Wheel hub lock and vehicle

Abstract

The present invention discloses a hub lock and a vehicle, which comprise a hub shaft, a hub shell, a driving mechanism, a locking pin mechanism, a locking bolt mechanism and a transmission mechanism. The hub shell is rotatably connected to the hub shaft and is coaxially arranged with the hub shaft. The driving mechanism, the locking pin mechanism, the locking bolt mechanism and the transmission mechanism are arranged in the hub shell and on the hub shaft. The driving mechanism is connected to the transmission mechanism to drive the transmission mechanism to move, and the transmission mechanism can drive the locking pin mechanism and the locking bolt mechanism to move. The hub lock of the present invention has low manufacturing cost, high mechanical reliability, small volume, good waterproof performance, and will not be locked when the vehicle is running at high speed, which is beneficial to ensuring the safety of riders.

Description

Technical Field

[0001] The present invention relates to vehicle locks, and particularly to a hub lock and a vehicle. Background Art

[0002] To prevent vehicles such as bicycles, electric bicycles, and motorized bicycles from being stolen, people usually use vehicle locks to lock the vehicles. In daily life, the most common vehicle lock is a horseshoe lock. The lock body of the horseshoe lock is usually annular, with an opening provided thereon. When locking the vehicle, inserting a metal rod into the opening of the lock body can prevent the rotation of the wheel hub, thus achieving the effect of locking the vehicle. For such a horseshoe lock, since it is externally placed on the vehicle body, it is very easy to be violently damaged. For example, the metal rod can be cut off by tools to achieve violent unlocking. Therefore, its locking security needs to be improved.

[0003] Another relatively common vehicle lock is a hub lock. The hub lock achieves the locking effect by using a locking pin to lock the rotation of the wheel hub. The existing hub locks usually arrange the locking pin perpendicular to the wheel hub shaft, which will make the hub lock larger in size, resulting in a larger wheel hub diameter. For vehicles, since they are often parked outdoors, there is a relatively high requirement for the waterproof performance of the lock.

[0004] In addition, the existing vehicle locks will implement locking immediately after the controller receives the locking instruction. When the vehicle is traveling at high speed, locking will cause damage to the vehicle and pose a danger to the passengers in the vehicle.

[0005] Therefore, the existing vehicle locks still need to be improved to further meet the requirements of small size, waterproofing, and preventing locking when the vehicle is traveling at high speed. Summary of the Invention

[0006] The present invention aims to solve the above problems and provides a hub lock with a small hub size, effective waterproofing, and capable of preventing locking when the vehicle is traveling at high speed.

[0007] To solve the above problems, the present invention provides a hub lock, which includes a wheel hub shaft, a wheel hub shell, a driving mechanism, a locking pin mechanism, a locking bolt mechanism, and a transmission mechanism. The wheel hub shell is rotatably connected to the wheel hub shaft and is coaxially arranged with the wheel hub shaft. The driving mechanism, the locking pin mechanism, the locking bolt mechanism, and the transmission mechanism are arranged in the wheel hub shell and on the wheel hub shaft. The driving mechanism is connected to the transmission mechanism to drive the transmission mechanism to move, and the transmission mechanism can drive the locking pin mechanism and the locking bolt mechanism to move.

[0008] Further, a card slot is provided on the wheel hub shell. The locking pin mechanism includes a locking pin main body, which is arranged along the axial direction of the wheel hub shell and can move along the axial direction of the wheel hub shell. When the locking pin main body moves along the axial direction of the wheel hub shell, one end of the locking pin main body can extend into or withdraw from the card slot.

[0009] Further, the hub shell includes a lower hub shell cover which is arranged perpendicular to the hub shaft. The card slot is arranged on the lower hub shell cover.

[0010] Further, the card slot includes an arc-shaped slot bottom. The card slot includes a first end and a second end which are oppositely arranged. The depth of the card slot gradually decreases from the first end to the second end.

[0011] Further, the bolt mechanism includes a bolt main body which can move perpendicular to the axial direction of the hub shell. The lock pin main body and the bolt main body have an unlocking position and a locking position. When the lock pin main body and the bolt main body are in the locking position, the bolt main body can resist the lock pin main body, so that one end of the lock pin main body is held in the card slot and the lock pin main body cannot move along the axial direction of the hub shell. When the lock pin main body and the bolt main body are in the unlocking position, the bolt main body is separated from the lock pin main body, so that one end of the lock pin main body can move along the axial direction of the hub shell to withdraw from the card slot.

[0012] Further, the transmission mechanism includes an eccentric cam and a protrusion. Among them, the eccentric cam can contact the bolt main body to drive the bolt main body to move from the locking position to the unlocking position. Among them, the protrusion is arranged on the eccentric cam along the axial direction of the eccentric cam and is used to drive the lock pin main body to move from the locking position to the unlocking position.

[0013] Further, the hub lock is configured such that when the eccentric part drives the bolt main body to move, the protrusion does not drive the lock pin main body to move.

[0014] Further, the hub lock further includes a lock shell. The lock shell is fixed on the hub shaft, and the driving mechanism, the lock pin mechanism, the bolt mechanism and the transmission mechanism are installed in the lock shell. The hub shell can rotate relative to the lock shell.

[0015] Further, the lock pin mechanism further includes a lock pin elastic member. One end of the lock pin elastic member abuts against the lock pin main body, and the other end of the lock pin elastic member abuts against the lock shell. The lock pin elastic member is used to apply a force to the lock pin main body, so that the lock pin main body moves from the unlocking position to the locking position.

[0016] Further, the bolt mechanism further includes a bolt elastic member. One end of the bolt elastic member abuts against the bolt main body, and the other end of the bolt elastic member abuts against the lock shell. The bolt elastic member is used to apply a force to the bolt main body, so that the bolt main body moves from the unlocking position to the locking position.

[0017] Further, a lock pin hole is provided on the lock housing, and one end of the lock pin body can extend out of the lock housing through the lock pin hole to cooperate with the card slot.

[0018] Further, the driving mechanism includes an output rod. The transmission mechanism is provided with a shaft hole for receiving the output rod. Wherein, the output rod can drive the transmission mechanism to rotate.

[0019] Further, the hub lock further includes a sensor and a control board. The sensor is arranged inside the hub housing. The control board is arranged inside the hub housing and is communicatively connected with the sensor and the driving mechanism. The control board is configured to be able to receive the control signal sent by the sensor and send a driving signal to the driving mechanism to control the start or stop of the driving mechanism.

[0020] Further, the sensor is configured such that when the sensor detects that the lock pin mechanism is in the unlocking position, the sensor sends the control signal to the control board. The control board is configured such that when the control board receives the control signal, the control board controls the driving mechanism to stop moving.

[0021] In addition, the present invention also provides a vehicle, which includes a vehicle body and the above-mentioned hub lock, and the hub lock is arranged on the vehicle body.

[0022] The hub lock of the present invention drives the movement of both the lock pin mechanism and the locking bolt mechanism through the transmission mechanism, and has high mechanical reliability. The hub lock of the present invention realizes the unlocking and locking of the hub lock by providing a card slot on the hub housing and arranging a lock pin mechanism inside the hub housing. Since the moving direction of the lock pin mechanism is consistent with the axial direction of the hub shaft, the size of the hub lock can be greatly reduced, thereby reducing the manufacturing cost. In addition, the hub lock of the present invention also enhances the waterproofness and sealing performance of the hub lock by arranging each moving part in the lock housing. Furthermore, the present invention further configures the specific structures of the lock pin and the card slot, thereby preventing the vehicle from being locked when driving at high speed, thus avoiding potential safety hazards.

[0023] The following will further illustrate the concept, specific structure and technical effects generated by the present invention with reference to the drawings, so as to fully understand the purpose, features and effects of the present invention. Description of the Drawings

[0024] Figure 1 is the overall structural schematic diagram of the present invention;

[0025] Figure 2 is the exploded structural schematic diagram of the present invention;

[0026] Figure 3It is a side view of the hub shell body of the present invention;

[0027] Figure 4 It is an axial sectional view of the hub shell body of the present invention;

[0028] Figure 5 It is a schematic exploded view of the lock assembly;

[0029] Figure 6 It is a perspective view of the bolt body of the present invention;

[0030] Figure 7 It is a perspective view of the bolt body of the present invention;

[0031] Figure 8 It is a schematic view of the locked state of the present invention;

[0032] Figure 9 It is a process diagram of the unlocking state of the present invention;

[0033] Figure 10 It is a schematic view of the unlocking state of the present invention;

[0034] Figure 11 It is a process diagram of the locked state of the present invention;

[0035] Figure 12 It is a diagram of the locked state during riding.

[0036] Explanation of the reference numerals in the drawings:

[0037] Hub shaft 1, shoulder 12, anti-rotation part 13, wire groove 14, hub shell 2, hub shell main body 21, upper hub shell cover 22, circumferential part 221 of hub shell, lower hub shell cover 222, magnetic medium body 24, through hole 25, lock assembly 3, lock shell 30, upper lock cover 31, lock cover main body 32, lower lock cover 33, lock bolt cavity 331, first protrusion 332, lock pin mechanism 34, lock pin main body 341, lock pin elastic member 342, lock pin 343, lock pin plate 344, lock pin support member 345, left end 346, right end 347, lower surface 348, lock bolt mechanism 35, lock bolt main body 350, lock bolt part 351, guide rod 352, lock bolt elastic member 353, upper end 354, lock bolt support member 355, lock bolt base 356, drive mechanism 36, output rod 362, free end 363, transmission mechanism 37, eccentric cam 370, wheel body 371, protrusion 372, circumferential surface 373, shaft hole 374, eccentric part 375, sensor 38, trigger end 381, control board 4, first bearing 51, second bearing 52, card slot 6, first end 61, second end 62, inner wall 63, groove wall 66, groove bottom 67, second cylinder part 71, left cavity 711, second recess 712, left wall 713, lock pin hole 714, base hole 715, right cavity 721, first cylinder part 73, first cavity 731, lock bolt rod through hole 751, partition plate 81, third recess 811, rear wall 91, anti-rotation recess 911, first recess 912, front wall 92, connecting plate 93. Detailed implementation manner

[0038] The embodiments of the present invention will be described below with reference to the accompanying drawings. In the following drawings, the same components are denoted by the same reference numerals. Although the terms indicating directions such as "front", "rear", "upper", "lower", "left", "right", etc. are used in the present invention to describe the embodiments, these terms are used only for convenience of description and are determined based on the exemplary orientations shown in the drawings. Since the embodiments disclosed in the present invention can be arranged in different directions, these terms indicating directions are only for illustration and should not be construed as limitations.

[0039] The ordinal numbers such as "first" and "second" used in the present application are only used for distinction and identification and do not have any other meanings. Unless otherwise specified, they do not represent a specific order and do not have a specific relevance. For example, the term "first recess" does not imply the existence of a "second recess" by itself, and the term "second recess" does not imply the existence of a "first recess" by itself.

[0040] Such as Figures 1 - 2As shown in the figure, the wheel hub lock of the present invention includes a wheel hub shell 2, a wheel hub shaft 1, a lock assembly 3, a control board 4, a first bearing 51 and a second bearing 52. Among them, the wheel hub shell 2 and the lock assembly 3 are sleeved on the wheel hub shaft 1. The wheel hub shaft 1 is used for fixedly connecting to a vehicle. The wheel hub shell 2 can rotate relative to the wheel hub shaft 1. The lock assembly 3 is stationary relative to the wheel hub shaft 1. When the vehicle is running, the wheel hub shaft 1 does not move, and the wheel hub shell 2 rotates with the wheel hub shaft 1 as the rotation center.

[0041] As Figure 2 shown, the wheel hub shaft 1 is generally a cylinder and can rotate around the wheel hub axis. The wheel hub shaft 1 includes a shoulder 12 and an anti-rotation portion 13. The anti-rotation portion 13 is provided in the middle of the wheel hub shaft 1 for connecting the lock assembly 3 and preventing the lock assembly 3 from rotating circumferentially. The anti-rotation portion 13 is square. The shoulders 12 are provided at both ends of the anti-rotation portion 13. The shoulders 12 protrude radially from the wheel hub shaft 1 so that the lock assembly 3 can be fixed between the two shoulders 12 to prevent the lock assembly 3 from moving axially along the wheel hub shaft 1.

[0042] Although the anti-rotation portion 13 is square in this embodiment, the shape of the anti-rotation portion 13 can be set as needed, including but not limited to square, oval, irregular shape, etc.

[0043] As Figure 2 shown, the wheel hub shaft 1 is also provided with a wire groove 14 for accommodating wires. The wire groove 14 extends axially from the upper end of the wheel hub shaft 1. The wire groove 14 extends to the shoulder 12. Accommodating the wires in the wire groove 14 can avoid artificial damage to the wires and improve the safety of the vehicle.

[0044] As Figures 2 - 4 shown, the wheel hub shell 2 includes a wheel hub shell body 21 and a wheel hub shell upper cover 22. The wheel hub shell body 21 is generally cylindrical, and one end is an open end for mating connection with the wheel hub shell upper cover 22. The shape of the wheel hub shell body 21 matches the shape of the wheel hub shell upper cover 22, and the wheel hub shell body 21 is fixedly connected to the wheel hub shell upper cover 22 in a known manner (such as by screws). The wheel hub shell body 21 and the wheel hub shell upper cover 22 are covered with each other, and a cavity for accommodating the lock assembly 3 and the control board 4 is formed therebetween.

[0045] As Figures 3 - 4As shown, the hub shell body 21 includes an integrally formed circumferential portion 221 of the hub shell and a lower cover 222 of the hub shell. The lower cover 222 of the hub shell is disposed on the lower end surface of the circumferential portion 221 of the hub shell. A through hole 25 is provided at the axis of the lower cover 222 of the hub shell for receiving the hub shaft 1. Three card slots 6 are provided on the inner wall 63 of the lower cover 222 of the hub shell. The three card slots 6 are evenly distributed circumferentially around the through hole 25, and the structures of the three card slots 6 are the same. Each of the card slots 6 can be used to interact with the lock assembly 3 to achieve locking. The card slot 6 is substantially arc-shaped in a radial cross-section.

[0046] In the embodiment shown in the present invention, Figure 3 and Figure 4 as shown, when the vehicle is running, the hub shell 2 rotates counterclockwise. Thus, in the embodiment shown in the present invention, the card slot 6 includes a first end 61 and a second end 62 which are oppositely arranged. The groove depth of the first end 61 of the card slot 6 is deeper while the groove depth of the second end 62 is shallower, and the depth of the card slot 6 gradually decreases from the first end 61 to the second end 62. More specifically, the groove wall 66 of the first end 61 of the card slot 6 is perpendicular to the inner wall 63 of the lower cover 222 of the hub shell. The groove bottom 67 is arc-shaped and extends from the first end 61 to the second end 62 so that the groove depth between the first end 61 and the second end 62 gradually decreases. Although the number of the card slots 6 is three in this embodiment, the number of the card slots 6 can be set as required, including but not limited to the three shown in the present invention.

[0047] As Figures 2 - 3 shown, through holes 25 are provided on both the upper cover 22 of the hub shell and the lower cover 222 of the hub shell, and the size of the through hole 25 matches the size of the hub shaft 1, so that the hub shaft 1 can penetrate through the upper cover 22 of the hub shell and the lower cover 222 of the hub shell. The hub shell 2 and the hub shaft 1 are coaxially arranged so that the hub shell 2 can rotate around the hub axis. To facilitate the rotation of the hub shell 2 around the hub shaft 1, a first bearing 51 is provided between the upper cover 22 of the hub shell and the hub shaft 1, and a second bearing 52 is provided between the lower cover 222 of the hub shell and the hub shaft 1. Specifically, the inner peripheral wall of the first bearing 51 contacts the hub shaft 1, and the outer peripheral wall of the first bearing 51 contacts the upper cover 22 of the hub shell. The inner peripheral wall of the second bearing 52 contacts the hub shaft 1, and the outer peripheral wall of the second bearing 52 contacts the lower cover 222 of the hub shell. The first bearing 51 and the second bearing 52 can be selected from well-known rolling bearings and the like.

[0048] As Figure 2 shown, the control board 4 is fixed to the lock assembly 3 in a well-known manner (such as by screws). The external dimensions of the control board 4 and the lock assembly 3 are smaller than the cavity size enclosed by the hub shell 2, so that the control board 4 and the lock assembly 3 disposed inside the hub shell 2 do not affect the rotation of the hub shell 2.

[0049] Figure 5This is a schematic exploded view of the lock assembly 3 in the present invention to show the specific structures of the components in the lock assembly 3. As Figure 5 shown, the lock assembly 3 includes a lock housing 30, a lock pin mechanism 34, a lock bolt mechanism 35, a drive mechanism 36, a transmission mechanism 37, and a sensor 38. Among them, the lock pin mechanism 34, the lock bolt mechanism 35, the drive mechanism 36, and the transmission mechanism 37 are installed on the lock housing 30. The lock housing 30 is fixedly sleeved on the hub shaft 1 and cannot move axially or rotate circumferentially along the hub shaft 1. When the vehicle is moving, the hub housing 2 rotates, and the lock housing 30 is stationary relative to the hub shaft 1.

[0050] As Figure 5 shown, the drive mechanism 36 is used to provide power for the lock pin mechanism 34 and the lock bolt mechanism 35 to drive the lock pin mechanism 34 and the lock bolt mechanism 35 to move. The drive mechanism 36 has an output rod 362 for outputting power. The output rod 362 has a free end 363 for connecting to the transmission mechanism 37. The output rod 362 has an output axis, and the output rod 362 can rotate around this output axis. This output axis is perpendicular to the hub axis. When the output rod 362 rotates, the free end 363 of the output rod 362 can drive the transmission mechanism 37 to rotate around the output axis. The drive mechanism 36 is communicatively connected to the control board 4. When the control board 4 sends a drive signal to the drive mechanism 36, the output rod 362 rotates. When the control board 4 does not send a drive signal to the drive mechanism 36, the output rod 362 does not rotate. The drive mechanism 36 can be a known micro motor.

[0051] As Figure 5As shown, the transmission mechanism 37 is driven by the driving mechanism 36. The transmission mechanism 37 can drive the locking pin mechanism 34 and the locking bolt mechanism 35 to move from the locked position to the unlocked position respectively. Specifically, the transmission mechanism 37 includes an eccentric cam 370 and a protrusion 372. The protrusion 372 is provided on the eccentric cam 370. The eccentric cam 370 can contact the locking bolt mechanism 35 to drive the locking bolt mechanism 35 to move from the locked position to the unlocked position. The protrusion 372 can contact the locking pin mechanism 34 to drive the locking pin mechanism 34 to move from the locked position to the unlocked position. More specifically, the eccentric cam 370 includes a wheel body 371 and an eccentric part 375. The wheel body 371 is a disc, and a shaft hole 374 is provided at its axis for receiving the output rod 362 of the driving mechanism 36, so that the output rod 362 can drive the transmission mechanism 37 to rotate around the output axis. The eccentric part 375 is arranged circumferentially on one side of the wheel body 371, so that the circumferential surface 373 of the eccentric part 375 is farther from the axis of the disc than the circumferential surface of the wheel body 371 is from the axis of the disc. The circumferential surface 373 of the eccentric part 375 is used to cooperate with the locking bolt mechanism 35 to drive the locking bolt mechanism 35 to move to the right. The protrusion 372 is provided on the eccentric part 375 and is arranged parallel to the axis of the wheel body 371. When the output rod 362 rotates, the protrusion 372 can make a circular motion around the output axis. The protrusion 372 is used to cooperate with the locking pin mechanism 34 to drive the locking pin mechanism 34 to move downward.

[0052] As Figure 5 shown, the locking pin mechanism 34 is used to cooperate with the card slot 6 on the hub shell 2 to realize the unlocking and locking of the hub lock. The locking pin mechanism 34 includes a locking pin main body 341 and a locking pin elastic member 342. The locking pin main body 341 has an unlocked position and a locked position, and the locking pin elastic member 342 is used to provide a driving force for the locking pin main body 341 to move from the unlocked position to the locked position.

[0053] As Figure 5 shown, the locking pin main body 341 includes a locking pin 343, a locking pin plate 344 and a locking pin support member 345. The locking pin 343 is connected to the left side of the locking pin plate 344. The locking pin 343 is generally a laterally sectioned cylinder for unlocking and locking. The lower surface 348 of the locking pin 343 is a plane to cooperate with the groove wall 66 of the card slot 6. The left end 346 of the locking pin 343 is a free end with a spherical surface to cooperate with the groove bottom 67 of the card slot 6. When the locking pin main body 341 moves to the left to the locked position, the left end 346 of the locking pin 343 extends out of the lock shell 30 and cooperates with the first end 61 of the card slot 6 to close the hub lock. When the locking pin main body 341 moves to the right to the unlocked position, the locking pin 343 withdraws from the card slot 6 and is received in the lock shell 30 to open the hub lock.

[0054] As Figure 5As shown, the locking pin support 345 is connected to the right side of the locking pin plate 344 and is used to support the locking pin elastic member 342. The right end 347 of the locking pin support 345 is a free end. The upper end of the locking pin plate 344 protrudes beyond the locking pin 343 to cooperate with the protruding portion 372 of the transmission mechanism 37. When the transmission mechanism 37 rotates, the protruding portion 372 can abut against the left side of the locking pin plate 344, thereby applying a rightward force to the locking pin body 341 to drive the locking pin body 341 to move rightward. The lower end of the locking pin plate 344 protrudes beyond the locking pin support 345 to cooperate with the locking bolt mechanism 35. When the locking bolt mechanism 35 contacts the right side of the locking pin plate 344, it can block the locking pin body 341 from moving rightward, thereby holding the locking pin body 341 in the locked position.

[0055] As Figure 5 shown, the locking pin elastic member 342 is sleeved on the locking pin support 345 and is used to provide a driving force for the movement of the locking pin body 341 from the unlocked position to the locked position. The locking pin elastic member 342 can be a known spring. In this embodiment, whether the locking pin body 341 is in the unlocked position or the locked position, the locking pin elastic member 342 is in a compressed state, so that the locking pin elastic member 342 can apply a leftward force to the locking pin plate 344.

[0056] As Figure 5 shown, the sensor 38 is used to detect the unlocked state of the wheel hub lock. The sensor 38 has a trigger end 381 and is communicatively connected to the control board 4. When the transmission mechanism 37 rotates, the protruding portion 372 can drive the locking pin body 341 to move rightward. When the locking pin body 341 is in the unlocked position, the locking pin body 341 contacts the trigger end 381, and the sensor 38 sends a control signal to the control board 4 to stop the driving mechanism 36.

[0057] As Figures 5 - 6 shown, the locking bolt mechanism 35 is used to hold the locking pin body 341 in the locked position. The locking bolt mechanism 35 includes a locking bolt body 350 and a locking bolt elastic member 353. The locking bolt body 350 has an unlocked position and a locked position, and the locking bolt elastic member 353 is used to provide a driving force for the locking bolt body 350 to move from the unlocked position to the locked position.

[0058] As Figures 5 - 6As shown, the latch body 350 includes a latch base 356, a guide rod 352, a latch portion 351, and a latch support 355. Among them, the guide rod 352 and the latch portion 351 are connected to one side of the latch base 356. The upper end 354 of the guide rod 352 is a free end and is used to cooperate with the circumferential surface 373 of the eccentric portion 375. The extending direction of the guide rod 352 is perpendicular to the direction of the disk axis of the transmission mechanism 37, which enables the circumferential surface 373 to push the guide rod 352 to move downward along its extending direction when the transmission mechanism 37 rotates. The latch portion 351 is used to cooperate with the lower part of the latch plate 344 of the latch body 341. When the latch portion 351 contacts the latch plate 344, the latch portion 351 is resisted by the latch plate 344 and cannot move to the right, thereby keeping the latch body 341 in the locked position. When the latch portion 351 does not contact the latch plate 344, the latch portion 351 can move along the hub axis between the unlocked position and the locked position. The latch support 355 is connected to the latch base 356 and is arranged on the other side opposite to the guide rod 352 and the latch portion 351, and is used to support the latch elastic member 353.

[0059] As Figures 5 - 6 shown, the latch elastic member 353 is sleeved on the latch support 355 and is used to provide a driving force for the latch body 350 to return from the unlocked position to the locked position. The latch elastic member 353 can be a known spring. In this embodiment, regardless of whether the latch body 350 is in the unlocked position or the locked position, the latch elastic member 353 is in a compressed state, so that the latch elastic member 353 can apply an upward force to the latch body 350.

[0060] As Figure 5 shown, the lock case 30 includes an upper lock cover 31, a lock cover body 32, and a lower lock cover 33. The upper lock cover 31 covers the lock cover body 32 from above, and the lower lock cover 33 covers the lock cover body 32 from below. The upper lock cover 31, the lock cover body 32, and the lower lock cover 33 can be connected together in a known manner (such as by screws).

[0061] As Figure 5 and Figure 7As shown, the lock cover body 32 includes a first cylindrical portion 73, a second cylindrical portion 71, and a connecting plate 93. Both the first cylindrical portion 73 and the second cylindrical portion 71 are rectangular cylinders with open upper ends. Among them, the first cylindrical portion 73 has a first cavity 731 for accommodating the driving mechanism 36. The second cylindrical portion 71 has a second cavity for accommodating the lock pin mechanism 34, the locking bolt mechanism 35, and the sensor 38. The first cylindrical portion 73 is disposed at the rear of the second cylindrical portion 71 and is connected to the second cylindrical portion 71 through the connecting plate 93. Specifically, the top of the front wall 92 of the first cylindrical portion 73 is connected to the top of the rear wall 91 of the first cylindrical portion 73 through the connecting plate 93. The rear wall 91, the connecting plate 93, and the front wall 92 form an anti-rotation recess 911. The size of the anti-rotation recess 911 can match the size of the anti-rotation portion 13 of the hub shaft 1, so that the anti-rotation portion 13 is accommodated in the anti-rotation recess 911. The connecting plate 93 is provided with a first recess 912 for accommodating the output rod 362 of the driving mechanism 36. When the driving mechanism 36 is disposed in the first cavity 731, the free end 363 of the output rod 362 of the driving mechanism 36 can extend into the second cavity of the second cylindrical portion 71.

[0062] As Figure 5 and Figure 7 shown, a second recess 712 is provided at the top of the rear wall 91 of the second cylindrical portion 71 for accommodating the transmission mechanism 37.

[0063] As Figure 5 and Figure 7 shown, a partition plate 81 is provided in the second cavity to divide the second cavity into a left cavity 711 and a right cavity 721. A third recess 811 is provided at the top of the partition plate 81 to enable the lock pin support 345 to pass through the third recess 811 from the left cavity 711 into the right cavity 721, so that the lock pin body 341 can obtain sufficient moving distance. Specifically, the lock pin mechanism 34 is accommodated in the left cavity 711 and is disposed along the hub axis. The circumferential dimension of the lock pin elastic member 342 of the lock pin mechanism 34 is larger than the dimension of the third recess 811, so that the lock pin elastic member 342 abuts against the left surface of the partition plate 81 and cannot pass through the third recess 811 into the right cavity 721. The circumferential dimension of the lock pin support 345 is smaller than the dimension of the third recess 811, so that the lock pin support 345 can pass through the third recess 811 and extend into the right cavity 721.

[0064] As Figure 5 and Figure 7As shown, a lock pin hole 714 is provided on the left wall 713 of the left cavity 711. The size of the lock pin hole 714 matches the size of the lock pin 343, so that the lock pin 343 can extend out of the lock housing 30 through the lock pin hole 714. The distance between the lock pin hole 714 and the hub axis is equal to the distance between the card slot 6 and the hub axis, so that after the lock pin 343 extends out of the lock housing 30 from the lock pin hole 714, the lock pin 343 can be received by the card slot 6.

[0065] As Figure 5 and Figure 7 shown, the bottom of the left cavity 711 has a base hole 715 that penetrates the bottom wall of the second cylinder part 71, for accommodating the bolt part 351 of the bolt body 350. A bolt rod through hole 751 that penetrates the rear wall 91 is also provided on the rear wall 91 of the second cylinder part 71, for accommodating the guide rod 352. The top of the bolt rod through hole 751 is communicated with the second recess 712, so that after the upper end 354 of the guide rod 352 extends out of the bolt rod through hole 751, it can contact the transmission mechanism 37 provided in the second recess 712.

[0066] As Figure 5 shown, the lower lock cover 33 is generally a plate. A first protrusion 332 is provided on the lower lock cover 33. The first protrusion 332 is generally in the shape of a cuboid and is used to cooperate with the anti-rotation recess 911 on the lock cover body 32. After the lower lock cover 33 is connected to the lock cover body 32, the first protrusion 332 is received by the anti-rotation recess 911, so as to clamp the anti-rotation part 13 of the hub shaft 1 between the lower lock cover 33 and the lock cover body 32 to limit the circumferential relative movement between the hub shaft 1 and the lock housing 30. The two shoulders 12 of the hub shaft 1 are respectively located on the left and right sides of the anti-rotation recess 911, so as to limit the axial relative movement between the hub shaft 1 and the lock housing 30.

[0067] As Figure 5 shown, a bolt accommodating cavity 331 is also provided on the lower lock cover 33, for accommodating the bolt mechanism 35. The shape of the bolt accommodating cavity 331 matches the shape of the bolt base 356. After the lower lock cover 33 is connected to the lock cover body 32, the bolt accommodating cavity 331 can be communicated with the base hole 715 and the bolt rod through hole 751. The bolt base 356, the bolt support 355 and the bolt elastic member 353 of the bolt mechanism 35 are arranged in the bolt accommodating cavity 331. The guide rod 352 of the bolt mechanism 35 extends into the second recess 712 of the left cavity 711 from the bolt rod through hole 751 to contact the circumferential surface 373 of the transmission mechanism 37. The bolt part 351 of the bolt mechanism 35 extends into the left cavity 711 from the base hole 715 to contact the bolt plate 344 of the lock pin body 341.

[0068] As Figure 5As shown, the upper lock cover 31 can be covered with the lock cover main body 32 from above. The sensor 38 is fixed on the upper lock cover 31, and after the upper lock cover 31 is connected to the lock cover main body 32, the sensor 38 is fixed on the right side of the transmission mechanism 37. In addition, the position of the sensor 38 is set to meet the following condition: when the lock pin main body 341 is in the unlocking position, the lock pin plate 344 of the lock pin main body 341 can contact the trigger end 381 of the sensor 38, so that the sensor 38 sends a control signal to the control board 4.

[0069] It should be noted that the lock case 30 is used to provide a carrier for the installation of the lock pin mechanism 34, the lock bolt mechanism 35, the drive mechanism 36 and the transmission mechanism 37, and is used to enhance the waterproof performance, and its specific shape is not limited to the specific structure described above.

[0070] To detect the driving state and driving speed of the vehicle, a vehicle motion detection device is provided on the wheel hub lock. The vehicle motion detection device includes a Hall switch and a magnetic medium 24. As Figure 3 shown, the magnetic medium 24 is arranged in the lower cover 222 of the wheel hub case. The Hall switch (not shown in the figure) is arranged on the control board 4 and is communicatively connected with the control board 4. In this embodiment, the magnetic medium 24 is selected as a steel ball, and in other embodiments, it can also be selected as a magnet, a ferromagnetic part, etc. The magnetic medium 24 can be fixed on the lower cover 222 of the wheel hub case in a known manner. When the vehicle is driving, the wheel hub case 2 rotates, and the magnetic medium 24 follows the wheel hub case 2 and rotates around the wheel hub shaft 1; while the Hall switch arranged on the lock case 30 is stationary relative to the wheel hub shaft 1. Therefore, when the vehicle is driving, the magnetic medium 24 rotates relative to the Hall switch, and the Hall switch can detect the magnetic force signal. Whether the vehicle is moving can be judged by the generation of the magnetic force signal, and the moving speed of the vehicle can be further calculated by the intensity of the magnetic force signal.

[0071] To enhance the waterproof performance, both the sensor 38 and the drive mechanism 36 are selected as waterproof devices.

[0072] Through the structures and cooperation of the above-mentioned components, the wheel hub lock of the present invention can achieve unlocking and locking. The following combines Figure 8 and Figure 10 to respectively describe the locked state and the unlocked state of the wheel hub lock of the present invention:

[0073] As Figure 8 shown, the wheel hub lock is in the locked state. At this time, both the lock pin main body 341 and the lock bolt main body 350 are in the locked positions. Specifically, the position where the lock pin plate 344 of the lock pin main body 341 is located on the left side of the base hole 715 is the locked position of the lock pin main body 341. The position where the lock bolt part 351 of the lock bolt main body 350 extends out of the base hole 715 and enters the left cavity 711 is the locked position of the lock bolt main body 350.

[0074] As shown Figure 8 in FIG. 2, the right side of the locking pin plate 344 of the locking pin body 341 is abutted by the locking bolt portion 351 of the locking bolt body 350 and is held in the locked position. The locking pin 343 of the locking pin body 341 extends from the locking pin hole 714 out of the lock housing 30 and into the first end 61 of the card slot 6. The lower surface 348 of the locking pin 343 abuts against the slot wall 66 of the card slot 6, so that the hub housing 2 cannot rotate.

[0075] As shown Figure 10 in FIG. 3, the hub lock is in the unlocked state. At this time, both the locking pin body 341 and the locking bolt body 350 are in the unlocked position. Specifically, the position where the locking bolt portion 351 of the locking bolt body 350 exits the left cavity 711 is the unlocked position of the locking bolt body 350. The position where the locking pin 343 of the locking pin body 341 exits the card slot 6 is the unlocked position of the locking pin body 341.

[0076] As shown Figure 10 in FIG. 4, the locking bolt portion 351 of the locking bolt body 350 exits the left cavity 711 through the base hole 715, so that the locking bolt body 350 is separated from the locking pin body 341 (that is, the locking bolt body 350 does not abut against the locking pin body 341 from the right side), and the locking pin body 341 can move along the hub axis. The locking pin body 341 exits the card slot 6 through the locking pin hole 714 without contacting the hub housing 2. The hub housing 2 can rotate.

[0077] The hub lock of the present application uses the position of the locking bolt body 350 to ensure the position of the locking pin body 341, and the stability and reliability of this mechanical cooperation are relatively high.

[0078] Next, the unlocking process of the hub lock will be described in conjunction with Figures 8 - 10 FIG. 5:

[0079] When the vehicle receives a code scanning unlocking or other unlocking signal, the control board 4 sends a driving signal to the driving mechanism 36. The driving mechanism 36 drives the transmission mechanism 37 to rotate. In this embodiment, the driving mechanism 36 drives the transmission mechanism 37 to rotate counterclockwise around the output axis. The circumferential surface 373 of the eccentric portion 375 of the transmission mechanism 37 abuts against the upper end 354 of the guide rod 352, thereby applying a downward force to the guide rod 352 and causing the locking bolt body 350 to move downward. As the transmission mechanism 37 continues to rotate, the locking bolt body 350 continues to move downward until the locking bolt body 350 is in the unlocked position. At this time, the locking bolt portion 351 that exits the left cavity 711 no longer abuts against the right side of the locking pin body 341, so that it does not prevent the locking pin body 341 from moving to the right.

[0080] After the bolt body 350 reaches the unlocking position, the transmission mechanism 37 continues to drive the transmission mechanism 37 to rotate counterclockwise around the output axis. The protrusion 372 of the transmission mechanism 37 rotates to the left side of the locking pin plate 344 of the locking pin body 341 and contacts the locking pin plate 344. As the transmission mechanism 37 continues to rotate counterclockwise around the output axis, the protrusion 372 abuts against the left surface of the locking pin plate 344 and applies a rightward force to the locking pin plate 344, causing the bolt body 350 to move to the right. During the process of the bolt body 350 moving to the right, the lower part of the locking pin plate 344 abuts against the upper surface of the bolt part 351 of the bolt mechanism 35, so that the bolt part 351 is always kept in the unlocking position.

[0081] The bolt body 350 is continuously driven to the right by the protrusion 372 of the transmission mechanism 37, so that the locking pin 343 on the bolt body 350 completely exits the card slot 6. At the same time that the locking pin 343 of the bolt body 350 completely exits the card slot 6, the locking pin plate 344 on the bolt body 350 contacts the trigger end 381 of the sensor 38. The sensor 38 sends a control signal to the control board 4, indicating that the bolt body 350 has reached the unlocking position. After receiving the control signal sent by the sensor 38, the control board 4 controls the driving mechanism 36 to cut off the power, so that the transmission mechanism 37 remains in the existing position.

[0082] Thus, the wheel hub lock is unlocked.

[0083] The following combines Figures 10 - 11 to describe the locking process of the wheel hub lock:

[0084] When the vehicle receives the locking signal, the control board 4 sends a driving signal to the driving mechanism 36. The output rod 362 of the driving mechanism 36 drives the transmission mechanism 37 to rotate counterclockwise. The protrusion 372 of the transmission mechanism 37 passes over and disengages from the locking pin plate 344. At this time, the protrusion 372 no longer applies a force to the locking pin plate 344. The locking pin elastic member 342 in the compressed state applies a leftward force to the locking pin body 341, so that the locking pin body 341 moves to the left. When the locking pin body 341 moves to the left, the locking pin plate 344 no longer contacts the trigger end 381 of the sensor 38. The sensor 38 no longer sends a signal to the control board 4, and the control board 4 controls the driving mechanism 36 to cut off the power, so that the transmission mechanism 37 remains in a position where it does not contact the locking pin body 341 and the bolt body 350.

[0085] If the hub shell 2 of the vehicle stops rotating at this time and the locking pin 343 of the locking pin body 341 is aligned with the first end 61 of the card slot 6, the locking pin 343 will snap into the first end 61. When the locking pin body 341 reaches the locking position, the locking pin plate 344 of the locking pin body 341 is located on the left side of the locking bolt portion 351, thus not applying a force to the locking bolt portion 351. The locking bolt elastic member 353 in the compressed state applies an upward force to the locking bolt body 350, so that the locking bolt portion 351 passes through the base hole 715 and extends into the left cavity 711. The locking bolt portion 351 extending into the left cavity 711 abuts against the right side of the locking pin plate 344, thus holding the locking pin body 341 in the locking position. In this way, the hub lock is locked.

[0086] If the hub shell 2 of the vehicle stops rotating during locking but the locking pin 343 is not aligned with the first end 61 of the card slot 6, the locking pin 343 will abut against the inner wall 63 or the bottom 67 of the hub shell lower cover 222 under the action of the locking pin elastic member 342. Although the locking pin 343 does not fully enter the first end 61 of the card slot 6 at this time and does not belong to the true locking state, as long as the vehicle moves, the first end 61 of the card slot 6 will rotate to a position aligned with the locking pin 343, and the locking pin 343 will enter the first end 61 of the card slot 6. In this way, the locking pin body 341 reaches the locking position. The locking bolt portion 351 of the locking bolt body 350 moves upward under the action of the locking bolt elastic member 353, abuts against the right side of the locking pin plate 344 after extending into the left cavity 711, and reaches the locking position. Thus, the hub lock is locked. It should be noted that although the locking pin body 341 does not truly reach the locking position at the beginning, once the vehicle rotates, it can be truly locked, so it also has the locking and anti-theft effect.

[0087] The hub lock of the present invention can also prevent being locked when the vehicle is running (i.e., the hub shell 2 is rotating at a high speed). As Figure 12 shown, if the hub shell 2 of the vehicle is still rotating at a high speed during locking, then the left end 346 of the locking pin 343 will hit the bottom 67 of the card slot 6. Since the bottom 67 is arc-shaped and the left end 346 of the locking pin 343 has a spherical surface, a point contact will be formed between the bottom 67 and the locking pin 343, which will apply a rightward force to the locking pin 343. Since the locking bolt portion 351 is blocked by the locking pin plate 344 and cannot enter the left cavity 711, the locking bolt portion 351 will not hinder the rightward movement of the locking pin 343. That is to say, at this time, the locking pin body 341 will make a reciprocating motion along the hub axis under the combined action of the bottom 67 of the card slot and the locking pin elastic member 342 and cannot reach the locking position. Therefore, even if the control board 4 accidentally activates the transmission mechanism 37 during the high-speed movement of the vehicle and the protruding portion 372 of the transmission mechanism 37 disengages from the locking pin plate 344, the locking pin 343 cannot be snapped into the card slot 6 to achieve locking.

[0088] Thus, when the vehicle is moving and the control board 4 malfunctions, the hub lock of the present invention can ensure that it will not be locked through mechanical cooperation. This can not only protect the hub lock, but also protect the vehicle riders from injury, thus avoiding potential safety hazards. Only when the vehicle decelerates and stops can the locking pin 343 be inserted into the card slot 6 to achieve locking. At this time, since the vehicle has stopped, locking will not affect the safety of the riders.

[0089] In summary, the hub lock of the present application can achieve at least the following advantages:

[0090] First, the hub lock of the present application uses a single component, the transmission mechanism 37, to drive the movement of both the locking pin mechanism 34 and the locking bolt mechanism 35. This can not only reduce the number of driving components in the hub lock, thereby reducing the manufacturing cost, but also establish the correlation between the movements of the locking pin mechanism 34 and the locking bolt mechanism 35, thereby enhancing the mechanical reliability of the locking pin mechanism 34 and the locking bolt mechanism 35.

[0091] Second, the hub lock of the present application uses a locking pin body 341 arranged parallel to the hub axis to control locking and unlocking. The locking pin body 341 effectively utilizes the axial volume in the hub shell 2, thereby reducing the radial dimension of the hub shell 2, so as to reduce the volume of the hub lock. The hub lock with a smaller volume is not only aesthetically pleasing but also can reduce the manufacturing cost.

[0092] Third, the hub lock of the present application arranges the locking pin mechanism 34, the locking bolt mechanism 35, the driving mechanism 36, the transmission mechanism 37, and the sensor 38 in the lock shell 30. The lock shell 30 is connected by an upper lock cover 31, a lock cover body 32, and a lower lock cover 33, and has good sealing and waterproof properties and is not easily damaged by humans.

[0093] Fourth, the hub lock of the present application adopts a structure in which the locking pin body 341 and the locking bolt body 350 cooperate with each other, and further configures the specific structures of the locking pin 343 and the card slot 6, so as to prevent the control board 4 from malfunctioning and locking during high-speed vehicle driving. This can effectively protect the hub lock and avoid potential safety hazards.

[0094] In addition, the present invention provides a vehicle, which includes a vehicle body and the hub lock as described above, and the hub lock is arranged at the hub of the vehicle body to lock and stop the rotation of the hub.

[0095] The above embodiments are only illustrative of the principles and effects of the present invention and are not used to limit the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes made by those with ordinary knowledge in the technical field without departing from the spirit and technical ideas disclosed by the present invention should still be covered by the claims of the present invention.

Claims

1. A wheel hub lock, characterized in that, Comprising: Hub shaft (1); Hub shell (2), the hub shell (2) includes a hub shell circumferential portion (221) and a hub shell lower cover (222), the hub shell (2) is rotatably connected to the hub shaft (1) and is coaxially arranged with the hub shaft (1); Drive mechanism (36); Lock pin mechanism (34), the lock pin mechanism (34) includes a lock pin body (341); Lock bolt mechanism (35), the lock bolt mechanism (35) includes a lock bolt body (350); and Transmission mechanism (37), the transmission mechanism (37) includes an eccentric cam (370) and a protrusion (372); Wherein, the drive mechanism (36), the lock pin mechanism (34), the lock bolt mechanism (35) and the transmission mechanism (37) are arranged inside the hub shell (2) and on the hub shaft (1); Wherein, the drive mechanism (36) is connected to the transmission mechanism (37) to drive the transmission mechanism (37) to move, and the transmission mechanism (37) can drive the lock pin mechanism (34) and the lock bolt mechanism (35) to move; Wherein, a slot (6) is provided on the hub shell lower cover (222), and the lock pin body (341) can move axially along the hub shell (2) so that one end of the lock pin body (341) can extend into or withdraw from the slot (6); Wherein, the lock pin body (341) and the lock bolt body (350) have an unlocking position and a locking position, and the eccentric cam (370) can contact the lock bolt body (350) to drive the lock bolt body (350) to move from the locking position to the unlocking position; The protrusion (372) is axially arranged on the eccentric cam (370) along the axial direction of the eccentric cam (370) for driving the lock pin body (341) to move from the locking position to the unlocking position.

2. The wheel hub lock according to claim 1, characterized in that: The lock pin body (341) is axially arranged along the hub shell (2).

3. The wheel hub lock according to claim 2, characterized in that: The slot (6) includes an arc-shaped slot bottom (67), the slot (6) includes a relatively arranged first end (61) and a second end (62), and the depth of the slot (6) gradually becomes smaller from the first end (61) to the second end (62).

4. The wheel hub lock according to claim 2, characterized in that: The lock bolt body (350) can move perpendicular to the axial direction of the hub shell (2); When the lock pin body (341) and the lock bolt body (350) are in the locking position, the lock bolt body (350) can abut against the lock pin body (341), so that one end of the lock pin body (341) is kept in the slot (6), and the lock pin body (341) cannot move axially along the hub shell (2); When the lock pin body (341) and the lock bolt body (350) are in the unlocking position, the lock bolt body (350) is separated from the lock pin body (341), so that one end of the lock pin body (341) can move axially along the hub shell (2) to withdraw from the slot (6).

5. The wheel hub lock according to claim 4, characterized in that, Including: Lock housing (30), the lock housing (30) is fixed on the hub shaft (1), and the drive mechanism (36), the lock pin mechanism (34), the lock bolt mechanism (35) and the transmission mechanism (37) are installed in the lock housing (30); The hub housing (2) is rotatable relative to the lock housing (30).

6. The wheel hub lock according to claim 5, characterized in that: The lock pin mechanism (34) further includes a lock pin elastic member (342), one end of the lock pin elastic member (342) abuts against the lock pin body (341), and the other end of the lock pin elastic member (342) abuts against the lock housing (30); The lock pin elastic member (342) is used to apply a force to the lock pin body (341), so that the lock pin body (341) moves from the unlocking position to the locking position.

7. The wheel hub lock according to claim 5, characterized in that: The lock bolt mechanism (35) further includes a lock bolt elastic member (353), one end of the lock bolt elastic member (353) abuts against the lock bolt body (350), and the other end of the lock bolt elastic member (353) abuts against the lock housing (30); The lock bolt elastic member (353) is used to apply a force to the lock bolt body (350), so that the lock bolt body (350) moves from the unlocking position to the locking position.

8. The wheel hub lock according to claim 4, characterized in that, Comprising: A sensor (38), disposed inside the hub housing (2); And A control board (4), disposed inside the hub housing (2) and communicatively connected to the sensor (38) and the drive mechanism (36); The control board (4) is configured to be able to receive a control signal sent by the sensor (38), and send a drive signal to the drive mechanism (36) to control the start or stop of the drive mechanism (36).

9. The wheel hub lock according to claim 8, characterized in that: The sensor (38) is configured to: when the sensor (38) detects that the lock pin mechanism (34) is in the unlocking position, the sensor (38) sends the control signal to the control board (4); The control board (4) is configured to: when the control board (4) receives the control signal, the control board (4) controls the drive mechanism (36) to stop moving.

10. A vehicle, characterized in that, Comprising: A vehicle body; And A hub lock according to any one of claims 1 to 9, the hub lock being provided on the vehicle body.

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