Crawler

• A crawler tractor or tracked vehicle is an equipment used

for construction in which track is being used to replace
the wheels. The tractor can apply force on the ground it
is the track who is responsible for spreading tractor
weight over a large area. The usability of tractor can be
maximized by putting some attachments to the vehicle
• The tractor becomes bulldozer when blade is put in front
of the vehicle
• It becomes crawler loader when a load attachment is
connected to it.

Track makes the difference

Advantages of tracked over tyred vehicle

Tracks have better flotation.

All that surface contact means less pressure on the ground. Tracks’ big surface
area “floats” on top of mud, sand, snow and other difficult surfaces, while wheels
sink in and spin, digging themselves into a hole
 Track vehicles turn 360° in HALF
the space
Because you can rotate the tracks in opposite
directions at the same time, Crawlers turn in their own
length, A comparably-powered tractor requires more
than twice the space to turn around!

Slope Stability!
steel track crawler’s tracks
and undercarriage provide a heavy anchor
down low. Wheeled vehicles carry their weight
up high on tires, which are essentially bag of air.
The crawlers lower center of gravity lets
you get the job done safely on slope conditions
far too dangerous for most wheeled vehicles
 Tracks are BULLETPROOF!Rubber

Tires are easily cut, bruised, punctured, and go flat in storage. Even rubber
tracks take a beating in sharp rocks and debris. ALL- STEEL TRACKS are 100%
blow-out proof. They're impervious (not able to penetrate) to just about anything:
sharp rocks, glass , scrap steel, nails, hot materials, weight...even TIME! So it
can clear brush or worksite with no worries of unseen objects damaging tires
Under carriage or track mechanism comprises
of
1.Track frame
2.Front idler
3.Track roller
4.Support roller
5.Driving sprocket and chain
6.Suspension
Under carriage
TRACK FRAME 
The track frame, as the name implies, serves as a framework and support for the track
assembly, rollers, front idler, recoil spring, and adjusting mechanism.
There are two track frames one for each track. The track is an endless belt of steel
articulated components moving around the track frame
 Front idler
• Front idler is forked in adjusting bolt and is fitted
in a heavy duty spring
– The bolt is used for adjusting the chain tension
• Sliding type
• Crank type
Recoil Spring 
The recoil spring is a large coil spring placed in the track frame in a way that
enables the spring to absorb shock from the front idler. The spring is compressed
before installation and held in place by stops or spacers. The track adjusting
mechanism, by pressing against the spring stop, maintains the desired tension on
the track assembly by holding the idler and yoke in a FORWARD position. The
operation of the recoil springs depends on the amount of tension on the track.
tractors have manual adjustments, whereas newer tractors are adjusted
hydraulically with a grease gun. Grease is pumped into the yoke cylinder and
extends it until enough tension is placed on the recoil spring to remove the slack
from the track. Tension is released by loosening the vent screw located next to the
adjustment fitting.
Track Frame Rollers 
Two types of track frame rollers are used on tracked equipment- those
located on the lower portion of the track frame which supports the weight of
the tractor, and those above the track frame which supports the track
assembly, as it passes over the track frame.
.
Track rollers are double-and single-flanged rollers that supports the weight
of the tractor, ensures that the track chain is aligned with the track frame at
it passes under the rollers, and prevents side to side track movement and
derailment. In a normal arrangement, a double-flanged roller is directly in
front of the drive sprocket, followed by a single-flanged roller. The rollers
alternate forward to the front idler.
 Track rollers in position in the track
frame.
 Track carrier rollers

Carrier rollers are single-flanged rollers mounted on brackets, which extend above
the track frame and supports the track assembly. Two of these rollers are on each
side of the tractor. The flange extends upward between the links of the track
chain. keeping the chain in alignment between the drive sprocket and the front
idler
Driving sprocket
Track Shoes 
The most common track shoe is the grouser (protrusion on the surface of a wheel or
continuous track segment) shoe shown in figure This shoe is standard on all crawler-
mounted dozers. The extreme service track shoe is equipped on crawler-mounted
dozers that operate primarily in rocky locations, such as rock quarries and coral
beaches. Notice the grouser, or raised portion of the shoe, is heavier than the standard
grouser shoe.
Another shoe common to track-mounted front-end loaders is the multipurpose shoe. This
shoe has three grousers that extend a short distance above the shoe and are equally
spaced across its face. The multi-purpose shoe allows more maneuverability with less
wear on the track and track frame components.
NOTE 
The grouser absorbs most of the wear and its condition indicates when the track needs
replacement or overhaul.
TRACK ASSEMBLY 
The track assembly consists of a continuous chain surrounding the track frame
and drive sprocket. The links of the chain provide a flat surface for the track
rollers to pass over, as they support the equipment. Track shoes are bolted to the
outside links of the chain and distribute the weight of the equipment over a large
surface area.
.

Track Chain 
Figure shows a cutaway view of a section of track
chain, showing the internal arrangement of the pins
and bushings. As the tractor operates, the drive
sprocket teeth contact the track pin bushings and
propel the tractor along the track assembly
 Track life
• It depends upon the following factors
– Soil condition
• The track components used in sand, rough terrains wear out
much faster than tractor used in other fields
– Operational habits
• Rough driving
–Roller life gets shortened
–Bearings gets damage
–Spinning track- heavy load beyond the pulling capacity
» Tremendous load undercarriage parts
» Thus wears the same prematurely
 MAINTENANCE OF TRACK AND TRACK FRAME ASSEMBLIES
This maintenance consists of track adjustment, lubrication based on hours as required
by the manufacturer, and inspection of the track and track frame components.
Track Adjustment 
If the tracks are adjusted too tightly, there will be too much friction between the pins and
bushings when the track links swivel. as they travel around the sprocket and front idler.
This friction causes the pins, bushings, links, sprocket, and idler to wear rapidly. Friction
in a tight track also robs the tractor of needed horsepower.
Tracks that are too loose fail to stay aligned and tend to come off when the tractor is
turned. As a result, the idler flanges, roller flanges, and the sides of the sprocket teeth
wear down. A loose track will whip at high tractor ground speed, damaging the carrier
rollers and their supports. If loose enough, the drive sprockets will jump teeth (slide over
track bushings) when the tractor moves in reverse. Should this happen, the sprocket and
bushings will wear rapidly.
One method for determining proper track tension is placing a straightedge over the front
carrier roller and idler with all the slack removed from the rest of the track. Using a ruler.
measure from the top of the track shoe to the bottom edge of the straightedge. For the
correct measurement, refer to the manufacturer's manual.
TRACK REMOVAL - Steps for the removal of the track are as follows:
1. RELEASE TRACK TENSION. Either by manually backing off the
track adjuster or loosening the vent screw on the hydraulic track
adjuster.
2. REMOVE THE MASTER PIN. The master pin can be identified by a
locking device or hole drilled in its end that distinguishes it from the
other pins in the chain. Move the tractor backward slowly or, on
some models, forward to bring the master pin just below the level of
the drawbar. Place a block under the grouser on a shoe that allows
the master pin to be centered on the front idler. With the master pin
centered on the front idler, remove any locking device. If the master
pin had a locking device, the pin can be removed by using a
sledgehammer and a soft metal driftpin. Should the pin be drilled, a
portable press must be used to remove the pin. Do not lose the
bushings, which may drop out with the pin.
3. REMOVE THE TRACK FROM THE CARRIER ROLLERS AND
IDLER. Slowly move the tractor forward or backward away from the
loose ends of the track. Make sure no one is in the way of the tractor
or the loose end of the track when it falls off the sprocket or front
idler.
4. MOVE THE TRACTOR OFF THE TRACK. Place a plank at the rear
of the track. The plank should be about the same thickness as the
track, yet narrow enough to fit between the track frame and guards,
and long enough so that the entire tractor can rest on the plank.
Removing tracks
 REPLACING TRACKS
To replace the tracks, back the tractor off the plank and onto the
new tracks so the drive sprocket properly meshes with the track
rail. Continue backing until the tractor is just ahead of the rear end
of the track. Then place a bar in the track (fig. 6-30), and help the
track climb over the sprocket, carrier rollers, and idler as the tractor
is driven forward. When the track comes together, install the
master pin and any locking device. Once the track is together,
adjust the track tension using the manufacturer's recommended
procedures.
 Steering system of crawler
A crawler tractor has an engine-driven transmission for supplying motive power to the left and right
crawler tracks through spring-applied fluid-released left and right steering clutches and also has
spring-applied fluid-released track brakes. A hydraulic steering clutch and brake control system is
provided and includes left and right manually operable steering levers for the clutches and a single
foot-operated brake pedal. The control system further includes a single pump for supplying
hydraulic fluid to the steering clutches and to the brake actuators for the brakes. A steering valve,
having a flow divider therein, receives fluid from the pump and is responsive to actuation of the
steering levers to supply fluid to release the steering clutches. The steering valve also continually
directs fluid to a pilot operated shuttle valve which is responsive to operation of the steering
clutches to direct operating fluid to the brake actuators to effect brake release for that track whose
clutch is engaged. A combined pressure relief valve, brake valve and brake inhibitor valve is
provided and operates in response to the brake pedal and is also responsive to fluid pressure in the
tractor transmission. The control system operates so that actuation of either steering lever from
neutral effects fluid release of its associated steering clutch, whereupon depression of the single
brake pedal will then operate the combined valve to effect spring application of the brake for that
track whose clutch is released. If both steering levers are in neutral and transmission fluid pressure
drops below a predetermined value, as during reverse shifting to change direction of tractor travel,
the combined valve effects automatic spring-application of both brakes, without loss of fluid
pressure necessary for control of the steering clutches
Suspension
• In days gone by, air suspension was limited to expensive logistics
trucks - heavy goods vehicles that needed to be able to maintain a
level ride no matter what the road condition. Nowadays, you can
retrofit air suspension to just about any vehicle you like from a Range
Rover to a Ferrari. Air suspension replaces the springs in your car
with either an air bag or an air strut made of high-tensile super flexible
polyurethane rubber. Each air bag or strut is connected to a valve to
control the amount of air allowed into it. The valves are in turn
connected to an air compressor and a small compressed air reservoir.
By opening and closing the four valves, the amount of air sent to each
unit can be varied. By letting the same amount of air out of all the
units, reducing the pressure in the bags, your car gets lowered, whilst
increasing the air pressure by the same amount in each unit results in
your car lifting higher off the ground. The rubber bags filled with air
provide the springing action that used to be the realm of metal
springs, and you have the option to maintain the factory (or
aftermarket) shock absorbers for - well - absorbing shocks.
 Why air suspension?
• Simple : ride quality. A well set up air suspension system can
surpass metal spring suspension in just about any situation. If you
want a luxurious, smooth, supple ride that will iron out the deepest
of ruts and crevasses in the road, air suspension is what you're
looking for. It's why logistics firms have used it in their trucks since
the year dot - air suspension transmits much less road vibration into
the vehicle chassis. There are literally hundreds of combinations
and permutations of air bags and struts that can be adapted to fit
just about any vehicle and the big hitter in the aftermarket segment
at the moment is Air Ride Technologies if you're in America. In
England, Rayvern Hydraulics have a similarly complete range of
aftermarket solutions. One point to note: for some reason the
imperial fittings used on some American systems are all but
impossible to get hold of in the UK, so if you're in England and
looking for air suspension, Rayvern would be a good choice, or BSS
or GAS in Germany.
In factory fit systems, almost any sports sedan that has variable ride
height (like a lot of the current crop of Audis) is using air suspension
to accomplish this.
Air suspension
• Main parts of air suspension system comprises
of compressor , supplying air to air tank
• Pressure to be maintained in air suspension
system is around 5.6 to 7 kg/sq.m
• Air bags would be present on each wheel
• As load applied , air bags compressed actuating
the leveling valve
• Air from the tank fills the compressed air bag &
hence raise the level of the frame.
• Air from air bag gets released as load on chassis
decreases 
Air suspension is a type of vehicle suspension powered by an engine driven or electric
air pump or compressor. This pump pressurizes the air, using compressed air as a
spring. Air suspension replaces conventional steel springs. If the engine is left off for an
extended period, the car will settle to the ground. The purpose of air suspension is to
provide a smooth ride quality and in some cases self-leveling
While not using high pressure mineral oil, the system aims to achieve a result similar to
the hydro pneumatic suspension arrangement introduced in 1954 by Citroen
WORKING:
A suspension system that is a combination of hydraulic fluid and air has been developed
in which the elastic medium is a sealed-in, fixed mass of air, and no air compressor is
required.
The hydraulic portion of each spring is a cylinder mounted on the body sill and
fitted with a plunger that is pivot-ally attached to the wheel linkage to form a
hydraulic strut. Each spring cylinder has a spherical air chamber attached to its
outer end. The sphere is divided into two chambers by a flexible diaphragm,
the upper occupied by air and the lower by hydraulic fluid that is in
communication with the hydraulic cylinder through a two-way restrictor valve.
This valve limits the rate of movement of the plunger in the cylinder, since
fluid must be pushed into the sphere when the body descends and returned
when it rises. This damping action thus controls the motion of the wheel with
respect to the sprung portion of the vehicle supported by the spring. They are
also called as pneumatic suspensions.
FUNCTIONS OF AIR SUSPENSION SYSTEM:
The suspension system has two basic functions, to keep the car’s wheels in
firm contact with the road and to provide a comfortable ride for the passengers.
A lot of the system’s work is done by the springs. Under normal conditions,
the springs support the body of the car evenly by compressing and rebounding
with every up-and-down movement. This up-and-down movement, however,
causes bouncing and swaying after each bump and is very uncomfortable to the
passenger. These undesirable effects are reduced by the shock absorbers.
 ADVANTAGES:
• These maintain a constant frequency of vibration
whether the vehicle is laden or unladen
• Constant frame height is maintained
• It helps to reduce the load while the vehicle in motion
i.e. the dynamic loading as the spring rate variation
between laden and unladen weight is much less
• It gives smooth and comfort ride of the vehicle
• The stiffness of the system increases with the
increase of the deflection.
 AIR SUSPENSION PROBLEMS:
• Air bag or air strut failure is usually caused by wet rot,
due to old age, or moisture within the air system that
damages it from the inside. Air ride suspension parts
may fail because rubber dries out. Punctures to the air
bag may be caused from debris on the road. With
custom applications, improper installation may cause the
air bags to rub against the vehicle’s frame or other
surrounding parts, damaging it. The over extension of an
air spring which is not sufficiently constrained by other
suspension components such as a shock absorber may
also lead to the premature failure of an air spring through
the tearing of the flexible layers.
• Air line failure is a failure of the tubing which connects
the air bags or struts to the rest of the air system, and is
typically DOT-approved nylon air brake line. This usually
occurs when the air lines, which must be routed to the air
bags through the chassis of the vehicle, rub against a
sharp edge of a chassis member or a moving
suspension component, causing a hole to be formed.
This mode of failure will typically take some time to occur
after the initial installation of the system as the integrity
of a section of air line is compromised to the point of
failure due to the rubbing and resultant abrasion of the
material. An air line failure may also occur if a piece of
road debris hits an air line and punctures or tears it
• Compressor failure is primarily due to
leaking air springs or air struts. The
compressor will burn out trying to maintain
the correct air pressure in a leaking air
system. Compressor burnout may also be
caused by moisture from within the air
system coming into contact with its
electronic parts.
• In Dryer failure the dryer, which functions
to remove moisture from the air system,
eventually becomes saturated and unable
to perform that function. This causes
moisture to build up in the system and can
result in damaged air springs and/or a
burned out compressor
 Rubber Suspension

• Steel springs provide a solid and reliable

cushion for vehicle suspension but steel is heavy
and requires maintenance because of wear and
rust.  Rubber however, if it could be produced
with sufficient strength and durability, could
perform the same function and it was used for
minor parts of steel suspension systems from
the late 19th century.  Then, in the 1950s, some
EMU trains were equipped with rubber packs
replacing the steel in both primary and
secondary suspension positions.
Rubber suspension
 Rubber suspension
• Heavy-duty, hollow rubber springs sit above the axle and help stabilize and
level while providing a more comfortable ride by absorbing road shock and
improving roll stability.
• Features:
• Improves suspension, handling and safety
• Heavy-duty model is always providing support
• Provides additional support as needed so you always have a smooth,
comfortable ride
– Allows the leaf spring ample movement while cushioning light loads
– Becomes more rigid as more weight is added
• Increases stability - providing great performance while hauling heavy loads
• Reduces sag
• Works independently - side-to-side
– Helps compensate for off-center loads
– Reduces body roll when swerving and turning corners
• Acts as shock absorbers, taking the brunt of bumps and rough roads
– Extends the life of your suspension
• Suspension Enhancement Systems are
designed to work progressively. When the
hollow rubber springs are compressed, the
convoluted design causes them to quickly
collapse along the folds. Once the folds are
compacted, the stacked barrel shape provides
increased resistance, stiffening the suspension
and keeping the
• Each hollow rubber spring works
independently to support the driver's or
passenger's side of the Ford F-650 and F-750.
This is helpful when you swerve or make
sharp turns. Each spring is activated when it is
needed, so body roll is greatly reduced. The
independent action also works well when
hauling off-center loads.
• Because the handles better with the
springs, less turbulence will be passed
along to the trailer helping to keep the
trailer in line. Your driving comfort is
further enhanced if the trailer does begin
to sway (from a gust of wind or passing of
a semi) because the movement from the
trailer is not transferred to the vehicle
This also works to make the sway
subside quicker.
• Another great feature of the rubber
construction is that the springs absorb
most of the road shock, creating a
smoother, more stable ride overall. Wear
and tear on the factory suspension is also
lessened as the rubber springs work to
prevent bottoming out on rough roads.
• The axlebox is specially shaped, as shown here,
to allow the fitting of rubber packs at an angle
which will allow the forces to be transmitted to
the bogie frame.  In some designs used by the
London Underground for many years, a cast
steel yoke was provided to carry the axlebox and
rubber chevrons which formed the suspension
packs.  The yoke was adjustable (not shown)
relative to the bogie frame to permit some
variation in its position to compensate for 
• Bolster suspensions were also redesigned at this time to allow
rubber to be used instead of steel.  Angled rubber packs, shaped
like chevrons like the axlebox suspension, replaced the traditional
steel springs and were quite successful until they were superseded
in later designs by air springs.

• Although successful in lighter applications, rubber suspensions can

require careful design to be an effective and reliable alternative to
steel because sometimes strange effects on other parts of a train
can appear.  One well documented case, in London Underground,
describes how the performance of traction motor brushes
deteriorated when rubber suspension was introduced in the early
1960s.  Extensive trials were needed before the cause and the cure,
a modified form of motor brush tension spring, was finally
discovered.