Chain gear driven airless suspension wheel and vehicle

Abstract

The application discloses a chain gear transmission type air-free damping wheel and vehicle, relates to the technical field of large engineering operation vehicle hubs, and solves the problems of poor damping effect, easy damage of tires and the like of existing engineering operation vehicles, and increases the separate damping capacity of the wheel, and the specific scheme is as follows: comprising a hub, the hub is composed of a hub inner ring and a hub outer ring which are relatively rotatable, an axle support is fixedly arranged on the inner circular surface of the hub inner ring, the axle support contains two vertically arranged collar support rods, an axle support collar is slidably arranged on the collar support rods and damping springs are arranged between the axle support collar and the collar support rods, an axle main sprocket for fixed connection with an axle is rotatably arranged in the axle support collar, the axle main sprocket is sequentially connected with a transition sprocket and a terminal sprocket arranged in the hub inner ring through a transmission chain mechanism, and a bevel gear is fixedly arranged on the hub outer ring along the ring direction, and the bevel gear on the hub outer ring is meshed with the bevel gear of the terminal sprocket.

Description

Technical Field

[0001] This invention relates to the field of wheel hub technology for large engineering vehicles, and in particular to a chain-gear driven, airless shock-absorbing wheel and vehicle. Background Technology

[0002] As a crucial component of a car, the wheel hub plays a vital role in transmitting engine power and braking force. During vehicle operation, to improve the driver's experience and enhance vehicle stability, the vehicle needs to have shock absorption capabilities. Currently, shock absorption is primarily achieved through pneumatic rubber tires and shock-absorbing springs in the vehicle's chassis suspension; however, using the wheel hub for shock absorption is relatively uncommon.

[0003] The inventors discovered that in the current operating scenarios of heavy-duty trucks, mining trucks, and other large engineering vehicles, the terrain is generally complex, often featuring bumps, undulations, sand, gravel, construction waste, and sharp debris. These conditions pose significant challenges to vehicle stability and the lifespan of ordinary pneumatic rubber tires. While currently used pneumatic rubber tires and suspension springs provide shock absorption, under bumpy road conditions, each wheel cannot individually provide adequate shock absorption, resulting in noticeable vehicle swaying. This leads to a poor driving experience, cargo spillage, and even the risk of vehicle tipping over. Furthermore, the complex road conditions and various sharp objects significantly increase the wear and tear on pneumatic rubber tires and the risk of tire blowouts and loss of control. Summary of the Invention

[0004] To address the shortcomings of the aforementioned problems, the purpose of this invention is to provide a chain-gear driven, airless shock-absorbing wheel and vehicle. The inner and outer rings of the wheel hub are configured to rotate relative to each other. An axle support for shock absorption is provided on the inner surface of the inner ring of the wheel hub, and a main sprocket is rotatably mounted on the axle support. The main sprocket drives the outer ring of the wheel hub to rotate via a transmission chain mechanism, a transition sprocket, and a final sprocket, while the inner ring of the wheel hub does not rotate accordingly, ensuring that the shock-absorbing spring of the axle support structure remains perpendicular to the ground. The independent configuration of the wheel's driving and shock-absorbing functions ensures that the wheel's cushioning and shock absorption direction remains vertical at all times, solving the problem of poor driving stability in existing engineering vehicles.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0006] This invention provides a chain-gear driven, airless, shock-absorbing wheel, including a hub composed of an inner and outer ring that rotate relative to each other. An axle support is fixedly mounted on the inner surface of the inner ring. The axle support includes two vertically arranged retainer support rods. A retainer ring slides on the retainer support rods, and a shock-absorbing spring is positioned between the two. A main sprocket for fixed connection to the axle is rotatably mounted within the retainer ring. The main sprocket is sequentially connected to a transition sprocket and a terminal sprocket located within the inner ring of the hub via a transmission chain mechanism. A helical gear is fixedly mounted circumferentially on the outer ring of the hub, and the helical gear on the outer ring meshes with the helical gear on the terminal sprocket.

[0007] As a further implementation, a terminal sprocket support seat for supporting the terminal sprocket is fixedly provided on the inner circular surface of the inner ring of the hub. A sprocket support rod is rotatably provided on the terminal sprocket shaft of the terminal sprocket. The transition sprocket is rotatably mounted on the sprocket support rod. The lower part of the sprocket support rod is also connected to the spring lug on the inner ring of the hub through a limiting spring.

[0008] As a further implementation, the transition sprocket consists of a transition sprocket shaft, a secondary sprocket fixedly mounted on the transition sprocket shaft, and a main transmission sprocket. A first bearing for rotatably connecting with the sprocket support rod is fixed on both sides of the secondary sprocket. The secondary sprocket and the main transmission sprocket are connected to the main sprocket and the terminal sprocket respectively through a transmission chain mechanism.

[0009] As a further implementation, the sprocket support rod consists of two parallel support rods, which are fixedly connected by a support rod limiting cover plate. The lower part of the support rod limiting cover plate is fixedly provided with a lug for connecting a limiting spring.

[0010] As a further implementation, the terminal sprocket consists of a terminal sprocket shaft, a secondary transmission sprocket rotatably mounted on the terminal sprocket shaft, and a primary transmission helical gear. The secondary transmission sprocket is connected to the primary transmission sprocket via a transmission chain mechanism, and the secondary transmission sprocket and the primary transmission helical gear are connected by several buffer springs.

[0011] As a further implementation, the transmission sprocket and the transmission main helical gear have the same number of grooves circumferentially on their adjacent sides. The buffer spring is placed in the groove to drive the transmission main helical gear to rotate. The transmission sprocket and the transmission main helical gear are limited on both sides by the transmission sprocket positioning ring and the helical gear cap.

[0012] As a further implementation, the outer rim of the wheel hub consists of an outer rim body and inner support collars and transmission helical gears that are relatively fixed on both sides of the outer rim body. The inner support collars and transmission helical gears are both fixed with elastic clamps for engaging in the grooves of the outer rim body. The inner surface of the outer rim body is fixed with a connecting boss along its circumferential direction for limiting the axial displacement of the outer rim of the wheel hub. A layer of airless tires such as rubber rings, rubber blocks, or honeycomb rubber rings is fixed on the outer surface of the outer rim of the wheel hub. These airless tires can be divided into one or more layers and fixed in sections or areas on the outer surface of the outer rim of the wheel hub to allow for individual replacement of rubber blocks.

[0013] As a further implementation, the transmission auxiliary helical gear is a ring structure with several helical gears fixedly arranged in the circumferential direction on the inner circle. The transmission auxiliary helical gear is located on the outer side of the outer ring of the hub and meshes with the transmission main helical gear of the terminal sprocket structure. A detachable dust cover is also provided on the outer side of the transmission auxiliary helical gear.

[0014] As a further implementation, the outer circular surface of the inner ring body of the hub is provided with a circumferential groove that mates with the fitting boss.

[0015] As a further implementation, the present invention provides a pneumatic wheel, wherein the outer rim of the wheel hub is replaced with a steel wheel or a wear-resistant and puncture-resistant pneumatic wheel material instead of an ordinary rubber pneumatic tire.

[0016] The beneficial effects of the present invention are as follows:

[0017] (1) This invention sets the inner and outer rings of the wheel hub in a structure that allows them to rotate relative to each other. The inner ring of the wheel hub is provided with a wheel axle support for shock absorption, and a wheel axle main sprocket is rotatably mounted on the wheel axle support. The wheel axle main sprocket drives the outer ring of the wheel hub to rotate through a transmission chain mechanism, as well as a transition sprocket and a terminal sprocket, while the inner ring of the wheel hub does not rotate with it, ensuring that the shock-absorbing spring of the wheel axle support is always perpendicular to the ground. The independent setting of the wheel drive and shock absorption ensures that the buffer and shock absorption direction is always kept vertical, greatly improving the vehicle's driving stability and shock absorption capacity.

[0018] (2) The support rod limiting cover of the present invention can ensure that the two support rods rotate synchronously, and avoid the rotation difference that causes the transition sprocket to deflect or fall off, resulting in power transmission failure; on the other hand, it can be connected with the limiting spring. During the damping process of the damping hub, the transition sprocket will move closer to the inner ring of the hub under the tension of the limiting spring, so that the wheelbase of the two meshing teeth of the main drive chain remains as constant as possible, ensuring normal power transmission.

[0019] (3) In this invention, the rotation of the secondary sprocket is transmitted to the main helical gear through the compression force of the buffer spring, which can reduce the instantaneous impact of gear meshing during hub rotation and shock absorption. The built-in buffer spring can absorb part of the impact energy, effectively avoiding damage to the gears due to instantaneous impact caused by changes in state during meshing. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0021] Figure 1 This is a slanted view of a chain-gear driven, airless shock-absorbing wheel (excluding airless tires) according to one or more embodiments of the present invention.

[0022] Figure 2 This is a front view structural schematic diagram of a chain gear transmission type airless shock-absorbing wheel (excluding airless tires) according to one or more embodiments of the present invention.

[0023] Figure 3 This is a rear view structural diagram of a chain-gear driven airless shock-absorbing wheel (excluding airless tires) according to one or more embodiments of the present invention.

[0024] Figure 4 This is a schematic diagram of the wheel axle main sprocket structure according to one or more embodiments of the present invention;

[0025] Figure 5 This is a schematic diagram of the transmission chain mechanism according to one or more embodiments of the present invention;

[0026] Figure 6 This is a schematic diagram of the transition sprocket according to one or more embodiments of the present invention;

[0027] Figure 7 This is a schematic diagram of the sprocket support rod according to one or more embodiments of the present invention;

[0028] Figure 8 This is a schematic diagram of the structure of the terminal sprocket according to one or more embodiments of the present invention;

[0029] Figure 9 This is a cross-sectional structural diagram of the terminal sprocket according to one or more embodiments of the present invention;

[0030] Figure 10 This is a schematic diagram of the wheel and axle support structure according to one or more embodiments of the present invention;

[0031] Figure 11This is a schematic diagram of the structure of the outer ring of the wheel hub according to one or more embodiments of the present invention;

[0032] Figure 12 yes Figure 11 A magnified schematic diagram of a portion of structure A shown in the diagram;

[0033] Figure 13 yes Figure 11 A magnified schematic diagram of a portion of structure B shown in the diagram;

[0034] Figure 14 This is a schematic diagram of the inner ring of the wheel hub according to one or more embodiments of the present invention;

[0035] Figure 15 This is a schematic diagram of the overall structure of a chain-gear driven, airless shock-absorbing wheel and vehicle according to one or more embodiments of the present invention (with a dust cover).

[0036] In the diagram: the spacing or dimensions between parts have been exaggerated to show their positions; the diagram is for illustrative purposes only.

[0037] Among them, 1. Main sprocket; 101. Main sprocket; 102. Support ring groove;

[0038] 2. Main drive chain;

[0039] 3. Transition sprocket; 301. Transition sprocket shaft; 302. First bearing; 303. First washer; 304. Axle secondary sprocket; 305. Transmission main sprocket; 306. Sprocket fixing key; 307. Nut;

[0040] 4. Secondary drive chain;

[0041] 5. Sprocket support rod; 501. Outer support rod; 502. Outer bearing mounting groove; 503. Inner bearing mounting groove; 504. Inner support rod; 505. Support rod limiting spring; 506. Support rod limiting cover plate; 507. Support rod shaft seat;

[0042] 6. Terminal sprocket; 601. Terminal sprocket shaft; 602. Transmission secondary sprocket; 603. Buffer spring; 604. Transmission main helical gear; 605. Second bearing; 606. Second washer; 607. Helical gear cap; 608. Transmission secondary sprocket positioning ring;

[0043] 7. Wheel and axle support; 701. Wheel and axle support retainer; 702. Retainer support rod; 703. Shock-absorbing spring support; 704. Shock-absorbing spring;

[0044] 8. Outer ring of the wheel hub; 801. Outer ring body; 802. Inner support collar; 803. Elastic clamp; 804. Transmission pair helical gear; 805. Sleeve boss;

[0045] 9. Inner ring of the hub; 901. Inner ring body; 902. Screw interface; 903. Spring lug; 904. Terminal sprocket shaft support seat; 905. Sleeve groove;

[0046] 10. Dustproof cover. Detailed Implementation

[0047] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0048] As described in the background section, the terrain used by heavy-duty trucks, mining trucks, and other large engineering vehicles is generally complex, often featuring bumps, undulations, sand, construction waste, and sharp debris. These conditions pose significant challenges to vehicle stability and the lifespan of ordinary pneumatic tires. While currently used pneumatic rubber tires and suspension springs provide shock absorption, under bumpy conditions, each wheel cannot individually provide adequate shock absorption, resulting in noticeable vehicle swaying. This leads to a poor driving experience, cargo spillage, and even the risk of vehicle tipping over. Furthermore, complex road conditions and various sharp objects significantly increase the wear and tear on pneumatic rubber tires and the risk of tire blowouts and loss of control. To address these technical problems, this invention proposes a chain-gear driven, pneumatic-free shock-absorbing wheel and vehicle. By improving the wheel design and eliminating pneumatic rubber tires, and instead adding shock absorption functionality to the wheel hub, individual shock absorption for each wheel can be achieved, better handling bumpy road conditions and improving vehicle stability. Furthermore, replacing the outer rubber pneumatic tire with an outer steel wheel or other wear-resistant and puncture-resistant pneumatic wheel material can avoid greater tire wear and the risk of tire blowout, effectively improving the working life of the wheel and vehicle.

[0049] Example 1

[0050] In a typical embodiment of the present invention, such as Figures 1-15 As shown, a chain-gear driven, airless shock-absorbing wheel is proposed, comprising: a main sprocket 1, a main drive chain 2, a transition sprocket 3, a secondary drive chain 4, a sprocket support rod 5, a terminal sprocket 6, a wheel axle support 7, an outer ring of the wheel hub 8, an inner ring of the wheel hub 9, and a dust cover 10.

[0051] like Figure 4 As shown, the main sprocket 1 mainly includes a main sprocket 101 and a support retainer groove 102 mounted on the main sprocket body. The main sprocket 1 is fixed to the vehicle axle through a central axle hole and several bolt holes, and rotates together with the vehicle axle.

[0052] The chainring 101 is fixedly installed on the side of the main sprocket body of the wheel axle. The chainring 101 is connected to the wheel axle secondary sprocket 304 of the transition sprocket 3 through the main drive chain 2, which can transmit the power from the car wheel axle to the transition sprocket 3.

[0053] The support retainer groove 102 is located on the outer ring of the main sprocket body of the axle. The support retainer groove 102 is a groove structure, which allows the axle support retainer 701 (two semi-cylindrical structures) of the axle support 7 to be inserted into the groove, so that the main sprocket 1 of the axle supports 7 only moves up and down with the axle support 7 and rotates around its own axis.

[0054] like Figure 5 As shown, the transmission chain mechanism consists of a main transmission chain 2 and a secondary transmission chain 4. Both the main transmission chain 2 and the secondary transmission chain 4 have a large end and a small end (hereinafter referred to as the large circle and the small circle, respectively). The main transmission chain 2 is on one side (inner side) of the secondary transmission chain 4. The main transmission chain 2 meshes with the main toothed disc 101 of the main sprocket 1 of the wheel axle at the large circle and meshes with the secondary sprocket 304 of the wheel axle of the transition sprocket structure 3 at the small circle. The motion of the main transmission chain 2 is transmitted to the secondary transmission chain 4 through the coaxial synchronous transmission of the transition sprocket structure 3, so that it moves synchronously.

[0055] It should be noted that the outer side described in this embodiment is... Figure 1 The structure shown faces outwards (corresponding to the side of the wheel hub facing outwards after installation in actual applications). Similarly, the following descriptions will be based on this.

[0056] The secondary drive chain 4 engages with the main transmission sprocket 305 of the transition sprocket structure 3 at the large circle and with the secondary transmission sprocket 602 of the terminal sprocket structure 6 at the small circle, which can further transmit the power of the automobile wheel axle to the terminal sprocket structure 6.

[0057] like Figure 6 As shown, the transition sprocket 3 mainly consists of a transition sprocket shaft 301, a first bearing 302, a first washer 303, a wheel axle auxiliary sprocket 304, a transmission main sprocket 305, a sprocket fixing key 306, and a nut 307.

[0058] Both the secondary sprocket 304 and the main sprocket 305 are mounted on the transition sprocket shaft 301 via keys (the internal key of the secondary sprocket 304 is not shown). The secondary sprocket 304 and the main sprocket 305 are coaxially arranged, and synchronous rotation of the two sprockets can be achieved through the transition sprocket shaft 301. The diameter of the secondary sprocket 304 is smaller than that of the main sprocket 305, and the secondary sprocket 304 is located inside the transition sprocket shaft 301.

[0059] Two first bearings 302 are provided. The two first bearings 302 are installed on the transition sprocket shaft 301 and are located on both sides of the axle pair sprocket 304 respectively. The inner ring of the first bearing 302 is fixedly connected to the transition sprocket shaft 301, and the outer ring of the first bearing 302 is fixedly installed into the inner bearing mounting groove 503 and the outer bearing mounting groove 502 of the sprocket support rod 5.

[0060] A first washer 303 is placed between each of the two first bearings 302 and the two sprockets (axle auxiliary sprocket 304 and transmission main sprocket 305) to fix the positions of the two sprockets. A sprocket fixing key 306 is inserted from the outside into the transmission main sprocket 305 to ensure the synchronous rotation of the axle auxiliary sprocket 304, the transmission main sprocket 305 and the transition sprocket shaft 301. The nut 307 is screwed into the threaded part of the end of the transition sprocket shaft 301 and presses the sprocket fixing key 306, thus ensuring the fixation of the relative positions of the axle auxiliary sprocket 304 and the transmission main sprocket 305. The transition sprocket 3 can synchronously transmit the power of the main drive chain 2 to the auxiliary drive chain 4.

[0061] like Figure 7 As shown, the sprocket support rod 5 is mainly composed of an outer support rod 501, an outer bearing mounting groove 502, an inner bearing mounting groove 503, an inner support rod 504, a support rod limiting spring 505, a support rod limiting cover plate 506, and a support rod bearing seat 507.

[0062] An outer support rod 501 and an inner support rod 504 are each provided. During movement, to avoid interference with other structures, the outer support rod 501 and the inner support rod 504 have slightly different structures; if installed in reverse, they will cause movement interference. The outer support rod 501 and the inner support rod 504 are parallel to each other and are connected by a support rod limiting cover plate 506 to ensure the relative position of the two support rods is fixed, enabling them to rotate synchronously.

[0063] Both the outer support rod 501 and the inner support rod 504 have a bearing mounting slot at one end. Specifically, one end of the outer support rod 501 is the outer bearing mounting slot 502, and one end of the inner support rod 504 is the inner bearing mounting slot 504. The outer bearing mounting slot 502 and the inner bearing mounting slot 503 are coaxial. The two first bearings 302 of the transition sprocket 3 are installed inside the outer bearing mounting slot 502 and the inner bearing mounting slot 503, so that the outer support rod 501 and the inner support rod 504 can support the entire transition sprocket 3, allowing the transition sprocket 3 to rotate freely under the support of the two bearing mounting slots.

[0064] A pair of support rod bearings 507 are symmetrically installed at the other end of the outer support rod 501 and the inner support rod 504. The two pairs of symmetrically installed bearings, totaling four bearings, are fitted onto the terminal sprocket shaft 601 of the terminal sprocket 6, so that the entire sprocket support rod 5 drives the transition sprocket 3 to rotate freely around the terminal sprocket shaft 601.

[0065] The upper part of the support rod limiting cover plate 506 has two cylindrical through holes. A cylindrical positioning pin is fixed on the upper surface of the outer support rod 501 and the inner support rod 504, which can be inserted into the two through holes on the support rod limiting cover plate 506 to limit the position between the support rod limiting cover plate 506 and the outer support rod 501 and the inner support rod 504.

[0066] One end of the support rod limiting spring 505 is connected to the support rod limiting cover plate 506 via a spring lug, and the other end is connected to the spring lug 903 on the inner ring 9 of the wheel hub.

[0067] The support rod limiting cover 506 has two main functions: First, by fitting it onto the two locating pins of the two support rods, it ensures that the two support rods rotate synchronously, preventing differential rotation that could cause the transition sprocket 3 to deflect or disengage directly from the two bearing mounting slots, leading to power transmission failure. Second, using the support rod limiting spring 505 connected to the lower part of the support rod limiting cover 506, during the damping process of the shock-absorbing hub, the main sprocket 1 of the axle will inevitably move closer to the inner ring 9 of the hub and the transition sprocket 3. This reduces the wheelbase of the two meshing sprockets of the main drive chain 2, which could lead to excessive loosening or even transmission failure of the main drive chain 2. Therefore, as the main sprocket 1 of the axle approaches the inner ring 9 of the hub, the transition sprocket 3, under the constant tension of the support rod limiting spring 505, will also move closer to the inner ring 9 of the hub, keeping the wheelbase of the two meshing sprockets of the main drive chain 2 as constant as possible, ensuring normal power transmission.

[0068] like Figures 8-9 As shown, the terminal sprocket 6 mainly consists of a terminal sprocket shaft 601, a transmission auxiliary sprocket 602, a buffer spring 603, a transmission main helical gear 604, a second bearing 605, a second washer 606, a helical gear cap 607, and a transmission auxiliary sprocket positioning ring 608.

[0069] The terminal sprocket shaft 601 is used to insert into the two through holes of the terminal sprocket shaft support seat 904 on the inner ring 9 of the hub. The terminal sprocket shaft 601 is fitted with four support rod seats 507 of the sprocket support rod 5. The outer support rod 501 and the inner support rod 504 are respectively fitted on the support rod seats 507.

[0070] The transmission sprocket positioning ring 608 is fitted onto the boss of the outermost support rod shaft seat 507. Two second bearings 605 and a second washer 606 are sequentially installed on the outer side of the transmission sprocket positioning ring 608 along the terminal sprocket shaft 601. The second washer 606 is sandwiched between the two second bearings 605.

[0071] The transmission sprocket 602 is mounted on two second bearings 605. The two second bearings 605 can make the transmission sprocket 602 rotate stably around the terminal sprocket shaft 601. The chamfered groove at the toothed plate of the transmission sprocket 602 contacts the conical surface of the transmission sprocket positioning ring 608, ensuring that the transmission sprocket 602 is fixed along its axial inner side.

[0072] The transmission sprocket 602 consists of a transmission sprocket body and a sprocket. The transmission sprocket body and the sprocket are coaxially arranged and integrally formed, and each corresponds to a second bearing 605.

[0073] The transmission sprocket 602 (transmission sprocket body) has four rectangular slots, and the slots are used to install four buffer springs 603. The transmission main helical gear 604 also has four rectangular slots. The transmission main helical gear 604 cooperates with the transmission sprocket 602 according to the slot position to close the four buffer springs 603 in the slots. The helical gear cap 607 is screwed into the shaft thread of the terminal sprocket shaft 601 to limit the axial displacement of the transmission main helical gear 604 along the outer side of the terminal sprocket shaft 601.

[0074] The transmission sprocket 602 and the transmission main sprocket 305 of the transition sprocket 3 are connected by the secondary transmission chain 4. The rotation from the automobile wheel axle is transmitted to the transmission sprocket 602 through the cooperation of the wheel axle main sprocket 1, the transmission chain mechanism, the transition sprocket 3, and the sprocket support rod 5.

[0075] There is no axial constraint between the secondary sprocket 602 and the main helical gear 604. The axial displacement of the two is only constrained by the locating rings 608 and the helical gear caps 607 on both sides of the overall structure of the secondary sprocket 602 and the main helical gear 604. Since the terminal sprocket shaft 601 is in a fixed and non-rotating state when the helical gear cap 607 is tightened, a small axial gap will be reserved between the secondary sprocket 602 and the main helical gear 604 when the helical gear cap 607 is tightened, so that the two can rotate freely on the terminal sprocket shaft 601.

[0076] Four buffer springs 603 are placed inside the transmission sprocket 602 and the transmission main helical gear 604. The rotation of the transmission sprocket 602 is transmitted to the transmission main helical gear 604 through the compression force of the buffer springs 603. This transmission method can reduce the instantaneous impact of gear meshing during hub rotation and shock absorption. The built-in buffer springs 603 can absorb part of the impact energy, effectively avoiding damage to the gears due to instantaneous impact caused by changes in state during meshing.

[0077] like Figure 10 As shown, the wheel axle support 7 mainly consists of a wheel axle support retainer 701, a retainer support rod 702, a shock-absorbing spring support 703, and a shock-absorbing spring 704.

[0078] The axle support retainer 701 consists of two identical semi-cylindrical structures, which are fastened together by bolts and nuts. The axle support retainer 701 will be inserted into the support retainer groove 102 of the axle main sprocket 1 to restrict the axle main sprocket 1 so that it can only generate rotational motion around its own central axis.

[0079] The left and right sides of the wheel axle support retainer 701 are respectively fitted on the adjacent retainer support rod 702. The wheel axle support retainer 701 can slide up and down relative to the retainer support rod 702. The wheel axle support retainer 701 can drive the wheel axle main sprocket 1 to move up and down along the direction of the retainer support rod 702.

[0080] Both ends of the two retaining ring support rods 702 are fitted with shock-absorbing springs 704 and corresponding shock-absorbing spring supports 703. The shock-absorbing springs 704 will bear all the shock absorption capacity. The two retaining ring support rods 702 are fixedly connected to the screw interface 902 of the inner ring 9 of the wheel hub through screws and nuts. The main sprocket 1 of the wheel axle can be rotated and moved up and down through the wheel axle support 7.

[0081] like Figures 11-13 As shown, the outer ring 8 of the wheel hub is mainly composed of an outer ring body 801, an inner support collar 802, an elastic clamp 803, a transmission pair helical gear 804, and a connecting boss 805.

[0082] The outer ring body 801 is a semi-cylindrical structure. Two outer rings need to be spliced ​​together to form a complete circular structure for the wheel hub to work normally. There is no connection between the two outer ring bodies 801. The two outer ring bodies 801 need to be stably spliced ​​by inserting and clamping the inner support collar 802 and the transmission pair helical gear 804.

[0083] The inner support collar 802 and the transmission pair helical gear 804 are arranged opposite to each other on both sides of the outer ring body 801. The clamping contact surfaces between the outer ring body 801 and the inner support collar 802 and the outer transmission pair helical gear 804 each have six circular slots. After the two semi-circular outer ring bodies 801 are spliced ​​together, each side of the contact surface has twelve slots.

[0084] The inner support collar 802 is a circular ring structure, and there are twelve cylindrical fixing pins on the surface that is in close contact with the outer ring body 801. The transmission auxiliary helical gear 804 is a circular ring structure with several helical gears fixed in the circumferential direction on the inner circle. Twelve cylindrical fixing pins are fixed on both the inner and outer surfaces of the transmission auxiliary helical gear 804.

[0085] When the two semi-circular outer ring bodies 801 are joined together to form a complete circular hub, the twelve fixing pins of the inner support collar 802 and the twelve fixing pins of the transmission helical gear 804 are inserted into the corresponding twelve slots of the outer ring body 801 to fix the joint of the outer ring body 801. At the same time, because the fixing pins of the transmission helical gear 804 are inserted into the slots of the outer ring body 801, the outer ring of the hub can rotate synchronously with the transmission helical gear 804.

[0086] Both the inner support collar 802 and the transmission pair helical gear 804 are provided with elastic clamps 803 on their outer sides. The two elastic clamps 803 are inserted into the grooves of the outer ring body 801 to fix them axially, preventing the inner support collar 802 and the transmission pair helical gear 804 from detaching from the outer ring body 801 and causing the two semi-circular outer ring bodies 801 to separate.

[0087] The inner surface of the outer ring body 801 is fixedly provided with a sleeve boss 805 along its circumference. The sleeve boss 805 can be inserted into the sleeve groove 905 of the inner ring 9 of the wheel hub, which can realize the relative rotation between the outer ring 8 and the inner ring 9 of the wheel hub, while restricting the axial displacement of the outer ring 8.

[0088] Understandably, in order to reduce the friction between the outer rim 8 and the inner rim 9 of the wheel hub, anti-wear pads and other structures can be installed to improve the service life of the shock-absorbing wheel hub. Specific options can be selected according to actual needs.

[0089] The transmission between the secondary helical gear 804 and the terminal sprocket 6 relies on the meshing between the primary helical gear 604 and the secondary helical gear 804 to complete the final power transmission. That is, the rotation from the car wheel axle is transmitted sequentially through the wheel axle main sprocket 1, main drive chain 2, transition sprocket 3, secondary drive chain 4, and terminal sprocket 6 to the outer ring 8 of the wheel hub, so as to achieve the purpose of the wheel hub rotating synchronously with the wheel axle.

[0090] Because ordinary spur gears have problems such as large transmission impact, easy wear, and loud noise, while helical gears have advantages such as smooth transmission and less impact, vibration and noise, the shock-absorbing wheel hub in this embodiment adopts helical gear meshing.

[0091] like Figure 14 As shown, the inner ring 9 of the hub is mainly composed of an inner ring body 901 and a screw interface 902, a spring lug 903, and a terminal sprocket shaft support 904 fixedly disposed on the inner circular surface of the inner ring body 901. A sleeve groove 905 is provided on the outer circular surface of the inner ring body 901 along its circumferential direction.

[0092] Two sets of screw interfaces 902 are provided, each set containing two opposing screw interfaces 902. The screw interfaces 902 are fixedly connected to the retaining ring support rod 702 of the wheel axle support 7 by screw nuts. The spring lug 903 is located between the two sets of screw interfaces 902 and is used to connect with the support rod limiting spring 505 of the sprocket support rod 5. The terminal sprocket shaft 601 of the terminal sprocket 6 is inserted into the through hole of the terminal sprocket shaft support seat 904, and the sleeve groove 905 is engaged with the sleeve boss 805 of the outer ring 8 of the hub.

[0093] It should be noted that the prerequisite for the normal operation of the shock-absorbing wheel hub in this embodiment is that the inner ring 9 of the wheel hub must remain fixed and not rotate, so that the main body of the wheel axle support 7 connected to it always remains perpendicular to the ground, and thus the shock-absorbing spring 704 can always generate a shock-absorbing effect. The wheel axle main sprocket 1 and the outer ring 8 of the wheel hub achieve synchronous rotation through a series of coordination to complete the power transmission function. The shock-absorbing wheel hub can only work normally when both of the above conditions are met simultaneously. To achieve the purpose of fixing the inner ring 9 of the wheel hub, a fixed linkage is generally used to connect and fix the inner ring 9 of the wheel hub to the vehicle suspension frame. However, due to the differences in the corresponding structures of different vehicles, a unified design cannot be made. Therefore, the design of the fixed linkage structure for the inner ring 9 of the wheel hub in this shock-absorbing wheel hub is not provided. The fixed linkage structure can be further designed for a specific vehicle model in the future.

[0094] In addition, such as Figure 1 , Figure 2 , Figure 3As shown, the shock-absorbing wheel hub uses a two-stage sprocket and chain drive and a single-stage gear drive. Since the transmission ratio between a conventional one-piece wheel hub and the car axle is always 1, while in this embodiment the shock-absorbing wheel hub transmits power through sprockets, chains, and gears, the transmission ratio is inevitably affected. If a single-stage sprocket and chain drive and a single-stage gear drive were used, the overall transmission ratio would be difficult to approach or equal to 1 due to the wheel's structure and size. Therefore, to ensure that the transmission ratio between the main sprocket 1 of the axle and the outer ring 8 of the wheel hub is close to or equal to 1, this embodiment uses a two-stage sprocket and chain drive and a single-stage gear drive, with a total transmission ratio of 0.96, which is close to 1. The number of teeth on the sprockets and gears can be further modified to make the total transmission ratio even closer to or equal to 1.

[0095] As mentioned earlier, twelve cylindrical fixing pins are fixed on both the inner and outer surfaces of the transmission helical gear 804 of the outer ring 8 of the wheel hub. The twelve fixing pins on the inner surface cooperate with the twelve slots of the outer ring body 801 to fix the splicing of the two semi-circular outer ring bodies 801. In addition, since there are many parts inside the wheel hub, adding a dust cover to the outer side of the wheel hub can prevent dust and debris from entering the wheel hub and improve the working stability of the wheel hub. Therefore, the twelve fixing pins on the outer surface of the transmission helical gear 804 can support the dust cover 10, and the elastic clamp 803 on the outer side of the transmission helical gear 804 is located on the outer side of the dust cover 10. The elastic clamp 803 not only restricts the axial displacement of the transmission helical gear 804, but also works with the fixing pin on the outer surface of the transmission helical gear 804 to restrict the axial displacement of the dust cover 10, thus stably covering the outer side of the transmission helical gear 804. In other words, the elastic clamp 803 simultaneously restricts the axial displacement of both the transmission helical gear 804 and the dust cover 10. The final completed diagram of the shock-absorbing hub in this embodiment is shown below. Figure 15 As shown.

[0096] It also includes pneumatic tires made of materials such as outer rubber rings, rubber blocks, or honeycomb rubber rings. The aforementioned pneumatic rubber rings (blocks) are fixedly fitted onto the outer surface of the outer ring 8 of the wheel hub to replace pneumatic rubber tires. This not only improves the shock absorption capacity of the wheel, but also effectively avoids adverse consequences such as tire blowouts caused by the use of pneumatic rubber tires on engineering vehicles, greatly improving the working life and stability of the wheel.

[0097] By modifying the wheels and eliminating pneumatic rubber tires, and instead adding shock absorption to the wheel rims, individual shock absorption for each wheel can be achieved, better handling bumpy and uneven road conditions and improving vehicle stability. Furthermore, instead of an outer pneumatic rubber tire, a layer of non-pneumatic tires such as rubber rings, blocks, or honeycomb rubber rings is fixed to the outer surface of the wheel rim. These non-pneumatic tires can be applied in one or more layers, or in sections, to the outer surface of the wheel rim, allowing for individual replacement of rubber blocks, making the process more convenient and quick. This method eliminates the risk of tire blowouts associated with pneumatic rubber tires, effectively extending the service life of both the wheels and the vehicle.

[0098] Example 2

[0099] In another typical embodiment of the present invention, a vehicle is proposed that utilizes the chain-gear driven airless shock-absorbing wheel described in Example 1.

[0100] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A chain-gear driven, airless shock-absorbing wheel, characterized in that, The device includes a hub, which consists of an inner hub ring and an outer hub ring that rotate relative to each other. An axle support is fixedly provided on the inner circular surface of the inner hub ring. The axle support includes two vertically arranged retainer support rods. A retainer ring is slidably provided on the retainer support rods, and a shock-absorbing spring is provided between the two. A main sprocket for fixed connection with the axle is rotatably provided inside the retainer ring. The main sprocket is connected to a transition sprocket and a terminal sprocket arranged in the inner hub ring in sequence through a transmission chain mechanism. A helical gear is fixedly provided on the outer hub ring along its circumferential direction. The helical gear on the outer hub ring meshes with the helical gear on the terminal sprocket.

2. The chain-gear driven, airless shock-absorbing wheel according to claim 1, characterized in that, A terminal sprocket support seat for supporting the terminal sprocket is fixedly provided on the inner circular surface of the inner ring of the hub. A sprocket support rod is rotatably provided on the terminal sprocket shaft of the terminal sprocket. A transition sprocket is rotatably mounted on the sprocket support rod. The lower part of the sprocket support rod is also connected to a spring lug on the inner ring of the hub through a limiting spring.

3. A chain-gear driven, airless shock-absorbing wheel according to claim 2, characterized in that, The transition sprocket consists of a transition sprocket shaft, a secondary sprocket fixedly mounted on the transition sprocket shaft, and a main transmission sprocket. A first bearing for rotatable connection with the sprocket support rod is fixed on both sides of the secondary sprocket. The secondary sprocket and the main transmission sprocket are connected to the main sprocket and the terminal sprocket respectively through a transmission chain mechanism.

4. A chain-gear driven, airless shock-absorbing wheel according to claim 3, characterized in that, The sprocket support rod consists of two parallel support rods, which are fixedly connected by a support rod limiting cover plate. The lower part of the support rod limiting cover plate is fixedly provided with a lug for connecting a limiting spring.

5. A chain-gear driven, airless shock-absorbing wheel according to claim 3, characterized in that, The terminal sprocket consists of a terminal sprocket shaft, a secondary sprocket and a primary helical gear rotatably mounted on the terminal sprocket shaft. The secondary sprocket is connected to the primary sprocket via a transmission chain mechanism, and the secondary sprocket and the primary helical gear are connected by several buffer springs.

6. A chain-gear driven, airless shock-absorbing wheel according to claim 5, characterized in that, The transmission sprocket and the transmission main helical gear have the same number of grooves circumferentially on their adjacent sides. The buffer spring is placed in the groove to drive the transmission main helical gear to rotate. The transmission sprocket and the transmission main helical gear are limited on both sides by the transmission sprocket positioning ring and the helical gear cap.

7. A chain-gear driven, airless shock-absorbing wheel according to claim 1, characterized in that, The outer rim of the wheel hub consists of an outer rim body and inner support collars and transmission helical gears that are relatively fixed on both sides of the outer rim body. The inner support collars and transmission helical gears are both fixed with elastic clamps for engaging in the grooves of the outer rim body. The inner surface of the outer rim body is fixed with a connecting boss along its circumferential direction for limiting the axial displacement of the outer rim of the wheel hub. A layer of airless tires such as rubber rings, rubber blocks, or honeycomb rubber rings is fixed on the outer surface of the outer rim of the wheel hub. These airless tires can be covered and fixed on the outer surface of the outer rim of the wheel hub in one or more layers or in different areas to allow for individual replacement of rubber blocks.

8. A chain-gear driven, airless shock-absorbing wheel according to claim 7, characterized in that, The transmission auxiliary helical gear is a ring structure with several helical gears fixedly arranged in the circumferential direction on the inner circle. The transmission auxiliary helical gear is located on the outer side of the outer ring of the hub and meshes with the transmission main helical gear of the terminal sprocket. The outer side of the transmission auxiliary helical gear is also provided with a detachable dust cover.

9. A chain-gear driven, airless shock-absorbing wheel according to claim 7, characterized in that, The inner ring of the hub has a circumferential groove on its outer circular surface that mates with the fitting boss.

10. A vehicle, characterized in that, The wheel utilizes a chain-gear transmission type of airless shock-absorbing wheel as described in any one of claims 1-9.

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