Quick-mounting and quick-detaching wheel set mounting structure

Abstract

The utility model relates to quick -mounting quick -disassembly type wheel pair mounting structure technical field, especially quick -mounting quick -disassembly type wheel pair mounting structure, including main reducer, connecting support, universal joint, half axle, upper control arm, steering knuckle, wheel hub, lower control arm, brake disc, tire, brake caliper, steering drag link, shock absorber connecting point, frame connecting part, frame, frame is linked with main reducer through frame connecting part, main reducer is connected with half axle through universal joint, and the other end of half axle is connected with wheel hub. Through the spline connection of half axle and wheel hub, adjustable bolt connection of control arm and frame etc. design, make wheel pair dismounting and installation time from traditional structure's several hours shorten to minute, greatly promote vehicle overhaul efficiency, modular quick -disassembly design reduces the dependence on special tool in the maintenance process, reduces maintenance difficulty and artificial cost, especially suitable for the public traffic, logistics transportation etc. field of high requirement to vehicle turnover efficiency.

Description

Technical Field

[0001] This utility model relates to the technical field of quick-install and quick-release wheelset installation structures, and in particular to a quick-install and quick-release wheelset installation structure. Background Technology

[0002] In the field of modern transportation equipment, wheelsets, as core components that bear vehicle weight, transmit power, and enable steering and braking, directly impact vehicle operating efficiency, safety, and maintenance costs due to the rationality of their installation structure. Traditional wheelset installation structures generally suffer from several problems: complex connections between components rely heavily on bolts or welding, leading to cumbersome disassembly processes during maintenance, especially during wheelset replacement, requiring significant time for alignment and bolt removal, severely impacting vehicle turnaround efficiency; the structural design fails to adequately consider power transmission stability and adaptability to complex operating conditions. For example, during vehicle operation, component angular deviations caused by road bumps can easily lead to decreased power transmission efficiency, insufficient suspension system vibration damping can deteriorate ride comfort, and poor braking system heat dissipation can cause safety hazards. With the rapid development of new energy vehicles and rail transit, the market has placed higher demands on wheelset installation structures: on the one hand, they must meet the needs of rapid maintenance, enabling "instant disassembly and assembly" of wheelsets to shorten downtime; on the other hand, they must achieve systematic improvements in power transmission, suspension damping, steering precision, and braking reliability. However, existing technologies lack a wheelset installation solution that can balance ease of installation with overall performance, especially in terms of inter-component collaborative working mechanisms and structural optimization design, where significant technological gaps exist. Therefore, developing a wheelset installation structure that combines quick installation and disassembly with high efficiency and reliability has become crucial for addressing current industry pain points. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model provides a quick-install and quick-remove wheelset mounting structure. This solves the problems of complex connection methods between components, relying on a large number of bolts or welding for fastening, which leads to cumbersome disassembly processes during maintenance. Especially in wheelset replacement scenarios, a lot of time is required for alignment and bolt removal, seriously affecting vehicle turnaround efficiency. Furthermore, the structural design does not fully consider the stability of power transmission and adaptability to complex working conditions. For example, during vehicle operation, component angle deviations caused by road bumps can easily lead to a decrease in power transmission efficiency, insufficient vibration damping in the suspension system can deteriorate ride comfort, and poor heat dissipation in the braking system can cause safety hazards.

[0004] To solve the above-mentioned technical problems, this utility model provides the following technical solution: a quick-install and quick-release wheelset mounting structure, including a main reducer, a connecting bracket, a universal joint, a half shaft, an upper control arm, a steering knuckle, a wheel hub, a lower control arm, a brake disc, a tire, a brake caliper, a steering tie rod, a shock absorber connection point, a frame connecting component, and a frame. The frame is connected to the main reducer through the frame connecting component. The main reducer is connected to the half shaft through the universal joint, and the other end of the half shaft is connected to the wheel hub. The steering knuckle is mounted on the wheel hub, and one end of the upper control arm and the lower control arm are respectively connected to the frame, and the other end is connected to the steering knuckle. The brake disc is mounted on the wheel hub, and the brake caliper is set corresponding to the brake disc. The steering tie rod is connected to the steering knuckle for controlling steering. The shock absorber connection point is used to connect the shock absorber, the connecting bracket is used to assist in stabilizing the connection of related components, and the tire is mounted on the wheel hub.

[0005] A further improvement is that the connecting bracket is made of high-strength, lightweight material and is fixed to the main reducer and the frame by welding or bolting.

[0006] A further improvement is that the universal joint is a constant velocity universal joint, and its connection part adopts a sealed structure; the power adjusted by the main reducer is transmitted to the half shaft through the universal joint. The universal joint adopts a constant velocity universal joint structure, and its internal ball cage or double fork assembly can compensate for the angular deviation between the main reducer and the half shaft caused by suspension movement, ensuring uniform transmission of torque loss within the power speed range.

[0007] A further improvement is that the half-shaft is manufactured using a hollow forging process, which reduces weight while ensuring strength. The half-shaft is connected to the hub via a spline; the end of the half-shaft is fitted with the inner hole of the hub via an involute spline.

[0008] A further improvement is that both ends of the upper and lower control arms are equipped with rubber bushings, and the connection points between them and the frame and steering knuckle adopt an adjustable structure, which facilitates the adjustment of angle and position during installation and maintenance.

[0009] A further improvement is that the steering knuckle is made of cast steel with a rust-proof surface treatment. It is connected to the wheel hub with high-precision bolts. The steering knuckle is equipped with special steering tie rod mounting holes to ensure the accuracy of steering operation. When the driver operates the steering gear, the axial thrust of the steering tie rod is transmitted to the steering knuckle through the ball joint pin, causing it to rotate around the kingpin axis and set the kingpin caster angle, thereby driving the wheel hub and tire to deflect synchronously.

[0010] Further improvements include a special structure on the rim of the wheel hub that facilitates tire installation, such as a raised lip and precise positioning grooves. The wheel hub also features internal heat dissipation channels to aid in brake disc cooling and improve the reliability of the braking system. The brake disc is connected to the wheel hub end face via M-bolts, and a positioning pin ensures the coaxiality of the brake disc and wheel hub, preventing wobbling vibrations during braking. The brake caliper is a opposed four-piston design, and the brake pads are made of semi-metallic ceramic material.

[0011] By employing the above technical solution, this utility model provides a quick-installation and quick-release wheelset mounting structure, which has at least the following beneficial effects: 1. This utility model, through the spline connection between the half-shaft and the wheel hub, and the adjustable bolt connection between the control arm and the frame, reduces the time for wheelset disassembly and installation from several hours in the traditional structure to minutes, greatly improving vehicle maintenance efficiency; the modular quick-release design reduces the reliance on special tools during maintenance, lowers maintenance difficulty and labor costs, and is particularly suitable for public transportation, logistics transportation and other fields with high requirements for vehicle turnover efficiency.

[0012] 2. This utility model employs a constant velocity universal joint to achieve stable power transmission. Combined with high-strength and adjustable upper and lower control arms and shock absorber connection points, it effectively buffers road vibrations while ensuring power transmission efficiency, thus improving ride comfort. The heat dissipation design of the brake discs and wheel hubs, along with the high-performance configuration of the brake calipers, reduces the brake system's heat fade rate, ensuring vehicle braking safety. Through the coordinated optimization of its components, the overall structure significantly improves the vehicle's reliability and durability under complex operating conditions. Attached Figure Description

[0013] The accompanying drawings, which are provided to further illustrate this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application.

[0014] In the attached diagram: Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This utility model Figure 1 Enlarged structural diagram at point A in the middle; Figure 3 This is a schematic diagram of the oblique side structure of this utility model; Figure 4 This utility model Figure 3 Enlarged structural diagram at point B.

[0015] In the diagram: 1. Main reducer; 2. Connecting bracket; 3. Universal joint; 4. Half shaft; 5. Upper control arm; 6. Steering knuckle; 7. Wheel hub; 8. Lower control arm; 9. Brake disc; 10. Tire; 11. Brake caliper; 12. Steering tie rod; 13. Shock absorber connection point; 14. Frame connecting components; 15. Frame. Detailed Implementation

[0016] 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.

[0017] The complex connection methods between components, relying on numerous bolts or welding for fastening, result in cumbersome disassembly processes during maintenance, especially in wheelset replacement scenarios, requiring significant time for alignment and bolt removal / removal, severely impacting vehicle turnaround efficiency. Furthermore, the structural design does not adequately consider power transmission stability and adaptability to complex operating conditions. For instance, during vehicle operation, component angular deviations caused by road bumps can lead to decreased power transmission efficiency, insufficient vibration damping in the suspension system deteriorates ride comfort, and poor brake system cooling poses safety hazards. This embodiment provides a quick-installation, quick-removal wheelset installation structure; please refer to... Figures 1-4The embodiment provides a quick-install and quick-release wheelset mounting structure, including a main reducer 1, a connecting bracket 2, a universal joint 3, a half shaft 4, an upper control arm 5, a steering knuckle 6, a wheel hub 7, a lower control arm 8, a brake disc 9, a tire 10, a brake caliper 11, a steering tie rod 12, a shock absorber connection point 13, a frame connecting component 14, and a frame 15. The frame 15 is connected to the main reducer 1 via the frame connecting component 14. The main reducer 1 is connected to the half shaft 4 via the universal joint 3, and the other end of the half shaft 4 is connected to the wheel hub 7. The steering knuckle 6 is mounted on the wheel hub 7. One end of the upper control arm 5 and the lower control arm 8 are respectively connected to the frame 15, and the other end is connected to the steering knuckle 6. The brake disc 9 is mounted on the wheel hub 7, and the brake caliper 11 is provided corresponding to the brake disc 9. The steering tie rod 12 is connected to the steering knuckle 6 for controlling steering. The shock absorber connection point 13 is used to connect the shock absorber, the connecting bracket 2 is used to assist in stabilizing the connection of related components, and the tire 10 is mounted on the wheel hub 7. The frame 2 is made of high-strength, lightweight material and is fixed to the main reducer 1 and the frame 15 by welding or bolting. The universal joint 3 is a constant velocity universal joint with a sealed connection. The half-shaft 4 is manufactured using a hollow forging process, which reduces weight while ensuring strength. The half-shaft 4 is connected to the wheel hub 7 via a spline. Both ends of the upper control arm 5 and the lower control arm 8 are equipped with rubber bushings. The connection between the upper control arm 5 and the lower control arm 8 and the frame 15 and the steering knuckle 6 is adjustable, which facilitates angle and position adjustments during installation and maintenance. The steering knuckle 6 is made of cast steel with a rust-proof surface treatment. It is connected to the wheel hub 7 via high-precision bolts. The steering knuckle 6 has dedicated mounting holes for the steering tie rod 12 to ensure the accuracy of steering operation. The rim of the wheel hub 7 is designed with a special structure to facilitate the installation of the tire 10, such as a raised lip and a precise positioning groove. The wheel hub 7 also has a heat dissipation channel inside to assist in the heat dissipation of the brake disc 9 and improve the reliability of the braking system.

[0018] Working Principle: The high-speed rotational power output from the vehicle's power source, such as an electric motor or engine, is first transmitted to the main reducer 1. The main reducer 1 reduces the speed and amplifies the torque through gear meshing, providing adapted power for the wheel drive. The power adjusted by the main reducer 1 is transmitted to the half-shaft 4 through the universal joint 3. The universal joint 3 adopts a constant velocity universal joint structure, and its internal ball cage or double fork assembly can compensate for the angular deviation between the main reducer 1 and the half-shaft 4 caused by suspension movement, up to ±15°, ensuring that the power is transmitted evenly within the speed range of 0-6000rpm with a torque loss of ≤3%. The half-shaft 4 adopts a hollow forging process, and the tube wall thickness is optimized to 8-12mm through finite element analysis. While bearing a peak torque of 2000N·m, its weight is significantly lower than that of traditional solid half-shafts. The shaft is 30% lighter; the end of the half-shaft 4 is fitted with the inner hole of the hub 7 via a 60° involute spline. The spline length is designed to be 45mm, and the fit tolerance is controlled within H7 / g6, enabling rapid insertion and removal assembly within 30 seconds. The spline tooth surface is carburized and quenched to a hardness of HRC58-62, ensuring no slippage during torque transmission. The hub 7, as the power transmission terminal and the load-bearing base of the tire 10, has a 15mm wide raised lip and an 8mm deep positioning groove on the inner side of its rim, which precisely matches the tire bead of the tire 10. With the help of the air pressure assist device, the tire 10 can be quickly installed and removed in 5 seconds. The center hole of the hub 7 and the spline end of the half-shaft 4 are axially locked by two M12 high-strength bolts. The bolt preload is controlled at 80-100 N·m to ensure a rigid connection of the power transmission path. The upper control arm 5 and lower control arm 8 are arranged in a "V" shape, forming the core components of the double wishbone suspension structure. Both control arms are forged from aluminum alloy, with a fish-belly cross-section and a bending strength of up to 350MPa. The rubber bushings installed at both ends of the control arms have a Shore A hardness of 65A and multiple layers of cord reinforcement inside, which can absorb road vibrations with a frequency of 20-50Hz and an attenuation rate of over 60%. The front end of the upper control arm 5 is hinged to the frame connection component 14 of the frame 15 via an adjustable ball joint pin. The ball joint pin screw has a ±5° adjustment thread, which, together with the locking nut, allows for precise adjustment of the camber angle to ±1.5°. The rear end is connected to the steering knuckle via a bushing. The top ear hole connection allows for a certain range of angular displacement to accommodate suspension movement; the lower control arm 8 has a similar structure, but its bushing stiffness is increased by 20% compared to the upper control arm to withstand greater vertical loads; the shock absorber connection point 13 is located between the frame 15 and the steering knuckle 6, and adopts a detachable flange connection to accommodate coil springs or air spring shock absorbers; when the vehicle passes over bumpy roads, the vertical displacement of the wheels is transmitted to the upper and lower control arms 5 and 8 through the steering knuckle 6. After initial buffering by the rubber bushing, the vibration is further attenuated by the shock absorber, and finally transmitted to the frame 15 through the frame connection component 14 and the connecting bracket 2, ensuring that the overall vehicle vibration acceleration is ≤1.5g; As a core component of the steering system, the steering knuckle 6 is made of ZG340-640 cast steel. After annealing, its tensile strength is ≥640MPa, and its surface is coated with an 80μm thick epoxy zinc-based anti-rust coating, with a salt spray corrosion resistance time of ≥1000 hours. The central journal of the steering knuckle 6 is connected to the inner hole of the wheel hub 7 by four M16 high-precision bolts, with a bolt hole position tolerance of ≤0.05mm, ensuring that the coaxiality error of the wheel hub 7 is <0.1mm. The outer ear hole of the steering knuckle 6 is hinged to the ball joint pin of the steering tie rod 12. The angle between the ear hole axis and the wheel rotation axis is designed to be 23°, which conforms to Aker's specifications. The MAN steering geometry principle controls the difference in turning angle between the inner and outer wheels to 5-8° during steering, reducing tire lateral slip and wear. When the driver operates the steering gear, the axial thrust of the steering tie rod 12 is transmitted to the steering knuckle 6 through the ball joint pin, causing it to rotate around the kingpin axis. The kingpin caster angle is set to 6°, which in turn drives the wheel hub 7 and the tire 10 to turn synchronously. The connection point of the steering knuckle 6 with the upper and lower control arms 5 and 8 forms a triangular stable structure. Combined with the adjustable control arm mounting angle, this ensures the dynamic stability of the wheel alignment parameters toe angle and camber angle during steering, improving the vehicle's tracking performance when cornering. The brake disc 9 is made of gray cast iron HT250, with a disc thickness of 28mm. It features 12 radially arranged ventilation slots, each 6mm wide, which helps keep the disc surface temperature below 600℃ when braking at 100km / h, a 150℃ reduction compared to traditional solid discs. The brake disc 9 is connected to the wheel hub 7 via five M14 bolts with 130mm diameter holes. These bolts, along with locating pins, ensure that the coaxiality error between the brake disc 9 and the wheel hub 7 is less than 0.2mm, preventing wobbling vibration during braking. The brake caliper 11 is a four-piston opposed design. The piston diameter is 32mm, and the brake pads are made of semi-metallic ceramic material with a friction coefficient μ=0.45±0.05. When the braking system is pressurized, the caliper piston pushes the brake pads to clamp the brake disc 9, and the resulting braking torque is transmitted to the tire 10 through the wheel hub 7, thereby decelerating the vehicle. The wheel hub 7 has 8 sets of 10mm diameter heat dissipation channels arranged in a ring inside the spokes. The channel entrances are directly opposite the ventilation slots of the brake disc 9. Utilizing the airflow effect generated by the wheel rotation, the braking heat is dissipated at a flow rate of 20m³ / min, reducing the braking system's heat fade rate by 40%. The frame 15 is rigidly connected to the main reducer 1 via the frame connecting component 14. The connecting component 14 is welded from Q345B steel, with a connecting plate thickness of 16mm and four sets of M20 bolt holes. The total bolt preload is 120kN, ensuring that the main reducer 1 has no relative displacement when subjected to a reverse torque of 5000N·m. The connecting bracket 2 is L-shaped and made of aerospace-grade aluminum alloy with a tensile strength ≥420MPa. It is auxiliaryly connected to the frame 15 and the main reducer 1 via a weld seam length ≥80mm or three M10 bolts. Its structural design has been optimized through modal analysis, and its natural frequency avoids the commonly used operating frequency of 20-30Hz, eliminating the risk of resonance. All detachable connecting parts, such as the half-shaft 4 and the wheel... The spline connection of hub 7 and the bolt connection between the control arm and the frame 15 are all designed with anti-loosening features such as nylon insert nuts and spring washers to ensure that there is no loosening when the vibration acceleration is ≤5g during vehicle operation. When the wheelset needs to be replaced, only the half-shaft bolt 4, the ball joint pin of the steering tie rod 12, the brake caliper 11 pipeline and the control arm connection bolt need to be loosened. The entire wheelset can be disassembled within 5 minutes, which is more than 3 times more efficient than the traditional structure. In summary, this quick-install and quick-remove wheelset installation structure achieves an organic unity of efficient power transmission, comfortable suspension damping, precise steering control, reliable brake cooling and convenient maintenance through the precise cooperation of various components, which significantly improves the overall performance of the vehicle under complex working conditions.

[0019] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are 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 process, method, article, or apparatus.

[0020] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A quick-mounting and quick-detaching wheel set mounting structure comprising a main reducer (1), a connecting bracket (2), a universal joint (3), a half shaft (4), an upper control arm (5), a knuckle (6), a wheel hub (7), a lower control arm (8), a brake disc (9), a tire (10), a brake caliper (11), a steering tie rod (12), a shock absorber connecting point (13), a frame connecting part (14), and a frame (15), characterized in that: The frame (15) is connected to the main reducer (1) via the frame connecting component (14); the main reducer (1) is connected to the half shaft (4) via the universal joint (3), and the other end of the half shaft (4) is connected to the wheel hub (7); the steering knuckle (6) is mounted on the wheel hub (7), and one end of the upper control arm (5) and the lower control arm (8) are connected to the frame (15) respectively, and the other end is connected to the steering knuckle (6); the brake disc (9) is mounted on the wheel hub (7), and the brake caliper (11) is set corresponding to the brake disc (9); the steering tie rod (12) is connected to the steering knuckle (6) and is used to control the steering; the shock absorber connection point (13) is used to connect the shock absorber, the connecting bracket (2) is used to assist in stabilizing the connection of related components, and the tire (10) is mounted on the wheel hub (7).

2. The quick-mounting and quick-disassembling wheel set mounting structure according to claim 1, characterized in that: The connecting bracket (2) is made of high-strength lightweight material and is fixed to the main reducer (1) and the frame (15) by welding or bolting.

3. The quick-mounting and quick-disassembling wheel set mounting structure according to claim 1, characterized in that: The universal joint (3) is a constant velocity universal joint, and its connection part adopts a sealed structure.

4. The quick-mounting and quick-disassembling wheel set mounting structure according to claim 1, characterized in that: The half shaft (4) is manufactured using a hollow forging process, which reduces weight while ensuring strength. The half shaft (4) is connected to the hub (7) via a spline.

5. The quick-installation and quick-release wheelset mounting structure according to claim 2, characterized in that: Both ends of the upper control arm (5) and the lower control arm (8) are equipped with rubber bushings, and the connection between them and the frame (15) and the steering knuckle (6) adopts an adjustable structure.

6. The quick-installation and quick-release wheelset mounting structure according to claim 3, characterized in that: The steering knuckle (6) is made of cast steel and its surface is treated with anti-rust. It is connected to the wheel hub (7) by high-precision bolts. The steering knuckle (6) is provided with special mounting holes for steering tie rods (12) to ensure the accuracy of steering operation.

7. The quick-installation and quick-release wheelset mounting structure according to claim 1, characterized in that: The rim portion of the hub (7) is provided with a raised lip and a positioning groove to facilitate the installation of the tire (10), and the hub (7) is provided with a heat dissipation channel inside.

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