A kind of wheel-track dual-purpose friction drive track deviation prevention transmission structure

Abstract

This utility model provides an anti-deviation transmission structure for a dual-purpose wheel-track friction drive track, belonging to the field of engineering vehicle track technology. The anti-deviation transmission structure includes a track plate and a rubber wheel. The track plate is fitted over the rubber wheel, and the track plate and rubber wheel engage in frictional contact. A support shaft is fixedly connected to the inner hub of the rubber wheel, and the support shaft is connected to the vehicle frame. A guide strip with an isosceles trapezoidal structure is fixed on the inner central axis of the track plate. A guide groove is provided on the side wall of the rubber wheel, and the guide strip matches the guide groove. The inner surface of the track plate has a rough pattern, which interlocks with the axial groove on the rubber wheel to increase friction and drive the vehicle. This utility model solves the problem that existing wheel-track structures cannot simultaneously support both independent driving and track-mounted driving, and that tracks are prone to deviation when there are no wheel teeth for positioning.

Description

Technical Field

[0001] This utility model belongs to the field of engineering vehicle track technology, specifically, it relates to an anti-deviation transmission structure for a dual-purpose wheel-track friction drive track. Background Technology

[0002] Current traditional wheel-track structures primarily rely on the meshing of wheel teeth and track teeth for transmission. While this design ensures a certain level of traction and stability, it also exposes several problems. In many situations, the stability and traction of wheel-track structures are crucial for the operation of construction machinery, especially in complex terrain, where they provide strong grip and adaptability. However, this design also has some obvious drawbacks, particularly given the increasing demands for high efficiency, low energy consumption, and more flexible operation in modern construction machinery. First, this structure requires high wheel rigidity, making it unsuitable for independent wheel movement and limiting maneuverability. Second, this design hinders lightweighting, failing to meet the demands of modern construction machinery for weight reduction, improved fuel efficiency, and enhanced performance. Furthermore, during the meshing of wheel teeth and track teeth, flanges are typically added to the wheel to limit deviation, but the presence of these flanges further affects the wheel's ability to move independently, limiting the overall freedom of movement. As society's demands for efficiency, flexibility, and environmental friendliness in machinery increase, existing wheel-track structures are increasingly incompatible with future development needs. There is an urgent need to find new design solutions to improve motion performance and achieve a lighter and more efficient structure. Utility Model Content

[0003] In view of this, the present invention provides a transmission structure for preventing deviation of a friction drive track that can be used for both wheel and track, which can solve the problem that the tires of the existing wheel and track structures cannot simultaneously provide independent driving and track driving, and that the track will deviate when there is no wheel tooth positioning.

[0004] This utility model is implemented as follows:

[0005] This utility model provides an anti-deviation transmission structure for a friction-driven track that can be used for both wheel and track applications. It includes a track plate and a rubber wheel. The track plate is fitted over the rubber wheel, and the track plate and rubber wheel engage in frictional contact. A support shaft is fixedly connected to the inner hub of the rubber wheel, and the support shaft is connected to the vehicle frame. A guide strip with an isosceles trapezoidal structure is fixed on the inner centerline of the track plate. An axial groove is provided on the side wall of the rubber wheel, and the guide strip is adapted to the guide groove. The inner surface of the track plate has a rough pattern, which presses against and interlocks with the axial groove on the rubber wheel to increase friction and drive the vehicle.

[0006] The technical advantages of the anti-deviation transmission structure for a dual-purpose wheel-track friction drive track provided by this utility model are as follows:

[0007] 1. By transmitting power through friction instead of the traditional gear meshing method, the use of rigid wheels is avoided, making the wheel-track structure more effective in lightweight design. At the same time, the rubber wheels can be used independently, increasing its flexibility and adaptability, making it suitable for use in different terrains or mission requirements. Power is transmitted through the friction between the track plates and the rubber wheels, solving the problems of traditional structures being unsuitable for lightweight design and wheels being unable to move independently.

[0008] 2. By incorporating guide grooves and guide bars, the complex edge design is reduced, improving the stability and reliability of the transmission structure. This avoids the heavy and complex steel plate guide tooth schemes of traditional designs, and the structure is significantly simpler while still meeting the anti-deviation function.

[0009] 3. The spiral heat dissipation hole design inside the wheel hub can effectively improve heat dissipation performance. At the same time, the through holes designed on the rubber wheel reduce the weight of the rubber wheel and also provide a certain shock absorption effect, thereby optimizing the overall vehicle performance.

[0010] 4. The rough texture and alternating wavy and straight patterns on the inner surface of the track plates enhance friction and improve power transmission efficiency, making them particularly suitable for harsh environmental conditions and ensuring the reliable operation of the wheel-track dual-purpose structure.

[0011] Based on the above technical solution, the anti-deviation transmission structure of the dual-purpose wheel-track friction drive track of this utility model can be further improved as follows:

[0012] The rubber wheel has multiple axial grooves evenly distributed on its sidewall. The axial grooves are semi-cylindrical in shape, and the angle between the axial grooves and the guide grooves is a right angle. The axial grooves are located on both sides of the guide grooves.

[0013] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the design of multiple axial grooves ensures the stability of the wheels and tracks during transmission and avoids the gear meshing problem of the traditional structure.

[0014] Furthermore, the rubber wheel is evenly provided with multiple through holes, which penetrate the rubber wheel and are parallel to the support shaft.

[0015] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the through-hole design further optimizes the structure of the rubber wheel and improves its performance. The through-hole design further reduces the weight of the rubber wheel while ensuring parallelism with the drive shaft, thus ensuring efficient power transmission.

[0016] Furthermore, the depth of the guide groove is greater than the depth of the axial groove.

[0017] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the depth of the guide groove is greater than the depth of the axial groove, which can enhance the effect of deviation restriction, further improve the stability of the system, and avoid the possibility of track deviation.

[0018] Furthermore, the bottom edge of the guide strip is 22mm long and 14mm high, and the track plate is 5mm thick.

[0019] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the guide bar's precise dimensional design provides a very effective means of limiting deviation. Its specific design of the bottom edge and height ensures track stability during operation, preventing track deviation.

[0020] Furthermore, the inner surface of the track plates is provided with alternating wavy and straight rough patterns to enhance friction.

[0021] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the rough texture on the inner surface of the track plates enhances friction, allowing for more efficient transmission of driving force. This design further improves the system's working efficiency, especially under various road conditions, ensuring the reliability of power transmission.

[0022] Furthermore, the rubber wheel is wrapped around the outside of the hub, and the inside of the hub is equipped with multiple spiral heat dissipation holes to improve the heat dissipation performance of the hub while reducing the overall weight of the rubber wheel.

[0023] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the spiral heat dissipation holes on the wheel hub not only optimize heat dissipation but also reduce unnecessary material usage, further reducing the overall structural weight. This helps improve the performance of the wheel track system, reduce energy consumption, and increase service life.

[0024] Furthermore, the heat dissipation holes are located inside the through holes, and the area of ​​the heat dissipation holes accounts for 15% of the surface area of ​​the wheel hub.

[0025] Furthermore, the connection between the axial groove and the guide groove is reinforced with ribs to further improve reliability.

[0026] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the reliability of the connection between the guide groove and the axial groove is improved by the reinforcing rib design, which ensures the overall stability and durability of the system, and enables it to operate continuously, especially under harsh conditions.

[0027] Furthermore, the inner circumference of the track plate is 2858mm.

[0028] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the precise design of the inner circumference of the track plate ensures a perfect fit between the track and the rubber wheel, guaranteeing the stability of the structure and the smoothness of operation.

[0029] Compared with the prior art, the beneficial effects of the anti-deviation transmission structure for a dual-purpose wheel-track friction drive track provided by this utility model are:

[0030] 1. By transmitting power through friction instead of the traditional gear meshing method, the use of rigid wheels is avoided, making the wheel-track structure more effective in lightweight design. At the same time, the rubber wheels can be used independently, increasing its flexibility and adaptability, making it suitable for use in different terrains or mission requirements. Power is transmitted through the friction between the track plates and the rubber wheels, solving the problems of traditional structures being unsuitable for lightweight design and wheels being unable to move independently.

[0031] 2. By incorporating guide grooves and guide bars, the complex edge design is reduced, improving the stability and reliability of the transmission structure. This avoids the heavy and complex steel plate guide tooth schemes of traditional designs, and the structure is significantly simpler while still meeting the anti-deviation function.

[0032] 3. The spiral heat dissipation hole design inside the wheel hub can effectively improve heat dissipation performance. At the same time, the through holes designed on the rubber wheel reduce the weight of the rubber wheel and also provide a certain shock absorption effect, thereby optimizing the overall vehicle performance.

[0033] 4. The rough texture and alternating wavy and straight patterns on the inner surface of the track plates enhance friction and improve power transmission efficiency, making them particularly suitable for harsh environmental conditions and ensuring the reliable operation of the wheel-track dual-purpose structure. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A front view of a transmission structure for preventing deviation of a friction-driven track used in both wheel and track applications;

[0036] Figure 2 A schematic diagram of a transmission structure for preventing deviation of a friction-driven track used in both wheel and track applications;

[0037] Figure 3 A schematic diagram of a rubber wheel for an anti-deviation transmission structure of a friction drive track for dual-purpose wheel and track applications;

[0038] Figure 4 A side view of a rubber wheel in a friction drive transmission structure for dual-purpose wheel and track tracks to prevent deviation.

[0039] The attached diagram lists the components represented by each number as follows:

[0040] 10. Track plate; 11. Guide strip; 20. Rubber wheel; 30. Guide groove; 40. Axial groove; 50. Support shaft; 60. Through hole; 70. Heat dissipation hole. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.

[0042] like Figure 1-4 The diagram shows an embodiment of an anti-deviation transmission structure for a dual-purpose friction-driven track provided by this utility model. In this embodiment, it includes a track plate 10 and a rubber wheel 20. The track plate 10 is sleeved on the outside of the rubber wheel 20, and the track plate 10 and the rubber wheel 20 are in frictional engagement with each other. A support shaft 50 is fixedly connected to the inner hub of the rubber wheel 20, and the support shaft 50 is connected to the vehicle frame. A guide strip 11 is fixed on the inner central axis of the track plate 10. The guide strip 11 has an isosceles trapezoidal structure. An axial groove 40 is provided on the side wall of the rubber wheel 20. The guide strip 11 is adapted to the guide groove 30. The inner surface of the track plate 10 is provided with a rough pattern. The rough pattern and the axial groove 40 on the rubber wheel 20 are pressed and interlocked to increase the friction force and drive the vehicle to move.

[0043] The chassis structure is referenced in Chinese patent publication number CN110450871B: Tracked Chassis and Engineering Vehicle.

[0044] In the above technical solution, multiple axial grooves 40 are evenly distributed on the side wall of the rubber wheel 20. The axial grooves 40 are semi-cylindrical structures, and the included angle between the axial grooves 40 and the guide grooves 30 is a right angle. The axial grooves 40 are located on both sides of the guide grooves 30.

[0045] Furthermore, in the above technical solution, a plurality of through holes 60 are evenly provided on the rubber wheel 20, the through holes 60 penetrate the rubber wheel 20, and the through holes 60 are parallel to the support shaft 50.

[0046] Furthermore, in the above technical solution, the depth of the guide groove 30 is greater than the depth of the axial groove 40.

[0047] Furthermore, in the above technical solution, the length of the bottom edge of the guide strip 11 is 22mm, the height is 14mm, and the thickness of the track plate 10 is 5mm.

[0048] Furthermore, in the above technical solution, the inner surface of the track plate 10 is provided with alternating wavy and straight rough patterns to enhance friction.

[0049] Furthermore, in the above technical solution, the interior of the wheel hub is provided with multiple spiral heat dissipation holes 70, which are used to improve the heat dissipation performance of the wheel hub while reducing the overall weight of the rubber wheel 20.

[0050] Furthermore, in the above technical solution, the heat dissipation hole 70 is located inside the through hole 60, and the area of ​​the heat dissipation hole 70 accounts for 15% of the surface area of ​​the wheel hub.

[0051] Furthermore, in the above technical solution, the connection between the axial groove 40 and the guide groove 30 is provided with reinforcing ribs to further improve reliability.

[0052] Furthermore, in the above technical solution, the inner circumference of the track plate 10 is 2858mm.

[0053] Traditional wheel and track drive force transmission typically relies on the meshing of wheel teeth and track teeth. This structure requires high wheel rigidity and is unsuitable for independent wheel movement. To overcome this problem, this technical solution transmits drive force through axial grooves on the wheel surface and rough patterns on the inner surface of the track. In traditional track designs, the wheel and track teeth are restricted by adding flanges. However, flange restriction is suitable for the track's fixed structure, not for independent wheel movement, and easily adds extra weight. To improve the stability of independent movement, this solution designs guide grooves on the sidewalls of the rubber wheel and guide strips on the inner surface of the track, effectively limiting track deviation and ensuring track stability during movement. The design of the guide grooves and guide strips, by forming a fitting structure between the rubber wheel and the track, ensures that the track does not deviate when driven by the wheel, thus improving the track's operational stability.

[0054] The axial grooves and the inner surfaces of the track shoes generate friction through a rough pattern, transmitting power. When the rubber wheel rotates, it effectively transmits power to the track shoes, causing them to rotate along with the wheel. As the wheel rotates, the guide grooves, in conjunction with guide strips on the inner surface of the track, limit track deviation. When the track is subjected to external forces, the cooperation of the guide strips and guide grooves smoothly guides the track, preventing it from deviating from its track due to inertia or external forces. When operating in special terrain, the track shoes can be removed, allowing the rubber wheel to directly contact the ground.

[0055] Specifically, the principle of this invention is as follows: Traditional wheel and track drive force transmission typically relies on the meshing of wheel teeth and track teeth. This structure requires high wheel rigidity and is unsuitable for independent wheel movement. To overcome this problem, this technical solution transmits drive force through axial grooves on the wheel surface and rough patterns on the inner surface of the track. In traditional track designs, the wheel and track teeth are restricted by adding flanges. However, flange restriction is suitable for the track's fixed structure, not for independent wheel movement, and easily adds extra weight. To improve the stability of independent movement, this solution designs guide grooves on the sidewalls of the rubber wheel and guide strips on the inner surface of the track, effectively limiting track deviation and ensuring track stability during movement. The design of the guide grooves and guide strips, by forming a fitting structure between the rubber wheel and the track, ensures that the track does not deviate when driven by the wheel, thus improving the track's operational stability.

[0056] The axial grooves and the inner surfaces of the track shoes generate friction through a rough pattern, transmitting power. When the rubber wheel rotates, it effectively transmits power to the track shoes, causing them to rotate along with the wheel. As the wheel rotates, the guide grooves, in conjunction with guide strips on the inner surface of the track, limit track deviation. When the track is subjected to external forces, the cooperation of the guide strips and guide grooves smoothly guides the track, preventing it from deviating from its track due to inertia or external forces. When operating in special terrain, the track shoes can be removed, allowing the rubber wheel to directly contact the ground.

[0057] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A transmission structure for preventing deviation of a friction-driven track used in both wheel and track applications, characterized in that, The vehicle includes track plates (10) and rubber wheels (20). The track plates (10) are fitted on the outside of the rubber wheels (20). The track plates (10) and the rubber wheels (20) are in frictional contact with each other. A support shaft (50) is fixedly connected to the inner hub of the rubber wheels (20). The support shaft (50) is connected to the vehicle frame. A guide strip (11) is fixed on the inner center axis of the track plates (10). The guide strip (11) is an isosceles trapezoidal structure. A guide groove (30) is provided on the side wall of the rubber wheels (20). The guide strip (11) is adapted to the guide groove (30). The inner surface of the track plates (10) is provided with a rough pattern. The rough pattern is pressed and interlocked with the axial groove (40) on the rubber wheels (20) to increase the friction force and drive the vehicle to move.

2. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 1, characterized in that, Multiple axial grooves (40) are evenly distributed on the side wall of the rubber wheel (20). The axial grooves (40) are semi-cylindrical structures. The angle between the axial grooves (40) and the guide grooves (30) is a right angle. The axial grooves (40) are located on both sides of the guide grooves (30).

3. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 2, characterized in that, Multiple through holes (60) are evenly arranged on the rubber wheel (20). The through holes (60) penetrate the rubber wheel (20) and are parallel to the support shaft (50).

4. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 3, characterized in that, The depth of the guide groove (30) is greater than the depth of the axial groove (40).

5. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 4, characterized in that, The bottom edge of the guide strip (11) has a length of 22mm and a height of 14mm, and the track plate (10) has a thickness of 5mm.

6. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 5, characterized in that, The inner surface of the track plate (10) is provided with alternating wavy and straight rough patterns to enhance friction.

7. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 6, characterized in that, The rubber wheel (20) is wrapped around the outside of the hub, and the inside of the hub is provided with multiple spiral heat dissipation holes (70) to improve the heat dissipation performance of the hub while reducing the overall weight of the rubber wheel (20).

8. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 7, characterized in that, The heat dissipation hole (70) is located inside the through hole (60), and the area of ​​the heat dissipation hole (70) accounts for 15% of the surface area of ​​the wheel hub.

9. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 8, characterized in that, The connection between the axial groove (40) and the guide groove (30) is provided with reinforcing ribs to further improve reliability.

10. The anti-deviation transmission structure for a dual-purpose wheel-track friction drive track according to claim 9, characterized in that, The inner circumference of the track plate (10) is 2858mm.

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