Abstract:
An improved traction with automatic operation of the undercarriage system into terrain to various terrain including amphibiously having a resilient chainlink chasis FIG.  1  of resilient metal or resilient plastic or resilient composite or the combination thereof employing a multitude of resilient traction penetrators FIG.  3  chainlink side ends angled downward for greater traction FIG.  22  resilient enlongated traction penetrator FIG.  8  and 9 resilient flap traction penetrators FIG.  37  and  38  with rubber traction pads capable to quick release and attach to chainlinks with optional pad materials the penetration assembles systems attach unto chainlink chasis the multiple penetrators work together simeoustaneously flexing or exstending and retracting automatically dictated by the combination of vehicle weight and temperment of terrain and the automation is manipulated in combination with resilient technology principals and resilient roller wheels activater and diactivator FIG.  23  and  26  and  49  figure links adaptable unto rubber wheel assemblies

Description:
RELATED APPLICATIONS  
       [0001]     The present application is a continuation application of U.S. provisional patent application, Ser. No. 60/ 633450, filed Dec. 7, 2004, for UNDERCARRIAGE SYSTEM, by Enrique Garza, included by reference herein and for which benefit of the priority date is hereby claimed.  
         [0002]     The present application is related to U.S. Pat. No. 2,141,421, issued Dec. 27, 1938, for WILLIAM S TAYLOR, by FOLDING CLEAT OR GROUSER, included by reference herein.  
         [0003]     The present application is related to U.S. Pat. No. 3,934,664, issued Jan. 27, 1976, for STEERING MECHANISM FOR TRACK VEHICLES, by Jorma Toivo Tapani Pohjola, included by reference herein.  
         [0004]     The present application is related to U.S. Pat. No. 4,119,356, issued Oct. 10, 1978, for VEHICLE AND ENLESS TRACK STRUCTURE THEREFOR, by Jorma Toivo Tapani Pohjola, included by reference herein.  
         [0005]     The present application is related to U.S. Pat. No. 5,881,831, issued Mar. 16, 1999, for MULTI-TERRAIN AMPHIBIOUS VEHICLE, by William B, Harvey, included by reference herein.  
         [0006]     Federally sponsered research: Not applicable  
         [0007]     Sequence listing or program: Not applicable  
         [0008]     Field of search : 305,280/28.5,301/45+,474,180/10,926+, 172/17+,124+,143+ 
     
    
     FIELD OF THE INVENTION  
       [0009]     The present invention relates to . . . and, more particularly, to . . . An improvement of traction and capabilities for various vehicles with endless chain links that interconnect to a track wheel system also having ability to convert a rubber wheel system to a track capability by attachment to single or multiple wheels  
       BACKGROUND OF THE INVENTION  
       [0010]     Tracked vehicles mainly have a fair weather type efficiency limited in bad weather and a liability in certain slopes in any weather condition. it is also dependent on the weight of the vehicle for traction, therefor this is why a tracked vehicle sinks and get stuck on too soft of a terrain and slips and slides on winter ice and when a vehicle is negotiating a slope, it loses traction when the center of gravity shifts. there is a multitude of track designs for a multitude of various vehicles because there is no one track design that is applicable to most or all the various types of vehicles. there is a logistic and exspense created for the multitude of various tracks. some track designs require hands on reconfiguration in the field with the vehicle immobile when changing to different terrains and the speed of reconfiguration is dependent on weather some track designs are so specialized that it losses its effieciency dramatically out of the purpose terrain.  
         [0011]     Solutions in track design history utilized a wider footing, this increased traction surface while minimizing sinking on soft terrain. another track design utilized rubber pads attached to the steel links to prevent unwanted road damages. another design was to enginneer with utmost effeciency to specialize to the enviroment it was mostly used on example snow, swamp. amphibious enviroments. snow, swamp, and amphibions incorporated similar design of latterally long blades on every link, this created an oar principal. another design utilized an all rubber belt track design therefor giving a lighter and quieter capability. amphibious propulsion shifted from tracks to seprate systems such as water pumps and water jets or turbines therefor giving a faster speed ratio of effecincy.  
         [0012]     The shortcomings of history solutions are the wider the track links the heavier in which feul economy is taxed. the rubber pads design are in the way of steel biting links in certain enviroments therefor hindering traction. specialized tracks are limited outside it&#39;s design enviroment. U.S. Pat. No. 2,141,421 requires a hands on reconfiguration with a tool, using time to manipulate every individual link to it&#39;s desired position with the vehicle at a stopped or parked status, this is a disadvantage in certain weather and terrain conditions, being also time cosuming. U.S. Pat. No. 4,119,356 is a specialized design limited to it&#39;s design purpose of turning. the amphibious track design of multiple oars of latterally enlongated blades were of limited effeciency because water level was not always level, so as the blades propel the vehicle at the bottom cycle of the track revolution, when the top revolution with unstable choppy waters, the blade oars counteracted the forward momentum by pushing water into the opposite direction like as U.S. Pat. No. 5,881,831 page one  FIG. 2  number  25  in which uses the blade oar principal with a greater mass of material. amphibious propelment designs of water pumps and now water jet turbines, sacrifce vehicle space with increased weight with limited usage, because amphibious vehicles spend more time out of water than in water, therefor as soon as the vehicle gets out of water the seperate propulsion system becomes dead weight. the all rubber belt designs are prone to faster wear and tear and ripping apart, when discarded it is wastfull of much rubber.  
         [0013]     It is therefore an object of the invention to . . . Incorporate more capability and versatiliy in a standard comparable size of undercarriage system It is another object of the invention to . . . Make it self adjusting from trrain to terrain automatically to eliminate field phyisical reconfigeration.  
         [0014]     It is another object of the invention to . . . to save vehicle space and weight, by bringing back to the undercarriage system the amphibious capabiliy with a more effieciency, or to compliment an allready in place propulsion system.  
         [0015]     It is another object of the invention to . . . To make a new use of track design for a single unit vehicle that incorporates the all terrain, the snowmobile and the water ski jet capabilities for recreational, military and resue.  
         [0016]     It is another object of the invention to . . . Have capabilities to change a rubber wheel system into a track system by attachment to existing rubber wheel system.  
         [0017]     It is another object of the invention to . . . Eliminate the all rubber belt track design to minimize rubber waste, by obtaining a comparable flexability track design option.  
         [0018]     It is another object of the invention to . . . Have track pads with easy quick release and replacement with various optional pad materials, according to vehicle especifications.  
         [0019]     It is another option of the invention to . . . Have longtitude and side traversing traction capability with various multiple penetration systems.  
         [0020]     It is another option of the invention to . . . Be applied to a greater number of various vehicles to minimize material logistics.  
         [0021]     It is another object of the invention to . . . To create new uses for the internal wheel suspension that is part of the undercarriage system to various and all kinds of wheel systems.  
         [0022]     It is another object of the invention to . . . To create new uses for the internal wheel suspension that is a part of the undercarriage system as a shock or impact suppressor to all kinds of shock prone systems like as the automotive bumpers.  
         [0023]     It is another object of the invention to . . . To create new uses for the internal wheel suspension that is a part of the undercarriage system as a vibration damper to all kinds of systems prone to vibration.  
         [0024]     It is another object of the invention to . . . To create new uses for the internal wheel suspension that is a part of the undercarriage system as a suppressor or buffer of sudden jolt or gravity trammas with a mutiple directional capability to all kinds of vehicle seats.  
       SUMMARY OF THE INVENTION  
       [0025]     In accordance with the present invention, there is provided . . . an undercarriage system employing resilient technology principals to manipulate automatically operation of transition from terrain to terrain including amphibiously also to substantially improve traction capabilities by employing a multitude of resilient penetrator traction devices which are attached to resilient chainlink chasis and the resilient material parts are of resilient metal or resilient plastic or resilient composites or the combination thereof and the undercarriage system is appliccable to a multitude and various kinds of vehicles as in commercial and military and recreation and rescue with also the belt track made adaptable to attach to predetermine single or rubber wheel assemblies 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0026]     A complete understanding of the present invention may be obtained by reference to the accompanying drawings, when considered in conjunction with the subsequent, detailed description, in which:  
         [0027]      FIG. 1  is a top view of a resilient chainlink chasis with a view of multiple assembly slots and connectors  
         [0028]      FIG. 2  is a top view of a resilient chainlink chasis with perspective sectional slices;  
         [0029]      FIG. 3  is a front view of a resilient chainlink chasis in unstressed or retracted status showing angled ends;  
         [0030]      FIG. 4  is a sectional half cut view of a resilient flap penetrator assembly with hollow torsion rods that sleeve through in a unit connecting to transmission;  
         [0031]      FIG. 5  is a top view of a resilient chainlink with assemblies attached to chasis;  
         [0032]      FIG. 6  is an exploded view of a flap assembly parts in enlarged detail left side;  
         [0033]      FIG. 7  is an exploded view of a flap assembly parts in enlarged detail right side;  
         [0034]      FIG. 8A  is a sectional view of a resilient flap penetrator illustration in unstressed or retracted status;  
         [0035]      FIG. 8B  is a side view of a flap transmission gearing with arrow directions towards exspansion or stressed position;  
         [0036]      FIG. 9A  is a sectional view of a resilient flap penetrator illustration in stressed or exspanded status;  
         [0037]      FIG. 9B  is a side view of a flap transmission gearing with arrow directions towards retracting or unstressed status;  
         [0038]      FIG. 10  is an exploded view of an upper and lower flap penetrators and shaft retainer with slide through flap directions;  
         [0039]      FIG. 11A  is a top view of a flap geared ends connectig to flap transmission or sun gear;  
         [0040]      FIG. 11B  is a sectional view of a flap ends and transmission in side view;  
         [0041]      FIG. 12A  is a side view of a flap linkage that connects penetrator with flap assemblies;  
         [0042]      FIG. 12B  is a front view of a two flap linkages connected into one unit by a bar that is a part of flap assembly;  
         [0043]      FIG. 13A  is a side view of a leaf spring buffer linkage that is a part of flap assembly;  
         [0044]      FIG. 13B  is a top view of a leaf spring buffer linkage that is a part of flap assembly;  
         [0045]      FIG. 14A  is a side view of a slide gear that is part of flap assembly;  
         [0046]      FIG. 14B  is a top view of a slide gear that is a part of flap assembly;  
         [0047]      FIG. 15  is a top view of a resilient chainlink with assemblies attached to chasis;  
         [0048]      FIG. 16  is an exploded view of a resilient long penetrator assembly;  
         [0049]      FIG. 17  is an exploded view of a resilient leaf spring cam lock assembly;  
         [0050]      FIG. 18A  is a top view of a resilient long penetrator;  
         [0051]      FIG. 18B  is a side view of a resilient long penetrator;  
         [0052]      FIG. 18C  is a front view of a resilient long penetrator;  
         [0053]      FIG. 19  is a bottom view of a resilient cam lock assembly;  
         [0054]      FIG. 20  is a front view of a resilient cam lock assembly;  
         [0055]      FIG. 21A  is a front view of a reilient cam lock working illustration showing reverse leaf spring in locked or depressed position by ring depressor;  
         [0056]      FIG. 21B  is a front view of a resilient cam lock working illustration showing reverse leaf spring is unlocked by cam lock exspander;  
         [0057]      FIG. 22A  is a side sectional view of a resilient chainlink chasis;  
         [0058]      FIG. 22B  is a side sectional view of a resilient chainlink chasis with long penetrator and cam lock assemblies both in retracted or unstressed position;  
         [0059]      FIG. 22C  is a side sectional view of a resilient chainlink chasis with long penetrator and cam lock assemblies both in depressed or stessed position;  
         [0060]      FIG. 23A  is a side view of an undercarriage with highlighted position of roller wheel depressor;  
         [0061]      FIG. 23B  is a side view of a resilient roller wheel depressor assembly;  
         [0062]      FIG. 24A  is a front half view of a resilient depressor ring assembly;  
         [0063]      FIG. 24B  is a side half view of a resilient depressor ring assembly;  
         [0064]      FIG. 25  is a side view of a spring leaf of the depressor ring in depressed or stressed position;  
         [0065]      FIG. 26A  is a side view of an udercarriage with highlighted position of roller wheel exspander;  
         [0066]      FIG. 26B  is a side view of a roller wheel exspander;  
         [0067]      FIG. 27  is a front half view of a roller wheel on chailink chasis exspander or depressor;  
         [0068]      FIG. 28A  is a side view of an undercarriage with highlighted internal wheel suspensions;  
         [0069]      FIG. 28B  is a side view of an internal wheel suspension assembly;  
         [0070]      FIG. 29A  is a side view of a resilient internal wheel suspension in unstressed position;  
         [0071]      FIG. 29B  is a side view of a resilient internal wheel suspension in stressed position;  
         [0072]      FIG. 30A  is an exploded view of an interlocking leaf springs of internal wheel suspension;  
         [0073]      FIG. 30B  is an enlarged detail view of an interlocking leaf spring grooves;  
         [0074]      FIG. 31A  is a half front and side view of an internal suspension case;  
         [0075]      FIG. 31B  is a half front and side view of an internal suspension guide plates;  
         [0076]      FIG. 32A  is a sectional half cut view of an internal suspension case with guide plates and axle a working illustration without the internal springs in one unit axle in unstressed position;  
         [0077]      FIG. 32B  is a sectional half cut view of an internal suspension unit in stressed position;  
         [0078]      FIG. 33  is a side view of a working illustration of roller wheel depressor or exspander traveling over interconnected chainlinks depressing reverse leaf spring which inturn depressing long penetrator;  
         [0079]      FIG. 34A  is a top view of a sprocket that can be designed as two inside or two outside or four teeth option;  
         [0080]      FIG. 34B  is a top view of an interconnected chainlink with outsides in standard connection format and centered sprocket to interlock and ride over link shaft ends then over chasis sprocket slots then starting new repitition over shaft connector;  
         [0081]      FIG. 35  is a top view of a lower flap with locking slot latches for pad assembly;  
         [0082]      FIG. 36  is a sectional view of a lower flap and locking latches;  
         [0083]      FIG. 37A  is a side view of a pad assembly;  
         [0084]      FIG. 37B  is a top view of a pad chasis showing latch pins and latch pin lock;  
         [0085]      FIG. 38  is a sectional view of a pad assembly;  
         [0086]      FIG. 39A  is a top view of a work illustration of latch pins of pad assembly connecting to lower flap slots the begining of alighnment sequence;  
         [0087]      FIG. 39B  is a top view of a sequenced of the slide and locking position;  
         [0088]      FIG. 39C  is a top view of a pad assembly pins locked into place on the lower flap latches;  
         [0089]      FIG. 40A  is a side view of a centrifical penetrator an adapter unit for chainlinks that are strapped to rubber wheel assemblies this penetrator is in retracted or unstressed position;  
         [0090]      FIG. 40B  is a side view of a centrifical penetrator in exstended or stressed position;  
         [0091]      FIG. 41A  is a top view of a guide block with bearings and penetrator;  
         [0092]      FIG. 41B  is a side view of a guide block with bearing and penetrator;  
         [0093]      FIG. 41C  is a top view of a resilient penetrator and shaft connector;  
         [0094]      FIG. 42  is an elevational right view of an alternate embodiment of resilient chainlink chasis with split or forked ends;  
         [0095]      FIG. 43A  is a side view of a fork illustration of stressing or flexing;  
         [0096]      FIG. 43B  is a side view of a fork illustration of independent stressing or flexing;  
         [0097]      FIG. 44A  is a top view of a forks having bearings within universal joint case connecting while maintainig independent flexing;  
         [0098]      FIG. 44B  is a side view of a fork equipped with universal joint traversing uphill;  
         [0099]      FIG. 45A  is a front view of an alternate embodiment of chainlink chasis coil spring loaded;  
         [0100]      FIG. 45B  is a bottom view of a chasis showing coil springs and guide blocks in center;  
         [0101]      FIG. 46A  is a front view of an alternate chainlink chasis leaf spring loaded;  
         [0102]      FIG. 46B  is a bottom view of a chasis showing leaf spring and centered leafspring block;  
         [0103]      FIG. 47A  is a front view of an alternate embodiment chainlink chasis;  
         [0104]      FIG. 47B  is a front view of a multitude of leaf springs that attaches to chasis frame;  
         [0105]      FIG. 47C  is a top view of a leaf spring showing slot holes for fastener to combine leafs;  
         [0106]      FIG. 48A  is a top view of a top plate on optional chasis designs for when a sturdy or heavy duty base is required this top plate has centrifical penetrator for rubber wheel assemblies;  
         [0107]      FIG. 48B  is an elevational right view of a top plate with forked chasis;  
         [0108]      FIG. 49A  is a front view of an adjustable top plate for rubber wheel assemblies this design can be incorporated in combination with  FIG. 37  and  39  latch system onto top plate chainlink  FIG. 48 ;  
         [0109]      FIG. 49B  is a side view of a rubber wheel assembly with links interconnected and strapped and secured with chains;  
         [0110]      FIG. 50A  is a top view of a brace adjuster;  
         [0111]      FIG. 50B  is a side view of a brace adjuster;  
         [0112]      FIG. 51  is a top view of a slide chasis;  
         [0113]      FIG. 52  is a sectional view of a slide chasis;  
         [0114]      FIG. 53A  is a perspective view of a connection illustration beginning sequence of brace adjuster through slide chasis;  
         [0115]      FIG. 53B  is a perspective view of a completed connection sequence;  
         [0116]      FIG. 53C  is a front view of an adjusting sequence for multiple wheel assemblies;  
         [0117]      FIG. 54A  is a top view of an alternate embodiment of penetrator with longer penetration;  
         [0118]      FIG. 54B  is a front view of a longer penetrator;  
         [0119]      FIG. 55A  is a front half view of an alternate depressor for roller wheel;  
         [0120]      FIG. 55B  is a perspective view of an alternate deppressor showing different stages of parts;  
         [0121]      FIG. 56  is a front view of a second alternate deppressor showing shaft design;  
         [0122]      FIG. 57  is a side half view of a third alternate deppressor showing clip on interlocking system;  
         [0123]      FIG. 58A  is a front half view of a leaf spring ring showing clip on slots;  
         [0124]      FIG. 58B  is a side view of a leaf spring ring;  
         [0125]      FIG. 59A  is a front half view of a leaf spring tensioner with slots and end bearrings;  
         [0126]      FIG. 59B  is a side view of a leaf spring tensioner;  
         [0127]      FIG. 59C  is a perspective view of a spring tensioner end and bearring parts;  
         [0128]      FIG. 60  is a perspective view of a new use embodiement of internal wheel suspension on spoked type wheels;  
         [0129]      FIG. 61  is a top view of a new use embodiement of internal wheel suspension as impact suppressor showing in bumber design;  
         [0130]      FIG. 62  is a perspective view of a new use embodiement of internal wheel suspension as vibration and impact suppressor showing rubber sleeve on axle and rubber bearings;  
         [0131]      FIG. 63A  is a perspective view of a new use embodiement of internal wheel suspension as multiple directional impact suppresor;  
         [0132]      FIG. 63B  is a perspective view of a capable directions of the multiple directional unit;  
         [0133]      FIG. 63C  is a cross sectional view of a chasis or case;  
         [0134]      FIG. 63D  is a sectional view of a chasis showing open end for axle free movement;  
         [0135]      FIG. 63E  is a side view of a multiple directional impact suppressor showing three systems with their own directions as one unit;  
         [0136]      FIG. 63F  is a front view of a multiple impact suppressor showing axle attached;  
         [0137]      FIG. 64A  is a perspective view of a new use embodiement for multiple impact suppressor on chairs or seats showing frame with impact suppressing adjustable head rest;  
         [0138]      FIG. 64B  is an exploded view of a securing and adjusting mount rack for seats; and  
         [0139]      FIG. 64C  is a sectional view of a slide rack one part sliding into the other. 
     
    
       [0140]     For purposes of clarity and brevity, like elements and components will bear the same designations and numbering throughout the FIGURES.  
       DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0141]     An endless chainlink  10  as in  FIG. 1  are interconnected from end to end such as  FIG. 34B  at  FIG. 1  number  18  rear and  16  front connections to create a track system of an endless or desired length of an undercarriage system  FIG. 28A  shows an undercarriage system with interconnecting links in a longtitude direction an undercarriage assembly having a drive sprocket with a means to rotate inturn driving interconnected chain links in a longtitude directions by gripping sprocket slots as in  FIG. 1  number  20  or optional side links as in  FIG. 34A  and B so as the track system moves it travels over or under a multitude of roller wheels  FIG. 28A  numbers  120  that guide and stretch the tracks into a snug fit and with the aid of link guides  66   FIG. 1  number  36  these run through a cavity of roller wheels  FIG. 27  preventing tracks from latteral motion in combination with roller wheel link shoulder  FIG. 3  number  34  optional design is to make the link guides  66  detachable or incorporate a spacer block to make chainlinks adaptable to rubber wheel assemblies as in  FIG. 49B  the undercarriage system has internal wheel suspension for the multitude of roller wheels  FIG. 28A  and B which have a mutitude of leaf springs number  112  around a roller wheel axle number  114  with bearing end tips number  84  that create a quieter and smoother flexing transition as in flexing illustration of internal wheel suspension  FIG. 29A  which is in a unstressed status with  FIG. 29B  shows stressed status  FIG. 30A  is exploded view of resilisent leaf springs and  FIG. 30B  showing the clip on assembly of leaf springs  FIG. 32A  unstressed and  32 B stressed is the front view of the internal roller wheel suspension case a working illustration a through axle case type number  130  are gude plates that prevent laterral motion or an option of through one side as in  FIG. 63F  so as the track continues it&#39;s travel in a longtitude direction and pivots around the front roller wheel which changes the track direction down and towards the rear soon after the track links reaches ground level it contacts the roller wheel deppressor shown in  FIG. 27  front view and side view  FIG. 33  and  FIG. 23B  showing the assembly  FIG. 24A  and B shows deppressor ring  100  which moves accordingly the resilient leaf springs number  110  relay spring and inturn moves  118  tensioner spring from unstressed position and  84  bearing end tips that provide quieter and smoother flexing transition this assembly is positioned around the internal wheel suspension assembly as in  FIG. 23B  when a greater force from terrain features is encountered  FIG. 25  shows result of collapsed and stressed deppressor of resilient leaf springs which automatically goes back to it&#39;s primary position as soon as terrain force dissapates  FIG. 21A  shows the working illustration of cam lock assemby when deppressor ring  100  depresses  86  the reverse leaf spring the reverse leaf spring allows roller wheels to travel forward or reverse as mounted on a link chasis  FIG. 22B  number  86  is unstressed or retracted position and  FIG. 22C  is stressed or deppressed position which inturn depresses the penetrator  FIG. 16  into terrain for traction the sequence operation  FIG. 21A  shows the deppressor ring  100  depressed the reverse leaf spring  86  passed  94  slide spreader cam that is spread by the downward travel of  86  below the camlocks  92  of the resilient camlock sleeve chasis  FIG. 20  number  84  reveals the optional bearings that provides a quieter and smoother flex passage and with  86  the revese spring at the bottom of the cam sleeve  92  are the cam locks that keep  86  the reverse spring from going back up until a greater force is exerted  FIG. 1  is a chainlink  10  chasis of a hard resilient material be it metal or plastic or composites or the combination thereof  FIG. 3  number  32  showing the chainlink  10  with outward angle  68  downward on the sides the more the degree angle  68  downward the stiffer the resistence and is subject according to vehicle specifications  FIG. 1  shows a multitude of slots for quick attachment of cased assemblies  28  a flap assembly slot  22  a flap gearing slot  20  optional sprocket slot  24  centered penetrator slot the penetrator assembly and flap assembly penetrator work together simeoustaneously as in exploded views  FIG. 6  and  FIG. 16  and  17  with top view  15  therefor  FIG. 22B  penetrator assembly and  FIG. 8A  are both retracted or unstressed status so together the penetrator  FIG. 22C  is deppressed at the same time  FIG. 9A  flaps are exstended the sequence begins with the roller wheel deppressor pushing down on the resilient penetrator assembly which is connected to flaps by  FIG. 12A  number  64  as penetrator conection which moves  40  flap linkage this pivots on the penetrator attachment pivot  FIG. 12B  number  66  the flap linkage is a set of two as in  FIG. 12B  connected by the pivot  66  this system work two flap assemblies  FIG. 6  and  7  one on each side of the chainlink  10   FIG. 13A  number,  72  connects the flap limk to the buffer leaf spring as in  FIG. 8A  number  42  which allows the flaps to retract even if center penetrator is deppressed the buffer leaf spring dissapates possible counteracting forces number  74   FIG. 13A  connects to  76   FIG. 14A  slide gear  FIG. 8A  number  44  which moves in a longtitude direction to rotate  54  lower flap gear which turns  48  transmission  FIG. 11B  shows the transmission connecting lower flap gear  54  and upper flap gear  60  wth gear  52  that exstends or swings out both upper and lower flaps as in  FIG. 9A  both flaps are manipulated through the sun gear transmission  FIG. 11A  this process allows the upper and lower flaps to retract and exstend at the same time  FIG. 4  shows flaps exstended the resilient flap penetrators  58  are designed as one piece unit having a hollow torsion drive shaft with geared ends this allows the shafts to flex with the chainlink  10  ends other options is to incorporate mini universal joints the flap penetrators  58  automatically exstend on soft or liqufied terrains and automatically retracts as harder or stiffer terrain is encountered so as the center penetrator remains extended until solid surfaces such as asphalt and rocks are encountered therefor it automatically retracts acordingly as terrain dictates so as the other penetrators  FIG. 3  number  32  on the same principals of terrian dictations the downward angle  68  of the chainlink  10  ends becomes stressed or levels out with the weight of vehicle and stiffnes of terrains going up and down as terrain dictates automatically so now with the track links following on course towards the rear depending on terrains the multiple penetrators are retracted or depressed and if depressed the links encounter a roller wheel exspander at the rear of the undercarriage system as in  FIG. 26A  number  102  which exspands as in  FIG. 21B  number  94  is spread by  102  roller wheel inturns moves  92  camlocks to the side allowing  86  the reverse leaf spring free to come back up retracting the center penetrator so as the links continues to the rear pivoting up and again pivoting around the sprocket changing course to the front in retracted position to repeat the revolution cycle again automatically and the quick release or attachment of rubber pads with various optional materials unto the lower flap assembly as in  FIG. 35  having latches  138  a rotation latch and  140  a locking side latch which allows pad assembly  FIG. 37A  to connect by  FIG. 37B  latch guide pins  146  and  148  number  39 A an illustrated sequence begining with number  158  slide in as  156  rotates to allighnment as  FIG. 39B  both  158  and  156  slide into lower flap latches  138  and  140  as in  FIG. 39C  snapped and locked now to attach the chainlink  10  track onto a rubber wheel assembly either individually or a multitude set is dependent on rubber wheel system design as in  FIG. 49A  and B which is showing links interconnected togther around a wheel assembly and secured in place by strap chains around a wheel because of the rubber wheel design the center penetrator is to be replaced by a centrifical penetrator  FIG. 40A  unstressed or retracted position and  40 B in deppressed or exstended position operation sequence begins with the rubber wheel contacting slider guide in  FIG. 40A  number  162  as it slides against the spring retractor number  164  it gliides on bearing  84  as the spring collapses number  168  penetrator blade tip glides by under a kicker exstender  166  which exstend the penetrator blade further as the penetrator assembly goes rearward  FIG. 40B  shows the end result now the penetrator is dependent on terrain hardness which can retract the penetrator by aiding the spring retractor to push the penetrator assembly manipulating  168  the penetrator blade to glide over  172  the kicker retractor collapsing the penetrator blade into the penetrator case  162  until a soft terrain is encountered the centrifical penetrator retracts and exstends automatically as the terrain dictates  
         [0142]     Aternate embodiment  FIG. 42 a  resilient chasis with split side ends of a fork type number  176  and  178  this design gives an added articulation of a lontitude ability as in illustration of  FIG. 43A  and B showing the ability of forming better to the contours of terrain and  FIG. 44A  shows the top view of forks equipped with universal joint case  180  and  84  bearings which gives the back and front to still work independently of each other  FIG. 44B  shows the fork link chasis negotiating an uphill slope  
         [0143]     Alternate embodiment  FIG. 45A  a resilient chasis with swing free sides pivoting at  38  the resiliency is incorporated by long springs  164  and guided into position by  190  guide shafts which is anchored at the outboard side  186  of the chasis and the guide shafts are in turn guided by  188  stationary block shaft slots  
         [0144]     Alternate embodiment  FIG. 46A  uses the same principals as  FIG. 45A  instead of the coil springs leaf springs number  164  is opted for  
         [0145]     Alternate embodiment  FIG. 47A  a chasis where multiple leafs  FIG. 47B  is attached onto and  FIG. 47C  slack slots  194  combine and maintains a secured minimum movement at the ends of the leaf springs  
         [0146]     Alternate embodiment  FIG. 49A  because of the multitude of various widths of rubber wheeled assemblies it is considerable to design an adjustable chainlink  10  number  200  a chasis  208  having  24  penetrator slots for centrifical pnetrator  FIG. 40A and 212  slider slots with gravity locks keys  204  are long keys at the ends of the chasis that is set into place upon  FIG. 50A  brace adjuster which have multiple long grooves that recieve  204  keys and locks into desired place preventing unwanted movement  FIG. 53A  is the begining sequence of attachment of brace adjuster  216  unto the chasis  208  following  220  path through chasis slider slot then after in place is rotated clockwise number  218  and in place in  FIG. 53B  then following the path of  222  bringing the brace adjuster to the level plane of the chasis as in  FIG. 53C  and adjusted accordingly number  224   
         [0147]     Alternate embodiment  FIG. 48A  and B of a resilient chasis with a top plate  198  for extra heavy vehicles or utilizing latch system  FIG. 39  in combination with  FIG. 49A  for rubber wheel adjustability on top plates  
         [0148]     Alternate embodiment  FIG. 54A  a top view and  FIG. 54B  is side view of longer penetrator design when a deeper penetration is required  234  assembly case sleeve that is attached unto the chasis penetrator slot  FIG. 1  number  24  the penetrator shaft  54 A number  188  is able to manuver up or down through the  234  sleeve and  232  is topped with threads for the  226  castle nut that secures  230  retractor spring and  228  spring washer in place with cotter pin in nut the tension is on retracted side  
         [0149]     Alternate embodiment  FIG. 55A  and B of roller wheel deppressor is of a multitude coil spring loaded type  164  which gives tension to the  100  ring deppressor the up and down travel is controlled by sleeve guides  242  that allow  240  ring deppressor pin to be guided and  244  spring pins top and bottom guide to secure in place the spring as it travels up and down  
         [0150]     Alternate embodiment  FIG. 56  of a coil spring loaded deppressor same prncipals of  FIG. 55A  except instead of coil spring pins a  248  shaft guide is opted for  
         [0151]     Alternate embodiment  FIG. 57  leaf spring deppressor type like as  FIG. 24B  except instead of  108  the connection retainer the clip on design attachment  FIG. 58A  and B is opted for as in  FIG. 30A  and B number  110  spring relay and  118  leaf spring tensioner is cliped onto  
         [0152]     New use embodiment  FIG. 60  showing use of internal wheel suspension in a motorcycle wheel or bicycle and is capable for various and all kinds of wheel assemblies for military or commercial or recreational types such as automotive and snowmobiles and all terrain vehicles and locomotive trains and robotic and space and the internal wheel suspension could stand alone or be an addittion or compliment to other suspension designs  
         [0153]     New use embodiment of internal suspension as an impact suppressor  FIG. 61  on a vehicle bumper as in  252  with  120  suppressors can be used in various and all kinds of areas where impact suppression is rquired as in automotive and commercial and military such as automotive impact side panels and tractor trailer hook up frame and loading docks and boat and ship docks and road side rails and earthquake prone buildings automotive head rests as whiplash suppressors  
         [0154]     New use embodiment of internal suspension as a vibration damper  FIG. 62 a  hard rubber sleeve around axle  114  and rubber bearings  84  can be used in various and all kinds of areas where minimal impact and higher vibration damping is required such as automotive and commercial and machinery and military  
         [0155]     New use embodiment of internal suspension as a multiple directional impact suppressor  FIG. 63A  in a three dementional view  FIG. 63C  showing case and  FIG. 63F  front view with three impact suppressors as one unit  114  three axles  122  with center axle protruding to act also as a base chasis where free movement is maintain by a bigger hole in  FIG. 63D  number  262  can be used in all kind and various seats such as riding mower and bicycle and automotive and aircraft in single or in multiple combinations and sizes as in  FIG. 64A  seat frame with  120  whiplash suppressor with adjustable up and down leaf springs  268  additional suppressors  256   FIG. 64B  and C is view of slide racks  270  goes into  272  which allows  270  being secured to chair to move back and front for adjustment of seat within  272  as  272  is secured to a base  
         [0156]     Since other modifications and changes varied to fit particular operating requirements and environments will be apparent to those skilled in the-art, the invention is not considered limited to the example chosen for purposes of disclosure, and covers all changes and modifications which do not constitute departures from the true spirit and scope of this invention.  
         [0157]     Having thus described the invention, what is desired to be protected by Letters Patent is presented in the subsequently appended claims.