Welded shock absorbing dual wheel
By improving the structure and connection method of the welded bracket, the problems of insufficient shock absorption performance and connection reliability of traditional welded double wheels under heavy load conditions have been solved. This has achieved high rigidity, multiple seals and convenient maintenance, extending service life and reducing maintenance costs.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHEJIANG YISHANG ROBOT CO LTD
- Filing Date
- 2025-10-17
- Publication Date
- 2026-07-21
Smart Images
Figure CN224528345U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of shock-absorbing dual-wheel technology, specifically a welded shock-absorbing dual-wheel. Background Technology
[0002] Traditional welded twin wheels generally suffer from insufficient shock absorption performance, poor structural rigidity, and inconvenient maintenance under heavy-load conditions. Existing twin wheels often employ open-structure welded brackets, which are prone to deformation under load, leading to decreased wheel stability. Shock absorption systems often rely on a single spring or shock absorber, making it difficult to balance impact buffering and high-frequency vibration absorption. Long-term use can result in spring fatigue or shock absorber failure. The connection between the wheel axle and bracket is mostly welded, requiring complete disassembly for maintenance, which is time-consuming and labor-intensive. The sealing design is rudimentary, allowing dust and moisture to easily penetrate the bearing cavity, increasing wheel hub rotation resistance and even causing jamming. The connection between the wheel rim and hub lacks reliability, potentially leading to bolt loosening under bumpy conditions, affecting the synchronous rotation accuracy of the twin wheels. Furthermore, traditional twin wheels lack sufficient reinforcement details; for example, stress concentration points on the bracket lack reinforcement measures, and shock absorber mounting points are prone to breakage due to uneven stress. These problems collectively result in short service life, high maintenance costs, and an inability to meet the long-term stable operation requirements under complex conditions. Utility Model Content
[0003] The purpose of this invention is to provide a welded shock-absorbing double wheel to solve the problems mentioned in the background art.
[0004] To achieve the above objectives, this utility model provides the following technical solution:
[0005] A welded shock-absorbing double wheel includes: a wheel axle, which is arranged through the horizontal left and right direction and has external threads machined at both ends;
[0006] The hub assembly includes a main hub, an upper bearing housing and a lower bearing housing. The main hub is coaxially mounted on the outer periphery of the middle part of the axle through the upper bearing housing and the lower bearing housing, and can rotate around the axle. The outer periphery of the main hub is provided with a flange surface.
[0007] The rim assembly includes a left rim, a right rim, and a hub end cap. The left rim and the right rim are fastened to both sides of the flange face of the main hub by circumferentially distributed hub bolts. The hub end cap is snapped onto the outside of the rim to form a closed wheel cavity.
[0008] The welding bracket assembly includes a main welding bracket one, a main welding bracket two, a support beam one, a support beam two, and a bracket reinforcing plate. The main welding bracket one and the main welding bracket two are fork-shaped components that are bent and welded. The lower ends are closed and welded into a frame shape by the support beam one and the support beam two. The bracket reinforcing plate is welded to the inner side of the frame shape. The main welding bracket one and the main welding bracket two are clamped to the external threads at both ends of the axle by the main wheel axle bolts and the wheel axle locking nuts.
[0009] The shock absorber assembly includes a lower shock absorber bracket, a shock absorber body, a shock absorber piston rod, a spring, a buffer rubber pad, and a front plate. The lower shock absorber bracket has an L-shaped structure, with its vertical flange welded to the lower inner side of a first main welded bracket and a second main welded bracket, and its horizontal flange having a hinge hole. The lower end of the shock absorber body is hinged to the lower shock absorber bracket through the hinge hole, and the upper end of the shock absorber piston rod is hinged to the front plate through a connecting rod. The spring is fitted around the outer periphery of the shock absorber body, with its upper end abutting against the lower end face of the connecting rod and its lower end abutting against the upper end face of the lower shock absorber bracket. The buffer rubber pad is vulcanized on the upper end face of the horizontal flange of the lower shock absorber bracket and located inside the spring.
[0010] The fasteners include side plate connecting bolts and a dust cover. The side plate connecting bolts pass through the corresponding through holes of the front plate and the bracket reinforcing plate in sequence and are fastened by hexagonal lock nuts. The dust cover seals the outer end of the upper bearing seat.
[0011] Furthermore, the external threads at both ends of the axle are respectively engaged with the internal threads of the main axle bolt and the axle locking nut, and the main welding bracket one and the main welding bracket two are fixed to both ends of the axle by axial clamping force, thereby restricting the relative axial displacement between the axle and the bracket assembly.
[0012] Furthermore, the flange face of the main hub is in contact with the inner end faces of the left and right rims, the hub bolts are evenly distributed around the flange face, the bolt heads are welded to the flange face, and the nut ends are locked to the rim, thereby achieving circumferential fixation of the hub and rim and torque transmission.
[0013] Furthermore, the inner side of the frame structure of the first and second main welded brackets is welded with a bracket reinforcing plate, the edge of the bracket reinforcing plate is fully welded to the support beam and bracket upright plate inside the frame, and the contact surface between the bracket reinforcing plate and the front plate is coated with sealant.
[0014] Furthermore, a bronze bushing is provided in the hinge hole of the horizontal wing surface of the lower support of the shock absorber. The pin at the lower end of the shock absorber body passes through the bushing and is axially limited by the cotter pin, so that the shock absorber body can rotate around the hinge hole of the horizontal wing surface.
[0015] Furthermore, the connecting rod horizontally passes through the hinge hole at the upper end of the shock absorber piston rod in the left-right direction. After sealing rings are fitted at both ends, they are axially locked by nuts one and two. The middle section is clearance-fitted with the through hole of the front plate to form a "hinged-sliding" composite connection structure.
[0016] Furthermore, a spring washer is provided between the side plate connecting bolt and the front plate, the buffer rubber pad is located inside the spring, and the spring is a cylindrical helical compression spring, the upper end face of which is in contact with the lower end face of the connecting rod, and the lower end face abuts against the upper end face of the buffer rubber pad.
[0017] Compared with the prior art, the beneficial effects of this utility model are as follows: The "frame-shaped welded bracket + reinforcing plate" structure, combined with the triangular reinforcing ribs of the lower bracket of the shock absorber, significantly improves the overall rigidity and torsional strength, preventing bracket deformation under heavy loads. The spring bears the main buffer load, the buffer rubber pad absorbs high-frequency vibrations and limits excessive spring compression, and the shock absorber achieves adaptive tilt compensation through a hinged-sliding composite connection, greatly improving the shock absorption effect. The axle and bracket are connected by bolt clamping, and the hub and rim are circumferentially fixed by flange bolts. All components are modularly assembled and disassembled. Maintenance requires no complete disassembly, improving ease of maintenance. The bearing cavity is equipped with a dust cover, the hub end cover has a built-in rubber sealing ring, and the hinge is equipped with a lip seal, forming multiple layers of sealing protection to effectively prevent dust and moisture from entering. The wheel axle threads are coated with anti-loosening rubber, the bracket through holes are equipped with metal bushings, and the bolt connections are equipped with spring washers. These details enhance the reliability of the connection and prevent bolt loosening and stress concentration. Through the above improvements, the dual wheels have significantly improved load-bearing capacity, shock absorption performance, sealing protection, and ease of maintenance, and can adapt to long-term stable operation under complex working conditions, reducing operating costs. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the structure of this utility model. Figure One ;
[0019] Figure 2 This is a schematic diagram of the structure of this utility model. Figure Two ;
[0020] Figure 3 This is a schematic diagram of the structure of this utility model. Figure Three ;
[0021] Figure 4 This is a schematic diagram of the structure of this utility model. Figure Four ;
[0022] Figure 5 This is a schematic diagram of the structure of this utility model. Figure Five ;
[0023] Figure 6 This is a schematic diagram of the structure of this utility model. Figure Six ;
[0024] Figure 7 This is a schematic diagram of the structure of this utility model. Figure Seven ;
[0025] In the diagram: 1. Axle; 2. Spring washer 1; 3. Hexagonal lock nut; 4. Front plate; 5. Nut 1; 6. Nut 2; 7. Nut 3; 8. Lower shock absorber bracket; 9. Shock absorber body; 10. Shock absorber piston rod; 11. Shock absorber limiting block; 12. Left wheel rim; 13. Right wheel rim; 14. Side plate connecting bolt; 15. Main wheel hub; 16. Bracket reinforcing plate; 17. Upper bearing seat; 18. Lower bearing seat; 19. Wheel hub end cap material; 20. Wheel hub bolt; 21. Main welded bracket 1; 22. Main welded bracket 2; 23. Support beam 1; 24. Support beam 2; 25. Main wheel axle bolt; 26. Sealing ring; 27. Bolt; 28. Axle lock nut; 29. Spring washer 2; 30. Dust cover 1; 31. Connecting rod; 32. Buffer rubber pad; 33. Spring. Detailed Implementation
[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0027] Example 1, please refer to Figures 1-7In this embodiment of the utility model, a welded shock-absorbing double wheel includes: an axle 1, which is arranged through the horizontal direction and has external threads processed at both ends; a hub assembly, including a main hub 15, an upper bearing seat 17 and a lower bearing seat 18, wherein the main hub 15 is coaxially fitted onto the outer periphery of the middle part of the axle 1 through the upper bearing seat 17 and the lower bearing seat 18, and can rotate around the axle 1; the outer periphery of the main hub 15 is provided with a flange surface; and a rim assembly, including a left rim 12, a right rim 13 and a hub end cap 19, wherein the left rim 12 and the right rim 13 are evenly distributed circumferentially. The hub bolts 20 are fastened to both sides of the flange face of the main hub 15. The hub end cap 19 is snapped onto the outside of the rim to form a closed wheel cavity. The welded bracket assembly includes a first main welded bracket 21, a second main welded bracket 22, a first support beam 23, a second support beam 24, and a bracket reinforcing plate 16. The first main welded bracket 21 and the second main welded bracket 22 are bent and welded fork-shaped components. The lower ends are closed and welded to the first support beam 23 and the second support beam 24 to form a frame shape. The bracket reinforcing plate 16 is welded to the inner side of the frame shape. The first main welded bracket 21 and the second main welded bracket 22 are connected to the first main welded bracket 23 and the second support beam 24 to form a frame shape. Frame 22 is clamped to the external threads at both ends of axle 1 by main wheel axle bolts 25 and wheel axle locking nuts 28. The shock absorption assembly includes a lower shock absorber bracket 8, a shock absorber body 9, a shock absorber piston rod 10, a spring 33, a buffer rubber pad 32, and a front plate 4. The lower shock absorber bracket 8 has an L-shaped structure, with its vertical wing surface welded to the lower inner side of the main welded bracket 1 21 and the main welded bracket 2 22. The horizontal wing surface has a hinge hole. The lower end of the shock absorber body 9 is hinged to the lower shock absorber bracket 8 through the hinge hole. The upper end of the shock absorber piston rod 10 is... The connecting rod 31 is hinged to the front plate 4. The spring 33 is fitted on the outer periphery of the shock absorber body 9. The upper end abuts against the lower end face of the connecting rod 31, and the lower end abuts against the upper end face of the lower support 8 of the shock absorber. The buffer rubber pad 32 is vulcanized on the upper end face of the horizontal wing surface of the lower support 8 of the shock absorber and is located inside the spring 33. The connecting fasteners include the side plate connecting bolt 14 and the dust cover 30. The side plate connecting bolt 14 passes through the corresponding through holes of the front plate 4 and the support reinforcement plate 16 in sequence and is fastened by the hexagonal lock nut 3. The dust cover 30 closes the outer end of the upper bearing seat 17.
[0028] Specifically, the external threads at both ends of the axle 1 mate with the internal threads of the main axle bolt 25 and the axle locking nut 28, respectively. Axial clamping force fixes the first main welded bracket 21 and the second main welded bracket 22 to both ends of the axle 1, limiting the relative axial displacement between the axle 1 and the bracket assembly. The flange face of the main hub 15 is in contact with the inner end faces of the left rim 12 and the right rim 13. The hub bolts 20 are evenly distributed circumferentially along the flange face, with the bolt heads welded to the flange face and the nut ends locked to the rim, achieving circumferential fixation and torque transmission between the hub and the rim. A bracket reinforcing plate 16 is welded to the inner side of the frame structure of the first main welded bracket 21 and the second main welded bracket 22. The edge of the bracket reinforcing plate 16 is fully welded to the support beam and bracket upright plate inside the frame, and the bracket reinforcing plate 16 is also welded to the front plate 4. The mating surfaces are coated with sealant. A bronze bushing is installed in the hinge hole of the horizontal wing surface of the shock absorber lower bracket 8. The pin at the lower end of the shock absorber body 9 passes through the bushing and is axially limited by the cotter pin, so that the shock absorber body 9 can rotate around the hinge hole of the horizontal wing surface. The connecting rod 31 passes horizontally through the hinge hole at the upper end of the shock absorber piston rod 10 in the left-right direction. After the sealing rings 26 are fitted at both ends, they are axially locked by the nuts 1 and 2. The middle section is clearance-fitted with the through hole of the front plate 4 to form a "hinged-sliding" composite connection structure. A spring washer 2 is provided between the side plate connecting bolt 14 and the front plate 4. The buffer rubber pad 32 is located inside the spring 33, and the spring 33 is a cylindrical helical compression spring. Its upper end face is in contact with the lower end face of the connecting rod 31, and its lower end face abuts against the upper end face of the buffer rubber pad 32.
[0029] like Figure 1 As shown, in this embodiment, the axle 1 is horizontally through-type, with external threads machined at both ends. The main welding bracket 1 21 and the main welding bracket 22 are clamped and fixed to both ends of the axle 1 by the main axle bolt 25 and the axle locking nut 28, forming an integral load-bearing frame. The main hub 15 is fitted on the outer periphery of the middle part of the axle 1 through the upper bearing seat 17 and the lower bearing seat 18. The main hub 15 can rotate freely around the axle 1. The outer end of the upper bearing seat 17 is closed by the dust cover 30.
[0030] like Figure 2 As shown, in this embodiment, the rim assembly includes a left rim 12 and a right rim 13, which are circumferentially fixed to the flange surface of the main rim 15 by rim bolts 20. The rim end cap material 19 is snapped onto the outside of the rim to form a closed rim cavity. The main rim 15 and the axle 1 are rotated together by the upper bearing seat 17 and the lower bearing seat 18 to ensure smooth rotation of the rim.
[0031] like Figure 3As shown, in this embodiment, the welding bracket assembly consists of a first welding bracket 21, a second welding bracket 22, a first support beam 23, and a second support beam 24. The first welding bracket 21 and the second welding bracket 22 are fork-shaped components that are bent and welded. The lower end is closed and welded into a frame structure by the first support beam 23 and the second support beam 24. A bracket reinforcing plate 16 is welded to the inner side, and the overall rigidity is improved by the full welding process.
[0032] like Figure 4 As shown, in this embodiment, the shock absorption assembly includes a lower shock absorber bracket 8, a shock absorber body 9, and a spring 33. The lower shock absorber bracket 8 has an L-shaped structure, with its vertical wing surface welded and fixed to the inner side of the welding bracket assembly. The horizontal wing surface is provided with a hinge hole. The lower end of the shock absorber body 9 is hinged to the lower shock absorber bracket 8 through the hinge hole. The upper piston rod 10 is hinged to the front plate 4 through the connecting rod 31. The spring 33 is fitted on the outer periphery of the shock absorber body 9, with its two ends abutting against the connecting rod 31 and the lower shock absorber bracket 8, respectively.
[0033] like Figure 5 As shown, in this embodiment, the external threads at both ends of the axle 1 are engaged with the main axle bolt 25 and the axle locking nut 28. The main welded bracket 1 21 and the main welded bracket 22 are fixed by axial clamping force. A metal bushing is provided in the through hole at the end of the bracket to avoid stress concentration when the bolt is clamped.
[0034] like Figure 6 As shown, in this embodiment, a triangular reinforcing rib is welded at the junction of the horizontal and vertical surfaces of the lower support 8 of the shock absorber. The reinforcing rib is fully welded to the surface to improve the torsional strength of the lower support 8 of the shock absorber and prevent deformation under long-term stress.
[0035] like Figure 7 As shown, in this embodiment, the inner side of the hub end cap material 19 is provided with an annular rubber sealing ring, which is interference-fitted with the outer end face of the rim to form a seal. A reinforcing boss is stamped in the center of the end cap to enhance the structural rigidity to resist external impact.
[0036] Beneficial effects: The combination design of the frame structure of the welded bracket assembly and the bracket reinforcement plate improves the overall bending stiffness and ensures the support stability under heavy load conditions. The shock absorber body and spring work together to absorb impact loads. The buffer rubber pad limits the excessive compression of the spring and reduces noise. The dust cover, the wheel hub end cover sealing ring and the hinge sealing ring form multiple protections to adapt to harsh working environments. The modular design allows each component to be assembled independently. The wheel axle and bracket are clamped and fixed with bolts, which facilitates maintenance and replacement.
[0037] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.
[0038] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
Claims
1. A welded shock-absorbing double wheel, characterized in that, include: A wheel axle (1) is installed through the horizontal left and right direction, and external threads are machined at both ends; The hub assembly includes a main hub (15), an upper bearing seat (17) and a lower bearing seat (18). The main hub (15) is coaxially mounted on the outer periphery of the middle part of the axle (1) through the upper bearing seat (17) and the lower bearing seat (18), and can rotate around the axle (1). The outer periphery of the main hub (15) is provided with a flange surface. The rim assembly includes a left rim (12), a right rim (13) and a hub end cap (19). The left rim (12) and the right rim (13) are fastened to both sides of the flange of the main hub (15) by circumferentially distributed hub bolts (20). The hub end cap (19) is snapped onto the outside of the rim to form a closed wheel cavity. The welding bracket assembly includes a main welding bracket one (21), a main welding bracket two (22), a support beam one (23), a support beam two (24), and a bracket reinforcing plate (16). The main welding bracket one (21) and the main welding bracket two (22) are bent and welded fork-shaped components. The lower end is closed and welded into a frame shape by the support beam one (23) and the support beam two (24). The bracket reinforcing plate (16) is welded to the inner side of the frame shape. The main welding bracket one (21) and the main welding bracket two (22) are clamped to the external threads at both ends of the axle (1) by the main wheel axle bolt (25) and the wheel axle locking nut (28). The shock-absorbing assembly includes a lower shock absorber bracket (8), a shock absorber body (9), a shock absorber piston rod (10), a spring (33), a buffer rubber pad (32), and a front plate (4). The lower shock absorber bracket (8) has an L-shaped structure, with its vertical wing surface welded to the lower inner side of the first main welding bracket (21) and the second main welding bracket (22), and its horizontal wing surface having a hinge hole. The lower end of the shock absorber body (9) is hinged to the lower shock absorber bracket (8) through the hinge hole, and the upper end of the shock absorber piston rod (10) is hinged to the front plate (4) through the connecting rod (31). The spring (33) is fitted around the outer periphery of the shock absorber body (9), with its upper end abutting against the lower end face of the connecting rod (31) and its lower end abutting against the upper end face of the lower shock absorber bracket (8). The buffer rubber pad (32) is vulcanized on the upper end face of the horizontal wing surface of the lower shock absorber bracket (8) and located inside the spring (33). The fasteners include side plate connecting bolts (14) and dust cover one (30). The side plate connecting bolts (14) pass through the corresponding through holes of the front plate (4) and the bracket reinforcing plate (16) in sequence and are fastened by hexagonal lock nuts (3). The dust cover one (30) closes the outer end of the upper bearing seat (17).
2. The welded shock-absorbing double wheel according to claim 1, characterized in that, The external threads at both ends of the axle (1) are respectively engaged with the internal threads of the main axle bolt (25) and the axle locking nut (28). The main welding bracket one (21) and the main welding bracket two (22) are fixed to both ends of the axle (1) by axial clamping force, thereby limiting the relative axial displacement between the axle (1) and the bracket assembly.
3. The welded shock-absorbing double wheel according to claim 1, characterized in that, The flange face of the main hub (15) is in contact with the inner end face of the left rim (12) and the right rim (13). The hub bolts (20) are evenly distributed along the circumference of the flange face. The bolt heads are welded to the flange face, and the nut ends are locked to the rim, so as to realize the circumferential fixation of the hub and the rim and the torque transmission.
4. The welded shock-absorbing double wheel according to claim 1, characterized in that, The main welding bracket one (21) and the main welding bracket two (22) are welded to the inner side of the frame structure with a bracket reinforcement plate (16). The edge of the bracket reinforcement plate (16) is fully welded to the support beam and bracket upright plate inside the frame. The contact surface between the bracket reinforcement plate (16) and the front plate (4) is coated with sealant.
5. The welded shock-absorbing double wheel according to claim 1, characterized in that, The lower support (8) of the shock absorber is provided with a bronze bushing in the hinge hole of the horizontal wing surface. The pin at the lower end of the shock absorber body (9) passes through the bushing and is axially limited by the cotter pin, so that the shock absorber body (9) can rotate around the hinge hole of the horizontal wing surface.
6. The welded shock-absorbing double wheel according to claim 1, characterized in that, The connecting rod (31) passes horizontally through the hinge hole at the upper end of the shock absorber piston rod (10) in the left-right direction. After the sealing rings (26) are fitted at both ends, they are axially locked by nut one (5) and nut two (6). The middle section is fitted with the through hole of the front plate (4) to form a "hinged-sliding" composite connection structure.
7. The welded shock-absorbing double wheel according to claim 1, characterized in that, A spring washer (2) is provided between the side plate connecting bolt (14) and the front plate (4). The buffer rubber pad (32) is located inside the spring (33), and the spring (33) is a cylindrical helical compression spring. Its upper end face is in contact with the lower end face of the connecting rod (31), and its lower end face is in contact with the upper end face of the buffer rubber pad (32).