation to a longitudinal axis that extends through the center of a corresponding one of the fluid hoses is sufficient to ensure that there is an absence of interference between the wheel coupling arm and any one of the one or more fluid hoses secured within the mounting configuration as the wheel coupling arm rotates relative to the lower frame.

[0043] In some embodiments, the mounting configuration is configured such that the second mounting block is disposed within the internal cavity of the lower frame.

[0044] In some embodiments, a flexible member extends between the wall of the lower frame in which the fluid hose routing opening is formed and the first mounting block such that each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity defined by the lower frame is surrounded by the flexible member.

[0045] In some embodiments, the flexible member has a first end mounted to the edge of the fluid hose routing opening and a second end mounted to the first mounting block such that there is an absence of exposure of each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity to an external environment.

[0046] In some embodiments, the flexible member is configured to flex and / or distort in response to rotation of the wheel coupling arm relative to the lower frame about the wheel coupling arm axis of rotation.

[0047] In some embodiments, for each one of the first track assembly and the second track assembly, independently, the track-engaging assembly further comprises: a tensioning configuration operably coupled to at least one of the drive wheel and the main idler wheel for maintaining a predetermined tension within the track, wherein the tensioning configuration is operable to effect displacement of the at least one of the drive wheel and / or the main idler wheel, relative to the frame, along an axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track.

[0048] In some embodiments, the tensioning configuration includes: a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel, and a second end coupled to the one of the at least one of the drive wheel and the main idler wheel such that the one of the at least one of the drive wheel and the main idler wheel is connected to the wheel coupling arm via the tensioning arm; and a tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel.

[0049] In some embodiments, the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing; and the tensioning cylinder is mounted within the track engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that: the cylinder housing is connected to the wheel coupling arm of the one of the drive wheel and the main idler wheel and is disposed for movement with the wheel coupling arm as the wheel coupling arm rotates about its wheel coupling arm axis of rotation relative to the frame; and the piston rod has a first end disposed within the cylinder housing and a second, distal end coupled to the first end of the tensioning arm that is pivotally connected to the wheel coupling arm such that: retraction of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a first direction such that the one of the drive wheel and the main idler wheel is displaced, relative to the lower frame, in a direction away from the central vertical axis of the track-engaging assembly for exerting an outwards force against an inner surface of the track.

[0050] In some embodiments, extension of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a second, opposite direction, opposite to the first direction, which effects displacement of the one of the drive wheel and the main idler wheel, relative to the frame, in a direction towards the central vertical axis of the track-engaging assembly.

[0051] In some embodiments, the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing; the tensioning cylinder is mounted within the track engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that: while the tensioning arm is disposed in a neutral position relative to the wheel coupling arm, the piston rod extends relative to the cylinder housing by a first distance; and while the tensioning arm is disposed in a tensioning position relative to the wheel coupling arm for introducing tension into the track, the piston rod extends relative to the cylinder housing by a second distance, wherein the second distance is less than the first distance.

[0052] In some embodiments, the tracked vehicle further comprises a lifting unit configured for pivoting the load-carrying device relative to the frame such that upon actuation of the lifting unit, the load-carrying device is disposed in a tilted configuration relative to the frame in response to pivoting of the load-carrying device about a pivot axis that extends transverse the longitudinal axis of the tracked vehicle, the lifting unit including: a lift arm having a first end connected to the frame and a second end connected to the load-carrying device; the lift arm is configurable in a collapsed configuration and an extended configuration; while the lift arm is in the collapsed configuration, the load-carrying device is disposed in a rest position relative to the frame such that a longitudinal axis of the load-carrying device extends parallel to a longitudinal axis of the tracked vehicle; while the lift arm is in the extended position, the load-carrying device is tilted relative to the frame such that the longitudinal axis of the load-carrying device is disposed at a tilt angle relative to the longitudinal axis of the vehicle; and wherein: the lift arm is arranged relative to the frame such that the first end is connected to the frame on a first side of the vertical plane, wherein the first side is the side on which the power plant is arranged; and while the lift arm is in the collapsed configuration such that the load-carrying device is in the rest position, the connection of the second end of the lift arm to the load-carrying device is arranged on the first side of the vertical plane.

[0053] In some embodiments, the frame includes an upper frame portion, and the undercarriage of the frame includes a lower frame, the upper frame connected to the lower frame via a connection unit; and the first end of the lift arm is connected to the upper frame proximal to the connection unit.

[0054] In some embodiments, the first end of the lift arm is connected to the upper frame via a pivoting connection.

[0055] In some embodiments, the second send of the lift arm is connected to the load-carrying device via a pivoting connection.

[0056] In some embodiments, the lift arm is a telescoping piston cylinder configuration.

[0057] In some embodiments, the load-carrying device is a load-carrying receptacle including a front end, the front end of the load-carrying receptacle including a recessed portion including a concave surface -defining portion, the concave surface -defining portion extending into an inner volume of the loadcarrying receptacle such that while the load-carrying receptacle is disposed in a maximum tilted position relative to the upper frame, at least a portion of the lift arm is disposed within the recessed portion such that the lift arm is recessed relative to the front end of the load-carrying receptacle.

[0058] According to another broad aspect of the present disclosure there is provided a tracked vehicle comprising: a frame; a prime mover mounted to the frame; a first track assembly mounted to a first lateral side of the frame; a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side; each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a suspension system operably coupling at least the first wheel and the second wheel, independently, to the frame, such that each one of the first wheel and the second wheel, independently, is configured for displacement relative to the frame, relative to a neutral position of each one of the first wheel and the second wheel relative to the frame, by a distance measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the track-engaging assembly such that the displacement of the first wheel is independent to the displacement of the second wheel and vice versa; the suspension system is configured such that each one of the first wheel and the second wheel, independently, is coupled to the frame via: (i) a wheel coupling arm having a frame coupling end connected to the frame and a wheel coupling end operably coupled to a corresponding one of the first wheel and the second wheel, and (ii) a suspension cylinder including a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing, wherein one of the cylinder housing and the piston rod is operably coupled to the frame and the other one of the cylinder housing and the piston rod is operably coupled to the respective one of the first wheel coupling arm and / or the second wheel coupling arm such that relative movement between the cylinder housing and the piston rod effects displacement of the respective one of the first wheel coupling arm andthe second wheel coupling arm relative to the frame; a hydraulic system operably coupled to the suspension system for controlling operation of each one of the suspension cylinders, independently; and a system for transferring energy generated by the prime mover to the hydraulic system for generating pressurized fluid for use in operation of at least the suspension system; wherein: the suspension system is configurable in a plurality of operational modes, wherein each operational mode corresponds to a set of operating parameters for each one of the suspension cylinders; and transitioning between at least a first operational mode and at least a second operational mode is in response to a change to the pressurized fluid in communication with one or more of the suspension cylinders via the hydraulic system for effecting a change in the operating parameters of each one of the suspension cylinders, the change in operating parameters corresponding to an operational mode of the vehicle.

[0059] In some embodiments, the tracked vehicle is configured for carrying a payload; the operational mode of the vehicle includes at least an unloaded state wherein the tracked vehicle is free of a payload, and a loaded state wherein the tracked vehicle is carrying a payload; the first operational mode of the suspension system includes an unloaded state neutral configuration wherein the suspension cylinder associated with each one of the first wheel coupling arm and the second wheel coupling arm, independently, is in an unloaded state configuration such that at least the first wheel and the second wheel are each, independently, disposed in a predetermined neutral position relative to the frame; the second operational mode of the suspension system includes a loaded state neutral configuration wherein the suspension cylinder associated with each one of the first wheel and the second wheel, independently, is in a loaded state configuration such that at least the first wheel and the second wheel are each, independently, disposed in the predetermined neutral position relative to the frame; and transitioning from the unloaded state neutral configuration to the loaded state neutral configuration is via an intermediate loaded state configuration of the suspension system wherein relative displacement between the piston rod and cylinder housing of the suspension cylinder associated with at least the first wheel coupling arm and second wheel coupling arm is effected in response to transitioning of the tracked vehicle from the unloaded state to the loaded state such that at least the first wheel and the second wheel are displaced relative to the frame from their respective predetermined neutral position relative to the frame; and transitioning from the intermediate loaded stated configuration to the loaded state neutral configuration is in response to the change in pressurized fluid in communication with the suspension cylinder associated with at least the first wheel coupling arm and the second wheel.

[0060] In some embodiments, the payload is a work implement mounted to the frame.

[0061] In some embodiments, the vehicle includes a load-carrying device mounted to the frame, and the payload includes a removable load contained within the load-carrying device.

[0062] In some embodiments, the load-carrying device is a dump box.

[0063] In some embodiments, the suspension system includes a suspension cylinder wherein: the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including: a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; and at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing; and the piston, the piston rod, the at least one piston portion and the cylinder housing are cooperatively configured such that: in response to a first displacement of the piston rod relative to the cylinder housing, or vice versa, the piston is displaced from a first position, relative to the at least one piston portion, to a second position, relative to the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the at least one piston portion translates together with the piston and piston rod such that the piston and the at least one piston portion, together define an active piston face of the piston.

[0064] In some embodiments, the at least one piston portion is a first piston portion, the piston configuration including a second piston portion disposed relative to the piston and the first piston portion such that the first piston portion is nested within the second portion; and the piston, the piston rod, the first piston portion, the second piston portion and the cylinder housing are cooperatively configured such that: in response to a second displacement of the piston rod relative to the cylinder housing, subsequent to the first displacement, the piston and the first piston portion are displaced relative to the second piston portion from a first position relative to the second piston portion to a second position relative to the second piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the second piston portion translates together with the first piston portion, the piston and the piston rod such that the piston, the first piston portion and the second piston portion, together define the active piston face of the piston.

[0065] In some embodiments, the piston configuration further includes a third piston portion disposed relative to the second piston portion such that the second piston portion is nested within the third piston portion; and the piston, the piston rod, the first piston portion, the second piston portion, the thirdpiston portion and the cylinder housing are cooperatively configured such that: in response to a third displacement of the piston rod relative to the cylinder housing subsequent to the second displacement, the piston, the first piston portion and the second piston portion are displaced relative to the third piston portion from a first position relative to the third piston portion to a second position relative to the third piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing from the second position is with effect that the third piston portion translates together with the second piston portion, the first piston portion, the piston and the piston rod such that the piston, the first piston portion, the second piston portion and the third piston portion, together define the active piston face of the piston.

[0066] In some embodiments, a piston portion receiver is disposed within the cylinder housing proximal a piston rod end of the cylinder housing, wherein the piston portion receiver is configured for receiving each one of the at least one piston portions such that the piston and each one of the at least one piston portions are disposed relative to one another an initial expanded nested arrangement within the cylinder housing; and displacement of the piston rod relative to the cylinder housing, or vice versa, is with effect that the initial expanded nested arrangement of the piston and each one of the at least one piston portions transitions to a collapsed, nested arrangement.

[0067] In some embodiments, the suspension system includes a suspension cylinder wherein the suspension cylinder is configured such that: the cylinder housing extends between a first end and a second end and has an internal diameter that increases between the first end and the second end; the piston rod includes a piston fixed to a first end of the piston rod that is disposed within the cylinder housing; the piston-cylinder arrangement further comprising: a plurality of piston portions disposed at spaced apart intervals within the cylinder housing between the piston that is fixed to the first end of the piston rod and the second end of the cylinder housing, each piston portion, independently, disposed for sliding displacement within the cylinder housing; a plurality of force adjusters arranged relative to the plurality of piston portions within the cylinder housing such that a force adjuster is disposed between the piston and an adjacent one of the plurality of piston portions and between each adjacent pair of piston portions thereafter; wherein: the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that: displacement of the piston rod relative to the cylinder housing, or vice versa, effects displacement of the piston towards a first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions; and displacement of the piston towards the first one of the plurality of piston portions effects displacement of the first piston portion relative to a second one of the plurality of piston portions arrangedadjacent to the first piston portion, the displacement of the first portion towards the second piston portion acting against the force adjuster disposed between the first piston portion and the second piston portion, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the cylinder housing.

[0068] In some embodiments, the piston-cylinder arrangement further comprises: a third piston portion disposed in spaced apart relationship to the second piston portion; a force adjuster disposed between the second piston portion and the third piston portion; and a force adjuster disposed between the third piston portion and the second end of the cylinder housing; wherein: the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that displacement of the piston rod relative to the cylinder housing, or vice versa, effects: displacement of the piston towards the first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions; displacement of the first piston portion towards the second one of the plurality of piston portions, wherein the displacement of the first portion towards the second piston portion acts against the force adjuster disposed between the first piston portion and the second piston portion; displacement of the second piston portion towards the third piston portion, wherein the displacement of the second piston portion towards the third piston portion acts against the force adjusted disposed between the second piston portion and the third piston portion; and displacement of the third piston portion towards the second end of the cylinder housing, wherein the displacement of the third piston portion towards the second end of the cylinder housing acts against the force adjuster disposed between the third piston portion and the second end of the cylinder housing, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the length of the cylinder housing.

[0069] In some embodiments, each force adjuster of the plurality of force adjusters, independently, is a spring.

[0070] In some embodiments, each one of the at least one additional piston portions has an outer diameter that is increased relative a previous one of the at least one piston portions such that the at least one additional piston portions corresponding to the increased inner diameter of the cylinder housing at respective intervals along the length of the cylinder housing.

[0071] In some embodiments, the suspension system includes a suspension cylinder wherein the suspension cylinder is configured such that: the piston rod includes a piston configuration disposed at afirst end of the piston rod that is disposed within the cylinder housing, the piston configuration including: a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing, the at least one piston portion defining an end face having a surface area greater than an end face defined by the piston; and a force adjuster disposed within the at least one piston portion having a first end in contact with the piston and a second end in contact with the at least one piston portion for resisting sliding displacement of the piston within the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing; wherein: in response to a first displacement of the piston rod relative to the cylinder housing, the piston is displaced from a first position within the at least one piston portion to a second position within the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing while the piston is disposed in the second position within the at least one piston portion is with effect that the at least one piston portion translates together with the piston and piston rod such that the end face of the at least one piston portion.

[0072] In some embodiments, the at least one piston portion is a first piston portion, the piston configuration further comprising: a second piston portion, wherein the first piston portion is disposed within the second piston portion and configured for sliding displacement within the second piston portion, the second piston portion defining an end face having a surface area greater than the end face of the first piston portion; and a force adjuster disposed within the second piston portion and having a first end in contact with the end face of the first piston portion and a second end in contact with the second piston portion for resisting sliding displacement of the first piston portion within the second piston portion in response to displacement of the piston rod relative to the cylinder housing; wherein: in response to a second displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with piston is in the second position within the first piston portion, the first piston portion translates together with the piston and piston rod from a first position within the second piston portion to a second position within the second piston portion against the force adjuster.

[0073] In some embodiments, the piston configuration further comprising: a third piston portion, wherein the second piston portion is disposed within the third piston portion and configured for sliding displacement within the third piston portion, the third piston portion defining an end face having a surface area greater than the surface area of the end face of the second piston portion; and a force adjusterdisposed within the third piston portion and having a first end in contact with the end face of the second piston portion and a second end in contact with the third piston portion for resisting sliding displacement of the second piston portion within the third piston portion in response to displacement of the piston rod relative to the cylinder housing; wherein: in response to a third displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with first piston portion is in the second position within the second piston portion, the second piston portion translates together with the piston and piston rod from a first position within the third piston portion to a third position within the third portion against the force adjuster.

[0074] In some embodiments, the piston configuration further comprises a force adjuster disposed within the cylinder housing and having a first end in contact with the end face of the third piston portion and a second end in contact with an end of the cylinder housing for resisting sliding displacement of the third piston portion within the cylinder housing in response to further displacement of the piston rod relative to the cylinder housing.

[0075] In some embodiments, the suspension system is configured such that the suspension cylinders are each, independently, configured to include a first fluid port is disposed in fluid communication with a first end of the cylinder housing of a respective suspension cylinder; and a second fluid port is disposed in fluid communication with a second end of the cylinder housing of the suspension cylinder; wherein: the first fluid port and the second fluid port are each, independently, configured for connection to a pressurized fluid source of the hydraulic system.

[0076] In some embodiments, a change in the supply of pressurized fluid to the cylinder housing effects relative displacement between the piston rod and the cylinder housing such that the piston configuration assumes an adjusted configuration; and the adjusted configuration corresponds to a desired preload of the piston-cylinder arrangement.

[0077] In some embodiments, the suspension system includes a suspension cylinder wherein the suspension cylinder is configured such that: the cylinder housing includes a plurality of fluid chambers disposed within the cylinder housing, wherein at least one of the plurality of fluid chambers is provided with a supply of pressurized gaseous fluid, while the remaining fluid chambers of the plurality of fluid chambers are supplied with a pressurized hydraulic fluid from a pressurized hydraulic fluid source of the hydraulic system; and wherein: the at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurized hydraulic fluid, together define a preload of the piston cylinder arrangement; and the at least one fluid chamber provided with pressurized gaseous fluidand the remaining fluid chambers provided with pressurized hydraulic fluid are configured to cooperate such that a change in at least the pressurized hydraulic fluid supplied to at least one of the fluid chambers supplied with a pressurized hydraulic fluid effects a change to the preload of the piston-cylinder arrangement.

[0078] In some embodiments, the cylinder housing includes a first chamber and a second chamber, the first chamber having an internal diameter configured for co-operating with the piston rod such that the piston is disposed for sliding displacement along the first chamber, the second chamber having an internal diameter that is greater than the internal diameter of the first chamber and configured for cooperating with a first piston portion and a second piston portion, wherein each one of the first piston portion and the second piston portion is, independently, disposed for sliding displacement along the second chamber; a first fluid port disposed in fluid communication with the first chamber for providing a pressurized fluid to the first chamber; a second fluid port disposed in fluid communication with the second fluid chamber for providing a pressurized fluid to the second chamber; wherein the second chamber, the first piston portion, and the second piston portion are cooperatively configured such that second chamber includes: a first sub-chamber disposed between a first end of the second chamber of the cylinder housing and a first side of the first piston portion; a second sub-chamber disposed between the first piston portion and the second piston portion, the second sub-chamber provided with a pressurized gaseous fluid for controlling relative displacement of the first piston portion and the second piston portion; and a third sub-chamber disposed between the second piston portion and a second end of the second chamber; and the second fluid port is disposed fluid communication with the first sub-chamber for supplying pressurized fluid to the first sub-chamber for controlling displacement of the first piston portion; the piston and piston rod are disposed within the first chamber such that the first chamber includes a first sub-chamber disposed on a first side of the piston and a second sub-chamber disposed on a second, opposite side of the piston; the first fluid port is configured for supplying pressurized fluid to the first-sub chamber for controlling displacement of the piston within with first chamber; and the first chamber and the second chamber are fluidly interconnected via a flow passage having a first end in fluid communication with the second sub-chamber of the first chamber and the third sub-chamber of the second chamber, such that a change in the pressurized fluid supplied to at least one of the first subchamber of the first chamber and the first sub-chamber of the second chamber is effective for adjusting operating parameters of the suspension cylinder.

[0079] In some embodiments, a first stop is disposed within the second chamber for limiting displacement of the first piston portion within the second chamber in a first direction; a second stopdisposed within the second chamber for limiting displacement of the second piston portion within the second chamber, in a first direction; and a third stop disposed within the second chamber for limiting displacement of the second piston portion in a second direction, opposite to the first direction.

[0080] In some embodiments, while the suspension cylinder is in a predetermined neutral, operational state, the pressurized fluid supplied to the first sub-chamber of the first chamber, via the first fluid port, and the pressurized fluid supplied to the first sub-chamber of the second chamber via the second fluid port is such that pressure within each one of the first sub-chamber of the second chamber, the second sub-chamber of the second chamber, and the third sub-chambers of the second fluid chamber is the same.

[0081] In some embodiments, the piston rod includes: an internal passageway; a piston rod fluid port disposed in fluid communication with the internal passageway for supplying pressurized fluid to the internal passageway; a piston member disposed within the internal passageway and disposed for sliding displacement along the internal passageway in response to changes to pressurized fluid supplied to the internal passageway; and a piston port that extends through the piston connected to the piston end of the piston rod such that, while the piston rod and piston are operably coupled with the cylinder housing such that the piston rod is disposed for displacement relative to the first chamber of the cylinder housing, the internal passageway of the piston rod is in fluid communication with the second sub-chamber of the first chamber of the cylinder housing.

[0082] In some embodiments, in response to a change in fluid pressure supplied to the piston rod fluid port the piston member is displaced within the internal passageway which effects a change in fluid pressure within the second sub-chamber of the first chamber such that displacement of the piston rod relative to the first chamber of the cylinder housing.

[0083] According to another broad aspect of the present disclosure there is provided a pistoncylinder configuration comprising: a cylinder housing; and a piston rod disposed for reciprocating movement relative to the cylinder housing, wherein one of the cylinder housing and the piston rod is configured for coupling to a first portion of an apparatus and the other one of the cylinder housing and the piston rod is configured for operably coupling to a second portion of the apparatus, wherein the pistoncylinder configuration is operable for effecting displacement of the second portion of the apparatus relative to the first portion of the apparatus in response to relative displacement between the piston rod and cylinder housing, or vice versa; wherein: the piston-cylinder configuration is configured for operably coupling to a hydraulic system of the apparatus such that a pressurized fluid can be communicated to thepiston-cylinder configuration for adjusting operating parameters of the piston-cylinder configuration; and the piston-cylinder configuration is configurable in a plurality of operational modes, each operational mode corresponding to a set of predetermined operating parameters of the piston-cylinder configuration ; and while the piston-cylinder configuration is in use within the apparatus such that the piston-cylinder configuration is in communication with the pressurized fluid, transitioning between at least a first operational mode and at least a second operational mode of the piston-cylinder configuration is in response to a change to the pressurized fluid in communication with the piston-cylinder configuration for effecting a change in the operating parameters of each one of the piston-cylinder configurations, the change in operating parameters of the piston-cylinder configuration corresponding to an operational mode of the apparatus.

[0084] In some embodiments, the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including: a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; and at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing; and the piston, the piston rod, the at least one piston portion and the cylinder housing are cooperatively configured such that in response to a first displacement of the piston rod relative to the cylinder housing, or vice versa, the piston is displaced from a first position, relative to the at least one piston portion, to a second position, relative to the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the at least one piston portion translates together with the piston and piston rod such that the piston and the at least one piston portion, together define an active piston face of the piston.

[0085] In some embodiments, the at least one piston portion is a first piston portion, the piston configuration including a second piston portion disposed relative to the piston and the first piston portion such that the first piston portion is nested within the second portion; and the piston, the piston rod, the first piston portion, the second piston portion and the cylinder housing are cooperatively configured such that: in response to a second displacement of the piston rod relative to the cylinder housing, subsequent to the first displacement, the piston and the first piston portion are displaced relative to the second piston portion from a first position relative to the second piston portion to a second position relative to the second piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the second piston portion translates together with the first piston portion, thepiston and the piston rod such that the piston, the first piston portion and the second piston portion, together define the active piston face of the piston.

[0086] In some embodiments, the piston configuration further includes: a third piston portion disposed relative to the second piston portion such that the second piston portion is nested within the third piston portion; and the piston, the piston rod, the first piston portion, the second piston portion, the third piston portion and the cylinder housing are cooperatively configured such that: in response to a third displacement of the piston rod relative to the cylinder housing subsequent to the second displacement, the piston, the first piston portion and the second piston portion are displaced relative to the third piston portion from a first position relative to the third piston portion to a second position relative to the third piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing from the second position is with effect that the third piston portion translates together with the second piston portion, the first piston portion, the piston and the piston rod such that the piston, the first piston portion, the second piston portion and the third piston portion, together define the active piston face of the piston.

[0087] In some embodiments, a piston portion receiver disposed within the cylinder housing proximal a piston rod end of the cylinder housing, wherein the piston portion receiver is configured for receiving each one of the at least one piston portions such that the piston and each one of the at least one piston portions are disposed relative to one another an initial expanded nested arrangement within the cylinder housing; and displacement of the piston rod relative to the cylinder housing, or vice versa, is with effect that the initial expanded nested arrangement of the piston and each one of the at least one piston portions transitions to a collapsed, nested arrangement.

[0088] In some embodiments, the piston-cylinder configuration is configured such that: the cylinder housing extends between a first end and a second end and has an internal diameter that increases between the first end and the second end; the piston rod includes a piston fixed to a first end of the piston rod that is disposed within the cylinder housing; the piston-cylinder arrangement further comprising: a plurality of piston portions disposed at spaced apart intervals within the cylinder housing between the piston that is fixed to the first end of the piston rod and the second end of the cylinder housing, each piston portion, independently, disposed for sliding displacement within the cylinder housing; a plurality of force adjusters arranged relative to the plurality of piston portions within the cylinder housing such that a force adjuster is disposed between the piston and an adjacent one of the plurality of piston portions and between each adjacent pair of piston portions thereafter; wherein the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that: displacement of the piston rod relative to the cylinder housing, or vice versa, effects displacement of the piston towardsa first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions; and displacement of the piston towards the first one of the plurality of piston portions effects displacement of the first piston portion relative to a second one of the plurality of piston portions arranged adjacent to the first piston portion, the displacement of the first portion towards the second piston portion acting against the force adjuster disposed between the first piston portion and the second piston portion, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the cylinder housing.

[0089] In some embodiments, the piston-cylinder arrangement further comprises: a third piston portion disposed in spaced apart relationship to the second piston portion; a force adjuster disposed between the second piston portion and the third piston portion; and a force adjuster disposed between the third piston portion and the second end of the cylinder housing; wherein the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that: displacement of the piston rod relative to the cylinder housing, or vice versa, effects: displacement of the piston towards the first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions; displacement of the first piston portion towards the second one of the plurality of piston portions, wherein the displacement of the first portion towards the second piston portion acts against the force adjuster disposed between the first piston portion and the second piston portion; displacement of the second piston portion towards the third piston portion, wherein the displacement of the second piston portion towards the third piston portion acts against the force adjusted disposed between the second piston portion and the third piston portion; and displacement of the third piston portion towards the second end of the cylinder housing, wherein the displacement of the third piston portion towards the second end of the cylinder housing acts against the force adjuster disposed between the third piston portion and the second end of the cylinder housing, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the length of the cylinder housing.

[0090] In some embodiments, each force adjuster of the plurality of force adjusters, independently, is a spring.

[0091] In some embodiments, the spring is a conical spring.

[0092] In some embodiments, the spring is a gas spring.

[0093] In some embodiments, each one of the at least one additional piston portions has an outer diameter that is increased relative a previous one of the at least one piston portions such that the at least one additional piston portions corresponding to the increased inner diameter of the cylinder housing at respective intervals along the length of the cylinder housing.

[0094] In some embodiments, the piston-cylinder configuration is configured such that: the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including: a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing, the at least one piston portion defining an end face having a surface area greater than an end face defined by the piston; and a force adjuster disposed within the at least one piston portion having a first end in contact with the piston and a second end in contact with the at least one piston portion for resisting sliding displacement of the piston within the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing; wherein: in response to a first displacement of the piston rod relative to the cylinder housing, the piston is displaced from a first position within the at least one piston portion to a second position within the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing while the piston is disposed in the second position within the at least one piston portion is with effect that the at least one piston portion translates together with the piston and piston rod such that the end face of the at least one piston portion.

[0095] In some embodiments, the at least one piston portion is a first piston portion, the piston configuration further comprising: a second piston portion, wherein the first piston portion is disposed within the second piston portion and configured for sliding displacement within the second piston portion, the second piston portion defining an end face having a surface area greater than the end face of the first piston portion; and a force adjuster disposed within the second piston portion and having a first end in contact with the end face of the first piston portion and a second end in contact with the second piston portion for resisting sliding displacement of the first piston portion within the second piston portion in response to displacement of the piston rod relative to the cylinder housing; wherein: in response to a second displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with piston is in the second position within the first piston portion, the first piston portiontranslates together with the piston and piston rod from a first position within the second piston portion to a second position within the second piston portion against the force adjuster.

[0096] In some embodiments, the piston configuration further comprises a third piston portion, wherein the second piston portion is disposed within the third piston portion and configured for sliding displacement within the third piston portion, the third piston portion defining an end face having a surface area greater than the surface area of the end face of the second piston portion; and a force adjuster disposed within the third piston portion and having a first end in contact with the end face of the second piston portion and a second end in contact with the third piston portion for resisting sliding displacement of the second piston portion within the third piston portion in response to displacement of the piston rod relative to the cylinder housing; wherein: in response to a third displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with first piston portion is in the second position within the second piston portion, the second piston portion translates together with the piston and piston rod from a first position within the third piston portion to a third position within the third portion against the force adjuster.

[0097] In some embodiments, the piston configuration further comprising: a force adjuster disposed within the cylinder housing and having a first end in contact with the end face of the third piston portion and a second end in contact with an end of the cylinder housing for resisting sliding displacement of the third piston portion within the cylinder housing in response to further displacement of the piston rod relative to the cylinder housing.

[0098] In some embodiments, the piston-cylinder configuration is configured to include: a first fluid port is disposed in fluid communication with a first end of the cylinder housing of a respective suspension cylinder; and a second fluid port is disposed in fluid communication with a second end of the cylinder housing of the suspension cylinder; wherein: the first fluid port and the second fluid port are each, independently, configured for connection to a pressurized fluid source of the hydraulic system of the apparatus.

[0099] In some embodiments, the piston-cylinder configuration is configured such that: the cylinder housing includes a plurality of fluid chambers disposed within the cylinder housing, wherein at least one of the plurality of fluid chambers is provided with a supply of pressurized gaseous fluid, while the remaining fluid chambers of the plurality of fluid chambers are supplied with a pressurized hydraulic fluid from a pressurized hydraulic fluid source of the hydraulic system; and the at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurizedhydraulic fluid, together define a preload of the piston cylinder arrangement; and the at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurized hydraulic fluid are configured to cooperate such that a change in at least the pressurized hydraulic fluid supplied to at least one of the fluid chambers supplied with a pressurized hydraulic fluid effects a change to the preload of the piston-cylinder arrangement.

[0100] In some embodiments, the cylinder housing includes a first chamber and a second chamber, the first chamber having an internal diameter configured for co-operating with the piston rod such that the piston is disposed for sliding displacement along the first chamber, the second chamber having an internal diameter that is greater than the internal diameter of the first chamber and configured for cooperating with a first piston portion and a second piston portion, wherein each one of the first piston portion and the second piston portion is, independently, disposed for sliding displacement along the second chamber; a first fluid port disposed in fluid communication with the first chamber for providing a pressurized fluid to the first chamber; a second fluid port disposed in fluid communication with the second fluid chamber for providing a pressurized fluid to the second chamber; wherein: the second chamber, the first piston portion, and the second piston portion are cooperatively configured such that second chamber includes: a first sub-chamber disposed between a first end of the second chamber of the cylinder housing and a first side of the first piston portion; a second sub-chamber disposed between the first piston portion and the second piston portion, the second sub-chamber provided with a pressurized gaseous fluid for controlling relative displacement of the first piston portion and the second piston portion; and a third sub-chamber disposed between the second piston portion and a second end of the second chamber; and the second fluid port is disposed fluid communication with the first sub-chamber for supplying pressurized fluid to the first sub-chamber for controlling displacement of the first piston portion; the piston and piston rod are disposed within the first chamber such that the first chamber includes a first sub-chamber disposed on a first side of the piston and a second sub-chamber disposed on a second, opposite side of the piston; the first fluid port is configured for supplying pressurized fluid to the first-sub chamber for controlling displacement of the piston within with first chamber; and the first chamber and the second chamber are fluidly interconnected via a flow passage having a first end in fluid communication with the second sub-chamber of the first chamber and the third sub-chamber of the second chamber, such that a change in the pressurized fluid supplied to at least one of the first subchamber of the first chamber and the first sub-chamber of the second chamber is effective for adjusting operating parameters of the suspension cylinder.

[0101] In some embodiments, a first stop is disposed within the second chamber for limiting displacement of the first piston portion within the second chamber in a first direction; a second stop disposed within the second chamber for limiting displacement of the second piston portion within the second chamber, in a first direction; and a third stop disposed within the second chamber for limiting displacement of the second piston portion in a second direction, opposite to the first direction.

[0102] In some embodiments, while the piston-cylinder configuration is in a predetermined neutral, operational state, the pressurized fluid supplied to the first sub-chamber of the first chamber, via the first fluid port, and the pressurized fluid supplied to the first sub-chamber of the second chamber via the second fluid port is such that pressure within each one of the first sub-chamber of the second chamber, the second sub-chamber of the second chamber, and the third sub-chambers of the second fluid chamber is the same.

[0103] In some embodiments, the piston rod includes: an internal passageway; a piston rod fluid port disposed in fluid communication with the internal passageway for supplying pressurized fluid to the internal passageway; a piston member disposed within the internal passageway and disposed for sliding displacement along the internal passageway in response to changes to pressurized fluid supplied to the internal passageway; and a piston port that extends through the piston connected to the piston end of the piston rod such that, while the piston rod and piston are operably coupled with the cylinder housing such that the piston rod is disposed for displacement relative to the first chamber of the cylinder housing, the internal passageway of the piston rod is in fluid communication with the second sub-chamber of the first chamber of the cylinder housing.

[0104] In some embodiments, in response to a change in fluid pressure supplied to the piston rod fluid port the piston member is displaced within the internal passageway which effects a change in fluid pressure within the second sub-chamber of the first chamber such that displacement of the piston rod relative to the first chamber of the cylinder housing.

[0105] In some embodiments, the piston-cylinder arrangement is a suspension cylinder for use in a suspension system of a vehicle.

[0106] In some embodiments, the vehicle is a tracked vehicle.

[0107] According to another broad aspect of the present disclosure there is provided tracked vehicle, comprising: a frame; a first track assembly mounted to a first lateral side of the frame; a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side; each one of the first track assembly and the second track assembly, independently, comprising a track, and atrack-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each one of the first track assembly and the second track assembly, independently, comprising a track, and a trackengaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly wheel, a second wheel arranged at a second end of the trackengaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle; and a tensioning configuration operably coupled to at least one of the first wheel and the second wheel; wherein: the at least one of the first wheel and the second wheel to which the tensioning configuration is operably coupled, is mounted to the frame via a wheel-coupling arm pivotally connected to the frame; the tensioning configuration interconnects the at least one of the first wheel and the second wheel to the wheel-coupling arm and is configured to effect displacement of the at least one of the first wheel and the second wheel, relative to the wheel-coupling arm such that actuation of the tensioning configuration is with effect that the at least one of the first wheel and the second wheel is displaced relative to the frame along an axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track; the tensioning configuration comprising: a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the first wheel and the second wheel, and a second end coupled to the one of the at least one of the first wheel and the second wheel such that the one of the at least one of the first wheel and the second wheel is connected to the wheel coupling arm via the tensioning arm; and a tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the first wheel and the second wheel; the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing; and the tensioning cylinder is mounted within the track-engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that: the cylinder housing is connected to the wheel coupling arm of the one of the first wheel and the second wheel and is disposed for movement with the wheel coupling arm as the wheel coupling arm rotates about its wheel coupling arm axis of rotation relative to the lower frame; and the piston rod has a first end disposed within the cylinder housing and a second, distal end coupled to the first end of the tensioning arm that is pivotally connected to the wheel coupling arm such that: retraction of the piston rod relative to thecylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a first direction such that the at least one of the first wheel and the second wheel is displaced, relative to the frame, in a direction away from the central vertical axis of the track-engaging assembly for exerting an outwards force against an inner surface of the track.

[0108] In some embodiments, extension of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a second, opposite direction, opposite to the first direction, which effects displacement of the one of the first wheel and the second wheel, relative to the lower frame, in a direction towards the central vertical axis of the track-engaging assembly.

[0109] In some embodiments, the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing; the tensioning cylinder is mounted within the track engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that: while the tensioning arm is disposed in a neutral position relative to the wheel coupling arm, the piston rod extends relative to the cylinder housing by a first distance; and while the tensioning arm is disposed in a tensioning position relative to the wheel coupling arm for introducing tension into the track, the piston rod extends relative to the cylinder housing by a second distance, wherein the second distance is less than the first distance.

[0110] According to another broad aspect of the present disclosure there is provided a tracked vehicle comprising: a frame; a first track assembly mounted to a first lateral side of the frame; a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side; each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each one of the first track assembly and the second track assembly, independently, comprising a track, and a trackengaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheelsconfigured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; wherein: the frame includes a lower frame and an upper frame disposed above and connected to the lower frame, and the upper frame includes: a first side rail; a second side rail; and one or more cross-members extending transversally between and interconnecting the first side rail and the second side rail; wherein: each one of the one or more cross-members, independently, is removably connected to the first side rail and to the second side rail via mechanical fasteners.

[0111] In some embodiments, the first side rail and the second side rail are each, independently, in the form of one of the following alternatives: an H-beam, an I-beam, a C-beam, a U-beam, a hollow beam, or a full beam.

[0112] In some embodiments, the first side rail and the second side rail each, independently, have an upper surface that defines at least a portion of an upper surface of the upper frame.

[0113] According to another broad aspect of the present disclosure, there is provided a tracked vehicle comprising a frame; a first track assembly mounted to a first lateral side of the frame; a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side; each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each trackengaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel, a second wheel, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel for driving the track around the track-engaging assembly; wherein: the tracked vehicle has a vehicle length as measured along an axis that extends parallel to a longitudinal axis of the vehicle; and the frame includes at least a lower frame having a lower frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle; and the lower frame is configured such that a ratio of the lower frame length to the vehicle length is less than 75%.

[0114] In some embodiments, the ratio of the lower frame length to the vehicle length is less than 50%.

[0115] In some embodiments, the ratio of the lower frame length to the vehicle length is less than 25%.

[0116] According to another broad aspect of the present disclosure, there is provided tracked vehicle comprising: a frame; a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame; a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame; each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; a load-carrying device mounted to the frame and configured for carrying a load; a lifting unit configured for pivoting the load-carrying device relative to the frame such that upon actuation of the lifting unit, the load-carrying device is disposed in a tilted configuration relative to the frame in response to pivoting of the loadcarrying receptacle about a pivot axis that extends transverse the longitudinal axis of the tracked vehicle, the lifting unit including: a lift arm having a first end connected to the upper frame and a second end connected to the load-carrying device; the lift arm is configurable in a collapsed configuration and an extended configuration; while the lift arm is in the collapsed configuration, the load-carrying device is disposed in a rest position relative to the frame such that a longitudinal axis of the load-carrying device extends parallel to a longitudinal axis of the tracked vehicle; while the lift arm is in the extended position, the load-carrying device is tilted relative to the frame such that the longitudinal axis of the load-carrying device is disposed at a tilt angle relative to the longitudinal axis of the vehicle; and wherein: the lift arm is arranged relative to the frame such that the first end is connected to the frame on a first side of a vertical plane that extends transverse to the longitudinal axis of the vehicle and in which the central vertical axis of the track-engaging assembly of the first track assembly and the central vertical axis of the trackengaging assembly of the second track assembly extend wherein the first side is the side on which a prime mover of the vehicle is arranged; and while the lift arm is in the collapsed configuration such that the load-carrying receptacle is in the rest position, the connection of the second end of the lift arm to the loadcarrying receptacle is arranged on the first side of the vertical plane.

[0117] In some embodiments, the frame includes a lower frame and an upper frame, the upper frame is connected to the lower frame via a connection unit; and the first end of the lift arm is connected to the upper frame proximal to the connection unit.

[0118] In some embodiments, the first end of the lift arm is connected to the upper frame via a pivoting connection.

[0119] In some embodiments, the second end of the lift arm is connected to the load-carrying receptacle via a pivoting connection.

[0120] In some embodiments, the lift arm is a telescoping piston cylinder configuration.

[0121] In some embodiments, the load-carrying device has a front end, the front end of the loadcarrying device including a recessed portion including a concave surface defining portion, the concave surface -defining portion extending into an inner volume of the load-carrying receptacle such that while the load-carrying device is disposed in a maximum tilted position relative to the upper frame, at least a portion of the lift arm is disposed within the recessed portion such that the lift arm is recessed relative to the front end of the load-carrying device.

[0122] In some embodiments, the track-engaging assembly includes at least, a first wheel, a second wheel, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel.

[0123] According to another broad aspect of the present disclosure there is provided tracked vehicle comprising: a frame; a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame; a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame; each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a power plant mounted to the upper frame, the power plant comprising a prime mover; a drive system for transmitting power from the prime mover to the at least one drive wheel each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively; a braking system operably coupled to at least one of the first wheel, the second wheel, and the one or more intermediate idler wheels of the first track assembly and of the second track assembly for decelerating and / or stopping rotation of the track about the track-engaging assembly of each one of the first track assembly and the second track assembly; wherein the braking system includes: a dynamic brake acting against the at least one wheel respective to the first track assembly and the second track assembly while the tracked vehicle is in motion to selectively brake rotation of the track.

[0124] In some embodiments, the at least one wheel of the plurality of wheels is the drive wheel of the first track assembly and / or the drive wheel of the second track assembly; and the dynamic brake is operably coupled to the drive wheel of the first track assembly and / or the drive wheel of the second track assembly for acting against the drive shaft of the drive wheel of the first track assembly and / or the second track assembly.

[0125] According to another broad aspect of the present disclosure there is provided a tracked vehicle comprising: a frame; a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame; a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame; each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a power plant mounted to the upper frame, the power plant comprising a prime mover; a drive system for transmitting power from the prime mover to each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively; and a braking system operably coupled to the prime mover for effecting deceleration of an operational speed of the prime mover for reducing the energy transfer from the prime mover to each one of the first track assembly and the second track assembly, via the drive system, for effecting deceleration of and / or stoppage of rotation of each one of the first track assembly and the second track assembly, wherein the braking system includes: a dynamic brake operably coupled to the prime mover for effecting deceleration of the operational speed of the prime mover in response to a determination, by the controller that the operational speed of the prime mover is greater than a predetermined threshold speed.

[0126] In some embodiments, the tracked vehicle further comprises a controller for monitoring operation of the prime mover and an overall speed of the vehicle; and in response to a determination by the controller that at least one of the overall speed of the vehicle and the operational speed of the prime mover is determined to be above a corresponding one of a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, the controller is configured to selectivelyactivate the dynamic brake to effect deceleration of the vehicle via at least one of: (i) deceleration of rotation of the first track about the first track-engaging assembly and the second track about the second track-engaging assembly, and (ii) deceleration of the operational speed of the prime mover, and wherein the controller is further configured to: activate the dynamic brake for a predetermined minimum threshold time to effect a reduction in the overall speed of the vehicle to a predetermined reduced speed; and in response to a determination by the controller that the overall speed of the vehicles is equal to or less than the predetermined reduced speed, transmit a control signal to the dynamic brake to release the dynamic brake.

[0127] In some embodiments, for example, the tracked vehicle is configurable in an unloaded configuration and a loaded configuration, wherein an overall weight of the vehicle is increased relative the overall weight of the vehicle in the unloaded configuration; and while the tracked vehicle is in the unloaded configuration, the predetermined reduced speed is a predetermined unloaded configuration reduced speed; and while the tracked vehicle is in the loaded configuration, the predetermined reduced speed is a predetermined loaded configuration reduced speed; and the predetermined unloaded configuration reduced speed is greater than the predetermined loaded configuration reduced speed.

[0128] According to another broad aspect of the present disclosure there is provided a computer-implemented method for effecting deceleration of a vehicle, the vehicle comprising a body comprising a load-carrying portion for carrying a payload such that the vehicle has an unloaded configuration wherein the vehicle is free of a payload and a loaded configuration wherein the vehicle is carrying a payload; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; and a braking system operably coupled to the prime mover for effecting deceleration of an operational speed of the prime mover for reducing energy transfer from the prime mover to each one of the first track assembly and the second track assembly for effecting deceleration of and / or stoppage of rotation of each one of the first track engaging assembly and the second track assembly, the braking system including a dynamic brake operably coupled to the prime mover for effecting deceleration of the operational speed of the prime mover; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: monitoring an operational speed of the prime mover and an overall speed of the vehicle; determining whether at least one of: the overall speed of the vehicle, and the operational speed of the prime mover is greater than apredetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, respectively; and in response to a determination that the least one of: the overall speed of the vehicle, and the operational speed of the prime mover is greater than a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, respectively, selectively activate the dynamic brake to effect deceleration of the vehicle via at least one of: (i) deceleration of rotation of the first track about the first track-engaging assembly and the second track about the second track-engaging assembly, and (ii) deceleration of the operational speed of the prime mover, wherein the selective activation of the dynamic brake includes: activating the dynamic brake for a predetermined minimum threshold time to reduce the overall speed of the vehicle or the overall operational speed of the prime mover, to a predetermined reduced speed; and responsive to determining that the overall speed of the vehicle or the overall operational speed of the prime mover is equal to or less than the predetermined reduced speed, transmit a control signal to the dynamic brake to release the dynamic brake.

[0129] According to another broad aspect of the present disclosure there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method that includes the steps of: monitoring an operational speed of the prime mover and an overall speed of the vehicle; determining whether at least one of: the overall speed of the vehicle, and the operational speed of the prime mover is greater than a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, respectively; and in response to a determination that the least one of: the overall speed of the vehicle, and the operational speed of the prime mover is greater than a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, respectively, selectively activate the dynamic brake to effect deceleration of the vehicle via at least one of: (i) deceleration of rotation of the first track about the first track-engaging assembly and the second track about the second track-engaging assembly, and (ii) deceleration of the operational speed of the prime mover, wherein the selective activation of the dynamic brake includes: activating the dynamic brake for a predetermined minimum threshold time to reduce the overall speed of the vehicle or the overall operational speed of the prime mover, to a predetermined reduced speed; and responsive to determining that the overall speed of the vehicle or the overall operational speed of the prime mover is equal to or less than the predetermined reduced speed, transmit a control signal to the dynamic brake to release the dynamic brake.

[0130] According to another broad aspect of the present disclosure there is provided a tracked vehicle comprising: a frame; a first track assembly disposed on a first lateral side of the tracked vehicleand mounted to a first lateral side of the frame; a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame; each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a power plant mounted to the upper frame, the power plant comprising a prime mover; a drive system for transmitting power from the prime mover to at least the drive wheel of each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively; wherein: the track includes a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion at least partially embedded within elastomeric material that defines a ground-engaging outer side that constitutes at least part of the ground-engaging surface of the track, each core portion comprising: a first guide projection and a second guide protection extending upwardly and away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, the first guide projection, the second guide projection and the base portion together defining a wheel-engaging space therebetween; 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 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; and while the track is mounted on the trackengaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on the drive wheel, lateral displacement of a respective wheel engaged within the wheel-engaging space of a respective one of the core portions relative to a central vertical axis of the wheel-engaging space is permitted with effect that de-tracking of the wheel from within the wheelengaging space is resisted in response to tilting of the track, relative to the wheel.

[0131] In some embodiments, the wheel-engaging space defines a maximum width such that detracking 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, between a minimum of 35 degrees and a maximum of 55 degrees.

[0132] In some embodiments, 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, 0A, defined between the second portion and the central vertical axis of the wheel-engaging space is greater than an angle, 0B, defined between the first portion and the central vertical axis.

[0133] In some embodiments, the angle, 0B, is about 50% of the angle, 0A.

[0134] In some embodiments, the angle, 0B, is at least 22 degrees and the angle, 0A, is at least 42 degrees.

[0135] According to another broad aspect of the present disclosure there is provided a track for a tracked vehicle comprising a body, a left track assembly and a right track assembly each comprising a respective set of wheels configured for engaging with a respective track, a prime mover and a system for transferring energy from the prime mover to the left and right track assemblies to move the track and thereby cause movement of the vehicle relative to a ground, the track comprising: a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion connected to adjacent core portions for forming an endless track, each core portion comprising: a first guide projection and a second guide protection extending upwardly and away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, the first guide projection, the second guide projection and the base portion together defining a wheel-engaging space therebetween; the first guide projection and the second guide projection are each, independently, configured such that the wheelengaging space is defined by: a concave-surface defining portion extending along the base of the wheelengaging 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 secondportion that extends upwardly and outwardly away from the first portion; and while the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on a drive wheel of the track assembly via the prime mover and the system for transferring energy from the prime mover to the track assemblies: lateral displacement of a respective wheel engaged within the wheel-engaging space of a respective one of the core portions relative to a central vertical axis of the wheel-engaging space is permitted with effect that de-tracking of the wheel from within the wheel-engaging space is resisted in response to tilting of the track, relative to the wheel.

[0136] In some embodiments, the wheel-engaging space defines a maximum width such that detracking 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, between a minimum of 35 degrees and a maximum of 55 degrees.

[0137] In some embodiments, 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, 0A, defined between the second portion and the central vertical axis of the wheel-engaging space is greater than an angle, 0B, defined between the first portion and the central vertical axis.

[0138] In some embodiments, the angle, 0B, is about 50% of the angle, 0A.

[0139] In some embodiments, the angle, 0B, is at least 22 degrees and the angle, 0A, is at least 42 degrees.

[0140] In some embodiments, each core portion is at least partially embedded within an elastomeric portion, the elastomeric portion defining at least a portion of a ground-engaging surface of the track.

[0141] According to another broad aspect of the present disclosure there is provided computer-implemented method for a tracked vehicle, the tracked vehicle comprising: a body, left and right track assemblies, each comprising a respective track surrounding a respective set of wheels, and a tension subsystem comprising a tensioner for adjustably controlling a tension applied to the respective track, the method comprising: determining a vehicle steering input; determining if the vehicle steering input is indicative of a turning operating condition of the vehicle or a non-turning operating condition of the vehicle; determining a target track tension for each track based on the determination of a turningoperating condition of the vehicle or a non-turning operating condition of the vehicle; and sending a tension control signal to the tension subsystem of each track assembly to cause the respective tensioner to apply the target tension to the respective track based on the determined operation condition of the vehicle.

[0142] In some embodiments, the vehicle further comprising a prime mover and a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the system for transferring energy comprising a hydraulic pump for each of the left and right track assemblies, the method further comprising: determining a pressure of the hydraulic pump for each of the left and right track assemblies as sensed by a pressure sensor; and if the vehicle steering input is indicative of a non-turning operating condition of the vehicle: determining the target non-turning track tension for each track based on the determined pump pressure for the hydraulic pump for each of the left and right track assemblies; and sending a tension control signal to the tension subsystem of each one of the left track assembly and the right track assembly, to cause the respective tensioner to apply the target non-turning track tension to the respective track, wherein in the target nonturning track tension of each track is proportional to the determined pump pressure of the hydraulic pump for each of the left and right track assemblies.

[0143] In some embodiments, determining a pressure of the hydraulic pump for each of the left and right track assemblies as sensed by the pressure sensor; and if the vehicle steering input is indicative of a turning operating condition of the vehicle: determining the target turning track tension for each track based on the determined pump pressure for the hydraulic pump for each of the left and right track assemblies; and sending a tension control signal to the tension subsystem of each one of the left track assembly and the right track assembly, to cause the respective tensioner to apply the target turning track tension to the respective track, wherein in the target turning track tension of each track is based on a highest determined pressure of the determined pressure of the hydraulic pump for each of the left and right track assemblies.

[0144] In some embodiments, responsive to a determination that the vehicle steering input is indicative of a turning operating condition of the vehicle, determining a degree of turning of the turning operating condition; and if the degree of turning of the turning operating condition is greater than or equal to a predetermined minimum degree of turning, sending the tension control signal to the tension subsystem of each one of the left track assembly and the right track assembly, to cause the respective tensioner to apply the target turning track tension to the respective track, wherein in the target turning track tension of each track is based on the highest determined pressure of the determined pressure of the hydraulic pump for each of the left and right track assemblies.

[0145] In some embodiments, the predetermined minimum degree of turning is less than or equal to 5 degrees.

[0146] In some embodiments, the vehicle steering input includes a turn direction as sensed from a steering wheel angle sensor.

[0147] In some embodiments, the target turning tension is greater than or equal to the target nonturning target tension.

[0148] In some embodiments, the vehicle steering input is received over a wireless signal from a remote-control unit.

[0149] According to another broad aspect of the present disclosure there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method comprising: determining a vehicle steering input; determining if the vehicle steering input is indicative of a turning operating condition of the vehicle or a non-turning operating condition of the vehicle; determining a target track tension for each track based on the determination of a turning operating condition of the vehicle or a non-turning operating condition of the vehicle; and sending a tension control signal to the tension subsystem of each track assembly to cause the respective tensioner to apply the target tension to the respective track based on the determined operation condition of the vehicle.

[0150] According to another broad aspect of the present disclosure there is provided computer-implemented method for a vehicle, the vehicle comprising plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extension controllable by a suspension subsystem, wherein the body comprises a load-carrying portion for carrying a load wherein the load-carrying portion is configured to pivot relative to a frame of the body between a load-carrying position wherein the load-carrying portion is parallel to a longitudinal axis of the frame, and a plurality of tilted positions relative to the frame wherein one of the plurality of tilted positions is a maximum tilted position corresponding to a load-dumping position of the load-carrying portion of the vehicle, the vehicle further comprising a prime mover and a system for transferring energy from the prime mover to hydraulic systems required for the operation of the vehicle, the system for transferring energy including a hydraulic pump configured for actuating a lift arm coupled to the load-carrying portion of the vehicle for tilting the load-carrying portion of the vehicle relative to the frame, the method comprising: while the vehicle is in an unloaded condition wherein the load-carrying portion is free of a payload and the suspensionsubsystem is configured in an unloaded suspension configuration of the vehicle wherein the extension of each one of the suspension cylinders is in an unloaded suspension cylinder configuration, receiving at least one sensor signal indicative of a speed of the vehicle; responsive to receiving a sensor signal indicative of a stopped condition of the vehicle wherein the speed of the vehicle is 0 km / hr as determined by the at least one sensor signal indicative of the speed of the vehicle, sending a control signal to the lift arm to tilt the load-carrying portion of the vehicle to a payload-receiving tilt angle relative to the frame; determining a pressure of the hydraulic pump configured for actuating the lift arm while the load-carrying portion is disposed at the payload-receiving tilt angle; and responsive to determining that the pressure of the hydraulic pump is greater than a predetermined payload pressure indicative of a loaded configuration of the vehicle, sending pressure control signals to the suspension subsystem to cause each of the suspension cylinders to transition from their respective unloaded suspension cylinder configuration to a respective loaded suspension cylinder configuration corresponding to a loaded suspension configuration of the vehicle.

[0151] In some embodiments, the predetermined payload pressure indicative of the loaded configuration is at least 700 psi.

[0152] In some embodiments, the predetermined payload pressure indicative of the loaded configuration is less than 75% of a maximum operating pressure of the lift arm required to lift the loadcarrying device while the load-carrying device is at its maximum weight rating.

[0153] In some embodiments, the method further comprises receiving a signal indicative of a desire to dump the payload contained within the load-carrying portion of the vehicle; responsive to receiving the signal indicative of the desire to dump the payload, determining a tilt angle of the loadcarrying portion of the vehicle relative to the frame; and responsive to determining that the tilt angle of the load-carrying portion is greater than a predetermined minimum tilt angle for dumping a payload, sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to transition from their respective loaded suspension cylinder configuration to their respective unloaded suspension cylinder configuration.

[0154] In some embodiments, the signal indicative of the desire to dump the payload is received via a user interface of the vehicle.

[0155] In some embodiment the signal indicative of the desire to dump the payload is received over a wireless signal from a remote-control unit.

[0156] In some embodiments, the signal indicative of the desire to dump the payload is generated in response to activation of a lever to tilt the load-carrying portion.

[0157] In some embodiments, while the vehicle is in the unloaded configuration, determining current values of the extensions of the suspension cylinders and saving the current values in memory as saved extension values; and in response transitioning from the unloaded configuration to the loaded configuration and in response to determining that the tilt angle of the load-carrying portion is greater than the predetermined minimum tilt angle for dumping a payload, sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to return to its respective saved extension value.

[0158] According to another broad aspect of the present disclosure there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method wherein: while the vehicle is in an unloaded condition, wherein the load-carrying portion is free of a payload and the suspension subsystem is configured in an unloaded suspension configuration of the vehicle wherein the extension of each one of the suspension cylinders is in an unloaded suspension cylinder configuration, receiving at least one sensor signal indicative of a speed of the vehicle, responsive to receiving a sensor signal indicative of a stopped condition of the vehicle wherein the speed of the vehicle is 0 km / hr as determined by the at least one sensor signal indicative of the speed of the vehicle, sending a control signal to the lift arm to tilt the load-carrying portion of the vehicle to a payload-receiving tilt angle relative to the frame; the method comprising the steps of: determining a pressure of the hydraulic pump configured for actuating the lift arm while the load-carrying portion is disposed at the payload-receiving tilt angle; and responsive to determining that the pressure of the hydraulic pump is greater than a predetermined payload pressure indicative of a loaded configuration of the vehicle, sending pressure control signals to the suspension subsystem to cause each of the suspension cylinders to transition from their respective unloaded suspension cylinder configuration to a respective loaded suspension cylinder configuration corresponding to a loaded suspension configuration of the vehicle.

[0159] According to another broad aspect of the present disclosure there is provided tracked vehicle comprising: a body including a frame; a left track assembly mounted to a left lateral side of the frame and a right track assembly mounted to a right lateral side of the frame, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels including a first wheel arranged at a first end of the track assembly, a second wheel arranged at a second end of the track assembly and one or more intermediate idler wheels arranged in between the first wheel and the secondwheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels supporting at least a portion of an overall weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a plurality of suspension cylinders for supporting the body of the vehicle on respective wheels of the respective set of wheels for each of the left and right track assemblies and wherein each of the suspension cylinders has an extension controllable by a suspension subsystem; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor; wherein: each one of the suspension cylinders is configured for adjustment to effect a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the left track assembly and the right track assembly, independently, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

[0160] In some embodiments, the first portion is at least 60% of the overall weight of the vehicle.

[0161] In some embodiments, the transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the first wheel and a rod-side pressure for the suspension cylinder of the second wheel, and reducing a rod-side pressure of the suspension cylinder of one or more intermediate idler wheels arranged most proximal to the central vertical axis of the left track assembly and the right track assembly.

[0162] According to another broad aspect of the present disclosure there is provided a tracked vehicle comprising: a body including an upper frame and a lower frame; a cabin mounted to the upper frame and comprising a user interface including a steering input device controllable by a user; a left track assembly on a left lateral side of the lower frame and a right track assembly on a right lateral side of the lower frame, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels including a first wheel arranged at a first end of the track assembly, a second wheel arranged at a second end of the track assembly, and one or more intermediate idler wheels arranged in between the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels supporting at least a portion of an overall weight of the vehicle,wherein at least one of the first wheel and the second wheel is a drive wheel; a plurality of suspension cylinders for supporting the body of the vehicle on respective wheels of the respective set of wheels for each of the left and right track assemblies and wherein each of the suspension cylinders has an extension controllable by a suspension subsystem; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: receiving a steering input command via the steering input device; determining if the steering input is indicative of a zero-radius turn; and responsive to determining that the steering input command is indicative of a zero-radius turn, transmitting pressure control signals to each one of the suspension cylinders to adjust tuning parameters of each of the suspension cylinders to cause a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the left track assembly and the right track assembly, independently,, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

[0163] In some embodiments, the first portion is at least 60% of the overall weight of the vehicle.

[0164] In some embodiments, the transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the first wheel and a rod-side pressure for the suspension cylinder of the second wheel, and reducing a rod-side pressure of the suspension cylinder of one or more intermediate idler wheels arranged most proximal to the central vertical axis of the left track assembly and the right track assembly.

[0165] According to another broad aspect of the present disclosure there is provided a non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a body including a frame; a steering input device controllable by a user; a left track assembly on a left lateral side of the frame and a right track assembly on a right lateral side of the frame, the leftand right track assemblies each comprising a respective track surrounding a respective set of wheels including a first wheel arranged at a first end of the track assembly, a second wheel arranged at a second end of the track assembly, and one or more intermediate idler wheels arranged in between the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels supporting at least a portion of an overall weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a plurality of suspension cylinders for supporting the body of the vehicle on respective wheels of the respective set of wheels for each of the left and right track assemblies and wherein each of the suspension cylinders has an extension controllable by a suspension subsystem; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor, the method comprising the steps of: receiving a steering input command via the steering input device;determining if the steering input is indicative of a zero-radius turn; and responsive to determining that the steering input command is indicative of a zero-radius turn, transmitting pressure control signals to each one of the suspension cylinders to adjust tuning parameters of each of the suspension cylinders to cause a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the left track assembly and the right track assembly, independently, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, independently, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

[0166] In some embodiments, the steering input command is received over a wireless signal from a remote-control steering input device associated with the vehicle.

[0167] In some embodiments, the first portion is at least 60% of the overall weight of the vehicle.

[0168] In some embodiments, the step of transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the drive wheel and a rod-side pressure for the suspension cylinder of the other one of the first wheel and the second wheel, and reducing a rod-side pressure of the suspension cylinder of one or moreintermediate idler wheels most proximal to the central vertical axis of the left track assembly and the right track assembly, independently.

[0169] In some embodiments, the frame includes a lower frame and an upper frame mounted to the lower frame, the upper frame comprising: a first side rail; a second side rail; and one or more crossmembers extending transversally between and interconnecting the first side rail and the second side rail; wherein: each one of the one or more cross-members, independently, is removably connected the first side rail and to the second side rail via mechanical fasteners.

[0170] In some embodiments, the first side rail and the second side rail are each, independently, in the form of one of the following alternatives: an H-beam, an I-beam, a C-beam, a U-beam, a hollow beam, or a full beam.

[0171] In some embodiments, the first side rail and the second side rail each, independently, have an upper surface that defines at least a portion of an upper surface of the upper frame.

[0172] In some embodiments, the frame includes a lower frame and an upper frame mounted to the lower frame; the tracked vehicle has a vehicle length as measured along an axis that extends parallel to a longitudinal axis of the vehicle; the upper frame has an upper frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle; and the lower frame has a lower frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle; and the lower frame is configured such that a ratio of the lower frame length to the vehicle length is less than 75%.

[0173] In some embodiments, the ratio of the lower frame length to the vehicle length is less than 50%.

[0174] In some embodiments, the ratio of the lower frame length to the vehicle length is less than 25%.

[0175] In some embodiments, the tracked vehicle further comprises a drive system for transmitting power from the prime mover to each one of the track assemblies, independently, to move each track about the track-engaging assembly, respectively.

[0176] In some embodiments, the drive system includes at least, a hydraulic motor connected to the drive wheel of the first track assembly and a hydraulic motor connected to the drive wheel of the second track assembly, wherein each hydraulic motor, independently, is provided with fluid under pressure created by the prime mover via a corresponding fluid hose coupling the hydraulic motor to a pressurized fluid source.

[0177] In some embodiments, while the tracked vehicle is configured such that the frame includes a lower frame and an upper frame, the lower frame is configured to include: an internal cavity configured to house components for the operation of the first and second track assemblies as well as the overall operation of the tracked vehicle; and a fluid hose-routing opening disposed within a wall of the lower frame such that one or more fluid hoses for operably coupling one or more piston cylinder arrangements and / or one or more hydraulic motors to the pressurized fluid source are routable from the pressurized fluid source through the internal cavity defined by the lower frame to an area external to the inner cavity defined by the lower frame via the fluid hose routing opening; the tracked vehicle further comprising: a fluid hose mounting configuration, the fluid hose mounting configuration including: a first mounting block mounted to a wheel-coupling arm and configured for securing a first portion of one or more fluid hoses in spaced apart arrangement, relative to the wheel-coupling arm proximal to the corresponding piston-cylinder arrangement and hydraulic motor associated with the wheel-coupling arm; and a second mounting block coupled to the first mounting block in spaced-apart relationship to the first mounting block, the second mounting block configured for securing a second portion of each one of the one or more fluid hoses in spaced-apart relationship such that each portion of fluid hose extending between the second mounting block and first mounting block along a longitudinal axis such that each portion of fluid hose extending between the second mounting block and first mounting block is disposed in parallel spaced apart relationship to one another; and wherein: rotation of the wheel-coupling arm, relative to the lower frame, is with effect that the mounting block pivots, relative to the lower frame, together with the wheel-coupling arm such that the parallel, spaced apart relationship of each portion of the one or more fluid hoses that extends between the first mounting block and the second mounting block is maintained.

[0178] In some embodiments, the mounting configuration is mounted to the wheel coupling arm and extends through the fluid hose-routing opening in the lower frame such that while one or more fluid hoses are secured to the first and second mounting blocks of the mounting configuration, rotation of the wheel-coupling arm, relative to the lower frame, is such that there is an absence of interference between any one of the one or more fluid hoses and an edge defined by the fluid hose-routing opening in the lower frame.

[0179] In some embodiments, the first mounting block is mounted to the wheel coupling arm such that the first mounting block is spaced apart from the wall of the lower frame in which the fluid hose routing opening is formed by a mounting distance, as measured along an axis that extends parallel to a longitudinal axis of the vehicle, and the mounting distance is selected such that a vertical axis that extendsthrough the first mounting block and perpendicular to the longitudinal axis of the vehicle is proximal to a vertical axis that extends perpendicular to the longitudinal axis of the vehicle extends in a vertical plane that extends through the axis of rotation of the wheel coupling arm.

[0180] In some embodiments, the first mounting block is mounted to the wheel coupling arm such that a distance that extends from the axis of rotation of the wheel coupling arm, as measured along a vertical axis that extends perpendicular to the wheel-coupling arm axis of rotation to a longitudinal axis that extends through the center of a corresponding one of the fluid hoses is sufficient to ensure that there is an absence of interference between the wheel coupling arm and any one of the one or more fluid hoses secured within the mounting configuration as the wheel coupling arm rotates relative to the lower frame.

[0181] In some embodiments, a flexible member extends between the wall of the lower frame in which the fluid hose routing opening is formed and the first mounting block such that each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity defined by the lower frame is surrounded by the flexible member.

[0182] In some embodiments, the flexible member has a first end mounted to the edge of the fluid hose routing opening and a second end mounted to the first mounting block such that there is an absence of exposure of each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity to an external environment.

[0183] In some embodiments, the flexible member is configured to flex and / or distort in response to rotation of the wheel coupling arm relative to the lower frame about the wheel coupling arm axis of rotation.

[0184] In some embodiments, each of the suspension cylinders has an extension controllable by a suspension subsystem; and each one of the suspension cylinders is configured for adjustment to effect a redistribution of the overall weight of the vehicle to the drive wheel, the main idler wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that: a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the lower frame of the vehicle, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

[0185] In some embodiments, each of the suspension cylinders has an extension controllable by a suspension subsystem; and the vehicle further comprising a controller configured to: receive a steeringinput command via a steering input device; determine if the steering input is indicative of a zero-radius turn; and responsive to determining that the steering input command is indicative of a zero-radius turn, transmitting pressure control signals to each one of the suspension cylinders to adjust tuning parameters of each of the suspension cylinders to cause a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the each of the left track assembly and the right track assembly, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

[0186] In some embodiments, the first portion is at least 60% of the overall weight of the vehicle.

[0187] In some embodiments, the transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the drive wheel and a rod-side pressure for the suspension cylinder of the main idler wheel, and reducing a rod-side pressure of the suspension cylinder of one or more intermediate idler wheels most proximal to the central vertical axis of the frame.

[0188] In some embodiments, the first wheel is the drive wheel and the second wheel is a main idler wheel.

[0189] In some embodiments, the first wheel is a first drive wheel and the second wheel is a second drive wheel, each of the first drive wheel and the second drive wheel configured to drive the track within a corresponding one of the first track assembly and the second track assembly.

[0190] In some embodiments, the drive wheel is a sprocket wheel and the main idler wheel is a free-wheeling sprocket wheel.

[0191] In some embodiments, the first drive wheel is a sprocket wheel and the second drive wheel is a sprocket wheel.

[0192] According to another broad aspect of the present disclosure there is provided pistoncylinder configuration configured for operably coupling to a first portion of an apparatus and to a second portion of an apparatus for effecting relative displacement between the first portion of the apparatus andthe second portion of the apparatus, comprising: a housing; a piston rod having a first end disposed within the housing, the piston rod disposed for reciprocating movement relative to the housing; a first sliding piston portion disposed within the housing in spaced-apart relationship from the first end of the piston rod, the first sliding piston portion disposed for sliding displacement within the housing; a first fluid chamber defined between the first end of the piston rod and a first side of the first sliding piston portion; and a second sliding piston portion cooperatively configured with the first sliding piston portion such that the piston-cylinder configuration includes: a second fluid chamber defined between a second side of the first sliding piston portion and a first side of the second sliding piston portion; wherein: a first fluid is disposed within the first fluid chamber such that displacement of the piston rod relative to the housing effects sliding displacement of the first sliding piston portion; a second fluid is disposed within the second fluid chamber such that displacement of one of the first sliding piston portion and the second sliding piston portion effects displacement of the other one of the first sliding piston portion and the second sliding piston portion; and the piston-cylinder configuration is configurable in a plurality of operational modes, each operational mode corresponding to a set of predetermined operating parameters of the piston-cylinder configuration; and transitioning from one operational mode of the plurality of operational modes to another one of the plurality of operational modes is in response to one or more of: displacement of the piston rod relative to the cylinder housing is in response to a change in pressure on an actuation side of the piston rod; and displacement of the second sliding piston portion relative to the first sliding piston portion in response to a change in pressure on a second, actuation side of the second sliding piston portion.

[0193] In some embodiments, the second sliding piston portion is disposed within the housing; and displacement of the second sliding piston portion relative to the first sliding piston portion is in response to a change in pressure supplied to the second, actuation side of the second sliding piston portion via an actuation fluid port of the housing.

[0194] In some embodiments, the housing is a first housing portion; the piston-cylinder configuration further comprising: a second housing portion disposed external to the first housing and fluidly coupled to the first housing portion via a fluid passage extending between and interconnecting the first housing portion and the second housing portion; wherein: the second sliding piston portion is disposed within the second housing portion for sliding displacement within the second housing portion, the second fluid chamber extending between the first housing portion and the second housing portion; and transitioning from one operational mode of the plurality of operational modes to another one of the plurality of operational modes in response to displacement of the second sliding piston portion relative tothe first sliding piston portion is in response to a change in pressure on the second, actuation side of the second sliding piston portion via an actuation fluid port of the second housing portion.

[0195] In some embodiments, the piston-cylinder configuration is configured such that the first fluid is a hydraulic fluid; and the second fluid is a gaseous fluid.

[0196] In some embodiments, the piston-cylinder configuration is configured such that: the cylinder housing extends between a first end and a second end and has an internal diameter that increases between the first end and the second end; the piston rod includes a piston fixed to a first end of the piston rod that is disposed within the cylinder housing; the piston-cylinder arrangement further comprising: a plurality of piston portions disposed at spaced apart intervals within the cylinder housing between the piston that is fixed to the first end of the piston rod and the second end of the cylinder housing, each piston portion, independently, disposed for sliding displacement within the cylinder housing; a plurality of force adjusters arranged relative to the plurality of piston portions within the cylinder housing such that a force adjuster is disposed between the piston and an adjacent one of the plurality of piston portions and between each adjacent pair of piston portions thereafter; wherein the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that: the piston rod is displaceable between an extended position relative to the housing and a fully retracted position relative to the housing; and displacement of the piston rod relative to the cylinder housing from the extended position to the fully retracted position, effects displacement of each one of the plurality of piston portions, independently, towards an adjacent one of the plurality of the piston portions, the displacement of each one of the plurality of piston portions towards the adjacent one of the plurality of piston portions, independently, acting against the force adjuster disposed between each adjacent pair of the plurality of piston portions such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, from the extended position to the fully retracted position increases along the cylinder housing.

[0197] According to another broad aspect of the present disclosure there is provided a tracked vehicle comprising: a frame; a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame; a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame; each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly and one or more intermediate idler wheelsarranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a power plant mounted to the upper frame, the power plant comprising a prime mover; a drive system for transmitting power from the prime mover to each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively; wherein: the track includes a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion at least partially embedded within elastomeric material that defines a ground-engaging outer side that constitutes at least part of the ground-engaging surface of the track, each core portion comprising: a first guide projection and a second guide protection extending upwardly away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, such that a wheel-engaging space is bounded at least in part by the base portion and at least a portion of each of the first guide projection and the second guide projection; wherein the base portion, the first guide projection and the second guide projection are co-operatively configured such that the wheel-engaging space is defined by: a concave-surface extending along a base of the wheel-engaging space, the concave-surface defining portion transitioning to a first guide projection convex-surface defining portion at a point on the first guide projection and extending to a tip of the first guide projection, and transitioning to a second guide projection convex surface -defining portion at a point on the second guide projection and extending to a tip of the second guide projection; the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface -defining portion are cooperatively configured such that the wheel-engaging space has a first wheel-engaging portion having first width as measured along a horizontal axis that extends between the transition point of the first guide projection and the transition point on the second guide projection, and a second wheel-engaging portion having a second width as measured along a horizontal axis that extends between the tip of the first guide projection to the second guide projection, the second width being greater than the first width; and while the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on the drive wheel, lateral displacement of a respective wheel of the track-engaging assembly that is engaged within the wheelengaging space of a respective one of the core portions relative to a central vertical axis of the wheelengaging space is permitted and de-tracking of the wheel from within the wheel-engaging space in response to tilting of the track relative to the wheel while the wheel is laterally displaced is resisted due tocontinued engagement of the wheel within the second wheel-engaging portion of the wheel-engaging space.

[0198] In some embodiments, the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configured such that an angle, 0A, defined between a line that extends from the transition point of one of the first guide projection and the second guide projection, to the tip of the respective one of the first guide projection and the second guide projection and a central vertical axis that extends through the wheel-engaging space is greater than an angle, 0B, defined between the central vertical axis of the wheel-engaging space and a line that extends from an end portion of the concave-surface defining portion and is tangent to the transition point defined by the respective one of the first guide projection and the second guide projection.

[0199] In some embodiments, the angle, 0B, is about 50% of the angle, 0A.

[0200] According to another broad aspect of the present disclosure there is provided a track for a tracked vehicle comprising a body, a left track assembly and a right track assembly each comprising a respective set of wheels configured for engaging with a respective track, a prime mover and a system for transferring energy from the prime mover to the left and right track assemblies to move the track and thereby cause movement of the vehicle relative to a ground, the track comprising: a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion connected to adjacent core portions for forming an endless track, each core portion comprising: a first guide projection and a second guide protection extending upwardly and away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, the first guide projection, the second guide projection and the base portion together defining a wheel-engaging space therebetween; wherein: the base portion, 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 wheel-engaging space, the concave-surface defining portion transitioning to a first guide projection convex-surface defining portion at a point on the first guide projection and extending to a tip of the first guide projection, and transitioning to a second guide projection convex surface -defining portion at a point on the second guide projection and extending to a tip of the second guide projection; the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configuredsuch that the wheel-engaging space has a first wheel-engaging portion having first width as measured along a horizontal axis that extends between the transition point of the first guide projection and the transition point on the second guide projection, and a second wheel-engaging portion having a second width as measured along a horizontal axis that extends between the tip of the first guide projection to the second guide projection, the second width being greater than the first width; and while the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on the drive wheel, lateral displacement of a respective wheel of the track-engaging assembly that is engaged within the wheel-engaging space of a respective one of the core portions relative to a central vertical axis of the wheel-engaging space is permitted and detracking of the wheel from within the wheel-engaging space in response to tilting of the track relative to the wheel while the wheel is laterally displaced is resisted due to continued engagement of the wheel within the second wheel-engaging portion of the wheel-engaging space.

[0201] In some embodiments, the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configured such that an angle, 0A, defined between a line that extends from the transition point of one of the first guide projection and the second guide projection, to the tip of the respective one of the first guide projection and the second guide projection and a central vertical axis that extends through the wheel-engaging space is greater than an angle, 0B, defined between the central vertical axis of the wheel-engaging space and a line that extends from an end portion of the concave-surface defining portion and is tangent to the transition point defined by the respective one of the first guide projection and the second guide projection.

[0202] In some embodiments, the angle, 0B, is about 50% of the angle, 0A.BRIEF DESCRIPTION OF THE DRAWINGS

[0203] Reference will now be made, by way of example, to the accompanying drawings which show example embodiments of the present application, and in which:

[0204] Figure 1 is an overall perspective view of a non-limiting exemplary embodiment of a tracked vehicle according to the present disclosure.

[0205] Figure 1A is a block diagram of the tracked vehicle showing the electronic control unit (ECU), in accordance with a non-limiting embodiment.

[0206] Figure IB is a front perspective view of a non-limiting exemplary embodiment of a power plant of the tracked vehicle with panels of a housing of the power plant removed for ease of illustration.

[0207] Figure 2 is a perspective view of the frame of the tracked vehicle of Fig. 1 with the track removed for ease of illustration.

[0208] Figure 3 is a perspective view of the frame of Fig. 2 with an exemplary embodiment of a track mounted on either side of the frame.

[0209] Figure 4 is a side view of the frame of Fig. 2.

[0210] Figure 5 is a side view of the frame of Fig. 3 including the track.

[0211] Figure 6 is a front view of the frame of Fig . 2.

[0212] Figure 7 is a front view of the frame of Fig . 3.

[0213] Figure 8 is a rear view of the frame of Fig. 2.

[0214] Figure 9 is a rear view of the frame of Fig. 3.

[0215] Figure 10 is atop view of the frame of Fig. 2.

[0216] Figure 11 is a bottom view of the frame of Fig. 2.

[0217] Figure 12A is a schematic view of a conventional trapezoidal track configuration for a tracked vehicle.

[0218] Figure 12B is a schematic view of an exemplary embodiment of an oblong track configuration for a tracked vehicle.

[0219] Figure 12C is a side view of an exemplary embodiment of a tracked vehicle according to the present disclosure incorporating an oblong track configuration.

[0220] Figure 13 is a side view of an exemplary embodiment of a track engaging assembly for a track system for a tracked vehicle according to the present disclosure.

[0221] Figure 14 is a detail view of a main idler wheel of a track system of a tracked vehicle according to the present disclosure.

[0222] Figure 15 is a detail view of a track engaging assembly of a track system mounted showing the drive wheel and intermediate idler wheels.

[0223] Figure 16 is a detail view of the drive wheel and end of the track system of Fig. 15.

[0224] Figure 17 is a side view of the track engaging assembly similar to the view shown in Fig.13.

[0225] Figure 17A is a side view of a track engaging assembly and track system for a tracked vehicle according to another exemplary embodiment of the present disclosure.

[0226] Figure 17B is a rear side view of the track-engaging assembly of Figure 17A with the intermediate idler wheels removed for ease of illustration.

[0227] Figure 18 is a detail view of an exemplary embodiment of a tensioning configuration incorporated into the track system of a tracked vehicle, according to the present disclosure.

[0228] Figure 19A is a side view of a tracked vehicle according to the present disclosure in a first operational mode.

[0229] Figure 19B is a side view of a tracked vehicle according to the present disclosure in a second operational mode wherein an upper frame portion including the cab of the vehicle is rotated 180 degrees relative to the configuration in the first operational mode illustrated in Fig. 19A.

[0230] Figure 20 is a detail view of the tensioning configuration of Fig. 18 in a retracted configuration.

[0231] Figure 21 is a detail view of the tensioning configuration of Fig. 18 in an extended configuration.

[0232] Figure 22 is a detail view of the tensioning configuration of Fig . 18 in a neutral configuration.

[0233] Figure 23 is a detail view of the tensioning configuration of Fig. 18 illustrating a range of travel of the track engaging assembly.

[0234] Figure 24 is a side view of the track assembly of the tracked vehicle illustrating a side view volume occupation of the track assembly.

[0235] Figure 25 is a schematic illustration of the side view volume occupation of moving parts of the track-engaging assembly.

[0236] Figure 26 is a schematic illustration of the side view volume occupation of non-moving parts of the track-engaging assembly.

[0237] Figure 27A is a detail end view of a conventional weight-bearing wheel of a conventional track-engaging system engaging with a track.

[0238] Figure 27B is a detail end view of a weight-bearing wheel of the track-engaging system engaging according to the present disclosure engaging a portion of track.

[0239] Figure 28 is a detail view of a portion of an exemplary track according to the PRIOR ART.

[0240] Figure 29 is a detail view of an exemplary embodiment of one of the plurality of wheels of the track engaging assembly engaged with the track.

[0241] Figure 30 is a detail view of a drive motor in driving engagement with the drive wheel of the track-engaging assembly of the track system.

[0242] Figure 31 is a detail view a drive wheel of the track system incorporating a heat sink.

[0243] Figure 32 is a front view of the drive wheel end of the tracked vehicle wherein the track is translucent for ease of illustrated showing the configuration of the drive wheel with drive motor and heat sink.

[0244] Figure 33 is a detail view of an exemplary embodiment of the heat sink as illustrated in Fig. 30.

[0245] Fig 34 is a block diagram of a suspension subsystem for a wheel of a tracked vehicle, in accordance with a non-limiting example embodiment.

[0246] Fig 35 illustrates a suspension cylinder of a suspension subsystem in various positions, in accordance with a non-limiting example embodiment.

[0247] Fig 36 is a block diagram of an operator interface in a cabin of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0248] Fig 37 is a block diagram illustrating various sensors of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0249] Fig 38 is a block diagram of an electronic control unit (ECU) of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0250] Fig 39 is a block diagram illustrating various processes that can be executed by the ECU, in accordance with a non-limiting example embodiment.

[0251] Fig 40 is a flowchart showing steps of a driving mode selection process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0252] Fig 41 is a flowchart showing steps of an example weigh load process that may be executed by the ECU for computing the load weight, in accordance with a non-limiting example embodiment.

[0253] Fig 42 is a flowchart showing steps of an example tare process that may be executed by the ECU for computing the tare weight, in accordance with a non-limiting example embodiment.

[0254] Fig 43 is a flowchart showing steps of an example speed limiting process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0255] Fig 44 is a flowchart showing steps of an example turn limiting process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0256] Fig. 45 is a flowchart showing steps of an example weight redistribution process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0257] Fig 46 is a flowchart showing steps of an example climbing mode process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0258] Fig 47 illustrates leveling of the pitch angle of the frame of the tracked vehicle further to execution of the climbing mode process, in accordance with a non-limiting example embodiment.

[0259] Fig 48 is a flowchart showing steps of an example side hill mode process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0260] Fig 49 illustrates leveling of the roll angle of the frame of the tracked vehicle further to execution of the side hill mode process, in accordance with a non-limiting example embodiment.

[0261] Fig. 50 is a flowchart showing steps of an example dumping mode process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0262] Fig 51 conceptually illustrates how an angle of a steering wheel results in different steering behavior at different speeds of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0263] Fig 52 is a flowchart showing steps of a tension management process that may be executed by the ECU, in accordance with a non-limiting example embodiment.

[0264] Fig 53 conceptually illustrates this relationship between a measured pump pressure and a target tension for the tracks of the tracked vehicle, in accordance with a non-limiting example embodiment.

[0265] Fig. 54 schematically shows a track tension subsystem for supplying controllable tension to a track, in accordance with a non-limiting example embodiment.

[0266] Fig 55 is an exemplary user interface display screen of the tracked vehicle illustrating exemplary user control inputs for operation of the vehicle.

[0267] Figure 56 is a schematic illustration of an example embodiment of the dynamic brake and static brake and their cooperation with the prime mover, the hydraulic system and the electronic control unit of the tracked vehicle.

[0268] Figure 57 is a schematic illustration of the dynamic brake and static brake of each of the track assemblies and their connection to the hydraulic system and electronic control unit of the tracked vehicle.

[0269] Figure 58 is a side view of a tracked vehicle with dump box having a conventional vehicle geometry.

[0270] Figure 59 is a schematic illustration of loads applied to a tracked vehicle having a conventional configuration as illustrated in Fig. 58.

[0271] Figures 60-61 are side views of an example embodiment of atracked vehicle with dump box according to the present disclosure.

[0272] Figure 62 is a side view of tracked vehicle with dump box having a convention fuel tank configuration.

[0273] Figure 63 is a front perspective view of the tracked vehicle as illustrated in Figs. 60-61 with an updated fuel tank configuration.

[0274] Figure 64 is a side view of the tracked vehicle of Fig. 63.

[0275] Figure 65 is a schematic illustration of loads that are applied to the tracked vehicle of Fig.64 while in a loaded condition and the effect on the ride height of the vehicle.

[0276] Figure 66 is a cross-sectional view through an example embodiment of a piston cylinder configuration according to an example embodiment of the present disclosure.

[0277] Figure 67 is a cross-sectional view through an alternate example embodiment of a piston cylinder configuration according to an example embodiment of the present disclosure.

[0278] Figure 68 is a cross-sectional view through an alternate example embodiment of a piston cylinder configuration according to an example embodiment of the present disclosure.

[0279] Figure 69 is a graphic representation of the cylinder force vs. cylinder stroke for the example embodiments of piston cylinder configurations of Figs. 66-68 while in use in a tracked vehicle according to the present disclosure in both the loaded and unloaded conditions.

[0280] Figure 70 is a cross-sectional view through an alternate example embodiment of a piston cylinder configuration according to an example embodiment of the present disclosure.

[0281] Figure 70A is a schematic, cross-sectional view through an alternate example embodiment of a piston cylinder configuration according to an example embodiment of the present disclosure.

[0282] Figure 71 is a side perspective view of a portion of the frame of the tracked vehicle according to the present disclosure illustrating an example embodiment of the mounting of hydraulic fluid lines.

[0283] Figure 72 is a side detail view of the mounting configuration of Fig. 71.

[0284] Figure 73 is a detail view of an example embodiment of a tensioning configuration for use in the track assemblies of a tracked vehicle according to the present disclosure.

[0285] Figure 74 is a detail side view through a portion of the tracked vehicle with dump box of Fig. 58 or Fig. 59 illustrating a conventional arrangement of the dump box lift mechanism.

[0286] Figure 75 is a front perspective view of the tracked vehicle according to an example embodiment of the present disclosure with the dump box in a maximum tilt position, with components of the tracked vehicle removed for ease of illustration.

[0287] Figure 76 is a side perspective view of an upper frame portion for a tracked vehicle according to the present disclosure.

[0288] Figure 77 is a side perspective view of a frame structure for a tracked vehicle according to the present disclosure incorporating the upper frame portion of Fig. 76.

[0289] Figure 78 is a flow chart of a process relating to the operation of the dump box.

[0290] Figure 79 is a conceptual side view of an embodiment of a cab interior according to an example embodiment of the present disclosure.

[0291] Figure 80 is a flow chart illustrating an example process related to a speed limiter associated with the braking system of the tracked vehicle.

[0292] Figure 81 is a flow chart illustrating a process for determining payload of the tracked vehicle and tuning of the suspension system to adjust for the detected payload.

[0293] Figure 82 is a schematic illustration of an example de-tracking mechanism associated with conventional track configurations for tracked vehicles.

[0294] Figure 83 is an example embodiment of a track configuration for the tracked vehicle according to the present disclosure overlapped with a conventional track for comparison.

[0295] Figure 84 is an example embodiment of the core portion of the track configuration of Fig.83.

[0296] Figures 85a-85c illustrate de-tracking mechanisms of a conventional track configuration.

[0297] Figures 85d-85f illustrate corresponding de-tracking mechanisms for the track configuration of Figs. 83-84.

[0298] Figure 86 is a flow chart of an example tensioning process for tensioning the track associated with the track assemblies of the tracked vehicle according to the present disclosure.

[0299] Figure 86A is a flow chart of another example tensioning process for tensioning the track associated with the track assemblies of the tracked vehicle according to the present disclosure.

[0300] Figure 87 is a front perspective view of a dump box mounted to a frame for tracked vehicle in a conventional mounting configuration with the dump box in a maximum tilt position and with components of the tracked vehicle removed for ease of illustration.

[0301] Figure 88 is an example embodiment of atrack configuration for an example embodiment of a tracked vehicle according to the present disclosure.

[0302] Figure 89 is a cross-sectional view through an example embodiment of a tracked vehicle according to the present disclosure illustrating the vehicle geometry including a schematic illustration of the interconnection between the lower frame and upper frame structures.

[0303] Figure 90 is a detail top perspective view of the central bearing wherein the upper frame structure interconnects to the lower frame structure with the dump box removed for ease of illustration.

[0304] Figure 91 is a detail cross-sectional view through the central bearing of the tracked vehicle of Fig. 90 showing the interconnection between the upper frame structure and the lower frame structure.

[0305] Similar reference numerals may have been used in different figures to denote similar components. It should be noted that all drawings are diagrammatic and not drawn to scale. Relative dimensions and proportions may have been modified for the sake of clarity and convenience in the drawings. Accordingly, the drawings are to be regarded as illustrative and not as restrictive.DESCRIPTION OF EXAMPLE EMBODIMENTS

[0306] With reference to Figures 1, 1A and IB, there is shown an exemplary, non-limiting example embodiment of a tracked vehicle incorporating features according to the present disclosure. As shown in Figure 1, the tracked vehicle 10 includes a chassis or frame 12, a power plant 14, a plurality of track assemblies 16(1), 16(2) one arranged on either side of the vehicle 10, and an operator cabin 18. In some embodiments, for example, the tracked vehicle 10 is configured to carry and operate secondary equipment, for example, a dump or lift, a crane, a ladder, an aerial device, an aerial work platform, a drill rig, a digger derrick, a material handler, and / or any other industrial apparatus that is mounted to the vehicle chassis 12. Accordingly, in some instances, the tracked vehicle 10 may be referred to as a “tracked carrier” or “tracked equipment carrier”.

[0307] The tracked utility vehicle 10 has a length Lv, a width Wv, and a height Hv (measured without taking into account the secondary equipment). These dimensions may allow the vehicle 10 to have a large payload capacity while being able to be used in a public road infrastructure. For example, in some embodiments, the length Lv may be at least 5 m, such as between 5 m and 10 m, in some cases between 6 m and 9 m, and in some cases between 7 m and 8 m; the width Wv may be at least 2 m, such as between 2 m and 5 m, in some cases between 2.5 m and 4.5 m, and in some cases between 3 m and 4 m; and the height Hv may be no more than 4 m, in some cases no more than 3.5 m, and in some cases no more than 3 m. The length Lv, width WV, and height Hv may take on various other values in other embodiments.

[0308] In some embodiments, the tracked utility vehicle 10 has a payload capacity which can be quite large. For example, in some embodiments, the payload capacity of the vehicle 10 may be at least10000 lbs (about 4536 kg), in some cases at least 15000 lbs (about 6804 kg), in some cases at least 20000 lbs (about 9072 kg), in some cases at least 30000 lbs (about 13608 kg), and in some cases at least 45000 lbs (about 20412 kg). In a preferred embodiment, the payload capacity of the vehicle is at least 660001bs (about 30000 kg). The payload capacity may take on various other values in other embodiments.

[0309] With reference again to Figure 1, the vehicle 10 has a longitudinal axis 59 defining a longitudinal direction of the vehicle 10 (i.e., a direction generally parallel to the longitudinal axis 59 of the vehicle) and transversal directions (i.e., directions transverse to its longitudinal axis 59), including a widthwise direction (i.e., a lateral direction generally perpendicular to its longitudinal axis 59 within a transverse plane of the vehicle 10). The vehicle 10 also has a height direction which is normal to both its longitudinal direction and its widthwise direction. References to the longitudinal, transversal and height directions throughout the specification will be understood with reference to longitudinal axis 59 of the vehicle 10.

[0310] 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.

[0311] The power plant 14 is in a driving relationship with each of the track assemblies 16(1), 16(2). That is, power derived from the power plant 14 is transmitted to each of the track assemblies 16(1), 16(2) in order to drive the track assemblies 16(1), 16(2). With reference to Figure IB, in some embodiments, for example, power from the power plant 14 is transmitted to the track assemblies 16(1), 16(2) via a hydraulic drive system 21 For instance, in such example embodiments, the hydraulic drive system 21 comprises, for each of the track assemblies 16(1), 16(2), at least a hydraulic pump 300 driven by the prime mover 17 and connected to a hydraulic motor (not shown) which drives the respective track assembly 16(1), 16(2). Power from the power plant 14 may be transmitted to the track assemblies 16(1), 16(2) in various other ways in other embodiments and in accordance with principals know in the art.

[0312] In the example embodiment of the tracked vehicle 10 of Figure 1, the power plant 14 includes a housing 46 which houses the prime mover 17 and other components of the power plant 14. More particularly, in this embodiment, the housing 46 houses: hydraulic components including each hydraulic pump 300 of the hydraulic drive system 21 and a hydraulic fluid reservoir; a cooling system for cooling the prime mover 17 and hydraulic fluid of the hydraulic drive system 21; batteries; components of an exhaust system; pipes; and cables. Other components of the power plant 14 may be housed in thehousing 46 in other embodiments. While each of the components and / or systems that are housed within the main housing 46 are not necessarily shown in the drawings, they will be understood to be known components of vehicles of this nature and understood by those of skill in the art. As well, it will be understood that other components of the power plant 14 may be housed in the housing 46 in other embodiments. In some embodiments, for example, the housing 46 and the components of the power plant 14 that it houses are mounted on top of the chassis 12 of the vehicle. Mounting of the housing 46 and the components of the power plant 14 that it houses above the chassis or frame 12 may facilitate installation and servicing of the power plant 14. For example, maintenance or other servicing activities may be performed by accessing components of the power plant 14 without being obstructed by the work equipment 41. Also, components of the power plant 14, including the prime mover 17, the hydraulic pumps of the hydraulic drive system, etc., and the housing 46, may secured to one another to constitute a “power plant module” that can be installed on and removable from the chassis 12 together as a unit. This may allow the tracked utility vehicle 10 to be easily equipped with a particular one of a plurality of different power plant modules during manufacturing of the vehicle 10 depending on an application or environment in which the vehicle 10 will be used. For example, in some embodiments, the plurality of different power plant modules may comprise different types of prime movers. For instance, in some cases, the different types of prime movers may be different types of internal combustion engines, such as different types of engines that conform to requirements of different engine tiers (e.g., an engine conforming to requirements of a T3 engine tier and an engine conforming to requirements of a T4 engine tier). In such examples of implementation, a controller controlling the prime mover 17 (e.g. an engine control unit (ECU)) may comprise software that can control the different types of engines and receives an input indicating a particular type of engine to which the prime mover 17 corresponds to control it accordingly. In addition to generating motive power to propel the tracked utility vehicle 10, in some embodiments, the power plant 14 may power the work equipment 41 carried by the vehicle 10. For instance, in some cases, the prime mover 17 may be used to supply power to the work equipment 41. In other cases, the power plant 14 may comprise another prime mover to supply power to the work equipment 41.

[0313] In some embodiments, for example, the tracked vehicle 10 comprises an engine control unit (ECU) 10500 configured for controlling various aspects of the operation of the tracked vehicle 10. In this respect, the ECU 10500 may be configured to receive input data from various sensors and / or other inputs relating to the operation of the vehicle 10, and may provide output control signals to various actuators, controllers, output devices and display units. For example, in some embodiments, the ECU10500 is configured to receive data relating to operation of the powertrain of the vehicle such as speed and torque related data, as well as temperature data for components and or systems incorporated into the tracked vehicle 10, etc. The input data may be processed by the ECU 10500 and used to generate control signals, which are sent to various other control modules within the tracked vehicle 10 for controlling and / or adjusting operation of the tracked vehicle 10. In some embodiments, the ECU 10500 is configured to interface with a human driver and / or vehicle operator through an operator interface 1003 that may include a driver input control unit and / or a user input (UI) display screen and / or control panel located within the driver cabin of the tracked vehicle 10 to allow for direct input of data from the driver or operator of the tracked vehicle 10. In some embodiments, see Fig. 36 for example, the ECU 10500 is operably coupled to various operational input devices of the operator interface 1003, such as a steering mechanism or steering wheel, an accelerator pedal and brake pedal, as well as buttons and controls that the driver or vehicle operator can interact with outside of those that exist within the UI display screen unit, that are each located within the driver cabin. Accordingly, it will be understood that the ECU 10500 is coupled to the tracked vehicle 10 and configured to receive information about the tracked vehicle 10 and, in some instances, information about the surrounding environment in which the tracked vehicle 10 is operating from a plurality of vehicle-embedded sensors 1004. The ECU 10500 is also configured to provide control signals to and receive information and / or signals from a plurality of controllable components 1008 (e.g. actuators and control systems) that control operation of the track assemblies, including among other things, track suspension, track tension, drive torque, braking torque, temperature controls, maintenance functions, etc.

[0314] Referring now to Figs. 1-34, the track assemblies 16(1), 16(2) will now be described in further detail. The track assemblies 16(1), 16(2) are used to propel the tracked utility vehicle 10 on the ground. A first track assembly 16(1) is arranged on a first lateral side of the vehicle 10, while a second track assembly 16(2) is arranged on a second lateral side of the vehicle 10. Each of the track assemblies 16(1), 16(2) supports a portion of a weight of the vehicle 10 in use. In some embodiments, for example, the first and second track assemblies 16(1), 16(2) are similarly configured and are disposed symmetrically relative to the chassis or frame 12. Thus, the portion of the weight of the vehicle 10 supported by each of the track assemblies 16(1), 16(2) is about half of the weight of the vehicle 10. In other examples, the portion of the weight of the vehicle 10 supported by each of the track assemblies 16(1), 16(2) may be other than one-half of the weight of the vehicle 10.

[0315] Each track assembly 16(1), 16(2), independently, includes a track 22 and a track engaging assembly 220 configured to drive and guide the track around the track-engaging assembly 220.In some embodiment, for example, the track 22 is an endless track. In some embodiments, for example, the track 22 is comprised of individual segment that are joined or otherwise coupled together to form an endless track that is configured for mounting on and being driven about the track-engaging assembly 220. As shown, for example, in FIG. 1, the track-engaging assembly 220 for each track assembly 16(1), 16(2) comprises a plurality of wheels 221, the plurality of wheels 221 including at least a sprocket wheel or drive wheel 24, and a main idler wheel 23. The drive wheel 24 and main idler wheel 23 are arranged in spaced-apart relationship along a longitudinal axis of the track assembly 16(1), 16(2), which extends parallel to the longitudinal axis 59 of the vehicle 10. The drive wheel 24 and main idler wheel 23 are arranged within the track 22 for supporting at least a portion of the weight of the vehicle 10. In some embodiments, for example, the plurality of wheels 221 of the track-engaging assembly 220 includes one or more support wheels 28 (and / or secondary or intermediate idler wheels) arranged intermediate the drive wheel 24 and main idler wheel 23 along the longitudinal axis of the track assembly 16(1), 16(2). In some embodiments, for example, at least some of the intermediate support wheels (or secondary idler wheels) 28 are arranged within the track 22 of the track assembly 16(1), 16(2) such that they are configured for supporting at least a portion of the weight of the vehicle 10, the one or more intermediate support wheels 28 configured for being in contact with the track that traverses the ground. In some embodiments, for example, the plurality of wheels 221 of the track-engaging assembly 220 further includes at least one upper track idler wheel 29 that is vertically spaced apart from the main longitudinal axis along which the drive wheel 24, main idler wheel 23 and one or more intermediate support wheels 28 are arranged. In some embodiments, for example, the upper track idler wheel 29 is arranged at the center of the track assembly 16(1), 16(2) for contacting an upper portion of the track 22 for providing support to the upper portion of the track 22 as the track rotates around the plurality of wheels 221 within the trackengaging assembly 220.

[0316] As described above, in the subject example embodiment, the track assemblies 16(1), 16(2) are each configured such that the drive wheel 24 and the main idler wheel 23 are arranged at opposite ends of the respective one of the track assemblies 16(1), 16(2) in spaced apart relationship to one another and are configured for supporting a portion of the weight of the vehicle 10. In some embodiments, for example, the drive wheel 24 and the main idler wheel 23 are selected such that the pitch diameter of the drive wheel, DPDW, (i.e. the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel 24, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel) and the pitch diameter of the main idler wheel, DPIW (i.e. the diameter of the main idler wheel 23) that is arranged at the oppositeend of the track-engaging assembly 220 relative to the drive wheel 24, are the same. In some embodiments, for example, the drive wheel 24 and the main idler wheel 23 are selected such that the pitch diameter of the drive wheel, DPDW, is greater than 15% of the pitch diameter of the main idler wheel, DPIW, or less than 15% of the pitch diameter of the main idler wheel, DPIW, (or vice versa). Whether the drive wheel 24 and the main idler wheel 23 are selected such that the pitch diameter of the drive wheel, DPDW, and the pitch diameter of the main idler wheel, DPIW, are the same or are selected such that the pitch diameter of the drive wheel, DPDW, is greater than 15% of the pitch diameter of the main idler wheel, DPIW, or less than 15% of the pitch diameter of the main idler wheel, DPIW, (or vice versa), each track assembly 16(1), 16(2), independently, is considered to have an overall oblong configuration as will be discussed in further detail below.

[0317] For each one of the track assemblies 16(1), 16(2), a track 22 is disposed around the arrangement of the plurality of wheels 221, namely the drive wheel 24, the main idler wheel 23, and the one or more support wheels or secondary idler wheels 28 and upper track idler wheel 29. Accordingly, when the track assemblies 16(1), 16(2) are arranged on the chassis or frame 12 of the vehicle 10, the longitudinal direction of each track assembly 16(1), 16(2) is generally parallel to the longitudinal axis 59 of the tracked vehicle 10. Similarly, each track assembly 16(1), 16(2) also has transversal directions, including a widthwise direction which is generally parallel to the widthwise direction of the tracked vehicle 10 (e.g. a transverse or lateral direction generally perpendicular to the longitudinal direction or longitudinal axis 59 of the tracked vehicle), and a height direction which is generally parallel to the height direction of the vehicle 10 (e.g. normal to both the longitudinal direction and widthwise direction of the vehicle 10). Therefore, it will be understood that each track assembly 16(1), 16(2) has a length Lta, a width Wta, and a height Hta. The track 22 of each track assembly 16(1), 16(2) has an outer surface or ground-engaging surface 17 configured for engaging the ground to provide traction for the vehicle 10, and an inner surface 19 that is disposed opposite to the ground engaging surface 17, the plurality of wheels 221 being in contact with at least a portion of the inner surface 19 of the track 22. While the track 22 is disposed around the arrangement of the plurality of wheels 24, 23, 28, 29 in each of the track assemblies 16(1), 16(2), each track 22, independently, defines a top run (or upper portion) 40 and a bottom run (or lower portion) 42. The top run 40 and the bottom run 42 of the track 22 are generally parallel to one another and extend along the longitudinal axis 59 of the tracked utility vehicle 10. The top run 40 of the track 22 is generally horizontal and has a length that is generally defined by the distance between the drive wheel 24 and the idler wheel 23. The bottom run 42 of the track 22 is the portion of the track that is in contact with and engages the ground. Accordingly, in the subject example embodiment, the bottom run42 of the track 22 is the portion of the track 22 that extends between the drive wheel 24 and the idler wheel 23 and beneath the one or more support wheels (or secondary idler wheels) 28 and which engages the ground. The bottom run 42 of the track 22, therefore, also has a length that is generally defined by the distance between the drive wheel 24 and the idler wheel 23. Accordingly, in the subject example embodiment, the length of the top run 40 and the length of bottom run 42 of the track 22 are substantially the same, further defining the overall oblong configuration of the track assembly 16(1), 16(2). In some embodiments, for example, the track-engaging assembly 220 is configured such that while the track 22 is arranged for rotation about the track-engaging assembly 220, the length of the bottom run 42 is greater than 90% of the length of the top run 40. In some embodiments, the length of the bottom run 42 is at least 96% of the length of the top run 40. In some embodiments, the length of the bottom run 42 is at least 98% of the length of the top run 40.

[0318] The top run and the bottom run 40, 42 of the track 22 are interconnected at corresponding, respective ends thereof by curved end portions 43 such that the top run 40, bottom run 42 and curved end portions 43 together form the track 22. By having the track assembly 16(1), 16(2) configured such that the drive wheel 24 and main idler wheel 23 are spaced apart from each other along the longitudinal axis of the track assembly 16(1), 16(2) with one or more additional idler and / or support wheels 28 arranged therebetween, with each of the plurality of wheels 221 in the track assembly 16(1), 16(2) arranged relative to one another for supporting at least a portion of the weight of the vehicle 10, along with the at least one upper track idler wheel 29 for supporting the top run 40 of the track 22, the track assembly 16(1), 16(2) is configured such that the track 22 has an overall oblong shape. The oblong configuration of the track 22 is achieved given that the top run 40 and bottom run 42 of the track 22 are interconnected at respective, corresponding ends by a singular curved end portion 43 defining a singular bend radius of the track 22. The track 22 is supported in the oblong configuration by the larger sized drive wheel 24 and the corresponding larger sized main idler wheel 23 that are arranged at opposite ends of the track 22 as well as the one or more intermediate support wheels 28 arranged along the bottom run or lower portion of the track, and the at least one upper track idler wheel 29 supporting the top run 40 at a mid-point or central region of the top run 40 or upper portion of the track 22. In the oblong arrangement, the overall length of the top run and the overall length of the bottom run are substantially similar. For example, in some embodiments the length of the bottom run is greater than 90% of the length of the top run. In some embodiments for example, the oblong arrangement is configured such that the overall length of the bottom run is at least 96% of the length of the top run. In some embodiments for example, the oblong arrangement is configured such that the overall length of the bottom run is at least 98% of thelength of the top run. Traditional track assemblies for tracked vehicles often have a trapezoidal track arrangement 22’ wherein the top run 40’ and bottom run 42’ of the track have a more significant difference in the overall lengths as they are often interconnected at each of their corresponding ends, respectively, by at least two separate bends or two separate curved portions 43(1), 43(2) such that the track arrangement defines a total of four (4) bends defined within the track arrangement, each bend having a radius of a different size as is shown, for example, in the schematic illustration found in Fig. 12A. This is unlike the arrangement defined in the subject example embodiment (see schematic illustration in Fig. 12B) wherein the drive wheel 24 and main idler wheel 23 are selected to have approximately the same overall pitch diameter that is larger than the pitch diameter of the drive wheel and / or idler wheel found in conventional track configurations, and wherein the drive wheel 24 and the main idler wheel 23 are arranged along the same longitudinal axis of the track assembly 16(1), 16(2) such that they are each in contact with the bottom run 42 and / or ground-engaging portion of the track thereby supporting a portion of the weight of the vehicle 10. As shown in Fig. 12C, the oblong configuration of the track assembly is further defined by the one or more intermediate support and / or additional idler wheels 28 that are arranged between the drive wheel 24 and main idler wheel 23 such that each wheel, in the overall plurality of wheels 23, 24, 28 that define the track-engaging assembly 220, is in contact with the ground (or inner surface of the bottom run 42 of the track 22) and supports at least a portion of the weight of the vehicle 10. In such arrangement, the overall size or overall pitch diameter of the drive wheel 24 and the main idler wheel 23 can be selected to be larger than what is typically found in traditional trapezoidal track assemblies as a singular wheel can now occupy the same space or area that, typically, had to accommodate two (or more) wheels, the two or more wheels thereby requiring smaller diameters than the pitch diameters of the drive wheel 24 and main idler wheel 23 of the subject example embodiment. By having a drive wheel 24 and main idler wheel 23 arranged at a respective, opposite end of the track assembly, each with an overall diameter that is greater that what is traditionally found in conventional trapezoidal track arrangements, the overall bend radius defined by each of the curved end portions 43 of each track assembly 16(1), 16(2) is increased relative to the bend radii typically found in the traditional trapezoidal track assemblies. It has been found that there is an interplay between the drive wheel (or sprocket wheel) pitch diameter, DPDW, (i.e. the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel) and the track pitch, Tp, (i.e. the center to center distance between the lugs or bars of the track) of a track assembly that has an effect on the overall performance of the tracked vehicle 10. More specifically, it has been found that: (i) increasing the overall bend radius of the track 22 by increasing the size of the drive wheel (orsprocket 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 16(1), 16(2) are closer to and more directly correspond to the pitch diameter of the drive wheel 24, the power that is transmitted to the drive wheel 24 by the prime mover 17 is transmitted directly to a larger portion of the track 22 for effecting rotation of the track 22 about the plurality of wheels 221. Therefore, by altering the overall track assembly configuration and the overall size of the drive wheel 24 and main idler wheel 23 such that power losses often associated with tracked vehicles are reduced, the overall efficiency of the tracked vehicle 10 is increased. In particular, it has been found that arranging the drive wheel (or sprocket wheel) 24 and idler wheels 23, 28 along substantially the same longitudinal axis such that each wheel in the plurality of wheels 221 of the track-engaging assembly 220 is a vehicle weightbearing wheel, as opposed to a trapezoidal arrangement wherein the drive wheel and main idler wheel are arranged along a longitudinal axis that is spaced vertically apart from the longitudinal axis along which the support or weight-bearing wheels of the track system are arranged, and selecting the drive wheel 24 and main idler wheel 23 such that the overall bending ratio (i.e. the quotient of the drive wheel or sprocket wheel pitch diameter to track pitch, Tp) of the track 22 is greater than at least 7.0, has been found to lead to improved overall performance of the tracked vehicle 10. In some embodiments, it has been found that arranging the drive wheel (or sprocket wheel) 24 and idler wheels 23, 28 along a substantially singular longitudinal axis such that each of the main wheels of the track-engaging assembly 220 is a vehicle weight-bearing wheel, and selecting the drive wheel 24 and main idler wheel 23 such that the overall bending ratio (i.e. the quotient of the drive wheel or sprocket wheel pitch diameter to track pitch) of the track 22, as defined by equation (I) below, is greater than 7.5 has been found to lead to improved overall performance of the vehicle 10. In some embodiments, for example, it has been found that selecting the drive wheel 24 and main idler wheel 23 such that the track configuration defines a bending ratio that is greater than a minimum of 6.5 and less than a maximum of 12 leads to overall increased performance of the vehicle 10 relative to conventional tracked vehicles having a trapezoidal track configuration. More specifically, a track configuration having abending ratio of greater than 7.0 and less than 11 and, more preferably, between 7.5 and 9, including specifically between 8.6 and 9.6, inclusively, is preferred and has resulted in overall improved performance of the vehicle 10.(I) Bending Ratio = DPDW / Tpwherein: DPDW is the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel 24, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel; andTp is the center-to-center distance between the lugs or bars of the track

[0319] The relationship between the drive wheel (or sprocket wheel) pitch diameter, DPDW, and the overall track area, TA, as defined by the product of the track width and the total track length (i.e. overall length of entire track and not simply the length of the bottom run) has also been found to be a contributing factor to overall performance of the tracked vehicle 10. Specifically, it has been found that a drive wheel or sprocket wheel area ratio, i.e. as defined by the quotient of the track area, TA, to the drive (or sprocket) wheel pitch diameter, DPDW, divided by 1000, as defined by equation (II) below, of between a minimum of 5.0 and a maximum of 9.0 has been found to lead to overall improved performance of the vehicle 10. More specifically, a track configuration having a drive wheel or sprocket wheel area ratio of greater than 6.0 and less than 8.5 and, more preferably, between a minimum of 7.0 and a maximum 8.5, and more preferable between a minimum of 7.5 and a maximum of 8.2, has resulted in overall improved performance of the vehicle 10 as compared to conventional tracked vehicles having a trapezoidal track arrangement.(II) Sprocket Wheel Area Ratio = (TA / DPDW) 1000The above-described ranges for the drive wheel (or sprocket wheel) area ratio, i.e. as defined by the quotient of the track area, TA, to the drive (or sprocket) wheel pitch diameter, DPDW, divided by 1000, is also applicable to the main idler wheel 23. More specifically, as described above, in some example embodiments, the main idler wheel 23 is of the same size (or has the same diameter) as the drive wheel (or sprocket wheel) 24. Therefore, the above-described ranges for the drive wheel (or sprocket wheel) area ratio are also applicable to the idler wheel area ratio, i.e. the quotient of the track area, TA, (as defined by the product of the track width and the total track length (i.e. overall length of entire track and not simply the length of the bottom run)) to idler pitch diameter, Ip, divided by 1000. See Table 1.0 reproduced below which provides non-limiting examples of the drive or sprocket wheel pitch diameter (DPDW), track pitch, track width, track length, bending ratio and sprocket area ratio according to the track assembly configuration of the present disclosure relative to other known pre-existing tracked vehicles." " " " " """""" " " "" "Table 1.0 - Non-Limiting Examples of the Tracked Vehicle relative to other Known Tracked Vehicles

[0320] With reference now to Figures 1-6, 13-18, in some embodiments, for example, the tracked vehicle 10 includes a suspension system 50 that is operably coupled to each one of the weight supporting wheels of the plurality of wheels 221 in each track assembly 16(1), 16(2), independently, for allowing relative motion between the each one of the weight bearing wheels of the plurality of weightbearing wheels, specifically the drive wheel 24, main idler wheel 23 and the one or more intermediate support wheels 28, and the frame (or chassis) 12 of the vehicle 10. The suspension system 50 is configured such that each weight bearing wheel of the plurality of wheels 221 in each track-engaging assembly 220, is independently connected to the frame 12 of the vehicle 10 such that movement of each one of the drive wheel 24, main idler wheel and the one or more intermediate support wheels 28, relative to the frame 12, is independent of each of the other one of the drive wheel 24, main idler wheel 23 and the one or more intermediate support wheels 28 in the respective one of the track assemblies 16(1), 16(2). In particular, the suspension system 50 is configured to allow each weight bearing wheel, i.e. the drive wheel 24, main idler wheel 23 and the one or more intermediate support wheels 28, of the plurality of wheels 221 to move relative to the frame 12 of the vehicle, independent to each of the other weight bearing wheels in the plurality of wheels 221 included in the respective one of the track assemblies 16(1), 16(2), in a direction perpendicular to both the longitudinal axis 59 and transverse axis of the vehicle 10. As set out above, each track assembly 16(1), 16(2) is similarly configured; therefore, the configuration and operation of the suspension system 50 in relation to the track-engaging assembly 220 of the first track assembly 16(1) is essentially the same as the configuration and operation of the suspension system 50 in relation to the track-engaging assembly 220 of the second track assembly 16(2). Accordingly, it will be understood that the configuration and operation of the suspension system 50 in respect of one of the track assemblies 16(1), 16(2) is equally applicable to the configuration and operation of the suspension system 50 in respect of the other one of the track assemblies 16(1), 16(2), the configuration and operation of only one of which will be described in further detail below.

[0321] Referring now to Figure 4 and Figure 13, the suspension system 50 is configured such that each weight bearing wheel in the plurality of wheels 221 of the track-engaging assembly 220 of a respective one of the pair of track assemblies 16(1), 16(2) is independently coupled to the frame 12 via a coupling arm having a first end pivotally connected to the frame 12 and a second end connected to the corresponding weight bearing wheel, i.e. the drive wheel 24, the main idler wheel 23 and the one or more intermediate support wheels 28. In particular, the drive wheel 24 is coupled to the frame 12 via a drive wheel coupling arm 52 having a frame coupling end 54 pivotally connected to the frame 12 and a wheelcoupling end 56 operably coupled to the drive wheel 24. The frame-coupling end 54 of the drive wheelcoupling arm 52 is pivotally connected to the frame 12 such that the drive wheel coupling arm 52 is disposed for rotation about a drive wheel arm pivot axis 58, wherein the drive wheel arm pivot axis 58 extends in a direction generally transverse to the longitudinal axis of the vehicle 59. The wheel-coupling end 56 of the drive wheel coupling arm 52 is operably coupled to the drive wheel 24 such that the drive wheel (or sprocket wheel) 24 moves together with the drive wheel coupling arm 52 as the drive wheel coupling arm 52 pivots or rotates about the drive wheel arm pivot axis 58. The coupling of the drive wheel 24 to the drive wheel coupling arm 52 is such that the drive wheel 24 remains disposed for rotation about a drive wheel axis of rotation 25, which axis extends in a direction generally transverse to the longitudinal axis 59 of the vehicle 10 and is the axis about which the drive wheel rotates 24 for driving the track 22 about the track-engaging assembly 220 of the respective track assembly 16(1), 16(2) to move the vehicle 10 across the ground.

[0322] The suspension system 50 is further configured such that the connection between the drive wheel coupling arm 52 and the frame 12 is such that the frame coupling end 54 of the drive wheel coupling arm 52 is connected to the frame 12 at a location that is disposed more proximal to the center of the frame 12 of the vehicle 10 relative to the location and / or position of the drive wheel 24 relative to the center of the frame 12 of the vehicle, as viewed along the longitudinal axis of the track-engaging assembly 16(1), 16(2) (see, for instance, the central vertical axis 85 of the frame illustrated schematically in Fig, 13 and 15). Accordingly, the drive wheel coupling arm 52 is connected to the frame 12 such that the arm 52 is oriented and / or arranged to extend longitudinally away from the center of the frame 12 towards an end of the vehicle 10. The connection between the frame coupling end 54 of the drive wheel coupling arm 52 and the frame 12 is also such that the drive wheel arm pivot axis 58 extends in a plane that is disposed parallel to a plane that extends transversely through the longitudinal axis 59 of the vehicle 10 and vertically above the plane in which the drive wheel axis of rotation 25 about which the drive wheel 24 rotates at the connection between the drive wheel 24 and the drive wheel coupling end 56 of the drive wheel coupling arm 52 extends. In some embodiments, for example, the drive wheel coupling arm pivot axis 58 extends in a plane that is disposed vertically above the transverse plane in which the drive wheel axis of rotation 25 extends by a vertical distance, DI, of at least 1mm. In some embodiments, for example, the drive wheel coupling arm pivot axis 58 extends in a plane that is disposed vertically above the transverse plane in which the drive wheel axis of rotation 25 extends by a vertical distance, DI, of at least 165mm.

[0323] Each drive wheel coupling arm 52 is connected to the frame 12 at the frame coupling end 54 for rotation about the drive wheel coupling arm pivot axis 58. Each drive wheel coupling arm 52 isalso coupled to the frame 52 via a suspension wheel displacement-effector which, in some embodiments, includes a suspension cylinder 55. In some embodiments, for example, the suspension cylinders 55 are hydraulic cylinders including a cylinder housing 57 with a piston rod 61 disposed for reciprocating movement relative to the cylinder 57, the piston rod 61 acting against hydraulic fluid contained within the cylinder 57. In some embodiments, for example, the suspension wheel displacement-effector includes a rubber bushing configured to compress under compressive forces applied to the corresponding wheel and that expands and / or returns to a neutral position in response to a decrease in or removal of the compressive force to return the corresponding wheel to its neutral position relative to the frame 12. In example embodiments wherein the suspension wheel displacement effector is a suspension cylinder 55, the suspension cylinders 55 are operably coupled with the overall hydraulic drive system 21 of the vehicle 10 in accordance with principles known in the art. In some embodiments, for example, the suspension cylinder housing 57 is pivotally connected to the frame 12 such that the suspension cylinder 55 is disposed for rotation, relative to the frame 12 about pivot point 63. The piston rod 61 has one end disposed within the cylinder housing 57 and the other, opposite end of the piston rod 61 is coupled to the drive wheel coupling arm 52. The coupling of the cylinder housing 57 to the frame 12 is such that the suspension cylinder extends downwardly and away from the pivot point 63 towards the drive wheel 24. Accordingly, the suspension cylinder 55 supports the drive wheel 24 in its normal operational position, or neutral position, relative to the frame 12. In response to upwards movement of the drive wheel 24, relative to the frame 12, the drive wheel coupling arm 52 pivots upwards about the drive wheel coupling arm axis of rotation 58. The upwards movement of the drive wheel coupling arm 52 exerts an upwards force on the piston rod 61 of the suspension cylinder 55 causing the piston rod 61 to become more inwardly disposed within the cylinder housing 57 as the piston rod 61 acts against the hydraulic fluid housed within the cylinder housing 57 causing fluid to evacuate the cylinder housing 57. In some embodiments, for example, the hydraulic fluid evacuates the cylinder through a hydraulic fluid line (not shown). In some embodiments, for example, the hydraulic cylinder includes an integrated accumulator (not shown) and does not include separate fluid lines. Accordingly, it will be understood that various forms of hydraulic cylinders can be used in accordance with principles known in the art. As the upwards force applied to the drive wheel 24 is removed from the drive wheel 24 and the drive wheel 24 returns to its neutral and / or normal operational position relative to the frame 12, the piston rod 61 returns to its neutral or extended position relative to the cylinder housing 57 with hydraulic fluid returning to the cylinder via a corresponding return line or via the accumulator. While the suspension cylinder 55 has been described as having the cylinder housing 57 coupled to the frame 12 and the piston rod 61 coupled to the drive wheel coupling arm 52, it will be understood that the reverse arrangement may also be employed wherein thepiston rod 61 has one end operably coupled to the frame 12 and a second end disposed within the cylinder housing 57 which is coupled to the drive wheel coupling arm 52. Accordingly, as shown in Figs. 4-7, the connection of each drive wheel 24 of each track-engaging assembly 220 of each track assembly 16(1), 16(2) to the frame 12 via the corresponding suspension cylinder 55 is such that each drive wheel 24 is suspended from the frame 12 and can be displaced relative to the frame 12 in response to the conditions encountered by each wheel during operation of the vehicle 10.

[0324] Similarly, the main idler wheel 23 is coupled to the frame 12 via an idler wheel coupling arm 60 having a frame coupling end 62 pivotally connected to the frame 12 and a wheel-coupling end 64 coupled to or otherwise operably coupled to the main idler wheel 23. The frame-coupling end 62 of the main idler wheel coupling arm 60 is pivotally connected to the frame 12 such that the main idler wheel coupling arm 60 is disposed for rotation about a main idler wheel arm pivot axis 66 that extends transversely relative to the longitudinal axis 59 of the vehicle 10. The idler wheel-coupling end 64 is operably coupled to the main idler wheel 23 such that the main idler wheel 23 remains disposed for rotation about an idler wheel axis of rotation 67 that extends parallel to and spaced apart from the idler wheel arm pivot axis 66. The main idler wheel 23 is also configured for vertical movement relative to the frame 12 of the vehicle 10 or displacement relative to the frame 12 relative to a neutral position of the main idler wheel 23, in response to rotation of the main idler wheel coupling arm 60 about the main idler wheel coupling arm axis of rotation 66. The main idler wheel coupling arm 60 is pivotally coupled to the frame such that the idler wheel arm pivot axis 66 is disposed at a location more proximal to the center of the frame 12 of the vehicle 10 relative to the location and / or position of the main idler wheel 23, relative to the frame 12, as viewed along the longitudinal axis of the vehicle 59 and / or longitudinal axis of the corresponding track assembly 16(1), 16(2).

[0325] As with each drive wheel 24, each main idler wheel coupling arm 60 is connected to the frame 12 at two separate connection points. Specifically, each main idler wheel coupling arm 60 is connected to the frame 12 at the frame coupling end 64 for rotation about the main idler wheel coupling arm axis of rotation 66. Each main idler wheel coupling arm 60 is also coupled to the frame 12 via a corresponding suspension cylinder 55. In some embodiments, for example, the suspension cylinder 55 is a hydraulic cylinder including a cylinder housing 57 with a piston rod 61 disposed for reciprocating movement relative to the cylinder housing 57. As with the suspension cylinders 55 for each of the drive wheels 24, the suspension cylinders 55 associated with each of the main idler wheels 23 are operably coupled with the overall hydraulic system 21 of the vehicle 10 in accordance with principles known in the art. In some embodiments, for example, the suspension cylinder housing 57 is pivotally connected to theframe 12 such that the suspension cylinder 55 is disposed for rotation, relative to the frame 12 about pivot point 65. The piston rod 61 has one end disposed within the cylinder housing 57 and the other, opposite end of the piston rod 61 is coupled to the main idler wheel coupling arm 60. Accordingly, displacement of the main idler wheel 23 relative to the frame 12 effects displacement of the piston rod 61. The coupling of the cylinder housing 57 to the frame 12 for each of the suspension cylinder 55 associated with each of the main idler wheels 23 is such that the idler wheel suspension cylinder 55 extends downwardly and away from the pivot point 65 towards the corresponding main idler wheel 23. Accordingly, the suspension cylinder 55 supports the main idler wheel 23 and the main idler wheel coupling arm 60 in their normal operational position, relative to the frame 12. In response to upwards movement of the main idler wheel 23 relative to the frame 12, the main idler wheel coupling arm 60 pivots upwards about the main idler wheel coupling arm axis of rotation 66. The upwards movement of the main idler wheel coupling arm 60 exerts an upwards force on the piston rod 61 of the corresponding suspension cylinder 55 causing the piston rod 61 to become more inwardly disposed within the cylinder housing 57. The inwards displacement of the piston rod 61 into the cylinder housing 57 is such that the piston rod 61 acts against the hydraulic fluid housed within the cylinder housing 57 causing fluid to evacuate the cylinder housing 57. In some embodiments, for example, the hydraulic fluid evacuates the cylinder 57 through a hydraulic fluid line (not shown). In some embodiments, for example, the hydraulic cylinder includes an integrated accumulator (not shown) and does not include separate fluid lines. Accordingly, it will be understood that various forms of hydraulic cylinders can be used in accordance with principles known in the art. As the upwards force applied to the main idler wheel 23 is removed from the main idler wheel 23, and the main idler wheel 23 returns to its neutral and / or normal operational position relative to the frame 12 via downwards rotation of the main idler wheel coupling arm 60 about the main idler wheel coupling arm axis of rotation 66, the piston rod 61 returns to its neutral or extended position relative to the cylinder housing 57 with hydraulic fluid returning to the cylinder via a corresponding fluid line or via the accumulator. Accordingly, as shown in Figs. 4 and 8-9, the connection of each main idler wheel 23 of each track-engaging assembly 220 of each track assembly 16(1), 16(2) to the frame 12 via the corresponding suspension cylinder 55 is such that each main idler wheel is suspended from the frame 12.

[0326] With reference now to at least Figs. 4-5, 10-11 and 13-14, each main idler wheel coupling arm 60 is connected to the frame 12 such that the idler wheel coupling arm pivot axis 66 is disposed rearward of the location of the main idler wheel axis of rotation 67, about which the main idler wheel 23 rotates while the vehicle 10 is in motion, towards the center of the frame 12. In some embodiments, for example, the connection between the frame coupling end 62 of the main idler wheel coupling arm 60 andthe frame 12 is also such that the idler wheel arm pivot axis 66 extends in a plane that is disposed parallel to a plane that extends transversely through the longitudinal axis 59 of the vehicle 10 and that is spaced vertically above the idler wheel axis of rotation 67 by only a small distance, D2, which distance is significantly less than the distance by which the drive wheel pivot arm axis 56 and the drive wheel axis of rotation 25 are vertically spaced apart. See, for instance, the example embodiment illustrated in Fig. 13. For instance, in some example embodiments, the main idler wheel coupling arm pivot axis 66 extends in a plane that is disposed vertically above the transverse plane in which the main idler wheel axis of rotation 67 extends, by a distance of at least 0mm, such that the main idler wheel coupling arm pivot axis 66 and the main idler wheel axis of rotation 67 both extend in the same transverse plane, to a distance no greater than two times (2x) the maximum vertical travel defined by the suspension cylinder. For example, when the maximum vertical travel defined by the suspension cylinder is 152mm, the maximum distance, D2, by which the plane in which the main idler wheel coupling arm pivot axis 66 is disposed vertically above the transverse plane in which the main idler wheel axis of rotation 67 extends is 304 mm. Accordingly, the suspension system 50 is configured such that the drive wheel 24, the drive wheel coupling arm 52, the main idler wheel 23 and the main idler wheel coupling arm 60 are co-operatively configured such that the drive wheel coupling arm pivot axis 58 is disposed vertically higher than both the drive wheel axis of rotation 25 and the main idler wheel coupling arm pivot axis 67. Therefore, in some embodiments, the configuration of the suspension system 50 is such that, in some instances, the main idler wheel 23 is capable of displacement, relative to the frame 12 of the vehicle 10, wherein the main idler wheel axis of rotation 67 becomes displaced vertically higher than the connection point of the main idler wheel coupling arm 60 to the frame 12 (i.e. the main idler wheel pivot axis 66). However, by having the connection point, or drive wheel coupling arm pivot axis 58, of the drive wheel coupling arm 52 to the frame 12 arranged vertically higher than the drive wheel axis of rotation 25, it is less likely that the drive wheel 24 would become displaced relative to the frame 12 of the vehicle 10 while the vehicle 10 is in use to the extent that the drive wheel axis of rotation 25 would become disposed vertically higher than the connection point of the drive wheel coupling arm 52 to the frame 12 (i.e. drive wheel coupling arm pivot axis 58) . In some embodiments, for example, by having the connection point of the drive wheel coupling arm 52 to the frame 12 (or the drive wheel coupling arm pivot axis 58) arranged vertically higher than the drive wheel axis of rotation 25, allows the suspension system 50 to respond and / or react similarly when the vehicle operates in the forward direction and in the reverse direction. By having the drive wheel axis of rotation 25 and the main idler wheel axis of rotation 67 disposed in the same horizontal (or transverse) plane, which is very close to, and in some embodiments could be the same as, the horizontal (or transverse) plane in which the main idler wheel coupling arm pivot axis lies, also helps to ensure that theensure that the suspension system 50 responds and / or reacts similarly when the vehicle operates in the forward direction and in the reverse direction.

[0327] With reference now to Figure 17A there is shown another example embodiment of a track assembly 16(1), 16(2) for use in a tracked vehicle 10 according to the present disclosure (as viewed from the frame 12 towards the outside of the vehicle 10). In such example embodiment, the drive wheel coupling arm 52 is coupled to the frame 12 such that the drive wheel coupling arm pivot axis 58 extends in a plane that is parallel to a plane that extends transverse to the longitudinal axis 59 of the track assembly 16(1), 16(2) that is only slightly vertically higher, relative to the ground, than the transverse plane in which the drive wheel axis of rotation 25 extends. In such example embodiment, the drive wheel coupling arm 52 is also coupled to the frame 12 such that the drive wheel coupling arm pivot axis 58 is arranged only slightly vertically higher than or at the same vertical height as the main idler wheel coupling arm pivot axis 66. For example, in such example embodiment, DI is preferably at least 1mm to a maximum of 165mm. By lowering the point at which the drive wheel coupling arm 52 is attached to the frame 12, relative to the height of the drive wheel axis of rotation 25, relative to the ground, the leading angle of the suspension cylinder 55 associated with the drive wheel 25 is improved so as to mitigate against the drive wheel 24 potentially catching on the obstacle thereby preventing proper operation of the suspension cylinder 55 rather than having the drive wheel 24 climb over the obstacle with proper operation of the associated suspension cylinder 55. Accordingly, it will be understood that the tracked vehicle 10 is not limited to a track-engaging assembly 220 wherein the drive wheel coupling arm 52 is coupled to the frame 12 at a vertical height that is significantly greater than the vertical height of the drive wheel axis of rotation 25, relative to the ground, and / or at a vertical height that is significantly greater than the vertical height at which the main idler wheel coupling arm 60 is coupled to the frame 12.

[0328] With reference to the example embodiment of Fig. 17B, wherein some of the additional or supporting idler wheels 28 associated with the track-engaging assembly 220 have been removed for ease of reference, the frame 12 has a frame length, FL, as measured along the longitudinal axis of the vehicle which extends parallel to the longitudinal axis 59 of the track engaging assembly 220. The drive wheel coupling arm 52 has a drive wheel coupling arm length, DWL, which corresponds generally to the length of the drive wheel coupling arm, 52 that extends between the drive wheel coupling arm pivot axis 58 to the point of connection between the drive wheel 24 and the drive wheel coupling arm 52 as defined by the drive wheel axis of rotation 25. Similarly, the main idler wheel coupling arm 60 has a main idler wheel coupling arm length, IWL, which corresponds generally to the length of the main idler wheel coupling arm 60 that extends between the main idler wheel coupling arm pivot axis 66 to the main idlerwheel axis of rotation 67. The frame length, FL, and the length of each one of the drive wheel coupling arm 52 and the main idler wheel coupling arm 60, and their respective connections to the frame 12, together define the wheel base, WB, for the tracked vehicle 10 wherein the wheel base, WB, is defined by the longitudinal distance between the drive wheel axis of rotation 25 and the main idler wheel axis of rotation 67. By providing a drive wheel coupling arm 52 and a main idler wheel coupling arm 60 that each have an overall increased length that is comparable to the increased pitch diameter of the corresponding wheel, the overall wheelbase, WB, provided by the subject tracked vehicle 10 is increased relative to the wheelbase of conventional tracked vehicles having trapezoidal track configurations. In some embodiments, for example, the length of the drive wheel coupling arm 52 is selected such that the ratio of the drive wheel coupling arm length, DWL, to the pitch diameter of the drive wheel, DPDW, is a minimum of 0.99 as defined by equation (III) below:(III) Drive Wheel Length Ratio = DWL / DPDWwherein DWL is the length of the drive wheel coupling arm, 52 that extends between the drive wheel coupling arm pivot axis 58 to the point of connection between the drive wheel 24 and the drive wheel coupling arm 52 as defined by the drive wheel axis of rotation 25; andDPDW is the diameter of the circle that passes through the center of the chain or track links that fit the sprocket or drive wheel, or the distance from the center of one tooth of the sprocket wheel to the center of the opposite tooth on the same sprocket wheel.

[0329] In some embodiments, for example, the length of the main idler wheel coupling arm 60 is selected such that the ratio of the main idler wheel coupling arm length, IWL, to the pitch diameter of the main idler wheel, DPDIW, is a minimum of 0.97 as defined by equation (IV) below:(IV) Main Idler Wheel Length Ratio = IWL / DPIWwherein IWL is the length of the main idler wheel coupling arm that extends between the main idler wheel coupling arm pivot axis 66 to the point of connection of the main idler wheel 23 as defined by the main idler wheel axis of rotation 67; andDPIW is the pitch diameter of the main idler wheel.For example, in some embodiments, the drive wheel coupling arm 52 has a length of 1136mm, while the pitch diameter of the drive wheel is 1147mm, and the main idler wheel coupling arm 60 has a length of 1109 mm while the main idler wheel pitch diameter is 1147mm. In some embodiments, for example, the length of the drive wheel coupling arm 52 and the length of the main idler wheel coupling arm 60 are thesame. Accordingly, it will be understood that the specific length of each of the drive wheel coupling arm 52 and the idler wheel coupling arm 60, and that the specific pitch diameter of the drive wheel 24 and the main idler wheel 23 may vary depending on the particular overall size and model of the tracked vehicle 10, while maintaining the preferred minimum drive wheel coupling arm ratio and minimum idler wheel coupling arm ratio. Furthermore, as both the drive wheel 24 and the main idler wheel 23 are weightbearing wheels in the track-engaging assembly 220 each have a larger overall diameter as compared to the diameters of the drive wheel and main idler in conventional, trapezoidal track configurations, it has been found that coupling both the drive wheel 24 and the main idler wheel 23 to the frame 12 via their respective coupling arm 52, 60, while maintaining the desired overall ratio of length of coupling arm to pitch diameter provides for an increased overall wheel base, WB, of the vehicle, which has been found to contribute to improved stability of the vehicle 10, improved vehicle handling and / or improved overall dynamic behavior of the vehicle, as well as overall increased durability, as compared to conventional tracked vehicles having a trapezoidal track configuration. The improved overall stability and improved dynamic behavior allows for an increase in the overall maximum speed of the vehicle 10 of at least 25 km / hr up to a maximum of 35 km / hr.

[0330] As set out above, each track-engaging assembly configuration 16(1), 16(2) further includes one or more additional support wheels or additional idler wheels 28 that are arranged to intermediate the drive wheel 24 and main idler wheel 23 and configured to be weight-bearing wheels within the track-engaging assembly 220. In the subject example embodiment, each additional idler wheel 28(n) (where n represents the total number of additional idler wheels 28) is also, independently, connected to the frame 12 of the vehicle 10 by way of a respective intermediate idler wheel support arm. Each intermediate idler wheel 28 is operably coupled to the corresponding support arm such that each intermediate idler wheel 28(n) is capable of displacement, relative to the frame 12 of the vehicle 10 relative to a neutral position of each intermediate idler wheel 28(n) relative to the frame 12, that is independent from the operation and displacement of each of the drive wheel 24 and main idler wheel 23. Each intermediate idler wheel 28 is also disposed for rotation about a respective intermediate idler wheel axis of rotation. In the example embodiment illustrated in at least Figs. 1-11 and 13-17, two intermediate idler wheels 28 are illustrated, such that the first intermediate idler wheel 28(1) (i.e. closest to the drive wheel 24) is connected to the frame 12 via a first intermediate wheel support arm 70 while the second intermediate idler wheel 28(2) (i.e. closest to the main idler wheel 23) is connected to the frame 12 via a second intermediate wheel support arm 72. However, it will be understood that track assembly 16(1), 16(2) and the related suspension system 50 is not necessarily limited to a track-engaging assembly 220having a wheel configuration that includes only two intermediate weight-bearing idler wheels 28 and that additional intermediate idler wheels 28 may be present depending on the overall size and. / or configuration of the track assembly 16(1). 16(2).

[0331] In example embodiments including two intermediate idler wheels 28 arranged intermediate the drive wheel 24 and the main idler wheel 23, the first intermediate wheel support arm 70 has a frame connecting portion 73 that is fixed to the frame 12 and a wheel-connecting portion 75 that is operably coupled to the first intermediate idler wheel 28(1). The connection between the wheelconnecting end 75 of the first intermediate idler wheel support arm 70 and the first intermediate idler wheel 28(1) is such that the first intermediate idler wheel 28(1) is disposed for rotation about a first intermediate idler wheel 28(1) axis of rotation 77, which axis extends in a direction that is transverse to the longitudinal axis 59 of the vehicle 10. The connection between the wheel-coupling end 75 of the first intermediate idler wheel support arm 70 and the first intermediate idler wheel 28(1) is such that the first intermediate idler wheel 28(1) is configured for displacement relative to the frame 12, relative to a neutral position of the first intermediate idler wheel 28(1) relative to the frame 12, as part of the overall suspension system 50 of the vehicle 10. To enable the displacement of the intermediate idler wheel 28(1) relative to the frame 12, the first intermediate idler wheel 28(1) is operably coupled to the wheelconnecting end 75 of the first intermediate idler wheel support arm 70 by way of a suspension cylinder 55 that forms part of the overall suspension system 50 associated with the track-engaging assembly 220 of each track assembly 16(1), 16(2). The suspension cylinder 55 includes a cylinder housing 57 that is coupled to the wheel-connecting end 75 of the first intermediate idler wheel support arm 70 and a piston rod 61 that has one end coupled to the first intermediate idler wheel 28(1), the second, opposite end disposed within the cylinder housing 57. The piston rod 61 is configured for reciprocating movement relative to the cylinder housing 57 while the coupling of the piston rod 61 to the first intermediate idler wheel 28(1) such that the first intermediate idler wheel 28(1) remains disposed for rotation about the first intermediate idler wheel axis of rotation 77. Accordingly, retraction of the piston rod 61 relative to the cylindrical housing 57 effects upwards displacement of the first intermediate idler wheel 28(1), relative to the frame 12, while the first intermediate idler wheel 28(1) remains disposed for rotation about axis 77 as the track 22 rotates about the track engaging assembly 220. Similarly, extension of the piston rod 61 relative to the cylinder housing 57 effects downwards displacement of the first intermediate idler wheel 28(1) relative to the frame 12 for returning the idler wheel 28(1) to its normal or neutral operational position relative to the frame 12. Retraction of the piston rod 61 into the cylinder housing 57 is in response to hydraulic fluid contained within the cylinder housing 57 being evacuated from the cylinderhousing 57 through a hydraulic fluid return line (not shown) while extension of the piston rod 61 relative to the cylinder housing 57 is in response to delivery of hydraulic fluid to the cylinder housing 57 via a hydraulic fluid supply line (not shown) as is understood from the conventional operation of hydraulic cylinders. In some embodiments, for example, the hydraulic fluid return line and supply line are the same.

[0332] Similarly, the second intermediate wheel support arm 72 has a frame-connecting end 74 fixed to the frame 12 and a wheel-coupling end 76 operably coupled to the second intermediate idler wheel 28(2). The operable coupling of the second intermediate idler wheel 28(2) to the second end 76 of the second intermediate wheel support arm 72 is such that the second intermediate idler wheel 28(2) is disposed for rotation about a second intermediate idler wheel axis of rotation 78, which axis extends transverse to the longitudinal axis 59 of the vehicle 10. The connection of the wheel-coupling end 76 of the second intermediate idler wheel support arm 72 to the second intermediate idler wheel 28(2) is also such that the second intermediate idler wheel 28(1) is configured for upwards displacement relative to the frame 12 as part of the overall suspension system 50 of the vehicle 10. As with the first intermediate idler wheel 28(1), to enable the upwards and / or vertical displacement of the second intermediate idler wheel 28(2) relative to the frame 12, the second intermediate idler wheel 28(2) is operably coupled to the wheelconnecting end 76 of the second intermediate idler support arm 72 by way of a suspension cylinder 55, the suspension cylinder 55 of the second intermediate idler wheel 28(2) operating in a similar manner to the suspension cylinder 55 associated with the first intermediate idler wheel 28(1). In this respect, the suspension cylinder 55 of the second intermediate idler wheel 28(2) includes a cylinder housing 57 that is coupled to the wheel-connecting end 76 of the second intermediate idler wheel support arm 72 and a piston rod 61 that has one end coupled to the second intermediate idler wheel 28(2), the second, opposite end of the piston rod 61 being disposed within the cylinder housing 57 and configured for reciprocating movement relative to the cylinder housing 57. The coupling of the piston rod 61 to the second intermediate idler wheel 28(2) such that the second intermediate idler wheel 28(2) remains disposed for rotation about the first intermediate idler wheel axis of rotation 78. Accordingly, retraction of the piston rod 61 relative to the cylindrical housing 57 effects upwards displacement of the second intermediate idler wheel 28(2), relative to the frame 12, while the second intermediate idler wheel 28(2) remains disposed for rotation about axis 78 as the track 22 rotates about the track engaging assembly 220. Similarly, extension of the piston rod 61 relative to the cylinder housing 57 effects downwards displacement of the second intermediate idler wheel 28(2) relative to the frame 12 for returning the idler wheel 28(2) to its normal or neutral operational position relative to the frame 12. Retraction of the piston rod 61 into the cylinder housing 57 is in response to hydraulic fluid contained within the cylinder housing 57 beingevacuated from the cylinder housing 57 through a hydraulic fluid return line (not shown) while extension of the piston rod 61 relative to the cylinder housing 57 is in response to delivery of hydraulic fluid to the cylinder housing 57 via a hydraulic fluid supply line (not shown) as is understood from the conventional operation of hydraulic cylinders. In some embodiments, for example, the hydraulic fluid return line and supply line are the same. Accordingly, the connection of each one of the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) relative to the frame 12 of the vehicle 10 is such that, should the tracked vehicle 10 encounter uneven terrain while in use, upwards movement of the each one of the intermediate idler wheels 28(1), 28(2)...28(n) relative to the frame 12, which movement is independent of one another, is permitted in response to upwards forces acting against the intermediate idler wheels 28(1), 28(2), which upwards forces then act against the corresponding suspension cylinder 55 for retracting the corresponding piston rod 61, thereby allowing the corresponding wheel 28(1), 28(2) to be displaced relative to the frame 12. As each one of the additional intermediate idler wheels 28(1), 28(2) ...28(n), independently, is operably coupled to the frame 12 via a separate intermediate idler wheel coupling arm, each intermediate idler wheel 28(n) is suspended, independently, relative to the frame 12.

[0333] With reference now to Figure 15, in some embodiments, the first intermediate idler wheel support arm 70 and the second intermediate idler wheel support arm 72 are each, independently, shaped and / configured and connected to the frame 12 such that the co-operative configuration and arrangement of the first intermediate idler wheel 28(1) and the first intermediate idler wheel support arm 70, and the connection of the first intermediate idler wheel support arm 70 to the frame 12, is a mirror image of the co-operative configuration and arrangement of the second intermediate idler wheel 28(2) and the second intermediate idler wheel support arm 72 and their connection relative to the frame 12. The co-operative configuration and arrangement of the first intermediate idler wheel 28(1) and the first intermediate idler wheel support arm 70 relative to the co-operative configuration and arrangement of the second intermediate idler wheel 28(2) and the second intermediate idler wheel pivot arm 72 as being mirror images of one another is represented schematically in Fig. 17 by first vector arrow 81 and second vector arrow 83. As shown in Figs. 17 and 17A, the first intermediate idler wheel 28(1) is offset to the left of the connection point of the first idler wheel support arm to the frame 12, while the second intermediate idler wheel 28(2) is offset to the right of the connection point of the second intermediate idler wheel support arm to the frame 12. The configuration and arrangement of the first intermediate idler wheel 28(1) and the first intermediate idler wheel support arm 70 and the connection of the first intermediate idler wheel support arm 70 to the frame 12 is such that a directional arrow 81 extending from the center of the first intermediate idler wheel 28(1), or first intermediate idler wheel axis of rotation 77 towards the connectionpoint of the first intermediate idler wheel support arm to the frame 12 is such that the directional arrow 81 is directed upwardly and towards the vertical midline axis 85 of the frame 12. The configuration and arrangement of the second intermediate idler wheel 28(2) and the second intermediate idler wheel support arm 72 and the connection of the second intermediate idler wheel support arm 72 to the frame 12 is such that a directional arrow 83 extending from the center of the second intermediate idler wheel 28(2), or second intermediate idler wheel axis of rotation 78, towards the connection point of the second intermediate idler wheel support arm 72 to the frame 12 is such that the directional arrow 83 is directed upwardly and towards the vertical midline axis 85 of the frame 12 (or upwardly and away from the main idler wheel 23). By having the directional arrow 81 associated with the first intermediate idler wheel 28(1) extending upwardly and towards the vertical midline axis 85 of the frame 12 (or upwardly and away from the drive wheel 24) and the directional arrow 83 associated with the second intermediate idler wheel 28(2) extending upwardly and towards the vertical midline axis 85 of the frame 12 (or upwardly and away from the main idler wheel 23), it has been found that the suspension system 50 is equally reactive, with respect to the intermediate idler wheels 28 arranged intermediate the drive wheel 24 and the main idler wheel 23, when the tracked vehicle 10 is travelling in either the forward direction or the backward direction. Accordingly, the arrangement of the plurality of wheels 23, 24, 28(n) within the track-engaging assembly 16(1), 16(2) and their respective connection to the frame 12 is effective for improving the overall performance of the suspension system 50 while the vehicle 10 is operating in either the forwards orbackwards (i.e. reverse) direction.

[0334] In some embodiments, for example, by having the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) connected to the frame 12 via support arms 70, 72 wherein the connection of the first intermediate idler wheel 28(1) and corresponding support arm 70 to the frame 12 is a mirror image of the connection of the second intermediate idler wheel 28(2) and corresponding support arm 72 to the frame 12 across a midline or central vertical axis 85 of the frame 12, and by having each one of the intermediate idler wheels 28(1), 28(2) arranged between the drive wheel 24 and main idler wheel 23 with both the drive wheel 24 and main idler wheel 23 being weight-bearing wheels wherein each of the drive wheel 24, main idler wheel 23 and first and second intermediate idler wheels 28(1), 28(2) connected independently to the frame 12 via the suspension system 50, allows for increased overall vertical movement and / or displacement relative to the frame relative to a neutral position, of each one of the wheels, independently, in the plurality of wheels 221 of the track engaging assembly 220 as compared to the vertical movement or displacement relative to the frame that is typically permitted in known and / or conventional track vehicles having trapezoidal-shaped track-engaging systems with more limitedsuspension capabilities. However, it will be understood that the connection of the first intermediate idler wheel 28(1) to the frame 12 and the connection of the second intermediate idler wheel 28(2) to the frame 12 via their respective support arms 70, 72 does not necessarily need to be a mirror image of, or symmetrical to each other across a midline or central vertical axis 85 of the frame 12 in order to allow for increased vertical movement and / or displacement relative to the frame relative to a neutral position, for each wheel that is independently coupled to the frame 12 via the suspension system 50. In some embodiments, for example, the connection of the first intermediate idler wheel 28(1) to the frame via a first intermediate idler wheel support arm 70 is such that a directional arrow extending from the first intermediate idler wheel axis of rotation to the fixed connection of the first intermediate idler wheel support arm 70 to the frame 12 is disposed at a first angle 01 relative to a longitudinal axis of the trackengaging assembly such that the first directional arrow extends in a first direction upwardly and towards the central vertical axis 85 of the track engaging assembly 220. Similarly, the connection of the second intermediate idler wheel 28(2) to the frame 12 via a second intermediate idler wheel support arm 72 is such that a directional arrow extending from the second intermediate idler wheel axis of rotation to the fixed connection of the second intermediate idler wheel support arm 72 to the frame 12 is disposed at a second angle 02 relative to the longitudinal axis of the track-engaging assembly 220 such that the second directional arrow extends in a second direction upwardly and towards the central vertical axis 85 of the track-engaging assembly 220 wherein the first angle 01 and the second angle 02 are the same.

[0335] In some embodiments, for example, while the first and second angle 01, 02 of the directional arrows that represent the arrangement of the first and second idler wheel support arms 70, 72 to the frame 12 are the same, the first intermediate idler wheel support arm 70 and the second intermediate idler wheel support arm 72 are each, independently, spaced from the central vertical axis 85 of the track engaging assembly 22 by a distance wherein the distance by which the fixed connection point of the first idler wheel support arm 70 is different than the distance by which the fixed connection point of the second idler wheel support arm 72 is spaced from the central vertical axis 85 of the track engaging assembly 200. In some embodiments, a non-symmetrical arrangement of the first intermediate idler wheel support arm 70 and the second intermediate idler wheel support arm 72 about the central vertical axis 85 of the track-engaging assembly 220 is desirable in order to ensure proper engagement of each weight bearing wheel in the track-engaging assembly 220 with the track and to adjust for stability and / or minimize vibration during operation of the vehicle 10. In the example embodiment illustrated in Figure 17 wherein the connection of the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) to the frame 12 via the corresponding first idler wheel support arm 70 and the second idler wheelsupport arm 72 is a symmetrical arrangement about the central vertical axis 85, the connection points 79, 80 of each of the first idler wheel support arm 70 and the second idler wheel support arm 72 are arranged in-line with each other along an axis 79’ that extends parallel to the longitudinal axis 59 of the vehicle 10. This arrangement is also found in example embodiments wherein the connection of the first intermediate idler wheel 28(1) and the second intermediate idler wheel 28(2) to the frame 12, via the corresponding first idler wheel support arm 70 and the second idler wheel support arm 72, is not necessarily a symmetrical arrangement about the central vertical axis 85. While the above-described example embodiments are described in relation to a track configuration that includes a first intermediate idler wheel 28(1) arranged on a first side of the central vertical axis 85 and a second intermediate idler wheel 28(2) arranged on a second side of the central vertical axis 85, it will be understood that in example embodiments wherein the track configuration includes more than two intermediate idler wheels, the plurality of intermediate idler wheels are arranged intermediate the drive wheel 24 and the main idler wheel 23 such that there is an equal distribution of intermediate idler wheels on either side of the central vertical axis 85. More specifically, in some embodiments for example, at least a first intermediate idler wheel of the plurality of intermediate idler wheels is arranged on a first side of the central vertical axis 85 and at least a second intermediate idler wheel of the plurality of intermediate idler wheels is arranged on a second side of the central vertical axis. Accordingly, in example embodiments that include three intermediate idler wheels arranged intermediate the drive wheel 24 and the main idler wheel 23, a first intermediate idler wheel is arranged on a first side of the central vertical axis 85, a second intermediate idler wheel is arranged on a second side of the central vertical axis 85, and a third intermediate idler wheel is operably coupled to the frame 12 along the central vertical axis 85 such that a first half of the third intermediate idler wheel is disposed on the first side of the central vertical axis and a second half of the third intermediate idler wheels is disposed on the second side of the main idler wheel. In example embodiments that include more than three intermediate idler wheels, two or more intermediate idler wheels are arranged on a first side of the central vertical axis 85 with an equal number of intermediate idler wheels arranged on the second side of the central vertical axis 85.

[0336] In some embodiments, for example, the connection of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72, independently, to the frame 12 is also such that the corresponding connection point 79, 80 (and / or the axis 79’ along which each connection point is positioned) is disposed vertically higher than the position of the main idler wheel arm pivot axis 66 on the frame 12, relative to the ground, and lower than the vertical position of the drive wheel pivot arm axis 58 on the frame 12, relative to the ground. Accordingly, the longitudinal axis 79’ along which the connectionpoints 79, 80 are disposed extends between a longitudinal axis 79” that extends parallel to the longitudinal axis 59 of the vehicle 10 and on which the main idler wheel arm pivot axis 66 is disposed and between a longitudinal axis 79”’ that extends parallel to the longitudinal axis 59 of the vehicle 10 and on which the drive wheel arm pivot axis 58 is disposed as illustrated schematically in Fig. 17. This arrangement has been found to allow for an increased range of movement of each of the wheels within the plurality of wheels 221 in response to actuation of the suspension system 50 as the connection point of each of the intermediate idler wheels 28(n) is offset relative to the connection point of each of the drive wheel 24 and the main idler wheel 23. The configuration of the plurality of wheels 221 and the configuration of the track engaging assembly 220 in combination with the independent coupling of each of the wheels to the frame 12 and to the overall suspension system 50 allows for a more responsive suspension system 50 which gives rise to an overall smoother ride for the occupant(s) and / or operator of the vehicle 10. However, it will be understood that the tracked vehicle 10 is not limited to example embodiments wherein the connection of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72 to the frame 12 is such that the corresponding connection point (and or the axis 79 along which each connection point is positioned) is disposed vertically higher than the connection point or position of the main idler wheel arm pivot axis 66 to the frame 12, relative to the ground. For example, with reference to the example embodiment illustrated in Figure 17A, as will be described in further detail below, the connection of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72 to the frame 12 is such that the corresponding connection point (and / or the axis 79 along which each connection point is positioned) is disposed lower than the position of the main idler wheel arm pivot axis 66 on the frame 12, relative to the ground. The axis 79’ along which the connection points 79, 80 of each one of the intermediate idler wheel support arms 70, 72 are arranged is also disposed lower than the vertical position of the drive wheel pivot arm axis 58 on the frame 12, relative to the ground. In some embodiments, the main idler wheel arm pivot axis 66 and the drive wheel pivot arm axis 58 are arranged along an axis 790 that extends parallel to and lower than the longitudinal axis 79’ along with the intermediate idler wheel arm 70, 72 connection points to the frame 12 are arranged. In example embodiments wherein the connection point of each one of the first idler wheel support arm 70 and the second idler wheel support arm 72 to the frame 12 is lowered, relative to the ground, such that the corresponding connection point (and / or the axis 79’ along which each connection point 79, 80 is positioned) is disposed lower than the position of the main idler wheel arm pivot axis 66 on the frame 12 and is also lower than the vertical position of the drive wheel pivot arm axis 58 on the frame 12, relative to the ground, as is shown in Fig. 17A, and wherein the connection point of the drive wheel coupling arm 52 to the frame 12 has also been lowered, there is an increased range of movement ofeach of the wheels within the plurality of wheels 221 of each track-engaging assembly 220 in response to actuation of the suspension system 50. Therefore, it will be understood that the independent coupling of each one of the weight-bearing wheels within the track-engaging assembly 220, to the frame 12, and by having each wheel independently coupled to the overall suspension system 50 in conjunction with an oblong track configuration as illustrated in both the configuration of Fig. 13 and Fig. 17, as well as Fig.17A, allows for a more responsive suspension system 50 which gives rise to an overall smoother ride for the occupant(s) and / or operator of the vehicle 10.

[0337] With reference now to Fig. 13, for example, in some embodiments, the tracked vehicle 10 is configured such that the frame 12 includes a lower frame portion 12’ and an upper frame portion 12” interconnected by means of a fifth wheel 90 to allow for rotation of the upper frame portion 12” relative to the lower frame portion 12’ (see also Figs. 19A-19B). In such configurations, the driver cab portion, power plant and heavy equipment component are mounted to the upper frame portion 12” while the track-engaging assemblies 16(1), 16(2) are mounted to the lower frame portion 12’. Accordingly, depending on a particular operation and / or application of the vehicle 10, the upper frame portion 12” can be rotated relative to the lower frame portion 12’, to allow the driver cab portion and / or equipment component to be re-oriented relative to track-engaging assemblies 16(1), 16(2) which are affixed to the lower frame portion 12’ (see Figs. 19A-19B). In such example embodiments, equipping the tracked vehicle 10 with track assemblies 16(1), 16(2) having a wheel configuration in accordance with one of the example embodiments discussed above with: (i) an overall “oblong” track configuration with a drive wheel and main idler wheel with increased diameter, (ii) a suspension system 50 independently coupled to each weight-bearing wheel in the plurality of wheels 221 that form part of the track assembly 16(1), 16(2) that allows for vertical movement and / or displacement of each wheel in the plurality of wheels 221 relative to the frame 12 relative to a neutral position of each wheel relative to the frame 12, to be independent of each of the other wheels, and (iii) wherein the arrangement and connection of the intermediate idler wheels 28(1), 28(2) to the frame 12, 12’ intermediate the drive wheel and the main idler wheel as weight-bearing wheels provides for a very similar operation of the vehicle 10 when the upper frame portion 12” is rotated 0 degrees relative to the lower frame portion 12’ (Fig. 19A) and is travelling in a first longitudinal direction of the track-engaging assembly 16(1), 16(2) and when the upper frame portion 12” is rotated 180 degrees relative to the lower frame portion 12, 12’ (Fig. 19B) and travels in a second longitudinal direction that is opposite to the first longitudinal direction. In particular, the arrangement of the drive wheel 24 and main idler wheel 23 at opposite longitudinal ends of the track assembly 16(1), 16(2) with the first intermediate idler wheel 28(1) and the second intermediate idlerwheel 28(2) arranged therebetween is such that a ratio of a first resistance to deformation of the suspension system 50 when the vehicle 10 travels in a first longitudinal direction of the track system while the upper frame 12” is disposed in a first position relative to the lower frame 12’, to a second resistance to deformation of the suspension system 50 while the vehicle 10 travels in a second longitudinal direction that is opposite to the first longitudinal direction while the upper frame portion 12” is disposed in a second position relative to the lower frame portion 12’ wherein the upper frame portion 12” is rotated 180 degrees relative to the lower frame portion 12’, is between a minimum of 0.9 and a maximum of 1.0 when the tracked vehicle 10 is in a neutral gear position wherein the planetary gear box that drives the drive wheel 24 is disengaged. Accordingly, by providing a track-engaging assembly 16(1), 16(2) with the wheel configuration described above incorporating a suspension system 50 that co-operates with the particular wheel configuration 221 to provide for improved performance when the vehicle 10 operates in opposite directions, the overall performance of the tracked vehicle 10 and the overall performance capabilities of the tracked vehicle 10 is improved.

[0338] In some embodiments, for example, the suspension system 50 associated with each of the track assemblies 16(1), 16(2) of the vehicle 10 includes a locking mechanism 250 operably coupled to at least some of the plurality of wheels 221 within the track engaging assembly 220 of each track assembly 16(1), 16(2). The locking mechanism 250 is configured to lock the suspension system 50 in position such that the position of the one or more wheels within the plurality of wheels 221 that are operably coupled with the locking mechanism 250, relative to the frame 12, is fixed or locked such that vertical displacement of the one or more wheels relative to the frame 12 is prevented. In some embodiments, for example, the locking mechanism 250 is operably coupled to each one of the suspension cylinders 55 that are individually coupled to a respective wheel within the plurality of wheels 221 that form part of the track engaging assembly 220 and is configured for locking each one of the suspension cylinders 55, independently. Accordingly, in some embodiments, activation of the locking mechanism 250 in respect of one suspension cylinder 55 associated with a particular wheel within the plurality of wheels 221 is independent of the activation of the locking mechanism 250 in respect of other wheels within the plurality of wheels 221. Therefore, in some embodiments, for example, only some of the wheels within the plurality of wheels 221 may be locked in position relative to the frame 12 while other ones of the plurality of wheels 221 may remain unlocked, relative to the frame 12, such that vertical displacement of at least some of the wheels within the plurality of wheels 221 is permitted. In some embodiments, the locking mechanism is configured for locking each one of the suspension cylinders 55 together and / or simultaneously such that each wheel in the plurality of wheels 221 is locked in position relative to theframe 12 with effect that there is an absence of vertical displacement of any one of the wheels relative to the frame 12.

[0339] Locking of a suspension cylinder 55 that forms part of the overall suspension system 50 of the track assembly 16(1), 16(2) is such that the piston rod 61 of the corresponding one of the suspension cylinders 55 is locked relative to the corresponding cylinder housing 57 such that retraction and / or extension of the piston rod 61 relative to the cylinder housing 57 is prevented. In some embodiments, for example, locking of a suspension cylinder 55 is in response to a predetermined volume of hydraulic fluid being contained within the corresponding cylinder housing 57 such that evacuation of the hydraulic fluid from the cylinder housing 57 is prevented. In some embodiments, for example, locking of a suspension cylinder 55 included closing of a valve with a hydraulic line such that evacuation of hydraulic fluid from a cylinder housing is prevented. By preventing evacuation of hydraulic fluid from a cylinder housing 57 of a suspension cylinder 55, retraction of the piston rod 61 into the cylinder housing 57 is prevented thereby preventing upwards displacement of the corresponding wheel relative to the frame 12. Accordingly, locking of a suspension cylinder 55 is such that upwards and / or vertical displacement of the associated wheel, relative to the frame 12 is prevented. Preventing displacement of one or more of the plurality of wheels 221, relative to the frame 12, can provide added stability to the vehicle 10. In use, while the tracked vehicle 10 is operating and / or travelling while under high loads (e.g. carrying a heavy load), locking one or more of the wheels relative to the frame 12 can mitigate against instability that caused by operation and / or actuation of the suspension. Additional stability is also required when the tracked vehicle 10 is travelling along a steep slope as displacement of some of the wheels, relative to the frame 12 while the vehicle travels up or down a steep slope can destabilize the vehicle 10 thereby increasing the risk of tipping. Destabilization and / or instability can also be caused when the vehicle 10 is carrying a heavy load and transitions to an off-loading and / or dumping operation wherein the load is removed from the vehicle 10 by lifting and / or tilting the load-carrying device, relative to the vehicle 10. Lifting and / or tilting a heavy load can place unequal loads on only some of the wheels of the vehicle 10 causing the weight distribution of the vehicle 10 on the track assemblies 16(1), 16(2) to become unbalanced. In some embodiments, for example, the suspension system 50 and the suspension locking mechanism 250 is operably coupled with the ECU 10500 such that activation of the locking mechanism 250 can be achieved via operation of an automated control system configured for controlling the amount of displacement of the one or more wheels within the track engaging assembly 220 depending on other input signals related to the operation of the vehicle. In some embodiments, for example, activation of the locking mechanism 250 can be achieved manually via user and / or operator inputs via push-buttonactivation and / or via user-interface screen and / or other control mechanisms located within the cab of the vehicle 10.

[0340] With reference more specifically to Fig. 18, another example embodiment of the tracked vehicle 10 will be described. In particular, in some embodiments, for example, each track assembly 16(1), 16(2) of the tracked vehicle 10, independently, further includes a tensioning configuration 100 for maintaining a desired tension within the track 22 as it rotates about the plurality of wheels 221 of the track engaging assembly 220 while the vehicle 10 moves across terrain. More specifically, to ensure appropriate functioning of the track system 16(1), 16(2) as the vehicle operates, it is important that the track 22 remains in contact with the plurality of wheels 221 of the track-engaging assembly 220 in each of the track assemblies 16(1), 16(2). In particular, to ensure appropriate functioning of the vehicle 10, it is important that the track 22 remains in contact and engaged with the primary idler wheel 23 and the drive wheel 24, to ensure that the power that is transmitted to the drive wheel 24 by the corresponding drive motor is transferred to the track 22 to provide traction between the outer surface of the track 22 and the surface of the terrain to move the vehicle 10.

[0341] When track-engaging assemblies for tracked vehicles are equipped with a suspension system, the ability of at least some of the wheels within the wheel configuration of the track-engaging assembly to move relative to the frame of the vehicle has been known to introduce slack into the track. Slack within the track can decrease the amount of power that is transmitted to the track by the drive wheel thereby reducing overall traction and increasing the likelihood of the track, itself, slipping out of engagement with the wheels of the track-engaging assembly. Accordingly, in some embodiments, the track engaging assembly 220 includes a tensioning configuration 100 operably coupled to at least one of the drive wheel 24 and main idler wheel 23 to mitigate for and / or correct slack that may be introduced into the track 22 in response to displacement of one or more of the plurality of wheels 221, relative to the frame 12, due to operation of the suspension system 50. In some embodiments, for example, the tensioning configuration 100 includes a tensioning arm 102 and a tensioning arm actuator 103. In some embodiments, for example, the tensioning configuration 100 is operably coupled to the main idler wheel 23 as illustrated, for example, in the embodiment of Figure 18, for introducing tension into the track 22 via displacement of the main idler wheel 23 along an axis that extends parallel to the longitudinal axis 59 of the vehicle 10. However, it will be understood that the tensioning configuration 100 may also be operably coupled to the drive wheel 24 for introducing tension into the track 22 via displacement of the drive wheel 24. In some embodiments, the tensioning configuration 100 may be operably coupled to both the drive wheel 24 and the main idler wheel 23.

[0342] With reference to the example embodiment of Fig. 18, the tensioning configuration 100 is configured such that the tensioning arm 102 is operably coupled to the main idler wheel 23 while the tensioning arm actuator 103 is operably coupled to the tensioning arm 102 for controlling rotation of the tensioning arm 102 relative to the main idler wheel coupling arm 60 about a tensioning arm axis of rotation 105, the tensioning arm axis of rotation 105 extending in a direction transverse to the longitudinal axis 59 of the track engaging assembly 220. The tensioning arm 102 has a first end 104 coupled to the main idler wheel 23, and a second end 106 that is pivotally connected to the second end 64 of the main idler coupling arm 60 such that the tensioning arm 102 is disposed for rotation relative to the idler wheel coupling arm 60 about the tensioning arm axis of rotation 105. In some embodiments, for example, the tensioning arm 102 is a curved member or is gamma-shaped thereby allowing for a more compact configuration.

[0343] In some embodiments, for example, the tensioning arm actuator 103 is a hydraulic actuator including a hydraulic cylinder 108 and a piston rod 110 disposed for reciprocating movement relative to the cylinder 108. In the subject example embodiment, the cylinder 108 is coupled to the main idler wheel coupling arm 60. A first end of the piston rod 110 is disposed within the cylinder 108 while the second, opposite end of the piston rod 110 is coupled to the first end 104 of the tensioning arm 102. The coupling of the piston rod 110 to tensioning arm 102 is such that extension of the piston rod arm 110 relative to the cylinder 108 effects rotation of the tensioning arm 102 relative to the idler wheel coupling arm 60 about the tensioning arm axis of rotation 105 in a first or counter-clockwise direction, which in turn effects displacement of the idler wheel 23, relative to the frame 12 of the vehicle 10 in a direction parallel to the longitudinal axis of the track engaging assembly away from the center 85 of the track assembly thereby introducing tension into the track 22 as the displaced wheel 23 exerts an outwards force on the track 22. Similarly, retraction of the piston rod arm 110 into the cylinder 108 effects rotation of the tensioning arm 102 relative to the idler wheel coupling arm 60 in a second, opposite or clockwise direction about the tensioning arm axis of rotation 105 which, in turn, effects displacement of the idler wheel 23, relative to the frame 12, in an opposite direction along the axis that extends parallel to the longitudinal axis of the track engaging assembly. Accordingly, the main idler wheel coupling arm 60, the main idler wheel tensioning arm 102 and the idler wheel 23 are co-operatively configured such that the main idler wheel 23 is disposed for: (i) a first displacement relative to the frame 12 based on rotation of the main idler wheel coupling arm 60 about the main idler wheel pivot axis of rotation 66 which allows for vertical displacement of the idler wheel 23, relative to the frame 12, and (ii) a second displacement, relative to the frame 12 of the vehicle, based on rotation of the tensioning arm 102 relative to the mainidler wheel coupling arm 60 about the tensioning arm axis of rotation 105 defined at the interconnection of the tensioning arm 102 to the main idler wheel coupling arm 60. Rotation of the tensioning arm 102 about the tensioning arm axis of rotation 105 allows for displacement of the main idler wheel 23, relative to the frame 12, in a direction parallel to the longitudinal axis of the track-engaging assembly for introducing tension into the track 22. As the tensioning arm actuator 103 is coupled to the main idler wheel coupling arm 60 and is disposed for displacement with the main idler wheel coupling arm 60, the tensioning arm actuator 103 can operate independently of the suspension in that rotation of the main idler wheel coupling arm 60 relative to the frame 12 does not change and / or impact the operation of the tensioning arm actuator 103. As will be understood, extension of the piston rod arm 110 relative to the cylinder 108 is in response to hydraulic fluid entering the cylinder 108 via a hydraulic fluid supply line (not shown) such that the fluid exerts a force against an end of the piston rod 110 causing displacement of the piston rod 110 in a first direction. Similarly, evacuation of hydraulic fluid from the cylinder 108 allows the piston rod to retract into the cylinder 108. Accordingly, the tensioning configuration 100 is operably coupled to the overall hydraulic system 21 of the vehicle 10 and can be controlled via a control signal from the ECU 10500 in response to manual user inputs and / or in response to data received from one or more of the embedded sensors 1004.

[0344] To ensure proper operation of the suspension system 50 and the tensioning configuration 100, and to facilitate maintenance of the suspension system 50 and the tensioning configuration 100, the components of the suspension system 50 and the components of the tensioning configuration 100 are arranged outside of the track envelope 114. In this respect, in some embodiments, for example, the main components of the suspension system 50 and the tensioning configuration 100 are arranged in or extend through a space defined between the frame 12 and the area enclosed within the track envelope 114. As shown, for example, in Fig. 10, the tensioning arm 102 and the tensioning arm actuator 103 of the tensioning configuration 100 are arranged proximal to the frame 12 of the vehicle 10 and outside the track envelope 114 (as illustrated schematically in Fig. 10). To effect connection of the tensioning arm 102 to the main idler wheel 23, the tensioning arm 102 includes an inner arm 102(1) and an outer arm 102(2) that are interconnected by an intermediate connector 112. In some embodiments, for example, the intermediate connector 112 is a cylindrical member through which the axle 113 of the main idler wheel 23 extends. To allow the tensioning configuration to be arranged outside the track envelope 114, in some embodiments, for example, the tensioning actuator 103 is coupled to the inner tensioning arm 102(2) as illustrated, for example, in Figs. 10-11. Accordingly, in example embodiments wherein the tensioning configuration 100 is operably coupled to the main idler wheel 23, the main idler wheel 23 is disposed forrotation about the idler wheel axis of rotation 67 while also being disposed for displacement relative to the frame 12 in a direction perpendicular to the longitudinal axis of the track engaging assembly 220, in response to rotation of the idler wheel coupling arm 60 about the idler wheel coupling arm pivot axis 66, and is also disposed for displacement relative to the frame 12 in a parallel to the longitudinal axis of the track engaging assembly 220, in response to rotation of the tensioning arm 102 relative to the main idler wheel coupling arm 60, the inner arm 102(1) and the outer arm 102(2) of the tensioning arm 102 moving together as a unit. By having the tensioning arm actuator 103 disposed outside the track envelope 114 and proximal the frame 12 of the vehicle 10, the operational components of the tensioning configuration 100 are more protected from the elements and / or debris to which the track engaging assembly 220 is exposed during use and operation of the vehicle 10.

[0345] With reference now to Figures 20-23, the tensioning configuration 100 is also operably configured to facilitate removal of the track 22 without requiring removal of the main drive wheel (or sprocket wheel) 24 and / or additional wheels from the plurality of wheels 221 that form part of the track engaging assembly 220. By allowing for removal of the track 22 without requiring removal of the drive wheel 24 and / or one or more other wheels overall maintenance of the vehicle 10 and the track engaging assembly 220 is facilitated and improved. Maintenance operations that require the removal of the drive wheel and / or other wheels from within the track engaging assembly in order to remove the track to gain access to components of the vehicle and / or track engaging assembly that require maintenance are labour intensive and are more likely to require extended “downtime” for the vehicle 10 which is neither efficient nor cost effective for the overall operation for which the vehicle is being used. Accordingly, more efficient maintenance procedures for vehicles of this nature are desirable.

[0346] In order to improve overall maintenance of the vehicle 10, in some embodiments, for example, a tensioning configuration 100 is also operably coupled to the drive wheel 24. Accordingly, in such embodiments, the drive wheel tensioning configuration 100 includes a tensioning arm 102 and a tensioning arm actuator 103 that is configured for effecting rotation of the tensioning arm 102 relative to the drive wheel coupling arm 52, the drive wheel tensioning configuration 100 having the same overall configuration as described in relation to the main idler wheel 23. Therefore, in such example embodiments, extension of the piston rod 110 relative to the cylinder 108 effects rotation of the tensioning arm 102 that is coupled to the drive wheel 24 in a first direction causing displacement of the drive wheel 24 in a direction away from the center of the vehicle in a direction parallel to the longitudinal axis of the track engaging assembly. Retraction of the piston rod 110 relative to the cylinder 108 of the tensioning configuration 100 that is coupled to the drive wheel 24, effects rotation of the tensioning armin a second, opposite direction which effects displacement of the drive wheel 24 in a direction towards the center of the vehicle along an axis that extends parallel to the longitudinal axis of the vehicle.Accordingly, retraction of the piston rod 110 of the tensioning arm actuator 103 effects retraction of the drive wheel 24, relative to the track 22, which allows the sprockets of the drive wheel 24 to disengage from the track 22. Once the sprockets of the drive wheel 24 are disengaged from the track 22, the track 22 is in condition for removal from the track engaging assembly. In example embodiments, wherein both the drive wheel 24 and the main idler wheel 23 of the overall oblong-shaped track engaging assembly are equipped with a tensioning configuration 100, both the drive wheel 24 and the main idler wheel 23 can be retracted relative to the track 22 thereby disengaging the sprockets of the drive wheel from the track 22 and introducing additional slack into the track 22 further facilitating removal of the track 22 from the track engaging assembly. Therefore, in use, the tensioning configuration 100 is operable in a at least a neutral mode, an active tensioning mode, and a maintenance mode. While the tensioning configuration 100 is disposed in the neutral mode, see for instance Fig. 18 and 22, the piston rod 110 is disposed in a neutral position relative to the cylinder 108 wherein a portion of the piston rod is disposed within the cylinder 108 and is disposed for either extension or retraction relative to the cylinder 108. While the piston rod 110 is disposed in the neutral position, the wheel to which the tensioning configuration 100 is operably coupled is disposed in a first operational position relative to the frame 12 wherein the wheel is engaged and in contact with the track 22 for normal operation of the track engaging assembly while the vehicle 10 is in use (see for instance Fig. 23(A)). While the tensioning configuration is disposed in the active tensioning mode, the piston rod 110 is disposed in the extended position relative to the cylinder 108 (Fig. 21) such that the wheel to which the tensioning configuration 100 is operably coupled is disposed in a second operational position relative to the frame wherein the wheel is displaced in an extended position away from the first operational position and remains engaged for operation with the track 22 to allow for continued normal operation of the vehicle 10 while maintaining proper tension in the track. While the tensioning configuration 100 is disposed in the maintenance mode (see for instance Fig.23(B)) the piston rod 110 is disposed in a retracted position relative to the cylinder 108 such that the wheel to which the tensioning configuration 100 is operably coupled is disposed in a third operational position relative to the frame wherein the wheel is displaced or retracted away from both the second operational position and the first operational position and is more inwardly disposed, relative to the track 22 such that the wheel 23 (or 24) is disposed out of engagement with the track to allow for removal of track for maintenance of the vehicle 10. While the tensioning configuration 100 is disposed in the maintenance mode with the wheel 23 disposed in the retracted position relative to the frame 12 and track 22, a gap 116 is introduced between the outer surface of the main idler wheel 23 and the inner surface ofthe track 22, as shown for example in Fig. 23(B). Therefore, the tensioning configuration 100 is a two-way tensioning configuration 100 which allows for tension within the track to increase when the tensioning configuration operates in a first direction, such as when the tensioning configuration transitions from the neutral mode to the active tensioning mode, and which allows for a reduction in tension within the track when the tensioning configuration operates in a second, opposite direction such as when the tensioning configuration transitions from either the active tensioning mode or neutral mode to the maintenance mode.

[0347] In some embodiments, for example, rather than employing a tensioning configuration 100 having a two-way capability that can either cause the tensioning arm actuator 103 to extend from a neutral position to an extended position so as to introduce additional tension into the track 22, or retract from both the extended position and neutral position to release tension from the track, a tensioning configuration 100 that is configured to provide sufficient retraction of at least the main idler wheel 23 to allow for disengagement and / or removal of the track may be employed. In such example embodiments, the tensioning arm actuator 103 is selected such that the tensioning arm actuator 103 provides a sufficient degree of travel for retracting the main idler wheel 23 to allow for disengagement and removal of the track 22. In particular, when a piston rod-cylinder configuration is employed for the tensioning arm actuator 103, the piston rod and cylinder are sized such that retraction of the piston rod 110 relative to the cylinder 108 effects retraction of the main idler wheel 23 along an axis that extends parallel to the longitudinal axis of the track-engaging assembly by a distance that is sufficient to create a gap 116 between the outer surface of the main idler wheel and the inner surface of the track 22 that is sized and / or is large enough to provide access to the area between the wheel 23 and the track 22 for maintenance personnel to perform maintenance of the vehicle 10 and / or track assembly 16(1), 16(2). In some embodiments, for example, the piston rod 110 and cylinder 108 are sized such that retraction of the piston rod 110 relative to the cylinder 108 effects retraction of the main idler wheel 23 by a distance of at least 30 cm as measured along an axis along an axis that extends parallel to the longitudinal axis of the trackengaging assembly and / or is parallel to the ground along which the vehicle travels. By incorporating a tensioning configuration 100 that employs an actuator 103 in the form of a hydraulic cylinder, transitioning of the track configuration from an active mode to a maintenance mode can be achieved in response to activation of the hydraulic system 21 of the vehicle 10 through controls associated with the ECU 10500 and the controllable components 1008. For example, activation of the hydraulic system 21 to effect evacuation of at least some of the hydraulic fluid contained within the tensioning cylinder 108 causes the piston rod 110 to retract into the cylinder 108 thereby causing retraction of the main idlerwheel 23 relative to its normal or neutral operational position relative to the frame 12, which activation can be achieved via a control system with push-button activation within the cab of the vehicle 10.

[0348] The tensioning configuration 100 described above and illustrated in Figs. 18, 20-23 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 tensioning configuration 100 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 some embodiments, 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.

[0349] With reference now to Fig 73, there is shown an example embodiment of the tensioning configuration 100 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 tothe frame 12’, the piston rod 110 is almost fully retracted into the cylinder 108 with minimal exposure of the rod 110 to external debris.

[0350] In order to retract the main idler wheel 23 relative to the frame 12’ in order to assume a maintenance mode configuration, for example, the tensioning arm actuator 103 is actuated to effect extension of the piston rod 110 relative to the cylinder 108. Extension of the piston rod 110 relative to the cylinder 110 exerts a pushing force against the second end 106 of the tensioning arm 102 which pushing force is effective to cause rotation of the tensioning arm 102 about the tensioning arm axis of rotation in a clockwise direction thereby causing retraction of the wheel 23 relative to the frame 12’. Therefore, in such configuration, the piston rod 110 assumes its most fully extended position relative to the cylinder 108 when the wheel 23 is in a retracted position relative to the frame 12’ (i.e. for maintenance, etc.) when the piston rod 110 is less likely to be exposed to damaging debris and / or external forces due to the operation of the vehicle as the vehicle travels across terrain. While the vehicle is in use and the main idler wheel 23 is at a neutral ride position relative to the frame, the majority of the piston rod 110 is protected inside the cylinder 108. The same is true when the tensioning configuration 100 is actuated to introduce tension into the track 22, with the piston rod 110 being further retracted into the cylinder 108 such that an even greater portion of the piston rod 108 is protected within the cylinder 108.

[0351] While the above-described example embodiment has been described in relation to a tensioning configuration 100 that operates to extend or retract the main idler wheel 23 relative to the frame 12, it will be understood that a similar arrangement can be used in relation to the drive wheel 24.

[0352] With reference now to Figs. 24-26, overall maintenance of the vehicle 10 is also improved and / or facilitated by configuring each track assembly 16(1), 16(2) such that the side view volume occupation (SVVO) of each track assembly 16(1), 16(2) is at least less than 60%. The SVVO of a track assembly 16(1), 16(2) is determined based on the total amount of space that is defined by or occupied within the track envelope 114. More specifically, the SVVO is based on the volume of space that is bounded by the track 22 of the track assembly 16(1), 16(2), and the amount of space or volume of that total space that is occupied by either moving and / or non-moving parts of the overall track-engaging assembly 220. The lower the SVVO, more space within the track envelope is left unoccupied. By having fewer components of the overall track-engaging assembly occupying space within the track envelope, components of the assembly are less likely to be damaged by debris, dirt and / or mud, etc. that may build up within the area while the vehicle 10 is in use. By having fewer moving and non-moving components located within the track envelope 114, cleaning of the track-engaging assembly 220 is also facilitated as access to any components of the track-engaging assembly 220 that may require cleaning and / ormaintenance are more easily accessed. In the subject example embodiments, the track-engaging assembly 220 of each of the respective track assemblies 16(1), 16(2) is configured such that most non-moving parts of the track engaging assembly 220 are located and / or positioned outside of the track envelope 114. Specifically, most of the non-moving parts, such as the main drive wheel and main idler wheel coupling arms are fixed to the frame 12 and are arranged such that the majority of these components occupy the space intermediate the track assembly 16(1), 16(2) and the frame 12. Only the plurality of wheels themselves are arranged to occupy space within the track envelope 114 as illustrated, for example, in Figs. 25-26. As the plurality of wheels are the moving components that effect rotation of the track 22 about the track-engaging assembly 220, the plurality of wheels must occupy space within the track envelope 114. In the subject example embodiment, five moving components, i.e. a drive wheel, main idler wheel and three intermediate idler wheels 28(1), 28(2), 29 are arranged within the track envelope 114. As for non-moving components, those that occupy space within the track envelope are limited to the intermediate idler wheel coupling arms 70, 72 as well as the coupling components 27 of the upper track idler wheel 29. The amount of space within the track envelope 114 that remains unoccupied is illustrated by the shaded or hatched areas in Figs. 25-26. As a result of the configuration of the track engaging assembly 220 of each of the track assemblies 16(1), 16(2), the track assembly 16(1), 16(2) of the present disclosure provides an SVVO of less than 60% and preferably less than 57% wherein only 5%, or less, of the SVVO is occupied by non-moving parts, with the balance being attributed to moving parts, i.e. the plurality of wheels. In some embodiments, for example, 3.8% or less of the SVVO is occupied by nonmoving parts, with the balance being attributed to moving parts.

[0353] With reference now to Fig. 29, in some embodiments, for example, in order to further improve and / or facilitate maintenance of the vehicle 10, one or more of the plurality of wheels that form part of the track engaging assembly 220 of each of the track assemblies 16(1), 16(2) includes a removable track engaging portion or outer rim configuration 130 that defines the outer periphery of the wheel. In embodiments where the drive wheel 24 is provided in a removable track-engaging portion 130, the removable track-engaging portion 130 includes the sprockets of the drive wheel. In the case of an idler wheel 23, 28, the removable track engaging portion does not include sprockets and may have a smooth outer circumference. The removable track-engaging portion or outer rim configuration 130 is configured to be mounted on a wheel hub portion or main body portion 132 of the wheel and is configured to be removed and replaced when the wheel exhibits wear and / or damage. In some embodiments, for example, the removable track-engaging portion or outer rim configuration 130 is a hardened steel ring that is press-fit and / or otherwise removably affixed to the wheel hub 132. In some embodiments, the removable 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, the track-engaging portion or outer rim configuration 130 is comprised of a plurality of individual segments that cooperate to define the track-engaging po...

Claims

WHAT IS CLAIMED IS:

1. A tracked vehicle comprising:a frame;a power plant mounted to the frame, the power plant comprising a prime mover;a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame;a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame;each one of the first track assembly and the second track assembly, independently, comprising:a track; anda track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface, the track-engaging assembly comprising a plurality of wheels including, at least,:a first wheel arranged at a first end of the track-engaging assembly;a second wheel arranged at a second end of the track-engaging assembly; andone or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, wherein at least one of the first wheel and the second wheel is a drive wheel for driving the track around the track-engaging assembly;each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle;anda load-carrying device mounted to the frame and configured for carrying a load;wherein:while the load-carrying device is free of a payload, the tracked vehicle is in an unloaded state; while the load-carrying device includes a payload, the tracked vehicle is in a loaded state; andthe frame, the power plant, the first track assembly, the second track assembly and the loadcarrying device are co-operatively configured such that:while the tracked vehicle is in the unloaded state, the tracked vehicle has an unloaded center of gravity disposed on a first side of a vertical plane that extends transverse to the longitudinal axis of the vehicle and in which the central vertical axis of the track engaging-assembly of the first track assembly and the central vertical axis of the track engaging-assembly of the second track assembly extend, theunloaded center of gravity being spaced apart from the vertical plane on the first side of the vertical plane by a first center of gravity distance, as measured along an axis that extends parallel to a central longitudinal axis of the tracked vehicle;while the tracked vehicle is in the loaded state, the tracked vehicle has a loaded center of gravity disposed on a second, opposite side of the vertical plane, the loaded center of gravity being spaced apart from the vertical plane on the second side of the vertical plane by a second center of gravity distance, as measured along an axis that extends parallel to the longitudinal axis of the tracked vehicle; andthe first center of gravity distance is greater than the second center of gravity distance.The tracked vehicle as claimed in claim 1, wherein:a ratio of the second center of gravity distance to a sum of: the first center of gravity distance and the second center of gravity distance, is greater than or equal to a minimum of 0% and less than or equal to a maximum of 50%.The tracked vehicle as claimed in claim 2, wherein:the ratio of the second center of gravity distance to the sum of: the first center of gravity distance and the second center of gravity distance, is between a minimum of 5% and a maximum of 10%.The tracked vehicle as claimed in any one of claims 1 to 3, further comprising:an operator cabin mounted to the frame;wherein:the operator cabin is mounted to the frame such that the operator cabin is disposed on the first side of the vertical plane and overhangs the lower frame, the first track assembly and the second track assembly.The tracked vehicle as claimed in any one of claims 1 to 3, wherein:the load-carrying device has a front end portion, a rear end portion, a base portion and a payloadreceiving cavity that extends between and is bounded at least by the front end portion, the rear end portion and the base portion;the load-carrying device is mounted to the upper frame such that the front end portion of the load-carrying device is disposed on the first side of the vertical plane while the rear end portion of the load-carrying receptacle is disposed on the second side of the vertical plane.The tracked vehicle as claimed in any one of claims 1 to 5, wherein:the frame includes an upper frame and a lower frame wherein the upper frame is disposed above the lower frame and connected to the lower frame via a connection unit, wherein the connection unit is configured to allow rotation of the upper frame relative to the lower frame about the central vertical axis.

7. The tracked vehicle as claimed in claim 6, wherein:the connection unit includes a bearing.8 The tracked vehicle as claimed in claim 6 or 7, wherein:the connection unit includes:a slip joint, the slip joint having a first portion connected to the upper frame and a second portion connected to the lower frame, wherein the first portion is configured to rotate relative to the second portion to effect rotation of the upper frame relative to the lower frame; andan actuator operably coupled to one of the upper frame and lower frame and configured for transmitting torque to the lower frame for effecting rotation of the upper frame relative to the lower frame.9 The tracked vehicle as claimed in any one of claims 6-8, wherein:the frame defines a recess configured for receiving at least a portion of the connection unit such that while the connection unit is mounted to the frame such that at least a portion of the connection unit is disposed within the recess defined by the frame, the connection unit is disposed vertically below a bottom surface of the load-carrying device.10 The tracked vehicle as claimed in claim 9, further comprising:a lubricant reservoir disposed within the recess of the frame for delivering lubricant from the lubricant reservoir to a main bearing of the connection unit.11 The tracked vehicle as claimed in any one of claims 1 to 10, further comprising:a fuel tank configured to hold a supply of fuel for the power plant, the fuel tank including an inlet port for receiving the supply of fuel;wherein the fuel tank is mounted to the frame such that:the fuel tank overhangs the frame and at least one of the first track assembly and the second track assembly.

12. The tracked vehicle as claimed in claim 11, wherein: while the tracked vehicle includes an operator cabin mounted to the frame, the fuel tank is mounted to the frame such that the fuel tank extends below a bottom surface defined by the operator cabin.

13. The tracked vehicle as claimed in claim 11, wherein:while the tracked vehicle includes an operator cabin mounted to the frame, the fuel tank is mounted to the frame relative to the operator cabin such that the fuel tank extends below a bottom surface of the operator cabin and the inlet port is disposed below a horizontal plane in which the bottom surface of the operator cabin extends.

14. The tracked vehicle as claimed in claim 11, wherein:the fuel tank is one of a plurality of fuel tanks; andeach fuel tank, independently, is configured to hold a supply of fuel and is mounted to the frame such that the inlet port is disposed lower than an upper surface of the frame.

15. The tracked vehicle as claimed in any one of claims 1 to 14, wherein:the frame includes a lower frame and an upper frame disposed above and connected to the lower frame;the upper frame includes:a first side rail;a second side rail; andone or more cross-members extending transversally between and interconnecting the first side rail and the second side rail;wherein:each one of the one or more cross-members, independently, is removably connected to the first side rail and to the second side rail via mechanical fasteners.

16. The tracked vehicle as claimed in claim 15, wherein:the first side rail and the second side rail are each, independently, in the form of one of the following alternatives: an H-beam, an I-beam, a C-beam, a U-beam, a hollow beam, or a full beam.

17. The tracked vehicle as claimed in claim 15 or 16, wherein:the first side rail and the second side rail each, independently, have an upper surface that defines at least a portion of an upper surface of the upper frame.

18. The tracked vehicle as claimed in any one of claims 1 to 17, further comprising:a suspension system operably coupling at least the drive wheel and the main idler wheel, independently, to the frame, such that each one of the drive wheel and the main idler wheel, independently, is configured for displacement relative to the frame, relative to a respective neutral position relative to the frame, by a distance that is measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the track-engaging assembly such that the displacement of the drive wheel relative to the lower frame is independent to the displacement of the main idler wheel relative to the lower frame, and vice versa.

19. The tracked vehicle as claimed in claim 18, wherein:for each one of the first track assembly and the second track assembly, independently, the drive wheel and the main idler wheel are arranged at opposite longitudinal ends of the one of the first track assembly and the second track assembly; andthe suspension system is configured such that for each one of the first track assembly and the second track assembly, each one of the drive wheel and the main idler wheel, independently, is coupled to the frame via:(i) a wheel coupling arm having a frame coupling end connected to the lower frame and a wheel coupling end operably coupled to a corresponding one of the drive wheel, the main idler wheel, and (ii) a suspension wheel displacement-effector configured for effecting rotation of the wheel coupling arm relative to the frame to effect displacement of the corresponding wheel relative to the lower frame.

20. The tracked vehicle as claimed in claim 19, wherein:the suspension wheel displacement-effector comprises a piston-cylinder arrangement, wherein the pistoncylinder arrangement includes:a cylinder housing; anda piston rod disposed for reciprocating movement relative to the cylinder housing; wherein:for each suspension wheel displacement-effector, independently, one of the cylinder housing and the piston rod is operably coupled to the frame and the other one of the cylinder housing and the piston rod is operably coupled to the wheel coupling arm of a respective one of the drive wheel and the main idler wheel such that relative movement between the cylinder housing and the piston rod effects rotation of the wheel coupling arm about a wheel-coupling arm axis of rotation that extends transverse to thelongitudinal axis of the track-engaging assembly such that the respective one of the drive wheel and the main idler wheel is displaced relative to the lower frame.

21. The tracked vehicle as claimed in claim 20, wherein:the piston-cylinder arrangement is piston-cylinder arrangement provided with a fluid under pressure created by the prime mover for controlling relative displacement between the piston rod and cylinderhousing, wherein the fluid is provided to the piston-cylinder arrangement via a fluid hose coupling the piston-cylinder arrangement to a pressurized fluid source.2 The tracked vehicle as claimed in claim 18, wherein:the suspension system is configured such that each wheel within the plurality of wheels of each track engaging assembly is connected to the frame via a corresponding wheel coupling arm disposed for rotation relative to the frame and via a corresponding piston-cylinder arrangement wherein the pistoncylinder arrangement is connected to the frame and to the corresponding wheel coupling arm such that relative displacement between the piston rod and cylinder housing effects rotation of the wheel coupling arm relative to the frame and vice versa;while the tracked vehicle is in the unloaded state, each wheel of the plurality of wheels of each track engaging assembly assumes an unloaded state neutral position relative to the frame corresponding to a predetermined neutral position of each wheel relative to the frame;in response to transitioning of the tracked vehicle from the unloaded state to the loaded state, each wheel within the plurality of wheels of each track engaging assembly, independently, transitions from the unloaded state neutral position to an intermediate loaded state position relative to the frame that deviates from the unloaded state neutral position relative to the frame;while the tracked vehicle is in the unloaded state and each wheel is in the predetermined neutral position relative to the frame, each piston cylinder arrangement is disposed in an unloaded state neutral configuration;while the tracked vehicle is in the loaded state and each wheel is disposed in the intermediate loaded state position relative to the lower frame, each piston-cylinder arrangement is disposed in an intermediate loaded state configuration; andeach piston cylinder arrangement is configured for adjustment such that:in response to transitioning of the tracked vehicle from the unloaded state to the loaded state such that each piston cylinder arrangement transitions from the unloaded stated neutral configuration to an intermediate loaded configuration, each piston cylinder arrangement is configured to transition from theintermediate loaded state configuration to a loaded state neutral configuration wherein each wheel within the plurality of wheels of each track engaging assembly is disposed in a loaded state neutral position relative to the frame, wherein the loaded state neutral position corresponds to the predetermined neutral position.

23. The tracked vehicle as claimed in claim 22, wherein:each piston-cylinder arrangement transitions from the unloaded state neutral configuration to the intermediate loaded configuration, and from the intermediate loaded configuration to the loaded state neutral configuration, in response to change in fluid pressure supplied to each corresponding pistoncylinder arrangement, respectively.

24. The tracked vehicle as claimed in any one of claims 18 to 23, wherein:the tracked vehicle has a vehicle length as measured along an axis that extends parallel to a longitudinal axis of the vehicle; andthe frame includes at least a lower frame having a lower frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle;andthe lower frame is configured such that a ratio of the lower frame length to the vehicle length is less than 75%.

25. The tracked vehicle as claimed in claim 24, wherein:the ratio of the lower frame length to the vehicle length is less than 50%.

26. The tracked vehicle as claimed in claim 25, wherein:the ratio of the lower frame length to the vehicle length is less than 25%.

27. The tracked vehicle as claimed in any one of claims 18 to 26, further comprising:a drive system for transmitting power from the prime mover to each one of the track assemblies, independently, to move each track about the track-engaging assembly, respectively.

28. The tracked vehicle as claimed in claim 27, wherein:the drive system includes at least, a hydraulic motor connected to the drive wheel of the first track assembly and a hydraulic motor connected to the drive wheel of the second track assembly, wherein eachhydraulic motor, independently, is provided with fluid under pressure created by the prime mover via a corresponding fluid hose coupling the hydraulic motor to a pressurized fluid source.

29. The tracked vehicle as claimed in claim 27 or 28, wherein:while the tracked vehicle is configured such that the frame includes a lower frame and an upper frame, the lower frame is configured to include:an internal cavity configured to house components for the operation of the first and second track assemblies as well as the overall operation of the tracked vehicle; anda fluid hose-routing opening disposed within a wall of the lower frame such that one or more fluid hoses for operably coupling one or more piston cylinder arrangements and / or one or more hydraulic motors to the pressurized fluid source are routable from the pressurized fluid source through the internal cavity defined by the lower frame to an area external to the inner cavity defined by the lower frame via the fluid hose routing opening;the tracked vehicle further comprising:a fluid hose mounting configuration, the fluid hose mounting configuration including: a first mounting block mounted to a wheel-coupling arm and configured for securing a first portion of one or more fluid hoses in spaced apart arrangement, relative to the wheel-coupling arm proximal to the corresponding piston-cylinder arrangement and hydraulic motor associated with the wheel-coupling arm; anda second mounting block coupled to the first mounting block in spaced-apart relationship to the first mounting block, the second mounting block configured for securing a second portion of each one of the one or more fluid hoses in spaced-apart relationship such that each portion of fluid hose extending between the second mounting block and first mounting block extends along a longitudinal axis such that each portion of fluid hose extending between the second mounting block and first mounting block is disposed in parallel spaced apart relationship to one another;andwherein:rotation of the wheel-coupling arm, relative to the lower frame, is with effect that the mounting block pivots, relative to the lower frame, together with the wheel-coupling arm such that the parallel, spaced apart relationship of each portion of the one or more fluid hoses that extends between the first mounting block and the second mounting block is maintained.0 The tracked vehicle as claimed in claim 29, wherein:the mounting configuration is mounted to the wheel coupling arm such that while one or more fluid hoses are secured to the first and second mounting blocks of the mounting configuration, rotation of the wheel-coupling arm, relative to the lower frame, is such that there is an absence of interference between any one of the one or more fluid hoses and an edge defined by the fluid hose-routing opening in the lower frame.The tracked vehicle as claimed in claim 29 or 30, wherein:the first mounting block is mounted to the wheel coupling arm such that the first mounting block is spaced apart from the wall of the lower frame in which the fluid hose routing opening is formed by a mounting distance, as measured along an axis that extends parallel to a longitudinal axis of the vehicle, and the mounting distance is selected such that a vertical axis that extends through the first mounting block and perpendicular to the longitudinal axis of the vehicle is proximal to a vertical axis that extends perpendicular to the longitudinal axis of the vehicle extends in a vertical plane that extends through the axis of rotation of the wheel coupling arm.The tracked vehicle as claimed in claim 31, wherein:the first mounting block is mounted to the wheel coupling arm such that a distance that extends from the axis of rotation of the wheel coupling arm, as measured along a vertical axis that extends perpendicular to the wheel-coupling arm axis of rotation to a longitudinal axis that extends through the center of a corresponding one of the fluid hoses is sufficient to ensure that there is an absence of interference between the wheel coupling arm and any one of the one or more fluid hoses secured within the mounting configuration as the wheel coupling arm rotates relative to the lower frame.

33. The tracked vehicle as claimed in any one of claims 29-32, wherein the mounting configuration is configured such that the second mounting block is disposed within the internal cavity of the lower frame.The tracked vehicle as claimed in any one of claims 29-33, further comprising:a flexible member extending between the wall of the lower frame in which the fluid hose routing opening is formed and the first mounting block such that each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity defined by the lower frame is surrounded by the flexible member.

35. The tracked vehicle as claimed in claim 34, wherein:the flexible member has a first end mounted to the edge of the fluid hose routing opening and a second end mounted to the first mounting block such that there is an absence of exposure of each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity to an external environment.

36. The tracked vehicle as claimed in claims 34 or 35, wherein:the flexible member is configured to flex and / or distort in response to rotation of the wheel coupling arm relative to the lower frame about the wheel coupling arm axis of rotation.

37. The tracked vehicle as claimed in any one of claims 18 to 36, wherein:for each one of the first track assembly and the second track assembly, independently, the track-engaging assembly further comprises:a tensioning configuration operably coupled to at least one of the drive wheel and the main idler wheel for maintaining a predetermined tension within the track, wherein the tensioning configuration is operable to effect displacement of the at least one of the drive wheel and / or the main idler wheel, relative to the frame, along an axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track.

38. The tracked vehicle as claimed in claim 37, wherein:the tensioning configuration includes:a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel, and a second end coupled to the one of the at least one of the drive wheel and the main idler wheel such that the one of the at least one of the drive wheel and the main idler wheel is connected to the wheel coupling arm via the tensioning arm; anda tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the drive wheel and the main idler wheel.

39. The tracked vehicle as claimed in claim 38, wherein:the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing; andthe tensioning cylinder is mounted within the track engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that:the cylinder housing is connected to the wheel coupling arm of the one of the drive wheel and the main idler wheel and is disposed for movement with the wheel coupling arm as the wheel coupling arm rotates about its wheel coupling arm axis of rotation relative to the frame; andthe piston rod has a first end disposed within the cylinder housing and a second, distal end coupled to the first end of the tensioning arm that is pivotally connected to the wheel coupling arm such that:retraction of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a first direction such that the one of the drive wheel and the main idler wheel is displaced, relative to the lower frame, in a direction away from the central vertical axis of the track-engaging assembly for exerting an outwards force against an inner surface of the track.

40. The tracked vehicle as claimed in claim 39, wherein:extension of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a second, opposite direction, opposite to the first direction, which effects displacement of the one of the drive wheel and the main idler wheel, relative to the frame, in a direction towards the central vertical axis of the track-engaging assembly.

41. The tracked vehicle as claimed in claim 40, wherein:the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing;the tensioning cylinder is mounted within the track engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that:while the tensioning arm is disposed in a neutral position relative to the wheel coupling arm, the piston rod extends relative to the cylinder housing by a first distance; andwhile the tensioning arm is disposed in a tensioning position relative to the wheel coupling arm for introducing tension into the track, the piston rod extends relative to the cylinder housing by a second distance, wherein the second distance is less than the first distance.

42. The tracked vehicle according to any one of claims 1 to 41, further comprising:a lifting unit configured for pivoting the load-carrying device relative to the frame such that upon actuation of the lifting unit, the load-carrying device is disposed in a tilted configuration relative to the frame in response to pivoting of the load-carrying device about a pivot axis that extends transverse the longitudinal axis of the tracked vehicle, the lifting unit including:a lift arm having a first end connected to the frame and a second end connected to the loadcarrying device;the lift arm is configurable in a collapsed configuration and an extended configuration; while the lift arm is in the collapsed configuration, the load-carrying device is disposed in a rest position relative to the frame such that a longitudinal axis of the load-carrying receptacle extends parallel to a longitudinal axis of the tracked vehicle;while the lift arm is in the extended position, the load-carrying device is tilted relative to the frame such that the longitudinal axis of the load-carrying receptacle is disposed at a tilt angle relative to the longitudinal axis of the vehicle;andwherein:the lift arm is arranged relative to the frame such that the first end is connected to the frame on a first side of the vertical plane wherein the first side is the side on which the power plant is arranged; and while the lift arm is in the collapsed configuration such that the load-carrying device is in the rest position, the connection of the second end of the lift arm to the load-carrying device is arranged on the first side of the vertical plane.

43. The tracked vehicle as claimed in claim 42, wherein:the frame includes an upper frame portion, and the undercarriage of the frame includes a lower frame, the upper frame connected to the lower frame via a connection unit; andthe first end of the lift arm is connected to the upper frame proximal to the connection unit.

44. The tracked vehicle as claimed in claim 43, wherein the first end of the lift arm is connected to the upper frame via a pivoting connection.

45. The tracked vehicle as claimed in any one of claims 42 to 44, wherein the second end of the lift arm is connected to the load-carrying device via a pivoting connection.

46. The tracked vehicle as claimed in any one of claims 42 to 45, wherein:the lift arm is a telescoping piston cylinder configuration.

47. The tracked vehicle as claimed in any one of claims 42 to 46, wherein:the load-carrying device is a load-carrying receptacle including a front end, the front end of the loadcarrying receptacle including a recessed portion including a concave surface-defining portion, the concave surface-defining portion extending into an inner volume of the load-carrying receptacle such that while the load-carrying receptacle is disposed in a maximum tilted position relative to the upper frame, at least a portion of the lift arm is disposed within the recessed portion such that the lift arm is recessed relative to the front end of the load-carrying receptacle.8 A tracked vehicle comprising:a frame;a prime mover mounted to the frame;a first track assembly mounted to a first lateral side of the frame;a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side;each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a suspension system operably coupling at least the first wheel and the second wheel, independently, to the frame, such that each one of the first wheel and the second wheel, independently, is configured for displacement relative to the frame, relative to a neutral position of each one of the first wheel and the second wheel relative to the frame, by a distance measurable, at least, along an axis that extends perpendicular to a longitudinal axis of the track-engaging assembly such that the displacement of the first wheel is independent to the displacement of the second wheel and vice versa;the suspension system is configured such that each one of the first wheel and the second wheel, independently, is coupled to the frame via: (i) a wheel coupling arm having a frame coupling endconnected to the frame and a wheel coupling end operably coupled to a corresponding one of the first wheel and the second wheel, and (ii) a suspension cylinder including a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing, wherein one of the cylinder housing and the piston rod is operably coupled to the frame and the other one of the cylinder housing and the piston rod is operably coupled to the respective one of the first wheel coupling arm and / or the second wheel coupling arm such that relative movement between the cylinder housing and the piston rod effects displacement of the respective one of the first wheel coupling arm and the second wheel coupling arm relative to the frame;a hydraulic system operably coupled to the suspension system for controlling operation of each one of the suspension cylinders, independently; anda system for transferring energy generated by the prime mover to the hydraulic system for generating pressurized fluid for use in operation of at least the suspension system;wherein:the suspension system is configurable in a plurality of operational modes, wherein each operational mode corresponds to a set of operating parameters for each one of the suspension cylinders; andtransitioning between at least a first operational mode and at least a second operational mode is in response to a change to the pressurized fluid in communication with one or more of the suspension cylinders via the hydraulic system for effecting a change in the operating parameters of each one of the suspension cylinders, the change in operating parameters corresponding to an operational mode of the vehicle.The tracked vehicle as claimed in claim 48, wherein:the tracked vehicle is configured for carrying a payload;the operational mode of the vehicle includes at least an unloaded state wherein the tracked vehicle is free of a payload, and a loaded state wherein the tracked vehicle is carrying a payload;the first operational mode of the suspension system includes an unloaded state neutral configuration wherein the suspension cylinder associated with each one of the first wheel coupling arm and the second wheel coupling arm, independently, is in an unloaded state configuration such that at least the first wheel and the second wheel are each, independently, disposed in a predetermined neutral position relative to the frame;the second operational mode of the suspension system includes a loaded state neutral configuration wherein the suspension cylinder associated with each one of the first wheel and the second wheel,independently, is in a loaded state configuration such that at least the first wheel and the second wheel are each, independently, disposed in the predetermined neutral position relative to the frame;andtransitioning from the unloaded state neutral configuration to the loaded state neutral configuration is via an intermediate loaded state configuration of the suspension system wherein relative displacement between the piston rod and cylinder housing of the suspension cylinder associated with at least the first wheel coupling arm and second wheel coupling arm is effected in response to transitioning of the tracked vehicle from the unloaded state to the loaded state such that at least the first wheel and the second wheel are displaced relative to the frame from their respective predetermined neutral position relative to the frame;andtransitioning from the intermediate loaded stated configuration to the loaded state neutral configuration is in response to the change in pressurized fluid in communication with the suspension cylinder associated with at least the first wheel coupling arm and the second wheel.

50. The tracked vehicle as claimed in claim 49 wherein the payload is a work implement mounted to the frame.

51. The tracked vehicle as claimed in claim 50, wherein the vehicle includes a load-carrying device mounted to the frame, and the payload includes a removable load contained within the load-carrying device.

52. The tracked vehicle as claimed in claim 51, wherein the load-carrying device is a dump box.

53. The tracked vehicle as claimed in any one of claims 48-52, wherein the suspension system includes a suspension cylinder wherein:the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including:a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; and at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing;andthe piston, the piston rod, the at least one piston portion and the cylinder housing are cooperatively configured such that:in response to a first displacement of the piston rod relative to the cylinder housing, or vice versa, the piston is displaced from a first position, relative to the at least one piston portion, to a second position, relative to the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the at least one piston portion translates together with the piston and piston rod such that the piston and the at least one piston portion, together define an active piston face of the piston.The tracked vehicle as claimed in claim 53, wherein:the at least one piston portion is a first piston portion, the piston configuration including a second piston portion disposed relative to the piston and the first piston portion such that the first piston portion is nested within the second portion; andthe piston, the piston rod, the first piston portion, the second piston portion and the cylinder housing are cooperatively configured such that:in response to a second displacement of the piston rod relative to the cylinder housing, subsequent to the first displacement, the piston and the first piston portion are displaced relative to the second piston portion from a first position relative to the second piston portion to a second position relative to the second piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the second piston portion translates together with the first piston portion, the piston and the piston rod such that the piston, the first piston portion and the second piston portion, together define the active piston face of the piston.The tracked vehicle as claimed in claim 54, wherein:the piston configuration further includes a third piston portion disposed relative to the second piston portion such that the second piston portion is nested within the third piston portion; andthe piston, the piston rod, the first piston portion, the second piston portion, the third piston portion and the cylinder housing are cooperatively configured such that:in response to a third displacement of the piston rod relative to the cylinder housing subsequent to the second displacement, the piston, the first piston portion and the second piston portion are displaced relative to the third piston portion from a first position relative to the third piston portion to a second position relative to the third piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing from the second position is with effect that the third piston portion translatestogether with the second piston portion, the first piston portion, the piston and the piston rod such that the piston, the first piston portion, the second piston portion and the third piston portion, together define the active piston face of the piston.

56. The tracked vehicle as claimed in any one of claims 53 to 55, further comprising:a piston portion receiver disposed within the cylinder housing proximal a piston rod end of the cylinder housing, wherein the piston portion receiver is configured for receiving each one of the at least one piston portions such that the piston and each one of the at least one piston portions are disposed relative to one another an initial expanded nested arrangement within the cylinder housing; anddisplacement of the piston rod relative to the cylinder housing, or vice versa, is with effect that the initial expanded nested arrangement of the piston and each one of the at least one piston portions transitions to a collapsed, nested arrangement.7 The tracked vehicle as claimed in any one of claims 48-52, wherein the suspension system includes a suspension cylinder wherein the suspension cylinder is configured such that:the cylinder housing extends between a first end and a second end and has an internal diameter that increases between the first end and the second end;the piston rod includes a piston fixed to a first end of the piston rod that is disposed within the cylinder housing;the piston-cylinder arrangement further comprising:a plurality of piston portions disposed at spaced apart intervals within the cylinder housing between the piston that is fixed to the first end of the piston rod and the second end of the cylinder housing, each piston portion, independently, disposed for sliding displacement within the cylinder housing;a plurality of force adjusters arranged relative to the plurality of piston portions within the cylinder housing such that a force adjuster is disposed between the piston and an adjacent one of the plurality of piston portions and between each adjacent pair of piston portions thereafter;wherein:the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are cooperatively configured such that:displacement of the piston rod relative to the cylinder housing, or vice versa, effects displacement of the piston towards a first one of the plurality of piston portions, wherein displacement of the pistontowards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions; anddisplacement of the piston towards the first one of the plurality of piston portions effects displacement of the first piston portion relative to a second one of the plurality of piston portions arranged adjacent to the first piston portion, the displacement of the first portion towards the second piston portion acting against the force adjuster disposed between the first piston portion and the second piston portion, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the cylinder housing.The tracked vehicle as claimed in claim 57, wherein the piston-cylinder arrangement further comprises: a third piston portion disposed in spaced apart relationship to the second piston portion;a force adjuster disposed between the second piston portion and the third piston portion; anda force adjuster disposed between the third piston portion and the second end of the cylinder housing; wherein:the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that displacement of the piston rod relative to the cylinder housing, or vice versa, effects:displacement of the piston towards the first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions;displacement of the first piston portion towards the second one of the plurality of piston portions, wherein the displacement of the first portion towards the second piston portion acts against the force adjuster disposed between the first piston portion and the second piston portion;displacement of the second piston portion towards the third piston portion, wherein the displacement of the second piston portion towards the third piston portion acts against the force adjusted disposed between the second piston portion and the third piston portion; anddisplacement of the third piston portion towards the second end of the cylinder housing, wherein the displacement of the third piston portion towards the second end of the cylinder housing acts against the force adjuster disposed between the third piston portion and the second end of the cylinder housing, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the length of the cylinder housing.The tracked vehicle as claimed in claim 57 or 58, wherein:each force adjuster of the plurality of force adjusters, independently, is a spring.

60. The tracked vehicle as claimed in any one of claims 57 to 59, wherein:each one of the at least one additional piston portions has an outer diameter that is increased relative a previous one of the at least one piston portions such that the at least one additional piston portions corresponding to the increased inner diameter of the cylinder housing at respective intervals along the length of the cylinder housing.

61. The tracked vehicle as claimed in any one of claims 48 to 52, wherein the suspension system includes a suspension cylinder wherein the suspension cylinder is configured such that:the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including:a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing;at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing, the at least one piston portion defining an end face having a surface area greater than an end face defined by the piston;anda force adjuster disposed within the at least one piston portion having a first end in contact with the piston and a second end in contact with the at least one piston portion for resisting sliding displacement of the piston within the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing;wherein:in response to a first displacement of the piston rod relative to the cylinder housing, the piston is displaced from a first position within the at least one piston portion to a second position within the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing while the piston is disposed in the second position within the at least one piston portion is with effect that the at least one piston portion translates together with the piston and piston rod such that the end face of the at least one piston portion.

62. The tracked vehicle as claimed in claim 61, wherein:the at least one piston portion is a first piston portion, the piston configuration further comprising:a second piston portion, wherein the first piston portion is disposed within the second piston portion and configured for sliding displacement within the second piston portion, the second piston portion defining an end face having a surface area greater than the end face of the first piston portion; and a force adjuster disposed within the second piston portion and having a first end in contact with the end face of the first piston portion and a second end in contact with the second piston portion for resisting sliding displacement of the first piston portion within the second piston portion in response to displacement of the piston rod relative to the cylinder housing;wherein:in response to a second displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with piston is in the second position within the first piston portion, the first piston portion translates together with the piston and piston rod from a first position within the second piston portion to a second position within the second piston portion against the force adjuster.The tracked vehicle as claimed in claim 62, wherein:the piston configuration further comprising:a third piston portion, wherein the second piston portion is disposed within the third piston portion and configured for sliding displacement within the third piston portion, the third piston portion defining an end face having a surface area greater than the surface area of the end face of the second piston portion; anda force adjuster disposed within the third piston portion and having a first end in contact with the end face of the second piston portion and a second end in contact with the third piston portion for resisting sliding displacement of the second piston portion within the third piston portion in response to displacement of the piston rod relative to the cylinder housing;wherein:in response to a third displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with first piston portion is in the second position within the second piston portion, the second piston portion translates together with the piston and piston rod from a first position within the third piston portion to a third position within the third portion against the force adjuster.The tracked vehicle as claimed in claim 63, wherein:the piston configuration further comprising:a force adjuster disposed within the cylinder housing and having a first end in contact with the end face of the third piston portion and a second end in contact with an end of the cylinder housing for resisting sliding displacement of the third piston portion within the cylinder housing in response to further displacement of the piston rod relative to the cylinder housing.

65. The tracked vehicle as claimed in any one of claims 48 to 64, wherein the suspension system is configured such that the suspension cylinders are each, independently, configured to include:a first fluid port is disposed in fluid communication with a first end of the cylinder housing of a respective suspension cylinder; anda second fluid port is disposed in fluid communication with a second end of the cylinder housing of the suspension cylinder;wherein:the first fluid port and the second fluid port are each, independently, configured for connection to a pressurized fluid source of the hydraulic system.

66. The tracked vehicle as claimed in claim 65, wherein:a change in the supply of pressurized fluid to the cylinder housing effects relative displacement between the piston rod and the cylinder housing such that the piston configuration assumes an adjusted configuration; andthe adjusted configuration corresponds to a desired preload of the piston-cylinder arrangement.

67. The tracked vehicle as claimed in any one of claims 48 to 52, wherein the suspension system includes a suspension cylinder wherein the suspension cylinder is configured such that:the cylinder housing includes a plurality of fluid chambers disposed within the cylinder housing, wherein at least one of the plurality of fluid chambers is provided with a supply of pressurized gaseous fluid, while the remaining fluid chambers of the plurality of fluid chambers are supplied with a pressurized hydraulic fluid from a pressurized hydraulic fluid source of the hydraulic system; and wherein:the at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurized hydraulic fluid, together define a preload of the piston cylinder arrangement; andthe at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurized hydraulic fluid are configured to cooperate such that a change in atleast the pressurized hydraulic fluid supplied to at least one of the fluid chambers supplied with a pressurized hydraulic fluid effects a change to the preload of the piston-cylinder arrangement.

68. The tracked vehicle as claimed in claim 67, wherein:the cylinder housing includes a first chamber and a second chamber, the first chamber having an internal diameter configured for co-operating with the piston rod such that the piston is disposed for sliding displacement along the first chamber, the second chamber having an internal diameter that is greater than the internal diameter of the first chamber and configured for cooperating with a first piston portion and a second piston portion, wherein each one of the first piston portion and the second piston portion is, independently, disposed for sliding displacement along the second chamber;a first fluid port disposed in fluid communication with the first chamber for providing a pressurized fluid to the first chamber;a second fluid port disposed in fluid communication with the second fluid chamber for providing a pressurized fluid to the second chamber;wherein the second chamber, the first piston portion, and the second piston portion are cooperatively configured such that second chamber includes:a first sub-chamber disposed between a first end of the second chamber of the cylinder housing and a first side of the first piston portion;a second sub-chamber disposed between the first piston portion and the second piston portion, the second sub-chamber provided with a pressurized gaseous fluid for controlling relative displacement of the first piston portion and the second piston portion; anda third sub-chamber disposed between the second piston portion and a second end of the second chamber; andthe second fluid port is disposed fluid communication with the first sub-chamber for supplying pressurized fluid to the first sub-chamber for controlling displacement of the first piston portion;the piston and piston rod are disposed within the first chamber such that the first chamber includes a first sub-chamber disposed on a first side of the piston and a second sub-chamber disposed on a second, opposite side of the piston;the first fluid port is configured for supplying pressurized fluid to the first-sub chamber for controlling displacement of the piston within with first chamber;andthe first chamber and the second chamber are fluidly interconnected via a flow passage having a first end in fluid communication with the second sub-chamber of the first chamber and the third sub-chamber of the second chamber, such that a change in the pressurized fluid supplied to at least one of the first sub-chamber of the first chamber and the first sub-chamber of the second chamber is effective for adjusting operating parameters of the suspension cylinder.

69. The tracked vehicle as claimed in claim 68, wherein:a first stop is disposed within the second chamber for limiting displacement of the first piston portion within the second chamber in a first direction;a second stop disposed within the second chamber for limiting displacement of the second piston portion within the second chamber, in a first direction; anda third stop disposed within the second chamber for limiting displacement of the second piston portion in a second direction, opposite to the first direction.

70. The tracked vehicle as claimed in claim 68 or 69, wherein:while the suspension cylinder is in a predetermined neutral, operational state, the pressurized fluid supplied to the first sub-chamber of the first chamber, via the first fluid port, and the pressurized fluid supplied to the first sub-chamber of the second chamber via the second fluid port is such that pressure within each one of the first sub-chamber of the second chamber, the second sub-chamber of the second chamber, and the third sub-chambers of the second fluid chamber is the same.

71. The tracked vehicle as claimed in any one of claims 68 to 70, wherein:the piston rod includes:an internal passageway;a piston rod fluid port disposed in fluid communication with the internal passageway for supplying pressurized fluid to the internal passageway;a piston member disposed within the internal passageway and disposed for sliding displacement along the internal passageway in response to changes to pressurized fluid supplied to the internal passageway; anda piston port that extends through the piston connected to the piston end of the piston rod such that, while the piston rod and piston are operably coupled with the cylinder housing such that the piston rod is disposed for displacement relative to the first chamber of the cylinder housing, the internal passageway of the piston rod is in fluid communication with the second sub-chamber of the first chamber of the cylinder housing.

72. The tracked vehicle as claimed in claim 71, wherein:in response to a change in fluid pressure supplied to the piston rod fluid port:the piston member is displaced within the internal passageway which effects a change in fluid pressure within the second sub-chamber of the first chamber such that displacement of the piston rod relative to the first chamber of the cylinder housing.3 A piston-cylinder configuration comprising:a cylinder housing; anda piston rod disposed for reciprocating movement relative to the cylinder housing, wherein one of the cylinder housing and the piston rod is configured for coupling to a first portion of an apparatus and the other one of the cylinder housing and the piston rod is configured for operably coupling to a second portion of the apparatus, wherein the piston-cylinder configuration is operable for effecting displacement of the second portion of the apparatus relative to the first portion of the apparatus in response to relative displacement between the piston rod and cylinder housing, or vice versa;wherein:the piston-cylinder configuration is configured for operably coupling to a hydraulic system of the apparatus such that a pressurized fluid can be communicated to the piston-cylinder configuration for adjusting operating parameters of the piston-cylinder configuration; andthe piston-cylinder configuration is configurable in a plurality of operational modes, each operational mode corresponding to a set of predetermined operating parameters of the piston-cylinder configuration; andwhile the piston-cylinder configuration is in use within the apparatus such that the piston-cylinder configuration is in communication with the pressurized fluid, transitioning between at least a first operational mode and at least a second operational mode of the piston-cylinder configuration is in response to a change to the pressurized fluid in communication with the piston-cylinder configuration for effecting a change in the operating parameters of each one of the piston-cylinder configurations, the change in operating parameters of the piston-cylinder configuration corresponding to an operational mode of the apparatus.

74. The piston-cylinder configuration as claimed in claim 73, wherein:the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including:a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; and at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing;andthe piston, the piston rod, the at least one piston portion and the cylinder housing are cooperatively configured such that:in response to a first displacement of the piston rod relative to the cylinder housing, or vice versa, the piston is displaced from a first position, relative to the at least one piston portion, to a second position, relative to the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the at least one piston portion translates together with the piston and piston rod such that the piston and the at least one piston portion, together define an active piston face of the piston.

75. The piston-cylinder configuration as claimed in claim 74, wherein:the at least one piston portion is a first piston portion, the piston configuration including a second piston portion disposed relative to the piston and the first piston portion such that the first piston portion is nested within the second portion; andthe piston, the piston rod, the first piston portion, the second piston portion and the cylinder housing are cooperatively configured such that:in response to a second displacement of the piston rod relative to the cylinder housing, subsequent to the first displacement, the piston and the first piston portion are displaced relative to the second piston portion from a first position relative to the second piston portion to a second position relative to the second piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing is with effect that the second piston portion translates together with the first piston portion, the piston and the piston rod such that the piston, the first piston portion and the second piston portion, together define the active piston face of the piston.

76. The piston-cylinder configuration as claimed in claim 75, wherein the piston configuration further includes:a third piston portion disposed relative to the second piston portion such that the second piston portion is nested within the third piston portion; andthe piston, the piston rod, the first piston portion, the second piston portion, the third piston portion and the cylinder housing are cooperatively configured such that:in response to a third displacement of the piston rod relative to the cylinder housing subsequent to the second displacement, the piston, the first piston portion and the second piston portion are displaced relative to the third piston portion from a first position relative to the third piston portion to a second position relative to the third piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing from the second position is with effect that the third piston portion translates together with the second piston portion, the first piston portion, the piston and the piston rod such that the piston, the first piston portion, the second piston portion and the third piston portion, together define the active piston face of the piston.

77. The piston-cylinder configuration as claimed in any one of claims 73 to 76, further comprising: a piston portion receiver disposed within the cylinder housing proximal a piston rod end of the cylinder housing, wherein the piston portion receiver is configured for receiving each one of the at least one piston portions such that the piston and each one of the at least one piston portions are disposed relative to one another an initial expanded nested arrangement within the cylinder housing; anddisplacement of the piston rod relative to the cylinder housing, or vice versa, is with effect that the initial expanded nested arrangement of the piston and each one of the at least one piston portions transitions to a collapsed, nested arrangement.

78. The piston-cylinder configuration as claimed in 73, wherein the piston-cylinder configuration is configured such that:the cylinder housing extends between a first end and a second end and has an internal diameter that increases between the first end and the second end;the piston rod includes a piston fixed to a first end of the piston rod that is disposed within the cylinder housing;the piston-cylinder arrangement further comprising:a plurality of piston portions disposed at spaced apart intervals within the cylinder housing between the piston that is fixed to the first end of the piston rod and the second end of the cylinder housing, each piston portion, independently, disposed for sliding displacement within the cylinder housing;a plurality of force adjusters arranged relative to the plurality of piston portions within the cylinder housing such that a force adjuster is disposed between the piston and an adjacent one of the plurality of piston portions and between each adjacent pair of piston portions thereafter;wherein the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that:displacement of the piston rod relative to the cylinder housing, or vice versa, effects displacement of the piston towards a first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions; anddisplacement of the piston towards the first one of the plurality of piston portions effects displacement of the first piston portion relative to a second one of the plurality of piston portions arranged adjacent to the first piston portion, the displacement of the first portion towards the second piston portion acting against the force adjuster disposed between the first piston portion and the second piston portion, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the cylinder housing.

79. The piston-cylinder configuration as claimed in claim 78, wherein:the piston-cylinder arrangement further comprises:a third piston portion disposed in spaced apart relationship to the second piston portion;a force adjuster disposed between the second piston portion and the third piston portion; anda force adjuster disposed between the third piston portion and the second end of the cylinder housing; wherein the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that:displacement of the piston rod relative to the cylinder housing, or vice versa, effects: displacement of the piston towards the first one of the plurality of piston portions, wherein displacement of the piston towards the first one of the plurality of piston portions acts against the force adjuster disposed between the piston and the adjacent first one of the plurality of piston portions;displacement of the first piston portion towards the second one of the plurality of piston portions, wherein the displacement of the first portion towards the second piston portion acts against the force adjuster disposed between the first piston portion and the second piston portion;displacement of the second piston portion towards the third piston portion, wherein the displacement of the second piston portion towards the third piston portion acts against the force adjusted disposed between the second piston portion and the third piston portion; anddisplacement of the third piston portion towards the second end of the cylinder housing, wherein the displacement of the third piston portion towards the second end of the cylinder housing acts against the force adjuster disposed between the third piston portion and the second end of the cylinder housing, such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, increases along the length of the cylinder housing.

80. The piston-cylinder configuration as claimed in claim 78 or 79, wherein:each force adjuster of the plurality of force adjusters, independently, is a spring.

81. The piston cylinder configuration as claimed in claim 80 wherein the spring is a conical spring.

82. The piston cylinder configuration as claimed in claim 80 wherein the spring is a gas spring.

83. The piston-cylinder configuration as claimed in any one of claims 78 to 80, wherein:each one of the at least one additional piston portions has an outer diameter that is increased relative a previous one of the at least one piston portions such that the at least one additional piston portions corresponding to the increased inner diameter of the cylinder housing at respective intervals along the length of the cylinder housing.

84. The piston-cylinder configuration as claimed in claim 73, wherein the piston-cylinder configuration is configured such that:the piston rod includes a piston configuration disposed at a first end of the piston rod that is disposed within the cylinder housing, the piston configuration including:a piston fixed to the first end of the piston rod, the piston having an outer diameter that is greater than an outer diameter of the piston rod and less than an internal diameter of the cylinder housing; at least one piston portion coupled to the piston rod such that the piston is disposed within the at least one piston portion and disposed for sliding displacement relative to the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing, the at least one piston portion defining an end face having a surface area greater than an end face defined by the piston;anda force adjuster disposed within the at least one piston portion having a first end in contact with the piston and a second end in contact with the at least one piston portion for resisting slidingdisplacement of the piston within the at least one piston portion in response to displacement of the piston rod relative to the cylinder housing;wherein:in response to a first displacement of the piston rod relative to the cylinder housing, the piston is displaced from a first position within the at least one piston portion to a second position within the at least one piston portion, and wherein continued displacement of the piston rod relative to the cylinder housing while the piston is disposed in the second position within the at least one piston portion is with effect that the at least one piston portion translates together with the piston and piston rod such that the end face of the at least one piston portion.

85. The piston-cylinder configuration as claimed in claim 84, wherein:the at least one piston portion is a first piston portion, the piston configuration further comprising:a second piston portion, wherein the first piston portion is disposed within the second piston portion and configured for sliding displacement within the second piston portion, the second piston portion defining an end face having a surface area greater than the end face of the first piston portion; anda force adjuster disposed within the second piston portion and having a first end in contact with the end face of the first piston portion and a second end in contact with the second piston portion for resisting sliding displacement of the first piston portion within the second piston portion in response to displacement of the piston rod relative to the cylinder housing;wherein:in response to a second displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with piston is in the second position within the first piston portion, the first piston portion translates together with the piston and piston rod from a first position within the second piston portion to a second position within the second piston portion against the force adjuster.

86. The piston-cylinder configuration as claimed in claim 85, wherein:the piston configuration further comprising:a third piston portion, wherein the second piston portion is disposed within the third piston portion and configured for sliding displacement within the third piston portion, the third piston portion defining an end face having a surface area greater than the surface area of the end face of the second piston portion; anda force adjuster disposed within the third piston portion and having a first end in contact with the end face of the second piston portion and a second end in contact with the third piston portion for resisting slidingdisplacement of the second piston portion within the third piston portion in response to displacement of the piston rod relative to the cylinder housing;wherein:in response to a third displacement of the piston rod relative to the cylinder housing, wherein the piston rod is further displaced once with first piston portion is in the second position within the second piston portion, the second piston portion translates together with the piston and piston rod from a first position within the third piston portion to a third position within the third portion against the force adjuster.

87. The piston-cylinder configuration as claimed in claim 86, wherein:the piston configuration further comprising:a force adjuster disposed within the cylinder housing and having a first end in contact with the end face of the third piston portion and a second end in contact with an end of the cylinder housing for resisting sliding displacement of the third piston portion within the cylinder housing in response to further displacement of the piston rod relative to the cylinder housing.

88. The piston-cylinder configuration as claimed in any one of claims 73 to 87, wherein the pistoncylinder configuration is configured to include:a first fluid port is disposed in fluid communication with a first end of the cylinder housing of a respective suspension cylinder; anda second fluid port is disposed in fluid communication with a second end of the cylinder housing of the suspension cylinder;wherein:the first fluid port and the second fluid port are each, independently, configured for connection to a pressurized fluid source of the hydraulic system of the apparatus.

89. The piston-cylinder configuration as claimed in claim 73, wherein the piston-cylinder configuration is configured such that:the cylinder housing includes a plurality of fluid chambers disposed within the cylinder housing, wherein at least one of the plurality of fluid chambers is provided with a supply of pressurized gaseous fluid, while the remaining fluid chambers of the plurality of fluid chambers are supplied with a pressurized hydraulic fluid from a pressurized hydraulic fluid source of the hydraulic system;andthe at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurized hydraulic fluid, together define a preload of the piston cylinder arrangement; andthe at least one fluid chamber provided with pressurized gaseous fluid and the remaining fluid chambers provided with pressurized hydraulic fluid are configured to cooperate such that a change in at least the pressurized hydraulic fluid supplied to at least one of the fluid chambers supplied with a pressurized hydraulic fluid effects a change to the preload of the piston-cylinder arrangement.

90. The piston-cylinder configuration as claimed in claim 89, wherein:the cylinder housing includes a first chamber and a second chamber, the first chamber having an internal diameter configured for co-operating with the piston rod such that the piston is disposed for sliding displacement along the first chamber, the second chamber having an internal diameter that is greater than the internal diameter of the first chamber and configured for cooperating with a first piston portion and a second piston portion, wherein each one of the first piston portion and the second piston portion is, independently, disposed for sliding displacement along the second chamber; a first fluid port disposed in fluid communication with the first chamber for providing a pressurized fluid to the first chamber;a second fluid port disposed in fluid communication with the second fluid chamber for providing a pressurized fluid to the second chamber; wherein: the second chamber, the first piston portion, and the second piston portion are cooperatively configured such that second chamber includes: a first subchamber disposed between a first end of the second chamber of the cylinder housing and a first side of the first piston portion;a second sub-chamber disposed between the first piston portion and the second piston portion, the second sub-chamber provided with a pressurized gaseous fluid for controlling relative displacement of the first piston portion and the second piston portion; anda third sub-chamber disposed between the second piston portion and a second end of the second chamber;andthe second fluid port is disposed fluid communication with the first sub-chamber for supplying pressurized fluid to the first sub-chamber for controlling displacement of the first piston portion; the piston and piston rod are disposed within the first chamber such that the first chamber includes a first subchamber disposed on a first side of the piston and a second sub-chamber disposed on a second, opposite side of the piston;the first fluid port is configured for supplying pressurized fluid to the first-sub chamber for controlling displacement of the piston within with first chamber; and the first chamber and the second chamber are fluidly interconnected via a flow passage having a first end in fluid communication with the second sub-chamber of the first chamber and the third sub-chamber of the second chamber, such that a change in the pressurized fluid supplied to at least one of the first sub-chamber of the first chamber and the first sub-chamber of the second chamber is effective for adjusting operating parameters of the suspension cylinder.

91. The piston-cylinder configuration as claimed in claim 90, wherein:a first stop is disposed within the second chamber for limiting displacement of the first piston portion within the second chamber in a first direction;a second stop disposed within the second chamber for limiting displacement of the second piston portion within the second chamber, in a first direction; anda third stop disposed within the second chamber for limiting displacement of the second piston portion in a second direction, opposite to the first direction.

92. The piston-cylinder configuration as claimed in claim 91 or 91, wherein: while the pistoncylinder configuration is in a predetermined neutral, operational state, the pressurized fluid supplied to the first sub-chamber of the first chamber, via the first fluid port, and the pressurized fluid supplied to the first sub-chamber of the second chamber via the second fluid port is such that pressure within each one of the first sub-chamber of the second chamber, the second sub-chamber of the second chamber, and the third sub-chambers of the second fluid chamber is the same.

93. The piston-cylinder configuration as claimed in any one of claims 90 to 92, wherein:the piston rod includes:an internal passageway;a piston rod fluid port disposed in fluid communication with the internal passageway for supplying pressurized fluid to the internal passageway;a piston member disposed within the internal passageway and disposed for sliding displacement along the internal passageway in response to changes to pressurized fluid supplied to the internal passageway; anda piston port that extends through the piston connected to the piston end of the piston rod such that, while the piston rod and piston are operably coupled with the cylinder housing such that the pistonrod is disposed for displacement relative to the first chamber of the cylinder housing, the internal passageway of the piston rod is in fluid communication with the second sub-chamber of the first chamber of the cylinder housing.

94. The piston-cylinder configuration as claimed in claim 93, wherein:in response to a change in fluid pressure supplied to the piston rod fluid port:the piston member is displaced within the internal passageway which effects a change in fluid pressure within the second sub-chamber of the first chamber such that displacement of the piston rod relative to the first chamber of the cylinder housing.

95. The piston-cylinder configuration as claimed in any one of claims 73-94 wherein the piston-cylinder arrangement is a suspension cylinder for use in a suspension system of a vehicle.

96. The piston cylinder configuration as claimed in claim 95, wherein the vehicle is a tracked vehicle.

97. A tracked vehicle, comprising:a frame;a first track assembly mounted to a first lateral side of the frame;a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side;each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly wheel, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle; and a tensioning configuration operably coupled to at least one of the first wheel and the second wheel; wherein:the at least one of the first wheel and the second wheel to which the tensioning configuration is operably coupled, is mounted to the frame via a wheel-coupling arm pivotally connected to the frame;the tensioning configuration interconnects the at least one of the first wheel and the second wheel to the wheel-coupling arm and is configured to effect displacement of the at least one of the first wheel and the second wheel, relative to the wheel-coupling arm such that actuation of the tensioning configuration is with effect that the at least one of the first wheel and the second wheel is displaced relative to the frame along an axis that extends parallel to the longitudinal axis the track-engaging assembly for increasing or decreasing tension within the track;the tensioning configuration comprising:a tensioning arm having a first end pivotally connected to the wheel coupling arm of the at least one of the first wheel and the second wheel, and a second end coupled to the one of the at least one of the first wheel and the second wheel such that the one of the at least one of the first wheel and the second wheel is connected to the wheel coupling arm via the tensioning arm; anda tensioning actuator operably coupled to the wheel coupling arm and the tensioning arm, the tensioning actuator operable to rotate the tensioning arm, relative to the wheel coupling arm of the at least one of the first wheel and the second wheel;the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing; andthe tensioning cylinder is mounted within the track-engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that:the cylinder housing is connected to the wheel coupling arm of the one of the first wheel and the second wheel and is disposed for movement with the wheel coupling arm as the wheel coupling arm rotates about its wheel coupling arm axis of rotation relative to the lower frame; andthe piston rod has a first end disposed within the cylinder housing and a second, distal end coupled to the first end of the tensioning arm that is pivotally connected to the wheel coupling arm such that:retraction of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a first direction such that the at least one of the first wheel and the second wheel is displaced, relative to the frame, in a direction away from the central vertical axis of the track-engaging assembly for exerting an outwards force against an inner surface of the track.

98. The tracked vehicle as claimed in claim 97, wherein:extension of the piston rod relative to the cylinder housing of the tensioning cylinder effects rotation of the tensioning arm about the tensioning arm axis of rotation in a second, opposite direction, opposite tothe first direction, which effects displacement of the one of the first wheel and the second wheel, relative to the lower frame, in a direction towards the central vertical axis of the track-engaging assembly.

99. The tracked vehicle as claimed in claim 97 or 98, wherein:the tensioning actuator includes a tensioning cylinder comprising a cylinder housing and a piston rod disposed for reciprocating movement relative to the cylinder housing;the tensioning cylinder is mounted within the track engaging assembly of a corresponding one of the first track assembly and the second track assembly, such that:while the tensioning arm is disposed in a neutral position relative to the wheel coupling arm, the piston rod extends relative to the cylinder housing by a first distance; andwhile the tensioning arm is disposed in a tensioning position relative to the wheel coupling arm for introducing tension into the track, the piston rod extends relative to the cylinder housing by a second distance, wherein the second distance is less than the first distance.

100. A tracked vehicle comprising:a frame;a first track assembly mounted to a first lateral side of the frame;a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side;each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;wherein:the frame includes a lower frame and an upper frame disposed above and connected to the lower frame, and the upper frame includes:a first side rail;a second side rail; andone or more cross-members extending transversally between and interconnecting the first side rail and the second side rail;wherein:each one of the one or more cross-members, independently, is removably connected to the first side rail and to the second side rail via mechanical fasteners.

101. The tracked vehicle as claimed in claim 100, wherein:the first side rail and the second side rail are each, independently, in the form of one of the following alternatives: an H-beam, an I-beam, a C-beam, a U-beam, a hollow beam, or a full beam.

102. The tracked vehicle as claimed in claim 100 or 101, wherein:the first side rail and the second side rail each, independently, have an upper surface that defines at least a portion of an upper surface of the upper frame.

103. A tracked vehicle comprising:a frame;a first track assembly mounted to a first lateral side of the frame;a second track assembly mounted to a second lateral side of the frame that is opposite to the first lateral side;each one of the first track assembly and the second track assembly, independently, comprising a track, and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly to provide traction to the tracked vehicle for moving the tracked vehicle across a surface; each track-engaging assembly, independently, comprising a plurality of wheels including, at least, a first wheel, a second wheel, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel for driving the track around the track-engaging assembly;wherein:the tracked vehicle has a vehicle length as measured along an axis that extends parallel to a longitudinal axis of the vehicle; andthe frame includes at least a lower frame having a lower frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle;andthe lower frame is configured such that a ratio of the lower frame length to the vehicle length is less than 75%.

104. The tracked vehicle as claimed in claim 103, wherein:the ratio of the lower frame length to the vehicle length is less than 50%.

105. The tracked vehicle as claimed in claim 104, wherein:the ratio of the lower frame length to the vehicle length is less than 25%.

106. A tracked vehicle comprising:a frame;a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame;a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame;each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; a load-carrying device mounted to the frame and configured for carrying a load;a lifting unit configured for pivoting the load-carrying device relative to the frame such that upon actuation of the lifting unit, the load-carrying device is disposed in a tilted configuration relative to the frame in response to pivoting of the load-carrying receptacle about a pivot axis that extends transverse the longitudinal axis of the tracked vehicle, the lifting unit including:a lift arm having a first end connected to the upper frame and a second end connected to the loadcarrying device;the lift arm is configurable in a collapsed configuration and an extended configuration; while the lift arm is in the collapsed configuration, the load-carrying device is disposed in a rest position relative to the frame such that a longitudinal axis of the load-carrying device extends parallel to a longitudinal axis of the tracked vehicle;while the lift arm is in the extended position, the load-carrying device is tilted relative to the frame such that the longitudinal axis of the load-carrying device is disposed at a tilt angle relative to the longitudinal axis of the vehicle;andwherein:the lift arm is arranged relative to the frame such that the first end is connected to the frame on a first side of a vertical plane that extends transverse to the longitudinal axis of the vehicle and in which the central vertical axis of the track-engaging assembly of the first track assembly and the central vertical axis of the track-engaging assembly of the second track assembly extend wherein the first side is the side on which a prime mover of the vehicle is arranged; andwhile the lift arm is in the collapsed configuration such that the load-carrying receptacle is in the rest position, the connection of the second end of the lift arm to the load-carrying receptacle is arranged on the first side of the vertical plane.

107. The tracked vehicle as claimed in claim 106, wherein:the frame includes a lower frame and an upper frame, the upper frame is connected to the lower frame via a connection unit; andthe first end of the lift arm is connected to the upper frame proximal to the connection unit.

108. The tracked vehicle as claimed in claim 107, wherein the first end of the lift arm is connected to the upper frame via a pivoting connection.

109. The tracked vehicle as claimed in any one of claims 106 to 108, wherein the second end of the lift arm is connected to the load-carrying receptacle via a pivoting connection.

110. The tracked vehicle as claimed in any one of claims 106 to 109, wherein:the lift arm is a telescoping piston cylinder configuration.

111. The tracked vehicle as claimed in any one of claims 107 to 1010, wherein:the load-carrying device has a front end, the front end of the load-carrying device including a recessed portion including a concave surface defining portion, the concave surface-defining portion extending into an inner volume of the load-carrying receptacle such that while the load-carrying device is disposed in a maximum tilted position relative to the upper frame, at least a portion of the lift arm is disposed within the recessed portion such that the lift arm is recessed relative to the front end of the load-carrying device.

112. The tracked vehicle as claimed in any one of claims 106 to 111, wherein the track-engaging assembly includes at least, a first wheel, a second wheel, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel.

113. A tracked vehicle comprising:a frame;a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame;a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame;each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a power plant mounted to the upper frame, the power plant comprising a prime mover;a drive system for transmitting power from the prime mover to the at least one drive wheel each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively;a braking system operably coupled to at least one of the first wheel, the second wheel, and the one or more intermediate idler wheels of the first track assembly and of the second track assembly for decelerating and / or stopping rotation of the track about the track-engaging assembly of each one of the first track assembly and the second track assembly;wherein the braking system includes:a dynamic brake acting against the at least one wheel respective to the first track assembly andthe second track assembly while the tracked vehicle is in motion to selectively brake rotation of the track.

114. The tracked vehicle as claimed in claim 113, wherein:the at least one wheel of the plurality of wheels is the drive wheel of the first track assembly and / or the drive wheel of the second track assembly; andthe dynamic brake is operably coupled to the drive wheel of the first track assembly and / or the drive wheel of the second track assembly for acting against the drive shaft of the drive wheel of the first track assembly and / or the second track assembly.

115. A tracked vehicle comprising :a frame;a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame;a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame;each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a power plant mounted to the upper frame, the power plant comprising a prime mover;a drive system for transmitting power from the prime mover to each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively;anda braking system operably coupled to the prime mover for effecting deceleration of an operational speed of the prime mover for reducing the energy transfer from the prime mover to each one of the first track assembly and the second track assembly, via the drive system, for effecting deceleration of and / orstoppage of rotation of each one of the first track assembly and the second track assembly, wherein the braking system includes:a dynamic brake operably coupled to the prime mover for effecting deceleration of the operational speed of the prime mover in response to a determination, by the controller that the operational speed of the prime mover is greater than a predetermined threshold speed.

116. The tracked vehicle as claimed in any one of claims 113 to 115, further comprising:a controller for monitoring operation of the prime mover and an overall speed of the vehicle;andin response to a determination by the controller that at least one of the overall speed of the vehicle and the operational speed of the prime mover is determined to be above a corresponding one of a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, the controller is configured to selectively activate the dynamic brake to effect deceleration of the vehicle via at least one of: (i) deceleration of rotation of the first track about the first track-engaging assembly and the second track about the second track-engaging assembly, and (ii) deceleration of the operational speed of the prime mover, and wherein the controller is further configured to:activate the dynamic brake for a predetermined minimum threshold time to effect a reduction in the overall speed of the vehicle to a predetermined reduced speed;andin response to a determination by the controller that the overall speed of the vehicles is equal to or less than the predetermined reduced speed, transmit a control signal to the dynamic brake to release the dynamic brake.

117. The tracked vehicle as claimed in claim 116, wherein:the tracked vehicle is configurable in an unloaded configuration and a loaded configuration, wherein an overall weight of the vehicle is increased relative the overall weight of the vehicle in the unloaded configuration; andwhile the tracked vehicle is in the unloaded configuration, the predetermined reduced speed is a predetermined unloaded configuration reduced speed; andwhile the tracked vehicle is in the loaded configuration, the predetermined reduced speed is a predetermined loaded configuration reduced speed;andthe predetermined unloaded configuration reduced speed is greater than the predetermined loaded configuration reduced speed.

118. A computer-implemented method for effecting deceleration of a vehicle, the vehicle comprising a body comprising a load-carrying portion for carrying a payload such that the vehicle has an unloaded configuration wherein the vehicle is free of a payload and a loaded configuration wherein the vehicle is carrying a payload; a cabin mounted to the body and comprising a user interface; a left track assembly and a right track assembly, each comprising a respective track surrounding a respective set of wheels; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground; and a braking system operably coupled to the prime mover for effecting deceleration of an operational speed of the prime mover for reducing energy transfer from the prime mover to each one of the first track assembly and the second track assembly for effecting deceleration of and / or stoppage of rotation of each one of the first track engaging assembly and the second track assembly, the braking system including a dynamic brake operably coupled to the prime mover for effecting deceleration of the operational speed of the prime mover; a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes: monitoring an operational speed of the prime mover and an overall speed of the vehicle; determining whether at least one of: the overall speed of the vehicle, and the operational speed of the prime mover is greater than a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, respectively; andin response to a determination that the least one of: the overall speed of the vehicle, and the operational speed of the prime mover is greater than a predetermined threshold vehicle speed or a predetermined threshold operational speed of the prime mover, respectively, selectively activate the dynamic brake to effect deceleration of the vehicle via at least one of: (i) deceleration of rotation of the first track about the first track-engaging assembly and the second track about the second track-engaging assembly, and (ii) deceleration of the operational speed of the prime mover, wherein the selective activation of the dynamic brake includes:activating the dynamic brake for a predetermined minimum threshold time to reduce the overall speed of the vehicle or the overall operational speed of the prime mover, to a predetermined reduced speed; and responsive to determining that the overall speed of the vehicle or the overall operational speed of theprime mover is equal to or less than the predetermined reduced speed, transmit a control signal to the dynamic brake to release the dynamic brake.

119. A non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method as claimed in claim 118.

120. A tracked vehicle comprising:a frame;a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame;a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame;each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the track-engaging assembly; the track-engaging assembly includes at least, a first wheel arranged at a first end of the track-engaging assembly, a second wheel arranged at a second end of the track-engaging assembly, and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a power plant mounted to the upper frame, the power plant comprising a prime mover;a drive system for transmitting power from the prime mover to each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively;wherein:the track includes a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion at least partially embedded within elastomeric material that defines a ground-engaging outer side that constitutes at least part of the ground-engaging surface of the track, each core portion comprising:a first guide projection and a second guide protection extending upwardly and away from a mainbody of the core portion, the first guide projection and the second guide projection interconnected by a base portion, the first guide projection, the second guide projection and the base portion together defining a wheel-engaging space therebetween;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 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;andwhile the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on the drive wheel, lateral displacement of a respective wheel engaged within the wheel-engaging space of a respective one of the core portions relative to a central vertical axis of the wheel-engaging space is permitted with effect that de-tracking of the wheel from within the wheel-engaging space is resisted in response to tilting of the track, relative to the wheel.

121. The tracked vehicle as claimed in claim 120, 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, between a minimum of 35 degrees and a maximum of 55 degrees.

122. The tracked vehicle as claimed in claim 120 or 121, 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, 0A, defined between the second portion and the central vertical axis of the wheelengaging space is greater than an angle, 0B, defined between the first portion and the central verticalaxis.

123. The tracked vehicle as claimed in claim 122, wherein:the angle, 0B, is about 50% of the angle, 0A.

124. The tracked vehicle as claimed in claim 123, wherein:the angle, 0B, is at least 22 degrees and the angle, 0A, is at least 42 degrees.

125. A track for a tracked vehicle comprising a body, a left track assembly and a right track assembly each comprising a respective set of wheels configured for engaging with a respective track, a prime mover and a system for transferring energy from the prime mover to the left and right track assemblies to move the track and thereby cause movement of the vehicle relative to a ground, the track comprising: a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion connected to adjacent core portions for forming an endless track, each core portion comprising:a first guide projection and a second guide protection extending upwardly and away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, the first guide projection, the second guide projection and the base portion together defining a wheel-engaging space therebetween;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 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;andwhile the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on a drive wheel of the track assembly via the prime mover and the system for transferring energy from the prime mover to the track assemblies:lateral displacement of a respective wheel engaged within the wheel-engaging space of a respective one of the core portions relative to a central vertical axis of the wheel-engaging space is permitted with effect that de-tracking of the wheel from within the wheel-engaging space is resisted in response to tilting of the track, relative to the wheel.

126. The track as claimed in claim 125, 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, between a minimum of 35 degrees and a maximum of 55 degrees.

127. The track as claimed in claim 125 or 126, 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, 0A, defined between the second portion and the central vertical axis of the wheel-engaging space is greater than an angle, 0B, defined between the first portion and the central vertical axis.

128. The tracked vehicle as claimed in claim 127 wherein:the angle, 0B, is about 50% of the angle, 0A.

129. The track as claimed in claim 128, wherein:the angle, 0B, is at least 22 degrees and the angle, 0A, is at least 42 degrees.

130. The track as claimed in any one of claims 125 to 129, wherein each core portion is at least partially embedded within an elastomeric portion, the elastomeric portion defining at least a portion of a groundengaging surface of the track.

131. A computer-implemented method for a tracked vehicle, the tracked vehicle comprising:a body, left and right track assemblies, each comprising a respective track surrounding a respective set of wheels, and a tension subsystem comprising a tensioner for adjustably controlling a tension applied to the respective track, the method comprising:determining a vehicle steering input;determining if the vehicle steering input is indicative of a turning operating condition of the vehicle or anon-turning operating condition of the vehicle;determining a target track tension for each track based on the determination of a turning operating condition of the vehicle or a non-turning operating condition of the vehicle; andsending a tension control signal to the tension subsystem of each track assembly to cause the respective tensioner to apply the target tension to the respective track based on the determined operation condition of the vehicle.

132. The method as claimed in claim 131, the vehicle further comprising a prime mover and a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the system for transferring energy comprising a hydraulic pump for each of the left and right track assemblies, the method further comprising:determining a pressure of the hydraulic pump for each of the left and right track assemblies as sensed by a pressure sensor;andif the vehicle steering input is indicative of a non-turning operating condition of the vehicle: determining the target non-turning track tension for each track based on the determined pump pressure for the hydraulic pump for each of the left and right track assemblies; andsending a tension control signal to the tension subsystem of each one of the left track assembly and the right track assembly, to cause the respective tensioner to apply the target non-turning track tension to the respective track, wherein in the target non-turning track tension of each track is proportional to the determined pump pressure of the hydraulic pump for each of the left and right track assemblies.

133. The method as claimed in claim 132, further comprising:determining a pressure of the hydraulic pump for each of the left and right track assemblies as sensed by the pressure sensor;andif the vehicle steering input is indicative of a turning operating condition of the vehicle: determining the target turning track tension for each track based on the determined pump pressure for the hydraulic pump for each of the left and right track assemblies; andsending a tension control signal to the tension subsystem of each one of the left track assembly and theright track assembly, to cause the respective tensioner to apply the target turning track tension to the respective track, wherein in the target turning track tension of each track is based on a highest determined pressure of the determined pressure of the hydraulic pump for each of the left and right track assemblies.

134. The method as claimed in claim 133, wherein:responsive to a determination that the vehicle steering input is indicative of a turning operating condition of the vehicle, determining a degree of turning of the turning operating condition;andif the degree of turning of the turning operating condition is greater than or equal to a predetermined minimum degree of turning, sending the tension control signal to the tension subsystem of each one of the left track assembly and the right track assembly, to cause the respective tensioner to apply the target turning track tension to the respective track, wherein in the target turning track tension of each track is based on the highest determined pressure of the determined pressure of the hydraulic pump for each of the left and right track assemblies.

135. The method as claimed in claim 134, wherein the predetermined minimum degree of turning is less than or equal to 5 degrees.

136. The method as claimed in any one of claims 131-135, wherein:the vehicle steering input includes a turn direction as sensed from a steering wheel angle sensor.

137. The method as claimed in any one of claims 131-136, wherein:the target turning tension is greater than or equal to the target non-turning target tension.

138. The method as claimed in any one of claims 131-137, wherein the method is implemented on a tracked vehicle according to any one of claims 1 to 72.

139. A non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method as claimed in any one of claims 131-138.

140. The method as claimed in any one of claims 131-139, wherein the vehicle steering input is received over a wireless signal from a remote-control unit.

141. A computer-implemented method for a vehicle, the vehicle comprising plurality of suspension cylinders for supporting a body of the vehicle on respective wheels of the vehicle, wherein subsets of the wheels are surrounded by respective tracks, wherein each of the suspension cylinders has an extensioncontrollable by a suspension subsystem, wherein the body comprises a load-carrying portion for carrying a load wherein the load-carrying portion is configured to pivot relative to a frame of the body between a load-carrying position wherein the load-carrying portion is parallel to a longitudinal axis of the frame, and a plurality of tilted positions relative to the frame wherein one of the plurality of tilted positions is a maximum tilted position corresponding to a load-dumping position of the load-carrying portion of the vehicle, the vehicle further comprising a prime mover and a system for transferring energy from the prime mover to hydraulic systems required for the operation of the vehicle, the system for transferring energy including a hydraulic pump configured for actuating a lift arm coupled to the load-carrying portion of the vehicle for tilting the load-carrying portion of the vehicle relative to the frame, the method comprising:while the vehicle is in an unloaded condition wherein the load-carrying portion is free of a payload and the suspension subsystem is configured in an unloaded suspension configuration of the vehicle wherein the extension of each one of the suspension cylinders is in an unloaded suspension cylinder configuration, receiving at least one sensor signal indicative of a speed of the vehicle, responsive to receiving a sensor signal indicative of a stopped condition of the vehicle wherein the speed of the vehicle is 0 km / hr as determined by the at least one sensor signal indicative of the speed of the vehicle, sending a control signal to the lift arm to tilt the loadcarrying portion of the vehicle to a payload-receiving tilt angle relative to the frame; determining a pressure of the hydraulic pump configured for actuating the lift arm while the loadcarrying portion is disposed at the payload-receiving tilt angle; andresponsive to determining that the pressure of the hydraulic pump is greater than a predetermined payload pressure indicative of a loaded configuration of the vehicle, sending pressure control signals to the suspension subsystem to cause each of the suspension cylinders to transition from their respective unloaded suspension cylinder configuration to a respective loaded suspension cylinder configuration corresponding to a loaded suspension configuration of the vehicle.

142. The method as claimed in claim 141, wherein the predetermined payload pressure indicative of the loaded configuration is at least 700 psi.

143. The method as claimed in claim 141, wherein the predetermined payload pressure indicative of the loaded configuration is less than 75% of a maximum operating pressure of the lift arm required to lift the load-carrying device while the load-carrying device is at its maximum weight rating.

144. The method as claimed in any one of claims 14 Ito 143, further comprising:receiving a signal indicative of a desire to dump the payload contained within the load-carrying portion of the vehicle;responsive to receiving the signal indicative of the desire to dump the payload, determining a tilt angle of the load-carrying portion of the vehicle relative to the frame; andresponsive to determining that the tilt angle of the load-carrying portion is greater than a predetermined minimum tilt angle for dumping a payload, sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to transition from their respective loaded suspension cylinder configuration to their respective unloaded suspension cylinder configuration.

145. The method as claimed in claim 144, wherein: the signal is indicative of the desire to dump the payload is received via a user interface of the vehicle.

146. The method as claimed in claim 144, wherein: the signal indicative of the desire to dump the payload is received over a wireless signal from a remote-control unit.

147. The method as claimed in claim 144, wherein: the signal indicative of the desire to dump the payload is generated in response to activation of a lever to tilt the load-carrying portion.

148. The method as claimed in any one of claims 144-147, wherein: while the vehicle is in the unloaded configuration, determining current values of the extensions of the suspension cylinders and saving the current values in memory as saved extension values; and in response transitioning from the unloaded configuration to the loaded configuration and in response to determining that the tilt angle of the loadcarrying portion is greater than the predetermined minimum tilt angle for dumping a payload, sending pressure control signals to the suspension subsystems to cause each of the suspension cylinders to return to its respective saved extension value.

149. The method as claimed in any one of claims 141-148, wherein the method is implemented on a tracked vehicle according to any one of claims 1 to 72.

150. A non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method as claimed in any one of claims 140-146.

151. A tracked vehicle comprising :a body including a frame;a left track assembly mounted to a left lateral side of the frame and a right track assembly mounted to a right lateral side of the frame, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels including a first wheel arranged at a first end of the track assembly, a second wheel arranged at a second end of the track assembly and one or more intermediate idler wheels arranged in between the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels supporting at least a portion of an overall weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a plurality of suspension cylinders for supporting the body of the vehicle on respective wheels of the respective set of wheels for each of the left and right track assemblies and wherein each of the suspension cylinders has an extension controllable by a suspension subsystem;a prime mover;a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor;wherein:each one of the suspension cylinders is configured for adjustment to effect a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the left track assembly and the right track assembly, independently, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.152 A tracked vehicle comprising:a body including an upper frame and a lower frame;a cabin mounted to the upper frame and comprising a user interface including a steering input device controllable by a user;a left track assembly on a left lateral side of the lower frame and a right track assembly on a right lateral side of the lower frame, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels including a first wheel arranged at a first end of the track assembly, a second wheel arranged at a second end of the track assembly, and one or more intermediate idler wheels arranged in between the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels supporting at least a portion of an overall weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a plurality of suspension cylinders for supporting the body of the vehicle on respective wheels of the respective set of wheels for each of the left and right track assemblies and wherein each of the suspension cylinders has an extension controllable by a suspension subsystem;a prime mover;a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor;a processor and a memory, the memory comprising computer-readable instructions, the processor being configured to read and execute the computer-readable instructions so as to carry out a method that includes:receiving a steering input command via the steering input device;determining if the steering input is indicative of a zero-radius turn; andresponsive to determining that the steering input command is indicative of a zero-radius turn, transmitting pressure control signals to each one of the suspension cylinders to adjust tuning parameters of each of the suspension cylinders to cause a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the left track assembly and the right track assembly, independently,, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

153. The vehicle as claimed in claim 151 or 152, wherein the first portion is at least 60% of the overall weight of the vehicle.

154. The vehicle as claimed in claim 151 or 152, wherein the transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the first wheel and a rod-side pressure for the suspension cylinder of the second wheel, and reducing a rod-side pressure of the suspension cylinder of one or more intermediate idler wheels arranged most proximal to the central vertical axis of the left track assembly and the right track assembly.

155. A non-transitory computer-readable storage medium comprising computer-readable instructions which, when read and executed by a processor of a vehicle, cause the processor to carry out a method, the vehicle comprising a body including a frame; a steering input device controllable by a user; a left track assembly on a left lateral side of the frame and a right track assembly on a right lateral side of the frame, the left and right track assemblies each comprising a respective track surrounding a respective set of wheels including a first wheel arranged at a first end of the track assembly, a second wheel arranged at a second end of the track assembly, and one or more intermediate idler wheels arranged in between the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels supporting at least a portion of an overall weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel; a plurality of suspension cylinders for supporting the body of the vehicle on respective wheels of the respective set of wheels for each of the left and right track assemblies and wherein each of the suspension cylinders has an extension controllable by a suspension subsystem; a prime mover; a system for transferring energy from the prime mover to the track assemblies to move the tracks and thereby cause movement of the vehicle on a ground, the left and right tracks being movable forward and backward independently at a controllable speed by a respective motor, the method comprising the steps of:receiving a steering input command via the steering input device;determining if the steering input is indicative of a zero-radius turn; andresponsive to determining that the steering input command is indicative of a zero-radius turn, transmitting pressure control signals to each one of the suspension cylinders to adjust tuning parameters of each of the suspension cylinders to cause a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the left track assembly and the right track assembly, independently, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left trackassembly and the right track assembly, independently, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

156. The non-transitory computer-readable storage medium as claimed in claim 155, wherein the steering input command is received over a wireless signal from a remote-control steering input device associated with the vehicle.

157. The non-transitory computer-readable storage medium as claimed in claim 155 or 156, wherein the first portion is at least 60% of the overall weight of the vehicle.

158. The non-transitory computer-readable storage medium as claimed in any one of claims 155to 157, wherein: the step of transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the drive wheel and a rodside pressure for the suspension cylinder of the other one of the first wheel and the second wheel, and reducing a rod-side pressure of the suspension cylinder of one or more intermediate idler wheels most proximal to the central vertical axis of the left track assembly and the right track assembly, independently.

159. The tracked vehicle as claimed in any one of claims 48 to 72, wherein:the frame includes a lower frame and an upper frame mounted to the lower frame, the upper frame comprising:a first side rail;a second side rail; andone or more cross-members extending transversally between and interconnecting the first side rail and the second side rail;wherein:each one of the one or more cross-members, independently, is removably connected the first side rail and to the second side rail via mechanical fasteners.

160. The tracked vehicle as claimed in claim 159, wherein:the first side rail and the second side rail are each, independently, in the form of one of the following alternatives: an H-beam, an I-beam, a C-beam, a U-beam, a hollow beam, or a full beam.

161. The tracked vehicle as claimed in claim 159 or 160, wherein:the first side rail and the second side rail each, independently, have an upper surface that defines at least a portion of an upper surface of the upper frame.

162. The tracked vehicle as claimed in any one of claims 48 to 72 wherein:the frame includes a lower frame and an upper frame mounted to the lower frame;the tracked vehicle has a vehicle length as measured along an axis that extends parallel to a longitudinal axis of the vehicle;the upper frame has an upper frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle; andthe lower frame has a lower frame length as measured along an axis that extends parallel to the longitudinal axis of the vehicle;andthe lower frame is configured such that a ratio of the lower frame length to the vehicle length is less than 75%.

163. The tracked vehicle as claimed in claim 162, wherein:the ratio of the lower frame length to the vehicle length is less than 50%.

164. The tracked vehicle as claimed in claim 163, wherein:the ratio of the lower frame length to the vehicle length is less than 25%.

165. The tracked vehicle as claimed in any one of claims 48 to 72, further comprising:a drive system for transmitting power from the prime mover to each one of the track assemblies, independently, to move each track about the track-engaging assembly, respectively.

166. The tracked vehicle as claimed in claim 165, wherein:the drive system includes at least, a hydraulic motor connected to the drive wheel of the first track assembly and a hydraulic motor connected to the drive wheel of the second track assembly, wherein each hydraulic motor, independently, is provided with fluid under pressure created by the prime mover via a corresponding fluid hose coupling the hydraulic motor to a pressurized fluid source.

167. The tracked vehicle as claimed in claim 165 or 166, wherein:while the tracked vehicle is configured such that the frame includes a lower frame and an upper frame, the lower frame is configured to include:an internal cavity configured to house components for the operation of the first and second track assemblies as well as the overall operation of the tracked vehicle; anda fluid hose-routing opening disposed within a wall of the lower frame such that one or more fluid hoses for operably coupling one or more piston cylinder arrangements and / or one or more hydraulic motors to the pressurized fluid source are routable from the pressurized fluid source through the internal cavity defined by the lower frame to an area external to the inner cavity defined by the lower frame via the fluid hose routing opening;the tracked vehicle further comprising:a fluid hose mounting configuration, the fluid hose mounting configuration including:a first mounting block mounted to a wheel-coupling arm and configured for securing a first portion of one or more fluid hoses in spaced apart arrangement, relative to the wheel-coupling arm proximal to the corresponding piston-cylinder arrangement and hydraulic motor associated with the wheel-coupling arm; anda second mounting block coupled to the first mounting block in spaced-apart relationship to the first mounting block, the second mounting block configured for securing a second portion of each one of the one or more fluid hoses in spaced-apart relationship such that each portion of fluid hose extending between the second mounting block and first mounting block along a longitudinal axis such that each portion of fluid hose extending between the second mounting block and first mounting block is disposed in parallel spaced apart relationship to one another;andwherein:rotation of the wheel-coupling arm, relative to the lower frame, is with effect that the mounting block pivots, relative to the lower frame, together with the wheel-coupling arm such that the parallel, spaced apart relationship of each portion of the one or more fluid hoses that extends between the first mounting block and the second mounting block is maintained.

168. The tracked vehicle as claimed in claim 167, wherein:the mounting configuration is mounted to the wheel coupling arm and extends through the fluid hoserouting opening in the lower frame such that while one or more fluid hoses are secured to the first and second mounting blocks of the mounting configuration, rotation of the wheel-coupling arm, relative to thelower frame, is such that there is an absence of interference between any one of the one or more fluid hoses and an edge defined by the fluid hose-routing opening in the lower frame.

169. The tracked vehicle as claimed in claim 167 or 168, wherein:the first mounting block is mounted to the wheel coupling arm such that the first mounting block is spaced apart from the wall of the lower frame in which the fluid hose routing opening is formed by a mounting distance, as measured along an axis that extends parallel to a longitudinal axis of the vehicle, and the mounting distance is selected such that a vertical axis that extends through the first mounting block and perpendicular to the longitudinal axis of the vehicle is proximal to a vertical axis that extends perpendicular to the longitudinal axis of the vehicle extends in a vertical plane that extends through the axis of rotation of the wheel coupling arm.

170. The tracked vehicle as claimed in claim 169, wherein:the first mounting block is mounted to the wheel coupling arm such that a distance that extends from the axis of rotation of the wheel coupling arm, as measured along a vertical axis that extends perpendicular to the wheel-coupling arm axis of rotation to a longitudinal axis that extends through the center of a corresponding one of the fluid hoses is sufficient to ensure that there is an absence of interference between the wheel coupling arm and any one of the one or more fluid hoses secured within the mounting configuration as the wheel coupling arm rotates relative to the lower frame.

171. The tracked vehicle as claimed in any one of claims 165-170, further comprising:a flexible member extending between the wall of the lower frame in which the fluid hose routing opening is formed and the first mounting block such that each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity defined by the lower frame is surrounded by the flexible member.

172. The tracked vehicle as claimed in claim 171, wherein:the flexible member has a first end mounted to the edge of the fluid hose routing opening and a second end mounted to the first mounting block such that there is an absence of exposure of each portion of fluid hose extending between the second mounting block and first mounting block external to the internal cavity to an external environment.

173. The tracked vehicle as claimed in claims 171 or 172, wherein:the flexible member is configured to flex and / or distort in response to rotation of the wheel coupling arm relative to the lower frame about the wheel coupling arm axis of rotation.

174. The tracked vehicle as claimed in any one of claim 48 to 72, wherein:each of the suspension cylinders has an extension controllable by a suspension subsystem; and each one of the suspension cylinders is configured for adjustment to effect a redistribution of the overall weight of the vehicle to the drive wheel, the main idler wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that:a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the lower frame of the vehicle, anda second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

175. The tracked vehicle as claimed in any one of claim 48 to 72, wherein:each of the suspension cylinders has an extension controllable by a suspension subsystem; and the vehicle further comprising a controller configured to:receive a steering input command via a steering input device;determine if the steering input is indicative of a zero-radius turn; andresponsive to determining that the steering input command is indicative of a zero-radius turn, transmitting pressure control signals to each one of the suspension cylinders to adjust tuning parameters of each of the suspension cylinders to cause a redistribution of the overall weight of the vehicle to the first wheel, the second wheel and the one or more intermediate idler wheels of each of the left track assembly and the right track assembly such that a first portion of the overall weight of the vehicle is distributed to the one or more intermediate idler wheels arranged most proximal a central vertical axis of the each of the left track assembly and the right track assembly, and a second portion of the overall weight of the vehicle is distributed to the remaining wheels within the subset of wheels of each of the left track assembly and the right track assembly, and wherein the first portion of the overall weight of the vehicle is greater than the second portion of the overall weight of the vehicle.

176. The vehicle as claimed in claim 174 or 175, wherein the first portion is at least 60% of the overall weight of the vehicle.

178. The vehicle as claimed in claim 174 or 175, wherein the transmitting of pressure control signals includes: transmitting one or more pressure control signals to increase a rod-side pressure for the suspension cylinder of the drive wheel and a rod-side pressure for the suspension cylinder of the main idler wheel, and reducing a rod-side pressure of the suspension cylinder of one or more intermediate idler wheels most proximal to the central vertical axis of the frame.

179. The tracked vehicle as claimed in any one of claims 1, 48, 97, 100, 103, 106, 113, 115, 120, 151 and 152, wherein:the first wheel is the drive wheel and the second wheel is a main idler wheel.

180. The tracked vehicle as claimed in any one of claims 1, 48, 97, 100, 103, 106, 113, 115, 120, 151 and 152, wherein:the first wheel is a first drive wheel and the second wheel is a second drive wheel, each of the first drive wheel and the second drive wheel configured to drive the track within a corresponding one of the first track assembly and the second track assembly.

181. The tracked vehicle as claimed in claim 179, wherein:the drive wheel is a sprocket wheel and the main idler wheel is a free-wheeling sprocket wheel.

182. The tracked vehicle as claimed in claim 180, wherein:the first drive wheel is a sprocket wheel and the second drive wheel is a sprocket wheel.

183. A piston-cylinder configuration configured for operably coupling to a first portion of an apparatus and to a second portion of an apparatus for effecting relative displacement between the first portion of the apparatus and the second portion of the apparatus, comprising:a housing;a piston rod having a first end disposed within the housing, the piston rod disposed for reciprocating movement relative to the housing;a first sliding piston portion disposed within the housing in spaced-apart relationship from the first end of the piston rod, the first sliding piston portion disposed for sliding displacement within the housing; a first fluid chamber defined between the first end of the piston rod and a first side of the first sliding piston portion;anda second sliding piston portion cooperatively configured with the first sliding piston portion such that the piston-cylinder configuration includes:a second fluid chamber defined between a second side of the first sliding piston portion and a first side of the second sliding piston portion;wherein:a first fluid is disposed within the first fluid chamber such that displacement of the piston rod relative to the housing effects sliding displacement of the first sliding piston portion;a second fluid is disposed within the second fluid chamber such that displacement of one of the first sliding piston portion and the second sliding piston portion effects displacement of the other one of the first sliding piston portion and the second sliding piston portion;andthe piston-cylinder configuration is configurable in a plurality of operational modes, each operational mode corresponding to a set of predetermined operating parameters of the piston-cylinder configuration; andtransitioning from one operational mode of the plurality of operational modes to another one of the plurality of operational modes is in response to one or more of:(i) displacement of the piston rod relative to the cylinder housing is in response to a change in pressure on an actuation side of the piston rod; and(ii) displacement of the second sliding piston portion relative to the first sliding piston portion in response to a change in pressure on a second, actuation side of the second sliding piston portion.

184. The piston-cylinder configuration as claimed in claim 183, wherein:the second sliding piston portion is disposed within the housing; anddisplacement of the second sliding piston portion relative to the first sliding piston portion is in response to a change in pressure supplied to the second, actuation side of the second sliding piston portion via an actuation fluid port of the housing.

185. The piston-cylinder configuration as claimed in claim 184, wherein:the housing is a first housing portion;the piston-cylinder configuration further comprising:a second housing portion disposed external to the first housing and fluidly coupled to the first housing portion via a fluid passage extending between and interconnecting the first housing portion and the second housing portion;wherein:the second sliding piston portion is disposed within the second housing portion for sliding displacement within the second housing portion, the second fluid chamber extending between the first housing portion and the second housing portion; andtransitioning from one operational mode of the plurality of operational modes to another one of the plurality of operational modes in response to displacement of the second sliding piston portion relative to the first sliding piston portion is in response to a change in pressure on the second, actuation side of the second sliding piston portion via an actuation fluid port of the second housing portion.

186. The piston-cylinder configuration as claimed in any one of claims 183 to 185, wherein:the first fluid is a hydraulic fluid; andthe second fluid is a gaseous fluid.

187. The piston-cylinder configuration as claimed in 73, wherein the piston-cylinder configuration is configured such that:the cylinder housing extends between a first end and a second end and has an internal diameter that increases between the first end and the second end;the piston rod includes a piston fixed to a first end of the piston rod that is disposed within the cylinder housing;the piston-cylinder arrangement further comprising:a plurality of piston portions disposed at spaced apart intervals within the cylinder housing between the piston that is fixed to the first end of the piston rod and the second end of the cylinder housing, each piston portion, independently, disposed for sliding displacement within the cylinder housing;a plurality of force adjusters arranged relative to the plurality of piston portions within the cylinder housing such that a force adjuster is disposed between the piston and an adjacent one of the plurality of piston portions and between each adjacent pair of piston portions thereafter;wherein the piston rod, the piston, the plurality of piston portions, and the plurality of force adjusters are co-operatively configured such that:the piston rod is displaceable between an extended position relative to the housing and a fully retracted position relative to the housing; anddisplacement of the piston rod relative to the cylinder housing from the extended position to the fully retracted position, effects displacement of each one of the plurality of piston portions, independently, towards an adjacent one of the plurality of the piston portions, the displacement of eachone of the plurality of piston portions towards the adjacent one of the plurality of piston portions, independently, acting against the force adjuster disposed between each adjacent pair of the plurality of piston portions such that a force required to effect displacement of the piston rod relative to the cylinder housing, or vice versa, from the extended position to the fully retracted position increases along the cylinder housing.

188. A tracked vehicle comprising:a frame;a first track assembly disposed on a first lateral side of the tracked vehicle and mounted to a first lateral side of the frame;a second track assembly disposed on a second lateral side of the tracked vehicle and mounted to a second lateral side of the frame;each one of the first track assembly and the second track assembly, independently, comprising a track and a track-engaging assembly configured to drive and guide the track around the trackengaging assembly;the track-engaging assembly includes at least, a first wheel arranged at a first end of the trackengaging assembly, a second wheel arranged at a second end of the track-engaging assembly and one or more intermediate idler wheels arranged intermediate the first wheel and the second wheel, each one of the first wheel, the second wheel and the one or more intermediate idler wheels configured to support at least a portion of the weight of the vehicle, wherein at least one of the first wheel and the second wheel is a drive wheel;a power plant mounted to the upper frame, the power plant comprising a prime mover;a drive system for transmitting power from the prime mover to each one of the first track assembly and the second track assembly, independently, to move each track about the corresponding track-engaging assembly, respectively;wherein:the track includes a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track,each core portion at least partially embedded within elastomeric material that defines a groundengaging outer side that constitutes at least part of the ground-engaging surface of the track, each core portion comprising:a first guide projection and a second guide protection extending upwardly away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, such that a wheel-engaging space is bounded at least in part by the base portion and at least a portion of each of the first guide projection and the second guide projection;wherein the base portion, the first guide projection and the second guide projection are cooperatively configured such that the wheel-engaging space is defined by:a concave-surface extending along a base of the wheel-engaging space, the concavesurface defining portion transitioning to a first guide projection convex-surface defining portion at a point on the first guide projection and extending to a tip of the first guide projection, and transitioning to a second guide projection convex surface-defining portion at a point on the second guide projection and extending to a tip of the second guide projection;the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configured such that the wheel-engaging space has a first wheel-engaging portion having first width as measured along a horizontal axis that extends between the transition point of the first guide projection and the transition point on the second guide projection, and a second wheelengaging portion having a second width as measured along a horizontal axis that extends between the tip of the first guide projection to the second guide projection, the second width being greater than the first width;andwhile the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on the drive wheel, lateral displacement of a respective wheel of the track-engaging assembly that is engaged within the wheel-engaging space of a respective one of the core portions relative to a central verticalaxis of the wheel-engaging space is permitted and de-tracking of the wheel from within the wheel-engaging space in response to tilting of the track relative to the wheel while the wheel is laterally displaced is resisted due to continued engagement of the wheel within the second wheelengaging portion of the wheel-engaging space.

189. The tracked vehicle as claimed in claim 188, wherein:the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configured such that an angle, 0A, defined between a line that extends from the transition point of one of the first guide projection and the second guide projection, to the tip of the respective one of the first guide projection or the second guide projection, and a central vertical axis that extend through the wheel-engaging space is greater than an angle, 0B, defined between the central vertical axis of the wheel-engaging space and a line that extends from an end portion of the concave surface-defining portion and is tangent to the transition point defined by the respective one of the first guide projection and the second guide projection.

190. The tracked vehicle as claimed in claim 188, wherein the angle, 0B, is about 50% of the angle, 0A.

191. A track for a tracked vehicle comprising a body, a left track assembly and a right track assembly each comprising a respective set of wheels configured for engaging with a respective track, a prime mover and a system for transferring energy from the prime mover to the left and right track assemblies to move the track and thereby cause movement of the vehicle relative to a ground, the track comprising:a plurality of core portions disposed in spaced apart relationship to one another along a longitudinal direction of the track and extending in a widthwise direction of the track, each core portion connected to adjacent core portions for forming an endless track, each core portion comprising:a first guide projection and a second guide protection extending upwardly and away from a main body of the core portion, the first guide projection and the second guide projection interconnected by a base portion, the first guide projection, the second guide projection and thebase portion together defining a wheel-engaging space therebetween;wherein:the base portion, 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 wheel-engaging space, the concave-surface defining portion transitioning to a first guide projection convex-surface defining portion at a point on the first guide projection and extending to a tip of the first guide projection, and transitioning to a second guide projection convex surface-defining portion at a point on the second guide projection and extending to a tip of the second guide projection;the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configured such that the wheel-engaging space has a first wheel-engaging portion having first width as measured along a horizontal axis that extends between the transition point of the first guide projection and the transition point on the second guide projection, and a second wheelengaging portion having a second width as measured along a horizontal axis that extends between the tip of the first guide projection to the second guide projection, the second width being greater than the first width;andwhile the track is mounted on the track-engaging assembly and is moving around the wheels of the track-engaging assembly in response to a motive force acting on the drive wheel, lateral displacement of a respective wheel of the track-engaging assembly that is engaged within the wheel-engaging space of a respective one of the core portions relative to a central vertical axis of the wheel-engaging space is permitted and de-tracking of the wheel from within the wheel-engaging space in response to tilting of the track relative to the wheel while the wheel is laterally displaced is resisted due to continued engagement of the wheel within the second wheelengaging portion of the wheel-engaging space.

192. The track as claimed in claim 191, wherein:the concave surface-defining portion, the first guide projection convex surface-defining portion and the second guide projection convex surface-defining portion are cooperatively configured such that an angle, 0A, defined between a line that extends from the transition point of one of the first guide projection and the second guide projection, to the tip of the respective one of the first guide projection and the second guide projection and a central vertical axis that extends through the wheel-engaging space is greater than an angle, 0B, defined between the central vertical axis of the wheel-engaging space and a line that extends from an end portion of the concave-surface defining portion and is tangent to the transition point defined by the respective one of the first guide projection and the second guide projection.

193. The track as claimed in claim 192, wherein the angle, 0B, is about 50% of the angle, 0A.

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