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Sommaire du brevet 2982192 

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Disponibilité de l'Abrégé et des Revendications

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  • lorsque la demande peut être examinée par le public;
  • lorsque le brevet est émis (délivrance).
(12) Brevet: (11) CA 2982192
(54) Titre français: SYSTEME D'AMORTISSEMENT PROGRESSIF POUR UN SYSTEME DE CHENILLE
(54) Titre anglais: PROGRESSIVE DAMPING SYSTEM FOR A TRACK SYSTEM
Statut: Accordé et délivré
Données bibliographiques
(51) Classification internationale des brevets (CIB):
  • B62D 55/08 (2006.01)
  • B62D 55/104 (2006.01)
(72) Inventeurs :
  • PELLERIN, JONATHAN (Canada)
  • SAUVAGEAU, YVES (Canada)
(73) Titulaires :
  • SOUCY INTERNATIONAL INC.
(71) Demandeurs :
  • SOUCY INTERNATIONAL INC. (Canada)
(74) Agent: BCF LLP
(74) Co-agent:
(45) Délivré: 2019-05-14
(86) Date de dépôt PCT: 2016-04-11
(87) Mise à la disponibilité du public: 2016-10-13
Requête d'examen: 2018-11-23
Licence disponible: S.O.
Cédé au domaine public: S.O.
(25) Langue des documents déposés: Anglais

Traité de coopération en matière de brevets (PCT): Oui
(86) Numéro de la demande PCT: 2982192/
(87) Numéro de publication internationale PCT: CA2016050418
(85) Entrée nationale: 2017-10-10

(30) Données de priorité de la demande:
Numéro de la demande Pays / territoire Date
62/146,140 (Etats-Unis d'Amérique) 2015-04-10

Abrégés

Abrégé français

La présente invention concerne d'une manière générale un véhicule et des machines dans l'agriculture, la construction, la sylviculture, l'exploitation minière et les sports mécaniques. Elle concerne également, d'une manière générale, des systèmes de chenille et des ensembles de traction utilisés avec de tels véhicules. Le système de chenille comprend une roue motrice et une pluralité de roues folles montées sur un bâti de support. Au moins l'une de la pluralité de roues est montée de manière fonctionnelle sur le bâti de support par l'intermédiaire d'un système d'amortissement apte à délivrer une valeur d'amortissement variant de manière dynamique en fonction de la charge appliquée. Les systèmes de chenille ne bénéficient pas de l'amortissement produit par la couche d'air dans les pneus. A cet effet, la présente invention porte sur un système d'amortissement, lequel système vise à surmonter cet inconvénient par le fait de produire une conduite sans à-coups pour des véhicules à chenilles. Le système d'amortissement comprend un cylindre relié vis-à-vis des fluides à un réservoir. Le taux d'amortissement est amené à varier par la variation d'une surface de circulation d'écoulement entre le cylindre et le réservoir.


Abrégé anglais

The present invention generally relates to vehicle and machinery in agriculture, construction, forestry, mining and powersport. It further generally relates to track systems and traction assemblies used with such vehicles. The track system comprises a drive wheel and a plurality of idler wheels mounted on a support frame. At least one of the plurality of wheels is operatively mounted on the support frame via a damping system adapted to provide a damping value dynamically varying as a function of the load applied. Track systems do not benefit from the damping provided by the layer of air within the tires. The disclosed damping system has the objective to overcome one this drawback by providing a smooth ride for tracked vehicles. The damping system comprises a cylinder fluidly connected to a reservoir. Damping ratio is varied by varying a flow circulating area between the cylinder and the reservoir.

Revendications

Note : Les revendications sont présentées dans la langue officielle dans laquelle elles ont été soumises.


Claims
1) A track system for a vehicle, the track system comprising:
¨ a drive wheel configured to be mounted to the vehicle;
¨ a support frame comprising a damping system, the damping system being
adapted
for providing a damping value dynamically varying as a function of a load
applied on the track system;
¨ front idler wheels rotatably mounted to the support frame;
¨ rear idler wheels rotatably mounted to the support frame;
¨ road wheels pivotally mounted to the support frame; and
¨ an endless track disposed about the drive wheel, the front and rear idler
wheels,
and the road wheels, the endless track defining an overall perimeter of the
track
system.
2) The track system of claim 1, wherein the damping value of the damping
system is a
function of the following equation for a specific damping rate:
<IMG>
3) The track system of claim 2, wherein the damping rate is dependent on
terrain profile.
4) The track system of any one of claims 1 to 3, wherein the damping system is
fluid-based,
the damping system comprising a reservoir fluidly connected to a damping
element, the
damping system being configured for varying the flow of fluid between the
damping
element and the reservoir as a function of the load applied on the track
system.
5) The track system of claim 4, wherein the damping element includes:
¨ a hollow portion having a closed end and being fluidly connected to the
reservoir;
¨ a piston being adapted for slidably moving inside the hollow portion;
wherein, as the piston slidably moves inside the hollow portion toward the
closed end:
¨ fluid being pushed from the hollow portion to the reservoir; and
¨ flow of fluid circulating between the hollow portion and the reservoir is
reduced,
thereby increasing a damping force.
- 13 -

6) The track system of any one of claims 1 to 5, wherein:
the support frame includes a first portion pivotally connected to a second
portion, at
least one of the first and second portions comprising an aperture; and
the damping system controls the pivoting movement of the first and second
portions in
relation to each other.
7) The track system of claim 5, wherein the hollow portion is of a cylindrical
shape.
8) The track system of claim 4 or 5, wherein the reservoir is adapted for
containing a gas and
a liquid.
9) The track system of any one of claims 4, 5 and 7, wherein the fluid is a
liquid fluid.
10) The track system of any one of claims 4, 5 and 7, wherein the fluid is
oil.
11) The track system of claim 8, wherein the fluid is oil and the gas is
nitrogen.
12) The track system of claim 5, wherein the damping system further includes:
¨ a plurality of fluid connectors being fluidly connected between the
hollow portion and
the reservoir, the plurality of fluid connectors defining a flow circulating
area;
the flow circulating area being reduced when the piston moves towards the
closed end of
the hollow portion thereby increasing the damping force.
13) The track system of claim 12, wherein a flow of fluid in each one of the
plurality of fluid
connectors is successively reduced by the piston as the piston moves towards
the closed
end of the hollow portion.
14) The track system of claim 13, wherein the fluid connectors of the
plurality are spaced-apart
along a length of the hollow portion.
15) The track system of claim 13 or 14, wherein at least one of the fluid
connectors includes a
means for regulating the flow of fluid.
- 14 -

16) The track system of claim 15, wherein the means for regulating the flow of
fluid is a
passive flow regulating means.
17) The track system of claim 15 or 16, wherein the means for regulating the
flow of fluid is a
needle valve.
18) The track system of claim 5, wherein the damping system further includes:
¨ an active fluid flow control means connected between the hollow portion
and the
reservoir for regulating a flow of fluid between the hollow portion and the
reservoir;
and
¨ a means for measuring a position of the piston within the hollow portion;
the damping system being configured for controlling the active fluid flow
control means
based on a measured position of the piston within the hollow portion.
19) The track system of claim 18, wherein the damping system further includes:
- a controller configured for:
¨ receiving a signal from the means for measuring a position of the
piston; and
¨ sending a control signal to the active fluid flow control means based on the
received signal from the means for measuring a position of the piston.
20) The track system of claim 19, wherein the control signal allows the active
fluid flow
control means to limit the flow of fluid between the hollow portion and the
reservoir.
21) The track system of any one of claims 18 to 20, wherein the means for
measuring a
position of the piston is a linear variable differential transformer.
22) The track system of any one of claims 18 to 21, wherein the means for
measuring a
position of the piston is integrated into the hollow portion.
23) The track system of any one of claims 18 to 22, wherein the active fluid
flow control
means comprises one or more solenoid valves.
24) The track system of claim 23, wherein the damping system includes a needle
valve
associated with each solenoid valve.
- 15 -

25) The track system of claim 24, wherein each needle valve is connected
between an
associated solenoid valve and the reservoir.
26) The track system of claim 23, wherein the damping system further includes
a passive
means for regulating the flow of fluid between the hollow portion and the
reservoir.
27) The track system of claim 26, wherein the passive means for regulating the
flow of fluid is
a needle valve.
28) The track system of any one of claims 18 to 22, wherein the active fluid
flow control
means is one or more proportional valves.
29) A method for varying a damping value of a damping system of a track
system, the
method comprising varying a flow of a fluid between a hollow portion of a
suspension
element and a reservoir in relation to a movement of a piston within the
hollow portion for
providing a damping value dynamically varying as a function of load applied on
the track
system.
30) The method of claim 29, wherein varying a flow of a fluid between a hollow
portion of a
suspension element and a reservoir includes:
¨ reducing the flow of the fluid as load increases on the track system; and
¨ increasing the flow of the fluid as load decreases on the track system.
31) The method of claim 29 or 30, wherein varying a flow of a fluid between a
hollow portion
of a suspension element and a reservoir includes:
¨ measuring a position of the piston in relation to a length of the hollow
portion;
and
¨ modifying the flow of the fluid based on the measured position of the
piston.
32) The method of claim 30, wherein varying a flow of a fluid between a hollow
portion of a
suspension element and a reservoir includes communicating a control signal to
an active
fluid flow control means configured for varying the flow of the fluid based on
the control
signal.
- 16 -

33) The method of claim 32, wherein varying a flow of a fluid between a hollow
portion of a
suspension element and a reservoir further includes communicating the measured
position
to a controller configured to communicate the control signal to the active
fluid flow control
means.
34) The method of claim 32 or 33, wherein the active fluid flow control means
is one or more
solenoid valves, and wherein varying a flow of a fluid between a hollow
portion of a
suspension element and a reservoir further includes controlling the one or
more solenoid
valves for varying the flow of the fluid between the hollow portion and the
reservoir.
- 17 -

Description

Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.


WO 2016/161527
PCT/CA2016/050418
Title of the Invention
Progressive damping system for a track system
Cross-Reference to Related Applications
[0001] The present patent application claims the benefits of priority of
commonly assigned
Patent Application No. 62/146,140, entitled "Progressive damping system for a
track
system" and filed at the United States Patent and Trademark Office on April
10, 2015.
Field of the Invention
[0002] The present invention generally relates to track systems for vehicle
and machinery in
agriculture, construction, forestry, mining and powersport which uses
suspension having
damping capabilities. More particularly, the present invention may also relate
to track systems
and traction assemblies which comprise a progressive damping system.
Background of the Invention
[0003] Traction and flotation have always been important issues with farming
and
construction vehicles. Having a vehicle mounted on track systems assures lower
ground
pressure, better traction and better use of the available power. This is
particularly important
when the vehicle is operated on soft ground condition or when increased
traction effort is
required.
[0004] One of the challenges of track systems is to provide a smooth ride to
the operator
without regard to the parameters of the vehicle, such as the load.
[0005] One of the drawbacks of existing track systems is the comfort. One of
the reasons is
that existing track systems do not benefit from the damping provided by the
layer of air within
the tires.
[0006] Another drawbacks of the existing track systems is the adaptation of
the suspension
elements to the variation of load or of charge of the vehicle. Indeed, when
load or charge is
increased on the vehicle, the oscillation of the load with regard to the track
system shall be
greatly affected. As an example, the oscillation of an harvester comprising
track systems alter
hitting an obstacle on the ground may be greatly increased when loaded with
harvesting
products.
[0007] Hence, there is a need for track systems which can preferably provide
comfort and
limit the oscillation of a tracked vehicle while maintaining the advantages of
track system.
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Summary of the Invention
[0008] The shortcomings of the prior art are generally mitigated by the track
assembly herein
described that maximizes road comfort. The track assembly comprises a
sprocket, an optional
final drive, an optional one piece main frame, an optional front split frame,
an optional rear
split frame, at least one secondary pivoting assembly, at least one idler
wheel, a plurality of
sets of support wheels, at least one shock absorber, a spring, such as but not
limited to
mechanical, pneumatic or hydraulic springs, a track band, frame components,
etc. The track
assembly comprising these components is assembled in particular configurations
for the track
assembly as a whole to minimize the vibration that are communicated through
the assembly to
.. the vehicle and accordingly to the vehicle operator.
[0009] One aspect of the present invention is to maintain a constant level of
comfort and
performance as the load of the agriculture machinery varies during normal
working
conditions.
[0010] A progressive or different steps damping rate with or without
progressive spring are
used to maintain suspension performance under different load conditions.
Accordingly, a
proper damping ratio can be achieved across all cylinder stroke. The damping
rate equals can
be calculated using an appropriate equation.
[0011] This invention allows using a complete passive system on a track
vehicle and having a
near optimum damping value, without any intervention of the vehicle operator
or electric
automate or any connection between vehicle and track system to adjust the
damping value.
This can also works with semi-active and active suspension system. Only the
stroke position
adjusts the damping value. The damping value change could be made, for
example, by adding
progressive groove opening onto cylinder surface to restrict/unrestrict
hydraulic flow.
[0012] Another option with the present solution would be using step increments
damping
value change or by using solenoid valves to control the flow of fluid escaping
from the
cylinder. This would not give a constant damping ratio over the stroke but
would have the
advantage to respect a damping ratio range. A step adjusting could be made, as
an example,
by using different oil tubing having a different volume so that each tube that
can be closed or
opened depending of cylinder stroke position.
.. [0013] In one aspect of the invention, a track system for a vehicle is
disclosed, the track
system comprising a drive wheel configured to be mounted to the vehicle, a
support frame
comprising a damping system, the damping system being adapted to provide a
damping value
dynamically varying as a function of load applied on the track system, front
and rear idler
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wheels pivotally mounted to the support frame, road wheels pivotally mounted
to the support
frame and an endless track disposed about the drive wheel, the front and rear
idler wheels, and
the road wheels, the endless track defining an overall perimeter of the track
system.
[0014] In another aspect of the invention, the track system as described
herein above further
comprises a damping system being fluid-based, the damping system comprising a
reservoir
fluidly connected to a damping element, the damping system being configured to
vary the
flow of fluid between the damping element and the reservoir as a function of
the load applied
on the damping element. The damping element comprises a hollow portion having
a closed
end and being fluidly connected to the reservoir; a piston, the piston being
adapted to
slidingly move inside the hollow portion. As the piston slidingly moves inside
the hollow
piece toward the closed end, fluid is pushed from the hollow piece to the
reservoir, and flow
of fluid circulating between the hollow piece and the reservoir is reduced
thereby increasing a
damping force.
[0015] In other aspect of the invention, the damping system may further
comprises a plurality
of fluid connectors, the plurality of fluid connectors being fluidly connected
between the
hollow portion and the reservoir, the plurality of fluid connectors defining a
flow circulating
area, wherein the flow circulating area is reduced thereby increasing a
damping force when
the piston moves towards the closed end of the cylinder.
[0016] The flow of fluid of each one of the plurality of pipes may be
successively reduced by
the piston as the piston moves towards the closed end of the hollow portion.
[0017] In another aspect of the invention, the damping system may further
comprises a
controller configured to receive a signal from the mean for measuring position
of the piston
and/or to send a control signal to the active fluid flow control mean based on
the received
signal from the mean for measuring position of the piston.
[0018] The control signal may allow the active fluid flow control mean to
block or limit the
flow of fluid between the hollow portion and the reservoir.
[0019] The mean for measuring position of the piston may a linear variable
differential
transformer (LVDT) and/or may be integrated to the hollow portion.
[0020] The invention is further directed to a method for varying the damping
value of a
damping system of a track system, the method comprising varying the flow of a
fluid between
a hollow portion of a suspension element and a reservoir in relation to
movement of a piston
within the hollow portion to provide a damping value dynamically varying as a
function of
load applied on the track system.
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[0021] In a further aspect of the invention, the method may further comprise
reducing the
flow of the fluid as load increases on the track system and/or increasing the
flow of the fluid
as load decreases on the track system.
[0022] In another aspect of the invention, the method may further comprise
measuring the
position of the piston in relation to length of the hollow portion and/or
modifying the flow of
the fluid based on the measured position of the piston.
[0023] The method may further comprise communicating a control signal to an
active fluid
flow control mean configured to vary the flow based on the control signal.
[0024] In yet another aspect of the invention, the method may further comprise
communicating the measured position to a controller configured to communicate
the control
signal to the active fluid flow control mean.
[0025] In embodiments where the active fluid flow control mean is one or more
solenoid
valves, the method may further comprises controlling one or more solenoid
valves to vary the
flow of fluid between the cylinder and the reservoir.
[0026] Other and further aspects and advantages of the present invention will
be obvious
upon an understanding of the illustrative embodiments about to be described or
will be
indicated in the appended claims, and various advantages not referred to
herein will occur to
one skilled in the art upon employment of the invention in practice.
Brief Description of the Drawings
[0027] The above and other aspects, features and advantages of the invention
will become
more readily apparent from the following description, reference being made to
the
accompanying drawings in which:
[0028] Figure 1 is a side view of a track assembly having a split frame
comprising a damping
system in accordance with the principles of the present invention.
[0029] Figure 2 is a side perspective view of a track assembly comprising a
variable damping
system.
[0030] Figure 3 is an exemplary diagram of cylinder stroke position values in
relation to ideal
damping value for specific conditions and/or specific vehicle .
[0031] Figures 4a to 4d illustrate the different position of a piston or
plunger within a cylinder
as load is increased on the damping system.
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[0032] Figure 5 is a schematic diagram of an embodiment of a damping system
for a track
system using solenoid valves for varying the damping value of the damping
system of a track
system.
[0033] Figure 6 is an exemplary diagram of cylinder stroke position values in
relation to
cylinder load for specific conditions and/or specific vehicle.
[0034] Figure 7 is an exemplary diagram of cylinder stroke position values in
relation to
accumulator spring rate for specific conditions and/or specific vehicle.
[0035] Figure 8 is a diagram of cylinder stroke position values in relation to
ideal damping
value respecting a damping rate range.
[0036] Figure 9 is an illustration of an embodiment using a proportional valve
for varying the
damping value of the damping system of a track system.
[0037] Figure 10 is a schematic diagram of a damping system having multiple
flow path
along a hollow portion to vary damping value as load is increased/decreased on
the damping
system.
Detailed Description of the Preferred Embodiment
[0038] A novel progressive damping system for a track system will be described
hereinafter. Although the invention is described in terms of specific
illustrative embodiments,
it is to be understood that the embodiments described herein are by way of
example only and
that the scope of the invention is not intended to be limited thereby.
[0039] Referring to Figure 1, an exemplary track system 1 (a.k.a. track
assembly) is shown.
The track system 1 is well adapted for an agricultural vehicle such as a
tractor, a harvester or
any utility cart or trailer. Still, the track system 1 could be mounted to
other types of vehicles
such as, but not limited to, all-terrain vehicle (ATV), utility-terrain
vehicles (UTV), side-by-
side vehicles (SSV), and other similar vehicles. The vehicle may be used for
different
purposes, including agriculture, construction. forestry, mining and
powersport. The track
system 1 typically comprises a sprocket wheel (not shown) configured to be
mounted to the
wheel axle or hub (not shown) of a vehicle such as an harvester (not shown), a
support frame
16 and 18, at least two idler wheels 28, and an endless traction band 14
disposed around the
sprocket wheel and the support frame 16 and 18.
[0040] Still referring to Figure 2, the sprocket wheel 12 generally comprises
a plurality of
generally evenly spaced sprocket teeth 13 located at the periphery thereof.
The sprocket teeth
13 are configured to drivingly engage the drive lugs of the traction band 14.
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[0041] The sprocket wheel 12 typically comprises a circular disk having formed
therein first
circularly disposed apertures configured to reflect the bolt pattern of the
final drive 10 or, in
other embodiments, of the vehicle axle/hub 5 such as to receive the mounting
bolts thereof,
and second circularly disposed apertures configured to receive the fastening
bolts of the
sprocket wheel 12 and of the flange of the shaft which will be described in
more details
below. Other configuration of the sprocket wheel may be used.
[0042] Understandably, in some other embodiments, the sprocket wheel 12 could
be unitary
or the sprocket wheel 12 could have more than two sections. In addition, in
still other
embodiments, the disk could be unitary with the sprocket wheel 12 or could
even be omitted.
[0043] In a preferred embodiment, the support frame 16 and 18 comprises two
portions, a
front split frame 16 and a rear split frame 18 such as, but not limited to, a
track system as
disclosed in the patent application published under no. WO 2016/049760. In
such an
embodiment, the front split frame 16 and the rear split frame 18 are pivotably
coupled using a
damper system or suspension element 22, such as a shock or absorbing cylinder.
The damper
system 22 absorbs the vibrations undergone by the track system 1 and provides
progressive
dampening based on the level of retraction or expansion of the damping system.
Such
progressive dampening allows the track system to dynamically adapt to
variation of the load
of the harvester or vehicle. As the load of such a vehicle may substantially
vary, the
progressive or variable damping system aims at generally maintaining the
performance or
comfort of the track system even if the load varies. In some embodiments, the
damping
system or suspension element 22 may further comprise a spring, such as a coil
spring, to
modulate the rebound of the damping system with or without using a hydraulic
accumulator
or reservoir.
[0044] The present embodiment allows the configuration of the support frame 16
and 18 of
the track system 1 to adapt to the current load conditions of the vehicle.
[0045] In a preferred embodiment, each split frame portion 16 and 18 is
connected to the
other by the variable damper system 22. The variable damper system 22 is
adapted to control
and/or at least to limit the rotational movement between both split frame
portions 16 and 18
and is adapted to restore the default positions of the split frames 16 and 18.
[0046] Such variable damper component allows to dynamically adapt the
parameters of the
suspension system as a function of the force absorbed by the track system. As
an example, the
said force may be transmitted to the track system 1 by a variation or
imperfection of the
terrain, by a cart or trailer attached to the vehicle or when grain or other
material is added or
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removed on the vehicle during operation, such as grain harvested by an
harvester during
operations. In such an embodiment, the suspension component is configured to
react to a
change of the initial conditions, such as the change of the load or to the
track system hitting an
obstacle. Such reaction comprises directly or instantly varying the damping
value of the
suspension system according to the current level of compression of the
suspension element.
Typically, the damping value of the suspension system shall increases as the
compression of
the suspension element increases.
[0047] Now referring to Figure 3, an exemplary diagram presents ideal required
damping
value as a function of the stroke position of the piston with regard to the
cylinder (mm) of a
suspension element. Thus, a track system comprising a suspension system in
accordance with
the present disclosure aims at having progressive damping characteristics
being as closer as
possible to the ideal damping value as shown in Fig. 3 for a damping rate of
0.4. The
required/ideal damping rate must be calculated for specific vehicles or
terrain profile and/or
conditions.
[0048] As an example, the damping rate may be calculated according to the
following
equation:
=
Damping Value( es)
1,fltlfl,
Damping Rate
1 _____ ' N
2 = J.Spring Rate =Werght(7)
V \min ,
[0049] In one embodiment, the dynamic variable damping system may be
configured as a
passive system. Such configuration allows the system to adapt dynamically or
in real-time
without any intervention by the vehicle operator, without any usage of an
electric automate or
without any communication means transferring the damping value between the
vehicle and
track system 1.
[0050] Now referring to Figures 4A to 4D and 10, the fluid circuit of an
embodiment of a
damping system 40 using hydraulic suspension element to be installed on a
track system for a
vehicle is illustrated at different levels of compression of the suspension
element. The
damping system 40 of such an embodiment generally comprises a hydraulic
suspension
element. The hydraulic suspension element generally comprises a plunger 41
adapted to
scalingly or hermetically move within the interior portion 43 of a cylinder
42.
[0051] In the present embodiment, the interior portion 43 is configured to
comprise an open
end and a closed end. The plunger 41 is inserted through the open end.
Understandably, any
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other type of hydraulic suspension element known to one skilled in the art may
be used
without departing from the principles of the present disclosure.
[0052] The interior portion 43 is fluidly connected to a reservoir 45 or
accumulator containing
a liquid fluid, such as oil, and a compressible gas fluid, such as nitrogen
(N2) through a
plurality of fluid paths or links 44a to 44c. The reservoir 45 typically acts
as a spring in the
damping system. The present embodiment uses three fluid paths, however it
shall be
understood that the number of fluid paths 44a to 44c shall be adapted in
relation to the desired
granularity in the variation of the damping.
[0053] As load is applied to the suspension element of the track system, the
plunger 41 moves
toward the closed end of the interior portion 43, as shown in Fig. 4A. The
displacement of the
plunger 41 pushes the liquid fluid up to the reservoir 45 using the three
fluid paths 44a to 44c.
As a consequence, the damping value remains low as the pressure required to
push the
plunger 41 is low.
[0054] As more load is applied to the suspension, the plunger 41 further moves
toward the
closed end of the interior portion 43, as shown in Fig. 4B. At this point, the
plunger 41 blocks
or limits the passage of liquid fluid in the first fluid path 44a. The
required pressure to further
move the plunger at a given velocity is increased as only two fluid paths
remain to push the
liquid fluid up to the reservoir 45 and the volume of liquid fluid in the
reservoir is increased.
As a consequence, the damping value is increased as the pressure required to
push the plunger
41 is increased.
[0055] As additional load or force is applied to the suspension, the plunger
41 further moves
toward the closed end of the interior portion 43, as shown in Fig. 4C. At this
point, the
plunger 41 blocks the passage of liquid fluid in the first and second fluid
path 44a and 44b.
The required pressure to further move the plunger at a given velocity is
increased as only one
fluid path remains available to push the liquid fluid up to the reservoir 45
and as the volume
of liquid fluid in the reservoir is increased. As a consequence, the damping
value is further
increased as the pressure required to push the plunger 41 is further
increased.
[0056] As maximal load or force is applied to the suspension, the plunger 41
further moves
toward the closed end of the interior portion 43, as shown in Fig. 4D. At this
point, the
plunger 41 may partially block the passage of liquid fluid of the third fluid
path 44c. The
required pressure to further move the plunger is increased to a maximum as
limited volume of
fluid may be pushed through the third fluid path 4c up to the reservoir 45 and
as the volume
of liquid fluid in the reservoir is increased. As a consequence, the damping
value reaches a
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maximal value for this configuration as the liquid fluid may not be further
compressed and
thus the movement of the plunger 41 is nearly stopped.
[0057] As the plunger 41 moves towards the closed end of the cylinder 42, the
flow of fluid to
be pushed in the reservoir 45 is reduced. Referring to an exemplary harvester,
as weight is
added to the harvester, such as grain, the overall load is increased on the
track systems. As a
consequence, the damping value of the suspension element is increased to limit
oscillation of
the track system 1 with regard to the harvester.
[0058] In yet another embodiment, the damping system may comprises a double
action
cylinder (not shown) fluidly connected to a reservoir/accumulator to further
vary the damping
value. The double action cylinder is configured as fluids applies pressures on
both sides of the
piston. In a preferred embodiment, the cylinder comprises a least two fluid
paths/connectors
fluidly connected to the reservoir and may be fluidly connected to each other.
[0059] Now referring to Figure 5, in another embodiment, the damping system 50
may use an
active or semi-active system to progressively vary the damping value of the
suspension of a
track system. In such an embodiment, a plurality of solenoid valves 54a to 54d
may be used in
conjunction with an electronic controller. In this example, four (4) solenoid
valves 54a to 54b
are used. However, any number of solenoid valves 54a to 54d could be used to
adapt the
variation or the granularity of the variation of the damping value.
[0060] The solenoid valves 54a to 54d control the flow of fluid going through
fluid paths or
cable 59. The solenoid valves 54a to 54d may be disposed along the cylinder 52
or be remote
with regard to the cylinder 52 of the suspension element 60. In an open
position, the solenoid
valves 54a to 54d allow liquid fluid to flow up to a reservoir or accumulator
55. In a closed
position, the solenoid valves 54a to 54d block liquid fluid to flow up to a
reservoir or
accumulator 55. In other embodiments, the different solenoid valves could be
configured to
partially open in order to increase the granularity of the variation of the
damping value. Such
increase of granularity may be obtained by using low debit valve such as
needle valve 58. In a
preferred embodiment, at least one solenoid valve 54a to 54d shall remain in
an open state, or
in a partially open state, to ensure a minimal flow of fluid within the system
in order to
prevent damages to the suspension system 60.
[0061] Still referring to Fig. 5, an interior portion 53 of the cylinder 52 is
fluidly connected to
the reservoir 55 through a fluid path 59. The reservoir 55 contains a liquid
fluid, such as oil,
and a compressible gas fluid, such as nitrogen (N2) through a plurality of
fluid paths or links
59. The reservoir 45 typically acts as a spring in the damping system.
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WO 2016/161527 PCT/CA2016/050418
[0062] The position of the plunger 51 is evaluated using any mechanism located
within or
outside the cylinder 52 to measure the stroke position, such as limit
switches, sensors,
electrically conductive resins or varnishes or, as shown in Fig. 5, a digital
rule 57 integrated or
not within the cylinder 52. Such digital rule 57 is known in the art as a
linear variable
differential transformer (LVDT). As the plunger moves within the cylinder, the
stroke
position is communicated to a controller 56 configured to send a signal to one
or more of the
solenoid valves 54a to 54d to be controlled, such as opening or closing the
solenoid valves
54a to 54d, in order to control the volume of the fluid path 59 to the
reservoir 55. The reduced
volume of the fluid path 59 increases the damping value or resistance of the
suspension
element as the required force for pushing the liquid in the reservoir 55 must
be increased at a
given velocity of the plunger 51. As the plunger 51 moves toward the closed
end and as more
solenoid valves 54a to 54d are closed, the damping value is progressively
increased as the
volume of liquid fluid which may be pushed in the reservoir 55 is limited or
reduced.
[0063] As more force or load is applied to the suspension, the plunger 51
moves toward the
closed end of the cylinder 52. At a desired point, at least one of the
solenoid valves 54a to 54d
must be opened in order to limit the movement of the plunger only to the
minimum
compression of the liquid. At this point, the damping value is maximal.
[0064] Optionally, needle valves 58 may be added between the solenoid valves
54a to 54d
and the reservoir 55 to manually restrict the flow of fluid in the fluid path
59. Such valves 58
may be installed between the reservoir 55 and the solenoid valves 54a to 54d
or between the
solenoid valves 54a to 54d and the interior chamber 53. Such variation of the
fluid flow or
debit by needle valves 58 is generally preset or adapted to a specific vehicle
or specific
conditions of use of a vehicle.
[0065] Now referring to Figure 9, the fluid circuit of an embodiment of the
damping system
for a track system using a proportional valve is shown. A LVDT 57 is installed
on the
cylinder 52 to measure or identify the position of the plunger 51 within the
interior cavity 53 of
the cylinder 52. The controller 56 is configured to receive a signal from the
LVDT 57
indicating the position of the plunger 51 within the cylinder 52. The
controller 56 is further
configured to send a signal to the proportional valve 61 to let a specific
flow of fluid based on
the position of the plunger 51. The proportional valve 61 controls the flow of
fluid between
the interior cavity 53 of the cylinder 52 and the reservoir 55, thus changing
the damping value
as the plunger 51 moves within the cylinder 52. Understandably, any type of
valve or mean
which provides infinitely adjustable flow volumes could be used instead of the
proportional
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CA 2982192 2018-11-23

CA 02982192 2017-10-10
WO 2016/161527
PCT/CA2016/050418
valve 61 without departing from the principles of the present invention. Such
mean to provide
infinitely adjustable flow volumes may further comprise any mechanical valve
closing/opening with regard to the position of the piston/plunger 51 and/or of
the pressure of
the compression chamber of the cylinder 52.
[0066] The opening/closing of the proportional valve 61 is controlled in order
to provide a
damping value varying as a function of the position of the plunger 51. In a
preferred
embodiment, the damping value of the suspension system shall tend to respect
the theoretical
function as shown in Fig. 3. Understandably, the opening/closing of the
proportional valve 61
may be controlled differently based on the direction of the plunger 51 and/or
the position of
the plunger 51. Thus, in other embodiments, predetermined scenarios could be
programmed in
the controller in order to dynamically vary the damping value of the
suspension system based
on the identification of different conditions of the position and/or direction
of the plunger.
[0067] Now referring to Figure 10, the fluid circuit of an embodiment of the
damping system
70 for a track system using multiple fluid paths controlled by mean for
regulating the flow of
fluid within the fluid paths 58 is shown. In such an embodiment, the
suspension system 70
comprises a plunger 51 configured to move within the cavity 53 of the cylinder
52. As
explained above, different flow paths allow the variation of the damping value
of the
suspension element 70 by varying the flow of fluid between the cylinder 52 and
the reservoir
55 based on the position of the plunger 51. A mean for regulating the flow of
the fluid within
one or more fluid paths 58 is connected between the cylinder 52 and the
reservoir 55. In a
preferred embodiment, such mean 58 is embodied as a needle valve. Such mean 58
is
configured for specific conditions of operations and aims fine-tuning or
configuring the
resulting damping value for a specific load.
[0068] Now referring back to Figures 6 and 7, the graphical representation of
the cylinder
load as a function of the cylinder stroke position and of the accumulator
spring rate as a
function of the cylinder stroke position for a specific damping rate are
presented. As
explained above, the damping rate the damping rate may be optimized by
measuring
generated vibration based on the specific conditions of operation, the type of
vehicle, the
profile of the terrain or any other conditions of operation. Accordingly, the
stroke position
may be changed in order to obtain a specific damping value. Thus, in such
embodiment, the
damping ratio would be variable as a function of the stroke position but would
remain within
an acceptable damping ratio range. As an example, the damping ratio may be
changed by
using more than one oil reservoir configured to store the oil exiting the
damper system
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CA 02982192 2017-10-10
WO 2016/161527
PCT/CA2016/050418
cylinder. The debit to such oil reservoirs may be controlled by valves or any
other system
allowing the closing and opening of the oil reservoir. Furthermore, the status
(open or close)
of the valves shall be configured to depend on the cylinder 22 stroke position
(see Figure 8 for
the typical damping ratio values as a function of the cylinder stroke position
of such an
embodiment).
[0069] Understandably, the variable damping system for a track system may
function on a
variety of different track system as long as suspension elements are used to
reduce vibration
and to increase traction efficiency of the track. As such, the variable
damping system for a
track system could be installed on a split frame track system as shown in Fig.
1 to 2 but could
be adapted to be installed on other frame designs, such as the design
disclosed in the US
patent no. 5,452, 949 may be used.. Other embodiments could also be configured
for various
frame assemblies without departing from the principles of the present
invention.
[0070] While illustrative and presently preferred embodiments of the invention
have been
described in detail hereinabove, it is to be understood that the inventive
concepts may be
otherwise variously embodied and employed and that the appended claims are
intended to be
construed to include such variations except insofar as limited by the prior
art.
- 12 -

Dessin représentatif
Une figure unique qui représente un dessin illustrant l'invention.
États administratifs

2024-08-01 : Dans le cadre de la transition vers les Brevets de nouvelle génération (BNG), la base de données sur les brevets canadiens (BDBC) contient désormais un Historique d'événement plus détaillé, qui reproduit le Journal des événements de notre nouvelle solution interne.

Veuillez noter que les événements débutant par « Inactive : » se réfèrent à des événements qui ne sont plus utilisés dans notre nouvelle solution interne.

Pour une meilleure compréhension de l'état de la demande ou brevet qui figure sur cette page, la rubrique Mise en garde , et les descriptions de Brevet , Historique d'événement , Taxes périodiques et Historique des paiements devraient être consultées.

Historique d'événement

Description Date
Inactive : COVID 19 - Délai prolongé 2020-03-29
Représentant commun nommé 2019-10-30
Représentant commun nommé 2019-10-30
Accordé par délivrance 2019-05-14
Inactive : Page couverture publiée 2019-05-13
Préoctroi 2019-03-07
Inactive : Taxe finale reçue 2019-03-07
month 2018-12-20
Un avis d'acceptation est envoyé 2018-12-20
Lettre envoyée 2018-12-20
Un avis d'acceptation est envoyé 2018-12-20
Inactive : Q2 réussi 2018-12-13
Inactive : Approuvée aux fins d'acceptation (AFA) 2018-12-13
Lettre envoyée 2018-11-28
Exigences pour une requête d'examen - jugée conforme 2018-11-23
Requête d'examen reçue 2018-11-23
Avancement de l'examen demandé - PPH 2018-11-23
Avancement de l'examen jugé conforme - PPH 2018-11-23
Modification reçue - modification volontaire 2018-11-23
Toutes les exigences pour l'examen - jugée conforme 2018-11-23
Lettre envoyée 2018-04-27
Inactive : Transfert individuel 2018-04-12
Inactive : Page couverture publiée 2017-12-14
Inactive : Notice - Entrée phase nat. - Pas de RE 2017-10-20
Inactive : CIB en 1re position 2017-10-18
Inactive : CIB attribuée 2017-10-18
Inactive : CIB attribuée 2017-10-18
Demande reçue - PCT 2017-10-18
Exigences pour l'entrée dans la phase nationale - jugée conforme 2017-10-10
Demande publiée (accessible au public) 2016-10-13

Historique d'abandonnement

Il n'y a pas d'historique d'abandonnement

Taxes périodiques

Le dernier paiement a été reçu le 2019-04-04

Avis : Si le paiement en totalité n'a pas été reçu au plus tard à la date indiquée, une taxe supplémentaire peut être imposée, soit une des taxes suivantes :

  • taxe de rétablissement ;
  • taxe pour paiement en souffrance ; ou
  • taxe additionnelle pour le renversement d'une péremption réputée.

Les taxes sur les brevets sont ajustées au 1er janvier de chaque année. Les montants ci-dessus sont les montants actuels s'ils sont reçus au plus tard le 31 décembre de l'année en cours.
Veuillez vous référer à la page web des taxes sur les brevets de l'OPIC pour voir tous les montants actuels des taxes.

Titulaires au dossier

Les titulaires actuels et antérieures au dossier sont affichés en ordre alphabétique.

Titulaires actuels au dossier
SOUCY INTERNATIONAL INC.
Titulaires antérieures au dossier
JONATHAN PELLERIN
YVES SAUVAGEAU
Les propriétaires antérieurs qui ne figurent pas dans la liste des « Propriétaires au dossier » apparaîtront dans d'autres documents au dossier.
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Description du
Document 
Date
(yyyy-mm-dd) 
Nombre de pages   Taille de l'image (Ko) 
Dessins 2017-10-09 13 1 521
Revendications 2017-10-09 4 159
Abrégé 2017-10-09 2 96
Description 2017-10-09 12 671
Dessin représentatif 2017-10-09 1 169
Page couverture 2017-12-13 1 80
Description 2018-11-22 12 658
Dessins 2018-11-22 13 276
Revendications 2018-11-22 5 158
Page couverture 2019-04-16 2 52
Paiement de taxe périodique 2024-02-19 40 1 638
Avis d'entree dans la phase nationale 2017-10-19 1 194
Rappel de taxe de maintien due 2017-12-11 1 111
Courtoisie - Certificat d'enregistrement (document(s) connexe(s)) 2018-04-26 1 103
Accusé de réception de la requête d'examen 2018-11-27 1 189
Avis du commissaire - Demande jugée acceptable 2018-12-19 1 163
Requête ATDB (PPH) 2018-11-22 35 1 134
Documents justificatifs PPH 2018-11-22 5 171
Rapport de recherche internationale 2017-10-09 2 66
Demande d'entrée en phase nationale 2017-10-09 5 132
Traité de coopération en matière de brevets (PCT) 2017-10-09 1 40
Taxe finale 2019-03-06 4 89
Paiement de taxe périodique 2021-04-08 1 26