Double-tire wheel set structure with differential drive

Abstract

The double-tire wheel set structure comprises an outer vehicle tire and an inner vehicle tire which are arranged side by side, and is characterized in that the outer vehicle tire and the inner vehicle tire are fixedly arranged on two mutually independent shafts respectively, the two shafts are connected together through a differential mechanism, and the differential mechanism is in transmission connection with a driving shaft; a gap is formed between the outer tire and the inner tire; one end of a suspension longitudinal swing arm assembly used for being connected with a vehicle body extends into the gap and is fixedly connected with the differential mechanism; one end of a suspension connecting rod guide arm assembly used for being connected with a vehicle body extends into the gap and is connected with the differential mechanism in a swinging mode. The suspension longitudinal swing arm assembly and the suspension connecting rod guide arm assembly are located on the front side and the rear side of the double-tire-wheel-set structure respectively. The differential mechanism is additionally arranged, so that the relative abrasion between the tire and the ground during turning can be effectively reduced, and the service life of the wheel is prolonged.

Description

Technical Field

[0001] This invention relates to the field of double-row wheel technology, and more particularly to a dual-tire wheel assembly structure with differential drive. Background Technology

[0002] The tires used on large trucks for transportation are mostly double-row tires; double-row tires can improve the safety of large trucks during driving and also increase the overall load-bearing capacity of the trucks.

[0003] Currently, all existing trucks with double-row wheels are directly bolted together. With this connection method, when the truck turns, the different turning radii of the outer and inner tires cause interference between them during the turning process, affecting the truck's safety performance. In this case, the double-row wheels rely solely on friction for steering. When the truck makes a sharp turn at high speed, the turning of the existing double-row wheels will be extremely unstable. Under such unstable conditions, a fully loaded truck is very prone to overturning.

[0004] Furthermore, the existing dual-row wheels are connected to the vehicle body through the suspension system, which is located inside the wheels and occupies the installation space between the left and right dual-row wheels, thus affecting the interior space of the vehicle body. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a dual-tire wheel assembly structure with differential drive to solve the problem of interference between the outer and inner tires during turning in existing dual-wheel designs due to their different turning radii, as well as the problem that the dual-wheel design occupies the installation space between the left and right dual wheels because the dual wheels are connected to the vehicle body via the existing suspension system.

[0006] A dual-tire wheel assembly structure with differential drive includes an outer tire and an inner tire arranged side by side, characterized in that the outer tire and the inner tire are respectively fixedly mounted on two independent axles, and the two axles are connected together by a differential mechanism, the differential mechanism being drivenly connected to a drive shaft. A gap is provided between the outer tire and the inner tire; one end of the suspension longitudinal swing arm assembly used to connect the vehicle body extends into the gap and is fixedly connected to the differential mechanism; one end of the suspension link guide arm assembly used to connect the vehicle body extends into the gap and is swayably connected to the differential mechanism; the suspension longitudinal swing arm assembly and the suspension link guide arm assembly are located on the front and rear sides of the dual tire wheel set structure, respectively.

[0007] Preferably, the differential mechanism includes a hollow housing with half-shaft mounting holes formed on the sidewalls for mounting half-shafts. Two shafts extend into the housing through the half-shaft mounting holes via bearings. Side gears are connected to the two shafts respectively, and a star gear is disposed between the two side gears. A bracket is mounted on one of the shafts, and the star gear is self-rotatingly connected to the bracket. The star gear meshes with both side gears simultaneously. A ring gear is fixedly disposed on the bracket, and the ring gear is drivingly connected to the drive shaft.

[0008] The drive shaft drives the ring gear to rotate, the ring gear drives the bracket to rotate, the bracket drives the star gear to revolve, which in turn drives the side gear to rotate, and the side gear drives the wheel to rotate.

[0009] Preferably, the suspension longitudinal control arm assembly includes a longitudinal arm 12, a longitudinal arm connecting bracket, an elastic element 5, and a vehicle body connecting member. The width of the longitudinal arm 12 is smaller than the width of the gap. One end of the longitudinal arm 12 extends into the gap and is fixedly connected to the housing of the differential mechanism. The longitudinal arm connecting bracket is disposed at the other end of the longitudinal arm 12. The elastic element 5 is connected to the upper part of the longitudinal arm connecting bracket, and the vehicle body connecting member is connected to the lower part of the longitudinal arm connecting bracket.

[0010] Preferably, the suspension link guide arm assembly includes a mounting arm 7 and a connecting arm bracket 8. The width of the mounting arm 7 is smaller than the width of the gap. The mounting arm 7 extends into the gap and is rotatably connected to the housing of the differential mechanism. One side of the connecting arm bracket 8 is rotatably connected to the mounting arm 7, and the other side is used to connect to the vehicle body.

[0011] The beneficial effects of this invention are: 1. Compared with the normal dual-tire wheel set structure, the present invention adds a differential mechanism between the wheels, which can effectively reduce the relative wear between the tires and the ground when turning, especially when turning, and extend the service life of the wheels.

[0012] 2. Compared to existing dual-row wheels which are connected to the vehicle body via a suspension system located inside the wheels, the dual-row wheels of this application are connected to the vehicle body via suspension longitudinal control arm assemblies and suspension link guide arm assemblies located on the front and rear sides of the dual-row wheels. This does not occupy the installation space between the left and right dual-row wheels, increases the internal space between the left and right wheel sets, and improves the comfort of the vehicle.

[0013] 3. This invention can be driven independently or linked left and right through a transmission mechanism.

[0014] 4. The present invention adopts independent drive, which can reduce the intermediate transmission mechanism of the drive wheel compared with the prior art, effectively reduce the middle floor, increase the interior space of the vehicle, reduce the overall vehicle height, reduce the drag coefficient, and reduce energy consumption.

[0015] 5. This invention employs independent drive control, increasing vehicle maneuverability. Attached Figure Description

[0016] Figure 1 This is a side view of a double-row wheel structure with differential drive.

[0017] Figure 2 This is a top view of a double-row wheel structure with differential drive.

[0018] Figure 3 This is a three-dimensional schematic diagram of a double-row wheel structure with differential drive.

[0019] Figure 4 for Figure 3 The diagram of the outer tires is omitted.

[0020] Figure 5 This is a schematic diagram of the differential mechanism.

[0021] 1. Suspension Linkage Guide Arm; 2. Drive Shaft; 3. Double Wheels; 4. Suspension Trailing Arm Assembly; 5. Elastic Element; 6. Body Connector; 7. Mounting Arm; 8. Connecting Arm Bracket; 9. Outer Tire; 10. Inner Tire; 11. Differential Mechanism; 12. Trailing Arm; 13. Outer Tire Axle; 14. Inner Tire Axle; 15. Gear; 16. Clearance; 17. Trailing Arm Connecting Bracket; 18. Housing; 19. Half Shaft Mounting Hole; 20. Ring Gear. Detailed Implementation

[0022] The technical solution of the present invention will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them; and the structures shown in the accompanying drawings are merely illustrative and do not represent physical objects. It should be noted that all other embodiments obtained by those skilled in the art based on these embodiments of the present invention are within the scope of protection of this application.

[0023] It should be noted that, in this document, the term "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical or equivalent elements in the process, method, article, or apparatus that includes said element.

[0024] The terms "upper," "lower," "inner," and "outer" do not constitute absolute spatial relationship restrictions, but are merely concepts of relative position. This is something that anyone skilled in the art can understand.

[0025] See Figure 1-3 Taking the double-row wheel structure of a truck as an example, it includes an outer tire 9 and an inner tire 10 arranged side by side, which significantly increases the vehicle's driving load.

[0026] The outer tire 9 and the inner tire 10 are fixedly mounted on two independent axles (13, 14), and the two axles (13, 14) are connected together by a differential mechanism 11. The differential mechanism 11 is located between the outer tire 9 and the inner tire 10, and a gap 16 is provided between the outer tire 9 and the inner tire 10.

[0027] In this embodiment, the differential mechanism includes a hollow housing 18. The sidewall of the housing has half-shaft mounting holes 19 for mounting half-shafts. Two shafts extend into the housing 18 through the mounting holes via bearings. Side gears are connected to each of the two shafts, and a star gear is positioned between the two side gears. A bracket is mounted on one of the shafts, and the star gear is self-rotatingly connected to the bracket. The star gear meshes with both side gears simultaneously. A ring gear 20 is fixedly mounted on the bracket, and the ring gear 20 meshes with a gear 15 at the front end of the drive shaft 2 for transmission. The mechanical structure of the differential mechanism is a conventional structure and will not be described in detail here.

[0028] The differential mechanism 11 is connected to the drive shaft 2 via a transmission.

[0029] When the truck moves forward, drive shaft 2 drives the ring gear to rotate, the ring gear drives the bracket to rotate, the bracket drives the star gear to revolve, the star gear drives the two side gears to rotate synchronously, and the two side gears drive the wheels to rotate synchronously.

[0030] When the truck turns left, the left tire has a smaller turning radius and the right tire has a larger turning radius. Drive shaft 2 drives the ring gear to rotate, and the bracket drives the star gear to revolve. At the same time, the star gear rotates under pressure, which drives the right side gear to rotate faster. This makes the right side gear rotate faster than the left side gear, resulting in the left tire rotating slower and the right tire rotating faster.

[0031] The addition of a differential mechanism effectively reduces the relative wear between the tires and the ground, especially during cornering, thus extending the lifespan of the wheels.

[0032] Installation of the double-row wheel structure: The suspension longitudinal control arm assembly 4 and the suspension link guide arm 1 assembly are located on the front and rear sides of the double wheel 3, respectively.

[0033] The suspension trailing arm assembly 4 includes a trailing arm 12, a trailing arm connecting bracket 17, an elastic element 5, and a body connecting member 6. The trailing arm 12 is a stainless steel plate structure with one end larger than the other. The width of the trailing arm 12 is smaller than the width of the gap 16. The front end of the trailing arm 12 extends into the gap 16 and is fixedly connected to the housing of the differential mechanism 11. The trailing arm connecting bracket 17 is located at the other end of the trailing arm 12. The elastic element 5 is connected to the upper part of the trailing arm connecting bracket 17 and is connected to the vehicle body, serving a shock absorption function. The body connecting member 6 is rotatably connected to the lower part of the trailing arm connecting bracket 17 via a pin. The body connecting member 6 is fixedly connected to the vehicle body by bolts.

[0034] The suspension link guide arm assembly 1 includes a mounting swing arm 7 and a connecting arm bracket 8. The width of the mounting swing arm 7 is less than the width of the gap 16. The insertion gap 16 of the mounting swing arm 7 is hinged to the housing of the differential mechanism 11. One side of the connecting arm bracket 8 is rotatably connected to the mounting swing arm 7, and the other side is used to connect to the vehicle body.

[0035] Compared to existing dual-row wheels which are connected to the vehicle body via a suspension system located inside the wheels, the dual-row wheels of this application are connected to the vehicle body via suspension longitudinal control arm assemblies and suspension link guide arm assemblies located on the front and rear sides of the dual-row wheels. This does not occupy the installation space between the left and right dual-row wheels, increases the internal space between the left and right wheel sets, and improves vehicle comfort.

[0036] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention. The scope of protection claimed by the appended claims and their equivalents is defined.

Claims

1. A dual tire wheel assembly structure with differential drive, comprising an outer tire and an inner tire arranged side by side, characterized in that, The outer tire and the inner tire are fixedly arranged on two independent shafts, and the two shafts are connected together through a differential mechanism, and the differential mechanism is in driving connection with a driving shaft. A gap is arranged between the outer tire and the inner tire, one end of a suspension swing arm assembly for connecting a vehicle body extends into the gap and is fixedly connected with the differential mechanism, and one end of a suspension connecting rod guide arm assembly for connecting the vehicle body extends into the gap and is swingably connected with the differential mechanism. The suspension swing arm assembly and the suspension connecting rod guide arm assembly are respectively arranged on the front and rear sides of the double-tire wheel set structure.

2. The dual tire wheel assembly structure with differential drive according to claim 1, wherein The differential mechanism comprises a hollow shell, a half shaft mounting hole for mounting a half shaft is formed in the side wall of the shell, the two shafts respectively extend into the shell through the half shaft mounting hole through bearings, side gears are respectively linked on the two shafts, a star gear is arranged between the two side gears, a bracket is sleeved on one of the shafts, the star gear is self-transmissively connected on the bracket, the star gear is in meshing connection with the two side gears, an annular gear is fixedly arranged on the bracket, and the annular gear is in driving connection with the driving shaft.

3. The dual tire wheel assembly structure with differential driving according to claim 1, wherein The suspension swing arm assembly comprises a swing arm, a swing arm connecting bracket, an elastic element and a vehicle body connecting piece, the width of the swing arm is smaller than the width of the gap, one end of the swing arm extends into the gap and is fixedly connected with the shell of the differential mechanism, the swing arm connecting bracket is arranged on the other end of the swing arm, the elastic element is connected on the upper part of the swing arm connecting bracket, and the vehicle body connecting piece is connected on the lower part of the swing arm connecting bracket.

4. The dual tire wheel assembly structure with differential driving according to claim 1, wherein The suspension connecting rod guide arm assembly comprises a mounting swing arm and a connecting arm bracket, the width of the mounting swing arm is smaller than the width of the gap, the mounting swing arm is rotatably connected with the shell of the differential mechanism, one side of the connecting arm bracket is rotatably connected with the mounting swing arm, and the other side is used for connecting the vehicle body.

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