Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
TRACK ASSEMBLY AND VEHICLE
TECHNICAL FIELD
[0001] The present technology relates to track assemblies and vehicles
having track assemblies.
BACKGROUND
[0002] All-Terrain Vehicles ("ATV's") are four-wheeled off-road vehicles.
ATV's are designed
for "all" terrains. ATV wheels are usable with "all" terrains, but may not be
optimized for one or
more particular types of terrain. Given that wheels do not provide optimal
traction on certain types
of terrain, e.g. mud, snow, sand, etc., track systems were developed to be
used on ATV's in place of
the wheels. ATV's, however, including their frames, suspensions, and fairings,
were designed for
having wheels as ground-contacting elements, and not for having tracks.
[0003] Track systems have been developed to replace wheels of ATVs, in
order to improve
traction of the ATVs in some driving conditions. Wheels are circular in shape
(and thus when
rotated maintain the same shape ¨ and are designed to be rotated in use), and
are generally smaller
than track systems. Tracks systems typically have frames that are triangular
in shape and are
generally larger than wheels.
[0004] Existing track systems are suitable for their intended purposes.
However, improvements
to existing systems are always desirable.
SUMMARY
[0005] It is an object of the present technology to ameliorate at least
some of the
inconveniences present in the prior art.
[0006] For purposes of this application, terms related to spatial
orientation such as forwardly,
rearward, upwardly, downwardly, left, and right, are as they would normally be
understood by a
driver of the vehicle sitting on the driver seat of the vehicle in a normal
riding position. Terms
related to spatial orientation when describing or referring to components or
sub-assemblies of the
vehicle and of various components for the vehicle, separately from the vehicle
should be understood
as they would be understood when these components or sub-assemblies are
mounted to the vehicle,
unless specified otherwise in this application.
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[0007] It has been found that improvements to a track assembly may be
achieved for at least
some driving and terrain conditions by longitudinally repositioning a drive
wheel of the track
assembly relative to a frame of the track assembly.
[0008] In another aspect, it has been found that by providing a track
assembly with a drive
wheel assembly the longitudinal position of which on the frame of the track
assembly is selectively
adjustable in some cases makes the track assembly compatible with a relatively
larger number of
vehicles. In some cases, this results because the drive wheel assembly is
selectively repositionable
on the frame of the track assembly to clear one or more parts of a vehicle
with which the track
assembly is to be used, which part(s) would otherwise come into contact with
the track assembly
during operation of the track assembly.
[0009] In another aspect, certain implementations of a track assembly
have been conceived that
allow the drive wheel of the track assembly to be positioned in at least two
different longitudinal
securement positions such that in a first one of the at least two different
longitudinal securement
positions the track system is operable with an endless track having a first
length, in a second one of
the at least two different longitudinal securement positions the track system
is operable with an
endless track having a second length, and the first length is equal to the
second length. In some
cases, this reduces manufacturing costs associated with the track assembly. In
some cases, this
reduces maintenance costs associated with the track assembly.
[0010] According to one aspect of the present technology, there is
provided a track assembly to
be mounted on a rotatable drive axle of a vehicle. The track assembly
includes: a frame having a
front, a rear, a bottom, a left side, and a right side; a leading idler wheel
assembly including at least
one leading idler wheel mounted to the front of the frame for rotation about a
transverse leading
idler wheel axis; a trailing idler wheel assembly including at least one
trailing idler wheel mounted
to the rear of the frame for rotation about a traverse trailing idler wheel
axis parallel to the leading
idler wheel axis; and a single drive wheel assembly. The drive wheel assembly
includes: a sub-
frame removably securable to the frame in any one of a plurality of
longitudinal securement
positions on the frame, and a drive wheel rotationally mounted on the sub-
frame for rotation about a
drive wheel axis and operatively connectable to the drive axle of the vehicle,
the drive wheel axis
being parallel to the leading idler wheel axis and the trailing idler wheel
axis, the drive wheel being
in different longitudinal positions relative to the at least one leading idler
wheel and the at least one
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trailing idler wheel when the sub-frame is removably secured to different ones
of the longitudinal
securement positions. The drive wheel, the at least one leading idler wheel,
and the at least one
trailing idler wheel together define a track length for a track supportable by
the drive wheel, the at
least one leading idler wheel, and the at least one trailing idler wheel.
[0011] In some implementations, the sub-frame is selectively securable to
the frame in any one
of the plurality of longitudinal securement positions by being fastened to the
frame with a fastener
received through the sub-frame in an aperture defined in the frame.
[0012] In some implementations, the track assembly further includes a
tensioner assembly
operable to adjust the track length.
[0013] In some implementations, the plurality of the longitudinal
securement positions are
positioned relative to each other on the frame such that: the track length is
a first track length when
the sub-frame is removably secured to the frame in a first longitudinal
securement position of the
plurality of longitudinal securement positions; the track length is a second
track length when the
sub-frame is removably secured to the frame in a second longitudinal
securement position of the
plurality of longitudinal securement positions, the second longitudinal
securement position being
different from the first longitudinal securement position, the second track
length being different
from the first track length; and the tensioner assembly is operable to adjust
the second track length
while the sub-frame is in the second longitudinal securement position to make
the second track
length equal to the first track length.
[0014] In some implementations, the tensioner assembly operatively connects
at least one of the
leading idler wheel assembly and the trailing idler wheel assembly to the
frame.
[0015] In some implementations, the plurality of the longitudinal
securement positions are
positioned relative to each other on the frame such that the second track
length is within a range of:
the first track length minus 0.2 inches; and the first track length plus 0.2
inches.
[0016] In some implementations, the plurality of the longitudinal
securement positions are
positioned relative to each other on the frame such that the second track
length is within a range of:
the first track length minus 0.1 inches; and the first track length plus 0.1
inches.
[0017] In some implementations, the plurality of the longitudinal
securement positions are
positioned relative to each other on the frame such that the track length is a
given track length when
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the sub-frame is removably secured to the frame in at least two different
longitudinal securement
positions of the plurality of longitudinal securement positions.
[0018] In some implementations, the plurality of the longitudinal
securement positions is
distributed on the frame along a drive wheel positioning plane; a reference
plane is positioned
parallel to the drive wheel axis and normal to horizontal flat level ground
when the track assembly
is in use on the flat level ground; the drive wheel positioning plane has an
angle relative to the
reference plane; and the angle is defined such that the track length is a
given track length when the
sub-frame is removably secured to the frame in at least two different
longitudinal securement
positions of the plurality of longitudinal securement positions.
[0019] In some implementations, the plurality of the longitudinal
securement positions is
distributed on the frame along a curve; and the curve is shaped such that the
track length is a given
track length when the sub-frame is removably secured to the frame in at least
two different
longitudinal securement positions of the plurality of longitudinal securement
positions on the curve.
[0020] In some implementations, the at least two different longitudinal
securement positions are
two different longitudinal securement positions; the plurality of longitudinal
securement positions
includes more than the two different longitudinal securement positions; and
the rest of the plurality
of longitudinal securement positions is positioned between the two different
longitudinal
securement positions.
[0021] In some implementations, the track assembly includes a slot in
the frame; the plurality of
longitudinal securement positions is defined by the slot; and the sub-frame is
removably securable
in any one of the plurality of longitudinal securement positions by being
fastened to the frame with
at least one fastener received through the sub-frame and the slot.
[0022] In some implementations, the drive wheel axis is positioned
longitudinally asymmetrical
in the sub-frame.
[0023] In some implementations, the track assembly further includes: a
longitudinally-
extending left slide rail connected to the bottom of the frame; and a
longitudinally-extending right
slide rail connected to the bottom of the frame.
[0024] In some implementations, the track assembly further includes: a
mid-roller mounted for
rotation at the bottom of the frame, the mid-roller extending downward past a
bottom surface of
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each of the left slide rail and the right slide rail and rolling on an
interior side of the endless track
when the endless track is supported around the drive wheel, the at least one
leading idler wheel, and
the at least one trailing idler wheel, and the track assembly is driven on
horizontal flat level ground.
[0025] In some implementations, the at least one trailing idler wheel is
three trailing idler
wheels mounted to the rear of the frame for rotation about the trailing idler
wheel axis.
[0026] In some implementations, the at least one trailing idler wheel is
two trailing idler wheels
mounted to the rear of the frame for rotation about the trailing idler wheel
axis.
[0027] In some implementations, the at least one trailing idler wheel is
four trailing idler wheels
mounted to the rear of the frame for rotation about the trailing idler wheel
axis.
[0028] According to one aspect of the present technology, there is provided
one of a pair of
track assemblies to be mounted on the rotatable drive axle of the vehicle, the
pair of track
assemblies including: a first track assembly of claim 1 mountable on a left
side of the vehicle, the
sub-frame of the first track assembly being removably securable to the frame
of the second track
assembly in any one of the plurality of longitudinal securement positions on
the frame of the second
track assembly; and a second track assembly of claim 1 mountable to a right
side of the vehicle, the
sub-frame of the second track assembly being removably securable to the frame
of the first track
assembly in any one of the plurality of longitudinal securement positions on
the frame of the first
track assembly; the drive wheel of first track assembly being in a different
longitudinal position
relative to the at least one leading idler wheel of the second track assembly
when the sub-frame of
the first track assembly is removably secured to one of the longitudinal
securement positions on the
frame of the second track assembly than a longitudinal position of the drive
wheel of the second
track assembly relative to the at least one leading idler wheel of the second
track assembly when the
sub-frame of the second track assembly is removably secured to the one of the
longitudinal
securement positions on the frame of the second track assembly.
[0029] According to one aspect of the present technology, there is provided
the pair of track
assemblies.
[0030] According to one aspect of the present technology, there is
provided a vehicle having the
pair of track assemblies, the pair of track assemblies being mounted to rear
drive axles of the
vehicle.
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[0031] In some implementations, the vehicle is an all-terrain vehicle.
[0032] In some implementations, the vehicle is a side-by-side vehicle.
[0033] In some implementations, the vehicle is a motorized wheelchair.
[0034] The foregoing examples are non-limiting.
[0035] Implementations of the present technology each have at least one of
the above-
mentioned object and/or aspects, but do not necessarily have all of them. It
should be understood
that some aspects of the present technology that have resulted from attempting
to attain the above-
mentioned object may not satisfy this object and/or may satisfy other objects
not specifically recited
herein.
[0036] Additional and/or alternative features, aspects and advantages of
implementations of the
present technology will become apparent from the following description, the
accompanying
drawings and the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0037] For a better understanding of the present technology, as well as
other aspects and further
features thereof, reference is made to the following description which is to
be used in conjunction
with the accompanying drawings, where:
[0038] Figure 1 is a perspective view of a rear left top side of an all-
terrain vehicle, the vehicle
having a rear left track assembly and a rear right track assembly, according
to one implementation;
[0039] Figure 2 is a left side elevation view of the all-terrain vehicle
of Figure 1;
[0040] Figure 3 is a perspective view of a front left top side of the rear
left track assembly of the
all-terrain vehicle of Figure 1, according to another implementation of the
rear left track assembly;
[0041] Figure 4 is a perspective view of a front right top side of the
rear right track assembly of
the all-terrain vehicle of Figure 1, according to another implementation of
the rear left track
assembly;
[0042] Figure 5 is a perspective view of a front left top side of the rear
left track assembly of
Figure 3, with an endless track of the rear left track assembly removed for
clarity;
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[0043] Figure 6 is a perspective view of a front right top side of the
rear left track assembly of
Figure 3;
[0044] Figure 7 is a left side elevation view of the rear left track
assembly of Figure 3, with a
sub-frame of the rear left track assembly being in a first longitudinal
securement position;
[0045] Figure 8 is a left side elevation view of the rear left track
assembly of Figure 7, with the
sub-frame of the rear left track assembly being in a second longitudinal
securement position;
[0046] Figure 9 is a perspective view of a front top left side of the sub-
frame of the rear left
track assembly of Figures 7 and 8, with some parts of the sub-frame removed
for clarity;
[0047] Figure 10 is a perspective view of a front bottom right side of
the sub-frame of Figure 9,
with some parts of the sub-frame removed for clarity;
[0048] Figure 11 is a perspective view of a front left top side of the
rear left track assembly of
Figure 3, with some parts of the rear left track assembly removed for clarity;
[0049] Figure 12 is a perspective view of a front right bottom side of
the rear left track
assembly of Figure 11, with some parts of the rear left track assembly removed
for clarity;
[0050] Figure 13 is a left side elevation view of the rear left track
assembly of Figure 8, with a
sub-frame of the rear right track assembly of Figure 4 being removably secured
to the frame of the
rear left track assembly in the first longitudinal securement position of the
rear left track assembly;
[0051] Figure 14 is a left side elevation view of the rear left track
assembly of Figure 13, with
the sub-frame of the rear right track assembly of Figure 4 being removably
secured to the frame of
the rear left track assembly in the second longitudinal securement position of
the rear left track
assembly;
[0052] Figure 15 is a right side elevation view of the rear right track
assembly of Figure 4, with
the sub-frame of the rear left track assembly of Figure 3 being removably
secured to the frame of
the rear right track assembly in the first longitudinal securement position of
the rear right track
assembly;
[0053] Figure 16 is a right side elevation view of the rear right track
assembly of Figure 4, with
the sub-frame of the rear left track assembly of Figure 3 being removably
secured to the frame of
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the rear right track assembly in the second longitudinal securement position
of the rear right track
assembly;
[0054] Figure 17 is a left side elevation view of the all-terrain vehicle
of Figure 1, with the rear
left track assembly having been replaced with the rear left track assembly of
Figure 3, with the mid-
rollers of the rear left track assembly removed; and
[0055] Figure 18 is a right side elevation view of the all-terrain
vehicle of Figure 1, with the
rear right track assembly having been replaced with the rear right track
assembly of Figure 4, with
the mid-rollers of the rear right track assembly removed.
DETAILED DESCRIPTION
[0056] The present technology is described with regard to its use with an
All-Terrain Vehicle
("ATV") 100, shown in Figures 1 and 2. The ATV 100 is an example of a vehicle
with which the
present technology could be used. It is contemplated that the present
technology could be used with
other vehicles, including a side-by-side vehicle and a motorized wheelchair.
[0057] As shown, the ATV 100 has a chassis 102. The chassis 102 supports
a front left track
assembly 104, a front right track assembly 105 (Figure 18), a rear left track
assembly 106 and a rear
right track assembly 108 via a suspension system 110 (Figure 2). The front
right track assembly is a
minor image of the front left track assembly 104. The rear right track
assembly 108 is a mirror
image of the rear left track assembly 106.
[0058] As shown in Figure 2, the ATV 100 has an engine 112 supported by
the vehicle chassis
102 for providing motive power to propel the ATV 100. To this end, the ATV 100
has a front left
drive axle 114, a front right drive axle 115 (Figure 18), a rear left drive
axle 116, and a rear right
drive axle 117 (Figure 18). All four of the drive axles 114, 115, 116, 117 are
operatively connected
to the engine 112 via a transmission (not shown), to be selectively driven by
the engine 112 to drive
the track assemblies 104, 105, 106, 108 of the ATV 100 to propel the ATV 100.
In the present
implementation, the front right drive axle 115 is a mirror image of the front
left drive axle 114 and
the rear right drive axle 117 is a mirror image of the rear left drive axle
116.
[0059] Each of the two front track assemblies 104, 105 is connected to
the chassis 102, and in
some implementations instead to the lower a-arms of the front suspension
portion of the suspension
system 110, via a conventionally known rotation limiting device (not shown)
which limits pivoting
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of the respective one of the two front track assemblies 104, 105 about the
corresponding one of the
front drive axles 114, 115. In the present implementation, the ATV 100 further
includes handlebars
124 and a steering system (not shown) that operatively connects the handlebars
124 to the two front
track assemblies 104, 105 to pivot the front track assemblies 104, 105 by
pivoting the handlebars
124 and to thereby steer the ATV 100.
[0060] As shown in Figure 2, in the present implementation, the rear
left track assembly 106 is
connected to the chassis 102 of the ATV 100 via a dynamic traction device 118.
In the present
implementation, the dynamic traction device 118 is connected at one end 120 to
a rear portion of a
frame 107 of the rear left track assembly 106 and at the other end 122 to the
chassis 102. In one
aspect, the dynamic traction device 118 controls pivoting of the rear left
track assembly 106 about
the drive axle 116 when the ATV 100 is in use. The dynamic traction device 118
and the rear left
track assembly 106 are described in more detail in commonly owned U.S. Patent
Application No.
15/485,699, filed April 12, 2017, entitled "Track System for Attachment to a
Vehicle", which
application is hereby incorporated herein in its entirety.
[0061] In the present implementation, the rear right track assembly 108 is
connected to the
chassis 102 via a dynamic traction device 119 (Figure 18) that is a mirror
image of the dynamic
traction device 118, in the same way as the rear left track assembly 106 is
connected to the chassis
102 via the dynamic traction device 118. Therefore, the dynamic traction
device 119 is not
described herein in detail. It is contemplated that the rear track assemblies
106, 108 could be
connected to the chassis 102 via suitable rotation limiting devices, instead
of the dynamic traction
devices 118, 119.
[0062] As described in the U.S. Patent Application No. 15/485,699, the
rear track assemblies
106, 108 are suitable for their intended purposes and provide certain aspects
of performance in some
driving conditions.
Other Implementations of the Rear Track Assemblies
[0063] Figure 3 shows a rear left track assembly 126, which is a
different implementation of the
rear left track assembly 106, and could be used instead of the rear left track
assembly 106 on the
ATV 100. Figure 4 shows a rear right track assembly 127, which is a different
implementation of
the rear right track assembly 108, and could be used instead of the rear right
track assembly 108 on
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the ATV 100. The track assembly 127 is a mirror image of the track assembly
126. Therefore, only
the track assembly 126 is described herein in detail.
[0064] Referring to Figures 3 and 5, the track assembly 126 has a frame
128. The frame 128
includes a plurality of steel frame members 130, a longitudinally-extending
left slide rail 144, and a
longitudinally-extending right slide rail 146. The frame 128 has a front 128f,
a rear 128r, a bottom
128b, a left side 1281s, and a right side 128rs. The longitudinally-extending
left slide rail 144 is
connected to the frame members 130 and is positioned at the bottom 128b of the
frame 128 on the
left side 1281s of the frame 128. The longitudinally-extending right slide
rail 146 is connected to the
frame members 130 and is positioned at the bottom 128b of the frame 128 on the
right side 128rs of
.. the frame 128.
[0065] In the present implementation, the frame members 130 are welded to
each other and are
thus non-mobile relative to each other. It is contemplated that the frame
members 130 could be
made of other suitable materials and could be interconnected by connections
that are different from
welded connections. In the present implementation, the frame 128 is
suspensionless. It is
.. contemplated that the frame 128 could include a suspension, such that, for
example an upper part of
the frame 128 would be sprung relative to a lower part of the frame 128 (not
shown).
[0066] In the present implementation, the track assembly 126 includes a
leading idler wheel
assembly 132, a trailing idler wheel assembly 134, three mid-rollers 136, and
a single drive wheel
assembly 138.
[0067] As best shown in Figure 5, the leading idler wheel assembly 132 has
four leading idler
wheels 132w that are mounted to the front 128f of the frame 128 for rotation
about a transverse
leading idler wheel axis 140. In some cases, the four-wheeled implementation
of the leading idler
wheel assembly 132 provides for reduced wear of an endless track 129 (shown
schematically in the
Figures) used with the track assembly 126. In other implementations, the
leading idler wheel
assembly 132 has different numbers of leading idler wheels 132w. In one
particular implementation,
the leading idler wheel assembly 132 has two leading idler wheels 132w.
[0068] In the present implementation, the trailing idler wheel assembly
134 has three trailing
idler wheels 134w mounted to the rear 128r of the frame 128 via a tensioner
assembly 131, for
rotation about a traverse trailing idler wheel axis 142. In some cases, the
three-wheeled
implementation of the trailing idler wheel assembly 134 provides for reduced
wear of the endless
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track 129 used with the track assembly 126. In other implementations, the
trailing idler wheel
assembly 134 has different numbers of trailing idler wheels 134w.
[0069] In the present implementation, the trailing idler wheel axis 142
is parallel to the leading
idler wheel axis 140. In the present implementation, the tensioner assembly
131 is operable to
selectively move the trailing idler wheels 134w forward and rearward to adjust
tension in an endless
track 129 that is to be used with the track assembly 126. It is contemplated
that the tensioner
assembly 131 could be any suitable tensioner assembly. It is also contemplated
that, instead of or in
addition to the trailing idler wheel assembly 131, the leading idler wheel
assembly 132 could be
implemented with a suitable tensioner assembly such that leading idler wheel
assembly 132 would
be used to adjust tension in the endless track 129.
[0070] In the present implementation, the endless track 129 is made using
conventionally
known materials and construction. It is contemplated that the endless track
129 could be any
suitable endless track.
[0071] In the present implementation, the front ends of the slide rails
144, 146 are curved to
define a travel path for the endless track 129. The bottom surface of each of
the two slide rails 144,
146 is positioned such that it is supportable by the endless track 129 against
terrain.
[0072] In this implementation, the bottom surface of each of the slide
rails 144, 146 is provided
by a slide made of an ultra high molecular weight ("UHMW") polymer. Figure 5
shows the slide
1441s of the slide rail 144. Figure 6 shows the slide 146rs of the slide rail
146.
[0073] In the present implementation, each of the slides 1441s, 146rs is
held on its
corresponding slide rail 144, 146 by a conventionally known combination of T-
slot and a screw. It
is contemplated that the slides 1441s, 146rs could be secured using a
different suitable mechanism,
including an adhesive. It is contemplated that the slides 1441s, 146rs could
be integral with
corresponding ones of the slide rails 144, 146. In some implementations,
instead of having the slides
1441s, 146rs, the bottom surfaces of the slide rails 144, 146 are coated a low-
friction material such
as a UHMW polymer.
[0074] In the present implementation, the three mid-rollers 136 of the
track assembly 126 are
rotationally mounted to the slide rails 144, 146, and therefore to the frame
128, via corresponding
shafts and extend downward past the bottom surfaces of the slide rails 144,
146 to roll on an interior
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side of the endless track 129 when the track assembly 126 is in use. The mid-
rollers 136 thereby
support the endless track 129, as best shown in Figure 3, against terrain. In
other implementations,
different numbers of mid-rollers 136 are used. For example, in some
implementations, the track
assembly 126 has a single mid-roller. As another example, in some
implementations, the track
assembly 126 has no mid-rollers. In the present implementation, the mid-
rollers 136 are positioned
proximate the slide rail 146. In some implementations of the track assembly
126 which include one
or more mid-rollers, at least one of the mid-roller(s) is/are positioned
proximate the slide rail 144.
[0075] Referring to Figure 5, the drive wheel assembly 138 includes a
sub-frame 148 and a
drive wheel 150 that is rotationally mounted to the sub-frame 148 for rotation
about a drive wheel
axis 152. In some implementations, the drive wheel assembly 138 has more than
one drive wheel
mounted to the sub-frame 148 for rotation about the drive wheel axis 152, for
driving the endless
track 129.
[0076] In the present implementation, the drive wheel 150 is a drive
sprocket that has a central
shaft 151 and is rotationally mounted to the sub-frame 148 via a plurality of
conventionally known
ball bearings 153 press-fitted over the central shaft 151 and into a
transverse aperture 155 defined in
the sub-frame 148. It is contemplated that any other suitable rotational
mounting mechanism could
be used.
[0077] In the present implementation, and as best shown in Figure 6, the
drive wheel 150 is
connectable to the rear left drive axle 116 of the ATV 100. More particularly,
in the present
implementation, the drive wheel 150 has four flanges 150f (Figure 6)
positioned radially about the
drive wheel axis 152 of the drive wheel 150. As shown in Figure 6, each of the
four flanges 150f
has an aperture defined therein, which aperture is sized to receive a bolt.
The apertures in the flanges
150f are arranged to match the bolt pattern of the rear left wheel hub (not
shown) of the ATV 100,
to which rear left wheel hub the rear left drive axle 116 is connected and
which rear left wheel hub
is original equipment that the ATV 100 was manufactured with.
[0078] Therefore, in the present implementation, the drive wheel 150 is
connectable to the rear
left drive axle 116 of the ATV 100 by being fitted onto the rear left wheel
hub and by being
fastened to the rear left wheel hub by four bolts received through
corresponding ones of the four
apertures in the flanges 150f and in corresponding ones of four threaded
apertures defined in the
rear left wheel hub. It is contemplated that the drive wheel 150 could have
any other number of
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flanges 150f and apertures defined in the flanges 150f, to suit at least one
bolt pattern of at least one
wheel hub of a vehicle. It is contemplated that the drive wheel 150 could have
any other suitable
mounting mechanism to be connected to a drive axle of a vehicle.
[0079] In the present implementation, and as best shown in Figure 7, the
leading idler wheels
132w, the trailing idler wheels 134w and the drive wheel 150 together define a
track length 154 for
the endless track 129 that is supportable by the leading idler wheels 132w,
the trailing idler wheels
134w and the drive wheel 150. The track length 154 is a length of the endless
track 129, measured
along an inner side of the endless track 129.
[0080] Referring back to Figure 3, when the track assembly 126 is in
use, the endless track 129
is mounted around the leading idler wheels 132w, the trailing idler wheels
134w and the drive
wheel 150 and is suitably tensioned by adjustment of the tensioner assembly
131 via a
conventionally known tensioning method. As shown, the endless track 129 is in
driving engagement
with the drive wheel 150. To this end, the endless track 129 includes
conventionally known
longitudinally distributed apertures (not shown) defined therein. Teeth of the
drive wheel 150 are
received in corresponding ones of the apertures in the endless track 129 as
the endless track 129 is
driven by the drive sprocket. It is contemplated that a different type of
endless track 129 could be
used to suit each particular implementation of the drive wheel 150. For
example, it is contemplated
that a friction drive wheel and a corresponding friction drive endless track
could be used.
[0081] In the present implementation, the sub-frame 148 of the track
assembly 126 is
removably securable to the frame 128 of the track assembly 126 in two
different longitudinal
securement positions 156, 158 on the frame 128. A first longitudinal
securement position 156 of the
two different longitudinal securement positions 156, 158 is shown in Figure 7.
A second
longitudinal securement position 158 of the two different longitudinal
securement positions 156,
158 is shown in Figure 8. In the present implementation, the sub-frame 148 is
closer to the trailing
.. idler wheels 134w when the sub-frame 148 is in the second longitudinal
securement position 158
(Figure 8) than when the sub-frame 148 is in the first longitudinal securement
position 156 (Figure
7).
[0082] In the present implementation, and as best shown in Figures 9 and
10, the two different
longitudinal securement positions 156, 158 are provided as follows. As best
shown in these figures,
the sub-frame 148 is a stamped steel bracket that has a generally vertical
flange 160, a generally
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horizontal flange 162 welded to the generally vertical flange 160, and a
tubular member 164 welded
to the generally vertical flange 160 and the generally horizontal flange 162.
The tubular member
164 is orthogonal to the generally vertical flange 160 and is shaped on its
inner surface 164i to
removably receive the ball bearings 153 and the central shaft 151 of the drive
wheel 150 therein via
.. press-fit.
[0083] Two bolt-receiving apertures 166, 168 are defined in the
generally vertical flange 160.
Similarly, another two bolt-receiving apertures 170, 172 are defined in the
generally horizontal
flange 162. Each of the apertures 166, 168, 170, 172 is sized to receive a
bolt therein for removably
securing the sub-frame 148 to the frame 128 of the track assembly 126 in any
one of the first
longitudinal securement position 156 and the second longitudinal securement
position 158.
[0084] To this end, and as best shown in Figures 11 and 12, the frame
128 includes a mounting
portion 174 that is welded to the frame members 130. It is contemplated that
the mounting portion
174 could be attached to the frame members 130 via any other suitable
mechanism, including being
made integral with one, some, or all of the frame members 130.
[0085] In the present implementation, the mounting portion 174 includes a
generally vertical
flange 176 for receiving the generally vertical flange 160 of the sub-frame
148 thereon, and a
generally horizontal flange 178 for receiving the generally horizontal flange
162 of the sub-frame
148 thereon. As best shown in Figure 5, the generally vertical flanges 160,
176 and the generally
horizontal flanges 162, 178 are dimensioned and shaped relative to each other
such that when the
sub-frame 148 is removably secured to the mounting portion 174, the generally
vertical flange 160
contacts the generally vertical flange 176 and the generally horizontal flange
162 contacts the
generally horizontal flange 178. In the present implementation, the generally
vertical flanges 160,
176 and the generally horizontal flanges 162, 178 are dimensioned and shaped
relative to each other
also such that the sub-frame 148 is slidable on the mounting portion 174 when
not secured to the
mounting portion 174.
[0086] In the present implementation, the generally vertical flange 176
of the mounting portion
174 has a leading pair of bolt-receiving apertures 1761 and a trailing pair of
bolt-receiving apertures
176t defined therein. Similarly, the generally horizontal flange 178 of the
mounting portion 174 has
a leading pair of bolt-receiving apertures 1781 and a trailing pair of bolt-
receiving apertures 178t
defined therein. The apertures 1761, 176t, 1781, 178t defined in the mounting
portion 174 define the
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two different longitudinal securement positions 156, 158 for the sub-frame
148. More particularly,
the apertures 1761 and 1781 define the first longitudinal securement position
156, and the apertures
176t and 178t define the second longitudinal securement position 158. In some
implementations,
additional apertures are defined in the mounting portion 174 to provide
additional longitudinal
.. securement positions for the sub-frame 148.
[0087] In the present implementation, the sub-frame 148 is removably
secured to the frame 128
in the first longitudinal securement position 156, by aligning the leading
pair of apertures 1781 with
the apertures 170, 172 and the leading pair of apertures 1761 with the
apertures 166, 168. Then, a
bolt is inserted into each of the apertures 166, 168, 170, 172 and through a
corresponding one of the
apertures 1761, 1781. Then, a nut is threaded and suitably tightened on each
of the bolts. This secures
the sub-frame 148 in the first longitudinal securement position 156.
[0088] Similarly, the sub-frame 148 is removably secured to the frame
128 in the second
longitudinal securement position 158, by aligning the trailing pair of
apertures 178t with the
apertures 170, 172 and the trailing pair of apertures 176t with the apertures
166, 168, then by
inserting a bolt into each of the apertures 166, 168, 170, 172 and through a
corresponding one of the
apertures 176t, 178t, and then by threading and suitably tightening a nut onto
each of the bolts to
secure the sub-frame 148 in the second longitudinal securement position 158.
[0089] In the present implementation, the apertures 1761, 1781, 176t,
178t are circular. In some
implementations, one or more of the apertures 1761, 1781, 176t, 178t have
different shape(s). Also,
in some implementations, the frame 128 has a different number of apertures
1761, 1781, 176t, 178t
defined therein. For example, in some implementations, and as shown in Figure
11, the mounting
portion 174 has two apertures 180, 182 defined therein in place of the
apertures 1761, 176t and two
apertures 184, 186 defined therein in place of the apertures 1781, 178t.
[0090] As shown, the apertures 180, 182, 184, 186 are elongate and
define a range of different
longitudinal securement positions for the sub-frame 148, shown schematically
with reference arrow
188 in Figure 11. More particularly, the apertures 180, 182, 184, 186 are
slots that define the range
188 of different longitudinal securement positions for the sub-frame 148. In
some such
implementations, the longitudinal securement position 156 is a position that
is closest to the leading
idler wheels 132w in the range 188, and the longitudinal securement position
158 is a position that
is closest to the trailing idler wheels 134w in the range 188.
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[0091] In some such implementations, the sub-frame 148 is secured to the
frame 128 by bolts
received through the apertures 166, 168, 170, 172 and corresponding ones of
the slots 180, 182,
184, 186, each of the bolts having a nut threaded thereon and tightened to
secure the sub-frame 148
to the frame 128 in a given longitudinal securement position. In some such
implementations, to
change the given longitudinal securement position of the sub-frame 148, the
nuts securing the sub-
frame 148 are loosened, then the sub-frame 148 is repositioned into a
different longitudinal
securement position by sliding the sub-frame 148 forward or rearward along the
mounting portion
174, and then the sub-frame 148 is re-secured to the frame 128, and more
particularly to the
mounting portion 174 in this implementation, in the different longitudinal
securement position by
re-tightening the nuts.
[0092] It is contemplated that the nuts could be removed for
repositioning the sub-frame 148.
The nuts and bolts are an example of a securement mechanism. It is
contemplated that a different
suitable securement mechanism could be used. For example, it is contemplated
that the securement
mechanism could have a single bolt to removably secure the sub-frame 148 in
any one of the
different longitudinal securement positions.
[0093] Referring to Figure 17, the different longitudinal securement
positions 156, 158 for the
sub-frame 148 on the frame 128 (and also the different longitudinal securement
positions 156, 158
for the sub-frame 149 on the frame 128, as will become evident from the
description herein below),
allow a user of the track assembly 126 to selectively change a ratio between:
a) a longitudinal
horizontal distance of contact between the endless track 129 of the track
assembly 126 and
horizontal flat level ground 196 (shown schematically in Figure 7) in front of
a vertical reference
plane 159 passing through an axis of rotation of the drive axle 116 to which
the frame 128 of the
track assembly 126 is connected, and b) a longitudinal horizontal distance of
contact between the
endless track 129 and the horizontal flat level ground 196 behind the vertical
reference plane 159. In
some applications, changing this ratio provides improved performance of the
track assembly 126. In
some applications, changing this ratio allows a relatively smaller rotation
limiting device or the
dynamic traction device 118 to be used with the track assembly 126. This ratio
will further herein be
referred to as the "forward-to-rearward ground contact ratio".
[0094] In some applications, the different longitudinal securement
positions 156, 158 of the
sub-frame 148 on the frame 128 (and also the different longitudinal securement
positions 156, 158
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for the sub-frame 149 on the frame 128, as will become evident from the
description herein below)
allow for the track assembly 126 to fit a relatively larger number of
different vehicles. For example,
a given vehicle may have relatively large clearances between its rear left
wheel (not shown) and the
parts of its chassis and other components (not shown) that surround the rear
left wheel of the given
vehicle. The clearances may be large enough for a given implementation and
size of the track
assembly 106 to be installed on that vehicle instead of the rear left wheel of
that vehicle.
[0095] However, in another vehicle, the clearances may be too small to
permit the given
implementation and size of that track assembly 106 to be installed on that
vehicle. On the other
hand, in some cases, a given implementation of the track assembly 126 that is
equal in size to the
size of the given implementation of the track assembly 106 may fit a vehicle
having the relatively
smaller clearances when the sub-frame 148 of the track assembly 126 is
removably secured in one
but not in the other one of the longitudinal securement positions 156, 158.
That is, in some cases, a
particular one but not the other one(s) of the longitudinal securement
positions 156, 158 may
provide for an overall geometry of the track assembly 126 that would allow for
the track assembly
126 to fit a particular vehicle. Accordingly, additional longitudinal
securement positions for the sub-
frame 148 provide additional flexibility in some applications.
Drive Wheel Positioning
[0096] Referring back to Figure 7, in the present implementation of the
track assembly 126, the
longitudinal securement positions 156, 158 are distributed on the frame 128,
and in the present
implementation therefore also on the mounting portion 174, along a drive wheel
positioning plane
190. The drive wheel positioning plane 190 has an angle 192 relative to a
reference plane 194, the
reference plane 194 being positioned parallel to the drive wheel axis 152 and
normal to horizontal
flat level ground 196 when the track assembly 126 is in use on the flat level
ground 196.
[0097] In the present implementation, the angle 192 is defined such that
the track length 154 is
a given track length when the sub-frame 148 is removably secured to the frame
128 in any one of
the two different longitudinal securement positions 156, 158. In other words,
when the sub-frame
148 is removably secured to the frame 128 in the longitudinal securement
position 156, the track
length 154 is equal to the track length 154 when the sub-frame 148 is
removably secured to the
frame 128 in the longitudinal securement position 158. In one aspect, this
allows for a given endless
track 129 to be used with the track assembly 126 irrespective of whether the
sub-frame 148 is
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removably secured to the frame 128 in the longitudinal securement position 156
or the longitudinal
securement position 158.
[0098] In some implementations, the angle 192 is defined such that the
track length 154 when
the sub-frame 148 is in the first longitudinal securement position 156 is
different from the track
length 154 when the sub-frame 148 is in the second longitudinal securement
position 158. The
difference could be selected (by selecting the angle 192 for example) such
that it could be
compensated for, either partially or completely, by adjusting the at least one
tensioner assembly 131
after a change of the longitudinal securement position of the sub-frame 148.
In some applications,
this allows for a given endless track 129 to be used with the track assembly
126 irrespective of
whether the sub-frame 148 is removably secured to the frame 128 in the
longitudinal securement
position 156 or the longitudinal securement position 158. In one particular
implementation, the
angle 192 is defined such that the difference in the track length 154 that
results from using the first
longitudinal securement position 156 of the sub-frame 148 instead of the
second longitudinal
securement position 158 of the sub-frame 148, or vice-versa, is 0.1 inches
(2.54 millimeters) or less.
In that particular implementation, the tensioner assembly 131 is adjusted when
the longitudinal
securement position of the sub-frame 148 is changed and thereby allows for one
and the same
endless track 129 to be used with the track assembly 126 before and after the
change of the
longitudinal securement position of the sub-frame 148.
[0099] It is contemplated that the sub-frame 148 and the frame 128 could
be structured to
provide other magnitudes of differences in the track length 154 that could
result from changing the
longitudinal securement position of the sub-frame 148 on the frame 128 of the
track assembly 126.
It is contemplated that at least some such other magnitudes of differences in
the track length 154
could allow for a given endless track 129 to be used with the track assembly
126 irrespective of
whether the sub-frame 148 is removably secured to the frame 128 in the
longitudinal securement
position 156 or the longitudinal securement position 158, depending on each
particular
implementation of the tensioner assembly 131, or other tensioner assembly used
with the track
assembly 126, for example. As one example, it is contemplated that the angle
192 could be defined
such that the track length 154 changes by 0.2 inches (5.08 millimeters) or
less when the longitudinal
securement position of the sub-frame 148 is changed from one of the
longitudinal securement
position 156 and the longitudinal securement position 158 to the other one of
the longitudinal
securement position 156 and the longitudinal securement position 158.
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[00100] It is contemplated that in implementations in which the sub-frame 148
is removably
securable in three or more different longitudinal securement positions, the
angle 192 could be
defined such that when the sub-frame 148 is removably secured to the frame 128
in any one of the
three or more different longitudinal securement positions, the track length
154 would be within a
range of magnitudes that would allow, in combination with corresponding
adjustments of the at
least one tensioner assembly 131 or other tensioner assembly, for a given
endless track 129 to be
used with the track assembly 126 irrespective of the particular longitudinal
securement position of
the sub-frame 148. This range of track length magnitudes is further referred
to as an "acceptable
range of track length magnitudes".
[00101] In some implementations, the two or more longitudinal securement
positions 156, 158
for the sub-frame 148 are distributed on the frame 128 along a curve 198. In
some such
implementations, the curve 198 is shaped such that the track length 154 is a
given track length, or
within the acceptable range of track length magnitudes, when the sub-frame 148
is removably
secured to the frame 128 in at least two different longitudinal securement
positions 156, 158 on the
curve 198. In some such implementations, the curve 198 is provided by the
flange 162 and 178
being curved in the shape of the curve 198. It is contemplated that other
constructions could be used
to provide for the curve 198.
Interchangeable Sub-Frames
[00102] In another aspect, in the present implementation, the sub-frame 148
of the rear left track
assembly 126 (Figure 3) is interchangeable with the sub-frame 149 of the rear
right track assembly
127 (Figure 4).
[00103] That is, in the present implementation, each of the sub-frames 148,
149 is removably
securable to the frame 200 of the rear right track assembly 127 in any one of
the two longitudinal
securement positions on the frame 200, instead of the other one of the sub-
frames 148, 149, by
being removably secured to the mounting portion 202 (Figure 4) of the rear
right track assembly
127. Similarly, each of the sub-frames 148, 149 is removably securable to the
frame 128 of the rear
left track assembly 126 in any one of the two longitudinal securement
positions 156, 158 on the
frame 128, instead of the other one of the sub-frames 148, 149, by being
removably secured to the
mounting portion 174 of the rear left track assembly 126.
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[00104] Figure 13 shows the sub-frame 149 of the rear right track assembly 127
being
removably secured to the frame 128 of the rear left track assembly 126, via
mounting portion 174,
in the first longitudinal securement position 156 on the frame 128. Figure 14
shows the sub-frame
149 of the rear right track assembly 127 being removably secured to the frame
128 of the rear left
track assembly 126, via mounting portion 174, in the second longitudinal
securement position 158
on the frame 128. Figure 15 shows the sub-frame 148 of the rear left track
assembly 126 being
removably secured to the frame 200 of the rear right track assembly 127, via
mounting portion 202,
in the first longitudinal securement position 204 on the frame 200. Figure 16
shows the sub-frame
148 of the rear left track assembly 126 being removably secured to the frame
200 of the rear right
.. track assembly 127, via mounting portion 202, in the second longitudinal
securement position 206
on the frame 200.
[00105] As shown in Figures 7 and 8 for example, the drive wheel axis 152 of
the sub-frame 148
is positioned longitudinally asymmetrical in the sub-frame 148. As shown in
Figures 13 and 14 for
example, the drive wheel axis 208 of the sub-frame 149 is positioned
longitudinally asymmetrical in
.. the sub-frame 149.
[00106] Thus, as shown by Figures 7, 8, and 13 to 16, the drive wheel 150
of the first track
assembly 126 is in a different longitudinal position relative to the leading
idler wheels 212w of the
rear right track assembly 127 when the sub-frame 148 of the rear left track
assembly 126 is
removably secured to one of the longitudinal securement positions 204, 206 on
the frame 200 of the
rear right track assembly 127 than a longitudinal position of the drive wheel
210 of the rear right
track assembly 127 relative to the leading idler wheels 212w of the rear right
track assembly 127
when the sub-frame 149 of the rear right track assembly 127 is removably
secured to the one of the
longitudinal securement positions 204, 206 on the frame 200 of the rear right
track assembly 127.
[00107] In one aspect, the interchangeability of the sub-frames 148, 149
in combination with the
.. two different longitudinal securement positions 156, 158, 204, 206 on the
sub-frames 148, 149 on
each of the frames 128, 200 provides the rear left track assembly 126 with a
total of four possible
different longitudinal positions of drive wheel in which the rear left track
assembly 126 could have a
drive wheel. Two of the four different longitudinal positions of drive wheel
are provided by the
drive wheel 150, and the other two of the four different longitudinal
positions of drive wheel are
provided by the drive wheel 210.
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[00108] Similarly, the interchangeability of the sub-frames 148, 149 in
combination with the two
different longitudinal securement positions 156, 158, 204, 206 of drive wheel
on the sub-frames
148, 149 on each of the frames 128, 200 provides the rear right track assembly
127 with four
possible different longitudinal positions in which the rear right track
assembly 127 could have a
drive wheel.
[00109] The interchangeability of the sub-frames 148, 149 is described in more
detail with
reference to Figures 17 and 18. Figure 17 shows the rear left track assembly
126 being mounted
onto the rear left drive axle 116 of the ATV 100 and being connected to the
chassis 102 of the ATV
100 via the dynamic traction device 118. Figure 18 shows the rear right track
assembly 127 being
mounted onto the rear right drive axle 117 of the ATV 100 and being connected
to the chassis 102
of the ATV 100 via the dynamic traction device 119. As shown, the sub-frame
148 of the rear left
track assembly 126 is on the rear left track assembly 126 in a given
longitudinal position, and the
sub-frame 149 of the rear right track assembly 127 is on rear right track
assembly 127 in a given
longitudinal position.
[00110] In the present implementation, the sub-frame 148 can be secured on the
rear left track
assembly 126 in one other longitudinal position, as described herein above,
which would reposition
the drive wheel 150 relative to the frame 128 in a different longitudinal
position. Similarly, the sub-
frame 149 can be secured on the rear right track assembly 127 in one other
longitudinal position, as
described above, which would reposition the drive wheel 210 relative to the
frame 200 in a different
longitudinal position. Further, in the present implementation, the sub-frame
148 can be interchanged
with the sub-frame 149, as described herein above. The sub-frame 148 can then
be secured in one of
the two different longitudinal positions on the frame 200 and thereby provide
two additional
different longitudinal positions of drive wheel on the rear right track
assembly 127, and the sub-
frame 149 can then be secured in one of the two different longitudinal
positions on the frame 128
and thereby provide two additional different longitudinal positions of drive
wheel on the rear left
track assembly 126.
[00111] In implementations of the track assemblies 126, 127 in which the sub-
frame 148, 149 of
each of the track assemblies 126, 127 is removably securable in more than two
different
longitudinal securement positions on the frame of each of the track assemblies
126, 127,
interchangeability of the sub-frames 148, 149 provides for a number of
possible different
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longitudinal positions in which each of the track assemblies 126, 127 could
have a drive wheel,
which number is double the number of the different longitudinal securement
positions in which each
of the sub-frames 148, 149 is securable on each of the frames 128, 200.
[00112] In some implementations, the sub-frames 148, 149 of the track
assemblies 126, 127 are
interchangeable, but each have only one securement position on each of the
frames 128, 200 of the
track assemblies 126, 127. In such implementations, the rear left track
assembly 126 has two
possible different longitudinal positions in which the rear left track
assembly 126 could have a drive
wheel, and the rear right track assembly 127 has two possible different
longitudinal positions in
which the rear right track assembly 127 could have a drive wheel. These
different longitudinal
positions of drive wheel are obtained by interchanging the sub-frames 148,
149.
[00113] In some cases, interchangeability of the sub-frames 148, 149
allows for a given
implementation of the rear track assemblies 126, 127 to fit a relatively
larger number of different
vehicles. In some cases, interchangeability of the sub-frames 148, 149 allows
for a given
implementation of a corresponding pair of the rear track assemblies 126, 127
to provide for a
relatively larger number of different possible locations of the center of
gravity of each of the pair of
the track assemblies 126, 127. In some cases, adjusting the forward-to-
rearward ground contact ratio
of each of the pair of the track assemblies 126, 127 allows to use relatively
smaller rotation limiting
or dynamic traction devices.
[00114] In some implementations of the track assembly 126, the drive wheel
150, and therefore
also the drive wheel axis 152 of the sub-frame 148 is positioned
longitudinally symmetrical in the
sub-frame 148, as shown schematically in Figure 8 with reference circle 214.
In some such
implementations, the different longitudinal securement positions 156, 158 are
used to provide drive
wheel longitudinal position adjustment as described herein above. In such
(symmetrical)
implementations, interchanging the sub-frames 148, 149 does not provide for
additional drive wheel
longitudinal position adjustment. In some implementations of the track
assemblies 126, 127, and
irrespective of whether the sub-frames 148, 149 of those track assemblies 126,
127 are symmetric or
asymmetric, the sub-frames 148, 149 of the track assemblies 126, 127 are not
interchangeable.
Manufacturing and Materials
[00115] It is contemplated that new vehicles, such as the ATV 100, could be
manufactured with
the track assemblies 126, 127. It is contemplated an existing vehicle could be
retrofitted by, for
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example, replacing the rear wheels of the existing vehicle with corresponding
ones of the track
assemblies 126, 127.
[00116] The present technology has been illustrated in the example
implementations described
herein with respect to its use in rear track assemblies 126, 127. In other
implementations, the present
technology is used in front track assemblies, which front track assemblies
could replace the front
wheels or other front ground-engaging elements of a vehicle. For example, the
present technology
could be implemented in the front left track assembly 104 and the front right
track assembly of the
ATV 100.
[00117] It is contemplated that the track assemblies 126, 127 could be
made of any suitable
conventionally known combination of materials and manufacturing method(s). It
is contemplated
that the track assemblies 126, 127 could be manufactured, assembled, or sold
without an endless
track 129. It is contemplated that the track assemblies 126, 127 could be
manufactured, assembled,
or sold without an endless track 129 being mounted on the track assemblies
126, 127.
[00118] Modifications and improvements to the above-described implementations
of the present
technology may become apparent to those skilled in the art. The foregoing
description is intended to
be exemplary rather than limiting.
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