Patent Description:
A variety of machines utilize tracks as ground-engaging propulsion elements, notably track-type tractors. Sucks tracks typically have a plurality of rotatable track-contacting elements, including one or more idlers, track rollers, a drive sprocket, and carrier rollers. Each of two tracks at opposite sides of the machine include track links arranged in track chains forming endless loops moved about the rotating track-contacting elements during operation. Demands placed upon such machines and their associated tracks during service can be quite substantial, with high torsional loads, shearing loads, impacts, and others. Ground-engaging tracks are commonly robustly built to provide an operating life of hundreds, even more preferably thousands, of field service hours despite significant stresses, strain, and material wear.

Understanding and managing wear phenomena in machine tracks has received considerable engineering attention in recent years. The wear phenomena and wear rates experienced by machine track are typically a result of how the machine is used, the skill and experience of the operator, and the particular underfoot conditions and substrate materials in the operating environment. Machines operated in sandy materials, for instance, tend to experience component wear relatively more rapidly than machines used in soil and/or clay, coal, landfill waste, or hard rock environments. Field service life of machine track tends to vary based upon the factors mentioned above as well as the design of the track components themselves.

Machine track components can be relatively expensive to service and replace, and require machine downtime, and thus engineering efforts in this field have often focused on reducing and managing wear between and among components. Track links can experience a well-known wear phenomena known as "scalloping," where a center region of the track link wears relatively rapidly. Tracks that have experienced scalloping wear will tend to have lost relatively more material in the center region than toward the ends, resulting in an uneven track rail surface. The rotating elements contacting a scalloped track will tend to bump up and down, potentially affecting ride quality and, in some instances, impacting the quality of work efforts such as grading that are performed by the machine. Some tractor types tend to be more susceptible than others to degradation of performance and/or ride quality than others. One strategy for addressing scalloping is set forth in <CIT>, where track links according to the preamble of claim <NUM> are formed such that their upper rail surfaces include sacrificial wear material in a convex longitudinal profile that delays scallop formation.

<CIT> discloses a cartridge arrangement for a track chain having a track pin fitted in a bush so that its ends extend outside the bush's through-passage. A first insert is positioned relative to the track pin so that the first end of the pin is located inside the first bore of the insert. A first collar is positioned relative to the track pin so that the first end of the track pin is located inside the first hole of the collar and the first insert is located between the first collar and bush. The first collar cannot rotate relative to the track pin but the first insert can rotate around a longitudinal axis relative to the first collar and the track pin.

<CIT> discloses a ground-engaging track system for a machine includes a track extending about a rotatable track engaging element, and having a track chain with a plurality of elongate links each including an upper rail surface formed of a sacrificial wear material and having a convex longitudinal profile configured to delay scallop formation therein. A link for a track chain and related methodology are also disclosed.

<CIT> discloses an an endless track for crawler type vehicles, a plurality of identical, reversable track links are articulately interconnected in transversely spaced pairs into an endless chain by sealed pivot assemblies including readily replaceable hardened wear inserts at points of greatest fatigue. Track shoes consisting of two selectively independently replaceable plates are secured to and extend between the corresponding outwardly bowed rail surfaces on the transversely spaced links of each link pair for <NUM>;JRJ;JRJ operation until wear of the plates and/or links necessitates on site, life extending maintenance initially to individual parts and eventually to the entire endless chain. In the latter event, the entire endless chain is serviced by disconnecting one master pivot assembly to take the chain off the vehicle, individual parts and eventually to the entire endless chain. In the latter event, the entire endless chain is serviced by disconnecting one master pivot assembly to take the chain off the vehicle, individual parts and eventually to the entire endless chain. In the latter event, the entire endless chain is serviced by disconnecting one master pivot assembly to take the chain off the vehicle, removing the track shoes from the unworn rail surfaces, securing the track shoes to the corresponding worn rail surfaces on the other side of the articulately interconnected track links, and then reassembling the chain on the vehicle by resecuring the one master pivot assembly to reform the endless chain with the unworn rail surfaces about the vehicle rollers and drive sprocket for continued operation with substantially the same parts.

<CIT> discloses a master link for a crawler tractor including a pair of transversely spaced link members interconnected by cap screws which extend through a track shoe. Each link member is composed of two separable sections which are joined together by a split dovetail type connection which forms a juncture that lies in a plane that is perpendicular to the plane of the track shoe.

According to the invention, a track link for a ground-engaging track includes an elongate link body having an inboard link side, an outboard link side, a first link strap having a first track pin bore formed therein and extending between the inboard link side and the outboard link side, a second link strap having a second track pin bore formed therein and extending between the inboard link side and the outboard link side, and a middle section. The elongate link body further includes a lower shoe-mounting surface, and an upper rail surface. The upper rail surface includes a central pad formed on the middle section, a first leg extending from the central pad onto the first link strap, and a second leg extending from the central pad onto the second link strap. The middle section of the elongate link body includes an inboard rail protrusion, projecting from the inboard link side, and the central pad incudes an anti-scalloping bump-out formed on the inboard rail protrusion. The first leg and the second leg are laterally offset from one another in a transverse direction. The upper rail surface includes an outboard edge and an inboard edge, and defines a latitudinal midline extending between the inboard edge and the outboard edge, and the anti-scalloping bump-out extends fore and aft of the latitudinal midline. The upper rail surface has a bumped-out dimension formed by the central pad within the anti-scalloping bump-out, and a second dimension formed by the central pad outside of the anti-scalloping bump-out, and a ratio of the bumped-out dimension to the second dimension is from <NUM>:<NUM> to <NUM>:<NUM>. A latitudinal first line is defined at a first origin of the anti-scalloping bump-out. A latitudinal second line is defined at a second origin of the anti-scalloping bump-out. An anti-scalloping surface area is defined by the central pad as bounded fore-aft by the latitudinal first line and the latitudinal second line.

Referring to <FIG>, there is shown a ground-engaging track system <NUM> for a machine, according to one embodiment. Ground-engaging track system (hereinafter "track system <NUM>") can be used in a track-type tractor having field service applications in construction, mining, forestry, or other industries. Track system <NUM> includes a track <NUM> having a first track chain <NUM> and a second track chain <NUM>, and is structured to form an endless loop extending about a plurality of rotatable track-contacting elements. First track chain <NUM> and second track chain <NUM> each include track links <NUM> and <NUM>, respectively, in an end-to-end arrangement, and having, respectively, a first track rail <NUM> and a second track rail <NUM>. Referring also to <FIG>, track <NUM> includes a plurality of track pins <NUM> coupling first track chain <NUM> to second track chain <NUM>. Track links <NUM> and track links <NUM> in first track chain <NUM> and second track chain <NUM> each include a lower shoe-mounting surface <NUM>, illustrated in a track link <NUM> of track chain <NUM> in <FIG>, and an upper rail surface <NUM> and <NUM>, respectively. Upper rail surface <NUM> and upper rail surface <NUM> form segments of the respective first track rail <NUM> and second track rail <NUM>.

Also depicted in <FIG> is a track roller frame <NUM>, and a track roller <NUM> coupled by way of mounts <NUM> to track roller frame <NUM> using bolts <NUM>. Track system <NUM> can be a so-called hard-bottom track system for a hard-bottom tractor, where track roller <NUM>, and other track rollers not illustrated in <FIG>, are rigidly mounted to track roller frame <NUM>. Hard-bottom tractors are commonly used in applications where a substrate material in a work area is graded to a relatively level, or relatively precisely contoured, elevation. With the appropriate use of monitoring and control equipment, and operator skill, hard-bottom tractors have been demonstrated to be well suited for such applications including construction sites, golf courses road and parking lot substrates, and still others. Such applications can differ from those of tractors where a suspension system is provided for managing shocks and vibrations that can be transmitted between a track and a track roller frame by way of track rollers or other components. As will be further apparent from the following description, track system <NUM> is adapted for retarding scallop formation in track links <NUM> and <NUM> over time, implementing design strategies for hard-bottom tractors where certain known anti-scalloping techniques may be undesirable or inferior.

Ground-engaging track shoes <NUM> may be attached to first track chain <NUM> and second track chain <NUM>, and in the illustrated embodiment utilize bolts <NUM> extending through track links <NUM> and <NUM>, and through track shoes <NUM> and nuts <NUM> in a generally conventional manner. Track roller <NUM> rotates in contact with first track rail <NUM> and second track rail <NUM>, and includes roller flanges <NUM> that are positioned outboard of first track rail <NUM> and second track rail <NUM>, while track roller <NUM> and other track rollers not illustrated support a majority of a weight of the associated machine. Track links <NUM> and <NUM> in first track chain <NUM> and second track chain <NUM> each further include an inboard rail protrusion <NUM> and <NUM>, respectively, extending from inboard link body sides of track links <NUM> and <NUM>. Upper rail surfaces <NUM> and <NUM> each include an anti-scalloping bump-out <NUM> and <NUM>, formed upon the respective inboard rail protrusions <NUM> and <NUM>. In the illustrated embodiment track links <NUM> and <NUM> are mirror images of one another, and description of track links <NUM> should be understood to refer by way of analogy to track links <NUM>. Moreover, description of a track link <NUM> in the singular should be understood to refer to any of the track links in first track chain <NUM>, or in track chain <NUM>. In the illustration of <FIG>, shoe bolting bores <NUM> are shown as they might appear with the associated track shoe <NUM> removed. Also shown in <FIG> is an idler <NUM> having an outer idler rim <NUM>. Idler <NUM> may be designed to rotate passively in contact with first track rail <NUM> and second track rail <NUM>, and is specially shaped to accommodate anti-scalloping bump-outs <NUM> and <NUM>, as further discussed herein.

Referring now to <FIG>, there are shown features of track link <NUM> in additional detail. Track link <NUM> includes an elongate link body <NUM> having an inboard link side <NUM>, an outboard link side <NUM>, a first link strap <NUM>, and a second link strap <NUM>. First link strap <NUM> has a first track pin bore <NUM> formed therein and extending between inboard link side <NUM> and outboard link side <NUM>. Second link strap <NUM> has a second track pin bore <NUM> formed therein and extending between inboard link side <NUM> and outboard link side <NUM>. Elongate link body <NUM> further includes a middle section <NUM>. Upper rail surface <NUM> includes a central pad <NUM> formed on middle section <NUM>. A first leg <NUM> of upper rail surface <NUM> extends from central pad <NUM> onto first link strap <NUM>. A second leg <NUM> of upper rail surface <NUM> extends from central pad <NUM> onto second link strap <NUM>. As noted above, track link <NUM> also includes an inboard rail protrusion <NUM>. Inboard rail protrusion <NUM> projects from inboard link side <NUM>. Central pad <NUM> includes an anti-scalloping bump-out <NUM> formed on inboard rail protrusion <NUM>. During operation, idler <NUM> may slide into and out of contact with upper rail surface <NUM>, giving rise to a relatively greater rate of material wear generally toward a middle part of central pad <NUM> as compared to first leg <NUM> and second leg <NUM>, and other parts of central pad <NUM> not subjected to sliding contact. First leg <NUM> and second leg <NUM> are laterally offset from one another, and first leg <NUM>, second leg <NUM>, and central pad <NUM> define a common plane. The relatively greater rate of material wear upon central pad <NUM> would, unless ameliorated, tend to give rise to scallop formation earlier than is desired, ultimately causing upper rail surface <NUM> to assume a concave form, potentially affecting ride quality and/or machine performance. As further discussed herein, inboard rail protrusion <NUM>, and in particular anti-scalloping bump-out <NUM>, provides additional available wear material by way of locally increased surface area that retards scallop formation in response to contact with idler <NUM>. Since sliding contact tends not to occur, or significantly less so, when idler <NUM> comes into and out of contact with first leg <NUM> and second leg <NUM> than with parts of central pad <NUM>, the rate of material wear upon first leg <NUM> and second leg <NUM> can be relatively slow, and these parts of upper rail surface <NUM> can be considered relatively scalloping-insensitive compared to regions where sliding contact does occur. Analogously, parts of central pad <NUM> adjacent to first leg <NUM> and second leg <NUM> can also be relatively scalloping-insensitive. Central pad <NUM> may thus be understood to have a scalloping-insensitive first region <NUM> adjacent to first link strap <NUM>, and a scalloping-insensitive second region <NUM> adjacent to second link strap <NUM>. Central pad <NUM> is also understood to include a scalloping-sensitive middle region <NUM> that extends longitudinally between scalloping-insensitive first region <NUM> and scalloping-insensitive second region <NUM>. Scalloping-sensitive middle region <NUM> includes a dimension that is enlarged, relative to dimensions of scalloping-insensitive first region <NUM> and scalloping-insensitive second region <NUM>, as further discussed herein, to provide the locally enlarged anti-scalloping surface area for retarding scalloping of upper rail surface <NUM> in response to contact with idler <NUM>.

Referring also now to <FIG>, upper rail surface <NUM> includes an outboard edge <NUM> and an inboard edge <NUM>, and defines a latitudinal midline <NUM> extending between inboard edge <NUM> and outboard edge <NUM>. Anti-scalloping bump-out <NUM> extends fore and aft of latitudinal midline <NUM>. In a practical implementation strategy, anti-scalloping bump-out <NUM> is centered fore-aft, and symmetrical, about latitudinal midline <NUM>. It can also be noted, particularly in reference to <FIG>, that outboard edge <NUM> has an outboard edge profile extending substantially an entirety of a longitudinal length of central pad <NUM> and first leg <NUM>, that is linear. Inboard edge <NUM> includes an inboard edge profile having a first linear segment <NUM>, a second linear segment <NUM>, each parallel to the outboard edge profile, and a bumped-out segment <NUM> extending between first linear segment <NUM> and second linear segment <NUM>. A first nut seat window <NUM> and a second nut seat window <NUM> are formed in middle section <NUM> on opposite sides of latitudinal midline <NUM>. First linear segment <NUM> overlaps, longitudinally, with first nut seat window <NUM>. Second linear segment <NUM> overlaps, longitudinally, with second nut seat window <NUM>. At least a portion of inboard rail protrusion <NUM>, is longitudinally between first nut seat window <NUM> and second nut seat window <NUM>. It can also be noted from <FIG> that a latitudinal first line <NUM> is defined at a first origin <NUM> of anti-scalloping bump-out <NUM>, corresponding to an intersection of bumped-out segment <NUM> and first linear segment <NUM>. A latitudinal second line <NUM> is defined at a second origin <NUM> of anti-scalloping bump-out <NUM>, corresponding to an intersection of bumped-out segment <NUM> and second linear segment <NUM>. Scalloping-insensitive first region <NUM> can be understood as the region of upper rail surface <NUM> and central pad <NUM> that extends between latitudinal first line <NUM> and first leg <NUM>. Scalloping-insensitive second region <NUM> can be understood as the portion of upper rail surface <NUM> and central pad <NUM> that extends from latitudinal second line <NUM> to second leg <NUM>. An anti-scalloping surface area of central pad <NUM> is defined by central pad <NUM> as bounded fore-aft by latitudinal first line <NUM> and latitudinal second line <NUM>. A first corner or transition <NUM> adjoins first linear segment <NUM> and transitions to first leg <NUM>. A second corner or transition <NUM> is generally opposite to first transition <NUM> upon track link <NUM>.

It will be recalled that scalloping-sensitive middle region <NUM> has a dimension that is enlarged, relative to dimensions of scalloping-insensitive first region <NUM> and scalloping-insensitive second region <NUM>, providing an enlarged or expanded anti-scalloping surface area for retarding scalloping of upper rail surface <NUM> in response to contact with idler <NUM>. With continued reference to <FIG>, there is shown at numeral <NUM> the bumped-out dimension formed by central pad <NUM> within anti-scalloping bump-out <NUM>. A second dimension <NUM> is formed by central pad <NUM> outside of anti-scalloping bump-out <NUM>. <FIG> shows in dashed lines one example range of bumped-out dimension <NUM> relative to second dimension <NUM>. In other words, it has been discovered that a range of dimensions formed by anti-scalloping bump-out <NUM> can be well-suited to provision of the enlarged surface area for retarding scalloping while balancing factors such as link size and shape, manufacturability, and compatibility with other components of track system <NUM> as further discussed herein. In one practical implementation strategy, a ratio of bumped-out dimension <NUM> to second dimension <NUM> is from <NUM>:<NUM> to <NUM>:<NUM>. In a refinement, the ratio of bumped-out dimension <NUM> to second dimension <NUM> is from <NUM>:<NUM> to <NUM>:<NUM>. As discussed above, the anti-scalloping surface area is bounded fore-aft by latitudinal first line <NUM> and latitudinal second line <NUM>. Anti-scalloping bump-out <NUM> may form from <NUM>% to <NUM>% of the anti-scalloping surface area that is, the total surface area of upper rail surface <NUM> between lines <NUM> and <NUM>. In a refinement, anti-scalloping bump-out <NUM> forms from <NUM>% to <NUM>% of the anti-scalloping surface area. In one more specific example, a fore-aft running length between origin <NUM> and origin <NUM> may be about <NUM> millimeters. It will further be appreciated that second dimension <NUM> in scalloping-insensitive first region <NUM> may be equal to an analogously defined dimension in scalloping-insensitive second region <NUM>. The term "about" can be understood to be approximate, as will be understood by one in the relevant art, or within measurement error. Bumped-out segment <NUM> forms a boundary of the locally enlarged surface area.

Turning now to features of idler <NUM>, and in reference now to <FIG> <FIG>, idler <NUM> may be structured for mounting to track roller frame <NUM>, and includes an idler body <NUM> defining an axis of rotation <NUM>. Idler body <NUM> is one-piece in the illustrated embodiment, but could include an idler hub with one or more attached outer rim pieces in others. Idler <NUM> also includes an outer idler rim <NUM> extending circumferentially around axis of rotation <NUM>. It will be recalled, as noted in reference to <FIG>, that idler <NUM> may be structurally designed to be compatible with the inboard profiles of track links <NUM> and <NUM> in first track chain <NUM> and second track chain <NUM>. Axis of rotation <NUM> extends between a first axial idler body end <NUM> and a second axial idler body end <NUM>, with central bore <NUM> being structured to receive a support shaft for rotatably mounting idler <NUM> in track roller frame <NUM>. Outer idler rim <NUM> includes a central flange <NUM> projecting radially outward, and flanked by a first rail contact surface <NUM> extending axially inward from first axial idler body end <NUM> and a second rail contact surface <NUM> extending axially inward from second axial idler body end <NUM>. A recess <NUM> is formed at a first axial side of idler body <NUM>, and a second recess <NUM> is formed at a second axial side of idler body <NUM>. A thin web <NUM> extends radially inward from outer idler rim <NUM>. Central flange <NUM> includes a cylindrical outer flange surface <NUM>. A first set of pockets <NUM> are formed in central flange <NUM> adjacent to first rail contact surface <NUM> and arranged in a regular circumferential distribution about axis of rotation <NUM>. A second set of pockets <NUM> are formed in central flange <NUM> adjacent to second rail contact surface <NUM> and arranged in a regular circumferential distribution about axis of rotation <NUM>.

First set of pockets <NUM> and second set of pockets <NUM> are arranged, respectively, in rolling register with inboard rail protrusions <NUM> and <NUM> of track links <NUM> and <NUM> in the respective first track chain <NUM> and second track chain <NUM>. First set of pockets <NUM> and second set of pockets <NUM> are formed in central flange <NUM> and adjacent, respectively, to first rail contact surface <NUM> and second rail contact surface <NUM>. As noted, first set of pockets <NUM> and second set of pockets <NUM> are arranged in rolling register with inboard rail protrusions <NUM> and <NUM>. Accordingly, as idler <NUM> rotates in contact with track <NUM>, with first rail contact surface <NUM> riding on first track rail <NUM> and second rail contact surface <NUM> riding on second track rail <NUM>, inboard rail protrusions <NUM> and <NUM> may be received into and then out of first set of pockets <NUM> and second set of pockets <NUM>, respectively.

In one implementation, additional pockets <NUM> are formed in central flange <NUM> adjacent to first rail contact surface <NUM>, but positioned not in rolling register with inboard rail protrusion(s) <NUM>. Analogously, additional pockets <NUM> may be formed in central flange <NUM> adjacent to second rail contact surface <NUM> but not in rolling register with inboard rail protrusions <NUM>. Pockets <NUM> may be understood as a third set of pockets and pockets <NUM> as a fourth set of pockets, with each of third set of pockets <NUM> and fourth set of pockets <NUM> indexed to, but not in rolling register with, inboard rail protrusions <NUM> and <NUM> of track links <NUM> and <NUM> in first track chain <NUM> and second track chain <NUM>, respectively. This arrangement can enable idler <NUM> to be rotated relative to components of track <NUM> to compensate for wear, for example. Another way to understand this configuration is that some of the pockets in idler <NUM> that accommodate rail protrusions will receive the inboard rail protrusions during operation, and some will not, but will instead be positioned between inboard rail protrusions of adjacent track links. Pockets <NUM>, <NUM>, and <NUM>, <NUM>, may otherwise be identically shaped and arranged, such that idler <NUM> can be rotated an amount equal to one track pitch distance, one-half track pitch distance, one-third track pitch distance, et cetera, depending upon the number and arrangement of the pockets, to provide a new interface of idler <NUM> each time track <NUM> is serviced.

Pockets <NUM> in the first set and pockets <NUM> in the second set may be generally identical, but mirror images of one another. Pockets <NUM> and pockets <NUM> may each define a pocket running length <NUM> extending circumferentially around axis of rotation <NUM>, a pocket axial depth <NUM>, and a pocket radial depth <NUM>. Pocket running length <NUM> may be greater than pocket radial depth <NUM>, and pocket radial depth <NUM> may be greater than pocket axial depth <NUM>. Idler body <NUM> may further include a first set of side lugs <NUM> in an alternating arrangement with first set of pockets <NUM>, and a second set of side lugs <NUM> in an alternating arrangement with second set of pockets <NUM>. As noted above, cylindrical outer flange surface <NUM> is formed on central flange <NUM>. Side lugs <NUM> and side lugs <NUM> each include outer lug faces <NUM> and <NUM>, respectively. Outer lug faces <NUM> and <NUM> slope from first rail contact surface <NUM> and second rail contact surface <NUM>, respectively, in axially inward and radially inward directions toward cylindrical outer flange surface <NUM>. It can also be noted that first set of pockets <NUM> each open in a radially outward direction, and in a first axial direction toward first idler body axial end <NUM>. Second set of pockets <NUM> each open in a radially outward direction, and in a second axial direction, toward second axial idler body end <NUM>. Side lugs <NUM> and side lugs <NUM> may each have a trapezoidal shape. Pockets <NUM> and pockets <NUM> may each have an inverted trapezoidal shape, and form a taper opening in a radially outward direction. With reference in particular now to <FIG>, central flange <NUM> defines a flange axial thickness <NUM>. A radio of pocket axial depth <NUM> to flange axial thickness <NUM> may be from <NUM>: <NUM> to <NUM>:<NUM>. In a refinement, the ratio of pocket axial depth <NUM> to flange axial thickness <NUM> is from <NUM>: <NUM> to <NUM>: <NUM>. In one specific example, pocket axial depth <NUM> may be from about <NUM> millimeters to about <NUM> millimeters. These relative proportions and dimensions enable idler <NUM> to fit with and accommodate tracks such as track <NUM> equipped with inboard rail protrusions for retarding scalloping.

Referring to the drawings generally, as track system <NUM> is operated, track <NUM> may be advanced about the various rotatable track-contacting elements in forward directions, reverse directions, and started, stopped, and reversed many times. As track <NUM> rotates about idler <NUM>, as well as a second idler where used, upper rail surfaces <NUM> and <NUM> will contact rail contact surfaces <NUM> and <NUM>. Pivoting between links <NUM> and <NUM> in the respective track chains <NUM> and <NUM> as links <NUM> and <NUM> rotate into and out of contact with idler <NUM> will tend to cause sliding in a contact "patch" that is generally centered about the latitudinal midline of each track link, corresponding to scalloping-sensitive region <NUM>. The sliding contact wears away material at a relatively greater rate in scalloping-sensitive region <NUM> than at other locations of upper rail surface <NUM>. The locally enlarged surface area provided by anti-scalloping bump-out <NUM> upon inboard rail protrusion <NUM> provides additional surface area of material to be worn as compared to other parts of the link. Accordingly, even though the wear conditions are relatively more severe at the portions of the links where sliding contact occurs, the effective wear rate into elongate link body <NUM> from upper rail surface <NUM> is slowed, ultimately causing the track links to wear more uniformly longitudinally along the upper rail surfaces, and scalloping more slowly than what is typically observed.

With regard to idler <NUM>, in certain known idler configurations, a central flange would contact track links for guiding purposes approximately at a longitudinal center of the track link upon the inboard side. By providing the pocketed configuration in idler <NUM>, the additional material added to the track links does not obstruct or otherwise interfere with intended track guiding operation, and the locations of such guiding contact are moved, relative to non-pocketed idlers, into the pockets themselves.

Claim 1:
A track link (<NUM>, <NUM>) for a ground-engaging track (<NUM>) comprising:
an elongate link body (<NUM>) including an inboard link side (<NUM>), an outboard link side (<NUM>), a first link strap (<NUM>) having a first track pin bore (<NUM>) formed therein and extending between the inboard link side (<NUM>) and the outboard link side (<NUM>), a second link strap (<NUM>) having a second track pin bore (<NUM>) formed therein and extending between the inboard link side (<NUM>) and the outboard link side (<NUM>), and a middle section (<NUM>);
the elongate link body (<NUM>) further having a lower shoe-mounting surface (<NUM>), and an upper rail surface (<NUM>, <NUM>);
the upper rail surface (<NUM>, <NUM>) including a central pad (<NUM>) formed on the middle section (<NUM>), a first leg (<NUM>) extending from the central pad (<NUM>) onto the first link strap (<NUM>), and a second leg (<NUM>) extending from the central pad (<NUM>) onto the second link strap (<NUM>); the first leg (<NUM>) and the second leg (<NUM>) are laterally offset from one another in a transverse direction,
the track link being characterised in that the middle section (<NUM>) of the elongate link body (<NUM>) includes an inboard rail protrusion (<NUM>, <NUM>), projecting from the inboard link side (<NUM>), and the central pad (<NUM>) includes an anti-scalloping bump-out (<NUM>, <NUM>) formed on the inboard rail protrusion (<NUM>, <NUM>); wherein
the upper rail surface (<NUM>, <NUM>) includes an outboard edge (<NUM>) and an inboard edge (<NUM>), and defines a latitudinal midline extending between the inboard edge (<NUM>) and the outboard edge (<NUM>), and the anti-scalloping bump-out (<NUM>, <NUM>) extends fore and aft of the latitudinal midline;
the upper rail surface (<NUM>, <NUM>) has a bumped-out dimension formed by the central pad (<NUM>) within the anti-scalloping bump-out (<NUM>, <NUM>), and a second dimension formed by the central pad (<NUM>) outside of the anti-scalloping bump-out (<NUM>, <NUM>), and a ratio of the bumped-out dimension to the second dimension is from <NUM>:<NUM> to <NUM>:<NUM>;
a latitudinal first line is defined at a first origin (<NUM>) of the anti-scalloping bump-out (<NUM>, <NUM>);
a latitudinal second line is defined at a second origin (<NUM>) of the anti-scalloping bump-out (<NUM>, <NUM>); and
an anti-scalloping surface area is defined by the central pad (<NUM>) as bounded fore-aft by the latitudinal first line and the latitudinal second line.