ELECTRICALLYDRIVEN TRACKWHEELS FORTRACKED VEHICLESAND SUSPENSION SYSTEM FOR TRACKED

VEHICLES

This invention claims the benefit of priority to U.S. Patent Application Serial

No. 11/454,198 filed June 15, 2006, and Serial No. 11/471,345 filed June 20, 200£, and this invention claims the benefit of priority to U.S. Provisional Patent Application No. 60/776,778 filed on February 24, 2006.

FIELD OF THE INVENTION

This invention relates to vehicles, in particular to environmentally friendly electrically driven track wheels for tracked vehicles, and related devices, apparatus and methods of operation thereof, and to vehicles having compliant and independent suspension systems, and related devices, apparatus and methods of operation thereof.

BACKGROUND AND PRIOR ART

Oil exploration has been difficult in sensitive environments such as the North Slope of Alaska since current vehicles can damage and destroy those environments. For example, vehicles having separate wheels can cause deformation to the ground and gouging of the ground surface while being operated. It is highly desirable under certain environmentally sensitive conditions to have a tracked vehicle which causes the least deformation of the ground as possible. Such uses include operation across frozen tundra typical of the ANWR region of the North Slope of Alaska.

While wheeled vehicles typically have highly refined independent suspension systems, tracked vehicles have been limited to rigid, non-compliant suspension systems. This has been a necessity partly due to the driving track wheels being rigidly mounted to the power train. Because of this rigid mounting, the vehicle causes the ground to conform to the track system, rather than the other way around.

Most tracked vehicles are powered by mechanically driven track wheels which are prone to problems. Tracked wheels are not known to have independent suspensions. Although better than separate wheeled vehicles, traditional tracked wheels such as those found on tractors, military vehicles and the like, have been also known to damage and gouge a ground surface.

U.S. Patent No. 5,533,587 issued to Dow et al. on July 9, 1996 discloses an articulated tracked vehicle for agricultural harvesting which reduces damage to fields and can be driven on paved roads at reasonable speeds. The vehicle has front and rear elements, linked by an articulating joint which permits turning and rotation of one element with respect to the other. Each element is motivated by a pair of tracked power units which are hydraulically driven by a heavy duty differential between the units. Each power unit is rotatably mounted solely on a shaft sleeve of the differential and is free to oscillate vertically and independently to absorb irregularities in its path. Each unit includes an endless elastomeric track which has two rows of lugs on its inner surface. A novel drive mechanism engages these lugs to motivate the vehicle. A sealed transmission housing in each power unit protects key drive elements from environmental damage without interfering with operation of the unit. The transmission is centrally disposed within each power unit to provide further protection from damage. U.S. Patent Nos. 6,044,921 and 6,220,377 issued to Lansberry on April 4,

2000 and on April 24, 2001, respectively, describes a vehicle with a driving track assembly and a pair of secondary driving assemblies disposed on opposing lateral sides of the track. Each secondary driving structure includes a ground engaging wheel. The driving track assembly includes an endless ground engaging track that drives the vehicle. The flanking driving structures also engage the ground and are rotated to impart force to the vehicle. A steering device is operatively connected to the

secondary driving assemblies so as to affect a vehicle steering operation, wherein the ground engaging driving structures are operated to turn said vehicle with respect to said vehicle driving direction. Preferably, the force imparted to the vehicle by one of said ground engaging driving structures is greater than the force imparted to the vehicle by the other of the ground engaging driving structures, thereby causing the vehicle to turn with respect to the vehicle driving direction.

The '377 includes a secondary driving and steering structure includes a ground engaging driving and steering structure that is preferably a ground engaging wheel wherein the steering device is operatively connected to the secondary driving and steering assemblies. Preferably, the steering device control is operable to transfer a substantial portion of the load support from the central driving track assembly during straight ahead movement onto the secondary driving and steering assemblies during turning movements.

The Lansberry patents relate to vehicles for use on a wide range of terrain, including uneven and/or steep terrain having a variety of soil conditions. They also describe use of DC magnet motors for driving and alternate version of the vehicle. The DC permanent magnet motors that have a transmission incorporated in the motor, has fewer than ten moving parts and the transmission portion ensures that sufficient torque is available for rugged terrain. However, the prior art fails to provide a track system that conforms to the ground, rather than the other way around. What is needed is a vehicle having a track system including electrically controlled wheels so that when the vehicle is traveling on environmentally sensitive terrain the vehicle causes the least deformation of the ground as possible.

SUMMARY OF THE INVENTION

A primary objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle where the driving track wheels are not mechanically connected to the power train, or to the main physical frame of the vehicle. A secondary objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle which causes the least deformation of the ground as possible, and is most useful in environmentally sensitive areas such as the frozen tundra typical of the ANWR region of the North Slope of Alaska. By using a completely compliant, independent suspension of a tracked vehicle, it is possible to operate under sensitive conditions with a very low footprint signature, which minimizes any deformation to the environment.

A third objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle which uses electrically driven, direct drive PM brushless DC motor contained within the actual driving track cogged wheel and requiring no gearbox.

A fourth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle having an improved independent suspension system for use on environmentally sensitive terrains.

A fifth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle where the vehicle is fully articulated for less damage to frozen tundra, sensitive soil conditions.

A sixth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, where the

drive motor is located inside the track wheel, and the track is directly driven by cogged track wheel, without need for a speed reduction gearbox.

A seventh objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, having four track wheels each electrically powered, so that the individual wheels distributes stress in track for less environmental disturbance.

An eighth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, where left and right track assemblies are interchangeable for lower manufacture cost and easier field maintenance.

A ninth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, where track assemblies are fully articulated with independent leveling, tilting, castor, camber, and toe-in. A tenth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, where track assemblies can be skewed for operation on a slope.

An eleventh objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, having independent motors and electronic drives per track allow get-home capability in event of failure of a single drive motor or electronic drive or related components.

A twelth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle where the vehicle can be prepared for over the road shipment with track assemblies removed for width and weight restrictions.

»"" !|..,i- Ii .•' ^{■ !} U> inil! IUi at ,» ^•• -£|ι IQl IUi *(!* ""Ii"

A thirteenth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, having a track frame that allows torsional flexing to accommodate terrain unevenness with significantly less terrain damage.

5 A fourteenth objective of the present invention is to provide a tracked vehicle, and related apparatus, devices and methods of operating the tracked vehicle, having electric drive track assemblies that permit increased and adjustable ground clearance.

The novel tracked vehicle has many features/advantages such as: 1. Fully articulated for less damage to frozen tundra, sensitive soil conditions. 10 2. Direct drive motor inside track wheel, needing no gearbox or transmission,

3. Track directly driven by cogged track wheel.

4. Four track wheels each electrically powered to distribute stress in track for less environmental disturbance.

5. Track wheel motors are permanent magnet high multiple pole for precise track 15 control and sync.

6. Two independent motors and electronic drives per track allow get-home capability in event of failure of a single drive motor or electronic drive or related components.

7. Motor is "inside out" - shaft is stationary, outer case turns - for simplified 20 installation and elimination of gear boxes.

8. Motor end plates directly mount track wheel and transmit thrust loads directly to motor bearings and to mounting shaft - main drum sees no thrust loads, only develops rotational torque.

9. Full torque is available in either direction.

25 10. Control system allows automatic protection against overload, over current, over speed, too tight turns at high speed, top speed vs. G-loads of rough terrain.

11. Motor is sealed, pressurized with inert gas for water protection.

12. Motor is cooled/heated with liquid coolant, such as Freon etholene gycol, etc.

13. Electric drive track assemblies permit increased and adjustable ground clearance. 14. Special permanent magnet material and mounting permit operations as low as -50 degrees C and as high as +50 degrees C.

15. Hollow axle shaft assembly permits wiring and coolant lines to operate motor through non rotating part of motor, and allow motor to be sealed against environment.

16. No oil spills or water contamination. 17. Permanent magnet electric motor drive allows efficiency over 95% without traditional heat losses to clutches, gear boxes, differentials, hydraulics, etc., for less heat loss to affect environment by melting frozen tundra. Motor temperature stays very close to ambient.

A first embodiment of the present invention provides an electrically driven wheel for a tracked vehicle. The electrically driven wheels includes a driving track wheel with built in cogs on an outer surface for driving a track and a brushless DC motor having a stationary mounting shaft for connecting the electrically driven wheel to a frame of the tracked vehicle, wherein the brushless DC motor is coupled within the driving track wheel to develop rotational torque for rotating the driving track wheel. End plates covering each end of the driving track wheel enclosing the brushless DC motor, wherein the driving track wheel directly transmits thrust loads directly to the mounting shaft. The brushless DC motor includes a drum having an interior and an exterior surface, a bank of pole assemblies connected between the interior surface of the drum and the stationary mounting shaft, and electrical wiring for energizing the bank of pole assemblies, wherein the electrical wiring is routed through a hollow portion of the stationary mounting shaft between said brushless DC

motor and a tracked vehicle controller. In an embodiment, the brushless DC motor includes permanent magnet high multiple pole motors for precise track control and synchronization.

A second embodiment of the present invention provides drive system for a tracked vehicle. The drive system includes a track module frame for connecting the drive system with a chassis of the tracked vehicle, at least four electrically driven track wheels connected with the track module frame, at least two flexible tracks each coupled with two of the at least four electrically driven track wheels, wherein each of the at least two flexible tracks travel around the corresponding two electrically driven track wheels, and a controller for controlling the at least four electrically driven track wheels in response to a driver command.

Ia an embodiment, the at least one drive system is connected to the tracked vehicle chassis to provide independent control for vertical movement, tilting (angular) movement and torsional movement and an adjustable height control for adjusting a ground clearance of the track vehicle to compensate for different terrain slopes to provide a smoother, safer ride, with bump absorption, improved stability, and a faster allowable speed of navigation over uneven surfaces.

A suspension system embodiment for a tracked vehicle can include at least two track module frames having two or four, or more, independently driven track wheel connected thereto for driving at least two flexible track assemblies, and at least four suspension cylinders for suspending a front and a rear of each of the at least two track module frames to a chassis of the tracked vehicle to allow torsional flexing to accommodate terrain uneγenness with significantly less terrain damage and provide a smoother, safer ride, with bump absorption and improved stability.

Another suspension embodiment can include a left and a right track module frame, at least two or four independently driven track wheels, two connected to each of the left and the right track module frame, at least two flexible tracks each coupled with two of the at least four independently driven track wheels, wherein at least four independently driven track wheels drive the at least two flexible tracks, a suspension system for connecting the left and the right track module frames with a chassis of a tracked vehicle cabin, and a controller for controlling the at least four independently driven track wheels in response to a driver command, wherein by suspending the right and left track module frame from the tracked vehicle chassis, shocks encountered by the right and left track frame module are not transmitted to the tracked vehicle chassis.

Further objects and advantages of this invention will be apparent from the following detailed description of the presently preferred embodiments which are illustrated schematically in the accompanying drawings.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1 is a perspective view of a tracked vehicle using the electrically driven wheels according to the present invention.

Fig. 2 is a perspective view showing the frame with suspension system and electrically driven wheels of Fig. 1. Fig.3 is an exploded view of the wheels shown in Fig. 2.

Fig.4 is a side view of the track, driving track wheels and parallel track module frame connected with the tracked vehicle chassis.

Figs. 5a and 5b show three-quarter angle perspective views of the inside and outside end plates of the electrically driven wheel showing the motor mounting shaft extending through the center

Figs. 5c and 5d show left and right end views of the brushless DC motor corresponding to the side views shown in Figs. 5a and 5b, respectively.

Fig. 5e shows a top view of the wheel.

Fig. 6 is an enlarged perspective side view of the brushless DC motor shown in Figs.

5a through 5e.

Figs. 7a and 7b are cross sectional side views of the brushless DC motor shown in Fig. 6 sliced perpendicular to the wheel mounting shaft for a double and a single pair stator.

Fig. 8 is another cross sectional perspective side view of the brushless DC motor shown in Fig. 6 sliced parallel to the wheel mounting shaft.

Fig. 9 is an exploded view showing the parts of the brushless DC motor shown in Fig. 7a.

Fig. 10 is a schematic block diagram of the motor and control system used with the vehicle shown in Fig. 1.

Figs. 11a and 1 Ib are rear and side views, respectively, of an example of a pilot control stick connected with the control system, Fig. 1 Ic is a schematic diagram of control stick connected with the control system.

Fig. 12 shows the Low Speed/High Torque configuration of the control system. Fig. 13 shows the High Speed/Half Torque configuration of the control system.

Fig. 14 is a bottom view of the tracked vehicle of Fig. 1.

Fig. 15 is a rear view of the rear independently driven track wheels on uneven terrain. Fig. 16 is a rear view of the rear independently driven track wheels on a sloped surface.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Before explaining the disclosed embodiments of the present invention in detail it is to be understood that the invention is not limited in its applications to the details of the particular arrangements shown since the invention is capable of other embodiments. Also, the terminology used herein is for the purpose of description and not of limitation.

H-~" ϋ,,, !t / 'U ⁱ Si IU Ot / ^" ,,S O IU! ,„1!,, ""II"

100 tracked vehicle 615 pole

200 parallel track module frame 20 620 mounting disk

205 track module frame side 630 inner end plate

210 electrically driven wheels 635 outer end plate

5 212 driving track wheel 650 outer drum

214 brushless DC motor 655 inside of outer drum

216 motor mounting shaft 25 700 drive control electronics

217 spacer 702 front sensors

218 hollow core 704 rear sensors

10 220 built in cogs 712 slave motor controllers

300 vehicle chassis frame 714 master motor controllers

400 vehicle suspension 30 730 pilot control

416 mounting plate 740 electrical power source

420 curved suspension plate 745 batter pack

15 425 cover 750 brake controller

500 track 755 braking resistor

520 track cogs 35 800 pilothouse/cabin

610 bank of magnets 810 pilot controller

ELECTRICALLY DRIVEN TRACK WHEELS 40 Fig. 1 is a perspective view of a tracked vehicle using the electrically driven wheels and Fig. 2 is a perspective view of the electrically driven wheels connected with the suspension system and frame of the tracked vehicle shown in Fig. 1. As shown in

Fig. 2, the suspension system 400 is connected with the vehicle chassis frame 300 and the track module frame 200. The electrically driven wheels 210 are connected to the curved endplates 420 of the track module frame 200.

Fig. 3 is an exploded perspective view of electrically driven wheels 210 and track module frame 200. As shown, the electrically driven wheels 210 includes a brushless DC motor 214 having a motor stationary mounting shaft 216 extending through the motor 214 for connecting the electrically driven wheels 210 with the track module frame 200. The track module frame 200 includes mounting holes 416 for connecting the motor stationary mounting shaft 216 of the electrically driven wheels 210 to the parallel track module frame 200 of the vehicle 100 which is connected to the vehicle chassis 300 via the suspension system 400. The ground clearance is greatly increased and can be made to be adjustable and can be changed at will, and can be individually varied to compensate for terrain slope.

As shown in Fig. 3, a direct drive, sealed, PM brushless DC Motor 214 is contained within driving track wheel 212. Parallel track module frames 205 bolt to both ends of the motor stationary mounting shaft 216 of the brushless DC motor 214. The left and right curved suspension attach plates 420 of the parallel track frame 200 includes mounting holes 416 for bolting each one of the motor stationary mounting shafts 216 between parallel left and right sides 210 of the track module frame 200. Fig. 4 shows a side view of a front and rear electrically driven wheel 210 and parallel track frame 200 connected with the vehicle chassis frame 300. The track 500 is located between the top cover 425 of the track module frame 200 and the driving track wheel 212 of corresponding front and rear electrically driven wheels 210 which drive the track 500. The tracks 500 are driven by the self contained direct drive brushless DC

!In,!. 11 / ^■ 'InJ! .» !(,„!! ii;,;it / ^• „„„. iι;;;|! iyi „,«„ " ¹ T motors 214 contained within the track driving wheel 212 which is an "inside out" configuration, wherein the central mounting shaft 216 is stationary and the outside of the brushless DC motor 214 turns.

The driving track wheels 212 are suspended using a suspension system 5 configuration to allow each driving wheel 212 to have independent vertical movement, tilting (angular) movement, and torsional movement. This results in the track belt 500 having less stress which allows the track belt 500 to "give" or "follow" when encountering a high spot on the terrain instead of crushing the high spot with high concentration of vehicle weight on the high terrain spot.

10 By enclosing two track driving wheels 212 with integral brushless DC motors 214 or one track driving wheel and one idler wheel on a track frame module 300, the torque of the motor is distributed within the track frame module 300 in a self contained driving unit. The actual track 500 can be made of low temperature flexibility rubber tracks, or of special steel tracks, or of other materials as are well known in the art for use in non- 15 uniform and/or environmentally sensitive terrain. The actual track 500 can be selected to have the ability to resϋiently track uneven surfaces rather than flattening out the high spots, thus increasing track life and minimizing the disturbance to the terrain. This is especially important when traveling across environmentally sensitive terrain such as the tundra.

20 In the preferred embodiment, the track driving wheels 212 are powered by internal direct drive pulse modulated (PM) direct-current (DC) integral motors 214 to deliver twice the power to the ground and to evenly distribute the actual tensile stress on the track belt. As shown in Fig. 3, each track driving wheel 212 includes 360 degrees of built in clogs 220 for driving the track 500. Using this configuration, each track driving wheel

212 has over 180 degrees of contact between the built in cogs 220 and mating belt cogs (Fig. 4) on the inner surface of the track 500.

Two or more track frame modules 200 are used to power a complete vehicle. Additional track frame modules 200 can be used to power trailers or additional vehicles connected in tandem with the vehicle, making up a trailer train. By suspending the two or more track module frames 200 from the chassis 300 of the main vehicle 100, shocks encountered by the track frame modules 200 are not transmitted to the vehicle chassis frame 300. Additionally, the vehicle has a smoother, safer ride, with bump absorption, improved stability, and a faster allowable speed of navigation of uneven surfaces. The electrically driven wheels 210 connected to the vehicle chassis 300 using an advanced suspension system varies the amount of pressure in the individual suspension components, increase the ride height and ground clearance and provides a vehicle wherein tilt compensation can be adjusted and corrected.

By making the track frame modules as a self contained module, the vehicle has several advantages over the prior art. For example, the track frame modules can be made as interchangeable units, thus reducing parts count and lowering manufacturing cost and they can be shipped separately from the main vehicle chassis, reducing the total width to commonly acceptable allowable common carrier shipping widths. In the United States this is often twelve feet (12') without undue restriction. Upon reaching the destination, the vehicle can be easily reassembled to its total width, which may be twenty feet (20') or more. Alternatively, the track frame module can be changed as a complete spare assembly if required, which is advantageous in extremely cold or otherwise hostile environments. Another advantage provided by the track frame module with parallel

frame sides is the balancing of loads with in the module itself and driving motor torque is reacted to a very long track frame module.

As shown in Fig. 4, the track belt can be guided by the sides of the parallel track frame to reduce or eliminate the possibility of the belt becoming derailed from the driving track wheels 212. The belt tension can be regulated and adjusted by moving one of the track wheels 212 with integral driving motor 214 closer or further away from the other track wheel 212. This can be accomplished with hydraulic cylinders, pneumatic cylinders for air bags, powered jackscrews or manual jackscrews, in conjunction with sliding members coupled with the vehicle chassis frame. Additionally, the parallel frame sides 210 can be made to possess torsional compliance to allow each track wheel 210 to tilt at a different angle according to the localized terrain irregularities encountered.

The present invention centers around the electrically driven, direct drive PM brushless DC motor 214 contained within the actual driving track cogged wheel 210. According to the present invention, the brushless DC motor 214 is enclosed completely within the driving track wheel 212, to directly drive the track wheel 210 without need for gearboxes to provide starting torque in excess of 30,000 foot pounds, to provide a wide speed range, efficiency over 95%, to operate from -50c to +50c, to be sealed against water and other contaminants, to operate without ordinary maintenance, to allow extreme precision of speed control and torque matching between motors, and to tolerate very high G-loads.

Fig. 5a through 5e show alternative views of the brushless DC motor 214 of the electrically driven wheels 210. Figs. 5a and 5b show three-quarter angle perspective views of the inside and outside end plates 630 and 635 of the electrically driven wheel 214 showing the motor mounting shaft 216 extending through the center. Figs. 4c and 4d

show the corresponding inside and outside end views of the brushless DC motor 214 and Fig. 4e shows a top view of the brushless DC motor 214.

In the preferred embodiment, the end plates of the motor are CNC machined from steel billet, for maximum strength and the end plates support the entire weight of the vehicle, but are only subjected to radial static loads, not any torsional loads. The inner and outer end plates 630 and 635, respectively, are machined differently to accept the inner and outer races of the track wheel 212, which bolts to the motor end plates. Thus, the weight of the vehicle is transmitted through the wheel 210 to the end plates, to the motor bearings, to the mounting axles (shaft) 206, to the track assembly frames 200. Permanent Magnet PM brushless motors were first described in a research paper published in 1962, but practical applications awaited more powerful magnets, and more sophisticated electronic control systems. Now, the technology exists to make large, powerful and efficient PM Brushless motors. The present invention uses permanent magnet DC brushless motors for driving the wheels of a vehicle. Fig. 6 is a perspective view of an example of a brushless DC motor 212 with a stationary mounting shaft 216 for connecting the brushless DC motor 210 to the track module frame 200. Figs. 7a and 7b are perspective cross-sectional views of the interior of the double and single stator pair, respectively, motor sliced perpendicular to the motor shaft 216. The motor features a three phase arrangement, with three sets of stator windings 615 that are mounted on the stationary mounting shaft 216 and three rows of very high strength Neodymium- iron- boron magnets 610. The magnets 610 can be arranged in three, six or nine discs which turn with the outside drum of the motor, or can be directly fastened to the inside of the outer drum for maximum mechanical advantage. As shown in Fig. 7a, the "X" phase 36 pole 615 stator assembly 630 is mounted to the

shaft 216 through its mounting disc 620. The 36 Neodymium Permanent Magnets 610 are fastened to the inside 655 of the motor outer drum assembly 650. These Permanent Magnets are alternately "North" and "South" magnetic orientation.

Fig. 8 is another cross-sectional perspective view of the motor 214, this time sliced parallel to the motor mounting shaft 216. Three sets of stator electromagnet assemblies (X, Y, Z) are each mounted to the shaft 216 through their mounting discs 620. The three sets of 36 permanent magnets 610 are attached to the inside of the outer drum assembly 250 with both epoxy and mechanical fasteners. Individual electromagnet poles are identified as 615. The offset differences of the three sets of electromagnet stators (X, Y, Z) are 0.0, -6.66, and -13.3 degrees, respectively. The drum arrangement is shown in Figs. 7-9 for simplicity, although alternatively, the disc arrangement can also be substituted.

Whereas AC induction motors have very poor starting torque and efficiency, the motor described for use in the present invention actually has its maximum torque at start and at very low speed making it an ideal component for a tracked vehicle, which often is operated for long periods of time at crawling speeds. The name frequently given to this type of vehicle is "crawler tractor". The motor of the present invention is well suited for this application, giving off minimum heat at low speed.

According to the present invention, at any given moment, at least two sets of 36 poles each are energized. Generally one set is pulling (attraction of poles), one set is pushing (repulsion of poles) and one set is approaching zero switchover. This results in very high torque levels. Full torque and power is available in either direction, meaning that the motors can be interchangeably used for right hand and left hand installations. Turning, speed control and braking is handled electronically, with electronic torque

matching between pairs of driving motors in the track assemblies. Only parking brakes are added. The stationary motor mounting shaft 216 is hollow on one end 218, permitting the power wires, position feedback sensor wires, and coolant lines to interconnect, while allowing the motor to be sealed against outside elements. Three discs 615 are keyed to the inner shaft 216, each holding multiple pole high strength electromagnets 610. Increasing the number of poles 615 increases the starting torque at the expense of top speed. In this example, 36 poles 615 are used, although an alternative even number can be used. The motor according to this example produces approximately 30,000 Foot pounds of starting torque with atop speed of approximately 200 RPM's at 60 HZ input. This translates to a top vehicle speed of approximately 20 MPH at 60 Hertz, or more with a higher top Hertz input. Alternative combinations of torque and speed are available by varying the number of poles used.

As shown in Fig. 9, permanent Magnets can be arranged every 10 degrees in a linear, end to end configuration and the 36 stator windings are also spaced every 10 degrees. The three phases of power are accommodated by staggering the keying of the stator discs as:

Phase "X" - reference to zero degrees offset

Phase "Y" - reference to -6.66 degrees offset lagging for a 36 pole stator Phase "Z" - reference to -13.32 degrees offset lagging for a 36 pole stator For high efficiency at any operating speed and for zero speed start, it is necessary for the controlling electronics to "know" the exact location of the permanent magnets with reference to the stator electromagnets, so that the proper coils are energized and in the proper magnetic direction.

Fig. 10 is a schematic block diagram of the drive control electronics 700 according to the present invention. This position sensing is accomplished using Hall effect sensors which pick up the position of the actual Neo permanent magnets mounted to the motor outer drum. The sensors include a left and right front sensors 702 and left and right rear sensors 704. The output of each sensor has both voltage and polarity output, which is communicated to front and rear motor control electronics 712 and 714, respectively, through wires routed through the hollow cavity 218 in the wheel mounting shaft 216. In this example, the front motor controllers 712 function as slave motor controllers and the rear motor controllers 714 function as master motor controllers. Although Hall effect sensors are preferred due to the ruggedness and their imperviousness to liquids or dust, other types of sensors can be substituted, such as resolvers and digitizers.

The electromagnets 610 are constructed of very high magnetic permeability material, and are wound with very low ohmic resistance wire windings. Due to the size of the assembly, the electromagnets 610 are constructed in bi-polar pairs. Thus, 18 pairs are used in each 36 pole assembly. The windings are, depending on speed and torque desired, connected in series or in parallel, with automatic switchover at a predetermined speed.

As shown in Fig. 10, the motor drive electronics 700 consists of control electronics 712 and 714, and pilot and navigational inputs 730. The control electronics protects the motors and vehicle from over speed, overload, too tight of turns at high speed, to high "G" forces over rough terrain. Pilot inputs 735 are simplified to speed, direction, and steering. The control electronics 700 can also navigate via GPS (not shown) to a particular course or a particular destination.

As shown in Fig. 10, each of four motor coil sets is powered by a pulse width modulated (PWM) motor control 702 and 704, and is provided with position feedback from an associated set of Hall effect sensors 702 and 704. Since two Direct Drive motors are contained in each rubber driving track 500, the rear motor control 714 is considered a "master" and is linked to the front motor control 712, which is considered a "slave". This allows precise load sharing via "torque matching".

In this example, all four motor controllers 712 and 714 are powered from the DC bus, which receives its electrical power from the electrical power source 740. The electrical power source 740 can be a genset, fuel cells, solar cells, or commercial power grid. If the source is AC, it is rectified to DC through a six pole bridge rectifier and a controller. Interconnections allow "get home capability" with any motor or motor Control to be inoperative.

The battery pack 745 can power the vehicle alone until it needs to be recharged or can power the vehicle in tandem with the main power source 740 as a hybrid. When the vehicle is braking, the generated power from the wheel motors is recovered and used to charge the battery pack 745. If the battery is fully charged, the voltage of the DC bus will raise slightly. The brake PWM Controller 750 shunts the excess voltage through a large exterior braking resistor 755 automatically.

The control system 810 in the pilothouse 800 takes pilot input for direction of travel, speed, turning, or braking, and limits the power input to prevent damage or overload. This is commonly described as "fly by wire". The precise speed and sync capability of these motors allows precise steering inputs, through feedback and regulated by the control system. The control system 730 also manages the DC bus voltage, battery usage and charging management and braking resistor power management. Power

management for hybrid operation is also controlled. Additional inputs allow for fully coupled autopilot operation, with navigation references to gyro and GPS input.

Figs. 1 Ia and 1 Ib shows a rear and side view, respectively, of an example of a pilot control stick 900 connected with the control system. Fig. 1 Ic is a schematic diagram showing an example of the electrical connections of the speed steering pilot's control. In this example, moving either, or both, levers forward makes the vehicle accelerate in a forward direction. Pulling one or both of the levers rearward makes the vehicle stop, then move backward. Twisting one lever forward and one aft, makes the vehicle turn in the direction of the twist. The actual wiring of the electromagnetic poles is connected in groups of at least two per phase. Fig. 12 shows the low speed/ high torque configuration, which places all 36 poles of each phase in series. Compared to the High Speed/Low Torque parallel connections, this gives double the amperage through each coil because the motor PWM controller is current limited, and the reverse EMF is low at low speed. The configuration shown in Fig. 12 doubles starting/low speed torque. The actual switching is done by RLl, RL2, RL3, which can be either mechanical relays or solid state devices. Although they are shown located near the windings, in practice they are located outside the motor.

Fig. 13 shows RLl, RL2, RL3 in high speed, half torque configuration with the relays energized. Since the reverse EMF is proportional to motor speed, at higher speed the reverse EMF substantially limits the actual current through the stator windings. The parallel configuration doubles the input voltage less the reverse RMF and makes realistic torque available at higher speeds. The configuration shown in Fig. 13 increases the top speed of the vehicle.

SUSPENSION SYSTEM EMBODIMENTS FOR TRACKED VEHICLES

Fig. 1 is a perspective view of a tracked vehicle using the electrically driven wheels and Fig. 14 is a bottom view of the tracked vehicle shown in Fig. 1. Fig. 2 is a perspective view of the electrically driven wheels connected with the suspension system and frame of the tracked vehicle shown in Fig. 1. As shown in Fig. 14, the suspension system is connected with the vehicle chassis frame 300 and the track module frame 200. The independently driven track wheels 210 are connected to the curved endplates 420 of the track module frame 200.

As shown in Fig. 14, suspension cylinders 430 connect the front and rear ends of the track module frame to the vehicle chassis 300. In the example shown, the left and right track module frames 200 are each connected to the chassis 300 with two front and two rear suspension cylinders 300 to absorb shock. The suspension cylinders 430 can be hydraulic, pneumatic, and spring or other shock absorber capable of absorbing shock. The shock absorbers 430 between the track module frame 200 and the vehicle chassis 300 also dampen oscillations. The suspension cylinders connect hard mounting points 435 on the cover 420 between the right and left curved suspension plates 420 to corresponding hard mounting points 435 of the tracked vehicle chassis 300. Typical hydraulic cylinders are shown in figs. 2 and 3, however, pneumatic cylinders, or air bags, are easily substituted according to requirements of climate, etc. Additionally, longitudinal links 450 and lateral links 440 attach the track module frame 200 to the vehicle chassis 300. The longitudinal and lateral links 450 and 440, respectively, attach at both ends with rod end fittings 445 giving a wide range of angular freedom of movement. The purpose of the longitudinal and lateral links 450 and 440 is to allow the track module frame to move vertically, to tilt and to angle while keeping the

track module frame 200 located and centered within the vehicle chassis 300. The longitudinal link 450 transmits forward or reverse movement from the powered track module frame 200 to the tracked vehicle chassis 300.

As shown in Fig. 2, the track module frame 200 includes parallel frame sides to balance loads within the track module 200 so that the driving torque of the independently driven track wheels 210 is reacted to the track module frame 200. Each end of the parallel sides of the track module frame 200 includes a curved suspension plate 420 for suspending the track module frame 200 from the chassis 300 of the tracked vehicle and for connecting the independently driven track wheels 210. Track module frame covers 425 are connected between the right and left parallel side frames 205.

As shown, the parallel frame sides include sliding members for expanding and contracting the length of each of the left and right track parallel sides 205 for adjusting a position of each one of the independently driven track wheels 210 closer or further away from another independently driven track wheel 210. The curved suspension plate 420 has a rod end fitting 445 for connecting a longitudinal link 450 between the inner curved suspension plate 420 of the track module frame 200 to the adjacent chassis frame 300.

Fig. 3 is an exploded perspective view of electrically driven wheels 210 and track module frame 200 according to an embodiment of the invention. As shown, the electrically driven wheels 210 includes a brushless DC motor 214 having a motor stationary mounting shaft 216 extending through the motor 214 for connecting the electrically driven wheels 210 with the track module frame 200. The track module frame 200 includes mounting plate 416 with mounting holes for connecting the motor stationary mounting shaft 216 of the electrically driven wheels 210 to the track module frame 200 of the vehicle 100 which is connected to the vehicle chassis 300 via the suspension system.

The ground clearance is greatly increased and can be made to be adjustable and can be changed at will, and can be individually varied to compensate for terrain slope.

As shown in Fig. 3, the direct drive, sealed, PM brushless DC Motor 214 is contained within driving track wheel 212. Parallel track module frames 205 bolt to both ends of the motor stationary mounting shaft 216 of the brushless DC motor 214. While this embodiment has been described and illustrated using electrically driven track wheels, alternative independently driven track wheels may be substituted such as those described in U.S. Patent Nos. 5,533,587 issued to Dow et al.; and 6,044,921 and 6,220,377 both issued to Lansberry, which are incorporated herein by reference hereto. Fig. 4 again shows a side view of a front and rear electrically driven wheel 210 and parallel track frame 200 connected with the vehicle chassis frame 300. The track wheels 210 include built in cogs 220 at mate with matching cogs 520 on the inner surface of the track 500. The track 500 is located between the top cover 425 of the track module frame 200 and the driving track wheel 212 of corresponding front and rear independently driven track wheels 210 which drive the track 500.

The independently driven track wheels 212 connected to the track module frame 200 are suspended using the suspension system of the present invention to allow each driving track wheel 212 to have independent vertical movement, tilting (angular) movement, and torsional movement. This results in the track belt 500 having less stress which allows the track belt 500 to "give" or "follow" when encountering a high spot on the terrain instead of crushing the high spot with high concentration of vehicle weight on the high terrain spot.

By enclosing two track driving wheels 212 or one track driving wheel and one idler wheel on a track frame module 300, the torque of the driving wheel is distributed

within the track frame module 300 in a self contained driving unit. The actual track 500 can be made of low temperature flexibility rubber tracks, or of special steel tracks, or of other materials as are well known in the art for use in non-uniform and/or environmentally sensitive terrain. The actual track 500 can be selected to have the ability to resiliently track uneven surfaces rather than flattening out the high spots, thus increasing track life and minimizing the disturbance to the terrain. This is especially important when traveling across environmentally sensitive terrain such as the tundra. In the preferred embodiment, the track driving wheels 212 are independently powered to deliver power to the ground and to evenly distribute the actual tensile stress on the track belt. As shown in Fig. 3, each track driving wheel 212 includes 360 degrees of built in clogs 220 for driving the track 500. Using this configuration, each track driving wheel 212 has over 180 degrees of contact between the built in cogs 220 and mating belt cogs 520 on the inner surface of the track 500 as shown in Fig. 5.

Fig. 15 is a rear view of the left and right independently driven track wheels 210 on uneven terrain. As shown, the suspension system for each track module frame 200 allows each independently driven track wheel 210 to independently adjust to uneven terrain. As shown in Fig. 15, the track assemblies that are fully articulated with independent leveling, tilting, castor, camber, and toe-in. The track module frame includes suspension attachment plates having front and rear attachment points for suspending the track module frame to the tracked vehicle chassis to allow torsional flexing to accommodate terrain unevenness with significantly less terrain damage to provide a smoother, safer ride, with bump absorption, improved stability, and a faster allowable speed of navigation of uneven surfaces. As shown in Fig. 16, the flexible tracks and

independently driven track wheels form track assemblies that are skewed for operation on slope.

Two or more track frame modules 200 are used to power a complete vehicle. Additional track frame modules 200 can be used to power trailers or additional vehicles connected in tandem with the vehicle, making up a trailer train. By suspending the two or more track module frames 200 from the chassis 300 of the main vehicle 100, shocks encountered by the track frame modules 200 are not transmitted to the vehicle chassis frame 300. Additionally, the vehicle has a smoother, safer ride, with bump absorption, improved stability, and a faster allowable speed of navigation of uneven surfaces. The independently driven wheels 210 are connected to the vehicle chassis 300 using an advanced suspension system according to the present invention as shown in Figs. 2 and 3 that varies the amount of pressure in the individual suspension components, increase the ride height and ground clearance and provides a vehicle wherein tilt compensation can be adjusted and corrected. By making the track frame modules as a self contained module, the vehicle has several advantages over the prior art. For example, the track frame modules can be made as interchangeable units, thus reducing parts count and lowering manufacturirig cost and they can be shipped separately from the main vehicle chassis, reducing the total width to commonly acceptable allowable common carrier shipping widths. In the United States this is often twelve feet (12') without undue restriction. Upon reaching the destination, the vehicle can be easily reassembled to its total width, which may be twenty feet (20') or more. Alternatively, the track frame module can be changed as a complete spare assembly if required, which is advantageous in extremely cold or otherwise hostile environments. Another advantage provided by the track frame module with parallel

frame sides is the balancing of loads with in the module itself and driving motor torque is reacted to a very long track frame module.

As shown in Fig. 4, the track belt 500 can be guided by the sides of the curved suspension plates 420 to reduce or eliminate the possibility of the belt becoming derailed from the driving track wheels 212. The belt tension can be regulated and adjusted by moving one of the independently driven track wheels 212 closer or further away from the other track wheel 212. This can be accomplished with hydraulic cylinders, pneumatic cylinders, air bags, powered jackscrews or manual jackscrews, in conjunction with sliding members 460 coupled with the track module frame parallel sides 210. Additionally, the parallel frame sides 210 can be made to possess torsional compliance to allow each track wheel 210 to tilt at a different angle according to the localized terrain irregularities encountered.

Although the description describes the novel invention for use in oil exploration on environmentally sensitive land such as frozen tundra, the invention can have other applications. For example, the invention can have application in military applications such in different environments such as sand and desert conditions. The invention can have application in agricultural uses such as for tractors, and farm equipment.

While the invention has been described, disclosed, illustrated and shown in various terms of certain embodiments or modifications which it has presumed in practice, the scope of the invention is not intended to be, nor should it be deemed to be, limited thereby and such other modifications or embodiments as may be suggested by the teachings herein are particularly reserved especially as they fall within the breadth and scope of the claims here appended.