Multiple anti-loosening power wheel set

Abstract

The utility model discloses a multiple anti-loosening power wheel set which overcomes the defect that an existing power wheel set is poor in reliability due to the fact that the connecting and fastening mode is single. Comprising a motor, a spline shaft, a tire, a hub side spline flange, a bidirectional locking mechanism and a flange tire connecting assembly. A motor output shaft is coaxially connected with a spline shaft through a flange coupling, and the spline shaft drives tires to rotate. The spline shaft is connected with a spline of the tire, and torque can be transmitted and prevented from being concentrated. The hub side spline flanges are arranged on the two sides of the tire, the connecting strength is enhanced, and positioning is provided. The bidirectional locking mechanism comprises a bidirectional fastening nut and can axially lock the output end of the spline shaft to prevent looseness. The flange tire connecting assembly comprises a bolt and a nut, and connection between the tire and the flange is reinforced. All the components work cooperatively, the connecting strength and stability are improved, and the problems that an existing power wheel set is single in fastening mode and poor in reliability are effectively solved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a multi-layer anti-loosening power wheel set. Background Technology

[0002] Current traditional four-wheel drive vehicles typically use a single bolt-mounted method to connect the tires and axles. The key feature of this connection method is that the preload of the bolts secures the tires axially to the axle, while the friction between the bolts and the threaded holes transmits torque, preventing relative rotation of the tires in the circumferential direction. Its main function is to ensure a reliable connection between the tires and the axles throughout the vehicle's operation, thereby guaranteeing normal driving and power transmission.

[0003] However, this existing technology has many problems in practical applications. When driving on complex road conditions, the wheel assembly is subjected to high-frequency vibration, which can easily cause the threaded parts to loosen. The four-wheel drive motor has a large instantaneous torque, and when transmitted through the screws, the stress concentration coefficient at the root of the thread is high, far exceeding the material fatigue limit, making the screws prone to breakage. In addition, the preload of standard screws decays rapidly, reaching a certain percentage in a short period of time, which means that manual re-inspection is required after a period of operation. The maintenance cycle is short and the frequent tightening is time-consuming and labor-intensive.

[0004] In summary, a new technical solution is urgently needed to address the problems of easy loosening of threaded connections, easy breakage of screws, and inconvenient maintenance in traditional four-wheel drive vehicle power wheel sets, in order to meet the market and industry's new demands for stable and reliable operation of vehicles under complex road conditions. Therefore, how to overcome the aforementioned shortcomings caused by the single screw fixing method in the existing four-wheel drive vehicle power wheel set technology has become a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] The purpose of this utility model is to provide a multi-layered anti-loosening power wheel set to overcome the shortcomings of existing power wheel sets with poor reliability due to the single connection and fastening method.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A multi-layer anti-loosening power wheel set, comprising:

[0008] The motor's output shaft is coaxially connected to the splined shaft via a flange coupling.

[0009] A splined shaft with a tire connected to its shaft body;

[0010] Hub-side splined flanges are installed in pairs on both sides of the tire on the splined shaft;

[0011] A two-way locking mechanism, including a two-way fastening nut located at the output end of the spline shaft;

[0012] A flange tire connection assembly, including flange tire connection bolts and flange tire connection nuts that pass through the spline flange on the wheel hub side and the tire.

[0013] The splined shaft has an external spline on its shaft body, and the tire center has an internal spline hole that matches the external spline of the splined shaft. The two are connected by splines.

[0014] The inner bore of the spline flange on the hub side is provided with a spline groove that mates with the spline shaft.

[0015] The spline flange on the wheel hub side is positioned close to the tire.

[0016] Both the spline flange on the wheel hub side and the tire are provided with several through holes. The two are tightly fitted together by flange-tilt connection bolts and flange-tilt connection nuts. The through holes allow the flange-tilt connection bolts to pass through.

[0017] The bidirectional fastening nut includes a first locking nut and a second locking nut. The spline shaft output end is provided with an external thread. The first locking nut and the second locking nut are screwed into the external thread of the spline shaft output end to form a double nut preload structure.

[0018] The first locking nut and the second locking nut in the two-way fastening nut are tightened in a staggered manner, forming an axial pressure with a 120° phase difference.

[0019] The coupling is fastened to the motor output shaft and spline shaft by coupling bolts and nuts. The flange coupling is provided with several through holes, which allow the coupling bolts and nuts to pass through and fix the flange coupling.

[0020] The flange coupling has six circumferentially distributed oblong holes.

[0021] The long axis of the waist-shaped hole forms a 30° angle with the radial direction of the coupling.

[0022] Compared with the prior art, the present invention has the following beneficial technical effects:

[0023] This utility model provides a multi-layered anti-loosening power wheel set, which effectively overcomes the shortcomings of existing power wheel sets with poor reliability due to the single connection and fastening method through the synergistic effect of multiple structural designs.

[0024] The motor output shaft is coaxially connected to the splined shaft via a flange coupling, and the splined shaft then drives the tire to rotate. This drivetrain design ensures stable power transmission. The splined connection between the splined shaft and the tire not only transmits torque but also avoids the problem of torque concentration at a single connection point. Pairs of splined flanges are positioned on both sides of the tire on the wheel hub side, enhancing the connection strength between the tire and the splined shaft, providing more reliable circumferential and axial positioning, and preventing tire displacement during power transmission.

[0025] The bidirectional locking mechanism achieves reliable axial locking of the spline shaft output end by setting a bidirectional fastening nut at the spline shaft output end and utilizing the phase difference axial pressure generated by the double nut preload structure, effectively preventing the nut from loosening due to vibration.

[0026] The flange tire connection assembly includes flange tire connection bolts and flange tire connection nuts that pass through the spline flange on the wheel hub side and the tire, further reinforcing the connection between the tire and the spline flange on the wheel hub side and improving the stability of the overall structure.

[0027] In summary, this solution enhances the connection strength and stability of the power wheelset from multiple aspects through the synergistic effect of spline connection, bidirectional locking mechanism and flange tire connection assembly, overcomes the shortcomings of single connection and fastening methods in the prior art, and improves the reliability and stability of the power wheelset. Attached Figure Description

[0028] Figure 1 This is an exploded view of a multi-layered anti-loosening power wheel assembly according to an embodiment of this utility model.

[0029] Figure 2 This is a schematic diagram of the overall structure of a multi-layer anti-loosening power wheel assembly in an embodiment of this utility model.

[0030] Figure 3 A top view of a multi-layer anti-loosening power wheel assembly in an embodiment of this utility model.

[0031] In the diagram: 1. Top locking nut; 2. Flange tire connection nut; 3. Hub-side splined flange; 4. Tire; 5. Flange tire connection bolt; 6. Splined shaft; 7. Coupling bolts and nuts; 8. Flange coupling; 9. Motor. Detailed Implementation

[0032] Existing traditional four-wheel drive vehicles mostly use a single screw fixing method for their power wheelsets, which has many drawbacks. When driving on complex road conditions, the wheelsets are subjected to high-frequency vibrations, which can easily cause the threaded parts to loosen. In addition, the four-wheel drive motor has a large instantaneous torque, and when transmitted through the screw, the stress concentration coefficient at the root of the thread is high, far exceeding the material fatigue limit, making the screw prone to breakage. Furthermore, the preload of standard screws decays rapidly, reaching a certain percentage in a short period of time, which means that manual re-inspection is required after a period of operation. The maintenance cycle is short and frequent tightening is time-consuming and labor-intensive.

[0033] Given the numerous problems with traditional four-wheel drive vehicle power wheelsets, such as easy loosening of threaded connections, easy breakage of screws, and inconvenient maintenance, this application aims to propose a solution that can effectively address these issues. By designing a four-wheel drive vehicle power wheelset with multiple anti-loosening structures, not only can the stability of the threaded connections be enhanced, avoiding the risk of loosening and breakage due to vibration and torque, but the maintenance cycle can also be significantly extended, reducing the need for manual re-inspection. This improves the reliability and efficiency of four-wheel drive vehicles under various complex road conditions, providing a more stable and efficient wheelset solution for the widespread application of four-wheel drive vehicles.

[0034] 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.

[0035] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0036] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0037] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" means two or more, unless otherwise explicitly specified.

[0038] Reference Figures 1 to 3 The image shows a specific embodiment of the multi-layer anti-loosening power wheel set provided by this utility model, including:

[0039] The output shaft of motor 9 is coaxially connected to spline shaft 6 via flange coupling 8;

[0040] Splined shaft 6, with tire 4 connected to its shaft body;

[0041] The hub-side spline flange 3 is arranged in pairs on both sides of the tire 4 on the spline shaft 6;

[0042] A two-way locking mechanism, including a two-way fastening nut located at the output end of the spline shaft 6;

[0043] The flange tire connection assembly includes a flange tire connection bolt 5 and a flange tire connection nut 2 that pass through the hub-side spline flange 3 and the tire 4.

[0044] In this specific embodiment, the motor 9, flange coupling 8, and splined shaft 6 constitute the core transmission chain of the power wheel set. The power of the motor 9 is transmitted to the splined shaft 6 through the flange coupling 8, thereby driving the tire 4 to rotate. The splined shaft 6 has an external spline on its shaft body, and the tire 4 has an internal spline hole in its center that matches the external spline of the splined shaft 6. The two are connected by splines to achieve circumferential fixation between the tire and the splined shaft, preventing circumferential slippage of the tire during rotation. The inner hole of the hub-side splined flange 3 has a spline groove that mates with the splined shaft 6, further enhancing the connection strength between the tire and the splined shaft and providing axial positioning. The hub-side splined flange 3 is set tightly against the tire 4, and both are provided with several through holes. The through holes allow the flange tire connection bolts 5 to pass through, and the flange tire connection nuts 2 ensure a tight fit.

[0045] The bidirectional fastening nut includes a first locking nut 101 and a second locking nut 102. The output end of the splined shaft 6 is provided with an external thread. The first locking nut 101 and the second locking nut 102 are screwed onto the external thread of the output end of the splined shaft 6, forming a double-nut preload structure. The first locking nut 101 and the second locking nut 102 in the bidirectional fastening nut are tightened in a staggered manner, forming an axial pressure with a 120° phase difference, axially locking the output end of the splined shaft and preventing the nuts from loosening.

[0046] The coupling is fastened to the output shaft of the motor 9 and the splined shaft 6 by coupling bolts and nuts 7. The flange coupling 8 has several through holes, allowing the coupling bolts and nuts 7 to pass through and secure the flange coupling 8. The through holes on the flange coupling 8 are six evenly distributed circumferentially oblong holes, with the long axis of the oblong holes forming a 30° angle with the radial direction of the coupling. This design provides convenience for installation and adjustment, while allowing for some displacement compensation, enabling the coupling bolts and nuts to be fine-tuned along this direction to accommodate small relative displacements between the motor and the splined shaft.

[0047] To make the solution provided by this utility model easier to understand, another specific implementation method will be provided below in conjunction with a more specific scenario.

[0048] This solution can be applied to multi-locking power wheel sets for four-wheel drive platforms such as educational robots and intelligent inspection vehicles. In actual operation, the motor 9 starts and outputs power, which is coupled to the splined shaft 6 via the flange coupling 8. Power is further transmitted on the splined shaft 6. Because the splined shaft 6 is connected to the inner splined hole at the center of the tire 4 via splines, this tight engagement ensures that power is smoothly and efficiently transmitted from the splined shaft 6 to the tire 4, driving the tire 4 to rotate and propelling the vehicle forward. Simultaneously, the fit between the hub-side splined flange 3 and the splined shaft 6 further enhances the connection strength between the tire 4 and the splined shaft 6, ensuring that the tire 4 does not experience circumferential slippage or axial displacement during power transmission, providing strong support for the stable driving of the vehicle. When the vehicle travels on uneven roads, vibration and impact are unavoidable; at this time, the role of the two-way fastening nut becomes prominent. The double-nut pre-tightening structure formed by the first locking nut 101 and the second locking nut 102 generates axial pressure with a 120° phase difference through staggered tightening, tightly locking the output end of the splined shaft 6 and preventing the nuts from loosening under vibration and impact loads, thus ensuring the integrity of the power transmission chain. Furthermore, the oblong hole design on the flange coupling 8 also plays a crucial role. Its long axis forms a 30° angle with the radial direction of the coupling, allowing for flexibility in the installation and adjustment of the coupling bolts and nuts 7. This accommodates minor relative displacements between the motor 9 and the splined shaft 6 caused by manufacturing errors or installation deviations, ensuring the smoothness and reliability of power transmission. Through the coordinated work of these carefully designed components, the entire power wheel assembly effectively overcomes the shortcomings of traditional single-method connection and fastening, which leads to poor reliability, providing solid technical support for the stable operation of the vehicle under complex road conditions.

[0049] In existing technologies, traditional drive wheel sets mostly use a single screw fixing method. This method is prone to loosening of the threaded pair due to high-frequency vibration when facing complex road conditions. At the same time, the torque concentration on the screw can also cause excessive stress on the screw, leading to breakage. In addition, the maintenance cycle is short, requiring frequent tightening, resulting in many reliability issues. This solution, through a multi-layered structural design, effectively overcomes these shortcomings.

[0050] This solution employs a core transmission chain consisting of a motor 9, a flange coupling 8, and a splined shaft 6, achieving stable power transmission. The splined shaft 6 is connected to the tire 4 via a spline, a structure that not only efficiently transmits torque but also effectively avoids the problem of torque concentration on a single bolt. Simultaneously, the addition of the splined flange 3 on the wheel hub side further enhances the connection strength between the tire and the splined shaft, providing more stable circumferential and axial positioning, effectively preventing circumferential slippage or axial displacement of the tire during power transmission.

[0051] The design of the bidirectional locking nut, including a first locking nut 101 and a second locking nut 102, provides reliable axial locking to the spline shaft output end through the axial pressure generated by the 120° phase difference of the double-nut preload structure. This double-nut locking method significantly improves the resistance to loosening, effectively prevents nut loosening caused by vibration, thereby extending the maintenance cycle and reducing the number of tightening operations.

[0052] Furthermore, the oblong hole design on the flange coupling 8, with its long axis at a 30° angle to the radial direction of the coupling, provides flexible installation and adjustment space for the coupling bolts and nuts 7, accommodating minor relative displacements between the motor 9 and the splined shaft 6. This design not only improves installation convenience but also reduces additional stress caused by installation deviations, further enhancing the overall stability and reliability of the power wheel set.

[0053] In summary, this solution enhances the connection strength and stability of the power wheel set from multiple aspects through the synergistic effect of multiple structures, including spline connection, two-way fastening nut, and the waist-shaped hole design of the flange coupling. It effectively overcomes the problem of poor reliability caused by a single connection and fastening method in the existing technology, and provides a strong guarantee for the stable operation of the power wheel set under complex working conditions.

[0054] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A multi-layered anti-loosening power wheel set, characterized in that, include: The motor (9) has its output shaft coaxially connected to the spline shaft (6) via a flange coupling (8); A splined shaft (6) with a tire (4) connected to its shaft body; Hub-side spline flanges (3) are arranged in pairs on both sides of the tire (4) on the spline shaft (6); A two-way locking mechanism, including a two-way fastening nut disposed at the output end of the spline shaft (6); The flange tire connection assembly includes a flange tire connection bolt (5) that passes through the hub-side spline flange (3) and the tire (4) and a flange tire connection nut (2).

2. The multi-layer anti-loosening power wheel set according to claim 1, characterized in that, The spline shaft (6) has an external spline on its shaft body, and the tire (4) has an internal spline hole at its center that matches the external spline of the spline shaft (6). The two are connected by a spline.

3. The multi-layer anti-loosening power wheel set according to claim 2, characterized in that, The inner hole of the hub-side spline flange (3) is provided with a spline groove that mates with the spline shaft (6).

4. The multi-layer anti-loosening power wheel set according to claim 1, characterized in that, The hub-side spline flange (3) is positioned close to the tire (4).

5. The multi-layer anti-loosening power wheel set according to claim 4, characterized in that, Both the hub-side spline flange (3) and the tire (4) are provided with several through holes. The two are tightly fitted together by flange-tire connecting bolts (5) and flange-tire connecting nuts (2). The through holes allow the flange-tire connecting bolts (5) to pass through.

6. The multi-layer anti-loosening power wheel set according to claim 1, characterized in that, The bidirectional fastening nut includes a first locking nut (101) and a second locking nut (102). The output end of the spline shaft (6) is provided with an external thread. The first locking nut (101) and the second locking nut (102) are screwed into the external thread of the output end of the spline shaft (6) to form a double nut preload structure.

7. A multi-layer anti-loosening power wheel set according to claim 6, characterized in that, The first locking nut (101) and the second locking nut (102) in the two-way fastening nut are tightened in a staggered manner, forming an axial pressure with a 120° phase difference.

8. The multi-layer anti-loosening power wheel set according to claim 1, characterized in that, The coupling is fastened to the output shaft of the motor (9) and the spline shaft (6) by coupling bolts and nuts (7). The flange coupling (8) is provided with several through holes, which allow the coupling bolts and nuts (7) to pass through and fix the flange coupling (8).

9. A multi-layer anti-loosening power wheel set according to claim 8, characterized in that, The flange coupling (8) has six through holes that are evenly distributed in a circumferential direction.

10. A multi-layer anti-loosening power wheel set according to claim 9, characterized in that, The long axis of the waist-shaped hole forms a 30° angle with the radial direction of the coupling.

Images