US3642085A

US3642085A - Vehicle for rough terrain

Info

Publication number: US3642085A
Application number: US861553A
Authority: US
Inventors: James M Bird
Original assignee: Individual
Current assignee: Individual
Priority date: 1969-09-29
Filing date: 1969-09-29
Publication date: 1972-02-15
Anticipated expiration: 1989-02-15

Abstract

A multiple wheeled vehicle for movement over rough terrain wherein the load carrying portion or body thereof remains stabilized in a substantially horizontal position in both the longitudinal and transverse directions thereof regardless of the contour of the terrain over which the vehicle is travelling.

Description

United States Patent Bird 1 Feb. 15,1972

[54] VEHICLE FOR ROUGH TERRAIN [72] Inventor: James M. Bird, 6737 East 12 Street, Tulsa, Okla. 74112 [22] Filed: Sept. 29, 1969 [21] Appl. No.: 861,553

[52] US. Cl ..l/66 [51] ..B65k 7/00 [58] Field of Search ..180/66, 6.48, 6.3, 44 F, 44 M,

[56] References Cited UNITED STATES PATENTS Martin 1 80/66 Peterson /66 Meili Kronquist Slemmons ..1 15/1 Primary Examiner-James B. Marbert Att0rneyWilliam S. Dorman [57] ABSTRACT A multiple wheeled vehicle for movement over rough terrain wherein the load carrying portion or body thereof remains stabilized in a substantially horizontal position in both the longitudinal and transverse directions thereof regardless of the contour of the terrain over which the vehicle is travelling.

13 Claims, 17 Drawing Figures mcmmrm 15 I972 3.642.085

SHEET 1 0F 8 INVENTOR. JAMES M. BIRD ATTOR N EY PATENTCOFEMSIQR 3.642.085

snmznra IN VENTOR.

I JAMES M. BIRD ATTORNEY PAIENTEDFEB 15 m2 SHEET 3' 0F 8 IN VENTOR.

JAMES M. BIRD PAIENTEB FEB 15 I872 SHEET u or a FIG. ll

INVENTOR. JAMES M. BIRD ATTORNEY PATENiEfl'rca 15 m2 3. 642 O85 sum 5 OF 8 I FIG. I3

o'oa

FIG. l2

. INVENTOR. JAMES M. BIRD 4 4&4 J

ATTOR NEY PATENTEBHB 15 m2 3 s42 0 8'5 SHEET 6 0F 8 E UE mm mm v. E

VEHICLE FOR ROUGH TERRAIN This invention relates to improvements in vehicles and more particularly, but not by way of limitation, to a vehicle for movement over rough terrain.

Geological exploration operations for the oil industry, and the like, frequently requires the transporting of material and personnel over remote areas wherein the terrain is extremely rough. Not only is the contour of the earth uneven and rough where travelling is required, but also undergrowth is frequently dense and relatively high, which also hinders the movement across the area. Of course, there are vehicles available today designed for withstanding hard use and for driving across undesirable terrain, but the vehicles normally provide a relatively jerky-type movement which is uncomfortable for the personnel, and may cause serious damage to instruments, and the like, being transported through the area.

The present invention contemplates a vehicle particularly designed and constructed for travelling over rough terrain in a manner overcoming the above disadvantages. The body or load-carrying portion of the vehicle is stabilized in both the longitudinal and transverse directions whereby the body remains substantially horizontally disposed regardless of the contour of the land over which the vehicle traverses. In addition, the height of the body with respect to the surface of the ground may be varied in order to elevate the body to a position above any vegetation, boulders or other objects, which facilitates the movement of the material and personnel through the remote areas. The novel vehicle is provided with a plurality of vwheels independently carried by the body or loadcarrying portion whereby each wheel is free to adjust to the contour of the terrain upon which it is resting or over which it is moving. The wheels are individually powered by means of independent motors, and are suspended from the body in such a manner that the wheels move upwardly and downwardly with respect to the body through a substantially straight vertical path. This suspension means makes it possible to maintain the body portion level at all times.

In addition, the wheel suspension mechanism maintains a substantially equal weight on all of the wheels during operation of the vehicle. The tractive effort a wheel can produce is directly related to the weight that the wheel is supporting. The unique characteristic of the novel suspension system whereby the weight of the vehicle is distributed equally to all wheels regardless of the terrain makes it possible for all the wheels to exert substantially equal tractive effort. Furthermore, if one wheel passes over or temporarily comes into contact with a surface having a low coefficient of friction, such as a gravel area, or the like, the total tractive effort of the vehicle is diminished only by the fraction that wheel carries with respect to the total number of driving wheels. For example, in a sixwheel vehicle, the tractive effort would be decreased or diminished only by one-sixth of the total traction, which is a great advantage or improvement over the conventional vehicles in use today. The suspension system of conventional vehicles is such that the vehicle frame or chassis cannot be maintained level. As the angle between the vehicle's frame and the earth's gravity vector varies, the weight distribution between the wheels varies. As the weight distribution varies, so must the tractive effort of the wheels. Therefore, it follows that with conventional vehicles any temporary deteriorization of the coefficient of friction of one wheel can result in a much larger loss of total vehicle tractive effort if that wheel is temporarily supporting more than its share of the vehicle's weight. This condition can cause the vehicle to lose forward momentum at a time when the loss of momentum can be important.

Furthermore, the vehicle is bidirectional and may be driven or moved with equal ease in either the forward" or reverse direction. The vehicle is steered by braking the wheels of one side whereby the drive of the braked wheels is stopped and the opposite wheels turn the vehicle around the stopped wheels, as is well known in track type vehicles.

It is an important object of this invention to provide a novel vehicle for rough terrain wherein the wheels are independently mounted in a manner for maintaining the vehicle body substantially level regardless of the contour of the surface of the terrain.

Another object of this invention is to provide a novel vehicle for rough terrain wherein the body of the vehicle may be raised or lowered for facilitating passage of the vehicle through brush and other obstacles.

Still another object of this invention is to provide a novel vehicle for rough terrain which is bidirectional for facilitating movement thereof over the rough terrain and through heavy growth of vegetation.

A further object of this invention is to provide a novel vehicle for rough terrain wherein a substantially equal weight is maintained on all the wheels during operation thereof.

Other and further objects and advantageous features of the present invention will hereinafter more fully appear in connection with a detailed description of the drawings in which:

FIG. 1 is a side elevational view of a vehicle embodying the invention.

FIG. 2 is an end elevational view ofa vehicle embodying the invention.

FIG. 3 is a side elevational view of a vehicle embodying the invention and depicted with the vehicle body in a raised position.

FIG. 4 is an end elevational view of a vehicle embodying the invention and depicting the vehicle on an inclined surface.

FIG. 5 is a side elevational view of a vehicle embodying the invention and depicting the vehicle on an inclined surface.

FIGS. 6, 7, 8 and 9 are schematic side elevational views depicting a vehicle embodying the invention travelling over variable contoured surfaces.

FIG. 10 is a broken side elevational view of a vehicle embodying the invention and depicting one wheel in a plurality of positions in dotted lines.

FIG. 11 is a graphic representation of the movement of one of the vehicle wheels and supporting arms therefor.

FIG. 12 is a sectional elevational view taken on line 12-12 of FIG. 1.

FIG. 13 is a broken side elevational view of a vehicle embodying the invention and depicting a modified wheel support structure therefor.

FIG. 14 is a plan view of the wheel support structure embodying the invention.

FIG. 15 is a sectional view ofa pivotal connecting member utilized in the invention.

FIG. 16 is a view taken on line 16-16 of FIG. 15.

FIG. 17 is a schematic view ofa hydraulic circuit which may be utilized in the invention.

Referring to the drawings in detail, reference character 10 generally indicates a vehicle having a load carrier portion or body 12 having a plurality of wheels 14 mounted on one side thereof and a plurality of wheels 16 mounted on the opposite side thereof. As particularly shown in the drawings, three

wheels

14, 14a and 14b are independently mounted in longitudinally spaced relationship along one side of the body 12 and three corresponding wheels 16 are independently mounted on the opposite side of the body 12 in substantially transverse alignment with or oppositely disposed from the

wheels

14, 14a and 14b. However, there is no intention of limiting the number of the wheels to the three on each side as depicted herein.

The body 12 may be of substantially any desired or wellknown construction and as depicted herein comprises a plurality of longitudinally spaced transversely extending channel or I-beam members 17 of a substantially U-shaped configuration as particularly shown in FIG. 12. The entire outer periphery of the channel members 17 is preferably covered by a suitable sheet metal or skin" as is well known, and the interior periphery thereof may also be covered by suitable sheet metal, or the like, if desired, or alternately, a floor plate (not shown) may be secured to the inner surface of the channel members 17. The U-shaped configuration of the channel member 17 provides a substantially U-shaped cross-sectional configuration for the body 12, thus providing a load carrying portion 18 having oppositely disposed outwardly extending

side flanges

20 and 22 extending longitudinally along the upper edge of the sides thereof. A plurality of apertures 24 are provided in the portion of the channel members 17 located in the

side flanges

20 and 22 for a purpose as will be hereinafter set forth. The body 12 is supported by the wheels in such a manner that the load-carrying portion 18 is suspended between the wheels as will be hereinafter set forth.

The

wheels

14, 14a, 14b and 16 are all secured to the body 12 by substantially identical wheel support structures generally indicated at 30. Accordingly, only one of the wheel supports 30 will be set forth in detail herein. In addition, each wheel is independently powered by a suitable motor 31 which is mounted in the axial center of the wheel as is well known. In the present instance it is preferable that the motors 31 be hydraulically actuated, but there is no intention of limiting the invention to the use of hydraulic wheel motors.

The wheel support 30 generally comprises a first arm 32 pivotally secured at one end to the body 12 and at the opposite end to a second arm 34 in a manner as will be hereinafter set forth. The second arm 34 is pivotally connected at the outer end thereof to the motor 31 of the wheel 14, and a third arm 36 is pivotally secured at one end to the body 12 and the opposite end to the second arm 34 in a manner as will be hereinafter set forth. The spatial relationship between the pivot axes of the first and third arms with the second arm and the axis of the wheels is particularly selected in a manner as will be hereinafter set forth whereby the vertical movement of the wheels 14 during travel of the vehicle is through a substantially straight line, thus facilitating maintaining of the vehicle body 12 in a substantially horizontal position at all times, particularly in the longitudinal direction of the vehicle. In addition, a suitable hydraulic cylinder 38 is connected between the

arms

32 and 34 in a manner and for a purpose as will be hereinafter set forth.

The pivot connections between the

arms

32, 34, 36 and the vehicle body 12 provide for independent vertical fluctuations of the

wheels

14 and 16 as the vehicle 10 travels in either a left-hand or right-hand direction as viewed in the drawings. As particularly shown in FIG. 1 and 2, in the lowermost position for the body 12 with respect to the

wheels

14 and 16, the arms 32 of each support 30 extend substantially horizontally, with each wheel support structure 30 being particularly designed and constructed as will be hereinafter set forth for providing clearance for the horizontally disposed arm 32 of the adjacent wheel support. As shown in FIG. 3, the

arms

32 and 34 are substantially fully extended in the uppermost position of the vehicle body 12 with respect to the

wheels

14 and 16.

The body 12 may be raised and lowered with respect to the wheels by varying the angle between the

arms

32 and 34. The angle between the

arms

32 and 34 is determined or established by actuation of the hydraulic cylinder 38. It will be apparent that the larger the angle between the

arms

32 and 34, the greater the height of the body 12 with respect to the wheels. Conversely, the smaller the angle between the

arms

32 and 34, the shorter the height of the body 12 with respect to the wheels 14.

The hydraulic cylinder 38 comprises the usual cylinder housing 40 pivotally secured to the arm 32 at 42 and the usual reciprocal piston 44 pivotally secured to the am 34 at 46. The cylinder 38 is actuated by suitable hydraulic fluid for, reciprocation of the piston arm 44, as is well known. Axially outward movement of the piston arm 44 increases the angle between the

arms

32 and 34 and results in a lowering of the wheel 14 with respect to the vehicle body 12. Axially inward movement of the piston arm 44 decreases the angle between the

arms

32 and 34 and results in raising the wheel 14 with respect to the body 12. A supply or reservoir of hydraulic fluid (not shown) is provided on the vehicle 10 and preferably carried in the body 12 in any well-known manner (not shown) for actuation of the cylinders 38. Suitable fluid lines or conduits (not shown) extend between the hydraulic fluid reservoir and each of the cylinders 38 to provide fluid communication on both sides of the piston, as is well known. The fluid lines are preferably disposed within the

side flanges

20 and 22 throughout the greater portion of the conduit length, and are threaded through the apertures 24 in the channel members 18 as required for reaching the position of the cylinders 38. The lines then extend through apertures (not shown) in the

side flanges

20 and 22 and into connection with the cylinder housing 40 for directing the fluid to and from the piston area.

Referring now to FIGS. 10 and 11, the relationship between the pivot axes of the

arms

32 and 34 and axis of the wheel 14 for achieving a substantially true vertical upward and downward movement of the wheels 14 during travel of the vehicle 10 is particularly shown. The pivot axis 48 between the

arm

36 and 34, and pivot axis 50 between the

arms

32 and 34. and the axis 52 of the wheel 14' lie in a straight line, and since the position of each pivot axis is fixed, this straight line relationship therebetween exists in all positions of the arms and wheel. Thus, the variation of the angle between the

arms

32 and 34 results in the coordinated rotation of

arms

32, 34 and 36 toprovide a substantially true vertical movement of the wheel 14.

By way of example, five differing positions of the wheel support structure 30 are depicted in FIG. 11, with single lines being used for illustration of the

arms

32, 34 and 36, and a circle being used for illustration of the wheel 14. The pivot connection 48 between the

arms

36 and 34 is represented by a square configuration; the pivot connection 50 between the

arms

32 and 34 is represented by a hexagonal configuration; and the pivot axis 52 of the wheel 14 is represented by a circular configuration. The relative positions of the

arms

32, 34 and 36 in the first position are identified by the numeral 1 enclosed in a circle, with the corresponding position of the wheel 14 being shown at the outer extremity of the arm 34. The first position indicated by numeral 1 is illustrative of a position of the wheel 14 in relative close proximity to the vehicle body 12.

A second relative position for the

arms

32, 34 and 36 are identified by the numeral 2 enclosed in a circle. It will be noted that the angle between the

arms

32 and 34 is slightly greater in position (2) than in position (1). A third relative position for the

arms

32, 34 and 36 is identified by the numeral 3 enclosed in a circle; a fourth relative position between the

arms

32, 34 and 36 is identified by the numeral 4 enclosed in a circle; and a fifth relative position between the

arms

32, 34 and 36 is'identified by the numeral 5 enclosed in a circle. It will be notedthat the angle between the

arms

32 and 34 increases progressively with the numbered positions, with the position (5) indicating the greatest angle therebetween. The path of vertical movement of the wheel 14 is indicated by the dashed line V in FIG. 11. Whereas the path V as illustrated herein varies slightly from an exactly straight line, during the operation of the vehicle 10, visual observations of the movement of the wheel 14 indicates a substantially true straight vertical movement therefor since the variation therefrom is so relatively slight.

The position of the vehicle body 12 with respect to the ground level 48, or with respect to the

wheels

14 and 16 may be preselected as desired by operation of a suitable manual switching arrangement 132 (FIG. 17) for selectively applying fluid to the cylinders 38 in such a manner as to determine a zero position therefor. For example, if it is desired to position the body 12 in the lowermost position thereof as shown in FIG. 1, the fluid may be applied to the cylinders 38 for controlling the stroke of the piston 44 in such a manner that the normal position for the arms 32 is substantially horizontal. As the vehicle 10 travels in the normal forward or reverse direction, the

wheels

14 and 16 roll along the surface 48 of the Alternatively, the normal position of the body 12 with respect to the

wheels

14 and 16 may be selected at the uppermost position of the body 12 as shown in FIG. 3. In this instance, the fluid may be supplied to the cylinders 38 in such a manner as to provide a zero position therefor in substantially the greatest angle between the

arms

32 and 34. It will be apparent that the flexibility of movement of the

wheels

14 and 16 in the vertical direction will be more limited in this relative position of the body 12. The optimum operating position for the vehicle body 12 with respect to the

wheels

14 and 16 is considered to be a substantially centrally disposed position of the body 12 between the uppermost and lowermost positions therefor. It will be apparent from an inspection of FIGS. 4 through 9 that substantially any variations of contour of the surface 48 may be encountered by the vehicle 10, with the

wheels

14 and 16 absorbing substantially all of the irregularity thereof without tipping of the vehicle 10.

The

arms

32 and 34 may be of any suitable construction and as shown herein are preferably of a hollow construction for facilitating the directing of hydraulic fluid to the motor 31 for operation thereof. As particularly shown in FIGS. 12 and 14 the arm 32 is of substantially square cross-sectional configuration comprising a first elongated portion having one end secured to a hip joint connector member 56 to provide for the pivotal connection of the arm 32 with the body 12, as will be hereinafter set forth in detail. The arm 32 is curved at 58 to provide an offset portion 60 extending substantially perpendicularly from the elongated portion 54 and in a direction toward the body 12. The offset portion 60 terminates in an elbow or curved section 62 which extends into a second elongated portion 64 substantially parallel to the portion 54, but offset therefrom by the offset section 60. This configuration provides clearance between adjacent pairs of arms 32 as the arms pivot about the respective pivot axes 50 as hereinbefore set forth. The second elongated portion 64 is secured to a knee joint member 66 which provides said pivotal connection of the arm 32 with the arm 34.

The arm 34 is also of a substantially square cross-sectional configuration which tapers toward smaller dimensions as the arm 34 extends from the knee joint 66 to the motor 31. The arm 34 is of an arcuate or varied angular longitudinal configuration to provide a closed passageway between the knee joint 66 and the motor 31 as will be particularly seen inFIG. 12. Thus, a closed passageway is provided from the hip joint member 56 through the arm 32 to the knee joint 66, through the knee joint 66 to the arm 34, and through the arm 34 to the motor 31. Fluid lines extending from a fluid reservoir (not shown) may thus be inserted through the

arms

32 and 34 for directing fluid to the motor 31 in a manner whereby optimum protection is provided for the fluid lines.

The hip joint 56 and knee joint 66 are substantially identical and the hip joint 56 only is set forth in detail herein as particularly shown in FIGS. and 16. The hip joint 56 is secured between a pair of downwardly extending

flanges

68 and 70 provided on the side flanges and 22 of the vehicle body 12. The hip joint 56 comprises a center sleeve 72 having one end thereof suitably journaled in a bearing or recess 74 provided in a first end cap 76 and the opposite end cap thereof suitably journaled in a bearing recess 78 provided in a second end cap 80. The end caps 76 and 80 are oppositely disposed and in substantially axial alignment and are suitably secured to the

flanges

68 and 70, respectively. The end cap 76 is provided with an axially extending inwardly directed sleeve 82 extending through an aperture 84 provided in the flange 68. The end cap 80 is similarly provided with an axially extending inwardly directed sleeve 88 extending through an aperture 88 provided in the flange 70.

An outer sleeve 90 is disposed around the central sleeve 72 and pinned or otherwise secured thereto for rotation simultaneously therewith about a common longitudinal axis. Suitable

oil seal members

92 and 94 are interposed between the end caps 84 and 88 and the sleeve 90 as clearly shown in FIG. 15 to preclude leakage of fluid around the sleeve 90. The arm 32 is secured to the outer periphery on the sleeve in any well-known manner such as by welding or the like, and extends radially outwardly therefrom for a purpose as will be hereinafter set forth.

The end' cap 76 is provided with a centrally disposed axially extending stem 96 which is concentric with the sleeve 82 and having an outer diameter substantially equal to the inner diameter of the central sleeve 72. The stem 98 extends longitudinally through the sleeve 72 substantially throughout the length thereof. A plurality of circumferentially spaced bores 100 are provided in the stem 98 and are each in communication with a respective transversely extending bore 102 provided in the end cap 76. The bores 102 are in communication with a respective suitable fluid passage fitting member 104 which is disposed between the end cap 76 and a block 106 secured to the flange 68 in spaced relationship with end cap 76. The block 106 is provided with a plurality of angled passageways 108 providing communication between the fittings 104 and an aperture 110 provided in the flange 68, thus establishing communication from the exterior of the hip joint 56 to the passageway 100. A fluid hose such as shown at 112 which is disposed within the

respective side flange

20 or 22 of the body 12 extends from an aperture (not shown) provided in the respective side flange and into connection with bore 110 whereby the fluid from the fluid reservoir (not shown) is directed to the aperture 110 for delivery to the bores 100.

Each of the bores 100 is provided with a radially extended passageway 114 providing communication with an adjacent or conterminous annular recess 116 provided on the outer periphery of the stem 98. A plurality of longitudinally spaced apertures 118 are provided in the sidewall of the tube or rotatable sleeve 72 with each aperture 118 being in substantial alignment with a recess 116. A plurality of similarly spaced apertures 120 are provided in the sleeve 90 and are in substantial alignment with the ports 118 of the sleeve 72. A fluid line or conduit 122 is secured in each aperture 120 and the lines 122 extending longitudinally through the sleeve 32 with the opposite end of each line 122 being secured to knee joint 66 in a manner as will be hereinafter set forth. Fluid from the fluid reservoir is directed through the conduit 112 into the bore 110 for discharge through the angle aperture 108, fitting 104 and

passageways

102 and 100. The fluid from the passageways 100 is directed to the respective conduit 122 through the radial joint 114 and corresponding annular groove 116 and respective aligned bores 118 and 120.

It will be apparent that the opposite ends of the circuit 122 may be similarly secured to apertures 110 (not shown) of the knee joint 66 for directing fluid through the knee joint 66 and into similar conduits (not shown) extending through the arm 34 into connection with the motor 31. Thus the fluid lines for the motors 31 are concealed for substantially precluding accidental damage or breakage of the lines which would be detrimental to the operation of vehicle 10.

As hereinbefore set forth, the motors 31 are preferably hydraulic motors and suitable pumping units (not shown) are installed on the vehicle 10 for supplying the fluid to the motors. It is preferable to provide at least two pumping units for this operation, with one pumping unit being utilized for supplying the fluid to the motors 31 of the wheels 14, and the other pumping unit being utilized for supplying fluid to the motors 31 of the wheels 16.

Referring to FIG. 13, a modified wheel support structure 100 is shown wherein each of the wheels may be independently secured to the vehicle body 12 in a manner generally similar to the wheel support 30. The wheel support 100 com prises an arm member 102 generally similar to the arm 34 and having one end pivotally secured at 104 to the wheel 14 in any suitable manner. A pair of substantially

parallel arms

106 and 108 are pivotally secured to the arm 102 in spaced relationship and in proximity of the opposite end thereof. With respect to the pivot connection 104, the

arms

106 and 108 are also pivotally secured at 110 and 112 respectively to an arm at member 114 which in turn is pivotally secured to the body 12 in any well-known manner. A tire rod or arm 115 is pivotally secured at one end to the arm 108 as shown at 116 and at the opposite end is pivotally secured to the body 12 at 118. The linkage connection between the body 12 and wheel 14 provided by the wheel support structure 100 results in an operation for the wheels in a substantially vertical path as the vehicle 12 moves over rough terrain in the manner as hereinbefore set forth.

The wheel support structures 30 and design of the body 12 have been particularly designed and constructed to provide a substantially equal load on all the wheels at all times during operation of the vehicle 10. Of course, it is possible to selectively elevate any of the wheels to a position out of contact with the surface 48, if desired, by actuating the respective cylinder 38 properly for altering the angle between the

arms

32 and 34 as hereinbefore set forth. Thus the vehicle may be of a six-wheel drive type, four-wheel drive type, or whatever desired wheel drive.

In order to steer the vehicle, the supply of fluid to the motors 31 of the wheels on one side of the vehicle, as for example, wheels 16, may be interrupted whereby the wheels 16 will cease to rotate. The continued application of fluid to the motors of the opposite wheels, for example, the wheels 14 will cause the vehicle to turn about the stationary wheels as is well known, thus resulting in the alteration of the course of movement of the vehicle 10.

As the vehicle travels over the surface 48 any time any variation in the contour thereof is encountered by a wheel, the wheel will follow the contour. If the wheel drops into a recess in the surface 48, the body 12 will momentarily drop or tilt simultaneously therewith. However, the hydraulic system will be actuated for restoring an equalized pressure on the wheels and balancing the fluid pressure in any affected cylinders. FIG. 17 schematically represents a hydraulic system such as may be provided for maintaining the body 12 level during operation of the vehicle 10.

For example, assuming that the upper portion of FIG. 17 represents the front of the vehicle 10, the cylinders 38a'and 381) are associated with the left front and middle wheels 14, respectively, and the cylinder 380 is associated with the left rear wheel 14. Similarly, the cylinders 38d and 382 are associated with the right front and center wheels 16 and the cylinder 38f is associated with the right rear wheel 16. A suitable pressure fluid is, directed from a fluid reservoir (not shown) through a suitable conduit or line 130 which is controlled by a suitable valve 132. The line 130 delivers the fluid to a plurality of branch lines such as 136a, 136b, 1360, 136d, 136e, and 136] for distribution to the cylinders 38a through 38f, respectively. The fluid is delivered from the branch lines to the piston head P of the respective cylinder 38 in accordance with the operation of the valve 132 for providing the preselected zero" position for the

wheels

14 and 16, as hereinbefore set forth. Thus, the normal position for each piston head P is established by the fluid volume contained in the heads of cylinders 38a through 38f and is substantially the same relative position for each cylinder 38 when the vehicle 10 is disposed on a substantially level surface.

The rod ends 44 of each cylinder 38 are provided with pressure fluid independently of the piston head P end thereof. It is preferable to provide a common pressure source for the

cylinders

38a, 38b and 38f, and a second common pressure source for the cylinders 38d, 38:: and 38c. This provides an X-type feel across the vehiclebody 12 for the hydraulic system which has proven to be efficient. As shown in FIG. 17, pressure is supplied from a conduit 140 to a suitable valve 142 controlled by a suitable switch (not shown). The valve 142 is in communication with the rod end 44 of the cylinders 38a and 3812 through

lines

146 and 148. The line or conduit 148 also provides communication between the rod ends 44 of the

cylinders

38a and 38b. The valve 142 is in communication with the rod end 44 of the cylinder 38f through the conduitor line 150.

Similarly, the rod ends 44 of the

cylinders

38d, 38a and 38c are provided with a common source of pressure. The pressure is provided through the line 152 to a suitable valve 154 which is controlled by a suitable switch (not shown). The valve 154 is in communication with the rod end of the cylinders 38d and 382 through the lines 158 and l60, and the line 160 provides communication between the piston rod ends 44 of the cylinders 38d and 382. The valve 158 is in communication with the rod end 44 of the cylinder 38c through the conduit or line 162.

The

valves

142 and 154 are preferably substantially identical and may be solenoid-actuated-type valves, but not limited thereto. The switches (not shown) for operating the solenoids are preferably of a pendulum type responsive to changes in level with respect to the horizontal, but not limited thereto.

If the wheel 14 associated with the cylinder 38a drops into a hole or recess in the surface 48, the front left portion of the vehicle body 12 temporarily or momentarily dips or drops and the right rearportion thereof raises simultaneously therewith. This causes the pendulum switch associated with the valve 142 to actuate the valve 142 whereby pressure is vented from the rod end of the cylinder 3811 through the line 146 and simultaneously pressure fluid is directed to the rod end of the cylinder 38f through the line 156. The vvalve 142 remains in this position until the fluid in the cylinder head of the cylinder 38f is moved into the head of the cylinder 38a to reestablish the equalization of weighton the wheels associated with the cylinder heads of the

cylinders

38a and 38f. As this fluid transfer takes places, the cylinder 38a is activated for altering the relative position of the

arms

32, 34 and 36 of the affected wheel, which raises the lower portion and lowers the raised portion of the vehicle body 12 to the level position therefor. As soon as the body 12 is restored to the normal level position, the pendulum switch of the valve 142 deactivates the valve 142 and the balance is maintained in the hydraulic system.

Conversely, if the front left wheel 14 rises to pass over a bump or bulge in the surface 48, the left front portion of the vehicle body momentarily rises which activates the switch associated with the valve 142 for actuating the valve 142 to restore the body 12 to the normal level position.

From the foregoing, it will be apparent that the present invention provides a multiple wheel vehicle for movement over rough terrain which is particularly designed and constructed for maintaining the vehicle body in a stabilized substantially horizontally disposed position regardless of the contour of the terrain. Each wheel is independently mounted on the body in a manner for following the contour of the surface over which the vehicle is travelling for absorbing substantially all shock due to variations of the contour.

Whereas the present invention has been described in particular relation to the drawings attached hereto, it should be understood that other and further modifications, apart from those shown or suggested herein, may be made within the spirit and scope of this invention.

What is claimed is:

1. A multiwheeled vehicle for travel over rough terrain and comprising a body portion, independent wheel support means carried by the body portion for each wheel whereby each wheel is supported independently from all other wheels, independent power means provided for each wheel, each of said wheel support means having means for connection with the respective wheels to provide substantially true vertical movement for each wheel completely independently of the body and other wheels as the wheel rolls over the terrain during travel of the vehicle, said wheel support means maintaining the body portion in a substantially level horizontal position at all times.

2. A multiwheeled vehicle as set forth in claim 1 wherein the wheel support connection means includes a plurality of arm members pivotally connected between the vehicle and respective wheel independently of all other wheels to provide said vertical movement for each wheel and maintain substantially equal weight on all the wheels during travel of the vehicle.

3. A multiwheeled vehicle as set forth in claim 1 wherein each wheel support connection means comprises a plurality of arm members pivotally connected between the vehicle and respective wheel independently of all other wheels, and said pivotal connections of each wheel support including at least three pivot axes disposed in substantial alignment to provide said vertical movement for each wheel.

4. A multiwheeled vehicle as set forth in claim 1 wherein the vehicle is capable of bidirectional movement, and the power means comprises an independent hydraulic motor mounted in each wheel, and said wheel support means includes means for facilitating delivery of hydraulic fluid to the motors for actuation thereof.

5. A multiwheeled vehicle as set forth in claim 1 wherein each wheel support means comprises first, second and third arm members interposed between the body and respective wheel, the first and third arm members being pivotally secured between the body and the second arm, the second arm being pivotally secured between the wheel and the first and third arms, said arms being arranged to cooperate for providing said independent vertical movement of the wheels during travel of the vehicle.

6. A multiwheeled vehicle as set forth in claim 5 wherein the axes of the pivot connections of the first and third arms with the second arm and the axis of the pivot connection of the second arm with the wheel lie in a substantially straight line to provide said independent vertical movement for each wheel.

7. A multiwheeled vehicle as set forth in claim 5 wherein means is connected between the first and second arm members for controlling the angle therebetween.

8. A multiwheeled vehicle as set forth in claim 7 wherein said means connected between the first and second arm member comprises a hydraulic cylinder.

9. A multiwheeled vehicle as set forth in claim 5 wherein the power means comprises an independent hydraulic motor mounted in each wheel, hip joint means providing the pivotal connection for the first arm with the body, and knee joint means providing the pivotal connection between the first and second arms, said hip and knee joint means providing fluid communication through the first and second arms for facilitating delivery of hydraulic fluid to each motor for operation thereof.

10. A multiwheeled vehicle as set forth in claim 9 wherein the hip and knee joint each comprise a centrally disposed stationary body, rotatable sleeve means disposed around the sta' tionary body, said stationary body being provided with passageway means providing communication between the exterior and interior thereof, and said stationary body and rotatable sleeve means being provided with passageway means providing communication between the interior of the stationary body and exterior of the rotatable sleeve means.

11. A multiwheeled vehicle as set forth in claim 5 wherein the arm members of each wheel support means are provided with means permitting overlapping of at least a portion of the arm members of an adjacent wheel support means without interference therebetween during free pivotal movement of the arm members in a vertical plane.

12. A multiwheeled vehicle as set forth in claim 5 wherein at least one arm member of each wheel support means is of an annular configuration permitting overlapping of adjacent wheel support means without interference therebetween during free pivotal movement of the arm members in a vertical plane.

13. A multiwheeled vehicle for travel over rough terrain and comprising a body portion, independent wheel support means carried by the body portion for each wheel whereby each wheel is supported independently from the other wheels, each of said wheel support means having means for connection with the respective wheels for movement of the wheels in a manner for maintaining the body portion substantially horizontally level at all times during travel of the vehicle, independent power means provided for each wheel and cooperating with thewheel support means whereb the vehicle is capable of bidirectional movement, and sat wheel support means dlS- tributing the weight of the vehicle substantially equal to all wheels.

Claims

10. A multiwheeled vehicle as set forth in claim 9 wherein the hip and knee joint each comprise a centrally disposed stationary body, rotatable sleeve means disposed around the stationary body, said stationary body being provided with passageway means providing communication between the exterior and interior thereof, and said stationary body and rotatable sleeve means being provided with passageway means providing communication between the interior of the stationary body and exterior of the rotatable sleeve means.

13. A multiwheeled vehicle for travel over rough terrain and comprising a body portion, independent wheel support means carried by the body portion for each wheel whereby each wheel is supported independently from the other wheels, each of said wheel support means having means for connection with the respective wheels for movement of the wheels in a manner for maintaining the body portion substantially horizontally level at all times during travel of the vehicle, independent power means provided for each wheel and cooperating with the wheel support means whereby the vehicle is capable of bidirectional movement, and said wheel support means distributing the weight of the vehicle substantially equal to all wheels.