Vehicle, in particular a farm tractor, and relative assembly method

The present invention relates to a vehicle, in particular a farm tractor, which, using the same "main body" (carriage), may be equipped as a wheeled vehicle or a rectangular- or triangular-track crawler vehicle.

As is known, vehicles, in particular farm vehicles, are divided into two main groups:

• wheeled vehicles; and
• crawler vehicles.

As vehicle manufacturing becomes increasingly industrialized, a need is felt to standardize component part production to cater to all types of both wheeled and crawler vehicles.

It is with this aim in view that the present invention has been conceived, and from the realization that, at present, wheeled and crawler vehicles share a few structural component parts, such as the engine, etc., but differ substantially as regards power trains, hydraulic systems, driver's seat, rolling gear configurations, the way in which the vehicle is driven and perceived as a whole, and in-service vehicle performance.

The present invention therefore proposes an entirely new design and manufacturing approach, i.e. to derive crawler vehicles from wheeled vehicles, with as few alterations as possible.

In other words, in the approach according to the invention, crawler and wheeled vehicles share:

• power plant and accessories;
• main power train;
• seat, cab, and controls;
• hydraulic system and accessories;
• implement hitch;
• hood and below-hood systems;

and differ, or may differ, as regards:

• rolling gear, tracks and carriages for crawler vehicles, rubber-tyred wheels for wheeled vehicles;
• power transmission between the main power train and tracks and wheels, respectively;
• structural connecting members of carriages and wheels, respectively.

The shared parts therefore greatly outweigh the dedicated parts of the two types of vehicles in terms of technical and commercial value.

The benefits, for crawler vehicles, of the approach according to the invention are:

• availability of wheeled-vehicle "main body" technology at zero overall cost;
• multiple basic power train models and variations;
• joint market image benefits;
• spares and servicing standardization.

With these aims in view, the present invention proposes greater integration of the production lines of different models, by designing a standard "main assembly" - hereinafter referred to as "main body" - suitable for all types of vehicles (wheeled or crawler), and to which the characteristic wheeled or crawler vehicle components are carriageed.

The enormous saving, in terms of manufacturing cost, of producing one "main body" for all types of vehicles of, say, the same power, is obvious.

It is therefore a main object of the present invention to provide a "main assembly" - hereinafter referred to as "main body" - to which to mechanically assemble the characteristic component parts of the vehicle.

Moreover, innovation being traditionally greater in wheeled vehicle as opposed to crawler vehicle manufacture, using the same "main body" for both means any innovations to wheeled vehicles can also be applied at zero cost to crawler vehicles.

In other words, to obtain a wheeled vehicle from a prefabricated "main body", the "main body" is fitted with all the devices and steering means of a two- or four-wheel-drive vehicle.

Conversely, to obtain a crawler vehicle from the same "main body", this is fitted with track drive wheel power transmission devices, track supporting means, and relative steering means, all compatible with a standard wheeled and crawler vehicle "main body" and main power train.

More specifically, as regards the steering means, the description below explains how a main power train, characteristic of wheeled vehicles, may also be used to advantage on crawler vehicles, which traditionally have no differential between the track power output shafts.

In a crawler vehicle with a wheeled vehicle main power train, steering is controlled by a differential output speed control device, which, as described below, may be of the type described in Italian Patent Application MO99A000226 (BORDINI) (see below).

Very briefly, the steps in bringing about the present invention comprised:

• Step one : standardizing the major part of the cost and value of different types of vehicles, for the industrial, commercial, and functional reasons referred to above;
• Step two : identifying the problems involved (crawler steering, front and rear undercarriage support, final drives);
• Step three : solving the above problems
• As regards connection of the undercarriages, solutions fully compatible with a wheeled vehicle body (front attachments and rear connections) were introduced.

According to the present invention, there is provided a vehicle as claimed in the accompanying Claims.

A number of non-limiting embodiments of the present invention will be described by way of example with reference to the accompanying drawings, in which:

• Figure 1 shows a three-dimensional view of a "main body" of the vehicles according to the present invention;
• Figure 2 shows a side view of the Figure 1 "main body";
• Figure 3 shows a plan view of a first embodiment of the Figure 1 and 2 "main body";
• Figure 4 shows a plan view of a second embodiment of the Figure 1 and 2 "main body";
• Figure 5 shows a chart of the various options available, starting from the same "main body";
• Figure 6 shows a plan view of a first embodiment of a wheeled vehicle featuring the Figure 1, 2 and 3 "main body";
• Figure 7 shows an exploded view of the Figure 6 wheeled vehicle;
• Figure 8 shows a plan view of a second embodiment of a crawler vehicle featuring the Figure 1, 2 and 4 "main body";
• Figure 9 shows an exploded view of the Figure 8 crawler vehicle;
• Figure 10 shows a partial side view of a crawler vehicle in accordance with a third embodiment of the present invention and featuring the Figure 1, 2 and 3 "main body";
• Figure 11 shows a larger-scale detail of the third embodiment of the present invention in Figure 10;
• Figure 12 shows a larger-scale detail of Figure 11;
• Figure 13 shows a section along line A-A in Figure 10;
• Figures 14 and 15 show release/engagement of the front idler wheels to change the track of a crawler vehicle as shown in Figures 10, 11, 12, 13;
• Figure 16 shows a front suspension of the third embodiment of the present invention.

For the sake of simplicity, the following description refers solely to the mechanical parts and devices indispensable for a clear understanding of the present invention.

MB in Figure 1 indicates as a whole a main body (carriage) which applies to all three embodiments of the vehicle according to the present invention.

Main body MB substantially comprises a hollow carriage housing many of the essential operating parts of a vehicle (not shown as a whole in Figure 1).

Main body MB comprises a substantially box-shaped supporting structure SS.

As shown in Figures 1, 2, 3, main body MB is divided into three parts, i.e. a front portion MB1, an intermediate portion MB2, and a rear portion MB3.

Front portion MB1 supports and houses an engine MT; a radiator RD and fan VT; and a front casing DV containing various devices (e.g. a battery, coolant pump, etc.).

Front portion MB1 also comprises two ballast carriages BL (ballast not shown); and a hood CF (Figure 1).

Intermediate portion MB2 comprises a box body housing at least a clutch (not shown), a gearbox (not shown), and possibly an inverter (not shown).

Rear portion MB3 also substantially comprises a box body housing the speed reducers (not shown) and possibly a differential DFL (Figure 3 or 4), or a bevel pinion/ring gear transmission (not shown), the output shafts SH of which project laterally with respect to a longitudinal axis (X) of substantial symmetry of main body MB as a whole.

With reference to Figure 3, a drive shaft AM, powered by engine MT, rotates in the direction of arrow RT, thus rotating a bevel pinion PN, fitted to the end of drive shaft AM, in the same direction. This configuration of differential DFL applies when using main body MB to produce a wheeled vehicle or triangular-track crawler vehicle, but not for producing a rectangular-track crawler vehicle (see below).

In the Figure 3 example, the ring gear CRN of differential DFL must be located on the right of main body MB, in the travelling direction of the vehicle indicated by arrow ARW.

In fact, the Figure 3 "right-side" configuration of differential DFL, with respect to the travelling direction of the vehicle shown by arrow ARW, ensures the drive wheels (not shown in Figure 3) of a wheeled or triangular-track crawler vehicle turn in the right direction.

Conversely, using main body MB to produce a rectangular-track crawler vehicle calls for a "left-side" ring gear CRN configuration with respect to the travelling direction of the vehicle shown by arrow ARW (Figure 4) (i.e. turned 180° with respect to the "right-side" configuration). Otherwise, since pinion PN still rotates in the direction of arrow RT, the drive wheels (not shown in Figure 4) would turn in the reverse direction of the vehicle, opposite the direction shown by arrow ARW.

As stated, differential DFL is optional (see below).

Rear portion MB3 also comprises two casings CM projecting from opposite sides of axis (X), and each of which houses a projecting portion of a respective output shaft SH of differential DFL, and has a flange FL with means MZ for assembling respective devices (see below) characteristic of a wheeled or crawler vehicle.

Rear portion MB3 is also fitted with an implement lifter SL (implements not shown), and a PTO shaft projects from rear portion MB3 (Figure 3).

In the first embodiment in Figures 6 and 7, a wheeled vehicle 10 comprises the Figure 1-3 main body MB, and a vehicle body 11 covering main body MB.

In wheeled vehicle 10, differential DFL is essential, and is connected mechanically to and powered by a drive shaft AM. In Figures 6 and 7, number 12 indicates a speed reducer, and 13 a flange for connection to a respective rear wheel WL1; and each speed reducer 12 is bolted, using means MZ, to a respective side flange FL of rear portion MB3.

A brake device (not shown) may be interposed between reducer 12 and flange 13.

The two ballast carriages BL are fitted with ballast ZW (Figure 7).

A front axle 18, supporting two front wheels WL2, is attached to front portion MB1 by conventional means, and is fitted with a conventional steering system SS.

As shown in Figure 7, vehicle 10 also comprises an exhaust pipe TB connected to engine MT; and a cab CB.

The Figure 1, 2 and 4 main body MB may be used to produce a crawler vehicle 30 (as shown in the Figure 8 and 9 embodiment).

A hub 31, connected mechanically to the casing of a hydrostatic steering motor 12*, is fitted with a gear 32, which meshes with a gear 33 integral with a shaft 34 fitted with a drive wheel 35 of a track TK. Gears 32 and 33 are housed in a so-called "guitar" case GT, and form part of a speed reducer 13*.

Hydrostatic steering motors 12* are obviously only necessary if main body MB is also equipped with differential DFL.

In fact, differential DFL, hydrostatic steering motors 12*, and speed reducers 13* as a whole form a steering assembly for rear wheels WL1, e.g. of the type described in Italian Patent Application MO99A000226 (BORDINI).

Very briefly, Patent Application MO99A000226 (BORDINI) describes a vehicle differential steering assembly comprising a first and a second axle shaft coaxial with each other and connected to respective drive wheels of the vehicle.

A differential is interposed between the two axle shafts to achieve different angular speeds of the axle shafts, while maintaining a constant total angular speed.

The first and second axle shaft have respective power units connected to each other by a circuit comprising a device for controlling and regulating power exchange between the power units, so that the difference in rotation speed of the two axle shafts is determined by power exchange between the two power units.

The above differential steering system:

1. 1. requires an ordinary differential;
2. 2. is compatible with an ordinary differential;
3. 3. does not interfere with power transmission to the ground, which remains predominantly mechanical (with none of the losses typically associated with hydraulic power transmissions);
4. 4. provides for speed-sensitive steering, which is unknown in conventional crawler vehicles;
5. 5. does not reduce vehicle speed when steering, unlike conventional crawler vehicles;
6. 6. barely reduces, as opposed to cutting off, torque to the slow-down track when steering;
7. 7. also provides for counter-rotating the tracks for zero-radius steering; and
8. 8. may also be used as a hydrostatic CVT for slow speeds and creepers.

In a further embodiment not shown, differential DFL is replaced with a straightforward bevel pinion/ring gear transmission interposed between a drive shaft and the axle shafts of the wheels. In this case, conventional steering systems are adopted, which, for example, provide for cutting off power transmission by means of a steering clutch, and possibly braking the right-side track to turn right. In this case, the main body is obviously supplied by the maker with said bevel pinion/ring gear transmission, as opposed to a differential.

Each track TK of crawler vehicle 30 comprises, in known manner, a front idler 36; and an undercarriage 37 fitted with a number of supporting rollers 38 arranged in pairs, each of which comprises an inner roller and an outer roller rotating about a respective axis and positioned with their respective peripheral surfaces contacting the inner surface of the links of track TK to hold track TK on the ground and discharge the weight of the vehicle groundwards.

Undercarriage 37 also comprises a substantially U-shaped supporting structure 39.

An open first end 39a of supporting structure 39 has a shaft 40 fitted with idler 36, and which is an extension of an axle 18 on which front portion MB1 of main body MB rests.

A second end 39b of supporting structure 39 comprises a seat 41, in which is inserted a shaft 42 supporting the weight of intermediate portion MB2 and rear portion MB3 of main body MB.

In this case too, a brake device (not shown) may be interposed between flange FL and hydrostatic steering motor 12*.

In the crawler version (third embodiment) shown in Figures 10, 11, 12, 13, 14, 15, 16, a vehicle 50 comprises two crawler units 100 on opposite sides of the same main body AC as in the first two embodiments of the present invention.

Each crawler unit 100 comprises a trumpet TP (Figure 13) for mechanical connection to an output shaft SH, and housing a hydrostatic steering motor 12* in known manner.

A propeller shaft 102, rotating about an axis of rotation (a), is connected mechanically to hydrostatic steering motor 12*, and transmits power to two drive sprockets 103 (only one shown in Figure 10) via a train of gears 104, 105, 106 arranged in series. Each drive sprocket 103 meshes in known manner with the links of a track TK looped partly about drive sprocket 103.

Gear 104 is fitted to shaft 102, and gear 106 to a shaft 107 also fitted with drive sprockets 103.

Gear 105 transmits motion from gear 104 to gear 106, and is therefore fitted idly to a shaft 108.

As shown in Figure 10, shafts 102, 107, 108 are housed inside a casing 109 in turn fixed to an undercarriage 110 located between two rear idler wheels 113 and two front idler wheels 111 at the front of crawler unit 100.

Undercarriage 110 is fitted with a number of supporting rollers 112 arranged in pairs, each of which comprises an inner roller and an outer roller (only the inner roller shown in Figure 10) rotating about a respective axis AX (Figure 13) and positioned with their respective peripheral surfaces contacting the inner surface of the links of track TK to hold track TK on the ground and discharge the weight of the vehicle groundwards.

The triangular shape of track TK in the third embodiment is imparted by the two rear idler wheels 113 (Figure 10), the rotation shaft 113a of which is also integral with undercarriage 110. Rear idler wheels 113 tension a rear branch TK1 of track TK together with drive sprockets 103, and act on a bottom branch TK2 of track TK together with front idler wheels 111 and supporting rollers 112.

A top branch TK3 of track TK is also stabilized using a track-tensioning device 150, which comprises a supporting structure 151 integral with undercarriage 110, and two top idler wheels 152 supporting branch TK3.

Front idler wheels 111, being designed to guide and keep track TK taut, are carriageed movably with respect to undercarriage 110 by means of a tensioning device 160 described in detail below with particular reference to Figure 12.

A tensioning device 160 of the type used in the present invention enables fast, easy assembly/disassembly of track TK to/from crawler unit 100 (see below, Figures 14, 15) without having to split the track, as in the case of currently used spliceless rubber tracks.

Front idler wheels 111 are fitted to a hub 115, to which is hinged a link 116.

A first end 116a of link 116 is hinged to undercarriage 110 about a fulcrum 117; and a rod 119 of tensioning device 160 is hinged by a hinge 118 to a second end 116b of link 116.

Tensioning device 160 as a whole is hinged to undercarriage 110 by a hinge 120, and comprises, in addition to rod 119, a hydraulic cylinder 121 for imparting linear movement of rod 119.

When rod 119 is fully withdrawn (i.e. when the oil is drained from hydraulic cylinder 121) and tensioning device 160 as a whole is removed from hinge 120 (Figures 10, 14), front idler wheels 111 move inwards of crawler unit 100, and the surfaces of front idler wheels 111 lose their grip on the inner surface of track TK and are also detached from the guide channel (not shown) formed inside track TK.

At which point, track TK can be changed.

Once the new track TK is carriageed, tensioning device 160 is simply hinged once more to hinge 120 (Figure 10) and hydraulic cylinder 121 pressurized, so that a piston PT moves forward to push end 116b of link 116 outwards of crawler unit 100 (Figure 15), and hub 115 rotates about fulcrum 117 to bring front idler wheels 111 back into contact with the inner surface of track TK.

More specifically, as regards tensioning device 160, and as shown particularly in Figures 10, 11 and 12, rod 119 is integral with hydraulic piston PT sliding inside hydraulic cylinder 121, and is actually connected to hydraulic piston PT by a cup 122 which slides, in use, inside a cup-shaped body 123.

Cup-shaped body 123 comprises an outwardly-projecting flange 123a, in which a ring of holes is formed, each for receiving a respective guide rod 124, possibly fitted with a respective stop bolt 125.

At the opposite end to cup-shaped body 123, a hinge member 126 is hinged to link 116 by hinge 118.

More specifically, hinge member 126 comprises a flange 126a identical to flange 123a and also having holes fitted through with guide rods 124, possibly fitted with stop bolts 127.

Guide rods 124, in use, therefore slide freely inside the respective holes in flanges 123a and 126a, and travel a distance defined by the distance between stop bolts 125 at one end, and 127 at the other end.

A first spring 128, coaxial with and surrounding rod 119, has a first end 128a resting on cup 122, and a second end 128b resting, in use, on the inner surface of flange 126a.

As shown in Figures 11, 12, a second spring 129 is coaxial with both rod 119 and first spring 128, is larger in diameter than spring 128, and is formed by spirally winding music wire thicker than that of spring 128.

The ends 129a, 129b of second spring 129 rest, in use, on the inner surfaces of flanges 123a and 126a respectively.

Two coaxial springs 128, 129 are used for the following reason : whereas spring 128 provides for maintaining the right operating tension of track TK (by subjecting it, for example, to a force of a few hundred daN) when the vehicle is moving forward, spring 129 only comes into play when the vehicle develops traction stress when reversing, and track TK requires over ten times the force to prevent excessive back-up of front idler wheels 111 and, hence, excessive deformation of track TK.

As shown in Figure 16, the front of crawler unit 100 is connected mechanically to main body MB by a leaf spring 170 and a rigid spacer strut 171.

More specifically, a fastening member 172 is bolted to main body MB.

Fastening member 172 comprises a bracket-like, i.e. substantially C-shaped, first end portion 172a surrounding front portion MB1 of main body MB.

Fastening member 172 also comprises an intermediate second portion 172b resting on main body MB; and a bracket-like third end portion 172c projecting outwards of main body MB.

More specifically, in a preferred non-limiting embodiment, end portion 172c has a central member 172c* perpendicular to the axis (X) of substantial longitudinal symmetry of main body MB; and two lateral members 172c** parallel to axis (X) and extending laterally with respect to main body MB.

As shown in Figure 16, leaf spring 170 is fixed in oscillating manner to intermediate second portion 172b by a plate 173 and bolts 174.

A bracket 175, fixed to undercarriage 110, has an opening 176 for insertion of a free end 170a of leaf spring 170.

A first end 171a of rigid spacer strut 171 is bolted to one of lateral members 172c**, and a second end 171b has a C-shaped member 177 which engages bracket 175 to maintain the correct distance between unit 100 and main body MB.

The above is summed up in Figure 5.

That is, a fully integrated, standard main body MB featuring a differential DFL with a right-side ring gear CRN (Figure 3) may form the basis for a wheeled vehicle (Figures 6, 7) or triangular-track crawler vehicle (Figures 10, 11, 12, 13, 14, 15, 16), with the option, for the triangular-track vehicle, of a hydrostatic steering system as described, for example, in Patent Application MO99A000226.

A main body MB featuring a differential with a left-side ring gear CRN (Figure 4), on the other hand, only forms the basis for a rectangular-track crawler vehicle (Figures 8, 9), also with an optional hydrostatic steering system as described, for example, in Patent Application MO99A000226.

A main body MB with a bevel pinion/ring gear transmission, as opposed to a differential, may be used, with a right-side ring gear, to form a triangular-track crawler vehicle, and, with a left-side ring gear, to form a rectangular-track crawler vehicle. Obviously, when employing a bevel pinion/ring gear transmission, the vehicle may be steered in the usual known way, substantially comprising a steering clutch and steering brake (not shown) for each track.

The main advantage of the present invention lies in enabling production of different wheeled or crawler vehicle models from the same main body, and so greatly reducing manufacturing cost.