Abstract:
A trailer that includes a belts that each encompass a front wheel and a rear wheel and have a ground engaging surface and a wheel engaging surface, the wheel engaging surface having lugs thereon for mating with the apertures in the front wheel and the rear wheel such that when the at least one of the front wheel or the rear wheel rotates, the belt is positively driven and at least one belt tensioning system for maintaining tension on the plurality of belts, the at least one belt tensioning system includes a track tension cylinder operatively mounted between an axle of the at least one of the front wheel or the rear wheel and the main frame, wherein the track tension cylinder maintains tension on the belt by moving the axle of the at least one of the front wheel or the rear wheel in a horizontal.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This patent application is a continuation-in-part of U.S. patent application Ser. No. 11/457,387, filed Jul. 13, 2006, incorporated herein by reference, which is a continuation-in-part of U.S. patent application Ser. No. 11/068,543, filed Feb. 28, 2005, incorporated herein by reference, which is a continuation of U.S. patent application Ser. No. 10/608,656, filed Jun. 27, 2003, now U.S. Pat. No. 6,860,571, incorporated herein by reference, which claims the benefit of U.S. Provisional Application No. 60/392,155, filed on Jun. 27, 2002, incorporated herein by reference. 
     
    
     BACKGROUND OF INVENTION 
       [0002]    There are a number of problems associated with belt driven trailers. This includes how the belt travels over entrained wheels, how the structural integrity of the belt and wheels are maintained, how to encompass the belt in lateral alignment with the wheels when the wheels are subjected to large lateral loads, how to provide long life for the belt and wheels, how to preclude the belt from coming off the wheels, how to brake the belt and wheel systems, how to preclude the belt from coming off of the wheels during braking, and how to maintain proper belt tension during braking and turning. 
         [0003]    The elastomeric belt systems that are used in these trailer applications operate such that the elastomeric belt needs to be highly tensioned about a pair of wheels to provide frictional engagement with the wheels. Interposed between the wheels is a roller support system for distributing a portion of the weight and load imposed on the machine frame to the belt. The roller support system includes a mounting structure, which is pivotally connected to the machine frame. The frictional elastomeric drive belt system requires a higher belt tension. This higher belt tension causes premature failure of the belt. Also, track failure is common in wet and rocky conditions, and the track tends to fall off (run off) during braking and turning. 
         [0004]    The present invention is directed to overcome one or more of the problems as set forth above. 
       SUMMARY OF INVENTION 
       [0005]    In one aspect of this invention, a trailer is disclosed. This trailer includes a plurality of belts, wherein each of the plurality of belts encompass a front wheel and a rear wheel, wherein the belt has a ground engaging surface and a wheel engaging surface, the wheel engaging surface having lugs thereon for mating with the apertures in the front wheel and the rear wheel such that when the at least one of the front wheel or the rear wheel rotates, the belt is positively driven, at least one suspension system for absorbing load stresses, wherein the at least one suspension system includes a trailer frame pivot on a main frame of the trailer, at least one of the front wheel and the rear wheel rotatably mounted between a first side and a second side of a lower suspension bracket such that when the at least one of the front wheel and the rear wheel encounters an object or depression, the lower suspension bracket moves in a vertical direction and pivots about the track frame pivot thereby allowing the at least one of the front wheel and the rear wheel to move vertically without moving the main frame proportionally vertical, and at least one belt tensioning system for maintaining tension on the plurality of belts, the at least one belt tensioning system includes a track tension cylinder operatively mounted between an axle of the at least one of the front wheel or the rear wheel and the main frame, wherein the track tension cylinder maintains tension on the belt by moving the axle of the at least one of the front wheel or the rear wheel in a horizontal direction. 
         [0006]    In still another aspect of this invention, a trailer is disclosed. The trailer includes a plurality of belts, wherein each of the plurality of belts encompass a front wheel and a rear wheel, wherein the belt has a ground engaging surface and a wheel engaging surface, the wheel engaging surface having lugs thereon for mating with the apertures in the front wheel and the rear wheel such that when the at least one of the front wheel or the rear wheel rotates, the belt is positively driven, at least one suspension system for absorbing load stresses, wherein the at least one suspension system includes a trailer frame pivot on a main frame of the trailer, at least one of the front wheel and the rear wheel rotatably mounted between a first side and a second side of a lower suspension bracket such that when the at least one of the front wheel and the rear wheel encounters an object or depression, the lower suspension bracket moves in a vertical direction and pivots about the track frame pivot thereby allowing the at least one of the front wheel and the rear wheel to move vertically without moving the main frame proportionally vertical, at least one belt tensioning system for maintaining tension on the plurality of belts, the at least one belt tensioning system includes a track tension cylinder operatively mounted between an axle of the at least one of the front wheel or the rear wheel and the main frame, wherein the track tension cylinder maintains tension on the belt by moving the axle of the at least one of the front wheel or the rear wheel in a horizontal direction, and a plurality of electric braking systems for braking the front wheel and the rear wheel on the trailer to slow and stop the rotation of the front wheel and the rear wheel. 
         [0007]    In yet another aspect of this invention, a trailer is disclosed, the trailer includes a first set of a plurality of belts, wherein each of the first set of a plurality of belts encompass a front wheel and a rear wheel, wherein the belt has a ground engaging surface and a wheel engaging surface, the wheel engaging surface having lugs thereon for mating with the apertures in the front wheel and the rear wheel such that when the at least one of the front wheel or the rear wheel rotates, the belt is positively driven, at least one first suspension system for absorbing load stresses, wherein the at least one first suspension system includes a trailer frame pivot on a main frame of the trailer, at least one of the front wheel and the rear wheel rotatably mounted between a first side and a second side of a lower suspension bracket such that when the at least one of the front wheel and the rear wheel encounters an object or depression, the lower suspension bracket moves in a vertical direction and pivots about the track frame pivot thereby allowing the at least one of the front wheel and the rear wheel to move vertically without moving the main frame proportionally vertical, at least one first belt tensioning system for maintaining tension on the plurality of belts, the at least one first belt tensioning system includes a track tension cylinder operatively mounted between an axle of the at least one of the front wheel or the rear wheel and the main frame, wherein the track tension cylinder maintains tension on the belt by moving the axle of the at least one of the front wheel or the rear wheel in a horizontal direction, a first mount positioned on top of a first trailer frame that is operatively attached the first set of a plurality of belts, the at least one first suspension system and the at least one first belt tensioning system, wherein the first mount is attachable to a storage-type container, a second set of a plurality of belts, wherein each of the second set of the plurality of belts encompass a front wheel and a rear wheel, wherein the belt has a ground engaging surface and a wheel engaging surface, the wheel engaging surface having lugs thereon for mating with the apertures in the front wheel and the rear wheel such that when the of the at least one of the front wheel or the rear wheel rotates, the belt is positively driven, at least one second suspension system for absorbing load stresses, wherein the at least one second suspension system includes a second trailer frame pivot on a second frame of the trailer, at least one of the front wheel and the rear wheel rotatably mounted between a first side and a second side of a lower suspension bracket such that when the at least one of the front wheel and the rear wheel encounters an object or depression, the lower suspension bracket moves in a vertical direction and pivots about the track frame pivot thereby allowing the at least one of the front wheel and the rear wheel to move vertically without moving the main frame proportionally vertical, at least one second belt tensioning system for maintaining tension on the plurality of belts, the at least one second belt tensioning system includes a track tension cylinder operatively mounted between an axle of the at least one of the front wheel or the rear wheel and the main frame, wherein the track tension cylinder maintains tension on the belt by moving the axle of the at least one of the front wheel or the rear wheel in a horizontal direction, and a second mount positioned on top of a second trailer frame that is attached to the second set of a plurality of belts, the at least one second suspension system and the at least one second belt tensioning system, wherein the second mount is attachable to the storage-type container. 
         [0008]    In still another aspect of the present invention, a trailer is disclosed, the trailer includes a plurality of wheels, wherein each of the plurality of wheels encompass a front wheel and a rear wheel, at least one suspension system for absorbing load stresses, wherein the at least one suspension system includes a trailer frame pivot on a main frame of the trailer, at least one of the front wheel and the rear wheel rotatably mounted between a first side and a second side of a lower suspension bracket such that when the at least one of the front wheel and the rear wheel encounters an object or depression, the lower suspension bracket moves in a vertical direction and pivots about the track frame pivot thereby allowing the at least one of the front wheel and the rear wheel to move vertically without moving the main frame proportionally vertical, at least one load balancing system that includes a track tension cylinder operatively mounted between an axle of the at least one of the front wheel or the rear wheel and the main frame, wherein the track tension cylinder can selectively move the axle of the at least one of the front wheel or the rear wheel in a horizontal direction, and a plurality of electric braking systems for braking the front wheel and the rear wheel on the trailer to slow and stop the rotation of the front wheel and the rear wheel. 
         [0009]    Still other aspects of the invention can include a mount positioned on top of the trailer frame, wherein the mount is attachable to a storage-type container. Also, where the mount can include a fifth wheel. Moreover, a draw bar can be attached to the trailer frame. 
         [0010]    Another aspect of this invention is that the at least one belt tensioning system includes at least one front pinion movable within at least one front rack, wherein the at least one front pinion is operatively connected to a front axle and a front, lower suspension bracket and wherein the at least one belt tensioning system includes at least one rear pinion movable within at least one rear rack, wherein the at least one rear pinion is operatively connected to a rear axle and the rear, lower suspension bracket. 
         [0011]    Still another aspect of this invention is that the front axle can spin freely within a first bearing assembly and the rear axle can spin freely within a second bearing assembly. 
         [0012]    These are merely some of the innumerable aspects of the present invention and should not be deemed an all-inclusive listing of the innumerable aspects associated with the present invention. These and other aspects will become apparent to those skilled in the art in light of the following disclosure and accompanying drawings. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0013]    For a better understanding of the present invention, reference may be made to the accompanying drawings in which: 
           [0014]      FIG. 1  is a side view of a lower section of a track driven device, e.g., military vehicle, having a suspension system, a belt tensioner system, and an electric drive running gear system according to the present invention; 
           [0015]      FIG. 2  is a side view according to  FIG. 1  but with phantom lines illustrating hidden components of the track driven device, e.g., military vehicle; 
           [0016]      FIG. 3  is a front view of a wheel for the track driven device, e.g., military vehicle, shown in  FIGS. 1 and 2 ; 
           [0017]      FIG. 4  is a side view of the wheel shown in  FIG. 3  for the track driven device, e.g., military vehicle; 
           [0018]      FIG. 5  is an exploded, top view of one side of the track driven device, e.g., military vehicle, having the suspension system, the belt tensioner system, and the electric drive running gear system according to  FIG. 1 ; 
           [0019]      FIG. 6  is an exploded, side view of one side of the track driven device, e.g., military vehicle, having the suspension system, the belt tensioner system, and the electric drive running gear system according to  FIG. 1 ; 
           [0020]      FIG. 7  is a front view of one side of the track driven device, e.g., military vehicle, having the suspension system, the belt tensioner system, and the electric drive running gear system according to  FIG. 1 ; 
           [0021]      FIG. 8  is a front view of one side of the track driven device, e.g., military vehicle, having the suspension system, the belt tensioner system, and the electric drive running gear system according to  FIG. 7  but with phantom lines illustrating hidden components of the track driven device, e.g., military vehicle; 
           [0022]      FIG. 9  is a top view of one side of the track driven device, e.g., military vehicle, having the suspension system, belt tensioner system, and electric drive running gear system according to  FIG. 1 ; 
           [0023]      FIG. 10  is a top view of one side of the track driven device, e.g., military vehicle, having the suspension system, belt tensioner system, and electric drive running gear system according to  FIG. 9  but with phantom lines illustrating hidden components of the track driven device, e.g., military vehicle; 
           [0024]      FIG. 11  is a schematic diagram of an electric drive system associated with the present invention; 
           [0025]      FIG. 12  is a side view of a lower section of a wheel driven device, e.g., military vehicle, having a suspension system, a belt tensioner system, and an electric drive running gear system thereon to the present invention; 
           [0026]      FIG. 13  is a top view according to  FIG. 12  of a lower section of a wheel driven device, e.g., military vehicle, having a suspension system, the belt tensioner system, and the electric drive running gear system according to the present invention; 
           [0027]      FIG. 14  is a side view of a semi-trailer truck or tractor-trailer having a suspension system, belt tensioner system, and electric drive running gear system according to  FIG. 12  of the present invention; 
           [0028]      FIG. 15  is a side view of a truck cab with a fifth wheel having a one-half of the suspension system, belt tensioner system, and electric drive running gear system according to  FIG. 12  of the present invention; 
           [0029]      FIG. 16  is a side view of a tanker truck utilizing the truck cab and fifth wheel of  FIG. 15  having a suspension system, belt tensioner system, and electric drive running gear system according to  FIG. 12  of the present invention; 
           [0030]      FIG. 17  of a tanker truck utilizing the truck cab and fifth wheel of  FIG. 16 , wherein the tanker portion of the truck utilizes one-half of the suspension system, belt tensioner system, and electric drive running gear system is according to  FIG. 12  of the present invention; 
           [0031]      FIG. 18  is a military vehicle, e.g., tank, having a rotatable turret and gun along with a suspension system, belt tensioner system, and electric drive running gear system according to  FIG. 12  of the present invention; 
           [0032]      FIG. 19  is a side view of a lower section of a track driven device, e.g., trailer, having a belt tensioner system, and an electric braking system according to the present invention with phantom lines illustrating hidden components; 
           [0033]      FIG. 20  is a side view of a lower section of a track driven device, e.g., trailer, as shown in  FIG. 19  with additional details, having a belt tensioner system, and an electric braking system according to the present invention; 
           [0034]      FIG. 21  is a front view of one side of the track driven device, e.g., trailer, having the belt tensioner system, and the electric braking system according to  FIG. 20 ; 
           [0035]      FIG. 22   a  is a top view of a lower section of a track driven device, e.g., trailer, as shown in  FIG. 20 , having a belt tensioner system, and an electric braking system according to the present invention; 
           [0036]      FIG. 22   b  is a top view of a lower section of a track driven device, e.g., trailer, as shown in  FIG. 22   a,  having a fifth wheel and draw bar hitch according to the present invention; 
           [0037]      FIG. 23   a  is a side view of a trailer having a belt tensioner system, and electric braking system according to  FIG. 20  of the present invention; 
           [0038]      FIG. 23   b  is a side view of a wheeled trailer according to  FIG. 23   a,  having a wheel positioning system for load balancing, and an electric braking system according to  FIG. 20  of the present invention; and 
           [0039]      FIG. 24  is a side view of a trailer having dual belt tensioner systems and dual electric braking systems according to  FIG. 20  of the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0040]    In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be understood by those skilled in the art that the present invention may be practiced without these specific details. Additionally, the present invention contemplates that one or more of the various features of the present invention may be utilized alone or in combination with one or more of the other features of the present invention. 
         [0041]    Referring now to the drawings, wherein like reference numerals designate identical or corresponding parts throughout the several views,  FIGS. 1 and 2  illustrate a lower section  11  of a track driven device  10 , e.g., military vehicle. The track driven device  10 , e.g., military vehicle, has two belts  13  each encompassing a lug engaged rear wheel  15  and a lug engaged front wheel  14 . 
         [0042]    Referring now to  FIG. 11 , an electric drive system is generally indicated by numeral  200 . In the preferred, but nonlimiting embodiment, there is a first electric drive motor  212  electrically connected to a first electric drive  211 , a second electric drive motor  214  electrically connected to a second electric drive  213 , a third electric drive motor  216  electrically connected to a third electric drive  215  and a fourth electric drive  217  electrically connected to a fourth electric drive motor  218 . The electric drives  211 ,  213 ,  215  and  217  are electrically connected to a generator  226  and a system controller  220 . There is preferably a user interface  222  for operating the system controller  220 . In an illustrative, but nonlimiting, example, the power rating is Five Hundred (500) Horsepower for the electric drive system  200 . The electric motor drives  211 ,  213 ,  215  and  217  are preferably, but not necessarily, independent with an illustrative input voltage of 489 Volts AC at 60 Hz and range from about 160 Volts AC to about 528 Volts AC on Volts/Hz curve. The electric drive motors  212 ,  214 ,  216 , and  218  are preferably, but not necessarily, brushless DC or AC Vector with a motor speed range of 1000:1. The feedback for the drives is preferably, but not necessarily, resolver feedback. The system controller  220  is preferably, but not necessarily, a main controller with user input and output, i.e., I/O, and can be electrically connected to the generator  226  via a data line  221 . The generator  226  can provide three phase AC power to the electric motor drives  211 ,  213 ,  215  and  217 . Electronic braking can be provided via a dB external resistor. Also, by reversing the voltage from the controller  220  to the electric motor drives  211 ,  213 ,  215  and  217  provides braking by reversing the direction of the electric drive motors  212 ,  214 ,  216 , and  218 . The first and second electric motors  212  and  214  power and brake the lug engaged rear wheels  15  to drive the belts  13  and the third and fourth electric motors  216  and  218  power and brake the lug engaged front wheels  14  to drive the belts  13 . Illustrative, but nonlimiting, examples of electric drives of this type are available from Custom Power Technology, Inc. having a place of business at N93 W14605 Whittaker Way, Menomonee Falls, Wis. 53051. 
         [0043]    Although a two wheel station embodiment is described in  FIGS. 1 and 2  indicated by numeral  10  with middle rollers  40 , a five wheel station or six wheel station embodiment is preferred for a typical military vehicle application, e.g., tank, which is shown in  FIG. 18  and generally indicated by numeral  400 . The electric drive running gear system for a tank is generally indicated by numeral  401 . However, the number of electric motor drives and electric drive motors will need to be increased accordingly. The first wheel station is indicated by first lug engaged rear wheel  15 , a second wheel station is indicated a second lug engaged wheel  402 , a third wheel station is indicated a third lug engaged wheel  404 , a fourth wheel station is indicated a fourth lug engaged wheel  406 , a fifth wheel station is indicated a fifth lug engaged wheel  408 , and a sixth wheel station is indicated by a sixth lug engaged front wheel  14 . Positioned on top of the electric drive running gear system  401  is a turret  410  that is preferably rotatable. Mounted on the turret  410  is a gun  412 . Any of a wide variety of available guns will suffice. For example, modem tank guns can include, but are not limited to, a large-caliber high-velocity gun, a machine gun, a high explosive anti-tank gun, an automatic cannon and a guided missile. 
         [0044]    Referring now to  FIGS. 3 and 4 , the lug engaged front wheels  14  and the lug engaged rear wheels  15  are shown. The lug engaged front wheels  14  and the lug engaged rear wheels  15  preferably include a series of paddles  17 . The series of paddles assist in mud and sand and allow the vehicle to keep moving. Also, the paddles  17  protrude out of the lug engaged front wheels  14  and the lug engaged rear wheels  15  for a “mobility kill” if the belts  13 , shown in  FIG. 3 , become lost. The lug engaged front wheels  14  and the lug engaged rear wheels  15  each having a circumference  9  with retractable paddles  17  that are compressed when a belt  13  is positioned around the circumference  9  of the lug engaged front wheels  14  and the lug engaged rear wheels  15  and extended therefrom when the belt  13  is removed for engagement into the earth for movement therein. The lug engaged front wheels  14  and the lug engaged rear wheels  15  also have front windows or openings  16  in the circumference. In an alternative embodiment, side windows (not shown) are provided in the side of the lug engaged front and rear wheels  14 ,  15 . The windows  16  allow snow, ice, soil, rocks and other foreign matter to pass freely during operation. In addition, the front windows  16  are used to receive lugs  18  on belts  13 , which are best illustrated in  FIGS. 1 and 2 . The lugs  18  enter the front windows  16  in much the same way that meshing gears interact with one another. As the lug engaged wheels  14 ,  15  rotate, the lugs  18  mate with the front windows  16 , and the belts  13  are positively driven by the lug engaged wheels  14 ,  15 . 
         [0045]    In an alternative embodiment, there are no windows  16  in the lug engaged wheels  14 ,  15 . Rather, the lug engaged wheels  14 ,  15  and the lugs  18  mate in much the same way as two gears mesh. 
         [0046]    Referring again to  FIGS. 1 and 2 , a suspension system  12  is operatively mounted to each side of the lower sections  11  of the track driven device  10 , e.g., military vehicle. The suspension systems  12  provide independent suspension for the belts  13 . The suspension systems  12  absorb load stresses and allow the lug engaged wheels  14 ,  15  to move vertically when an object is encountered providing a more comfortable, controlled and safe ride while prolonging the life of the track driven device  10 , e.g., military vehicle, such as a tank. 
         [0047]    Although it is understood that the track driven device  10 , e.g., military vehicle, has two belts  13  and two suspension systems  12 , the description that follows describes one side of the track driven device  10 , e.g. military vehicle. Referring in combination to  FIGS. 1 and 2 , the suspension system  12  has a front, lower suspension bracket  19  and rear, lower suspension bracket  119 . 
         [0048]    The front, lower suspension bracket  19  has front ends  23  that are operatively connected to a frame  20  of the track driven device  10 , e.g., military vehicle, via a front suspension cylinder  21  and a front, upper suspension bracket  22 . The front suspension cylinder  21  has a first end  50  operatively attached to the front, lower suspension bracket  19  and a second end  51  operatively attached to the front, upper suspension bracket  22 . The front, upper suspension bracket  22  is operatively attached to the frame  20 . 
         [0049]    The rear, lower suspension bracket  119  has rear ends  123  that are operatively connected to a frame  20  of the track driven device  10 , e.g., military vehicle, via a rear suspension cylinder  121  and a rear, upper suspension bracket  122 . The rear, suspension cylinder  121  has a first end  150  operatively attached to the rear, lower suspension bracket  119  and a second end  151  operatively attached to the rear, upper suspension bracket  122 . The rear, upper suspension bracket  122  is operatively also attached to the frame  20 , as also shown in  FIGS. 7 and 8 . 
         [0050]    Referring now to  FIGS. 5 and 6 , which illustrate the lug engaged rear wheel  15  rotatably mounted between a first side  128  and a second side  129  of the rear, lower suspension bracket  119  via an axle  130 . The rear, lower suspension bracket  119  has distal ends  124  operatively attached to a rear portion  125  of a main frame  25 . The main frame  25  is pivotally mounted to a track frame pivot  26 . 
         [0051]    The track frame pivot  26  is operatively attached to the main frame  25 , which includes a rear frame portion  125  and a front frame portion  126 . The track frame pivot  26  extends from one side of the main frame  25  to the other side for each suspension system  12 . The track frame pivot  26  is operatively connected to the main frame  25  via a bearing cup  38  and a bearing cap  39  and includes a rear wing member  75  and a front wing member  76 , which are secured by a rear mounting member  78  and a front mounting member  79 , respectively. Both wing members  75  and  76  are secured to a vertical support member  80 , as shown in  FIG. 6 . 
         [0052]    Ends of the track frame pivot  26  ride in the bearing cup  38  and the bearing cap  39 . To hold the track frame pivot  26  in place, the bearing cap  39  is bolted over the track frame pivot  26  to the bearing cup  38 . In the preferred, but nonlimiting, embodiment, the bearing cap  39  and the bearing cup  38  are lined with neoprene rubber. The track frame pivot  26  is preferably a steel bar, however, other materials may be utilized. 
         [0053]    The suspension cylinders  21 ,  121  are generally readily available and one such illustrative, but nonlimiting, cylinder is made by Caterpillar Industrial Products, Inc. in Peoria, Ill. under Part No. 151-1179. The suspension cylinders  21 ,  121  are each hydraulically connected to an accumulator  27 ,  127 , respectively, via a suspension pressure line  49 ,  149 , respectively, to provide suspension travel and load support. Preferably, the accumulators  27 ,  127  are high capacity nitrogen accumulators. The accumulators  27 ,  127  are available over-the-counter and one such accumulator is made by Caterpillar Industrial Products, Inc. in Peoria, Ill. under Part No. 7U5050. It is obvious to those with ordinary skill in the art that other cylinders and accumulators could be substituted for these specific cylinders and accumulators. The pressure in the suspension cylinders  21 ,  121  are each controlled by a regulator  204 ,  202 , respectively, that is connected between the suspension cylinders  21 ,  121  and the accumulators  27 ,  127 . The regulators are electrically connected to a controller, e.g., processor,  206 , as shown in  FIG. 1 . 
         [0054]    When the lug engaged front wheels  14  and/or the lug engaged rear wheels  15  encounter an object, the lug engaged front wheels  14  and/or the lug engaged rear wheels  15  move upwardly and the suspension cylinders  21 ,  121 , respectively, absorb the initial shock of the object. During this upward movement, the suspension system  12  pivots about the track frame pivot  26 . On the downward movement, the suspension cylinders  21 ,  121  preclude a rapid descent for a smooth ride. 
         [0055]      FIGS. 9 and 10  show a roller bearing or side thrust bearings  52 ,  152 , respectively, that are operatively attached between the front, lower suspension bracket  19  and rear, lower suspension bracket  119 , respectively, and an inside support  53  to prevent side bearing thrust movement. The side thrust bearings  52 ,  152  allow the lower suspension brackets  19 ,  119  to move up and down pivoting about the track frame pivot  26 . The side thrust bearings  52 ,  152  move up and down and keep the track frame  25  from moving. 
         [0056]    Referring now to  FIGS. 1 , and  2 , dual track belt tensioners  31 ,  131  are used to maintain tension on the belt  13  between the lug engaged front wheels  14  and the lug engaged rear wheels  15 . The amount of tension in the belt  13  is determined by the horizontal distance between the lug engaged front wheels  14  and the lug engaged rear wheels  15 . The lug engaged rear wheels  15  are rotatably mounted about an axle  130 , and the lug engaged front wheels  14  are rotatably mounted to an axle  30 , as shown in  FIG. 5 . 
         [0057]    Referring now to  FIG. 6 , the rear track belt tensioner  131  includes a first bracket  182  and a second bracket  133  for supporting a rear track tension cylinder  132 . The rear track tension cylinder  132  has a piston rod  190  that is operated to move back and forth and is connected to a rear idler bearing  152 , e.g., tapered roller bearing, that interconnects with a rear axle bearing  154 , e.g., pillow-block bearing, that is connected to a rear pinion  156  that moves within a rear rack  158 . Therefore, when the rear track tension cylinder  132  is extended along the horizontal axis, the rear pinion  156  can move until the rear pinion  156  reaches an adjustable stop  181  and is fully extended rearward to move the lug engaged rear wheels  15  back as far as possible to maximize tension on the belts  13 . Likewise, when the rear track tension cylinder  132  is retracted, the rear pinion  156  can move until the rear pinion  156  is fully protracted moving the lug engaged rear wheels  15  forward closer to the lug engaged front wheels  14  to minimize the tension on the belts  13 . As shown in  FIG. 5 , the rear pinion  156  moves a rear idler bearing  152 , e.g., tapered roller bearing, rotatably mounted within the rear axle bearing  154 , e.g., pillow-block bearing. On the axle  130 , the hub  154  is positioned between the electric drive motors  212 ,  214  and the rear axle bearing  153 , e.g., pillow-block bearing, to allow the axle  131  to rotate and drive the belts  13  and yet be moved back and forth horizontally through the rear belt tensioner  131 . 
         [0058]    Likewise, the front track belt tensioner  31  includes a third bracket  82  and a fourth bracket  33  for supporting a front track tension cylinder  32 . The front track tension cylinder  32  has a piston rod  90  that is operated to move back and forth and is connected to a front idler bearing  162 , e.g., tapered roller bearing, that interconnects with a front axle bearing  164 , e.g., pillow-block bearing, that is connected to a front pinion  166  that moves within a front rack  168 . Therefore, when the front track tension cylinder  32  is extended along the horizontal axis, the front pinion  166  can move forward until the front pinion  166  reaches an adjustable stop  81  and is fully extended forward to move the lug engaged front wheels  14  forward as far as possible to maximize tension on the belts  13 . Likewise, when the front track tension cylinder  32  is retracted, the front pinion  166  can move until the front pinion  166  is fully protracted moving the lug engaged front wheels  14  backward closer to the lug engaged front wheels  14  to minimize the tension on the belts  13 . As shown in  FIG. 5 , the front pinion  166  moves a front idler bearing  162 , e.g., tapered roller bearing, rotatably mounted within the rear axle bearing  164 , e.g., pillow-block bearing. On the axle  30 , the hub  54  is positioned between the electric drive motors  216 ,  218  and the front axle bearing  164 , e.g., pillow-block bearing, to allow the axle  30  to rotate and drive the belts  13  and yet be moved back and forth horizontally through the front belt tensioner  31 . 
         [0059]    The lug engaged front wheels  14  and the lug engaged rear wheels  15  are encapsulated in the rear and front lower suspension brackets  119  and  19 , respectively to keep the belts  13  from falling off of the lug engaging wheels  14 ,  15 . The suspension brackets  119  and  19  pivot about the track frame pivot  26  but do not move horizontally with the track tension cylinders  32 ,  132 . 
         [0060]    The combination of the suspension cylinders  21 ,  121  and the track tension cylinders  32 ,  132  absorb the shock placed on the lug engaged front wheels  14  and the lug engaged rear wheels  15 . This shock absorption prevents the belt  13  from tearing and falling off the lug engaged front wheels  14  and the lug engaged rear wheels  15  and also provides a smooth ride. 
         [0061]    Referring again to  FIGS. 1 and 2 , the rear track belt tensioner  131  has the track tension cylinder  132  and the front track belt tensioner  31  has the front track tension cylinder  32 . The rear track belt tensioner  131  is mounted to the frame  20  by attaching, e.g., welding, the first bracket  182  and a second bracket  133  for supporting a rear track tension cylinder  132  to the rear, lower suspension bracket  119  and the front track belt tensioner  31  is mounted to the frame  20  by attaching, e.g., welding, the third bracket  82  and the fourth bracket  33  for supporting a front track tension cylinder  32  to the front, lower suspension bracket  19 . 
         [0062]    The track tension cylinders  32 ,  132  are hydraulically connected to a tension accumulator  35  via an electronic pressure regulator  208  to provide belt  13  tensioning and a smooth ride. The electronic pressure regulator  208  is electronically connected to a processor  206 . The tension accumulator  35  is preferably physically located and mounted between the two track tension cylinders  32 ,  132 . It is important to note that in the preferred embodiment, there is one tension accumulator  35  and two track tension cylinders  132 ,  32  per belt  13 . However, the track tension cylinders  132 ,  32  could be connected to two separate accumulators. In yet another embodiment, the track tension cylinders  132 ,  32  and the suspension cylinders  121 ,  21  are connected to a single accumulator among numerous other combinations. 
         [0063]    The tension accumulator  35  is hydraulically connected to the track tension cylinders  132 ,  32  via hoses  136  and  36 , respectively. The track tension cylinders  132 ,  32  are, preferably, a tow large-bore, long-stroke cylinder to provide excellent cushioning and dampening. J. R. Schneider Company is located at 849 Jackson Street, Benicia, Calif., 94510 and provides a suitable cylinder under the name BAILEY330™. Part No. 216-141. Preferably, the tension accumulator  35  is a high capacity nitrogen accumulator. The tension accumulator  35  can be purchased from DYNA TECH, A Neff Company, located at 1275 Brume Elk Grove Village, Ill., 60007, and provides a suitable accumulator under Part No. A2-30E-OSG-BTY-MIO. It is obvious to those with ordinary skill in the art that numerous other cylinders and accumulator(s) could be substituted for these specific cylinders and accumulator. 
         [0064]    The tension on the belt  13  needs to be set after the belt  13  is assembled on the lug engaged front wheels  14  and the lug engaged rear wheels  15 . To set the tension, hydraulic fluid is added to the track belt tensioners  131 ,  31  until the gauge on the track tension cylinders  132 ,  32  reads a predetermined value, e.g., 10,000 pound per square inch. The tension accumulator  35  is pre-charged to a predetermined value, e.g., 600 pounds per square inch, with nitrogen. 
         [0065]    The combination of the suspension system  12  and the track belt tensioners  131 ,  31  provides independent track suspension. When an object is encountered by the lug engaged wheels  14 ,  15 , the lug engaged front wheels  14  and the lug engaged rear wheels  15  are allowed to move vertically and horizontally because of the suspension system  12  and the track belt tensioners  131 ,  31 , respectively. 
         [0066]    Referring now to  FIGS. 1 ,  2 ,  5  and  6 , middle rollers  40  are shown. The middle rollers  40  are rotatably mounted to the frame  20  and fixed; the middle rollers  40  are not capable of moving up and down or back and forth. In the preferred illustrative, but nonlimiting, embodiment, there are eight middle rollers  40  per belt  13 . There are four middle rollers  40  along the outside of the belt  13 , and there are four middle rollers  40  along the inside of the belt  13 . The eight middle rollers  40  are preferably weight bearing and, thus, provide a low ground pressure design and are load bearing rollers. Suitable middle rollers  40  are available through Caterpillar Industrial Products, Inc. under Part No. 120-5746. In arctic use, the ground contacting surfaces of the middle rollers  40  can be coated with rubber. Preferably, under normal conditions, the middle rollers  40  are made with solid rubber. The middle rollers  40  are beveled on one side to match the bevel of the cog of the rubber track. Preferably, each one of the middle rollers  40  are mounted via piston cylinder assemblies  41  to the main frame  25  to apply pressure on the middle rollers  40  when the middle rollers  40  engage the belts  13  through the lugs  18 . 
         [0067]    Also, carrier rollers  290 , e.g., two, may be utilized for further support against the belts  13 . In the same manner as the middle rollers  40 , each of the carrier rollers  290  are mounted via piston cylinder assemblies  292  to the main frame  25  to apply pressure on the carrier rollers  290  when the carrier rollers  290  engage the belts  13  through the lugs  18 . 
         [0068]    Referring now to  FIGS. 12 and 13 , a wheeled-drive embodiment of the present invention is generally indicated by numeral  300  in lieu of tracks. This wheeled-drive system  300  can be identical to that shown in  FIGS. 1 and 2  with the use of wheels in lieu of lug engaged wheels  14 ,  15  and the associated belts  13 . 
         [0069]    The back, lower suspension bracket  119  has front ends  123  that are operatively connected to a frame  20  of the track driven device  10 , e.g., military vehicle, via a back suspension cylinder  121  and a back, upper suspension bracket  122 . The back, suspension cylinder  121  has a first end  150  operatively attached to the rear, lower suspension bracket  119  and a second end  151  operatively attached to the rear, upper suspension bracket  122 . The rear, upper suspension bracket  119  is operatively also attached to the frame  20 . The front, lower suspension bracket  19  has front ends  23  that are operatively connected to a frame  20  of the track driven device  10 , e.g., military vehicle, via a front suspension cylinder  21  and a front, upper suspension bracket  22 . The front suspension cylinder  21  has a first end  50  operatively attached to the front, lower suspension bracket  19  and a second end  51  operatively attached to the front, upper suspension bracket  22 . The front, upper suspension bracket  22  is operatively attached to the frame  20 . 
         [0070]    There is a rear wheel assembly  82  that relates to the previously described lug engaged rear wheels  15  and front wheel assembly  84  that relates to the previously described lug engaged front wheels  14 . The electric drive running gear embodiment  300  can be logically divided into two components. A first component  302  can include a rear wheel assembly  82  and a track frame pivot  26 . A second component  304  can include a track frame pivot  26  and the front wheel assembly  84 . 
         [0071]    Referring now to  FIG. 14 , a tandem tractor-trailer unit is indicated by numeral  400 . This includes a truck cab  403  with a front wheel assembly  404 . The truck cab  403  is integrally connected to the full wheeled embodiment  300  with both a rear wheel assembly  82  and a front wheel assembly  84 , previously shown above in  FIGS. 12 and 13 . There is a fifth wheel  402  mounted on a platform  406 . The rear wheel assembly  82  and a front wheel assembly  84  can be powered by electric drives as previously described above or idler wheels with a convention cab or cab over engine (COE) design (not shown) with the engine being located within the truck cab  403 , e.g., gasoline, diesel, electric drive, and so forth. 
         [0072]    Referring now to  FIG. 15 , a single tractor-trailer unit is indicated by numeral  410 . This includes a truck cab  403  with a front wheel assembly  404 . The truck cab  403  is integrally connected to the first component  302  can include a rear wheel assembly  82  and a track frame pivot  26 , previously shown above in  FIGS. 12 and 13 . There is a fifth wheel  402  mounted on a shortened platform  412 . The rear wheel assembly  82  can be powered by an electric drive as previously described or idler wheels with a convention cab or cab over engine (COE) design (not shown) with the engine, e.g., gasoline, diesel, electric drive, being located within the truck cab  403 . 
         [0073]    Referring now to  FIG. 16 , a tandem tanker truck  420  is shown that includes the single tractor-trailer unit is indicated by numeral  410  shown in  FIG. 15  that is described above. The single tractor-trailer unit  410  that is attached to a tandem tanker trailer assembly  458 . The tandem tanker trailer assembly  458  is mounted via a fifth wheel  402  with the full wheeled embodiment  300  with both a rear wheel assembly  82  and a front wheel assembly  84 , previously described above with reference to  FIGS. 12 and 13 . 
         [0074]    Referring now to  FIG. 17 , a single tanker truck  450  is shown that includes the single tractor-trailer unit is indicated by numeral  410  shown in  FIG. 15  that is described above. The single tractor-trailer unit  410  is attached to a tandem tanker trailer assembly  460 . The tandem tanker trailer assembly  460  is mounted via a fifth wheel  402  to the first component  302 , which can include a rear wheel assembly  82  and a track frame pivot  26 , previously described above with reference to  FIGS. 12 and 13 . 
         [0075]      FIGS. 19 and 20  illustrate a lower section  511  of a track driven device  500 , e.g., trailer. The track driven device  500 , e.g., trailer, has two belts  513  each encompassing a lug engaged rear wheel  515  and a lug engaged front wheel  514 . A suspension system  512  is operatively mounted to each side of the lower sections  511  of the track driven device  510 , e.g., trailer. The suspension systems  512  provide independent suspension for the belts  513 . The suspension systems  512  absorb load stresses and allow the lug engaged wheels  514 ,  515  to move vertically when an object is encountered providing a more comfortable, controlled and safe ride while prolonging the life of the track driven device  510 , e.g., trailer. 
         [0076]    Although it is understood that the track driven device  510 , e.g., trailer, has two belts  513  and two suspension systems  512 , the description that follows describes one side of the track driven device  510 , e.g., trailer. Referring to  FIG. 20 , the suspension system  512  has a front, lower suspension bracket  519  and rear, lower suspension bracket  619 . 
         [0077]    As shown in  FIG. 22   a,  the track frame pivot  526  is operatively attached to the main frame  525 , which includes a rear frame portion  625  and a front frame portion  626 . The track frame pivot  526  extends from one side of the main frame  525  to the other side of the main frame  525 . As shown in  FIGS. 19 and 20 , the track frame pivot  526  is operatively connected to the main frame  525  via a bearing cup  538  and a bearing cap  539  and includes a rear wing member  575  and a front wing member  576 , which are secured by a rear mounting member  578  and a front mounting member  579 , respectively. Both wing members  575  and  576  are secured to a vertical support member  580 . 
         [0078]    Ends of the track frame pivot  526  ride in the bearing cup  538  and the bearing cap  539 . To hold the track frame pivot  526  in place, the bearing cap  539  is bolted over the track frame pivot  526  to the bearing cup  538 . In the preferred, but nonlimiting, embodiment, the bearing cap  539  and the bearing cup  538  are lined with neoprene rubber. The track frame pivot  526  is preferably a steel bar, however, other materials may be utilized. 
         [0079]    Referring again to  FIG. 20 , a track belt tensioner  531  is used to maintain tension on the belt  513  between the lug engaged front wheels  514  and the lug engaged rear wheels  515 . The amount of tension in the belt  513  is determined by the horizontal distance between the lug engaged front wheels  514  and the lug engaged rear wheels  515 . The lug engaged rear wheels  515  are rotatably mounted about an axle  630 , and the lug engaged front wheels  514  are rotatably mounted to an axle  530 . 
         [0080]    The front belt tensioner  531 , as shown in  FIG. 20 , is identical to the front belt tensioner  31 , shown in  FIG. 6 . Likewise, the front track belt tensioner  531  includes a third bracket  582  and a fourth bracket  533  for supporting a front track tension cylinder  532 . The front track tension cylinder  532  has a piston rod  590  that is operated to move back and forth and is connected to a front idler bearing  662 , e.g., tapered roller bearing, that interconnects with a front axle bearing  664 , e.g., pillow-block bearing, that is connected to a front pinion  666  that moves within a front rack  668 . Therefore, when the front track tension cylinder  532  is extended along the horizontal axis, the front pinion  666  can move forward until the front pinion  666  is fully extended forward to move the lug engaged front wheels  514  forward as far as possible to maximize tension on the belts  513 . Likewise, when the front track tension cylinder  532  is retracted, the front pinion  666  can move until the rear pinion  666  is fully protracted moving the lug engaged front wheels  514  backward closer to the lug engaged front wheels  514  to minimize the tension on the belts  513 . The front pinion  666  moves a front idler bearing  662 , e.g., tapered roller bearing, rotatably mounted within the rear axle bearing  664 , e.g., pillow-block bearing. 
         [0081]    The lug engaged front wheels  514  and the lug engaged rear wheels  515  are encapsulated in the rear and front lower suspension brackets  619  and  519 , respectively to keep the belts  513  from falling off of the lug engaging wheels  514 ,  515 . The suspension brackets  619  and  519  pivot about the track frame pivot  526  but do not move horizontally with the track tension cylinder  532 . 
         [0082]    The track tension cylinders  532  absorb the shock placed on the lug engaged front wheels  514  and the lug engaged rear wheels  515 . This shock absorption prevents the belt  513  from tearing and falling off the lug engaged front wheels  514  and the lug engaged rear wheels  515  and also provides a smooth ride. 
         [0083]    The front track belt tensioner  531  has the front track tension cylinder  532 . The front track belt tensioner  531  is mounted to the frame  520  by attaching, e.g., welding, the third bracket  582  and the fourth bracket  533  for supporting a front track tension cylinder  532  to the front, lower suspension bracket  519 . 
         [0084]    The track tension cylinder  532  is hydraulically connected to a tension accumulator  535  via an electronic pressure regulator  708  to provide belt  513  tensioning and a smooth ride. The electronic pressure regulator  708  is preferably but not necessarily electronically connected to a processor  706 . 
         [0085]    The tension accumulator  535  is hydraulically connected to the track tension cylinder  532 , via hose  536 , respectively. The track tension cylinder  532  is, preferably, a tow large-bore, long-stroke cylinder to provide excellent cushioning and dampening. J. R. Schneider Company is located at 849 Jackson Street, Benicia, Calif., 94510 and provides a suitable cylinder under the name BAILEY330™. Part No. 216-141. Preferably, the tension accumulator  535  is a high capacity nitrogen accumulators. The tension accumulator  535  can be purchased from DYNA TECH, A Neff Company, located at 1275 Brume Elk Grove Village, Ill., 60007, and provides a suitable accumulator under Part No. A2-30E-OSG-BTY-MIO. It is obvious to those with ordinary skill in the art that numerous other cylinders and accumulators could be substituted for these specific cylinders and accumulators. 
         [0086]    The tension on the belt  513  needs to be set after the belt  513  is assembled on the lug engaged front wheels  514  and the lug engaged rear wheels  515 . To set the tension, hydraulic fluid is added to the track belt tensioner  531 , until the gauge on the track tension cylinder  532  reads a predetermined value, e.g., 10,000 pound per square inch. The tension accumulator  535  is pre-charged to a predetermined value, e.g., 600 pounds per square inch, with nitrogen. 
         [0087]    The track belt tensioner  531  provides independent track suspension. When an object is encountered by the lug engaged wheels  514 ,  515 , the lug engaged front wheels  514  and the lug engaged rear wheels  15  are allowed to move horizontally because of the track belt tensioner  531 , respectively. 
         [0088]    The middle rollers  540  are rotatably mounted to the frame  520 , as shown in  FIGS. 19 and 20 , and fixed; the middle rollers  40  preferably, but not necessarily do not move up and down or back and forth. In the preferred illustrative, but nonlimiting, embodiment, there are eight middle rollers  540  per belt  513 . There are four middle rollers  540  along the outside of the belt  513 , and there are four middle rollers  540  along the inside of the belt  513 . The eight middle rollers  540  are preferably weight bearing and, thus, provide a low ground pressure design and are load bearing rollers. Suitable middle rollers  540  are available through Caterpillar Industrial Products, Inc. under Part No. 120-5746. In arctic use, the ground contacting surfaces of the middle rollers  540  can be coated with rubber. Preferably, under normal conditions, the middle rollers  540  are made with solid rubber. The middle rollers  540  are beveled on one side to match the bevel of the cog of the rubber track. 
         [0089]    As shown in  FIG. 19 , there are rear electric brakes  710  and front electric brakes  712 . The rear electric brakes  710  are electrically connected via a first electrical conduit  714  to a controller, e.g., processor,  718  and the front electric brakes  712  are electrically connected via a second electrical conduit  716  to the controller, e.g., processor,  718 . An illustrative, but nonlimiting, example of a braking system that can be utilized with the present invention is a WABCO® EBS electronic braking system. WABCO® is a federally registered trademark of American Standard International Inc., having a place of business at 15 West 54th Street, New York, N.Y. 10019. 
         [0090]    As shown in  FIG. 22   a,  an underside of a trailer is generally indicated by numeral  720 . This includes the main frame  525 , which includes a rear frame portion  625  and a front frame portion  626 . The track frame pivot  526  is operatively connected to the main frame  525  and includes a rear wing member  575  and a front wing member  576 . There are four support struts  732 ,  734 ,  736  and  738  that are interconnected between the main frame  525  and the lower suspension brackets  519  and  619 , as shown in  FIGS. 19 and 20 , via roller bearing or side thrust bearings  742 ,  744 ,  746  and  748 , respectively. This provides assistance during turning. The lower suspension brackets  519  and  619  provide the structure for the rotatable belts  513 , as shown in  FIG. 22   a  and  FIG. 21 . 
         [0091]    As shown in  FIG. 22   b,  the top of trailer is generally indicated by numeral  722 . Mounted on top of the main frame  525  is a fifth wheel  726 . The fifth wheel  726  is an articulated bearing or coupling that allows a trailer attached to a tractor-type vehicle to pivot. There is draw bar assembly  728  connected to the front frame portion  626  of the main frame  725  for towing by a tractor-type vehicle. 
         [0092]    Referring now to  FIG. 23   a,  a trailer unit is generally indicated by numeral  750 . This includes a storage-type container  752  that is connected to a mount  754 . The mount  754  is attached to the track device  510 , e.g., trailer, previously shown in  FIGS. 19 and 20  and described above. There is a draw bar  756  that is connected to the track driven device  510 , e.g., trailer. 
         [0093]    Referring now to  FIG. 23   b,  a trailer unit is generally indicated by numeral  760 . The trailer unit  760 , includes all of the advantages of the lower suspension brackets  519  and  619 , shown in  FIG. 20 , and provides the structure for stiffening and support. This includes a storage-type container  752  that is connected to a mount  754 . The mount  754  is attached to wheeled embodiment  760  that utilizes wheels  762  instead of belts  513  found in the track driven device  510 , e.g., trailer, previously shown in  FIGS. 19 and 20  and described above. The lower suspension brackets  519  and  619  also protect the wheels  762  from impact and debris. There is a draw bar  756  that is connected to the wheeled device  760 , e.g., trailer. 
         [0094]    Referring now to  FIG. 24 , a trailer unit is generally indicated by numeral  770 . This includes a storage-type container  772 . The storage-type container  772  that is connected to a mount  754  and a fifth wheel hitch  776 . The mount  754  is attached to a first track device  780 , which is the track device,  510 , e.g., trailer, previously shown in  FIGS. 19 and 20  and described above. The fifth wheel hitch  776  is attached to second track device  782 , which is the track device,  510 , e.g., trailer, previously shown in  FIGS. 19 and 20  and described above. There is a draw bar  756  that is connected to the second track device  782 . 
         [0095]    Thus, there has been shown and described several embodiments of a novel invention. As is evident from the foregoing description, certain aspects of the present invention are not limited by the particular details of the examples illustrated herein, and it is therefore contemplated that other modifications and applications, or equivalents thereof, will occur to those skilled in the art. The terms “have,” “having,” “includes,” and “including” and similar terms as used in the foregoing specification are used in the sense of “optional” or “may include” and not as “required.” Many changes, modifications, variations and other uses and applications of the present construction will, however, become apparent to those skilled in the art after considering the specification and the accompanying drawings. All such changes, modifications, variations and other uses and applications which do not depart from the spirit and scope of the invention are deemed to be covered by the invention which is limited only by the claims that follow.