136results about "Wheel-axle combinations" patented technology

A driving wheel comprises an axle, a wheel body, and a driving assembly. The wheel body is of a hollow structure and is rotatably arranged on the axle. The driving assembly comprises a shell, a motor, and a transmission mechanism. The shell is fixedly arranged on the axle and located in the wheel body, and the motor is fixedly arranged in the shell and connected to the wheel body by the transmission mechanism. An output shaft of the motor is arranged perpendicular to the axle, which can reduce the space occupied by the motor and improve space utilization.

A spindle assembly of an axle assembly includes an elongate body partially forming a first cavity and a second cavity. A seal is coupled to the elongate body at a location between the first cavity and the second cavity, and the seal is configured to be in contact with an axle shaft to fluidly seal the first and second cavities from one another. A breather is coupled to the elongate body and disposed in fluid communication with the second cavity. A sleeve is also coupled to the elongate body. The sleeve includes a notch that forms at least a portion of a drainage passage through which a fluid in the second cavity may flow from an upper portion of the second cavity to a lower portion thereof.

This is a trailer with independent half-axle suspension, the supporting structure of which consists of a frame (1), a split central support tube (2), and a chassis (3) with independently suspended running wheels (6). The chassis (3) comprises a front axle (31) with an integrated front transfer case (311) and pivotally mounted portal half-axles (312), and at least one rear axle (32) with an integrated rear transfer case (321) and pivoting rear half-axles (322). The support tube (2) is connected to the frame (1) via cross members (4). The solution consists in the support tube (2) being composed of a two-part front section (21) and rear sections (22) arranged at different heights, with the front section (21) being mounted higher than the rear section (22).and that the rear section (22) of the support tube (2) is provided with at least one intermediate plate (41) for the stepped connection of the axles (31) and (32) with the front section (21) of the support tube (2), which connects the support tube (2) to the front transfer case (311), wherein brake flanges (81) with brake carriers (82) for attaching the brake system of the trailer wheelset are attached at the ends of the half-axles (312) extending laterally from the front transfer case (311), and an independent wheel suspension (7) of the wheels (6) of the chassis (3) is mounted on the half-axles (312), which is attached to the underside of the frame (1) and is based on a bellows air spring (71), and an adjustable, vertically oriented trailer coupling (5) is attached to the end part of the front section (21) of the support tube (2).

Provided is a railway axle in which a non-fitting portion can have a sufficient fatigue limit and the fatigue limit of a fitting portion can be increased. A railway axle (1) according to the present disclosure includes fitting portions (2) with a diameter DW mm and a non-fitting portion (3). The non-fitting portion (3) includes a parallel portion (31) having a diameter DA mm that is smaller than the diameter DW mm, and a fillet R portion (32). DW / DA is 1.10 to 1.30, and a radius of curvature Rf is greater than or equal to a critical radius of curvature Rcr mm defined by Formula (1) and smaller than or equal to 60.0 mm, where Rf is a radius of curvature of a portion of a surface of the fillet R portion (32), the portion being adjacent to a surface of the parallel portion (31), and a reference total case depth CAT mm is a smaller depth out of total case depths at a 0.23Rf position and a 0.57Rf position in an axial direction of the railway axle (1) from an R end (2E) of the fillet R portion (32) toward the parallel portion (31) side, the R end being an end that is in contact with the parallel portion (31). [Expression 1] Rcr=0.0822DA⋅exp8.38CATDA

A running gear assembly for a vehicle includes an inner flange, an optional brake member assembly, and a unit hub. The inner flange may be connected to either an axle or an independent suspension member. The brake member assembly—when present—may be any type of brake member assembly commonly used for vehicles, including—but not limited to—electrically, hydraulically, or mechanically actuated drum brakes and hydraulically actuated disc brakes. The unit hub allows the wheel and tire assembly to connect to the vehicle without the need for a spindle.

The utility model discloses a road surface self-adaptive double-wheel driving mechanism which comprises an axle, a wheel rotating shaft, a brake system assembly, a hub connecting piece and side-by-side wheels, the side-by-side wheels are connected to the two sides of the hub connecting piece respectively, the wheel rotating shaft is arranged in the axle, a cylindrical wheel end flange is coaxially arranged outside the wheel rotating shaft, and the brake system assembly is arranged on the hub connecting piece. A bearing is sleeved on the outer wall of the cylinder of the wheel end flange, the wheel end flange is connected with a hub bearing mounting seat into a whole through the bearing, and the hub bearing mounting seat is rotatably connected with the axle through a wheel end rotating shaft; the wheel rotating shaft comprises a rotating shaft body and a front-end transmission shaft, and the rotating shaft body and the front-end transmission shaft are connected through a spherical hinge mechanism. The front end transmission shaft is fixedly connected with the wheel end flange; and the wheel end flange is fixedly connected with the hub connecting piece through the connecting part. The wheel set can swing at a certain angle relative to the axle, so that severe working conditions such as stress of a single wheel are effectively avoided, the loss of the wheel is reduced, and the service life of the wheel is prolonged.

The utility model relates to a walking mechanism for a railway vehicle, the walking mechanism is provided with a walking mechanism frame (1), at least one driving motor (2), at least one transmission mechanism (4) and at least one first wheel pair (5), the first wheel pair is rotatably coupled with the walking mechanism frame (1), the at least one driving motor (2) is connected with the walking mechanism frame (1), and the at least one transmission mechanism (4) is connected with the walking mechanism frame (1). The at least one drive motor (2) is coupled to the at least one transmission mechanism (4) and the at least one transmission mechanism (4) is coupled to the at least first wheel pair (5) for transmitting a torque from the at least one drive motor (2) to the at least first wheel pair (5) via the at least one transmission mechanism (4). According to the invention, at least one brake disc (24) is connected to the transmission shaft (20), and at least one brake actuator (27), which can be brought into contact with the at least one brake disc (24), is connected to the transmission housing (17). This results in a reduction in the unsprung mass of the running gear.

A locking system including a locking washer, a nut, and a retainer that together serve to secure a wheel hub to a spindle. The locking washer has a tab that extends through the nut and the retainer and that surrounds and is positioned rearward on the retainer so as to secure the retainer both axially and rotationally. The tab has an initial position corresponding to an unlocked position, and a distal end of the tab extends beyond the wheel hub far enough in the initial position to prevent a cap from being set on the tab when the tab is in the initial position. Thus, the cap cannot be installed until the tab is bent to a locked condition.

This invention provides a method for assembling a drive shaft and a wheel hub bearing, a drive system, and a vehicle. The method includes: moving the drive shaft axially toward the wheel hub bearing, and driving at least one of the drive shaft and the wheel hub bearing to rotate around its own central axis, so that the splines on the drive shaft gradually engage with the splines on the wheel hub bearing; during the engagement of the splines on the drive shaft and the wheel hub bearing, using a gauge to detect an assembly distance value, the assembly distance value being the distance between the shaft end face of the drive shaft and the bolt flange face of the wheel hub bearing, the gauge issuing a preset signal when the detected assembly distance value equals a theoretical distance value, the theoretical distance value being obtained by measuring the wheel hub bearing and the drive shaft in a standard engagement state; after the gauge issues the preset signal, using a locking fixture to lock the drive shaft and the wheel hub bearing in the current position. This application effectively solves the problem of low assembly efficiency of wheel hub bearings and drive shafts in the prior art.

The utility model discloses an AGV driving device, and belongs to the technical field of AGV driving. The AGV driving device overcomes the defects that in the prior art, a motor and a speed reducer of a traditional AGV driving device are installed on a driving frame respectively, so that the driving frame is difficult to machine, precision is difficult to control, a clutch leaks outwards, impurities enter easily, and the service life is affected. The main body structure of the caster comprises a caster assembly and a power assembly in transmission connection with the caster assembly, the caster assembly comprises a caster frame, a driving shaft installed on the caster frame and a first caster installed on the driving shaft, and the power assembly comprises a motor, an adapter frame, a clutch installed in the adapter frame and a speed reducer in transmission connection with the driving shaft. The two ends of the adapter frame are connected with the motor and the speed reducer respectively, the motor is in transmission connection with one end of the clutch through a motor adapter shaft, and the other end of the clutch is in transmission connection with the speed reducer through a speed reducer shaft. The double-vehicle linkage AGV is mainly used for the double-vehicle linkage AGV.

The application discloses a light-weight wheel set structure, a locomotive driving assembly and a locomotive, and relates to the technical field of rail transit. The light-weight wheel set structure comprises a shaft tube, two mounting seats and two wheels. The shaft tube is a hollow structure. The two mounting seats are arranged at two ends of the shaft tube and are detachably mounted on the shaft tube through at least one connecting piece. The two wheels are detachably connected with the corresponding mounting seats. The mounting seat, the shaft tube and the wheels jointly enclose a sealed cavity, and high-pressure gas with a preset pressure is introduced into the sealed cavity, so that the mass of the wheel set is further reduced. Each component can be individually disassembled, replaced or maintained, thereby greatly improving the maintenance efficiency and reducing the life cycle cost.

The present disclosure provides a composite powered wheel set, a train, a wheel-rail system and a train control method. The composite powered wheel set comprises two booster wheels and two support wheels mounted on a driving axle. The booster wheels are fixedly mounted on two ends of the driving axle, the support wheels are mounted on the driving axle via bearings, the moving axle is connected to a first transmission device, which is connected to a first power mechanism, and the driving axle is further connected to a train bogie via a connecting device. Booster wheels and booster rails are provided to improve anti-skid performance, so the train will not skid when running on a steep slope or under a heavy traction load. Restrictions on the railway slope, train traction load, and train speed are eliminated to a great extent, and the application scope of the wheel rails is expanded.

Aspects of the present invention relate to an axle system, a spindle nut, a spindle nut and a spindle. The axle system comprises a spindle and a spindle nut. The spindle has a threaded portion and a ratchet portion, the spindle nut has a threaded portion and at least one pawl. The threaded portions are sized to engage one another. The at least one pawl is arranged to engage the ratchet portion of the spindle.

Provided is a railway axle in which a non-fitting portion can have a sufficient fatigue limit and the fatigue limit of a fitting portion can be increased. A railway axle (1) according to the present disclosure includes fitting portions (2) with a diameter DW mm and a non-fitting portion (3). The non-fitting portion (3) includes a parallel portion (31) having a diameter DA mm that is smaller than the diameter DW mm, and a fillet R portion (32). DW / DA is 1.10 to 1.30, and a radius of curvature Rf is greater than or equal to a critical radius of curvature Rcr mm defined by Formula (1) and smaller than or equal to 60.0 mm, where Rf is a radius of curvature of a portion of a surface of the fillet R portion (32), the portion being adjacent to a surface of the parallel portion (31), and a reference total case depth CAT mm is a smaller depth out of total case depths at a 0.23Rf position and a 0.57Rf position in an axial direction of the railway axle (1) from an R end (2E) of the fillet R portion (32) toward the parallel portion (31) side, the R end being an end that is in contact with the parallel portion (31). [Expression 1] Rcr=0.0822DA⋅exp8.38CATDA

Wheels are described including: a hub portion which is arranged to rotate about an axis; a ground contacting region which surrounds the hub portion; the ground contacting region is formed from a number of segments; each of the segments normally adopts a home position and is arranged to move to either side of its home position with respect to the hub for a limited distance away from the home position along a path of travel in a direction which is substantially transverse to the circumference of the hub portion; the wheel further includes means for returning each of the segments to their home positions; and wherein an inner region of each segment is arranged to support the hub away from the surface of the ground and moves by sliding against the outside of the hub portion.

A wheel axle (2) configured to be assembled to a panel (5) of a rolling toy (1), comprising a screw (6), a friction cheek (7) fixed against rotation relative to the panel (5), a nut (8) having a threaded tubular portion (82) for passing through a hub of the wheel (3), a central hole (71) in the friction cheek (7) and a hole (52) in the panel (5), a threaded shank (62) of the screw (6) being configured to be screwed into the tubular portion (82) of the nut (8), the central hole (71) of the friction cheek (7) or the hole (52) in the panel (5), and the tubular portion (82) of the nut (8) having additional anti-rotation elements assembled by the axial engagement of the tubular portion (82) of the nut (8) in the central hole (71) of the friction cheek (7) or in the hole (52) in the panel (5) for immobilize the nut (8) against rotation relative to the panel (5). Figure 1

The utility model provides an automobile wheel end bearing structure which comprises a wheel axle, a bearing assembly, a hub and a temperature adjusting structure, the bearing assembly comprises two sets of bearings, and the two sets of bearings are installed on the wheel axle at intervals; the hub is rotationally connected to the wheel axle through a bearing assembly; the temperature adjusting structure comprises a heat exchange piece; wherein a containing cavity is defined by the wheel axle, the hub and the bearing assembly, the heat exchange piece is arranged in the containing cavity, and heat exchange is conducted between the bearing assembly and the heat exchange piece. The utility model can improve the influence of temperature change on the lubricating property of the bearing.

The utility model discloses a driving wheel assembly and a forklift, and the driving wheel assembly comprises a hub, a hub rotating shaft and a first locking piece; the hub is provided with at least one first matching hole; the hub rotating shaft comprises a connecting part and a positioning part; the positioning part is connected with at least one second matching part, and the first matching part is matched with the second matching part so as to position the connection of the hub and the connecting part; the first locking piece is connected with the connecting part and used for pressing and fixing the hub so that the hub rotating shaft can drive the hub to rotate. The driving wheel assembly and the forklift are used for conducting initial positioning on the wheel, the coaxiality between the wheel and the hub rotating shaft is improved, and installation of the wheel is facilitated.

This invention discloses a wheel connection assembly and a vehicle. The wheel connection assembly according to the invention includes a wheel hub, a first magnetic connector, a second magnetic connector, a first battery, and a second battery. The first and second magnetic connectors are selectively magnetically connected to the wheel hub, respectively. The first battery is connected to the first magnetic connector and adapted to supply power to it. The second battery is connected to the second magnetic connector and adapted to supply power to it. One of the first and second batteries is configured as a power battery for the vehicle. The wheel connection assembly according to the invention improves the connection stability between the wheel and the drive shaft by providing the first and second magnetic connectors for magnetic connection to the wheel hub. By providing power to both the first and second batteries respectively, it ensures that at least one magnetic connector remains stably connected to the wheel hub, thus improving vehicle safety.

OMNIDIRECTIONAL WHEEL AND OPERATING METHOD A spherical omnidirectional wheel comprises a support (2) attached to a frame by a first and a second power shaft (9, 10) forming a pivot joint defining a first axis of rotation (XX). A first hemisphere (3) and a second hemisphere (4) are attached to the support (2) and are separated by a support plane passing through the support (2). A first and a second gear (5, 6) are coupled respectively to the first and second power shafts (9, 10). A third bevel gear (7) is meshed with the first and second gears (5, 6). The third gear (7) is fixed to the first hemisphere (3) and the second hemisphere (4) to rotate the first and second hemispheres (3, 4) around the first axis of rotation (XX) and around a second axis of rotation (YY).

This utility model relates to the field of vehicle wheel hub bearings and discloses a lightweight wheel hub bearing unit assembly, including an outer ring sleeve (1) and an inner ring shaft (2). The lower end of the shaft (2) is integrally formed with a flange (3). Rollers are arranged between the outer ring of the shaft (2) and the inner ring of the sleeve (1) to form a bearing structure. A cover (4) is provided at the upper end of the sleeve (1), and the sleeve (1) extends to the root (5) of the shaft (2). The rollers include two sets, one set at the upper end of the shaft (2) and the other set at the root (5) of the shaft (2). The flange (3) has multiple fixing wings (6), and fixing holes (7) are provided on the fixing wings (6). The fixing wings (6) are distributed circumferentially along the shaft (2), and a weight reduction opening (8) is formed between the fixing wings (6). This bearing unit assembly has the advantages of reliable sealing, high load-bearing capacity, and long service life.

The present application relates to the technical field of vehicle parts, in particular to a direct-current horizontal driving wheel structure and a vehicle body thereof, comprising: a wheel hub, a driving shaft is fixed to the middle part of one side surface of the wheel hub, a brake disc is fixed to the driving shaft, a bevel gear one, a transmission bevel gear and a bevel gear two are sequentially meshed in transmission, one end of the driving shaft is rotatably installed in the middle part of a fixed shaft; the middle part of a brake frame is fixedly connected with a brake caliper through a fastening bolt, the brake caliper is semi-covered at the edge of the brake disc; the beneficial effect is that: the transmission bevel gear is arranged between the bevel gear one and the bevel gear two, so that the driving shaft and the differential shaft can be kept in transmission connection, and the driving shaft can rotate around the fixed shaft; when the wheel hub is shaken, the driving shaft, the brake disc, the brake frame and the brake caliper can synchronously rotate and swing around the fixed shaft, so that the brake disc on the wheel hub is prevented from being shaken to cause position deviation and affect the brake performance of the device.

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.

A running gear assembly (10) for a vehicle includes an inner flange (100), an optional brake member assembly (200), and a unit hub (300). The inner flange may be connected to either an axle or an independent suspension member. The brake member assembly - when present - may be any type of brake member assembly commonly used for vehicles, including - but not limited to - electrically, hydraulically, or mechanically actuated drum brakes and hydraulically actuated disc brakes. The unit hub allows the wheel and tire assembly to connect to the vehicle without the need for a spindle.

The present disclosure relates to a semi-differential swerve drive adapted for driving a moving apparatus. The semi-differential swerve drive primarily comprises a force translation member, a core having a turning wheel portion and an axle mounting portion, a drive wheel, an axle mounted on the axle mounting portion and a locomotion wheel mounted to the axle. In use, the semi-differential swerve drive provides mobility to an object in various restricted environments.

The present application relates to the technical field of mine flat car, especially to a wheel pair of mine flat car. The wheel pair of mine flat car comprises a mine wheel with a hollow structure, characterized in that it further comprises a runaway prevention device; the runaway prevention device comprises a mounting frame and a brake assembly, the mounting frame is coaxially installed in the mine wheel; the brake assembly comprises a brake block and an elastic member, one end of the brake block is hinged to the mounting frame, and the hinged axis is parallel to the axis of the mine wheel, the other end of the brake block is elastically connected to the mounting frame through the elastic member, and the elastic member is arranged along the radial direction of the mine wheel. By setting the brake block and the elastic member, when the flat car runs at a high speed or runs away, the centrifugal force is greater than the elastic force of the elastic member, so that the brake block is in close friction with the inner wall of the mine wheel under the action of the centrifugal force, thereby realizing the rapid deceleration of the brake block on the mine wheel.

A rail vehicle, such as a light rail vehicle, can include a wheel unit and a support unit. The wheel unit can define an axis of rotation of the wheel unit. The support unit can be configured to be connected to a rail vehicle structure that defines a vehicle longitudinal direction, a vehicle transverse direction, and a vehicle height direction. The support unit can be configured to connect the wheel unit to the rail vehicle structure such that the wheel unit is rotatable about the axis of rotation. The support unit can also include a primary suspension unit configured to provide resilient support of the rail vehicle structure on the wheel unit at least in the vehicle height direction.

The utility model belongs to wheel pair technical field especially relates to a steering wheel pair with lubricating function, including mounting bracket and wheel, wheel is installed in mounting bracket left and right sides, is provided with the direction changing device in mounting bracket, and the direction changing device includes direction changing motor, gear, rack, rotation axis and mounting bracket. This steering wheel pair with lubricating function, through direction changing motor drive gear rotation, thereby drive rack removal, finally make mounting bracket and wheel change direction, through screw rod motor drive screw rod rotation certain number of turns, make the push board advance specified distance, will certain amount of lubricating oil through the connecting pipe press into the oil inlet, finally from the wheel axle surface lubrication hole flows out to the wheel axle and the wheel inner surface lubrication, improve the service life, through infrared speedometer detection unit time in the mark groove pass frequency to judge the wheel rotating speed, reach certain rotating speed through signal line to screw rod motor send signal and make it work to the wheel axle lubrication, reduce lubricating oil unnecessary loss.

The utility model relates to the technical field of axle lifting, and discloses a lifting axle assembly structure which comprises an axle body, a connecting plate is rotationally connected to the outer portion of the axle body, a frame plate is arranged on the top of the connecting plate, an adjusting mechanism is arranged on the frame plate and comprises a lifting plate, the lifting plate is arranged on the inner side of the frame plate, and the lifting plate is arranged on the inner side of the frame plate. The lifting plate penetrates through the bottom wall of the frame plate, and the top of the connecting plate is fixedly connected with a socket. Through the design of an adjusting mechanism, a threaded adjusting rod is controlled to rotate to drive a lifting plate to perform lifting adjustment, a motor drives the threaded adjusting rod to rotate through a rectangular rod after working, and if the motor fails and cannot perform lifting control properly, the threaded adjusting rod can be adjusted to rotate by controlling a rotating rod to rotate; in this way, adjustment is conducted in an electric adjusting mode and a manual adjusting mode, lifting operation can still be executed when the motor breaks down, and smooth proceeding of lifting work is effectively guaranteed.