Patent Description:
The present technology relates to steering knuckle gearbox assemblies and steerable track systems for vehicles incorporating such assemblies.

For example, <CIT>, describes a track assembly for providing traction to a vehicle, such as an agricultural vehicle, a construction vehicle, or another work vehicle. The track assembly is mountable to an axle of the vehicle. The track assembly comprises a plurality of wheels comprising a leading idler wheel and a trailing idler wheel spaced apart in a longitudinal direction of the track assembly, an axis of rotation of the axle of the vehicle being located between an axis of rotation of the leading idler wheel and an axis of rotation of the trailing idler wheel in the longitudinal direction of the track assembly, and a driver wheel for rotating when the axle of the vehicle rotates. The track assembly also comprises an endless track disposed around the wheels. The endless track comprises an inner side facing the wheels and a ground-engaging outer side for engaging the ground. The endless track engages the driver wheel such that rotation of the driver wheel imparts motion to the endless track.

The track system described above mounts onto an axle of the vehicle and has transmission components for transferring driving forces from the axle to the endless track of the track system. The track system is structured such that, when mounted onto the axle, a material part of the weight of the vehicle supported by the track system is transferred into the track system via the axle onto which the track system is mounted. Consequently, a material part of this weight is borne by the transmission and other components of the track system.

Also, since a material part of the weight of the vehicle supported by the track system is transferred into the track system via the axle onto which the track system is mounted, the axle also transfers other loads that it experiences while the vehicle drives on terrain (such as loads applied by the vehicle to the axle, and consequently to the track system, when the vehicle drives over irregularities in terrain). Accordingly, components of the track system such as the transmission components experience relatively large loads when the vehicle is in use.

Also, the abovementioned track system mounts onto an axle of the vehicle and therefore relies on steering forces being applied to that axle in order to be steered. The axle acts as a lever relative to the track system and applies the steering forces to components of the track system. In another aspect, the abovementioned track system pivots about the axle onto which it is mounted, and therefore requires an anti-rotation device to be mounted between the track system and the vehicle in order to limit pivoting of the track system about the axle.

Document <CIT> concerns a semicrawler-type working vehicle comprising:.

Document <CIT> discloses a track suspension including:.

Prior art track systems may be suitable for their intended purposes; however, improvements to prior art are always desirable.

In this document, the term "height" means a vertical distance from flat level ground.

In this document, the term "ground speed" means the speed that an element moves along flat level ground.

In this document, the term "axle frame" means a structural member (which is either a single structural member or is made up of two or more sub-members) that is mounted at its (the axle frame's) one end to, or is integral with, a vehicle frame of a vehicle and at its other end supports a ground-engaging assembly. An example of a ground-engaging assembly is a wheel assembly what includes a wheel that supports a part of the vehicle's weight on terrain. Another example of a ground-engaging assembly is a track system that supports a part of the vehicle's weight on terrain.

The figures included with this document are schematic representations of the present technology. That is, the figures show relative positioning and functional aspects of the various components of the present technology, and not necessarily particular geometries or sizes of the various components of the present technology, and not necessarily particular geometries or sizes of the various components. Persons skilled in the art will understand, based on the present disclosure, that the various components of the present technology will be sized and shaped appropriately relative to one another based on conventionally known engineering principles and based on each particular application and embodiment of the present technology, to provide for the functionality described herein.

In one aspect, the present technology provides a steering knuckle gearbox assembly for a vehicle according to claim <NUM>.

In another aspect, the present technology provides a steering knuckle gearbox assembly for a vehicle according to claim <NUM>.

In still another aspect, the present technology provides a steerable track system for a vehicle according to claim <NUM>.

The steering knuckle gearbox assembly includes a body. The body has a housing portion. The housing portion has a cavity defined in the housing portion and an interior vehicle-facing side. A mating portion is connected to the housing portion and positioned on the interior vehicle-facing side of the housing portion. The mating portion is structured, dimensioned and positioned to be pivotably mounted to the distal end of the axle frame so as to pivot about a steering axis between a first angular position and a second angular position. The housing portion also has a mounting portion that is structured, dimensioned and positioned relative to the body of the steering knuckle gearbox assembly such that a steering link of the vehicle is pivotably mountable thereto for actuating pivoting of the body about the steering axis between the first angular position and the second angular position.

An input shaft is rotationally supported by the housing portion for rotation about an input axis defined by the input shaft. The input shaft has an inner end positioned inside the cavity of the housing portion and an outer end opposite the inner end. The outer end of the input shaft is operatively connectable to the drive axle of the vehicle so as to be drivable by the drive axle when the body of the steering knuckle gearbox assembly is in any one of a range of angular positions between the first angular position and the second angular position.

An output shaft is rotationally supported by the housing portion for rotation about an output axis defined by the output shaft. The output axis is offset in height from the input axis. The output shaft has an inner end positioned inside the cavity of the housing portion and an outer end opposite to the inner end of the output shaft. The inner end of the output shaft is operatively connected to the inner end of the input shaft to be driven by the input shaft.

In some embodiments, the mating portion is integral with the housing portion.

In some embodiments, the mating portion is detachably connected to the housing portion.

According to the invention, the output axis is upwardly offset from the input axis.

In some embodiments, the mating portion has a king pin aperture defined in the mating portion, the king pin aperture being sized to receive a king pin through the king pin aperture for pivotably mounting the mating portion to the distal end of the axle frame.

In some embodiments, the king pin aperture is defined by a pair of apertures positioned concentrically over the steering axis.

In some embodiments, the outer end of the input shaft terminates at a coupler, the coupler is operatively connectable to the drive axle to be driven by the drive axle when the body is in any one of the range of angular positions between the first angular position and the second angular position, and the coupler is positioned relative to the mating portion such that the steering axis passes through the coupler.

In some embodiments, the inner end of the output shaft is operatively connected to the inner end of the input shaft via a plurality of universal joints.

In some embodiments, the inner end of the input shaft is operatively connected to the inner end of the output shaft via a first plurality of gears to drive the output shaft at a first predetermined gear ratio, and the first plurality of gears is positioned inside the cavity of the housing portion.

In some embodiments, the first plurality of gears includes a plurality of <NUM>-degree bevel gears.

In some embodiments, the first plurality of gears includes a plurality of spur gears.

In some embodiments, the housing portion has an exterior side opposite the interior vehicle-facing side, the steering knuckle gearbox assembly includes a wheel hub operatively connected to the output shaft to be driven by the output shaft, the wheel hub is positioned on the exterior side of the housing portion, and the wheel hub is structured to have a drive wheel mounted thereto.

In some embodiments, the wheel hub defines a cavity in the wheel hub, at least one additional gear is disposed inside the cavity of the wheel hub, the outer end of the output shaft extends into the cavity of the wheel hub, and the at least one additional gear operatively connects the outer end of the output shaft to the wheel hub to drive the wheel hub at a second predetermined gear ratio.

In some embodiments, the at least one additional gear is a plurality of planetary gears.

In some embodiments, the steering knuckle gearbox assembly further includes a pivot axle connected to a bottom side of the body in a first position. The pivot axle defines a frame pivot axis that is parallel to the output axis, and is structured to have a track system frame pivotably mounted thereon to pivot about the frame pivot axis.

In some embodiments, the pivot axle is removably connected to the bottom side of the body and is connectable to the bottom side of the body in at least one additional position. In such embodiments, the additional position is offset from the first position in at least one of a longitudinal direction and a transverse direction.

In another aspect, the present technology provides a steering knuckle gearbox assembly for a vehicle having a vehicle frame, a motor supported by the vehicle frame, and a drive axle rotationally supported by and extending away from the vehicle frame toward the king pin end of the axle frame, the drive axle being operatively connected to the motor to be driven by the motor.

The steering knuckle gearbox assembly has an axle frame having a vehicle end, and a distal end opposite the vehicle end, the vehicle end being fixedly mountable to the vehicle frame. The steering knuckle gearbox assembly also has a body. The body has a housing portion having a cavity defined in the housing portion and having an interior vehicle-facing side. The body also has a mating portion connected to the housing portion. The mating portion is positioned on the interior vehicle-facing side of the housing portion and is pivotably connected to the distal end of the axle frame to pivot about a steering axis between a first angular position and a second angular position. The body also has a mounting portion structured, dimensioned and positioned relative to the body such that a steering link of the vehicle is pivotably mountable thereto for actuating pivoting of the body about the steering axis between the first angular position and the second angular position.

In some applications, left-side and right-side embodiments of this steering knuckle gearbox assembly are used to replace left-side and right-side steerable wheel assemblies of a vehicle, respectively.

The steering knuckle gearbox assembly also includes an input shaft that is rotationally supported by the housing portion for rotation about an input axis defined by the input shaft. The input shaft has an inner end positioned inside the cavity of the housing portion and an outer end opposite the inner end. The outer end of the input shaft is operatively connectable to the drive axle of the vehicle so as to be drivable by the drive axle when the body is in any one of a range of angular positions between the first angular position and the second angular position.

The steering knuckle gearbox assembly also includes an output shaft rotationally supported by the housing portion for rotation about an output axis defined by the output shaft. The output axis is offset in height from the input axis. The output shaft has an inner end positioned inside the cavity of the housing portion and an outer end being opposite to the inner end of the output shaft. The inner end of the output shaft is operatively connected to the inner end of the input shaft to be driven by the input shaft.

In some embodiments, the axle frame of the steering knuckle gearbox assembly has an aperture defined in the axle frame, the aperture extends between the vehicle end and the distal end and is sized to receive the drive axle of the vehicle therethrough when the vehicle end of the axle frame is mounted to the vehicle frame.

In some embodiments, the steering knuckle gearbox assembly also includes a spacer removably attached to the vehicle end of the axle frame. The spacer has a predetermined thickness and is mounted between the vehicle end of the axle frame and the vehicle frame when the vehicle end of the axle frame is mounted to the vehicle frame. In some cases, the thickness of the spacer is selected to provide the vehicle with a predetermined lateral spacing of at least two of the vehicle's tracks.

According to the invention, the output axis is upwardly offset from the input axis. In some cases, and particularly where the steering knuckle gearbox assembly is to be used for retrofitting a wheeled vehicle into a tracked vehicle, the upward offset is selected to obtain a desired ride height of the vehicle once it is retrofitted with the steering knuckle gearbox assembly. In some cases, the upward offset is selected to obtain, via the retrofit, a ride height of the vehicle that is substantially the same as the ride height the vehicle had before the retrofit.

In some embodiments, the first and second king pin apertures are defined by a pair of apertures positioned concentrically over the steering axis.

In some embodiments, the outer end of the input shaft terminates at a coupler, the coupler is operatively connectable to the drive axle to be driven by the drive axle when the body is in any one of the range of angular positions between the first angular position and the second angular position, and the coupler is positioned relative to the mating portion such that the steering axis passes through the coupler.

In another aspect, the present technology provides steerable track system for a vehicle, the vehicle having a vehicle frame, a motor supported by the vehicle frame, an axle frame supported by and extending away from the vehicle frame, and a drive axle rotationally supported by and extending away from the vehicle frame toward a distal end of the axle frame, the drive axle being operatively connected to the motor to be driven by the motor.

The steerable track system has a steering knuckle gearbox assembly. The steering knuckle gearbox assembly has a body. The body has a housing portion having a cavity defined in the housing portion. The housing portion has an interior vehicle-facing side and an exterior side opposite the interior vehicle-facing side. The body also has a mating portion connected to the housing portion and positioned on the interior vehicle-facing side of the housing portion. The mating portion is structured, dimensioned and positioned to be pivotably mounted to the distal end of the axle frame so as to pivot about a steering axis between a first angular position and a second angular position. In another aspect, the body also has a mounting portion structured, dimensioned and positioned relative to the body such that a steering link of the vehicle is pivotably mountable thereto for actuating pivoting of the body about the steering axis between the first angular position and the second angular position.

The steering knuckle gearbox assembly of the steerable track system also has an input shaft that is rotationally supported by the housing portion for rotation about an input axis defined by the input shaft. The input shaft has an inner end positioned inside the cavity of the housing portion and an outer end opposite the inner end. The outer end of the input shaft is operatively connectable to the drive axle of the vehicle so as to be drivable by the drive axle when the body is in any one of a range of angular positions between the first angular position and the second angular position.

The steering knuckle gearbox assembly of the steerable track system also has an output shaft rotationally supported by the housing portion for rotation about an output axis defined by the output shaft. The output axis is offset in height from the input axis. The output shaft has an inner end positioned inside the cavity of the housing portion and an outer end opposite to the inner end of the output shaft. The inner end of the output shaft is operatively connected to the inner end of the input shaft to be driven by the input shaft.

The steering knuckle gearbox assembly of the steerable track system also has a pivot axle connected to a bottom side of the body of the steering knuckle gearbox assembly in a first position. The pivot axle defines a frame pivot axis that is parallel to the output axis.

The steerable track system has a track system frame that is pivotably mounted on the pivot axle to pivot about the frame pivot axis. The track system frame is positioned below the body of the steering knuckle gearbox assembly.

The steerable track system also includes a plurality of idler wheels is rotationally supported on the track system frame, a drive wheel positioned on the exterior side of the housing portion, and an endless track. The drive wheel is operatively connected to the output shaft to be driven by the output shaft. The endless track extends around the plurality of idler wheels and the drive wheel and is in driving engagement with the drive wheel to be driven by the drive wheel.

In some embodiments, the steering axis is angled to provide an effective positive caster to the steerable track system.

In some embodiments, the pivot axle is removably connected to the bottom side of the body of the steering knuckle gearbox assembly and is connectable to the bottom side of the body in at least one additional position. In such embodiments, the additional position is offset from the first position in at least one of a longitudinal direction and a transverse direction.

In some embodiments, the drive wheel is operatively connected to the input shaft via the output shaft and a plurality of gears so as to be driven by the input shaft via the output shaft and the plurality of gears at a predetermined gear ratio, the predetermined gear ratio is a ratio of rotational speed of the input shaft to rotational speed of the drive wheel, and the plurality of gears is positioned inside the cavity of the housing portion.

In some embodiments, the drive wheel is a drive sprocket.

In summary, the present technology provides a steering knuckle gearbox assembly. One use of the present technology is in new vehicle manufacture (manufacturing new vehicles with the present technology). Another use of the present technology is enabling retrofit of a wheeled vehicle into a tracked vehicle without materially increasing the vehicle's ride height. In some cases, the present technology allows to reduce a vehicle's ride height when retrofitting the vehicle with at least two track systems of the present technology.

In some cases, the present technology allows to modify the vehicle's ride height by, for example, lowering or raising one of the front or the rear of the vehicle but not the other one of the front or the rear of the vehicle. In yet another aspect, the present technology allows a vehicle to be fitted with relatively smaller drive wheels without materially affecting the top ground speed capabilities of the vehicle. In some cases, this allows the present technology to be used on relatively smaller vehicles.

Additional and/or alternative features, aspects, and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings, and the appended claims.

The drawings included herewith are for illustrating various embodiments of articles, products, methods, and apparatuses described in the present specification. Some features shown in the drawings are exaggerated, scaled down, or otherwise altered relative to their possible "life" size(s) and proportions in order to make the features more clearly visible and to aid the skilled reader in understanding the present technology.

As shown in <FIG> and <FIG>, a vehicle <NUM> is shown. The vehicle <NUM> is a tractor that has a vehicle frame <NUM>, four track systems supported by the vehicle frame <NUM>, a steering system for steering the front track systems, a motor (not shown) supported by the vehicle frame <NUM>, and four drive axles operatively connecting the motor to the four track systems for driving the four track systems for propelling the vehicle <NUM>.

The steering system of the vehicle <NUM> is a hydraulic steering system, and includes a steering wheel (not shown), a front-left steering link (not shown), and a front-right steering link <NUM>. The steering system is a conventionally known steering system. The front-right steering link <NUM> is positioned in front of the front-right axle frame 106a (described in more detail below) of the vehicle <NUM>. The front-left steering link is a mirror image of the front-right steering link <NUM> (Figures 3A and <FIG>), and is therefore not described in detail herein. In other vehicles, the front-right steering link <NUM> (and therefore also the front-left steering link) is positioned behind the front-right axle frame 106a. The steering links of the vehicle <NUM> are operable by a driver turning the steering wheel to thereby steer the front track systems of the vehicle <NUM>.

In another aspect, and as best shown in <FIG>, the steering system also includes a stabilization bar <NUM> that interconnects the front-right track system <NUM> with the front-left track system and maintains the front-right track system <NUM> parallel to the front-left track system during steering. However, the present technology may be employed with vehicles having a steering system that has a different stabilization bar, or a steering system that excludes the stabilization bar <NUM>.

The four drive axles of the vehicle include two front drive axles and two rear drive axles. All four drive axles of the vehicle <NUM> are rotationally supported by the vehicle frame <NUM>. The front drive axles are mirror images of each other. The rear drive axles are mirror images of each other. Therefore, to maintain clarity, only the rear-right drive axle <NUM> and the front-right drive axle <NUM> are shown (schematically) and described herein in detail.

The four drive axles operatively connect the motor <NUM> to corresponding ones of the four track systems via a conventionally known transmission <NUM> (shown schematically, in part, in <FIG>), to drive the four track systems. It is contemplated that other vehicles, with which the present technology could be used, could have only two drive axles and only two driven track systems. For example, some vehicles could have only front drive axles. As another example, some vehicles could have only rear drive axles.

In another aspect, and as best shown in <FIG>, the vehicle <NUM> has four axle frames 104a, 104b, 106a, 106b supported by and extending away from the vehicle frame <NUM>. The rear axle frames 104a, 104b are mirror images of each other. The front axle frames 106a, 106b are mirror images of each other. Therefore, to maintain clarity, only the right-side axle frames 104a, 106a are described herein in detail.

As best shown in <FIG> and <FIG>, the right-side axle frames 104a, 106a are elongate structural members that are made of steel in this embodiment. The rear-right axle frame 104a is a single structural member. The front-right axle frame 106a is also a single structural member. In some embodiments, the front-right axle frame 106a is made up of two or more structural sub-members. In one particular example the front-right axle frame 106a is made up of two structural sub-members, one of which is a steel spacer <NUM> used to adjust the spacing between the front tracks of the vehicle <NUM>.

An example of this alternative front-right axle frame 106a is shown in <FIG>. The spacer <NUM> has a length that is selected to provide the vehicle <NUM> with a predefined lateral spacing between the front tracks of the vehicle <NUM>. The spacer <NUM> has an axle frame end and a vehicle frame end opposite the axle frame end. As shown, the axle frame end of the spacer <NUM> is fixedly mounted to one end of the axle frame 106a via a first plurality of bolts and nuts. It is contemplated that any other fixed mounting method could be used. The vehicle frame end of the spacer <NUM> is fixedly mounted to the vehicle frame <NUM> via a plurality of bolts threaded into a matching plurality of threaded apertures <NUM> in the vehicle frame <NUM>. It is contemplated that any other fixed mounting method could be used.

The spacer <NUM> includes a drive shaft aperture (shown schematically in <FIG>) that extends between the axle frame end and the vehicle frame end of the spacer <NUM>. The drive axle <NUM> is received through the drive shaft aperture of the spacer <NUM> and in the drive axle 106a. The drive axle <NUM> is therefore made longer (than when the vehicle <NUM> is used without the spacers of the present technology) to accommodate for the added length of the spacer <NUM>. Therefore, when the vehicle <NUM> is implemented with the embodiment of the front-right axle frame 106a that includes the spacer <NUM> (and therefore also with the embodiment of the front-left axle frame 106b that includes a mirror image of the spacer <NUM>), the front track systems of the vehicle <NUM> are spaced farther apart from each other than when the vehicle <NUM> is implemented with front axle frames 106a and 106b without the spacers of the present technology.

In some applications, the track systems of the present technology are used to replace the rear wheels of the vehicle <NUM>, in addition to or instead of replacing the front wheels of the vehicle <NUM>. In some such applications, the spacers of the present technology are used to provide a desired lateral spacing of the rear tracks of the vehicle. In some such applications, the spacers of the present technology are used to provide a larger lateral spacing between the front tracks of the vehicle than the lateral spacing between the front wheels replaced by the front track systems.

In some applications, the spacers of the present technology are omitted. In some applications, the spacers of the present technology could be selectively added or removed for a given vehicle, when the application of the given vehicle changes. In such cases, the lengths of the drive axles, stabilization bar (if one is present), and the steering links of the given vehicle are changed to work with the particular spacers used with the given vehicle.

In the present embodiment, each of the right-side axle frames 104a, 106a is mounted at one end to the vehicle frame <NUM>. In the present embodiment, and as best shown in <FIG>, this is done via a plurality of bolts received through apertures defined in a portion of each of the axle frames 104a, 106a. The bolts are threaded into corresponding threaded apertures defined in the vehicle frame <NUM>. This mounting mechanism (bolts <NUM>, apertures <NUM> defined in the axle frame 106a, and corresponding apertures <NUM> defined in the vehicle frame <NUM>) for the axle frame 106a is best shown (schematically) in <FIG>. The mounting mechanism for the axle frame 104a is the same as the mounting mechanism for the axle frame 106a. It is contemplated that the axle frames 104a, 106a could be mounted to the vehicle frame <NUM> via any other suitable mounting mechanism.

Referring now to <FIG> and <FIG>, each of the axle frames 104a, 106a has an aperture <NUM>, <NUM> defined through its length and a corresponding one of the drive axles <NUM>, <NUM> extends through that aperture <NUM>, <NUM>, respectively. As will be described in more detail below, each of the drive axles <NUM>, <NUM> extends out of a corresponding one of the axle frames 104a, 106a and is connected to a corresponding one of the track systems <NUM>, <NUM> for driving the corresponding one of the track systems <NUM>, <NUM>.

The rear-right track system <NUM> of the vehicle <NUM> is supported on the rear-right axle frame 104a. The rear-left track system (not shown) is supported on the rear-left axle frame 104b and is a mirror image of the rear-right track system <NUM>. The front-right track system <NUM> is supported on the front-right axle frame 106a. The front-left track system is supported on the front-left axle frame 106b. In the present embodiment, the front-left track system is a mirror image of the front-right track system <NUM>. In view of this, only the right-side track systems <NUM>, <NUM> are described herein in detail. It should be noted that, the left-side track systems are shown by inference, since, in the present embodiment, the left side of the vehicle <NUM> is a mirror image of the right side of the vehicle <NUM> (that is, <FIG> shows the left side of the vehicle, and the left-side track systems by inference).

In the present embodiment, and as best shown in <FIG>, the rear-right track system <NUM> includes a gearbox assembly <NUM> that has an input shaft <NUM>, an output shaft <NUM> and a housing portion <NUM>. The housing portion <NUM> is mounted to a distal end of the rear-right axle frame 104a via a plurality of bolts <NUM> received through apertures (not shown) in a portion of the housing portion <NUM>. The bolts are threaded into corresponding threaded apertures (not shown) defined in the distal end of the rear-right axle frame 104a.

The housing portion <NUM> has a cavity <NUM> defined in the housing portion <NUM>. The input shaft <NUM> is rotationally supported by the housing portion <NUM> and at one end extends into the cavity <NUM>. At the input shaft's <NUM> other end, the input shaft <NUM> is connected to the rear-right drive axle <NUM> to be driven (rotated) by the rear-right drive axle <NUM> (and consequently by the motor <NUM>). The output shaft <NUM> is also rotationally supported by the housing portion <NUM> and at one end extends into the cavity <NUM>. In the present embodiment, the output shaft <NUM> is upwardly offset from the input shaft <NUM> by a distance selected to provide a desired ground clearance at the rear end of the vehicle <NUM>.

In the present embodiment, a conventionally known gear train <NUM> is disposed inside the cavity <NUM>. The gear train <NUM> operatively connects the ends of the input and output shafts <NUM>, <NUM> in the cavity <NUM> such that the output shaft <NUM> is drivable by the input shaft <NUM> (and consequently by the motor <NUM>) at a predetermined gear ratio. This predetermined gear ratio will further be referred to as the predetermined gear ratio of the track system <NUM>. Selection of the predetermined gear ratio of the track system <NUM> is described in more detail below.

In this embodiment, the gear train <NUM> is a conventionally known planetary gear train. In some embodiments, the gear train <NUM> is a conventionally known bull gear and pinion mechanism. In some embodiments, the gear train <NUM> includes conventionally known spur gears.

Still referring to <FIG>, the rear-right track system <NUM> further includes a wheel hub <NUM> rotationally supported on an external side of the housing portion <NUM> to rotate about a wheel hub axis <NUM>. The wheel hub <NUM> is connected to the output shaft <NUM> to be driven by the output shaft <NUM>. In the present embodiment, the wheel hub <NUM> is a metal disk.

As shown in <FIG>, the track system <NUM> includes a drive sprocket <NUM>. The drive sprocket <NUM> is mounted to the wheel hub <NUM> with bolts (not shown) received through the drive sprocket <NUM> and threaded into corresponding apertures (not shown) defined in the wheel hub <NUM>, to be driven (rotated) by the wheel hub <NUM>. The drive sprocket <NUM> is an example of a drive wheel <NUM> for driving an endless track <NUM> of the rear-right track system <NUM>.

It is contemplated that the drive sprocket <NUM> could be any other drive wheel for driving the endless track <NUM>, for example depending on the particular embodiment of the endless track <NUM> to be used with the track system <NUM>. It is also contemplated that the wheel hub <NUM> could be a different wheel hub, for example depending on the particular drive wheel <NUM> of the track system <NUM>.

In another aspect, the track system <NUM> also includes a pivot axle <NUM>. The pivot axle <NUM> is mounted to the external side of the housing portion <NUM> and extends laterally away from the housing portion <NUM> to define a pivot axis <NUM>. In the present embodiment, the pivot axis <NUM> is parallel to the wheel hub axis <NUM>. In the present embodiment, the pivot axle <NUM> is a metal shaft <NUM> that is integral with the housing portion <NUM>.

In other embodiments, the pivot axle <NUM> is removably connected to the external side of the housing portion <NUM> using other mechanisms, such as fasteners. In some such embodiments, the pivot axle <NUM> is removably connectable to the external side of the housing portion <NUM> in any one of a plurality of positions that are offset from each other laterally. In some cases, this allows for various adjustments of the track system <NUM>.

In an aspect, the pivot axle <NUM> transmits at least some of the weight of the vehicle <NUM> borne by the axle frame 104a to the track system frame <NUM> (which is described in more detail below) of the track system <NUM>, and thereby reduces at least parts of loads borne by the wheel hub <NUM>. In some applications, the reduction of loads borne by the wheel hub <NUM> reduces wear of various components of the track system <NUM>. For example, in some embodiments, the reduction of loads borne by the wheel hub <NUM> reduces wear of at least some components of the gear train <NUM> of the track system <NUM>.

As mentioned herein above, the track system <NUM> includes a track system frame <NUM>. The track system frame <NUM> is pivotably mounted to the pivot axle <NUM> to pivot about the pivot axis <NUM>. More particularly, the track system frame <NUM> has an aperture (now shown) defined in the track system frame <NUM>, and the pivot axle <NUM> is pivotably received and secured in that aperture. In the present embodiment, a conventionally known bearing assembly (not shown) is disposed radially over the pivot axle <NUM> between the pivot axle <NUM> and the track system frame <NUM> to allow for the pivoting motion of the track system frame <NUM>. In other embodiments, other pivot connections are used.

In the present embodiment, the track system frame <NUM> has a plurality of pivotably interconnected structural members and rotationally supports five idler wheels <NUM>. The structural members of the track system frame <NUM> are pivotably interconnected using conventionally known mechanisms. In other embodiments, the track system frame <NUM> has different numbers and configurations of structural members and idler wheels <NUM>. For example, in some embodiments, the track system frame <NUM> is a single structural element.

The endless track <NUM> extends around the idler wheels <NUM> and the drive sprocket <NUM> of the track system <NUM>. The endless track <NUM> is a conventionally known track that is in driving engagement with the drive sprocket <NUM> to be driven by the drive sprocket <NUM> for propelling the vehicle <NUM>. In the present embodiment, the endless track <NUM> has drive lugs <NUM> on an inner side of the track <NUM> that are received in corresponding apertures in the drive sprocket <NUM> to be driven by the drive sprocket <NUM>. It is contemplated that the endless track <NUM> could be any other suitable track (in which case the drive wheel <NUM> may be different in order to work with the different track <NUM>).

The front-right (and therefore also the front-left) track system <NUM> will now be described in more detail. In the present embodiment, and as best shown in <FIG>, the front-right track system <NUM> includes a steering knuckle gearbox assembly <NUM> that is pivotably mounted to a distal end <NUM> of the front-right axle frame 106a. In the present embodiment, the steering knuckle gearbox assembly <NUM> includes a body <NUM> that has a housing portion <NUM>, a mating portion <NUM> connected to the housing portion <NUM>, and a mounting portion <NUM>.

More particularly, in the present embodiment, and as best shown (schematically) in <FIG>, the steering knuckle gearbox assembly <NUM> includes a steering knuckle <NUM> that is received in a recess defined in the vehicle-facing side of the housing portion <NUM>. The steering knuckle <NUM> is best shown in <FIG>. The steering knuckle <NUM> is mounted in the recess of the housing portion <NUM> via a plurality of bolts <NUM> received through a part of the housing portion <NUM> and into corresponding apertures <NUM> defined in the steering knuckle <NUM>. It is contemplated that the steering knuckle <NUM> could be instead received and mounted over a part of the housing portion <NUM>. It contemplated that the steering knuckle <NUM> could be secured to the housing portion <NUM> using a different securing mechanism, such as another type of fasteners.

In the present embodiment, the mating portion <NUM> of the steering knuckle gearbox assembly <NUM> is part of the steering knuckle <NUM> (and is therefore is detachably connected to the housing portion <NUM>) and has apertures <NUM>, <NUM> defined in the mating portion <NUM>. The mating portion <NUM> is positioned on the interior vehicle-facing side of the housing portion <NUM> and is pivotably mounted to the distal end <NUM> of the front-right axle frame 106a so as to pivot about a steering axis <NUM> between a first angular position <NUM> to a second angular position <NUM> (<FIG>), for steering the vehicle <NUM> leftward and rightward, respectively. As best shown in <FIG>, the steering axis <NUM> is angled to provide the front-right track system <NUM> with a positive effective caster. It is contemplated that the steering axis <NUM> could be oriented differently.

In the present embodiment, the mating portion <NUM> of the steering knuckle gearbox assembly <NUM> is pivotably mounted to the distal end of the front-right axle frame 106a via a king pin assembly. The king pin assembly includes two pins <NUM>, <NUM> received in corresponding pairs of apertures <NUM>, <NUM> and <NUM>, <NUM> defined in the mating portion <NUM> and the distal end of the front-right axle frame 106a, respectively. It is contemplated that a different pivot connection could used.

As best shown in <FIG>, in the present embodiment, the mounting portion <NUM> of the steering knuckle gearbox assembly <NUM> is positioned in front of the input shaft <NUM> (on the same side of the axle frame 106a as is the steering link <NUM>) and is also part of the steering knuckle <NUM> (i.e. the mounting portion <NUM> is detachably connected to the housing portion <NUM>). The front-right steering link <NUM> of the vehicle <NUM> is pivotably mounted to the mounting portion <NUM> using a conventionally known pin (not shown) received in a steering mount aperture <NUM> (see <FIG>) defined in the mounting portion <NUM>. In the present embodiment, the steering mount aperture <NUM> has an upper aperture and a lower aperture, but could have any other suitable configuration.

The mounting portion <NUM> is structured, dimensioned and positioned relative to the body <NUM> of the steering knuckle gearbox assembly <NUM> such that pivoting of the steering wheel of the vehicle <NUM> (which correspondingly moves the steering link <NUM>) pivots the steering knuckle gearbox assembly <NUM> about the steering axis <NUM> between the first angular position <NUM> and the second angular position <NUM>.

Now referring to <FIG> and <FIG>, the housing portion <NUM> of the steering knuckle gearbox assembly <NUM> has a cavity <NUM> (shown schematically in <FIG> and <FIG>) defined in the housing portion <NUM>. The steering knuckle gearbox assembly <NUM> includes an input shaft <NUM>. The input shaft <NUM> is rotationally supported by the housing portion <NUM> for rotation about an input axis <NUM> defined by the input shaft <NUM>. The input shaft <NUM> has an inner end positioned inside the cavity <NUM> and an outer end opposite the inner end.

In the present embodiment, the outer end of the input shaft <NUM> is connected to the front-right drive axle <NUM> via a universal joint <NUM> (shown schematically in <FIG>) so as to be drivable by the drive axle <NUM> when the body <NUM> of the steering knuckle gearbox assembly <NUM> is in any one of a range of angular positions between the first angular position <NUM> and the second angular position <NUM>. More particularly, in the present embodiment, the universal joint <NUM> is positioned relative to the body <NUM> such that the steering axis <NUM> passes through the universal joint <NUM>. In other embodiments, different connections between the input shaft <NUM> and the drive axle <NUM> are used. It is contemplated that neither the drive shaft <NUM> nor the input shaft <NUM> need to pass through the steering axis <NUM>.

Still referring to <FIG>, the steering knuckle gearbox assembly <NUM> also includes an output shaft <NUM>. The output shaft <NUM> is rotationally supported by the housing portion <NUM> for rotation about an output axis <NUM> defined by the output shaft <NUM>. In the present embodiment, the output axis <NUM> is upwardly offset from the input axis <NUM>. In other words, in the present embodiment, the output axis <NUM> is offset vertically upward from the input axis <NUM>. In other embodiments, the output axis <NUM> is upwardly offset and also longitudinally away from the input axis <NUM>. In some embodiments, the longitudinal offset component (where present) is in a forward direction. In other embodiments, the longitudinal offset component (where present) is in a rearward direction.

In another aspect, the output shaft <NUM> has an inner end positioned inside the cavity <NUM> and an outer end opposite to the inner end. The inner end of the output shaft <NUM> is operatively connected to the inner end of the input shaft <NUM> to be driven by the input shaft <NUM>. In the present embodiment, the inner end of the output shaft <NUM> is operatively connected to the inner end of the input shaft <NUM> via a conventionally known gear train <NUM> disposed inside the cavity <NUM>, such that the output shaft <NUM> is driven by the input shaft <NUM> at a predetermined gear ratio. In this embodiment, the gear train <NUM> is a conventionally known spur gear train.

In another aspect, steering knuckle gearbox assembly <NUM> also includes a wheel hub <NUM> that is connected to the output shaft <NUM> to be driven by the output shaft <NUM>. As best shown in <FIG> and <FIG>, the wheel hub <NUM> is a metal disk <NUM> positioned on an exterior side of the housing portion <NUM> of the steering knuckle gearbox assembly <NUM>. As best shown by <FIG> and <FIG>, a drive sprocket <NUM> is mounted to the wheel hub <NUM> via a plurality of bolts <NUM> extending from the wheel hub <NUM> and received through apertures (not shown) defined in the drive sprocket <NUM>. Nuts (not shown) are threaded onto the bolts <NUM> to hold the drive sprocket <NUM> in place. It is contemplated that any other suitable mounting mechanism could be used.

The drive sprocket <NUM> is an example of a drive wheel <NUM> for driving an endless track <NUM> of the front-right track system <NUM>. It is contemplated that the drive sprocket <NUM> could be any other drive wheel for driving the endless track <NUM>, for example depending on the particular embodiment of the endless track <NUM> to be used with the track system <NUM>. It is also contemplated that the wheel hub <NUM> could be a different wheel hub, for example depending on the particular drive wheel <NUM> of the track system <NUM>.

In another aspect, and as best shown in <FIG>, <FIG>, <FIG>, <FIG> and <FIG>, the steering knuckle gearbox assembly <NUM> also includes a pivot axle <NUM>. The pivot axle <NUM> is mounted to a bottom side of the housing portion <NUM> and defines a pivot axis <NUM>. In the present embodiment, the pivot axis <NUM> is parallel to the axes of rotation of the wheel hub <NUM> and the output shaft <NUM>, which are collinear and shown with reference numeral <NUM> in <FIG>. In the present embodiment, the pivot axle <NUM> is a metal shaft <NUM> that is mounted to the housing portion <NUM> via a pair of metal brackets <NUM>, <NUM> fastened to the bottom side of the housing portion <NUM> via conventionally known fasteners.

In an aspect, the pivot axle <NUM> transmits at least some of the weight of the vehicle <NUM> borne by the axle frame 106a to the track system frame <NUM> (which is described in more detail below) of the track system <NUM>, and thereby reduces at least parts of loads borne by the wheel hub <NUM>. In some applications, the reduction of loads borne by the wheel hub <NUM> reduces wear of various components of the track system <NUM>. For example, in some embodiments, the reduction of loads borne by the wheel hub <NUM> reduces wear of at least some components of the gear train <NUM> of the track system <NUM>.

As mentioned herein above, the track system <NUM> includes a track system frame <NUM>. The track system frame <NUM> is pivotably mounted to the pivot axle <NUM> to pivot about the pivot axis <NUM>. More particularly, the track system frame <NUM> has a pivot axle aperture <NUM> (<FIG>) defined in the track system frame <NUM>. The pivot axle <NUM> is pivotably received and secured in the pivot axle aperture <NUM>. In the present embodiment, a conventionally known bearing assembly (not shown) is disposed radially over the pivot axle <NUM> between the pivot axle <NUM> and the track system frame <NUM> to allow for the pivoting motion of the track system frame <NUM>. In other embodiments, other pivot connections are used. In an aspect, pivoting of the track system frame <NUM> about the pivot axle <NUM> improves stability and traction characteristics of the vehicle <NUM> when the vehicle <NUM> is driven on some particular types of terrain.

As best shown in <FIG>, <FIG> and <FIG>, in the present embodiment, the track system frame <NUM> is a single structural member. In other embodiments, the track system frame <NUM> includes a plurality of pivotably interconnected structural members, similar to the track system frame <NUM>. The track system frame <NUM> rotationally supports four idler wheels <NUM>. It is contemplated that the track system frame <NUM> could have a different number and arrangement of idler wheels <NUM>.

The endless track <NUM> extends around the idler wheels <NUM> and the drive sprocket <NUM>. The endless track <NUM> is a conventionally known track that is in driving engagement with the drive sprocket <NUM> to be driven by the drive sprocket <NUM> for propelling the vehicle <NUM>. In the present embodiment, the endless track <NUM> has drive lugs <NUM> on an inner side of the track <NUM> that are received in corresponding apertures in the drive sprocket <NUM> to be driven by the drive sprocket <NUM>. It is contemplated that the endless track <NUM> could be any other suitable track (in which case the drive wheel <NUM> would be selected to work with the particular different track <NUM>).

The predetermined gear ratio of the front-right track system <NUM> is selected, using conventionally known engineering principles, to suit each particular application of the track system <NUM>. Similarly, the predetermined gear ratio of the rear-right track system <NUM> is selected, using conventionally known engineering principles, to suit each particular application of the track system <NUM>.

In the present embodiment, the predetermined gear ratios of the front track systems <NUM> are selected such that at a given power output of a motor (as determined by a given throttle position of the motor <NUM> while the transmission <NUM> of the vehicle <NUM> is in a given one of the gears of the transmission <NUM> of the vehicle <NUM>), the front track systems <NUM> have a ground speed that is equal to the ground speed of the rear track systems <NUM> at the given power output of a motor during a straight-forward movement of the vehicle <NUM>.

As another example, in cases where the track system <NUM> is used to replace a wheel of a vehicle, the predetermined gear ratio of the track system <NUM> could be selected so that at a given power output of the motor of that vehicle, the ground speed of the track system <NUM> is substantially equal to ground speed, at that given power output of the motor, of the wheel replaced by the track system <NUM>. <FIG> shows the vehicle <NUM> being manufactured with a conventionally known steering knuckle <NUM>, wheel hub <NUM>, and wheel <NUM>. As an example, the track system <NUM> could replace the steering knuckle <NUM>, wheel hub <NUM>, and wheel <NUM>. In this case, the predetermined gear ratio of the track system <NUM> could be selected so that at a given power output of the motor of the vehicle <NUM>, the ground speed of the track system <NUM> during straight-forward movement of the vehicle <NUM> is substantially equal to the ground speed of the wheel <NUM> during straight-forward movement of the vehicle <NUM>, at that given power output of the motor.

As another example, in this case, the predetermined gear ratio of the track system <NUM> could be instead selected so that at the given power output of the motor of the vehicle <NUM>, the ground speed of the track system <NUM> is within a predetermined percentage of the ground speed of the wheel <NUM> at that given power output of the motor. In some embodiments, the predetermined percentage is <NUM>% inclusive. In some embodiments, the predetermined percentage is <NUM>% inclusive. It is to be understood that the ground speed of the rear-right wheel or track system (depending on whether the rear-right wheel is also replaced by a track system) during straight-forward movement of the vehicle <NUM> would have to equal the ground speed of the track system <NUM> during straight-forward movement of the vehicle <NUM>.

A similar selection method of the predetermined gear ratio of the rear-right track system <NUM> could be used in cases where the track system <NUM> is used to replace a wheel of a vehicle.

In one aspect, the presence of the gear trains of the track systems <NUM>, <NUM> in at least some cases allow the track systems <NUM>, <NUM> to be used in a relatively larger number of applications.

A second embodiment of the steering knuckle gearbox assembly <NUM> is described next, with reference to <FIG>. The steering knuckle gearbox assembly <NUM> is the same as the steering knuckle gearbox assembly <NUM> except insofar as it is described next.

The steering knuckle gearbox assembly <NUM> does not have a separately-defined steering knuckle as does the steering knuckle gearbox assembly <NUM>. Instead, the mating portion <NUM> (for pivotably mounting the steering knuckle gearbox assembly <NUM> to the distal end of the axle frame 106a via the pins <NUM>, <NUM>) is integral with the housing portion <NUM> of the steering knuckle gearbox assembly <NUM>. Similarly, the mounting portion <NUM> of the steering knuckle gearbox assembly <NUM> (for having the steering link <NUM> pivotably mounted thereto) is integral with the housing portion <NUM>.

In another aspect, the pivot axle <NUM> of steering knuckle gearbox assembly <NUM> is integral with the housing portion <NUM>. In this embodiment, a metal disk <NUM> is fastened to a distal end of the pivot axle <NUM> when the pivot axle <NUM> is received in the pivot axle aperture <NUM> (<FIG>) of the track system frame <NUM>. The metal disk <NUM> thereby pivotably secures the track system frame <NUM> to the housing portion <NUM> so that the track system frame <NUM> is pivotable about the pivot axis <NUM>. In the present embodiment, the metal disk <NUM> is fastened to the distal end of the pivot axle <NUM> via a conventionally known fastener, and more particularly a bolt. The bolt is received in a corresponding threaded aperture defined in the distal end of the pivot axle <NUM>.

The gear train <NUM> of the steering knuckle gearbox assembly <NUM> is a plurality of <NUM>-degree bevel gears that connect the input shaft <NUM> to the output shaft <NUM>. In the present embodiment, each gear of the plurality of <NUM>-degree bevel gears all have one has one and the same number of teeth as the other gears of the plurality of <NUM>-degree bevel gears. Therefore, the gear train <NUM> connects the input shaft <NUM> to the output shaft <NUM> at a <NUM>:<NUM> gear ratio.

In another aspect, in this embodiment, the wheel hub <NUM> of the steering knuckle gearbox assembly <NUM> has a cavity <NUM> defined in the wheel hub <NUM>. A planetary gear train <NUM> is disposed in the cavity <NUM>. The outer end of the output shaft <NUM> extends into the cavity <NUM> and is operatively connected to the wheel hub <NUM> via the planetary gear train <NUM> to drive the wheel hub <NUM> (and therefore the drive wheel <NUM> of the steering knuckle gearbox assembly <NUM>) at a second predetermined gear ratio.

In the present embodiment, the effective gear ratio between the input shaft <NUM> and the wheel hub <NUM> is a function of the predetermined gear ratio of the gear train <NUM> and the predetermined gear ratio of the gear train <NUM> is <NUM>:<NUM>, the effective gear ratio between the input shaft <NUM> and the wheel hub <NUM> is equal to the predetermined gear ratio of the planetary gear train <NUM>. In other embodiments, and depending on the particular application of the steering knuckle gearbox assembly <NUM>, the gear train <NUM> is selected to provide a non-<NUM>:<NUM> gear ratio between the input shaft <NUM> and the output shaft <NUM>.

In some cases, providing an effective gear ratio between the input shaft <NUM> and the wheel hub <NUM> via the combination of the first and second predetermined gear ratios provides relatively more flexibility in dimensioning the housing portion <NUM> and the wheel hub <NUM>. In some cases, providing the effective gear ratio between the input shaft <NUM> and the wheel hub <NUM> via the combination of the first and second predetermined gear ratios provides relatively more flexibility in selecting particular combinations of gears for the gear train <NUM> and the planetary gear train <NUM>.

The particular combinations of gears of each gear train <NUM>, <NUM> are selected using conventionally known engineering principles.

A third embodiment of the steering knuckle gearbox assembly <NUM> is described next, with reference to <FIG>. The steering knuckle gearbox assembly <NUM> is the same as the steering knuckle gearbox assembly <NUM> except insofar as it is described next.

In another aspect, the pivot axle <NUM> of steering knuckle gearbox assembly <NUM> is removably connected to the bottom side of the housing portion <NUM> via a mounting assembly <NUM> such that the pivot axle <NUM> is removably connectable to the bottom side of the housing portion <NUM> in any one of a plurality of positions that are offset from each other laterally. In some cases, this allows for various adjustments of the track system <NUM>.

In the present embodiment, the pivot axle <NUM> is a metal shaft. The mounting assembly <NUM> includes a plate <NUM> and two brackets <NUM>, <NUM> fastened to the plate <NUM> (via conventionally known fasteners <NUM>). The brackets <NUM>, <NUM> secure the pivot axle <NUM> to the plate <NUM> by receiving the pivot axle <NUM> in corresponding cavities defined in the brackets <NUM>, <NUM> and by being fastened to the plate <NUM> via the fasteners <NUM>.

The bottom side of the housing portion <NUM> has a plurality of threaded apertures <NUM> defined in the housing portion <NUM>. The threaded apertures <NUM> define the plurality of positions in any one of which the plate <NUM> can be removably connected to the bottom side of the housing portion <NUM>. The threaded apertures <NUM> are arranged such that the plate <NUM> can be removably connected to at least two different positions on the bottom side of the housing portion <NUM> by being fastened to corresponding ones of the threaded apertures <NUM> with conventionally known fasteners <NUM>.

In this embodiment, the track system frame <NUM> is pivotably mounted onto the pivot axle <NUM> as follows. First, the pivot axle <NUM> is received in the pivot axle aperture <NUM> in the track system frame <NUM>. Then, the pivot axle <NUM> is secured to the plate <NUM> via the brackets <NUM>, <NUM>, as described above (in this embodiment, the brackets <NUM>, <NUM> are positioned on different sides of the track system frame <NUM>). Then, the plate <NUM> is secured to the bottom side of the housing portion <NUM> in any one of the plurality of positions on the bottom side of the housing portion <NUM> by being fastened to corresponding ones of the threaded apertures <NUM> with conventionally known fasteners <NUM>.

In some cases, the plate <NUM> could be repositioned on the bottom side of the housing portion <NUM> by being fastened to a different set of corresponding threaded apertures <NUM>, where a first use of the vehicle <NUM> changes to a different use of the vehicle <NUM>. For example, in some cases, the plate <NUM> could be repositioned on the bottom side of the housing portion <NUM> when the vehicle <NUM> is to be used on a different kind of terrain.

In a further aspect, the gear train <NUM> of the steering knuckle gearbox assembly <NUM> includes a plurality of spur gears that connect the input shaft <NUM> to the output shaft <NUM> at a first predetermined gear ratio, which, in this embodiment, is a non-<NUM>:<NUM> gear ratio.

In this embodiment, the wheel hub <NUM> and the planetary gear train <NUM> of the steering knuckle gearbox assembly <NUM> are the same as the wheel hub <NUM> and the planetary gear train <NUM> of the steering knuckle gearbox assembly <NUM>, respectively. The outer end of the output shaft <NUM> extends into the cavity <NUM> in the wheel hub <NUM> and is operatively connected to the wheel hub <NUM> via the planetary gear train <NUM> to drive the wheel hub <NUM> (and therefore the drive wheel <NUM> of the steering knuckle gearbox assembly <NUM>) at a second predetermined gear ratio.

The first and second predetermined gear ratios are selected (using conventionally known engineering principles) to provide the effective (overall) gear ratio between the wheel hub <NUM> and the input shaft <NUM> of the steering knuckle gearbox assembly <NUM>, as described above with respect to the other embodiments of the steering knuckle gearbox assembly <NUM>.

A fourth embodiment of the steering knuckle gearbox assembly <NUM> is described next, with reference to <FIG>. The steering knuckle gearbox assembly <NUM> is the same as the steering knuckle gearbox assembly <NUM> except insofar as it is described next.

The housing portion <NUM> has a cavity <NUM> defined in the bottom side of the housing portion <NUM>, and the plurality of threaded apertures <NUM> are defined in the bottom side of the housing portion <NUM> on each side of the cavity <NUM>. The threaded apertures <NUM> define three different positions 1217a-c on the bottom side of the housing portion <NUM> to any one of which the pivot axle <NUM> could be removably connected. The three different positions 1217a-c are laterally offset from each other. It is contemplated that the number of laterally-offset positions 1217a-c could differ.

In this embodiment, the pivot axle <NUM> is removably connectable to the bottom side of the housing portion <NUM> in any one of the three positions 1217a-c by via two brackets <NUM>, <NUM>. The brackets <NUM>, <NUM> secure the pivot axle <NUM> in the cavity <NUM> by receiving the pivot axle <NUM> in corresponding cavities defined in the brackets <NUM>, <NUM> and by being fastened to the bottom side of the housing portion <NUM> via the fasteners <NUM> received in corresponding ones of the threaded apertures <NUM>.

In some embodiments, securing the pivot axle <NUM> in different ones of the laterally-offset positions 1217a-c could be used to adjust the lateral spacing of the endless track of a track system having the steering knuckle gearbox assembly <NUM> from the vehicle frame <NUM>. For example, when the front-right track system <NUM> of the vehicle <NUM> has the steering knuckle gearbox assembly <NUM> (instead of the steering knuckle gearbox assembly <NUM>), securing the pivot axle <NUM> in different ones of the laterally-offset positions 1217a-c could be used to adjust the lateral spacing between the endless track <NUM> of the front-right track system <NUM> and the endless track of the front-left track system. In some such embodiments, the adjustment does not require replacing or altering the stabilization bar <NUM>, the front steering links, or the front drive axles of the vehicle <NUM>.

In some embodiments of the steering knuckle gearbox assembly <NUM>, adjusting the lateral position of the pivot axle <NUM> (and therefore the lateral spacing) may require, for example, flipping the drive wheel of the track system that has the steering knuckle gearbox assembly <NUM>. In some embodiments of the steering knuckle gearbox assembly <NUM>, adjusting the lateral position of the pivot axle <NUM> (and therefore the lateral spacing) may require changing the drive wheel of the track system that has the steering knuckle gearbox assembly <NUM> to a different drive wheel.

In some embodiments, such modifications may be required in order to help maintain a desired degree of alignment between the drive wheel of the track system that has the steering knuckle gearbox assembly <NUM> and the other track-supporting wheels of that track system (such as the idler wheels <NUM>, in cases where the track system <NUM> has the steering knuckle gearbox assembly <NUM> instead of the steering knuckle gearbox assembly <NUM>).

A fifth embodiment of the steering knuckle gearbox assembly <NUM> is described next, with reference to <FIG> and <FIG>. The steering knuckle gearbox assembly <NUM> is the same as the steering knuckle gearbox assembly <NUM> except insofar as it is described next.

The wheel hub <NUM> of the steering knuckle gearbox assembly <NUM> is a metal disk <NUM> that has a protrusion <NUM> that extends into the cavity <NUM> of the housing portion <NUM>. The wheel hub <NUM> does not have a cavity or a gear train in the wheel hub <NUM>.

The protrusion <NUM> of the wheel hub <NUM> is received in and secured (via a conventionally known securement mechanism) in a cavity <NUM> defined in an output gear <NUM> of the gear train <NUM>, to be driven by the output gear <NUM>.

In this embodiment, the steering knuckle gearbox assembly <NUM> has only one gear train (the gear train <NUM>). In this embodiment, the gear train <NUM> is a conventionally known spur gear train selected based on each particular application of the steering knuckle gearbox assembly <NUM> using conventionally known engineering principles, similar to the other embodiments of the steering knuckle gearbox assembly <NUM> and as described herein above.

A sixth embodiment of the steering knuckle gearbox assembly <NUM> is described next, with reference to <FIG> and <FIG>. The steering knuckle gearbox assembly <NUM> is the same as the steering knuckle gearbox assembly <NUM> except insofar as it is described next.

The input shaft <NUM> is operatively connected to the output shaft <NUM> via a plurality of universal joints <NUM>, <NUM> and an intermediate shaft <NUM>. Thus, in this embodiment, the input shaft <NUM> drives the output shaft <NUM> at a <NUM>:<NUM> gear ratio.

In this embodiment, the wheel hub <NUM> of the steering knuckle gearbox assembly <NUM> is a pre-existing conventionally known wheel hub <NUM> of an existing vehicle (an example of such a pre-existing wheel hub, the wheel hub <NUM>, is shown in <FIG>), which wheel hub <NUM> was re-used with the steering knuckle gearbox assembly <NUM>. In the present case, the pre-existing wheel hub <NUM> has a pre-existing planetary gear train <NUM> therein. The, pre-existing planetary gear train therein <NUM> was re-used with the pre-existing wheel hub <NUM>.

That is, the housing portion <NUM> of the steering knuckle gearbox assembly <NUM> was structured to rotationally receive the pre-existing wheel hub <NUM> thereon, based on the particular features and dimensions of the pre-existing wheel hub <NUM>. Similarly, the output shaft <NUM> was structured to connect to the pre-existing planetary gear train <NUM> of the pre-existing wheel hub <NUM>. Then, as shown in <FIG> and <FIG>, the pre-existing wheel hub <NUM> was rotationally mounted onto the housing portion <NUM> and the output shaft <NUM> was received in and connected to the pre-existing planetary gear train <NUM> to drive the pre-existing wheel hub <NUM> via the pre-existing planetary gear train <NUM>.

Accordingly, in some cases, the steering knuckle gearbox assemblies of the present technology allow to re-use a wheel hub of a steerable wheel assembly when retrofitting the steerable wheel assembly to a track system using a steering knuckle gearbox assembly of the present technology.

In summary, and as described herein above, the present technology provides a steering knuckle gearbox assembly, which steering knuckle gearbox assembly could be implemented in a track system for a vehicle. The vehicle <NUM> with which the various exemplary embodiments of the present technology have been described in this specification is a tractor. However, it is contemplated that the present technology could be used with other vehicles, such as: agriculture, construction, forestry, mining, military and powersports vehicles. Some specific examples of such vehicles include: a harvester, a utility cart, a trailer, an all-terrain vehicle ("ATV"), a utility-terrain vehicle ("UTV"), a side-by-side vehicle ("SSV"), and a truck.

It is contemplated that the vehicle <NUM> (or other vehicles) could be manufactured new with the steering knuckle gearbox assemblies and/or the track systems of the present technology. It is also contemplated that the steering knuckle gearbox assemblies and/or the track systems of the present technology could be manufactured as retrofit components for the vehicle <NUM> (or other vehicles). For example, the track systems of the present technology could be manufactured as a retrofit kit for a vehicle to replace a steerable wheel assembly of the vehicle, or to retrofit the steerable wheel assembly to a track system.

Embodiments of the present technology could be made using any suitable conventionally known engineering principles and using any suitable materials and manufacturing methods.

Embodiments of the present technology each have at least one of the above-mentioned object 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 an above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein.

Claim 1:
A steering knuckle gearbox assembly (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) for a vehicle (<NUM>), comprising:
• a body (<NUM>) having,
a housing portion (<NUM>) having a cavity (<NUM>) defined in the housing portion, the housing portion having an interior vehicle-facing side,
a mating portion (<NUM>) connected to the housing portion and being positioned on the interior vehicle-facing side of the housing portion, the mating portion being pivotably mountable to a distal end (<NUM>) of an axle frame (106a) supported by and extending away from the vehicle via pins (<NUM>, <NUM>) received in corresponding pairs of apertures (<NUM>, <NUM> and <NUM>, <NUM>) defined in the mating portion <NUM> and the distal end of axle frame (106a) so as to pivot about a steering axis (<NUM>) between a first angular position (<NUM>) and a second angular position (<NUM>), and
a mounting portion (<NUM>) positioned relative to the body such that a steering link (<NUM>) extending away from the vehicle is pivotably mountable to the mounting portion for actuating pivoting of the body about the steering axis between the first angular position and the second angular position;
• an input shaft (<NUM>) rotationally supported by the housing portion for rotation about an input axis (<NUM>) defined by the input shaft, the input shaft having an inner end positioned inside the cavity of the housing portion and an outer end opposite the inner end, the outer end of the input shaft being connectable to a drive axle (<NUM>) of the vehicle so as to be drivable by the drive axle when the body is in any one of a range of angular positions between the first angular position and the second angular position; and
• an output shaft (<NUM>) rotationally supported by the housing portion for rotation about an output axis (<NUM>) defined by the output shaft, the output axis being offset in height from the input axis, the output shaft having an inner end positioned inside the cavity of the housing portion and an outer end being opposite to the inner end of the output shaft, the inner end of the output shaft being operatively connected to the inner end of the input shaft to be driven by the input shaft,
characterized in that the output axis (<NUM>) is upwardly offset from the input axis (<NUM>)