Hydraulic and pneumatic shock-absorbing wheel hub, wheel and vehicle

Abstract

The application discloses a hydraulic and pneumatic damping hub, a wheel and an automobile, relates to the technical field of automobile parts, and solves the problems of weak damping capacity and low damping sensitivity of the existing force-damping wheel, improves the damping effect, and specifically has the following arrangement: a hub inner ring and a hub outer ring connected through a plurality of damping connecting rods, two oppositely arranged support plates fixed on the middle position of the inner side surface of the hub outer ring along the ring direction, a plurality of support rods with ball ends uniformly distributed on the outer side surface of the hub inner ring, the support rods located between the two support plates, the plurality of damping connecting rods divided into two groups, the two groups of damping connecting rods obliquely arranged on the two sides of the support plates, one end of the damping connecting rod hinged to the inner surface of the hub outer ring, the other end hinged to the outer surface of the hub inner ring, and one hydraulic and pneumatic shock absorber hinged to each damping connecting rod.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and in particular to a hydraulic pneumatic shock-absorbing hub, wheel, and automobile. Background Technology

[0002] As an important component of automobiles, wheels play a crucial role in transmitting engine power and braking force. To improve the shock absorption and cushioning capabilities of automobiles, a type of wheel with added shock absorption has emerged to assist the shock-absorbing springs of the chassis suspension and the pneumatic rubber tires on the wheels.

[0003] The inventors discovered that the existing power-assisted shock-absorbing wheel (CN208306259U) has several pneumatic cylinders set in the inner ring of the hub as spokes, and shock absorption is achieved by the extension and retraction of the pneumatic rod. However, the axis of the pneumatic cylinder coincides with the diameter of the inner ring of the hub, which limits the stroke of the pneumatic rod, so the shock absorption capacity cannot be fully utilized and the shock absorption sensitivity is low. Moreover, most of the existing shock-absorbing hubs use pneumatic rubber tires, which are easily damaged due to terrain when applied to large mining vehicles. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the present invention aims to provide a hydraulic pneumatic shock-absorbing wheel hub, wheel, and automobile. The shock-absorbing link is inclined and equipped with a hydraulic pneumatic shock absorber. Compared with the vertical setting of the screw interface, this increases the working stroke of the shock-absorbing link and other hydraulic shock absorbers, thus solving the problems of weak shock absorption capacity and low shock absorption sensitivity of existing force-assisted shock-absorbing wheels.

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

[0006] In a first aspect, the present invention provides a hydraulic pneumatic shock-absorbing wheel hub, comprising an inner wheel hub ring and an outer wheel hub ring connected by a plurality of shock-absorbing connecting rods. Two opposing support plates are fixedly arranged circumferentially at the middle position of the inner surface of the outer wheel hub ring. A plurality of support rods with ball bearings at their ends are evenly distributed on the outer surface of the inner wheel hub ring. The support rods are located between the two support plates. The plurality of shock-absorbing connecting rods are divided into two groups, and the two groups of shock-absorbing connecting rods are inclinedly arranged on both sides of the support plates. One end of the shock-absorbing connecting rod is hinged to the inner surface of the outer wheel hub ring, and the other end is hinged to the outer surface of the inner wheel hub ring. A hydraulic pneumatic shock absorber is hinged to each shock-absorbing connecting rod.

[0007] As a further implementation, the shock-absorbing link consists of a first link and a second link, with one end of the first link hinged to one end of the second link, the other end of the first link hinged to the outer ring of the wheel hub, and the other end of the second link hinged to the inner ring of the wheel hub.

[0008] As a further implementation, two sets of first interfaces are provided on both sides of the outer surface of the inner ring of the hub along its circumferential direction. Each set of first interfaces contains a number of first interfaces of the same quantity. Both sets of first interfaces are inclined outward. The first interfaces are hinged to one end of the second connecting rod through a ball seat.

[0009] As a further implementation, two sets of second interfaces are provided on both sides of the inner surface of the outer ring of the hub along its circumferential direction. The second interfaces correspond one-to-one with the first interfaces. Both sets of second interfaces are inclined toward the support plate. The second interfaces are hinged to one end of the first connecting rod through ball seats.

[0010] As a further implementation, the first connecting rod has a spherical groove for hinged connection with one end of the hydraulic pneumatic shock absorber, and the second connecting rod is fixedly provided with a third interface for hinged connection with the other end of the hydraulic pneumatic shock absorber.

[0011] As a further implementation, the inner surfaces of the two support plates are in contact with the balls.

[0012] As a further implementation, the two sets of damping linkages rotate in opposite directions.

[0013] As a further implementation, the length of the support rod is shorter than the inner diameter of the outer rim of the wheel hub.

[0014] Secondly, the present invention provides a wheel that utilizes the hydraulic-pneumatic shock-absorbing hub described in the first aspect.

[0015] Thirdly, the present invention provides an automobile that utilizes the wheels described in the second aspect.

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

[0017] (1) The inner ring of the wheel hub of the present invention drives the outer ring of the wheel hub to rotate through the shock-absorbing connecting rod. The shock-absorbing connecting rod is inclined and equipped with a hydraulic and pneumatic shock absorber. Compared with the vertical setting of the screw interface, it can increase the working stroke of the shock-absorbing connecting rod and other hydraulic shock absorbers, thereby improving the shock absorption sensitivity and shock absorption performance of the wheel hub.

[0018] (2) The outer ring of the wheel hub, the inner ring of the wheel hub and the shock-absorbing link, as well as the shock-absorbing link and the hydraulic and pneumatic shock absorber of the present invention are all hinged, which can ensure that when the inner ring of the wheel hub, the shock-absorbing link and the outer ring of the wheel hub undergo relative displacement, the angle between them changes, satisfying the motion conditions and avoiding motion failure.

[0019] (3) The two sets of shock absorber linkages of the present invention are installed in opposite directions to ensure that the inner ring of the wheel hub does not rotate under the combined action of the opposite shock absorber support forces, thereby providing better shock absorption capabilities for the vehicle and improving the comfort of the driver and passengers.

[0020] (4) The inner surfaces of the two support plates of the present invention are in contact with the ball bearings, so that the ball bearings roll inside them, ensuring that the inner ring of the hub and the outer ring of the hub do not move axially, but only move radially, so as to ensure the shock absorption effect and improve driving safety. Attached Figure Description

[0021] 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.

[0022] Figure 1 This is a schematic diagram of the overall structure of a hydraulic pneumatic shock-absorbing wheel hub according to one or more embodiments of the present invention;

[0023] Figure 2 This is a side cross-sectional view of a hydraulic pneumatic shock-absorbing wheel hub according to one or more embodiments of the present invention.

[0024] Figure 3 This is a front perspective view of a hydraulic pneumatic shock-absorbing wheel hub according to one or more embodiments of the present invention.

[0025] Figure 4 This is a schematic diagram of the inner ring of the wheel hub according to one or more embodiments of the present invention;

[0026] Figure 5 This is a partial oblique view of the inner ring of the wheel hub according to one or more embodiments of the present invention;

[0027] Figure 6 This is a front view structural schematic diagram of the outer ring of the wheel hub according to one or more embodiments of the present invention;

[0028] Figure 7 This is a schematic diagram of the oblique cross-sectional structure of the outer ring of the wheel hub according to one or more embodiments of the present invention;

[0029] Figure 8 This is a structural schematic diagram of the shock-absorbing linkage according to one or more embodiments of the present invention;

[0030] Figure 9 This is a schematic diagram of the ball seat according to one or more embodiments of the present invention;

[0031] Figure 10 This is a structural schematic diagram of a hydraulic pneumatic shock absorber according to one or more embodiments of the present invention;

[0032] In the diagram: the spacing or dimensions between parts have been exaggerated to show their positions; the diagram is for illustrative purposes only.

[0033] Among them, 1. Inner ring of the wheel hub; 101. First interface; 102. Support rod; 103. Ball bearing;

[0034] 2. Outer rim of wheel hub; 201. Second interface; 202. Support plate;

[0035] 3. Shock-absorbing link; 301. First link; 302. Spherical groove; 303. Second link; 304. First ball seat; 305. Third interface; 306. Second ball seat;

[0036] 4. Hydraulic and pneumatic shock absorber; 401. Shock absorber sleeve; 402. Ball joint; 403. Third ball seat. Detailed Implementation

[0037] 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.

[0038] As described in the background section, existing power-assisted shock-absorbing wheels have several pneumatic cylinders installed on the inner ring of the hub as spokes, and shock absorption is achieved by the extension and retraction of the pneumatic rods. However, the axis of the pneumatic cylinders coincides with the meridian of the inner ring of the hub, which limits the stroke of the pneumatic rods, thus the shock absorption capacity cannot be fully utilized, and the shock absorption sensitivity is low. In order to solve the above technical problems, this invention proposes a hydraulic pneumatic shock-absorbing hub, wheel, and automobile.

[0039] Example 1

[0040] In a typical embodiment of the present invention, such as Figures 1-10 As shown, a hydraulic pneumatic shock-absorbing wheel hub is proposed, including an inner wheel hub ring 1, an outer wheel hub ring 2, a shock-absorbing link 3, and a hydraulic pneumatic shock absorber 4.

[0041] The inner ring 1 of the wheel hub is connected to the outer ring 2 of the shock absorber through several shock absorber links 3. The outer ring 3 of the wheel hub is driven to rotate synchronously through the shock absorber links 2. Each shock absorber link 3 is equipped with a hydraulic and pneumatic shock absorber 4. The shock absorber 4 realizes the shock absorption function. Different degrees of shock absorption effect can be achieved by using hydraulic, pneumatic or a combination of both shock absorbers.

[0042] Specifically, such as Figures 4-5 As shown, the inner ring 1 of the wheel hub consists of an inner ring body, a first interface 101 fixedly mounted on the inner ring body, a support rod 102, and a ball bearing 103 mounted on the end of the support rod 102.

[0043] The embodiment includes 12 first interfaces 101, divided into two groups of 6. These two groups of interfaces 101 are evenly distributed on the outer surface of the inner ring body. Specifically, the two groups of interfaces 101 are fixedly arranged on both sides of the outer surface of the inner ring body and tilted outwards. The two groups of interfaces 101 are spaced apart circumferentially along the inner ring body. Figure 4 It can be seen that there is a 30° difference between every two adjacent first interfaces 101, and each interface is tilted outward by 10°. Figure 5 (As shown).

[0044] Each first interface 101 has a spherical groove at its end, which is used to install the first ball seat 304 and is connected to the second connecting rod 303 by a screw and nut; four support rods 102 are evenly distributed on the outer surface of the inner ring body. The end of the support rod 102 has a spherical groove, and a ball 103 is installed inside the spherical groove. Part of the ball 103 is wrapped by the spherical groove of the support rod 102.

[0045] Four support rods 102 and internal ball bearings 103 are mounted on two support plates 202 on the outer rim 2 of the wheel hub (e.g., Figure 7 As shown, the ball bearing 103 slides between the two support plates 202, which ensures that the inner ring 1 and the outer ring 2 of the hub do not move axially, but only allow radial movement between them, so as to ensure the shock absorption effect.

[0046] like Figures 6-7 As shown, the outer ring 2 of the wheel hub consists of an outer ring body and a second interface 201 and a support plate 202 fixedly disposed on the outer ring body. The second interface 201 and the support plate 202 are fixedly disposed on the inner surface of the outer ring body in a circumferential direction. There are two support plates 202, which are disposed opposite each other at the middle position on the inner surface of the outer ring body. There are two sets of second interfaces 201, and the number of second interfaces 201 is equal to the number of first interfaces 101. The two sets of second interfaces 201 are located on both sides of the two support plates 202 and are inclined towards the direction closer to the support plates 202. The second interfaces 201 correspond one-to-one with the first interfaces 101.

[0047] In this embodiment, there are a total of 12 second interfaces 201, with 6 evenly distributed on each side of the support plate 202. The 12 second interfaces 201 are inclined at 10° toward the support plate 202. The 12 second interfaces 201 correspond to the 12 first interfaces 101 on the inner ring 1 of the wheel hub. The end of the second interface 201 has a cylindrical through hole, which is connected to the first connecting rod 301 using a screw and nut.

[0048] The inner surfaces of the two support plates 202 contact the ball bearings 103, causing the ball bearings 103 to roll inside them, ensuring that the inner ring 1 and the outer ring 2 of the hub do not move axially, but only move radially, so as to ensure the shock absorption effect.

[0049] Understandably, the length of the support rod 102 is shorter than the inner diameter of the outer ring 2 of the hub. That is, in a stationary state, the end of the support rod 102 does not contact the inner surface of the outer ring of the hub, so as to ensure that the outer ring 2 of the hub and the inner ring 1 of the hub can move relative to each other in the radial direction.

[0050] like Figure 8 As shown, the shock-absorbing link 3 consists of a first link 301, a spherical groove 302, a second link 303, a first ball seat 304, a third interface 305, and a second ball seat 306. The first link 301 is longer than the second link 303. The spherical groove 302 is formed on the body of the first link 301. The third interface 305 is fixedly set on the body of the second link 303.

[0051] The shock-absorbing link 3 is provided in two sets. The number of shock-absorbing links 3 in each set is the same as the number of the first interface 101 and the second interface 201 in one set. The two sets of shock-absorbing links 3 are arranged on both sides of the support plate 202, and the rotation directions of the two sets of shock-absorbing links 3 are opposite.

[0052] The first link 301 and the second link 303 are hinged together using the second ball seat 306 and the screw and nut. The other end of the first link 301 is hinged to the second interface 201 on the outer ring 2 of the wheel hub using the screw and nut. The other end of the second link 303 is hinged to the first interface 101 on the inner ring 1 of the wheel hub using the first ball seat 304 and the screw and nut.

[0053] The first connecting rod 301 has a spherical groove 302 on its body, which allows the ball head rod 402 of the hydraulic pneumatic shock absorber 4 to be installed therein. The second connecting rod has a third interface 305, which is hinged to the shock absorber sleeve 401 of the hydraulic pneumatic shock absorber 4 using a third ball seat 403 and a screw and nut.

[0054] like Figure 10 As shown, the hydraulic pneumatic shock absorber 4 consists of a shock absorber sleeve 401, a ball head rod 402, and a third ball seat 403. The ball head rod 402 is slidably disposed inside the shock absorber sleeve 401. A ball head is fixedly provided on one end of the ball head rod 402 that extends out of the shock absorber sleeve 401. An interface for installing the third ball seat 403 is provided at one end of the shock absorber sleeve 401 away from the ball head rod 402.

[0055] The ball head at the end of the ball joint 402 is rotatably mounted in the spherical groove 302 of the first connecting rod 301, and the shock absorber sleeve 401 is hinged to the third interface 305 on the body of the second connecting rod 303 using the third ball seat 403 and the screw nut.

[0056] like Figures 1-2As shown, the inner ring 1, outer ring 2, damping linkage 3, and hydraulic-pneumatic shock absorber 4 are installed to obtain the complete damping wheel hub. At this time, the two sets of damping linkage 3 are staggered (or can be regarded as interleaved). The first interface 101 of the inner ring 1 is inclined outward by 10°, and the second interface 201 of the outer ring 2 is inclined inward by 10°. Compared with the vertical setting of the screw interface, this can increase the working stroke of the damping linkage 3 and the hydraulic-pneumatic shock absorber 4, thereby improving the damping sensitivity and damping performance of the wheel hub.

[0057] Meanwhile, because the first interface 101 and the second interface 201 are set at 10° instead of perpendicular, when the inner ring 1 and the outer ring 2 of the wheel hub undergo radial displacement, the overall movement of the damping linkage 3 will not be along the radial direction of the wheel hub, but will involve angular changes. Therefore, ball bearing structures are designed at each interface. This structure ensures that when the inner ring 1, the damping linkage 3, and the outer ring 2 of the wheel hub undergo relative displacement, they will generate angular changes relative to each other, satisfying the motion conditions and avoiding motion failure.

[0058] like Figure 3 As shown, the inner ring 1 of the wheel hub, under the combined support of the shock absorber linkage 3 and the support plate 202 of the outer ring 2, can move radially up, down, left, and right along the wheel hub. The six shock absorber linkages 3 on the outer side and the six on the inner side of the wheel hub are installed in opposite directions. If they were installed in the same direction, the inner ring 1 would inevitably rotate along the central axis of the outer ring 2 under the support force of the hydraulic air shock absorber 4. Therefore, the opposite rotation installation method avoids this situation, ensuring that the inner ring 1 does not rotate under the combined support force of the opposite shock absorbers. This installation method achieves a shock absorption effect, providing better shock absorption for the vehicle and improving the comfort of the passengers.

[0059] Example 2

[0060] In a typical embodiment of the present invention, a wheel is provided, comprising a hydraulic and pneumatic shock-absorbing wheel hub and a rubber tire as described in Embodiment 1. The rubber tire is detachably mounted on the outer surface of the outer ring 2 of the wheel hub. The rubber tire is a solid rubber tire, which avoids air leakage due to damage, greatly improves its adaptability, and reduces the cost of use and environmental pollution.

[0061] Example 3

[0062] In a typical embodiment of the present invention, an automobile is proposed, including the wheel described in Embodiment 2, wherein the inner ring 1 of the wheel hub is detachably mounted on the axle so that the inner ring 1 of the wheel hub rotates synchronously with the axle, and the inner ring 1 of the wheel hub drives the outer ring 2 of the wheel hub to rotate synchronously through the shock-absorbing linkage 3 to achieve shock absorption.

[0063] Understandably, the car frame is also equipped with shock absorption mechanisms such as shock absorber springs, but we won't go into too much detail here.

[0064] 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 hydraulic-pneumatic shock-absorbing wheel hub, characterized in that, The device includes an inner and outer ring of a wheel hub connected by several shock-absorbing links. Two opposing support plates are fixedly arranged circumferentially at the middle position of the inner surface of the outer ring. Several support rods with ball bearings at their ends are evenly distributed on the outer surface of the inner ring. The support rods are located between the two support plates. The shock-absorbing links are divided into two groups, which are inclinedly arranged on both sides of the support plates. One end of the shock-absorbing link is hinged to the inner surface of the outer ring, and the other end is hinged to the outer surface of the inner ring. A hydraulic pneumatic shock absorber is hinged to each shock-absorbing link. The inner surfaces of the two support plates are in contact with the balls.

2. The hydraulic-pneumatic shock-absorbing wheel hub according to claim 1, characterized in that, The shock-absorbing link consists of a first link and a second link. One end of the first link is hinged to one end of the second link, the other end of the first link is hinged to the outer ring of the wheel hub, and the other end of the second link is hinged to the inner ring of the wheel hub.

3. A hydraulic-pneumatic shock-absorbing wheel hub according to claim 2, characterized in that, The outer surface of the inner ring of the wheel hub is provided with two sets of first interfaces on both sides along its circumferential direction. Each set of first interfaces contains a number of first interfaces of the same quantity. Both sets of first interfaces are inclined outward. The first interface is hinged to one end of the second connecting rod through a ball seat.

4. A hydraulic-pneumatic shock-absorbing wheel hub according to claim 2, characterized in that, The inner surface of the outer ring of the wheel hub is provided with two sets of second interfaces on both sides along its circumferential direction. The second interfaces correspond one-to-one with the first interfaces. Both sets of second interfaces are inclined towards the support plate. The second interfaces are hinged to one end of the first connecting rod through screws and nuts.

5. A hydraulic-pneumatic shock-absorbing wheel hub according to claim 2, characterized in that, The first connecting rod has a spherical groove for hinged connection with one end of the hydraulic pneumatic shock absorber, and the second connecting rod has a third interface fixedly provided for hinged connection with the other end of the hydraulic pneumatic shock absorber.

6. A hydraulic-pneumatic shock-absorbing wheel hub according to claim 1, characterized in that, The two sets of damping linkages rotate in opposite directions.

7. A hydraulic-pneumatic shock-absorbing wheel hub according to claim 1, characterized in that, The length of the support rod is shorter than the inner diameter of the outer rim of the wheel hub.

8. A wheel, characterized in that, The hydraulic pneumatic shock-absorbing hub as described in any one of claims 1-7 is utilized.

9. A car, characterized in that, The wheel as described in claim 8 is utilized.

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