Patent Publication Number: US-2022219769-A1

Title: Multi-feature track system with enhanced performance

Description:
REFERENCE TO RELATED APPLICATION 
     The present application claims priority to U.S. Provisional Patent Application 63/136,796, filed on Jan. 13, 2021; and to U.S. Provisional Patent Application 63/275,668, filed on Nov. 4, 2021, the content of both of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present technology relates to track systems, vehicles having track systems, rear track system configurations, support structures for track systems, tensioners for track systems, wheels and wheel assemblies for track systems, seal assemblies, protective cover assemblies, mounting attachments for track systems and endless tracks for track systems. 
     BACKGROUND 
     Certain off-road vehicles, such as all-terrain vehicles (ATVs and UTVs), may be equipped with track systems which enhance their traction and floatation on soft, slippery and/or irregular grounds (e.g., soil, mud, sand, ice, snow, etc.) on which they operate. Track systems typically provides a larger contact area (patch) on the ground compared to the size of the contact area (patch) of a wheel on the ground. Floatation over soft, slippery and/or irregular ground surfaces is increased and the lower portion of the vehicle is maintained at a greater distance from the ground surface. 
     Track systems, due to the loads they bear and the conditions under which they are used may require maintenance operations and can require replacement of some parts, such as support wheel assemblies. These maintenance operations can be long, can occur often and can be expensive. Not performing these maintenance operations can reduce lifespan of other components of the track system. Furthermore, replacement of parts of the track can be expensive. 
     In order to reduce the aforementioned drawbacks, there is a desire for a track system and parts thereof that can, inter alia, reduce maintenance operations and enhance lifespan of various parts of the track system. 
     SUMMARY 
     It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art. 
     According to one aspect of the present technology, there is provided a protective cover assembly connectable to a wheel of a track system, where the wheel has a hub defining a hub aperture. The protective cover assembly includes an outer cap for obstructing the hub aperture, and a sealing member configured to sealingly connect the outer cap and to the wheel. 
     In some embodiments, the track system is a track system of an off-road vehicle. 
     In some embodiments, the protective cover assembly is removably connectable to the wheel of the track system. 
     In some embodiments, the outer cap includes a flange configured to obstruct the hub aperture, and a connecting portion extending from the flange. The connecting portion is configured to be at least partially received in the hub aperture. 
     In some embodiments, the connecting portion has a first connector, the hub has a second connector selectively connectable to the first connector, and connection of the first and second connectors secures the outer cap relative to the hub. 
     In some embodiments, the outer cap is configured to be screwed to the hub. 
     In some embodiments, the outer cap is configured to connect to the hub by a snap-fit configuration. 
     In some embodiments, the protective cover assembly further includes a retaining member configured to be received in the hub aperture. The retaining member retains the outer cap and the sealing member in the hub aperture. 
     In some embodiments, the wheel is one of a drive wheel, a support wheel and an idler wheel. 
     According to another aspect of the present technology, there is provided a wheel assembly for a track system. The wheel assembly includes a wheel, a sleeve and at least one bearing. The wheel has a hub defining a hub aperture, a body extending radially outwardly from the hub, and a rim extending radially outwardly from the body. The sleeve is disposed within the hub aperture and engages a radially inner surface of the hub. The sleeve extends along at least a portion of the hub aperture, and defines a sleeve aperture. The at least one bearing is received within the sleeve aperture. 
     In some embodiments, the at least one bearing is configured to connect to an axle. 
     In some embodiments, the hub is molded around the sleeve. 
     In some embodiments, the hub is made of a first material, the sleeve is made of a second material, and the second material is more rigid than the first material. 
     In some embodiments, the sleeve defines a plurality of apertures. 
     In some embodiments, the hub has a plurality of protrusions configured to be received in the plurality of apertures. 
     In some embodiments, the protrusions merge to form a radially extending portion. 
     In some embodiments, the at least one bearing defines a radial bearing surface area, the sleeve defines a radial sleeve surface area, and the radial sleeve surface area is at least about 1.25 times greater than the radial bearing surface area. 
     According to another aspect of the present technology, there is provided a seal assembly operationally connected to a wheel of a track system. The wheel has a hub defining a hub aperture. The seal assembly includes a sealing cap, a first seal and a second seal. The sealing cap defines a sealing cap aperture configured to receive an axle therethrough. The sealing cap also defines a sealing cap recess. The first seal is disposed in the sealing cap recess, and has a first side engageable to the wheel and a second side engageable the sealing cap. The second seal is disposed radially inwardly of the first seal, and has a third side engageable to the sealing cap and a fourth side. 
     In some embodiments, the seal assembly further including a third seal surrounding the aperture of the sealing cap. 
     In some embodiments, the third seal is an adhesive. 
     In some embodiments, the first seal has at least one lip extending from the second side of the first seal. 
     In some embodiments, the at least one lip is three lips. 
     In some embodiments, the sealing cap has a recessed section defining the sealing cap aperture, an intermediate section extending radially from the recessed section, and a surrounding section extending radially from the intermediate section. 
     According to another aspect of the present technology, there is provided a track system including a frame, a drive wheel assembly, a plurality of support wheel assemblies and an endless track. The frame defines a longitudinal center plane. The drive wheel assembly is rotationally connected to the frame. The plurality of support wheel assemblies are rotationally connected to the frame. A first support wheel assembly of the plurality of support wheel assemblies is disposed longitudinally forward from a remaining of the plurality of support wheel assemblies, the first support wheel assembly defining a first support wheel diameter. A second support wheel assembly of the plurality of support wheel assemblies is disposed adjacent and longitudinally rearward from the first support wheel assembly, the second support wheel assembly defining a second support wheel diameter. The first support wheel diameter is greater than the second support wheel diameter. The endless track surrounds the frame, the drive wheel assembly and the plurality of support wheel assemblies. 
     In some embodiments, the track system further includes an idler wheel assembly disposed longitudinally forward and vertically above the first support wheel assembly, the idler wheel assembly defining an idler wheel diameter, and the first support wheel diameter is greater than the idler wheel diameter. 
     In some embodiments, the track system is configured to connect to an off-road vehicle. 
     In some embodiments, the track system is a rear track system. 
     In some embodiments, the drive wheel assembly defines a driving axle axis, and the endless track defines a contact patch with a ground surface, and a majority of the contact patch is disposed longitudinally forward of the driving axle axis. 
     According to another aspect of the present technology, there is provided a frame, a drive wheel assembly, a plurality of support wheel assemblies, an idler wheel assembly and an endless track. The frame defines a longitudinal center plane. The drive wheel assembly is rotationally connected to the frame. The plurality of support wheel assemblies are rotationally connected to the frame. A first support wheel assembly of the plurality of support wheel assemblies is disposed longitudinally forward from a remaining of the plurality of support wheel assemblies. The first support wheel assembly defines a first support wheel diameter. The idler wheel assembly is disposed longitudinally forward and vertically above the first support wheel assembly, the idler wheel assembly defining an idler wheel diameter. Then endless track surrounds the frame, the drive wheel assembly, the idler wheel assembly and the plurality of support wheel assemblies. The idler wheel diameter is smaller than the first support wheel diameter. 
     According to another aspect of the present technology, there is provided track system for an off-road vehicle, the track system including a frame, a drive wheel assembly, a plurality of support wheel assemblies and an endless track. The frame defines a longitudinal center plane. The drive wheel assembly is rotationally connected to the frame. The drive wheel assembly has a plurality of longitudinally spaced track engaging members, each one of the plurality of longitudinally spaced track engaging members extending along a first length in a direction generally perpendicular to the longitudinal center plane. The plurality of support wheel assemblies is rotationally connected to the frame, each one of the plurality of support wheel assemblies including a first wheel and a second wheel, the first and second wheel being spaced from one another in a direction generally perpendicular to the longitudinal center plane by a first separating distance. The endless track surrounds the frame, the drive wheel assembly and the plurality of support wheel assemblies. The first length is approximately equal to the first separating distance. 
     Implementations of the present technology each have at least one of the above-mentioned objects and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein. 
     Additional and/or alternative features, aspects, and advantages of implementations of the present technology will become apparent from the following description, the accompanying drawings, and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where: 
         FIG. 1A  is a left side elevation view of a vehicle having track systems according to embodiments of the present technology; 
         FIG. 1B  is a top plan view of the vehicle of  FIG. 1A ; 
         FIG. 2A  is a perspective view taken from a front, bottom, left side of a front track system according to an embodiment of the present technology of the vehicle of  FIG. 1A ; 
         FIG. 2B  is a left side elevation view of a rear track system according to an embodiment of the present technology of the vehicle of  FIG. 1A ; 
         FIG. 3A  is a schematic right side elevation view of the rear track system of  FIG. 2B  in a first configuration; 
         FIG. 3B  is a schematic right side elevation view of the rear track system of  FIG. 2B  in a second configuration; 
         FIG. 3C  is a schematic right side elevation view of the rear track system of  FIG. 2B  in a third configuration; 
         FIG. 4  is a plurality of right side elevation views of various configurations of the rear track system of  FIG. 2B , 
         FIG. 5  is a schematic right side elevation view of the rear track system of  FIG. 2B  in an alternative configuration; 
         FIG. 6  is a schematic right side elevation view of the rear track system of  FIG. 2B  in an alternative configuration; 
         FIG. 7  is a perspective view taken from a rear, top right side of the rear track system of  FIG. 2B ; 
         FIG. 8A  is a perspective view taken from a front, top, right side of a portion of an alternative embodiment of the rear track system of  FIG. 2B ; 
         FIG. 8B  is a perspective view taken from a front, top, right side of a portion of an alternative embodiment of the rear track system of  FIG. 2B  and having support structures according to an embodiment of the present technology; 
         FIG. 8C  is a perspective view taken from a front, top, right side of a portion of an alternative embodiment of the rear track system of  FIG. 2B  and having support structures according to another embodiment of the present technology; 
         FIG. 9A  is a perspective view taken from a rear, bottom, right side of the portion of the rear track system of  FIG. 8B ; 
         FIG. 9B  is a perspective view taken from a rear, bottom, right side of the portion of the rear track system of  FIG. 8C ; 
         FIG. 10A  is a perspective view of the support structure of  FIG. 8B  in a first position; 
         FIG. 10B  is a perspective view of the support structure of  FIG. 8B  in a second position; 
         FIG. 10C  is a perspective view of the support structure of  FIG. 8B  in a third position; 
         FIG. 11A  is a perspective view taken from a rear, top, right side of a tensioner according to an embodiment of the present technology; 
         FIG. 11B  is a right side elevation view of the tensioner of  FIG. 11A  in a first position; 
         FIG. 11C  is a right side elevation view of the tensioner of  FIG. 11A  in a second position; 
         FIG. 12  is a perspective view of a cross-section of a wheel and a sleeve of the track systems of  FIG. 1A  according to embodiments of the present technology; 
         FIG. 13A  is a perspective view of a cross-section of alternative embodiments of the wheel and the sleeve of  FIG. 12 ; 
         FIG. 13B  is a perspective view of a cross-section of the sleeve of  FIG. 13A ; 
         FIG. 14A  is a perspective view of a cross-section of alternative embodiments of the wheel and the sleeve of  FIG. 12 ; 
         FIG. 14B  is a perspective view of a cross-section of the sleeve of  FIG. 14A ; 
         FIG. 15A  is a perspective view of a cross-section of alternative embodiments of the wheel and the sleeve of  FIG. 12 ; 
         FIG. 15B  is a perspective view of a cross-section of the sleeve of  FIG. 15A ; 
         FIG. 16A  is a perspective view of a cross-section of alternative embodiments of the wheel and the sleeve of  FIG. 12 ; 
         FIG. 16B  is a perspective view of a cross-section of the sleeve of  FIG. 16A ; 
         FIG. 17  is a perspective view of a cross-section of alternative embodiments of the wheel and the sleeve of  FIG. 12 ; 
         FIG. 18  is a perspective view of a cross-section of alternative embodiments of the wheel and the sleeve of  FIG. 12 ; 
         FIG. 19A  is a perspective view of a cross-section of a wheel assembly of the track systems of  FIG. 1A  according to an embodiment of the present technology, the wheel assembly including a seal assembly and a protective cover assembly; 
         FIG. 19B  is a perspective view of a cross-section of the wheel assembly of  FIG. 19A ; 
         FIG. 20  is a perspective view of a cross-section of an alternative embodiment of a wheel assembly of the track systems of  FIG. 1A ; 
         FIG. 21A  is a perspective view taken from a rear, top, right side of a drive wheel assembly of the track systems of  FIG. 1A ; 
         FIG. 22A  is a close-up perspective view taken from a top, rear, right side of a portion of the track system of  FIG. 7 ; 
         FIG. 22B  is a close-up perspective view taken from a top, rear, right side of the drive wheel assembly of  FIG. 21A  and a mounting attachment according to the present technology; 
         FIG. 23  is an exploded view of the mounting attachment of  FIG. 22B ; 
         FIG. 23  is a perspective view taken from a top, rear, left side of the mounting attachment of  FIG. 22B ; 
         FIG. 25A  is a perspective view taken from a top of an alternative embodiment of the protective assembly of  FIG. 19A ; 
         FIG. 25B  is a perspective view taken from a front, top, right side of the protective assembly of  FIG. 25A ; 
         FIG. 26A  is a perspective view taken from a rear, top, left side of an alternative embodiment of the protective assembly of  FIG. 19A ; 
         FIG. 26B  is a perspective view taken from a rear, top, right side of the protective assembly of  FIG. 26A ; 
         FIG. 27  is a perspective view taken from a rear, top, right side of an alternative embodiment of the protective assembly of  FIG. 19A ; 
         FIG. 28  is a perspective view taken from a front, top, left side of an endless track of the track systems of  FIG. 1A  in accordance of an embodiment of the present technology; 
         FIG. 29  is a close-up of an outer side of the endless track of  FIG. 28 ; 
         FIG. 30  is a close-up of an inner side of the endless track of  FIG. 28 ; 
         FIG. 31A  is a perspective view taken from a front, top, left side of an endless track engaging with a drive wheel according to the prior art, with stresses present within the endless track being shown; 
         FIG. 31A  is a perspective view taken from a front, top, left side of the endless track of  FIG. 28 , with stresses present within the endless track being shown; 
         FIG. 32  is a left side elevation view of a portion of the endless track of  FIG. 28 ; 
         FIG. 33  is a close-up of an outer side of an alternative embodiment of the endless track of  FIG. 28 ; and 
         FIG. 34  is perspective view of a cross-section of a support wheel having a protective cover assembly according to another embodiment of the present technology. 
     
    
    
     DETAILED DESCRIPTION 
     Introduction 
     The present disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. The disclosure is capable of other embodiments and of being practiced or of being carried out in various ways. Also, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including”, “comprising”, or “having”, “containing”, “involving” and variations thereof herein, is meant to encompass the items listed thereafter as well as, optionally, additional items. In the following description, the same numerical references refer to similar elements. 
     In the context of the present specification, unless expressly provided otherwise, the words “first”, “second”, “third”, etc. have been used as adjectives only for the purpose of allowing for distinction between the nouns that they modify from one another, and not for the purpose of describing any particular relationship between those nouns. 
     It must be noted that, as used in this specification and the appended claims, the singular form “a”, “an” and “the” include plural referents unless the context clearly dictates otherwise. 
     As used herein, the term “about” in the context of a given value or range refers to a value or range that is within 20%, preferably within 10%, and more preferably within 5% of the given value or range. 
     As used herein, the term “and/or” is to be taken as specific disclosure of each of the two specified features or components with or without the other. For example, “A and/or B” is to be taken as specific disclosure of each of (i) A, (ii) B and (iii) A and B, just as if each is set out individually herein. 
     For purposes of the present application, terms related to spatial orientation when referring to a track system and components in relation to the track system, such as “vertical”, “horizontal”, “forwardly”, “rearwardly”, “left”, “right”, “above” and “below”, are as they would be understood by a driver of a vehicle to which the track system is connected sitting thereon in an upright driving position, with the vehicle steered straight-ahead and being at rest on flat, level ground. 
     Generally, the present technology relates to track systems and various features thereof such as layouts of the track systems, support structures of track systems, tensioners for track systems, support and idler wheel assemblies of the track systems, wheels for track systems, seal assemblies for wheel assemblies of track systems, outer caps for wheel assemblies of track systems, drive wheel assemblies of track systems, mounting attachments for track systems, and endless tracks of track systems. 
     Off-Road Vehicle 
     Referring to  FIGS. 1A and 1B , the present technology will be described with reference to a vehicle  10 . The vehicle  10  is an off-road vehicle  10 . More precisely, the vehicle  10  is an all-terrain vehicle (ATV)  10 . It is contemplated that in other embodiments, the off-road vehicle  10  could be as a snowmobile, a side-by-side vehicle, a utility-task vehicle (UTV) or another type of recreational vehicles. A person skilled in the art will understand that it is also contemplated that some aspects of the present technology in whole or in part could be applied to other types of vehicles such as, for example, agricultural vehicles, industrial vehicles, military vehicles or exploratory vehicles for examples. The ATV  10  has four track systems  20   a,    20   b,    20   c,    20   d  in accordance with embodiments of the present technology. The track systems  20   a,    20   b  are front track systems, and the track systems  20   c,    20   d  are rear track systems. In some embodiments, the off-road vehicle  10  could have more or less than four track systems. 
     The ATV  10  includes a frame  12 , a straddle seat  13  disposed on the frame  12 , a powertrain  14  (shown schematically), a steering system  16 , a suspension system  18 , and the four track systems  20   a,    20   b,    20   c,    20   d.    
     As will be described below, in various embodiments, the track systems  20   a,    20   b,    20   c,    20   d  may have various features to enhance their traction and/or other aspects of their use and/or performance, such as, for example, features to ameliorate their manoeuverability, to better adapt to ground, and/or to improve overall ride quality. 
     The powertrain  14 , which is supported by the frame  12 , is configured to generate power and transmit said power to the track systems  20   a,    20   b,    20   c,    20   d  via driving axles (not shown), thereby driving the ATV  10 . More precisely, the front track systems  20   a,    20   b  are operatively connected to a front axle  15   a  and, the rear track systems  20   c,    20   d  are operatively connected to a rear axle  15   b.  It is contemplated that in some embodiments, the powertrain  14  could be configured to provide its motive power to both the front and the rear axles  15   a,    15   b,  to only the front axle  15   a  or to only the rear axle  15   b  (i.e., in some embodiments, the front axle and/or rear axle could be a driving axle). 
     The steering system  16  is configured to enable an operator of the ATV  10  to steer the ATV  10 . To this end, the steering system  16  includes a handlebar  17  that is operable by the operator to direct the ATV  10  along a desired course. In other embodiments, the handlebar  17  could be replaced by another steering device such as, for instance, a steering wheel. The steering system  16  is configured so that in response to the operator handling the handlebar  17 , the front track systems  20   a,    20   b  to change their orientation relative to the frame  12 , thereby causing the ATV  10  to turn in a desired direction. 
     The suspension system  18 , which is connected between the frame  12  and the track systems  20   a,    20   b,    20   c,    20   d,  allows relative motion between the frame  12  and the track systems  20   a,    20   b,    20   c,    20   d,  and can enhance handling of the ATV  10  by absorbing shocks and helping to maintain adequate traction between the track systems  20   a,    20   b,    20   c,    20   d  and the ground. 
     The track systems  20   a,    20   b,    20   c,    20   d  are configured to compensate for and/or otherwise adapt to the suspension system  18  of the ATV  10 . For instance, the track systems  20   a,    20   b,    20   c,    20   d  are configured to compensate for and/or otherwise adapt to alignment settings, namely camber (i.e., a camber angle, “roll”), caster (i.e., a caster angle, “steering angle” and/or toe (i.e., a toe angle, “yaw”), which are implemented by the suspension system  18 . As the ATV  10  could have been originally designed to use wheels instead of the track systems, the alignment settings could originally have been set to optimize travel, handling, ride quality, etc. of the ATV  10  with the use of wheels. Since the track systems  20   a,    20   b,    20   c,    20   d  are structurally different and behave differently from wheels, the track system  20   a,    20   b,    20   c,    20   d  may be configured to compensate for and/or otherwise adapt to the alignment settings to enhance their traction and/or other aspects of their performances and/or use. 
     Track System 
     Referring to  FIGS. 1A, 1B, 2A and 2B , the track systems  20   a,    20   b,    20   c,    20   d  will now be generally described. 
     Focusing first on the front track systems  20   a,    20   b,  and referring particularly to  FIG. 2A , since the front track systems  20   a,    20   b  are similar (i.e., generally symmetrical about a longitudinal center plane of the ATV  10 ), only the front track system  20   a,  will be described herewith. The track system  20   a  is a front left track system that is operatively connected to the ATV  10 . In some instances, the front left track system  20   a  could be configured to replace a front left wheel of the ATV  10 . 
     The track system  20   a,  which has a front longitudinal end  21   a  and a rear longitudinal end  21   b,  includes a track-engaging assembly  22  and an endless track  24  that is disposed around the track-engaging assembly  22 . The track-engaging assembly  22  includes a frame  30 , a drive wheel assembly  40 , three support wheel assemblies  50   a,    50   b,    50   c  and front and rear idler wheel assemblies  60   a,    60   b.  It is contemplated that in some embodiments, there could be more or less than three support wheel assemblies and/or more or less than two idler wheel assemblies. In the present embodiment, each of the support wheel assemblies  50   a,    50   b,    50   c  and front and rear idler wheel assemblies  60   a,    60   b  includes left and right wheels. Other configurations of the support and idler wheel assemblies are contemplated. 
     As shown in  FIG. 2A , the front and rear idler wheel assemblies  60   a,    60   b  are elevated relative to the support wheel assemblies  50   a,    50   b,    50   c,  and the support wheel  50   a  is elevated relative to the support wheel assemblies  50   b,    50   c.  The elevation of the front idler wheel  60   a,  and the support wheel  50   a  can, in some instances, help the track system  20   a  to overcome obstacles (i.e., increase approach angle) and/or help the track system  20   a  to steer (i.e. minimize ground contacting surface). The same applies for the elevation of the rear idler wheel  60   b  as well (i.e. increase departure angle). In some embodiments, the front idler wheel assembly  60   a  and/or the rear idler wheel assembly  60   b  could bear weight, and thus could be considered to be support wheel assemblies. In some embodiments, the track system  20   a  includes an anti-rotation connector (not shown) as known in the art to limit a pivotal movement of the track system  20   a  relative to the frame  12  of the ATV  10 . In some embodiments, the anti-rotation connector includes a resilient element such as a spring, or a member made of flexible material such as rubber, and a damper. The anti-rotation connector is connected between the frame  30  of the track system  20   a  and the frame  12  of the ATV  10 . In some embodiments, the anti-rotation connector could be omitted. In some embodiments, one or more of the support wheels  50   a,    50   b,    50   c  could be elevated relative to the other support wheels (e.g., support wheel  50   a  is elevated relative to support wheels  50   b  and  50   c ). 
     Turning now particularly to  FIG. 2B , as the rear track systems  20   c,    20   d  are similar (i.e., generally symmetrical about a longitudinal center plane of the ATV  10 ), only the rear track system  20   c  will be described herewith. The track system  20   c  is a rear left track system configured to operatively connect to the ATV  10 . In some instances, the rear left track system  20   a  is configured to replace a rear left wheel of the ATV  10 . 
     The track system  20   c,  which has a front longitudinal end  121   a  and a rear longitudinal end  121   b,  includes a track-engaging assembly  122  and an endless track  124  disposed around the track-engaging assembly  122 . The track-engaging assembly  122  includes a frame  130 , a drive wheel assembly  140 , four support wheel assemblies  150   a,    150   b,    150   c,    150   d  and front and rear idler wheel assemblies  160   a,    160   b.  As will be described in greater detail below, the diameter of the support wheel assembly  150   a  is larger than the diameter of the support wheel assemblies  150   b,    150   c,    150   d.  In other words, the leading support wheel assembly  150   a  has a larger diameter than the other support wheel assemblies  150   b,    150   c,    150   d.  As shown in  FIG. 2B , by way of support wheel assembly  105   a  having a larger diameter than the diameter of support wheel assemblies  150   b,    150   c,    150   d,  the axis of rotation of the support wheel assembly  150   a  is elevated (i.e., vertically above) relative to the axis of rotation of support wheel assemblies  150   b,    150   c,    150   d.  It is contemplated that in some embodiments, there could be more or less than three support wheel assemblies and/or more or less than two idler wheel assemblies. In the present embodiment, each of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and front and rear idler wheel assemblies  160   a,    160   b  includes left and right wheels. Other configurations of the support and idler wheel assemblies are contemplated. 
     In the embodiment shown in  FIG. 2B , the front and rear idler wheel assemblies  160   a,    160   b  are elevated relative to the support wheel assemblies  150   b,    150   c,    150   d.  In some embodiments, the support wheel assembly  150   a  could be elevated relative to the support wheel assemblies  150   b,    150   c,    150   d  as well. The elevation of the front idler wheel assembly  160   a  can, in some instances, assist the track system  20   c  to overcome obstacles (i.e., increase approach angle). The same applies for the elevation of the support wheel assembly  150   a  (i.e., increase approach angle) and for the elevation of the rear idler wheel  60   b  as well (i.e., increase departure angle). As will be described in greater detail below, the configuration of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and the front and rear idler wheel assemblies  160   a,    160   b  could be different. In some embodiments, the front idler wheel assembly  160   a  and/or the rear idler wheel assembly  160   b  could bear weight, and thus could be considered to be support wheel assemblies. In some embodiments, the track system  20   c  also includes an anti-rotation connector (shown in  FIG. 7 ) as known in the art to limit a pivotal movement of the track system  20   c  relative to the frame  12  of the ATV  10 . In some embodiments, the anti-rotation connector includes a resilient element such as a spring, or a member made of flexible material such as rubber, and a damper. The anti-rotation connector is connected between the frame  130  of the track system  20   c  and the frame  12  of the ATV  10 . In some embodiments, the anti-rotation connector could be omitted. 
     Rear Track Configuration 
     Referring to  FIGS. 3A, 3B, 3C, 4, 5 and 6 , various configurations of the track system  20   c  will be described. As mentioned above, it is understood that the configurations described herewith with reference to the track system  20   c  also apply to the track system  20   d.  The configuration of a track system is sometimes referred to as a layout of the track system. 
     The configuration of the track system  20   c  can vary, depending on which aspect of the overall performance of the track system  20   c  is to be prioritized. The configuration, and thus aspects of the overall performance, of the track system  20   c,  can change depending on, for example, the size of the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the size of the front and rear idler wheel assemblies  160   a,    160   b,  the positioning of the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the positioning of the front and rear idler wheel assemblies  160   a,    160   b,  as well as the number of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and the number of the idler wheel assemblies  160   a,    160   b.  The positioning and size of the drive wheel assembly  140  can also impact the overall performance of the track system  20   c.  Some of these configurations, without being limited to these configurations, are shown in  FIGS. 3A, 3B, 3C and 4 . 
     Referring to  FIG. 3A , in some instances, increasing the diameter of one or both of the idler wheel assemblies  160   a,    160   b  increases the durability of the track system  20   c.  An increase in diameter of an idler wheel assembly (e.g., front idler wheel assembly  160   a  as shown in  FIG. 3A ,) reduces stresses generated in the endless track  124  where the endless track  124  surrounds the idler wheel assembly due to the endless track  124  having a larger radius of curvature at that point. Additionally, increasing the distance between the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the idler wheel assemblies  160   a,    160   b  and the drive wheel assembly  140  generally results in increasing the contact surface (i.e., “contact patch”) between the endless track  124  and the ground (for example: increasing the distance between each one of the support wheel assemblies  150   a,    150   b,    150   c,    150   d;  increasing the distance between the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and any one of the idler wheel assemblies  160   a;    160   b;  increasing the distance between the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and the drive wheel assembly  140 ; increasing the distance between any one of the idler wheel assemblies  160   a,    160   b  and the drive wheel assembly  140 ; increasing the distance between the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and the drive wheel assembly  140 ; and/or increasing the distance between the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the idler wheel assemblies  160   a,    160   b  and the drive wheel assembly  140 ). An increase in the area of contact between the endless track  124  and the ground reduces pressure in the endless track  124 , which increases durability of the track system  20   c.    
     Referring to  FIG. 3B , positioning the front idler wheel assembly  160   a  in an uplifted position relative to the ground (and thus relative to the support wheels  150   a,    150   b,    150   c,    150   d ) is believed to improve the ability of the track system  20   c  to climb over obstacles. The uplifted position of the front idler wheel assembly  160   a  provides a greater “approach angle”, which facilitates obstacle climbing. 
     Referring to  FIG. 3C , decreasing the diameter of one of the front and rear idler wheel assemblies  160   a,    160   b  (front idler wheel assembly  160   a  in the present embodiment) so that the diameter thereof is substantially similar to the diameter of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and positioned so that the front idler wheel assembly  160   a  is generally level with the support wheel assemblies  150   a,    150   b,    150   c,    150   d  which is believed to improve traction and floatability of the track system  20   c,  as the contact surface between the endless track  124  and the ground increases. In such embodiments, the front idler wheel assembly  160   a  is considered as a support wheel. 
     Referring to  FIG. 4 , various configurations of the track system  20   c  are shown, where each configuration slightly modifies one of the aspects of the overall performance of the track system  20   c,  such as the durability, the obstacle crossing, the traction and floatability. 
     Referring to  FIG. 5 , a first embodiment of the configuration of the track system  20   c  is shown. This configuration is particularly suited for durability and traction/floatation purposes. In this configuration, the diameter of the leading support wheel assembly  150   a  is larger than the diameter of the other support wheel assemblies  150   b,    150   c,    150   d,  which as will be described below, is believed to improve durability of the track system  20   c.  Additionally, the rear idler wheel assembly being substantially level with the support wheel assemblies  150   a,    150   b,    150   c,    150   d  increases the contact surface between the endless track  124  and the ground, thereby enhancing traction/floatation. A length L 1  is measured between a center of the drive wheel assembly  140  and the front longitudinal end  121   a.  A length L 2  is measured between the center of the drive wheel assembly  140  and the rear longitudinal end  121   b.  A length L 3  is measured between the center of the drive wheel assembly and the center of the support wheel assembly  150   a.  A length L 4  is measured between the center of the drive wheel assembly and the center of the rear idler wheel assembly  160   b.  A length L 5  is measured between the center of the drive wheel assembly and the ground (i.e., bottom of the endless track  124 ). A length L 6  is measured between the center of the leading idler wheel assembly  160   a  and the ground (i.e., bottom of the endless track  124 ). A length L 7  is measured between the center of the rear idler wheel assembly  160   b  and the ground (i.e., bottom of the endless track  124 ). A length L 8  is measured between the center of the drive wheel assembly  140  the center of the front idler wheel assembly  160   b.  In the present embodiment, L 1  is about 483 mm, L 2  is about 830 mm, L 3  is about 150 mm, L 4  is about 673 mm, L 5  is about 439 mm, L 6  is about 241 mm, L 7  is about 157 mm and L 8  is about 354 mm. The drive wheel assembly  140   d  defines a diameter D 1 . The support wheel assembly  150   a  defines a diameter D 2 . The front idler wheel assembly  160   a  defines a diameter D 3 . The support wheel assemblies  150   b,    150   c,    150   d  define diameter D 4 . It is contemplated that in some embodiments, each of the support wheel assemblies  150   b,    150   c,    150   d  could define diameters different from one another. The rear idler wheel assembly  160   b  defines a diameter D 5 . In the present embodiment, D 1  is about 377 mm, D 2  is about 175 mm, D 3  is about 175 mm, D 4  is about 144 mm and D 5  is about 230 mm. Various ratios can be derived from these dimensions. 
     Referring to  FIG. 6 , a second embodiment of the configuration of the track system  20   c  is shown. This configuration is particularly suited from a rolling resistance perspective, it has less vibration and less where when compared to the configuration of the first embodiment shown in  FIG. 5  (i.e., less energy required to operate track system  20   c ), because most the support wheel assembly having most of the weight is larger, so force is spread on a larger portion of the endless track. In this embodiment, the leading support wheel assembly  150   a  has a diameter that is larger than the diameter of the other support wheel assemblies  150   b,    150   c,    150   d  which, as will be described below, is believed to improve durability of the track system  20   c.  Furthermore, the rear idler wheel assembly  160   b  is positioned slightly vertically above the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  which extends the contact patch without the rear idler wheel assembly  160   b  necessarily engaging with the ground. Thus, while the contact surface area increases, since the rear idler wheel assembly  160   b  does not necessarily engage with the ground, the endless track  124  is subjected to less wear than if the rear idler wheel assembly  160   b  were to be level with the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  and engaged the ground. In the present embodiment, L 1  is about 474 mm, L 2  is about 845 mm, L 3  is about 150 mm, L 4  is about 691 mm, L 5  is about 439 mm, L 6  is about 249 mm, L 7  is about 154 mm. Additionally, in the present embodiment, D 1  is about 378 mm, D 2  is about 215 mm, D 3  is about 175 mm, D 4  is about 144 mm and D 5  is about 230 mm. In another contemplated embodiment, L 1  is about 457 mm, L 2  is about 854 mm, L 3  is about 150 mm, L 4  is about 700 mm, L 5  is about 439 mm, L 6  is about 249 mm, L 7  is about 154 mm, D 1  is about 378 mm, D 2  is about 215 mm, D 3  is about 175 mm, D 4  is about 144 mm and D 5  is about 230 mm. But it is to be appreciated that L 1 -L 7  and D 1 -D 5  could have other values in other embodiments without departing from the present technology. 
     Additionally, the position of the rear idler wheel assembly  160   b  is adapted to add pressure on the track  124  behind the rear axle, such that the resulting tensile force T in the endless track  124 , shown schematically in  FIG. 6 , in the endless track  124  is below the rear axle  15   b.  A length L 9  is measured between the tensile force T and the center of the drive wheel assembly  140 . In the present embodiment, L 9  is about 110 mm. This can progressively increase traction, when high torque is applied to the drive wheel assembly  140 , for instance such as in snowy conditions. But it is to be appreciated that L 9  could have other values in other embodiments without departing from the present technology. 
     In some embodiments, the configuration of the track system  20   c  could be adapted so that a larger portion of the contact surface between the endless track  124  and the ground is located in front of the axle of the ATV  10  to which the track system  20   c  is operatively connected (rear axle  15   b ). This, inter alia, avoids the need for a powerful anti-rotation connector. 
     As shown in  FIGS. 2A, 2B, 5, 6 and 7 , the track system  20   c,  is longitudinally asymmetrical about a vertical plane V that passes through the rear axle and that is generally perpendicular to a longitudinal center plane of the track system  20   c.  More precisely, generally, the rear axle  15   b  is closer to the front longitudinal end  121   a  of the track system  20   c  than to the rear longitudinal end  121   b  of the track system  20   c.  As a result, there is an unequal load distribution of the load borne by the track system  20   c,  as the loads are greater toward the front longitudinal end  121   a  of the track system  20   c  than toward the rear longitudinal end  121   b  of the track system  20   c.  As a result, the load exerted on the support wheel assembly  150   a  is generally greater than the load exerted on the other support wheel assemblies  150   b,    150   c,    150   d.  This, in turn, results in a higher pressure being applied on the endless track  124  below the support wheel assembly  150   a  than below the support wheels  150   b,    150   c,    150   d  when the support wheel assemblies  150   a,    150   b,    150   c,    150   d  have a similar size. 
     In the present embodiment, being that the support wheel assembly  150   a  has a larger diameter than the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the area of contact between the support wheel assembly  150   a  and the endless track  124  increases longitudinally. An increase in the area of contact between the support wheel assembly  150   a  and the endless track  124  results in a reduction of the pressure applied by the support wheel assembly  150   a  to the endless track  124 . Thus, wear on the endless track  124  and on the support wheel assembly  150   a  is reduced. This is particularly beneficial, as the leading support wheel assemblies are generally the first part of track systems that need to be replaced due to wear. 
     Furthermore, an increase in the diameter of the support wheel assembly  150   a  can reduce the slippage between the endless track  124  and the ground where the endless track  124  initially engages the ground (i.e., below the support wheel assembly  150   a ) as the contact area between the endless track  124  and the ground is increased. A reduction in slippage reduces wear on the endless track  124 . 
     In addition, the larger diameter of the support wheel assembly  150   a  implies a larger lateral surface of the wheel, which in turn reduces wear caused by the support wheel assembly  150   a  and lugs  610  disposed on the endless track  124 . As such, wear on the support wheel assembly  150   a  is reduced. In other words, a wheel with a larger diameter that engages the lug  610  undergoes wear, but slower than the wear undergone by a wheel with a smaller diameter, as a larger diameter will have less revolutions than the smaller diameter for a given distance. This is particularly beneficial, because the leading support wheel assemblies are generally the first part of track systems that need to be replaced due to wear. 
     It is believed that a wheel with a larger diameter travels a larger horizontal distance when overcoming an obstacle of a given height, when compared to a wheel with a smaller diameter, such that the vertical upward and downward motions resulting from the overcoming of obstacles is spread over a larger horizontal distance when the wheel has a larger diameter, which therefore enhances ride quality by reducing vibrations and shocks. 
     Components of the Track System 
     Various components of the track systems  20   a,    20   b,    20   c,    20   d  will now be described in greater detail. Although there are differences between the front track systems  20   a,    20   b  and the rear track systems  20   c,    20   d,  the components will be described with reference to the rear track systems  20   c,    20   d  (particularly track system  20   c ). It is understood that the components described herewith with reference to the rear track systems  20   c,    20   d  have counterpart components configured to connect to the front track systems  20   a,    20   b.  For instance, the frames  30 ,  130  are generally similar, and thus, only the frame  130  will be described herewith. 
     Frame 
     Referring to  FIGS. 2B and 7 , the frame  130  of the track system  20   c  will be described in greater detail. The frame  130  is pivotable about a pivot axis  131  (i.e. pitch), which can facilitate motion of the track system  20   c  on uneven terrain, and enhance traction thereof. More particularly, in the present embodiment, the pivot axis  131  is aligned with the rear axle  15   b,  and aligned with an axis of rotation of the drive wheel assembly  140 . In other embodiments, the pivot axis  131  of the frame  130  could be offset from the axis of rotation of the drive wheel assembly  140 . In yet other embodiments, the frame  130  could be fixed (i.e., not pivotable). 
     In this embodiment, the frame  130  includes an upper frame portion  132  and a lower frame portion  134 . The upper frame portion  132  is configured to rotationally connect with the drive wheel assembly  140 , and the lower frame portion  134  is configured to rotationally connect with the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and with the front and rear idler wheel assemblies  160   a,    160   b.  More precisely, the front idler wheel assembly  160   a  is connected to the lower frame portion  134  at a front longitudinal end  121   a  of the track system  20   c,  and the rear idler wheel assembly  160   b  is connected to the lower frame portion  134  at a rear longitudinal end  121   b  of the track system  20   c.  The support wheel assemblies  150   a,    150   b,    150   c,    150   d  are rotationally connected to the lower frame portion  134  and are disposed longitudinally between the front and rear idler wheel assemblies  160   a,    160   b.  In some embodiments, two or more of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  could be connected to the lower frame portion  134  via a tandem pivot assembly, as generally known in the art. 
     Support Structures 
     Referring to  FIGS. 8A, 8B, 8C, 9A, 9B, 10A, 10B and 10C , various embodiments of the connecting configuration between the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and the frame  130  will be described. 
     In the embodiment shown in  FIG. 8A , the support wheel assemblies  150   a,    150   b,    150   c,    150   d  are connected to the lower frame portion  134 , such that each axle of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  is fixed relative to the lower frame portion  134 . It is contemplated that the axles of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  could be connected to the lower frame portion  134  in various ways such as welding or casting. 
     In the embodiment shown in  FIGS. 8B and 9A , the support wheel assemblies  150   a,    150   b,    150   c,    150   d  are pivotally connected to the lower frame portion  134 , such that each axle of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  is pivotable relative to the lower frame portion  134 . More precisely, the support wheel assemblies  150   a,    150   b,    150   c,    150   d  are respectively connected to the lower frame portion  134  by support structures  200   a,    200   b,    200   c,    200   d.    
     As the support structures  200   a,    200   b,    200   c,    200   d  are similar, only the support structure  200   a  will be briefly described herewith. As best seen on  FIGS. 10A to 10   c,  the support structure  200   a  includes a longitudinal shaft  210 , leading and trailing resilient members  220   a,    220   b,  and leading and trailing connecting members  230   a,    230   b.  The shaft  210  is operatively connected to the axle of the support wheel assembly  150   a,  the leading and trailing resilient members  220   a,    220   b  are connected to the shaft  210  and are resiliently deformable, and the leading and trailing connecting members  230   a,    230   b  are configured to connect the shaft  210  and the leading and trailing resilient members  220   a,    220   b  to the lower frame portion  134 . The leading and trailing connecting members  230   a,    230   b  are configured to not interfere with the pivotal movement of the support wheel assembly  150   a.  When the leading and trailing resilient members  220   a,    220   b  are resiliently deformed in a circumferential direction (shown by arrow  201  in  FIG. 9A ) about a longitudinal axis  202   a,  due to a pivotal movement of the axle of the support wheel assembly  150   a,  the leading and trailing resilient members  220   a,    220   b  bias the shaft  210 , and thus the axle of the support wheel assembly  150   a,  toward an initial position. Thus, the support structure  200   a  may improve load distribution of the track system  20   c  and may help the track system  20   c  to overcome obstacles. The leading and trailing resilient members  220   a,    220   b  of the support structures  200   b,    200   c,    200   d  are resiliently deformed in a circumferential direction shown by arrow  201  about a longitudinal axis  202   b.  The longitudinal axis  202   a  is vertically higher than the longitudinal axis  202   b  to accommodate for the larger diameter of the support wheel assembly  150   a.    
     For example, referring to  FIG. 10A , the support structure  200   a  is in an initial resting position. When the left side wheel of the support wheel assembly  150   a  encounters an obstacle, the left side wheel moves upwardly (shown in  FIGS. 10B and 10C ), thereby causing the right side wheel to move downwardly and causing the leading and trailing resilient members  220   a,    220   b  to deform circumferentially. The leading and trailing resilient members  220   a,    220   b,  once offset from their initial position, apply biasing forces to the shaft  210  to bias the shaft  210  toward the initial position, which can help the support wheel assembly  150   a  overcome the obstacle that made the left side wheel move upwardly. The support structure  200   a  can also help improve load distribution of the track system  20   c.  The support structures  200   a,    200   b,    200   c,    200   d  and other embodiments thereof, are described in U.S. Provisional Application No. 63/080,139 filed Sep. 18, 2020 entitled “Support Structure for Connecting at Least One Support Wheel Assembly to a Frame Member of a Track System and Track System Having the Same”, which is incorporated by reference herein in its entirety. 
     In the embodiment shown in  FIGS. 8C and 9B , the support wheel assemblies  150   a,    150   b,    150   c,    150   d  are also pivotally connected to the lower frame portion  134 , such that each axle of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  is pivotable relative to the lower frame portion  134 . More precisely, the support wheel assemblies  150   a,    150   b,    150   c,    150   d  are respectively connected to the lower frame portion  134  by support structure  200   a ′,  200   b ′,  200   c ′,  200   d′.    
     As the support structures  200   a ′,  200   b ′,  200   c ′,  200   d ′ are similar, only the support structure  200   a ′ will be described herewith. The support structure  200   a ′ includes a connecting portion  202 ′ that is operatively connected to the axle of the support wheel assembly  150   a.  In some embodiments, the axle of the support wheel assembly  150   a  and the connecting portion  202 ′ could be integral. 
     The support structure  200   a ′ also includes left and right resilient members  210 ′,  212 ′ that are respectively disposed in left and right apertures defined in the connecting portion  202 ′. 
     The support structure  200   a ′ further includes left and right shafts  220 ′,  222 ′ that extend generally longitudinally and that are connected to, respectively, the left and right resilient members  210 ′,  212 ′. Thus, the left and right shafts  220 ′,  222 ′ extend through the left and right apertures defined in the connecting portion  202 ′. The left and right shafts  220 ′,  222 ′ may be bent to create an offset between the left and right resilient members  210 ′,  212 ′ and the left and right leading connecting portions  230 ′,  232 ′, and the left and right trailing connecting portions  240 ′,  242 ′. This offset forms a virtual pivoting point below the axle of the support wheel  150   a,  thus closer to the endless track  124  which may help reducing wear on said endless track  124 . 
     The support structure  200   a ′ also includes left and right leading connecting portions  230 ′,  232 ′, and left and right trailing connecting portions  240 ′,  242 ′. 
     The support structure  200 ′ also includes left and right leading resilient members  250 ′,  252 ′ that are respectively disposed in apertures defined in the left and right leading connecting portions  230 ′,  232 ′. 
     The support structure  200 ′ also includes left and right trailing resilient members  260 ′,  262 ′ that are respectively disposed in apertures defined in the left and right trailing connecting portions  240 ′,  242 ′. 
     The left shaft  220 ′ is connected to the lower frame portion  134  by the left leading and trailing connecting portion  230 ′,  240 ′. The left leading and trailing resilient members  250 ′,  260 ′ are disposed between the left shaft  220 ′ and the left leading and trailing connecting portion  230 ′,  240 ′. 
     The right shaft  222 ′ is connected to the lower frame portion  134  by the right leading and trailing connecting portion  232 ′,  242 ′. The right leading and trailing resilient members  252 ′,  262 ′ are disposed between the right shaft  222 ′ and the right leading and trailing connecting portion  232 ′,  242 ′. 
     As described hereabove with reference to support structure  200   a,  the support structure  200   a ′ is configured to allow pivotal motion of the support wheel assembly  150   a.  When the axle of the support wheel assembly  150   a  pivots, the resilient members  210 ′,  210 ′,  250 ′,  252 ′,  260 ′,  262 ′ resiliently deform. Upon deformation, the resilient members  210 ′,  210 ′,  250 ′,  252 ′,  260 ′,  262 ′ bias the axle of the support wheel assembly  150   a  toward an initial position. Thus, the support structure  200   a ′ may enhance load distribution of the track system  20   c,  and can help the track system  20   c  to overcome obstacles, as described hereabove. 
     Briefly, in the embodiment shown in  FIGS. 8B, 8C, 9A and 9B , the support structures  200   a,    200   b,    200   c,    200   d,    200   a ′,  200   b ′,  200   c ′,  200   d ′ are configured to allow movement of each axle of the support wheel assemblies  150   a,    150   b,    150   c,    150   d  (i.e., axis of rotation of the wheels of the support wheel assemblies), relative to the frame  130  and/or to the drive wheel assembly  140 . Thus, upon impact (e.g. due to an obstacle crossing) on one of the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the axis of rotation of the one of the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  is movable relative to the frame  130  and/or to the drive wheel assembly  140  from an initial/rest position to a plurality of directions that are transversal to one another. In some embodiments, translational movements relative to the frame  130  are allowed. 
     In other embodiments, the support structures  200   a,    200   b,    200   c,    200   d,    200   a ′,  200   b ′,  200   c ′,  200   d ′ and other embodiments thereof are described in U.S. Provisional Application No. 63/080,135 filed Sep. 18, 2020 entitled “Support Structure for Connecting at Least One Support Wheel Assembly to a Frame Member of a Track System and Track System Having the Same”, which is incorporated by reference herein in its entirety. 
     Tensioner 
     Referring to  FIGS. 11A, 11B, 11C , in the present embodiment, the track system  20   c  also includes a tensioner  170  configured to adjust and maintain tension in the endless track  124 . In some embodiments, the tensioner  170  could be omitted. The tensioner  170  is connected to the lower frame portion  132 , at a rear end  121   b  of the track system  20   c,  and the trailing idler wheel assembly  160   b  is connected to the tensioner  170 . In other words, the trailing idler wheel assembly  160   b  is connected to frame  130  by the tensioner  170 . In some embodiments, the tensioner  170  could be connected to the front idler wheel assembly  160   a.  The trailing idler wheel assembly  160   b  is selectively movable, relative to the lower frame portion  134 , away and toward therefrom (i.e., longitudinally forward and longitudinally rearward) such that the tension in the endless track  124  can be increased and decreased. When a desired tension is reached in the endless track  124 , the tensioner  170  can also be locked to maintain the desired tension. 
     The tensioner  170  includes a body  172  and an adjuster  174 . 
     The body  172  is pivotally connected to the lower frame member  134 . More precisely, the body  172  can pivot about pivot axis  173  to induce tension or releasing tension in the endless track  124 . The body  172  is also configured to connect to the axle of the rear idler wheel assembly  160   b.  The body  172  defines a recess  175  configured to engage a locking member  176  when the body  172  is in a nominal position. In the present embodiment, the locking member  175  is a fastener. 
     The adjuster  174 , which is operatively connected to the body  172 , is configured to engage and move the axle of the rear idler wheel assembly  160   b  away and toward the frame  130  to adjust tension within the endless track  124 . 
     In  FIG. 11A , the tensioner  170  is in an intermediate position. In  FIG. 11B , the tensioner  170  in an extended position (nominal position) and is locked therein by the locking member  175 . In the extended position, the endless track  124  is under tension. In  FIG. 12C , the tensioner  170  in a contracted position, and tension in the endless track  124  has been released. 
     Support and Idler Wheel Assemblies 
     Referring to  FIGS. 12, 13A, 13B, 14A, 14B, 15A, 15B, 16A, 16B, 17 and 18 , the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  will now be described in greater detail. It is understood that the support and idler wheel assemblies described herewith, could be used with the front track systems  20   a,    20   b.    
     The support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  are configured to support part of the weight of the ATV  10 , to guide the endless track  124 , and/or to adjust tension in the endless track  124 . Each of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  include laterally spaced left and right wheels  300   a  (only left wheel  300   a  shown in  FIGS. 12, 13A, 13B, 14A, 14B, 15A, 15B, 16A, 16B, 17 and 18 ) that are configured to engage the endless track  124  on, respectively, wheel paths  614   a,    614   b  (shown in  FIGS. 28 and 30 ) of an inner side  600  of the endless track  124 . The left and right wheels  300   a,  are rotationally connected to an axle by bearings  321   a,    321   b,  as will be described below. On an inner side of each of the left and right wheels  300   a  (i.e., side of the left and right wheels  300   a  facing each other and facing a longitudinal center plane of the track system  20   c ), there is a seal assembly  400  connected to the left and right wheels  300   a.  On an outer side of each of the left and right wheels  300   a  (i.e., side of the left and right wheels  300   a  facing away from each other and facing away from the longitudinal center plane of the track system  20   c ) there is a protective cover assembly  450  connected to the left and right wheels  300   a.    
     As will be described in greater detail below, the seal assembly  400  and the protective cover assembly  450  are configured to protect the wheels  300   a  from debris and water. Being that debris and water can cause wear and failure over time, the seal assembly  400  and the protective cover assembly  450  can help extend life of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d.    
     Wheels 
     In some embodiments, the present technology provides wheels with enhances properties. Being that the left and right wheels  300   a  of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  are similar and being that left and right wheels  300   a  of the support wheel assembly  150   a  are similar, only the left wheel  300   a  will be described herewith. Thus, it is understood that the features of the left wheel  300   a  described herebelow can be applied to various wheels such as a right wheel, a support wheel, an idler wheel or a single wheel. 
     Referring to  FIG. 12 , a first embodiment of the wheel  300   a  is shown. The wheel  300   a  includes a hub  302 , a body  304  and a rim  306 . The body  304  extends radially outwardly from the hub  302  to the rim  306 . In the present embodiment, the hub  302 , the body  304  and the rim  306  are integral. In other embodiments, one or more of the hub  302 , the body  304  and the rim  306  could be separate parts connected to one another. 
     The hub  302  defines a hub aperture  310 . Towards one end of the hub aperture  310 , the hub  302  has a shoulder  312 . The hub  302  further defines a groove  314  configured to receive a retaining ring. Additionally, the hub  302  defines a receiving portion  316  configured to receive a portion of the protective cover assembly  450 , which will be described in greater detail below. In addition, the hub  302  has a circular lip  318  surrounding the receiving portion  316 . It is contemplated that in some embodiments, the shoulder  312 , the groove  314 , the receiving portion  316  and/or the circular lip  318  could be omitted. It is also contemplated that in some embodiments, the hub  302  could have more features, such that it could be configured to receive additional components such as retaining rings, caps and/or sleeves. 
     The wheel body  304  has a rib  305  extending perpendicularly therefrom. It is believed that the rib  305  strengthens the wheel  300   a.  However, it is contemplated that in some embodiments, the rib  305  could be omitted. It is also contemplated that in some embodiments, the body  304  could define recesses and/or apertures to reduce manufacturing costs of the wheel  300   a.    
     An outer layer  307  is disposed around the rim  304 . The outer layer  307  is configured to increase friction between the wheel and the endless track  124 . Additionally, the outer layer  307  can help reduce wear on the rim  306  of the wheel. In some embodiments, a shape of the outer layer  307  could be configured to reduce wear on the endless track  124 . In some embodiments, the outer later  307  could be omitted. 
     The hub  302 , the body  304  and the rim  306  are made of a first material. It is contemplated that in some embodiments, one or more of the hub  302 , the body  304  and the rim  306  could be made of two or more different material. In the present embodiment, the first material is a polymeric material such as Ultra High Molecular Weight Polyethylene (UHMW-PE, UHMW). It is understood the that first material could be another material. 
     The outer layer  307 , which is made of a second material different from the first material, is typically softer (e.g., rubber) than the material of the hub  302 , the body  304  and the rim  306 . In some cases, however, the material of the outer layer  307  (i.e., the second material) could be more rigid (e.g., nylon) than the material of the hub  302 , the body  304  and the rim  306 . 
     The wheel  300   a  includes a sleeve  320   a  that is generally tubular and that is configured to be received in the hub aperture  310 . One end of the sleeve  320   a  abuts the shoulder  312  of the hub  302 . The sleeve  320   a  has an inner surface  322  and an outer surface  324 . The sleeve  320   a  has, projecting from the inner surface  322 , a central abutting portion  326 . In some embodiments, the central abutting portion  326  could be omitted. As will be described below, the sleeve  320   a  could include various features in addition to the central abutting portion  321 , such as protrusions, raised portions, cavities, through apertures, grooves and/or shoulders. The other end of the sleeve  320   a  projects outwardly from wheel hub  302 . As will be described below, a seal of the sealing assembly  400  can be disposed around the portion of the sleeve  320   a  projecting outwardly from the wheel  302 . 
     The sleeve  320   a  is typically made of a third material that is more rigid than the first and second material. For instance, in some embodiments, the sleeve  320   a  can be made of a metallic material (e.g., steel). In other embodiments, the sleeve  320   a  could be made of polymeric material. In such embodiments, the sleeve  320   a  can be manufactured by injection process, which is generally cost-efficient. It is understood that other manufacturing processes could be used as well. In some other embodiments, the sleeve  320   a  could be made of a composite material including at least a matrix material such as polymeric resin, UHMW or other plastics and a reinforcing material such as glass fiber and carbon fiber. Composite materials with high creep resistance are particularly suited for construing the sleeve  320   a.    
     In the present embodiment, the hub  302  is molded around the sleeve  320   a.  It is contemplated that in some embodiments, the hub  302  could not be molded around the sleeve  320   a,  and could be connected differently, such as, for instance, with an adhesive or by being press-fitted within the hub aperture  310 . Molding the hub  302  around the sleeve  320   a  can reduce manufacturing costs when compared to mechanically and/or chemically connecting the sleeve  320   a  to the hub  302 . Additionally, molding the hub  302  around the sleeve  320   a  provides a strong connection between the hub  302  and the sleeve  320   a  (i.e., the sleeve  320   a  is rotationally fixed relative to the hub  302 ). In some embodiments, an adhesive, a plating and/or a fastener can be used in addition to the molding connection to further strengthen the connection between the sleeve  320   a  and the hub  302 . 
     The sleeve  320   a  is configured to receive two bearings  321   a,    321   b  therein, where the two bearings  321   a,    321   b  are configured to connect to an axle. It is contemplated that in some embodiments, the sleeve  320   a  could be configured to receive a single bearing or three or more bearings. In some instances, the bearings  321   a,    321   b  are received in the sleeve  320   a  in a pressfit configuration. When the bearings  321   a,    321   b  are received in the sleeve  320   a,  the bearings  321   a,    321   b  respectively abut first and second ends of the central abutting portion  326  upon reaching pre-determined positions. Thus, the central abutting portion  326  help position the bearings  321   a,    321   b  within the sleeve  320   a.    
     Between the two bearings  321   a,    321   b,  the wheel  300   a  also includes a central sleeve  321   c  configured to connect to the axle. The central sleeve  321   c  can help to distribute load applied to the bearings  321   a,    321   b  to increase durability of the wheel  300 . In other words, the central sleeve  321   c  could act as a reinforcing element. Also, the central sleeve  321   c  can help keep the bearings  321   a,    321   b  in place. Furthermore, the central sleeve  321   c  can help prevent the bearing to rotate on the shaft. 
     During use, the wheel  300   a  sustains impacts due to bumps, road conditions, weight of the ATV  10 , and other obstacles. These impacts can damage the hub  302 , and require replacement of the wheel  300   a  even if the rest of the wheel  300   a  (e.g., the body  304 , the rim  306  and the outer layer  307 ) is in good condition. For instance, due to a hard impact, the axle can become loose in the hub  302 . This is particularly problematic when the hub  302  is made of polymeric material that can deform more easily. The sleeve  320   a  is configured to spread the effects of these impacts along a length of the hub  302 . In other words, the sleeve  320   a  helps to distribute the force resulting from these impacts along a larger area than when the sleeve is not present, thereby reducing pressure induced in the hub  302 . Thus, the sleeve  320   a  reduces stress peaks in the hub  302 . The sleeve  320   a  being made of a generally rigid material, as described above, can help the sleeve  320   a  to distribute the force sustained by the impacts without causing deformation of one or more portion of the wheel as well as without causing deformation of the sleeve  320   a  itself. In some embodiments, the sleeve  320   a  increases the area of contact surface between the bearings  321   a,    321   b  and the hub  302  by at least about 1.25 times. In other embodiments, the sleeve  320   a  increases the area of contact surface between the bearings  321   a,    321   b  and the hub  302  by at least about 1.5 times. In yet other embodiments, the sleeve  320   a  increases the area of contact surface between the bearings  321   a,    321   b  and the hub  302  by at least about 2.0 times. In other embodiments, the sleeve  320   a  increases the area of contact surface between the bearings  321   a,    321   b  and the hub  302  by at least about 2.5 times. 
     Referring to  FIGS. 13A and 13B , alternative embodiments of the wheel  300   a  and the sleeve  320   a,  namely wheel  300   b  and sleeve  320   b,  are shown. Features of the wheel  300   b  and the sleeve  320   b  that are similar to those of the wheel  300   a  and the sleeve  320   a  have been labeled with the same reference numerals and will not be described again in detail. 
     In this embodiment, the sleeve  320   b  does not have the central abutting portion  326 . Instead, the sleeve  320   b  defines two sets of angularly spaced (i.e., circumferentially spaced) cavities  328  on the outer surface  324  of the sleeve  320   b,  and two sets of angularly spaced (i.e., circumferentially spaced) sleeve protrusions  330  on the inner surface  322  of the sleeve  320   b.  Each one of the cavities  328  is aligned with one of the sleeve protrusions  330 . It is contemplated that this might not be the case in other embodiments. 
     The cavities  328  are equally angularly spaced, and the cavities  328  of the two sets of cavities are angularly aligned (i.e., cavities  328  of one set are not angularly offset from cavities  328  of the other set). The first set is at a distance X 1  from one end of the sleeve  320   b,  and the second set is at a distance X 2  from the one end of the sleeve  320   b.  Other configurations could be considered as well. For instance, the cavities  328  of one set could be angularly offset from the cavities  320   b  of the other set. 
     Similarly, the sleeve protrusions  330  are equally angularly spaced, and the sleeve protrusions  330  of the two sets of sleeve protrusions are angularly aligned (i.e., sleeve protrusions  330  of one set are not angularly offset from the sleeve protrusions  330  of the other set). The first set is at a distance X 3  from one end of the sleeve  320   b,  and the second set is at a distance X 4  from the one end of the sleeve  320   b.  Other configurations could be considered as well. For instance, the sleeve protrusions  330  of one set could be angularly offset from the sleeve protrusions  330  of the other set. When the bearings  321   a,    321   b  are received in the sleeve  320   b,  the bearings  321   a,    321   b  abut the sleeve protrusions  330  upon reaching a pre-determined position. Thus, the sleeve protrusions  330  help position the bearings  321   a,    321   b  within the sleeve  320   b.    
     In the present embodiment, the hub  302  of the wheel  300   b  has, extending radially from the inner surface  322  thereof, hub protrusions  340 . The hub protrusions  340  are configured to be received in the cavities  328 , thereby providing a mechanical lock between the sleeve  320   b  and the hub  302  of the wheel  300   b  for restraining relative movement therebetween. In some embodiments, the interlocking connection between the wheel  300   b  and the sleeve  320   b  is facilitated by the wheel  300   b  being molded around the sleeve  320   b.    
     Referring to  FIGS. 14A and 14B , alternative embodiments of the wheels  300   a,    300   b  and the sleeves  320   a,    320   b,  namely wheel  300   c  and sleeve  320   c,  are shown. Features of the wheel  300   c  and the sleeve  320   c  that are similar to those of the wheels  300   a,    300   b  and the sleeve  320   a,    320   b  have been labeled with the same reference numerals and will not be described again in detail. 
     In this embodiment, the sleeve  320   c  does not have the central abutting portion  326 . Instead, the sleeve  320   c  defines three rows of through apertures  332 . The through apertures  332  of each one of the three rows are angularly spaced (i.e., circumferentially spaced) by equal angular increments. The through apertures  332  of the intermediate row are angularly offset from the through apertures  332  of the other rows. Other configurations could be considered. For instance, in some embodiments, the through apertures  332  of the three rows could all be aligned. The plurality of through apertures  332  can be made in various ways, such as, for example, punching or drilling. 
     In this embodiment, the hub  302  of the wheel  300   c  also has the hub protrusions  340  that extend radially from the inner surface  322  of the hub  302 . However, in this embodiment, the hub protrusions  340  extend through the through apertures  332 , and then merge to form a radially-extending portion  342  (feasible as, in this embodiment, the wheel  300  is molded around the sleeve  320 ). 
     The connection between the hub protrusions  340  and the through apertures  332  , as described above, provides a mechanical lock between the sleeve  320  and the hub  302  for restraining relative movement therebetween, whereas the radially-extending portion  342  is configured to engage with the central sleeve  321   c.  The engagement between the radially-extending portion  342  and the central sleeve  321   c  can further help distribute the forces induced by impacts along the hub  302 . Additionally, when the bearings  321   a,    321   b  are received in the sleeve  320   c,  the bearings  321   a,    321   b  abut the hub protrusions  340  upon reaching a pre-determined position. Thus, the hub protrusions  340  help position the bearings  321   a,    321   b  within the sleeve  320   c.  It is contemplated that in some embodiments, the bearings  321   a,    321   b  could abut the radially-extending portion  342 , such that the radially-extending portion  342  could help position the bearings  321   a,    321   b.    
     Referring to  FIGS. 15A and 15B , alternative embodiments of the wheels  300   a,    300   b,    300   c  and the sleeves  320   a,    320   b,    320   c,  namely wheels  300   d  and sleeve  320   d,  are shown. Features of the wheel  300   d  and the sleeve  320   d  that are similar to those of the wheels  300   a,    300   b,    300   c  and the sleeves  320   a,    320   b,    320   c  have been labeled with the same reference numerals and will not be described again in detail. 
     In this embodiment, the sleeve  320   d  does not have the central abutting portion  326 . Instead, the sleeve  320   d,  like the sleeve  320   c,  defines three rows of the through apertures  332 . The through apertures  332  of each of the three rows are angularly spaced, and the through apertures  332  of the intermediate row are angularly offset from the through apertures  332  of the other rows. The sleeve  320   d  also has a raised portion  334  extending from the outer surface  324  thereof. The raised portion  334  is disposed generally at a center of the sleeve  320   d.    
     In this embodiment, the hub  302  of the wheel  300   d  also has the hub protrusions  340  that extend radially from the inner surface  322  of the hub  302 . The hub protrusions  340  merge to form the radially-extending portion  342  (feasible as, in the present embodiment, the wheel  300   d  is molded around the sleeve  320   d ). The hub  302  is also configured to receive the raised portion  334  (also feasible as the wheel  300   d  is molded around the sleeve  320   d ). 
     The connection between the hub protrusions  340  and the through apertures  332  as well as the connection between the raised portion  334  and the hub  302  provide a mechanical lock between the sleeve  320   d  and the hub  302  for restraining relative movement therebetween, whereas the radially-extending portion  342  is configured to engage with the central sleeve  321   c.  The engagement between the radially-extending portion  342  and the central sleeve  321   c  can further help distribute the forces induced by impacts along the hub  302 . 
     Referring to  FIGS. 16A and 16B , alternative embodiments of the wheels  300   a,    300   b,    300   c,    300   d  and the sleeves  320   a,    320   b,    320   c,    320   d,  namely wheel  300   e  and sleeve  320   e,  are shown. Features of the wheel  300   e  and the sleeve  320   e  that are similar to those of the wheels  300   a,    300   b,    300   c,    300   d  and the sleeves  320   a,    320   b,    320   c,    320   d  have been labeled with the same reference numerals and will not be described again in detail. 
     In this embodiment, the sleeve  320   e  does not have the central abutting portion  326 . However, like in the sleeve  320   d,  the sleeve  320   e  has the raised portion  334  that extends from the outer surface  324 . In this embodiment, the sleeve  320   e  defines a single row of angularly spaced (i.e., circumferentially spaced) through apertures  336 . The through apertures  336  are larger in diameter than the through apertures  334  of the sleeves  320   c,    320   d.  In some instances, the through apertures  336  are angularly spaced by equal angular increments. Additionally, the through apertures  336  are defined within the raised portion  334 . In some embodiments, the through apertures  336  could be defined elsewhere than within the raised portion  334 . 
     In this embodiment, the hub  302  of the wheel  300   e  has the hub protrusions  340  that extend radially from the inner surface  322  of the hub  302 . In the present embodiment, the hub protrusions  340  are configured to extend through the through apertures  336 . The hub protrusions  340  merge to form the radially-extending portion  342  (the hub  302  could be molded around the sleeve  320   e ). The hub  302  is also configured to receive the raised portion  334  (the hub  302  could be molded around the sleeve  320   e ). In this embodiment, the groove  314  is omitted from the wheel  300   e.  It is contemplated that in some embodiments, the groove  314  could be defined in the wheel  300   e.    
     The connection between the hub protrusions  340  and the through apertures  336  as well as the connection between the raised portion  334  and the hub  302  provide a mechanical lock between the sleeve  320   e  and the hub  302  for restraining relative movement therebetween, whereas the radially-extending portion  342  is configured to engage with the central sleeve  321   c.  The engagement between the radially-extending portion  342  and the central sleeve  321   c  can further help spread the forces induced by impacts along the hub  302 . 
     Referring to  FIG. 17 , alternative embodiments of the wheels  300   a,    300   b,    300   c,    300   d,    300   e  and the sleeves  320   a,    320   b,    320   c,    320   d,    320   e,  namely wheel  300   f  and sleeve  320   f,  are shown. Features of the wheel  300   f  and the sleeve  320   f  that are similar to those of the wheels  300   a,    300   b,    300   c,    300   d,    300   e  and the sleeves  320   a,    320   b,    320   c,    320   d,    320   e  have been labeled with the same reference numerals and will not be described again in detail. 
     In this embodiment, the sleeve  320   f  does not have the central abutting portion  326 . However, the sleeve  320   f  has a concave portion  338 . In other embodiments, the sleeve  320   f  could have a convex portion. In some embodiments, the concave portion  338  could be configured to engage the central sleeve  321   c.    
     In this embodiment, the hub  302  of the wheel  300   f  has an engaging portion  344  that is complementary to the concave portion  338 . 
     The engagement between the concave portion  338  and the engaging portion  344  provides a mechanical lock between the sleeve  320   f  and the hub  302  for restraining relative movement therebetween. 
     Referring to  FIG. 18 , alternative embodiments of the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f  and the sleeves  320   a,    320   b,    320   c,    320   d,    320   e,    320   f,  namely wheel  300   g  and sleeve  320   g,  are shown. Features of the wheel  300   g  and the sleeve  320   g  that are similar to those of the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f  and the sleeves  320   a,    320   b,    320   c,    320   d,    320   e,    320   f  have been labeled with the same reference numerals and will not be described again in detail. 
     In this embodiment, as will be described below, the sleeve  320   g  includes features that were part of the hub  302  of the wheels  300 ,  300   a,    300   b,    300   c,    300   d,    300   d.  Specifically, the wheel  300   g  does not have the shoulder  312 , does not define the groove  314  and does not define the receiving portion  316 . Instead, the sleeve  320   g  defines a groove  354  configured to receive a retaining ring. Additionally, the sleeve  320   g  defines a receiving portion  356  configured to receive a portion of the protective cover assembly  450 . Surrounding the receiving portion  356 , the sleeve  320   g  has a lip  357 . The sleeve  320   g  also includes a central abutting portion  358  which extends radially from the inner surface  322  of the sleeve  320   g,  and a radially-extending portion  360 , which extends radially from the central abutting portion  358 . 
     When the bearings  321   a,    321   b  are received in the sleeve  320   g,  the bearings  321   a,    321   b  abut first and second ends of the central abutting portion  358  upon reaching a pre-determined position. Thus, the central abutting portion  358  help position the bearings  321   a,    321   b  within the sleeve  320   g.    
     The radially-extending portion  360  is configured to engage with the central sleeve  321   c,  which can help spread effects of impacts of obstacles, bumps, or the like, along the hub  302 . 
     Although, cavities, protrusions, through apertures, concave portions are described in relation with the configurations of the wheels of the present technology, it is understood that other such variations and/or combination thereof could be considered without departing from the scope of the present technology. As mentioned above, these features can help to restrain relative movement between the hub  302  of the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f,    300   g  and the respective sleeves  320   a,    320   b,    320   c,    320   d,    320   e,    320   f,    320   g.  The mechanical interlocking relationship is facilitated by the hub  302  being molded around the sleeves  320   a,    320   b,    320   c,    320   d,    320   e,    320   f,    320   g.  In some embodiments, the mechanical interlocking relationship could restrain all degrees of freedom of movement of the hub  302  relative to the sleeves  320   a,    320   b,    320   c,    320   d,    320   e,    320   f,    320   g.  In other embodiments, the mechanical interlocking relationship could restrain one or more, but not all, degrees of freedom of movement of the hub  302  relative to the sleeve  320   a,    320   b,    320   c,    320   d,    320   e,    320   f,    320   g.    
     Seal Assembly 
     Referring to  FIGS. 19A and 19B , the seal assembly  400  will now be described in greater detail. As mentioned above, the seal assembly  400  is present in each of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   a,    160   b.  As mentioned above, it is understood that the seal assembly described herewith could be used with support and idler wheel assemblies  50   a,    50   b,    50   c,    60   a,    60   b  of the front track systems  20   a,    20   b.  It is contemplated that in some embodiments, the seal assembly  400  could be present in only some of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d.  Being that the seal assembly  400  of each of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  is similar, the seal assembly  400  will be described with reference to the support wheel assembly  150   a.    
     The support wheel assembly  150   a  shown in  FIGS. 19A and 19B  include alternative embodiments of the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f,    300   g  and the sleeves  320   a,    320   b,    320   c,    320   d,    320   e,    320   f,    320   g,  namely wheel  300   h  and sleeve  320   h.  The wheel  300   h  is connected to an axle by a fastener  303 , as shown in  FIGS. 19A and 19B . The fastener  303  is selectively connected to the wheel  300   h  such that the wheel  300   h  can be disconnected from the axle. As will be described below, this can facilitate maintenance operations of the wheel  300   h.  The wheel  300   h  and the sleeve  320   h  will not be described any further herewith. Furthermore, it is understood that the seal assembly  400  according to the present technology could be used with wheels different from the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f,    300   g  described hereabove. For instance, the seal assembly  400  could be used with wheels not having a sleeve. 
     The seal assembly  400  is disposed on an inner side of the wheel  300   h  (i.e., side facing a longitudinal center plane of the track system  20   c ). The seal assembly  400  includes a sealing cap  402 , a face seal  404 , a bearing seal  406  and an inner seal  408 . 
     The sealing cap  402 , which is typically made of sheet metal, has an annular shape. More precisely, the sealing cap  402  has an inner recessed section  410 , an intermediate section  412  extending radially outwardly from the inner recessed section  410  and a surrounding section  414  extending radially outwardly from the intermediate section  412 . 
     Focusing first on the inner recessed section  410 , the inner recessed section  410  has a planar portion  420  surrounding, and thus defining, an aperture  422  that is configured to receive the wheel axle of the wheel assembly  105   a  therethrough. The inner recessed section  410  also has an angled portion  424  that extends radially outwardly from the planar portion  420  at an angle therefrom (i.e., away from the wheel  300   h ). 
     The intermediate section  412  is generally planar, and extends radially outwardly from the angled portion  424 . The intermediate section  412  is generally parallel with the planar portion  420 . 
     The surrounding section  414 , which extends radially outwardly from the intermediate section  412 , is angled such that the surrounding section  414  extends toward the wheel  300   h.  The surrounding section  414  is configured to abut the wheel  300   h.    
     The angled portion  424  of the inner recessed section  410 , the intermediate section  412  and the surrounding section  414  define, together, an annular inner recess  426 , which, as will be described below, is configured to receive the face seal  404  when the seal assembly  400  is connected to the wheel  300   h.    
     The face seal  404 , which is annular for receiving the axle of the wheel assembly  150   a  therethrough, is made of an elastomeric material such as rubber. The face seal  404  has a first side  430  that is generally flat and a second side  432  from which lips  434  extend generally perpendicularly to the first side  430 . Although three lips are shown in this embodiment, it is contemplated that in some embodiments, there could be one, two or four or more lips. However, having two or more lips  434  typically provide a better barrier against dust, water and debris than a single lip. As shown in  FIGS. 19A and 19B , when the seal assembly  400  is connected to the wheel  300   h,  an inner radial surface of the face seal  404  tightly engages the portion of the sleeve  320   h  extending from the hub aperture  310 . Additionally, the lips  434  are resiliently deformed by the sealing cap  402 , thereby providing the seal. The first side  430  of the face seal  404  engages the wheel  300   h.    
     The bearing seal  406 , which is also annular for receiving the axle of the wheel assembly  150   a  therethrough, is made of an elastomeric material such as rubber. The bearing seal  406  has a first side  436  and a second side  438 . When the seal assembly  400  is assembled, the first side  436  engages the inner bearing  321   a,  and the second side  438  engages the sealing cap  402 . 
     The inner seal  408 , which is also annular for receiving the axle of the wheel assembly  150   a  therethrough, is disposed on a radially inner surface of the planar portion  420  (i.e., around the aperture  422 ). The inner seal  408  is configured to sealingly engage the wheel axle of the wheel assembly  150   a.  In some embodiments, the inner seal  408  could be an adhesive such as Loctite. 
     When the seal assembly  400  is connected with the wheel  300   h,  the inner bearing  408  is disposed on the inner radial surface of the planar portion  420  and is in sealing engagement with the axle of the wheel assembly  150   a.  The first side  436  of the seal bearing  406  engages the bearing  321   a  and the second side  438  engages the angled portion  424  of the sealing cap. The seal bearing  406  is compressed, such that the seal bearing  406  is in sealing engagement with the bearing  321   a  and the sealing cap  402 . The face seal  404  is received in the inner recess  426 , the first side  430  engages the wheel  300  and the second side  432  engages the intermediate section  412 . The face seal  404  is compressed, such that the face seal  404  is in sealing engagement with the wheel  300  and the sealing cap  402 . The surrounding section  414  engages the wheel  300 , thereby enclosing the face seal  404  within the inner recess  426 . 
     In the present embodiment of the seal assembly  400 , the seal cap  400  and the inner seal  408  are connected to the axle (i.e., the axle is received through the aperture  422 , the inner seal  408 ) and both the face seal  404  and the bearing seal  406  are connected to the wheel  300   h  or the seal cap  402 , before the wheel  300   h  is connected to the axle. As the wheel  300   h  is connected to the axle, the face seal  404  and the bearing seal  406  are compressed, thereby sealing the inner side of the wheel  300   h.    
     The seal assembly  400  prevents water and debris from entering within the hub  302  of the wheel  300   h  from the inner side thereof. This can extend life of the wheel  300   h.  In some embodiments, the life of the wheel  300   h  can be extended by about 13 times compared to conventional wheels. In some embodiments, the life of the wheel  300   h  can be extended by about 10 times. In some embodiments, the life of the wheel  300   h  can be extended by about 7 times. In some embodiments, the life of the wheel  300   h  can be extended by about 5 times. In some embodiments, the life of the wheel  300   h  can be extended by about 3 times. In some embodiments, the life of the wheel  300   h  can be extended by about 2 times. 
     Additionally the seal assembly  400  allows for easy cleaning of wheel  300   h.  Indeed, often times, track systems  20   c  and features thereof, including the wheel  300   h,  can get dirty. For instance, the wheel  300   h  can accumulate snow, mud, rocks and/or sand thereon. Cleaning the wheel  300   h  with a power washer is generally not recommended by manufacturers of conventional wheels, as water can infiltrate within the hub  302  and impact the bearings connecting the wheel  300   h  to the axle. The seal assembly  400  allows for cleaning the wheel  300   h  with a power washer, such that cleaning is facilitated. 
     Furthermore, track systems are often used in environments, where portions thereof are submerged in water, snow and/or mud. The seal assemblies  400  of the present technology are particularly useful in such environments to extend life of the wheels to which the seal assemblies  400  are connected. 
     In some embodiments, the hub  302  could have a lip partially overlapping the sealing cap  402 , to further prevent debris from entering into the hub  302 . 
     Referring to  FIG. 20 , the seal assembly  400  used with a wheel without a sleeve  75  is shown. As the seal assembly  400  is similar, it will not be described in detail again. 
     Protective Cover Assembly 
     Referring to  FIGS. 19A, 19B, 25A, 25B, 26A, 26B and 27 , the protective cover assembly  450  will now be described in greater detail. As mentioned above, each one of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  has the protective cover assembly  450  disposed opposite to the seal assembly  400 . It is contemplated that in some embodiments, only some of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  could have the protective cover assembly  450 . As will be described below, the protective cover assembly  450  could also be connected to the drive wheel assembly  140  and/or the drive wheel assembly  40 . 
     Referring to  FIGS. 25A and 25B , a first embodiment of the protective cover assembly  450  includes an outer cap  452   a  and a sealing member  454 . It is contemplated that in some embodiments, as will be described below, the protective cover assembly  450  could include additional members such as retaining members. 
     The outer cap  452   a  has an outer flange  460 , a seal engaging portion  462  and a connecting portion  464 . 
     The outer flange  460  is generally flat, and is configured and sized to surround the hub  302  of one of the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f,    300   g,    300   h.  In other words, the outer flange  260  has a larger diameter larger than the diameter of the hub aperture  310 . It is contemplated that in some embodiments, the outer flange  462  could adopt another shape than being flat (e.g., could be domed). 
     Extending generally perpendicularly from the outer flange  460 , the seal engaging portion  462  is generally circular, and has a diameter smaller than the diameter of the outer flange  460 . The seal engaging portion  462  is configured to engage with the sealing member  454 . It is contemplated that in some embodiments, the seal engaging portion  462  could define a groove configured to retain the sealing member  454 . 
     Extending generally perpendicularly from the seal engaging portion  462 , the connecting portion  464  is tubular and has a diameter smaller than the outer diameter of the flange  460  and the diameter of the seal engaging portion  462 . More precisely, the connecting portion  464  is configured and sized to be received in the hub aperture  310 . Being that the connecting portion  464  is tubular, the connecting portion is hollow, such that the connecting portion  462  is configured to, in some embodiments, as shown in  FIG. 34 , receive therein components such as bearings. In the embodiment shown in  FIG. 34 , the outer cap is integral with the wheel. Another example where this can occur is when the protective cover assembly is connected to the drive wheel assembly  140  ( FIGS. 22A and 22B ). 
     The connecting portion  462  defines a slot  466 . The hub  302  of the wheel  300  has a connector (not shown) configured to be received in the slot  466  and thereby selectively lock the outer cap  452   a  relative to the hub  302  by a bayonet fastening connection when the connecting portion  362  is received in the hub aperture  310 . The connecting portion  464  is thus configured to mechanically interlock the outer cap  452   a  to the hub  302 . Other connecting and interlocking configurations are contemplated. For instance, in some embodiments, the slot could be defined in the hub  302  and the connector could be on the connecting portion  464 . 
     To connect the protective cover assembly  450  according to the present embodiment to one of the wheels  300   a,    300   b,    300   c,    300   d,    300   e,    300   f,    300   g,    300   h,  the sealing member  454 , is connected to the outer cap  452   a,  and then the outer cap  452   a  is received in the hub aperture  310 . The outer cap  452   a  is rotated until the connector of the hub  302  is received in the slot  466 . When this occurs, the outer flange  462  simultaneously abuts the outer side (i.e., side opposite to the longitudinal center plane of the track system  20   c ) of the one of the wheel to which it is connected, thereby locking the outer cap  452   a  relative to the hub  302 . 
     The sealing member  454 , when compressed by connecting the outer cap  452  to the wheel  300 , is configured to urge the outer cap  452  away from the wheel  300 , thereby loading the connection between the connecting portion  464  and the hub  302 . The sealing member  454  seals the outer side of the wheel to which its connected, and prevents water, debris, dust and other substances from entering the hub aperture  310 . The outer cap  452   a  can selectively be disconnected from the hub  302 . 
     Thus, according to the present technology, the connecting portion  464  is configured to mechanically interlock the outer cap  452   a  to the hub  302 . In some embodiment, the outer cap  452   a  is made of plastic, such as nylon for example. 
     Referring to  FIGS. 26A and 26B , an alternative embodiment of the outer cap  452   a,  namely outer cap  452   b,  will be described. Features of the outer cap  452   b  similar to those of the outer cap  452   a  have been labeled with the same reference numerals and will not be described herewith again. 
     In this embodiment, the connecting portion  464  does not define the slot  466 . Instead, the connecting portion  464  defines threads  468 . In the present embodiment, the hub  302  defines threads (not shown) that are complementary to the threads  468  such that the outer cap  452   b  can be screwed to the hub  302 . In some embodiments, the connecting portion  464  could define a ramp, and the hub  302  could define a connector complementary to the ramp. 
     Additionally, the outer cap  452   b  has an interface  470  that is engageable with a tool. In some embodiments, the interface  470  is configured to be manually engaged. The outer cap  452  can easily be screwed to the hub  302  thanks to the interface  470 . In some embodiments, the outer cap  452   b  includes an outer member configured to engage the interface  470  and hide said interface. For instance, the outer member could define a recess configured to receive the interface  470  such that the outer member is connected to the outer cap  452   b.  The outer cap  452   b  can be unscrewed from the hub  302 . It is understood that the interface  470  may be different, such as a recess configured to receive a tool, or configured to provide an effective grip for manual engagement. 
     Referring to  FIG. 27 , an alternative embodiment of the outer caps  452   a,    452   b  is shown, namely outer cap  454   c.  In this embodiment, the connecting portion  464  is omitted, and the protective cover assembly  450  further includes a retaining member  456 . To connect to outer cap  454   c  to the hub  302 , the sealing member  454  is connected to the outer cap  454   c  by the seal engaging portion  462 , then the outer cap  454   c  and the sealing member  454  are received in the receiving portion  316  of the sleeve (i.e., in this embodiment, the sleeve and the protective seal assembly  450  have been combined). Then the retaining member  456  is received in the groove  314  to retain the protective cover assembly  450  in place. The retaining member  456  and the outer cap  452  can be resiliently deformed to disconnect from the hub  302 . In this embodiment, the sleeve in which the outer cap  452   b  is received has lips  301  configured to engage with, and seal to, the wheel hub  302 . 
     Turning back to  FIGS. 19A and 19B , an alternative embodiment of the outer caps  452   a,    452   b,    452   c  namely  452   d,  is shown. Features of the outer cap  452   d  that are similar to those of the outer caps  452   a,    452   b,    452   c  have been labeled with the same reference numerals and will not be described in detail herewith. 
     The outer cap  452   d  is configured to connect to the hub  302  by a snap-fit action. More precisely, the outer cap  452   d  has an abutting portion  475  that is configured to engage a shoulder  312  of the hub  302 , thereby locking the outer cap  452   d  to the hub  302 . The outer cap  452   d  also has the seal engaging portion  462 , which the sealing member  454  tightly surrounds. The outer cap  452  can be resiliently deformed to disconnect from the hub  302 . 
     According to the present embodiment, the protective cover assembly  450  provides a seal to the wheel to which it is connected, while being selectively removable therefrom. As such, the protective cover assembly  450  according to the present technology allows for easy access components disposed within the hub  302 . 
     In some embodiments, because the wheels are connected to the axle by the selectively connected fastener  303 , the wheel itself can be replaced without required any specialized tools. 
     Additionally, the protective cover assembly  450  allows for easy cleaning of wheel  300  to which its connected. Indeed, often times, track systems  20   c  and features thereof, can get dirty. For instance, wheels can accumulate snow, mud, rocks and/or sand thereon. Cleaning these wheels with a power washer is generally not recommended by manufacturers of conventional wheels, as water can infiltrate within their hubs  302  and impact the bearings received therein. The protective cover assembly  450  allows for cleaning the wheels and other features of the track system  20   c  with a power washer, such that cleaning is facilitated. Visual inspection of some components (e.g. bearings) is also facilitated by selective removal of the protective cover assembly  450 . 
     Furthermore, track systems are often used in environments where portions thereof are submerged in water, snow and/or mud. The protective cover assemblies  450  of the present technology are particularly useful in such environments to extend life of the bearings protected by the protective cover assemblies  450  are connected. 
     Drive Wheel 
     Referring particularly to  FIGS. 1, 21A and 21B , the drive wheel assembly  140  will now be described in greater detail. Once again, it is understood that the features described with reference to the drive wheel assembly  140  can also apply to the drive wheel assembly  40 . The drive wheel assembly  140 , which is operatively connected to the rear axle  15   b  of the ATV  10 , is rotatable about an axis of rotation  141  for driving the endless track  124 . In this embodiment, the axis of rotation  141  is co-axial with the rear axle  15   b.  Thus, upon rotation of the rear axle  15   b,  the drive wheel assembly  140  rotates, which, in turn, engages with the lugs  610  of the endless track  124  to drive the track system  20   c.    
     The drive wheel assembly  140  includes a plurality of teeth  142  distributed circumferentially along a rim thereof. The teeth  142  extend laterally and are generally wider than conventional drive wheel assemblies of recreational vehicles (see  FIG. 21C ). As will be described below, this can help reduce stresses in the endless track  124 . The drive wheel assembly  140  defines a plurality of recesses  144  configured to receive the lugs  610  of the endless track  124 . Each one of the plurality of recesses  144  is defined between two adjacent teeth  142 . 
     The drive wheel assembly  140  also defines cavities  146  on lateral sides thereof. The presence of the cavities  146  result in reducing the amount of material required to manufacture the drive wheel assembly  140  thereby reducing a weight of the drive wheel assembly  140 . This can reduce costs for manufacturing the drive wheel assembly, and, to some extent, reduce energy consumption of the track system  20   c.  The cavities  146  change from the embodiment of the drive wheel assembly  140  shown in  FIG. 21A  to the embodiment of the drive wheel assembly  140  shown in  FIG. 21B . 
     The drive wheel assembly  140  also has a connecting interface  147 . The connecting interface  147  defines four recesses  148   a,    148   b,    148   c,    148   d  and four apertures  149   a,    149   b,    149   c,    149   d.  The apertures  149   a,    149   b,    149   c,    149   d  are respectively defined within the four recesses  148   a,    148   b,    148   c,    148   d.  The apertures  149   a,    149   b,    149   c,    149   d  are configured to receive fasteners so that the drive wheel assembly  140  can connect to a mounting attachment  500 , which will be described in greater detail below. 
     It is contemplated that in some embodiments, the drive wheel assembly  140  could be configured differently. For example, in embodiments where the endless track  124  defines recesses or apertures, the drive wheel assembly  140  could have radially extending teeth configured to be received in the recesses or apertures of the endless track  124 . As yet another example, in some embodiments, the drive wheel assembly  140  could frictionally engage an inner side  600  of the endless track  124 , thereby frictionally driving the endless track  124 . 
     The drive wheel assembly  140  is made of polymeric material such as High Density Polyethylene (HDPE). In other embodiments, the drive wheel assembly  140  could be made of UHMW or UHMW-PE. 
     Mounting Attachment 
     Referring to  FIGS. 22A, 22B, 23 and 24 , the mounting attachment  500 , which is configured to connect the track system  20   c  to the ATV  10 , will now be described. More specifically, the mounting attachment  500  connects to the driving axle of the ATV  10  to which the track system  20   c  is operatively connected (rear axle  15   b ), to the frame  130  and to the drive wheel assembly  140 . 
     The mounting attachment  500  includes a spindle  502  and a hub assembly  504 . The mounting attachment  500  also includes a cover  580 , which, as will be described below, could be replaced with the protective cover assembly  450  described hereabove. In some embodiments of the mounting attachment  500 , the cover  580  could be omitted. 
     As best seen in  FIGS. 23 and 24 , the spindle  502  has a base portion  510  having a vehicle interface  512  and a driving wheel interface  514 . The spindle  502  also has a shaft portion  540  that extends generally perpendicularly from the base portion  510 . 
     The vehicle interface  512  defines a plurality of apertures  520  that are configured to receive fasteners therein. The vehicle interface  512  is configured to connect to a spindle (not shown) of the axle to which the drive wheel assembly  140  connects (i.e., rear axle  15   b ). The plurality of apertures  520  are disposed in such a way that the vehicle interface  512  is connectable to various spindles having different configurations. In other words, the vehicle interface  512  of the mounting attachment  500  enables a connection between the track system  20   c  and a variety of vehicles. 
     The driving wheel interface  514  includes four connecting members  530   a,    530   b,    530   c,    530   d  that extend from the base portion  510  generally in the same direction as the shaft portion  550 . The four connecting members  530   a,    530   b,    530   c,    530   d  each have, respectively, a radially extending segment  532   a,    532   b,    532   c,    532   d.  The radially extending segments  532   a,    532   b,    532   c,    532   d  each define, respectively, an aperture  534   a,    534   b,    534   c,    534   d  configured to receive a fastener therethrough. As will be described below, the driving wheel interface  514  is configured to engage with the connecting interface  147  of the drive wheel assembly  140 . In some embodiments, the driving wheel interface  514  could have more or less connecting members, radially extending segments and apertures, so long as the driving wheel interface  514  of the spindle  502  is complementary to the connecting interface  147  of the drive wheel assembly  140 . 
     The spindle  502  also includes a mechanical fitting  536  (shown in  FIG. 24  and commonly referred to as “grease fitting”, “grease zerk”, “zerk fitting”, “alemite fitting”) to feed lubricant (e.g., grease) into the hub assembly  504  using a grease gun (not shown). The mechanical fitting  536  is strategically located to ease the maintenance of the mounting attachment  500 . In the present embodiment, the mechanical fitting  536  is located on the internal side of the spindle  502 . This can be advantageous for maintenance, as the mechanical fitting  536  is easily accessible without having to disassemble the mounting attachment  500  nor the hub assembly  504 . 
     The shaft portion  540  is configured to be received in the hub assembly  504 . The shaft portion  540  has a base section  542 , an intermediate section  544  and a distal section  546 . The base section  542  has a larger diameter than the diameter of the intermediate and that of the distal section  544 ,  546 , and the intermediate section  544  has a larger diameter than the diameter of the distal section  546 . It is contemplated that in some embodiments, the base, intermediate section and distal sections  542 ,  544 ,  546  could all have the same diameter. In the present embodiment, the change in diameter from one section to another can help to position the hub assembly  504  and features thereof. 
     The hub assembly  504  includes a hub housing  550 , bearings  552   a,    552   b  and a sealing member  554 . In some embodiments, there could be only one bearing or three or more bearings. In other embodiments, there could be two or more sealing members. 
     The hub housing  550  defines an aperture  560  configured to receive the bearings  552   a,    552   b  and the sealing member  554  therein. The hub housing  550  has a frame interface  562  that is configured to connect to the frame  130 . More precisely, the frame interface  562  defines four apertures  564  configured to receive fasteners therein. It is contemplated that in other embodiments, the frame interface  562  could define more or less than four apertures so long as the frame interface  562  is connectable to the frame  130 . 
     In some embodiments, the hub assembly  504  is a stand-alone assembly which includes the hub housing  550  having the frame interface  562 , the two bearing  552   a,    552   b  and the sealing member  554 . It is contemplated that in some embodiments, there could be only one bearing and/or there could be more than one sealing member. In some embodiments, the hub assembly  504  is a standard automotive hub assembly, and other features of the mounting attachment  500  are configured, shaped, and sized to operatively connect with the hub assembly  504 . Standard automotive hub assemblies are typically thoroughly tested, optimized and produced in high volume such that they are generally less costly while being durable. Using standard parts can thus reduce costs of the mounting attachment  500 . 
     As shown in  FIGS. 23 and 24 , the mounting attachment  500  also includes the protective cover  580  which is configured to cover the side opposite to the spindle  502  to prevent dust and debris from entering the hub assembly  504 . In some embodiments, the protective cover  580  could be omitted, as the frame  130  acts as a protective cover for the hub assembly  504 , covering the hub assembly  504  from the side opposite to the spindle member  502  and sealing it from dust and debris via a resilient sealing member such as an O-ring or a gasket disposed between the frame  130  and the hub assembly  504 . It is understood that in some embodiments, the protective cover  580  may be one of the embodiments of protective cover  450 , or may comprise some features of said embodiments. 
     Referring to  FIGS. 22A and 22B , a method for operatively connecting the drive wheel assembly  140 , the mounting attachment  500  and the frame  130  will now be briefly described. 
     The method includes connecting the hub assembly  504  to the spindle  502 . 
     The method also includes connecting the mounting attachment  500  to the spindle of the rear axle  15   b.  This can be done by the vehicle interface  512 . More precisely, fasteners are received through the apertures  520  and are connected to the spindle of the rear axle  15   b.    
     The method also includes connecting the mounting attachment  500  to the drive wheel assembly  140 . The connecting interface  147  of the drive wheel assembly  140  engages with the drive wheel interface  514  of the spindle  502  of the mounting attachment  500 . More precisely, the radially extending segments  532   a,    532   b,    532   c,    532   d  are respectively received in the recesses  148   a,    148   b,    148   c,    148   d,  and fasteners  535   a,    535   b,    535   c,    535   d  are respectively received in the apertures  149   a,    149   b,    149   c,    149   d  of the drive wheel assembly  140  as well as respectively received in the apertures  534   a,    534   b,    534   c,    534   d.  Thus, the mounting attachment  550  is removably connected to the drive wheel assembly  140 . It is contemplated that in some embodiments, the mounting attachment  500  could not be removably connected to the frame  130 . For instance, the mounting attachment  500  could be welded to the drive wheel assembly  140 , or could be integral with the drive wheel assembly  140 , but the hub assembly  504  could still be removably connected to the spindle  502 . 
     The method also includes connecting the mounting attachment  500  to the frame  130 . The mounting interface  562  of the hub housing  550  is connected to the frame  130 . More precisely, fasteners  565   a,    565   b,    565   c,    565   d  are received through the apertures  564  of the mounting interface  562  and through aperture defined in the frame (not shown) thereby connecting the mounting attachment to the frame  130 . Thus, the mounting attachment  550  is removably connected to the frame  130 . In some embodiments, the mounting attachment  500  could not be removably connected to the frame  130 . 
     The method also includes applying tension in the endless track  124  using the tensioner  170 . 
     It is understood that the steps of the above method can be generally be performed in various orders and could include more or less steps. 
     Being that the hub assembly  504  is removably connected to the spindle  502 , maintenance operations of the hub assembly  504  are facilitated, because when required, the hub assembly  504  can easily be removed from the mounting attachment  500 , which can also easily be removed from the frame  130 . As such, maintenance operations of the mounting attachment  500  according to the present technology are easier than when compared with conventional hub assemblies that are forced fitted into a cavity of a frame of a track system. 
     A method for removing the hub assembly  504  from the mounting attachment  500  will now be briefly described. 
     The method includes loosening tension in the endless track  124  using the tensioner  170 . 
     The method includes disconnecting the mounting attachment  500  from the frame  130 . More precisely, the mounting interface  562  of the hub housing  550  is disconnected from the frame  130  by removing the fasteners  565   a,    565   b,    565   c,    565   d  from the apertures  564  of the mounting interface  562  and the apertures defined in the frame. 
     The method also includes disconnecting the mounting attachment  500  from the driving wheel assembly  140 . More precisely, the fasteners  535   a,    535   b,    535   c,    535   d  are removed from the apertures  149   a,    149   b,    149   c,    149   d  of the drive wheel assembly  140  and the apertures  534   a,    534   b,    534   c,    534   d  of the spindle  502 . 
     The method also includes disconnecting the hub assembly  504  from the spindle  502 . 
     It is understood that the steps of the above method can be generally be performed in various orders and could include more or less steps. For instance, steps regarding alignment of the frame  130  relative to the hub assembly  504  and alignment of the track  124  relative to the frame  130 . 
     Endless Track 
     Referring to  FIGS. 28 to 31, 32A, 32B and 33 , the endless track  124  will now be described in greater detail. The endless track  124  includes an inner side  600  and an outer side  602  opposite the inner side  600 . 
     The inner side  600  faces the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the front and rear idler wheel assemblies  160   a,    160   b  and the drive wheel assembly  140 . 
     The endless track  124  has, extending from the inner side  600 , a plurality of lugs  610 . The lugs  610  are longitudinally spaced and are arranged in a single row that is substantially centered along the widthwise direction of the endless track  124 . The lugs  610  could be arranged differently in other embodiments. For instance, there could be two laterally spaced sets of longitudinally spaced lugs  610 . The lugs  610  are configured to engage with the teeth  142  of the drive wheel assembly  140  to drive the endless track  124  (i.e., transmit motion from the drive wheel assembly  140  to the endless track  124 , and thus the track system  20   c ). The lugs  610  are also configured to engage with the support wheel assemblies  150   a,    150   b,    150   c,    150   d  and the front and rear idler wheel assemblies  160   a,    160   b  to guide the endless track  124 . As such, the lugs  610  can be referred to as “driving projections and/or guiding projections”. Thus, each of the lugs  610  is configured to do at least one of: driving the endless track  124  and guiding the endless track  124 . 
     In the embodiment shown in  FIG. 30 , each of the lugs  610  defines front and rear recesses  612   a,    612   b.  The front and rear recesses  612   a,    612   b  are configured to reduce material required to manufacture the endless track  124  and thus optimize manufacturing costs. In addition to the front and rear recesses  612 ,  612   b,  other weight relief features such as cut-outs, pockets, cavities, and/or apertures could be present in the lugs  610  It is understood that other configurations of the endless track  124  are considered as well. For example, only some lugs  610  could have the front and rear recesses, and/or only some lugs  610  could have the weight relief features. 
     On either side of lugs  610 , the inner side  600  has wheel path  614   a  and wheel path  614   b,  on which the left and right wheels of the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   c,    160   d  respectively roll. Each of the wheel paths  614   a,    614   b  extend adjacent to the lugs  610 . 
     Referring to  FIGS. 28 and 29 , the outer side  602  of the endless track  124 , which is configured to engage the ground, includes a plurality of traction projections  620  and a plurality of traction projection  621   a,    621   b.  The traction projections  620 ,  621   a,    621   b  extend from the outer side  602 . The traction projections  620 ,  621   a,    621   b,  which can be referred to as “traction lugs”, are configured to engage the ground to enhance traction. Thus, in some instances, the traction projections  620 ,  621   a,    621   b  could be configured to penetrate the ground to enhance traction. As will be described below, the size, the shape, and the pattern of the traction projections  620 ,  621   a,    621   b  according to the present endless track  124 , have been optimized for enhanced traction. It is understood however that the present embodiment is only an example, and other configurations are contemplated without departing from the scope of the present technology. 
     The traction projections  620  are longitudinally spaced and extend in the widthwise direction of the endless track  124 . The traction projections  621   a,    621   b  are disposed between two longitudinally spaced traction projections  620 . The traction projections  621   a,    621   b  are laterally spaced. Being that the traction projections  621   a,    621   b  are laterally spaced, a distance between a center of two adjacent traction  620  is twice the pitch of the traction projections  620 ,  621   a,    621   b,  which can enhance traction. Indeed, the longer a “snow bloc” is, the more shear area it is possible to obtain, such that a longer snow bloc has more shear than a shorter snow bloc of the same depth, provided that both snow blocs are sufficiently deep. Additionally, as shown in  FIGS. 28 and 29  (prior art), the tractions projections  620 ,  621   a,    621   b  are asymmetrical from a center plane of the endless track  124 , where the center plane extends in the longitudinal direction. This asymmetry can help reduces chances of the track system  20   c  from getting stuck. 
     Referring to  FIGS. 32 and 33 , an alternative embodiment of the endless track  124  is shown, namely endless track  124 ′. Features of the endless track  124 ′ similar to those of the endless track  124  have been labeled with the same reference numerals and will not be described again. More specifically, the inner side  600  of the endless track  124 ′ is the same as the inner side  600 ′ of the endless track  124 . 
     Turning back to  FIG. 30  and the endless track  124 , between the inner and outer sides  600 ,  602 , the endless track  124  is free of laterally extending reinforcing members, but does have longitudinal cables  650  (shown in  FIG. 30 ) extending therethrough. The longitudinal cables  650  are disposed below the wheel paths  614   a,    614   b.    
     The endless track  124  has a top run  630  which extends between the front longitudinal end  121   a  and the rear longitudinal end  121   b  of the track system  20   c,  over the drive wheel assembly  140 , and a bottom run  640  which extends between the front longitudinal end  121   a  and the rear longitudinal end  121   b  of the track system  20   c,  under the front and rear idler wheel assemblies  160   a,    160   b.  The bottom run  640  of the endless track  124  defines an area of contact of the endless track  124  with the ground. As mentioned above, the area of contact bears a majority of a load sustained by the track system  20   c.  The area of contact is sometimes referred to as a “contact patch” of the endless track  124  with the ground. 
     The endless track  124  is elastomeric in that the endless track  124  includes elastomeric material allowing the endless track  124  to flex around the support wheel assemblies  150   a,    150   b,    150   c,    150   d,  the front and rear idler wheel assemblies  160   a,    160   b  and the drive wheel assembly  140 . The elastomeric material of the endless track  124  can include any polymeric material with suitable elasticity. In the present embodiment, the elastomeric material includes rubber. Each of the lugs  610  is an elastomeric in that each of the lugs  610  includes elastomeric material. In the present embodiment, each of the traction projections  620  is an elastomeric traction projection in that the each of the traction projections  620  includes elastomeric material. 
     As mentioned above, the drive wheel assembly  140  has teeth that are wider than conventional drive wheel assemblies. This, as shown in  FIGS. 31A and 31B , result in reducing stresses within the endless track  124 .  FIG. 31A  shows stresses within an endless track used with a narrow drive wheel assembly whereas  FIG. 31B  shows stresses within an endless track used with the drive wheel assembly  140  according to the present technology. 
     Referring to  FIG. 31A , with conventional drive wheel assemblies having narrower teeth, endless tracks are subject to important shear stresses, which results in wear and tear. Indeed, during use with narrower wheel assemblies, when the endless track is under tension, wheel assemblies having laterally spaced wheels apply loads on the sides of the endless track (i.e., wheel paths  164   a,    164   b ). Thus, the wheel assemblies apply tensile forces along a length of the endless track  124  (i.e., along wheel paths  164   a,    164   b ), whereas traction forces applied by teeth of a drive wheel assembly are generally disposed centrally along the endless track  124 , thereby causing shear stresses. 
     Referring to  FIG. 31B , according to the present technology, shear stresses in the endless track  124  are substantially reduced. This is because the traction forces applied by the wider teeth  142  of the drive wheel assembly  140  are aligned with the tensile forces applied by the support and idler wheel assemblies  150   a,    150   b,    150   c,    150   d,    160   a,    160   b,  thereby reducing shear stresses within the endless track. 
     This configuration of the endless track  124  and the teeth  142  of the drive wheel assembly  140  is new in track systems in the recreational sector, as the traction required for recreational vehicles is much less than traction required for heavier vehicles like harvesters. There are various advantages to the present technology. 
     Referring to  FIG. 33 , the endless track  124 ′ has different inertias when folding and unfolding, because the idler wheels are narrower, so they are not bending as much rubber as the larger wheels. Thus, stress is reduced in the endless track  124  by having the narrower wheels. The wide wheels are bending a large section. The narrow wheels are bending a narrow section such that everything outside this section is bent approximately 90% of the real curve, reducing stress compared to wide wheel. 
     Modifications and improvements to the above-described embodiments of the present invention may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present invention is therefore intended to be limited solely by the appended claims.