Traction vehicle

A traction vehicle includes a frame module formed principally from a plurality of platelike structural elements permanently fixed together to provide substantial rigidity for supplying and withstanding relatively large forces. Elongated boxlike drive assembly housings define the outer transverse longitudinal edges of the frame module, and a plurality of vertically-spaced, transversely-extending plate members connect the laterally positioned drive assembly housings in the frame module. End members extend transversely of the longitudinal ends of the frame module for applying the high forces from the vehicle. A plurality of driving wheel members are positioned outwardly from the drive assembly housings, and one separate power train assembly supplies reversible motive traction power simultaneously to all the driving wheel members on each lateral side of the vehicle. An operator's cab is positioned above the frame module, the sidewalls of the cab slope outwardly and define an octagonal cab structure. An implement socket defining a rectangular socketlike structure receives the end of the frame module to operatively attach an implement, such as an earthmoving blade assembly, to the frame module. The implement is attached to the implement socket by apparatus which maintains a selected angle of application or cutting angle of the implement to the earth material with changes in relative elevation of the frame module end and the bladelike implement during use. The attaching apparatus further allows for selective adjustment of the cutting angle, and selective rotation of the attaching apparatus and implement with respect to a horizontal and longitudinal axis through the vehicle.

FIELD OF THE INVENTION 
This invention relates to motive vehicles of the high powered traction type 
typically used in heavy construction, such as for pushing large 
earthmoving equipment or serving as the carrier or main motive vehicle for 
an earthmoving implement such as a bulldozer blade of the like. 
BACKGROUND AND BRIEF DESCRIPTION OF THE PRIOR ART 
Traction vehicles utilizing a rectangular or boxlike frame for positioning 
and supporting the motive power elements of the vehicle are known in the 
art. One example of the prior art is a traction vehicle disclosed in U.S. 
Pat. No. 3,168,927 to F. T. Garner, issued Feb. 9, 1965. The frame is such 
traction vehicles is generally utilized to apply the relatively high force 
from operation of the vehicle. This applied force can be relatively great 
since the vehicle is of unusually high power, and it is therefore 
important that the frame provide sufficient rigidity and structural 
strength to apply this relatively high force. The power train assembly, 
which supplies the relatively high traction motive forces to the driving 
wheels of the vehicle, must also withstand very high torque and forces, 
and it is important that the elements comprising the power train assembly 
secure relatively high torque and load handling capabilities for over 
reasonably long periods of continued use. 
It is important to be able to connect a selected type of implement, 
typically an earthmoving blade, to the traction vehicle for best effective 
utilization in a construction task. Since the apparatus for attaching the 
implement transmits the force from the frame to the implement, it is 
important that the attaching apparatus be arranged to effectively couple 
force from the frame of the vehicle. Once properly attached to the frame 
of the vehicle, it is also desirable that the implement be connected in a 
manner which allows its most effective utilization. 
Other features which are desirable for use with traction vehicles, and 
certain disadvantages of prior art traction vehicles may be known in the 
art. However, in general and as a result of the present invention, many of 
the previous disadvantages can be avoided or overcome and many of the 
advantages previously unobtainable can be achieved. 
OBJECTS AND SUMMARY OF THE INVENTION 
It is the general objective of the present invention to provide a new and 
improved traction vehicle of the type wherein a plurality of driving 
wheels on each transverse side of the vehicle are separately 
interconnected for simultaneous application of motive power for moving the 
vehicle. Other objectives of the invention are to more effectively utilize 
the structural elements in a modular frame assembly for the purpose of 
increasing the structural rigidity of the frame member and thereby 
increasing the amount of power which may be applied and handled by the 
frame. Another objective is to provide a modular frame member which can be 
effectively and more easily constructed to provide increased structural 
rigidity. 
Another general objective is to provide a new and improved power train 
assembly wherein the motive power elements are arranged to increase the 
usable lifetime, to equally distribute the load throughout the elements of 
the power train assembly and to increase the load handling capability of 
the power train assembly over extended periods of use. 
Further objectives of the invention are to provide a new and improved 
implement connecting socket by which a desired type of implement can be 
effectively connected to the frame member of the traction vehicle. Another 
objective is to effectively couple forces from an attached implement to 
the frame and to apply the forces over a relatively large area of the 
frame and thereby significantly reduce potential for damaging the frame, 
attaching apparatus, or the implement. Another objective is to provide an 
attaching apparatus for use with a high power traction vehicle which can 
be easily connected and disconnected to the frame of the vehicle. Still 
another objective is to provide a new and improved apparatus for 
connecting an implement to the traction vehicle whereby the implement can 
be more effectively utilized. 
Other objectives in providing the new and improved implement attaching 
apparatus are to maintain and adjust the selected angle of application or 
pitch of the implement to the material to which the implement is applied, 
and to adjust or rotate the implement about a longitudinal axis to obtain 
its best selected condition for use. 
In accordance with these objectives and the invention's general aspects, 
the traction vehicle generally comprises a modular frame assembly and two 
separate power train assemblies positioned on the frame for supplying 
reversible motive traction power for moving the vehicle. The modular frame 
assembly comprises a pair of elongated drive assembly housings, the drive 
assembly housings being formed as an integral part of the modular frame 
assembly along each transverse side of the frame module. Transversely 
extending plate members connect the drive assembly housings, and end 
members extend substantially transversely of the frame modular at the 
longitudinal ends thereof. One of the two separate power train assemblies 
is operatively associated with each drive assembly housing. Each power 
train assembly generally comprises at least two driving wheels, each of 
which has an axle shaft connected thereto which extends transversely into 
the drive assembly housing. The drive wheels are positioned laterally 
outwardly with respect to each drive assembly housing. Means such as chain 
and sprocket assemblies interconnect all of the axle shafts within one 
drive assembly housing and a power supply means supplies motive power 
simultaneously to all of the interconnected axle shafts. The drive 
assembly housings each comprise outer and inner upwardly extending housing 
plate members, and the rotating shafts of each power train assembly extend 
between the inner and outer housing plate members. A power delivery shaft 
of the power train assembly supplies power through the chain and sprocket 
assemblies to groups of interconnected axles. At least two of the groups 
of interconnected axle shafts supply approximately the same amount of 
motive traction force, thereby distributing portions of the motive power 
from the delivery shaft equally to the two groups. A sprocket arrangement 
on the power delivery shaft is arranged to reduce bearing loading by 
reducing the moment on the power delivery shaft from chain pull forces. 
The transverse plate members connecting the drive assembly housing 
cooperatively provide structural containers and compartments within the 
modular frame structure. 
An operator's cab is operatively positioned above the frame structure and 
includes sloping sidewalls. A pair of main support bars extend 
transversely about the transverse profile of the operator's cab. 
Attachment apparatus operatively attaches and positions an implement, such 
as an earthmoving bladelike implement, longitudinally forward of one end 
of the traction vehicle. Linkage means of the attachment apparatus 
maintains a selected angle of application of the implement to the earth 
material with changes in elevation of the implement relative to the end of 
the vehicle. A parallel linkage assembly preferably maintains the selected 
angle of application. The angle of application is adjusted preferably by 
means for changing the effective length of one or the other of the 
parallel linkage assemblies. The attachment apparatus rotates the 
implement with respect to a horizontal and longitudinal axis through the 
vehicle. Preferably an implement attaching socket defining a socketlike 
receptacle for receiving the rectangular end of the frame module is 
provided. A base wall member of the attachment apparatus contacts the end 
of the frame module and a supporting wall member is rotably connected to 
contact the base wall member. The linkage assembly operatively connects 
the implement to the supporting wall member in the operatively described 
manner. One type of advantageous earthmoving equipment includes blade 
structure defining a U-shaped or bowllike earth contacting device. 
A more complete understanding of the invention can be obtained from the 
appended claims, and from the description of a presently preferred 
embodiment of the invention taken in conjunction with a drawing consisting 
of a number of figures.

DESCRIPTION OF PREFERRED EMBODIMENT 
A traction vehicle 20 embodying concepts of the present invention is 
generally illustrated in FIG. 1 The traction vehicle 20 includes a modular 
frame structure comprising various structural elements permanently and 
rigidly fixed to one another to define a structurally rigid frame module 
22 for the vehicle. On each transverse side of the longitudinally 
extending frame module 22, one drive assembly housing 24 (FIGS. 6 and 16) 
is integrally formed as a part of the frame module 22 and defines the 
outer transverse edges of the frame module. One separate power train 
assembly 26 (FIG. 13) is operatively associated with each lateral side of 
the vehicle 20. The power train assembly includes a plurality of driving 
wheel members 28 positioned on opposite lateral sides of the vehicle 20 
and which rotate in planes parallel to the longitudinal axis of the 
vehicle. The driving wheel members 28 are operatively connected for 
rotation by the power train assemblies, and all of the driving wheels on 
one lateral side of the vehicle are connected for simultaneous rotation. 
Separate power train assemblies are provided for each lateral side of the 
vehicle, and each power train assembly is separately controllable for 
maneuvering the vehicle. Furthermore, each power train assembly provides 
reversible motive traction power to the driving wheels. 
An operator's cab 30 is positioned above the frame module 22. The operator 
controls the operation of the vehicle 20 from the cab 30. A tower 
structure 32 positions the operator's cab 30 a sufficient height above the 
frame module 22 to allow the operator good visibility for operating the 
vehicle. 
The motive traction power from the vehicle 20 is applied through the 
modular frame structure 22, by attaching an appropriate implement to 
either one or both longitudinal ends 34 of the modular frame 22. Apparatus 
36 operatively attaches an implement 38 such as a bladelike earthmoving 
implement, to the frame module 22. The particular form of the connecting 
apparatus 36, described in greater detail subsequently, provides for best 
effective use of the implement 38 by allowing selective manipulation and 
positioning of the implement in a variety of different advantageous 
positions. 
Details of the modular frame structure 22 may be more fully appreciated by 
reference specifically to FIGS. 4, 6 and 16, and by general reference to 
FIGS. 1, 2, and 3. The structural elements of the modular frame 22 may 
preferably be formed of structural sheet steel which has been permanently 
fixed together such as by welding. The pair of transversely spaced apart 
drive assembly housings 24 define the opposite laterally extending 
transverse sides of the modular frame 22. Each of the drive assembly 
housings 24 is similar in construction, and therefore only one will be 
described in detail. 
Each drive assembly housing is of elongated boxlike construction. Each 
housing 24 includes an outer upwardly extending housing plate member 40 
and a transversely spaced inner upwardly extending housing plate member 
42. The inner and outer upward extending housing plate members are 
preferably formed of single pieces of planar material. The housing 24 aslo 
includes an upper housing plate member 44 and a vertically spaced lower 
housing plate member 46. The upper and lower housing plate members may be 
formed of a plurality of individual segments of flat material 
appropriately fixed together to generally define the upper and lower 
segments of the boxlike construction of the housing 24. Within each drive 
assembly housing 24, elements of the power train assembly 26 are 
positioned for rotating the drive wheel members 28 spaced outwardly from 
the drive assembly housing. 
The modular frame 22 is further defined by at least one upper frame plate 
member 48 transversely connected between the pair of transversely spaced 
drive assembly housings 24. The upper frame plate member 48 is connected 
to the drive assembly housings 24 at an upper position on the housings 24 
(FIG. 6). At least one lower frame plate member 50 is transversely 
connected between the housings 24 at positions on the housing lower than 
the upper frame plate member 48. In addition, an intermediate frame plate 
member 52 may be transversely connected between the pair of transversely 
spaced housings 24 at the positions on the housings substantially 
intermediate the upper frame plate member 48 and the lower frame plate 
member 50. Appropriate reinforcing members in the form of gussets 54 (FIG. 
6) are connected between the drive assembly housing 24 and at least one of 
the frame plate members 48, 50 or 52. The gussets 54 extend substantially 
transversely of the frame module 22 and substantially increase the 
structural rigidity of the frame structure. 
An end frame member 56 (FIG. 4) is connected at each longitudinal end 34 of 
the vehicle. The end frame member 56 extends substantially transversely of 
the frame module 22 and is connected to the outer housing plate member 40 
of the pair of transversely spaced drive assembly housings 24. The frame 
end member 56 is also connected to at least one of the frame plate members 
48, 50, and 52, preferably both the upper and lower frame plate members 48 
and 50. 
A pin tube member 58 having a hollow interior 60 is upwardly positioned 
adjacent the longitudinal end of the vehicle in each drive assembly 
housing 24. The pin tube member 58 extends between and through the upper 
and lower housing plate member 44 and 46 respectively. As will become more 
apparent from the subsequent description, the pin tube member 58 is 
utilized in attaching apparatus to the longitudinal end 34 of the modular 
frame 22. 
The frame module 22 is advantageously arranged to define containers 
intermediate the drive assembly housings 24 for receiving selected 
material therein. A plurality of container wall members 62 (FIG. 6) extend 
generally upwardly from the intermediate frame plate member 52 to the 
upper frame plate member 48. The containers defined by the top and 
intermediate frame plate members and the container wall members may be 
utilized for containing fuel oil for the engines associated with the power 
train assemblies 26 or for containing ballast, for example. Shown in FIG. 
6, the members 48, 52, and 62 define a ballast container or tank 64 
located at the longitudinal end 34 of the frame module. An upper door 66 
is formed in the upper frame plate member 48 for upper access to the 
ballast tank 64. A lower door 68 is formed in the intermediate frame plate 
member 52 for removing material contained within the tank 64. Ballast 
tanks 64 at each longitudinal end of the frame member are useful in 
loading or balancing the vehicle 20 according to its manner of use. 
By connecting the structural elements of the frame structure 22 permanently 
in the manner described, a modular frame structure of very high rigidity 
and force applying characteristics is obtained. The structural elements of 
the modular frame are effectively utilized to increase the structural 
rigidity of the frame member without adding unnecessary weight. By forming 
the frame in a one piece modular structure, the manufacturing and assembly 
of the frame is considerably simplified. Furthermore, by arranging the 
structural elements of the modular frame in the manner described, certain 
functional features such as interior containers and tanks may be obtained 
while not increasing the number of elements necessary to secure the 
desired structural rigidity. 
Details of the power train assemblies 26 operatively associated with each 
drive housing assembly 24 can be understood by specific reference to FIG. 
13 and FIG. 6, and by general reference to FIGS. 1 and 4. Two separate 
power train assemblies 26 are provided in the vehicle 20. One of these 
power train assemblies 26 is operatively connected with the drive wheel 
members 28 positioned on one tranverse side of the vehicle 20, and the 
other power train assembly is associated with the drive wheel members on 
the opposite transverse side of the vehicle. Each of the two power train 
assemblies is similar and each is separately controllable to 
simultaneously supply all of the drive wheel members 28 on one lateral 
side of the vehicle with reversible motive traction power. Each drive 
assembly housing 24 operatively positions and retains the majority of 
elements of each power train assembly 76. A supply of lubrication for the 
elements of the power train assembly is contained within each drive 
assembly housing. 
In each power train assembly 26, one axle shaft member 70 is operatively 
connected to each driving wheel member 28, such as through a conventional 
planetary wheel end assembly 72. Rotation of the axle shaft 70 operatively 
rotates the connected driving wheel member 28 and transmits motive 
traction power for moving the vehicle. Each of the axle shafts 70 is 
retained by conventional bearing means 73 in the inner and outer housing 
wall members 40 and 42 respectively of the drive assembly housings (FIG. 
6). The axle shafts 70 are therefore transversely mounted through the 
drive assembly housings 24 for rotation. 
To interconnect all of the axle shafts 70 within one drive assembly housing 
24 for the purpose of simultaneously transmitting rotating power to all of 
the axle shafts, conventional chain and sprocket drive means, generally 
referenced 74, are provided. A supply of motive power for moving the 
sprocket and chain means 74 is supplied by an internal combustion engine 
76, such as a conventional diesel engine. The power output from the engine 
76 is coupled through an output shaft 78 to a conventional torque 
converter and transmission device 80. A power input shaft 82 for the power 
train assembly 26 extends from the torque converter and transmission 
device 80 into the housing 24. The shaft 82 is retained by the inner and 
outer housing wall members 40 and 42 for rotation. A sprocket 84 couples 
power from the input shaft 82 to a power delivery shaft 86 by means of a 
chain 88 and sprocket 90. 
As is best seen in FIG. 4, the power delivery shaft 86 is retained for 
rotation transversely within the drive assembly housing 24 by bearings 92 
positioned in the inner and outer housing plate members 40 and 42 
respectively. Sprocket 90 is preferably positioned next adjacent the end 
of the power delivery shaft 86 adjacent the inner housing plate member 42. 
Two similarly sized sprockets 94 and 96 are fixed on the shaft 86 next 
adjacent one another, with the sprocket 96 adjacent the sprocket 90. Power 
is transmitted from the power delivery shaft 86 through the sprockets 94 
and 96 to the axle shafts 70. Each of the axle shafts has fixed thereon at 
least one sprocket 98. Each of the sprockets 98 is of similar size. A 
chain 100 connects sprockets 98 on the adjacent pair of axle shafts 70A 
and 70B thereby causing axle shafts 70A and 70B to rotate simultaneously. 
Similarly, a chain 102 connects sprockets 98 on the adjacent pair of axle 
shafts 70C and 70D for simultaneous rotation. A chain 108 links sprocket 
96 to the sprocket 98 on shaft 70B adjacent the power delivery shaft 86, 
and thereby delivers motive power from the power delivery shaft 86 to the 
pair of interconnected axle shafts 70A and 70B. Similarly, a chain 110 
operates to supply power from the sprocket 94 on the power delivery shaft 
86 to the sprocket 98 connected to axle shaft 70C. In this manner the pair 
of axle shafts 70C and 70D are supplied with motive power. 
Each of the axle shafts 70 preferably is positioned within the drive 
assembly housing 24 with the axis of rotation of each of the axle shafts 
lying within a horizontal plane. This arrangement is more clearly 
illustrated in FIG. 4. Preferably, the power delivery shaft 86 is 
positioned in the drive assembly housing 24 at a position in which 
approximately the same number of axle shafts 70 are in longitudinal front 
of the shaft 86 as the number of axle shafts 70 in longitudinal rear of 
the shaft 86. Thus, the shaft 86 is preferably positioned approximately in 
the longitudinal middle of the drive assembly housing. Arranged in this 
manner, the power delivery shaft 86 transmits approximately the same 
amount of motive power in opposite longitudinal directions in front of and 
behind the shaft 86. This has the effect of equalizing the loading on the 
chains 108 and 110 thereby avoiding a situation where one or more of the 
chains or sprockets associated with the power delivery shaft 86 are 
required to withstand a greater than necessary amount of force when 
supplying motive traction power. Similarly, the potential for supplying 
substantially all of the input motive power over one chain and sprocket 
connecting means to one axle assembly is reduced, because approximately 
equal numbers or groups of drive axle assemblies are connected to the 
power delivery shaft. Equalizing the distribution of input motive power 
promotes an increased lifetime of the elements of the power train assembly 
and thereby reduces the potential that the vehicle would be rendered 
inoperable due to failure of one or more of the power train assembly 
elements, after relatively short periods of use. 
The arrangement of the sprockets 90, 94, 96 on the power delivery shaft 86, 
as shown in FIG. 14, also secures important advantages. The bearing means 
92, which retains the ends of the power delivery shaft 86 in the housing 
wall members 40 and 42, is required to withstand reduced amounts of 
lateral force resulting from the chain pull force from chains 88, 108, and 
110. The amount of this lateral restraining force is related to the moment 
created on the shaft 86 as a result of the chain pull force. By 
positioning the sprockets 94 and 96 next adjacent one another on the shaft 
86, less moment or lateral restraining force is created, because the 
opposite forces delivered from sprockets 94 and 96 more nearly tend to 
cancel the moments created by those forces. Similarly, by positioning the 
sprocket 90 adjacent the other end of the shaft 86 the moment created by 
the pull force from chain 88 is reduced. As a result the lifetime of the 
bearing means 92 is increased and the forces on the power delivery shaft 
86 are reduced. This arrangement is to be compared to the prior art 
arrangement wherein the sprocket 90 is positioned intermediate sprockets 
94 and 96. In this prior art arrangement the moments and forces on the 
shaft 86 are considerably increased over the present inventive 
arrangement. 
Details of the operator's cab 30 and the tower structure generally 
illustrated at 32 for positioning the cab above the frame module 22 may be 
better understood by specific reference to FIGS. 4, 5, and 15 and by 
general reference to FIGS. 1, 2, and 3. The tower structure 32 includes a 
plurality of structural beam members 112 securely attached to the upper 
surface of the modular frame 22. The beam members 112 define a supporting 
structure for the operator's cab 30. In addition, a housing 114 is 
attached to the tower beams 112 and contains therein the engine 76, torque 
converter and transmission device 80, and other associated elements of the 
power train assembly. 
The operator's cab is securely fixed atop the tower beam structure 112. The 
cab 30 includes top, bottom, and sidewall structure, respectively 
illustrated at 116, 118, and 120. The sidewall structure 120 is defined by 
a plurality of sidewall panels 122 operatively connected together. 
Preferably eight sidewall panels are provided and connected to define an 
octagonal shape for the cab in horizontal cross-section (FIG. 2). The 
upper portion of each of the sidewall panels 122 is preferably provided 
with a window 124 through which the operator may look. A door 126 (FIG. 2) 
provides access to the interior of the cab 30. 
Each of the sidewall panels 122 angles outwardly of the cab at an upper 
position, with respect to a vertical reference from the bottom portion of 
the sidewall panel. By angling the sidewall panels in this manner, the 
noise within the interior of the cab 30 is dispersed and reduced, since 
the noise does not readily continue to reflect back and forth against the 
sidewall panels, as the noise would if the opposite sidewall panels were 
essentially parallel. Furthermore, the glare on the windows 124 is reduced 
since the operator's line of sight is more nearly perpendicular to the 
plane of the window when viewing the operation of the vehicle. The 
octagonal shape of the cab allows relatively unimpeded lines of sight in 
all directions from the cab. 
A pair of main support bars 128 or supporting structural elements extend 
essentially parallel to one another and transversely within the cab 30. 
The main support bars 128 position the sidewall and top structure of the 
cab, and provide protection for the operator if the vehicle should roll 
over. Each main support bar 128 comprises a first segment 130 extending 
upward from the cab bottom structure 118 along the outward sloping 
sidewall panel 122, and a second segment 132 similarly positioned on the 
transverse opposite side of the cab. A third segment 134 extends generally 
transversely between the upper points of the first and second segments 
adjacent the top structure 116 of the cab. Each of the three segments of 
each support bar 128 includes a generally hollow interior 138 which has 
been completely filled with compacted granular solid material, such as 
sand 140, as is shown in FIG. 15. The sand prevents the support bars 128 
from crimping or kinking, if a high transverse force is applied to the 
operator's cab, such as would occur in a vehicle rollover. The sand 
thereby interiorly reinforces the support bars 128 for an added measure of 
safety for the operator. 
As should be apparent, all controls over the operation of the power train 
assemblies are located within the cab 30. As a result, the operator can 
effectively maneuver the traction vehicle 20 by separately controlling 
each of the two separate power train assemblies. 
Details of the apparatus 36 for connecting the implement 38 to the 
longitudinal end 34 of the frame module 22 can be understood by specific 
reference to FIGS. 7, 8, 9, and 10 and by general reference to FIGS. 1, 2, 
and 11. The attaching apparatus 36 generally comprises an implement socket 
142 which is adapted for connection to the longitudinal end 34 of the 
frame module, and linkage means and arm members generally adapted for 
operatively connecting the implement 38 in a longitudinally spaced 
position with respect to the end of the frame module. 
The implement socket 142 is defined by a generally flat upward extending 
base wall member 144 having a generally rectangular shape. A plurality of 
lip members, collectively referenced 146, are attached rigidly to the base 
plate member 144 and extend perpendicularly away therefrom. The lip 
members include upper and lower transversely extending lip members 146A 
and 146B, respectively, and two vertically extending side lip members 146C 
and 146D, respectively. The lip members 146 and the base plate member 
define a generally rectangular shaped socketlike receptacle for receiving 
the generally rectangular longitudinal end of the frame module. Formed 
near the transverse ends of the upper and lower lip members 146A and 146B, 
are apertures 148. The apertures 148 are positioned in generally aligned 
position over the hollow interior 60 of the pin tube member 58 (FIG. 4) 
when the implement socket 142 is received over the end 34 of the frame 
module 22. Accordingly, the lip members 146A and 146B extend over the 
frame module a sufficient amount to position the apertures 148 in this 
manner (FIG. 4). To connect the implement socket 142 to the end of the 
frame module, a pair of pin members 150 are inserted through the apertures 
148 and through the hollow interior 60 of the pin tube 58. Use of the pin 
members 150 as the retaining means allows the implement socket to be 
quickly attached or detached from the vehicle. 
The implement socket 142 thus described allows relatively high magnitudes 
of forces to be transferred to and from the vehicle frame 22. The lip 
members 146 extend over the ends 34 of the frame module 22 to retain the 
implement socket 142 against rotation about the end of the frame module. 
The frame end member 56 presents a relatively large area for application 
of force from the vehicle, and the base plate member 144 presents a 
similar area for receiving this force. The size of the apertures 148 is 
such that when force is applied, the frame end plate 56 contacts the base 
plate member 144 and the apertures 148 do not apply force to the pin 
members 150. Thus the substantial force from the vehicle is distributed 
over a relatively large area to avoid points of concentrated force. This 
reduces the potential for damaging the structure of the frame module 22 or 
the implement socket 142. Thus, it can be understood that the pin members 
150 serve primarily to hold the implement socket on the end of the frame, 
and do not supply or absorb any significant part of the force supplied 
from the vehicle when pushing the implement. 
A supporting wall member 152 is rotatably connected in contacting relation 
with the base plate member 144 by a conventional bearing means 154, as 
best shown in FIGS. 9 and 10. The bearing means 154 allows the supporting 
plate 152 to rotate about an axis perpendicular to the base plate member 
144, this axis being essentially horizontal and longitudinal of the 
vehicle 20. To aid in maintaining the supporting member 152 in contact 
with the base plate member 144, a plurality of roller member assemblies 
156 are operatively positioned in contact with the supporting wall member 
156 at points thereon on the surface opposite of the surface which 
contacts the base wall member 144, as is best shown in FIG. 9. For 
positioning each roller member assembly 156, a slot 158 is formed in the 
supporting wall member 152, and a projection member 160 is securely 
attached to the base wall member 144 of the implement socket to extend 
through the slot 158 and appropriately position the roller member assembly 
156, as can be seen in FIGS. 8 and 9. Each roller member assembly 156 
includes a conventional wheel and axle arrangement, and the projection 
member 160 positions and retains each assembly 156. The roller member 
assemblies 156 cooperate with the bearing means 154 in maintaining the 
supporting wall member 152 in position for contacting the base wall member 
144. The supporting wall member 152 presents a large area for contacting 
the area of the base wall member 144 and applying force thereto in much 
the same manner as the base wall member 144 applies force to the end 
member 56 of the frame module. Accoringly, the roller member assemblies 
156 and the bearing means 154 do not apply or withstand substantial force 
during use, since the force is applied substantially over the large area 
of contact of the supporting wall member 152 on the base wall member 144. 
To rotate the supporting wall member 156 about the axis of the bearing 
means 154, a pair of hydraulic cylinders assemblies 162 are operatively 
connected between the supporting wall member 152 and the base wall member 
144. One end of each of the hydraulic cylinder assemblies 162 is pivotally 
connected to the supporting wall member at position 164. The other end of 
the hydraulic cylinder assembly 162 is connected at point 166 to the 
projection members 160A. The projection members 160A are rigidly attached 
to the base plate member 144 in the manner previously described. By this 
arrangement, the simultaneous controlled extension of one hydraulic 
cylinder assembly 162 and retraction of the other hydraulic cylinder 
assembly 162 selectively rotates or tilts the supporting wall member. 
Thus, the movement of the supporting wall member is a rotational movement 
about an axis generally extending longitudinally and horizontally from the 
vehicle 20. As will become more apparent, the implement 38 is operatively 
connected to the supporting wall member 152 and accordingly, the implement 
38 tilts or rotates in conjunction with the supporting wall member 52. 
The linkage arrangement for operatively attaching the implement 38 to the 
supporting wall member 152 includes an upper linkage assembly 168 and a 
lower linkage assembly 170, as best seen in FIGS. 7 and 1. The upper 
linkage assembly 168 includess two transversely spaced, forward extending, 
and parallel spaced hydraulic cylinder assemblies 168A and 168B. One end 
of each hydraulic cylinder assembly 168A and 168B is pivotally connected 
from the supporting wall member 152 at point 172 and the other end is 
pivotably connected at point 174 to the implement 38. Both hydraulic 
cylinder assemblies 168A pivot about transverse parallel axes at points 
172 and 174. The lower linkage assembly 170 preferably utilizes a single 
rigid linkage plate member 176 having a hinged connection at point 178 
transversely along a lower portion of the supporting wall member 152. A 
hinged connection at point 180 connects the longitudinal forward edge of 
the linkage frame member 176 to the implement 38. The hinged connections 
at points 178 and 180 allow the linkage plate member 176 to hinge about 
transverse axes parallel to and below the axes provided by the pivotable 
connections at points 172 and 174. 
The connection points 172, 174, 178, and 180 are positioned to provide the 
upper and lower linkage assemblies 168 and 170 in essentially parallel and 
vertically spaced apart relationship. Thus, the upper and lower linkage 
assemblies function effectively as parallel linkage arms. This parallel 
linkage arrangement is operative to maintain a selected angle of 
application of the implement 38 to the earth with changes in relative 
height or elevation of the frame end 34 with respect to the implement 38. 
Such changes in height would occur, for example, in grading or smoothing 
rough or uneven terrain, and in such situations it is desirable that the 
implement 38 maintains a select angle of contact with the earth at all 
times. Typically, the implement 38 includes a cutting blade edge 182 (FIG. 
7) which angles acutely with the earth for cutting and earth material 
during forward motion. It is desirable in many situations that the cutting 
edge 182 maintain a fixed angle of application with the earth it is 
cutting, and the parallel linkage arrangement of the upper and lower 
linkage assemblies 168 and 170 secure this desired effect. 
To selectively change the angle of application of the implement 38 to the 
earth material, for example the angle of the cutting edge 182 to the 
earth, the extended longitudinal length of at least one of the upper or 
lower linkage assemblies 168 or 170 is selectively varied. By utilizing 
the hydraulic cylinder assemblies 168A and 168B the length of the upper 
linkage assembly 168 can be readily changed by adjusting the extended 
hydraulic cylinder assembly length. It should therefore be appreciated 
that the upper and lower linkage assemblies function to both selectively 
adjust the angle of application of the implement to the earth material and 
to maintain the selected angle of application with relative changes in 
height between the frame end 34 and the implement 38 during use. 
To selectively raise and lower the implement 38 with respect to frame end 
34, a pair of hydraulic cylinder assemblies 184 are provided, as best 
shown in FIGS. 7, 8, and 10. Vertically extending arm structure 186 is 
attached to the supporting wall 152 and provides a pivotable connection at 
188 for the upper end of the cylinder assemblies 184. The other end of the 
hydraulic cylinder 184 is connected at a pivotable connection point 190 to 
the linkage plate member 176 of the lower linkage assembly 170. By 
extending and retracting the plunger of the hydraulic cylinder assemblies 
184, the implement 38 can be lowered or raised respectively. 
One type of implement 38 which has proved particularly advantageous for use 
with the traction vehicle 20 and attaching apparatus 36 is an earthmoving 
blade implement having blade structure 192 defining a U-shape or bowl 
shape in a horizontal plane opening away from the end of the vehicle. The 
blade structure 192 includes a transversely extending pushing segment 194 
to which the upper and lower linkage members 168 and 170 are operatively 
attached. A pair of transversely spaced wing members 196 and 198 are 
attached to the pushing segment 194 by a pair of curved corner blade 
segments 200 and 202. The wing members 196 and 198 project longitudinally 
forward from the pushing segment 194. The wing members, corner segments, 
and pushing segments are permanently fixed together as by welding, and the 
blade structure 192 is sufficiently reinforced to withstand use during 
extended periods of pushing earth material or the like about. The 
transversely extending pushing segment 194 and corner segments 200 and 202 
are preferably formed with a cutting edge 182 (FIG. 7) for aiding in 
cutting earth material. The wing members 196 and 198 may also be formed 
with a cutting edge if desired. 
The U-shaped arrangement of the blade structure 192 causes the earth 
material to be channeled toward the pushing segment 194 and collected 
there. The wing members 196 and 198 also allow a considerable amount of 
material to be collected within the U-shaped or bowl-like configuration, 
thereby allowing maximum use of the relatively high traction force 
available from the vehicle 20 in pushing or moving the earth material. 
The concepts, advantages and details encompassed within the present 
invention have been described with particularity, and it is apparent that 
a new and significantly improved apparatus has been provided. It should be 
understood that, although the present invention has been described with a 
certain degree of particularity, the present disclosure has been made by 
way of example and that changes in details of structure may be made 
without departing from the spirit of the invention.