Hub assembly and vehicle

Abstract

The application relates to a wheel hub assembly and a vehicle. The wheel hub assembly comprises a wheel hub, a wheel rim, a cover and a linear drive assembly. The outer peripheral wall of the wheel hub is provided with a plurality of spokes. The inner peripheral wall of the wheel rim is connected to the outer periphery of the plurality of spokes, so that the wheel rim, the plurality of spokes and the wheel hub form a plurality of air vents. The cover is movably installed on the wheel hub in the direction of approaching or moving away from the wheel hub, so that the cover is adapted to correspondingly close the plurality of air vents or open the plurality of air vents. The linear drive assembly is installed on the wheel hub. The cover is driven to move in the direction of approaching or moving away from the wheel hub by the linear drive assembly, so that the cover can be more closely attached to the wheel hub or even part of the cover is located in the air vent, thereby reducing air resistance. The opening and closing of the cover are controlled by linear motion, so that the adjustment of different opening degrees can be more easily and accurately realized to adapt to different driving conditions and ventilation requirements. The linear drive assembly can quickly drive the cover to open or close the air vent.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a wheel hub assembly and a vehicle. BACKGROUND

[0002] In the related art, a wheel hub assembly generally comprises a wheel hub and a cover member rotatably installed outside the wheel hub, and a rotary driving assembly is used to drive the cover member to rotate, so that the cover member can open a plurality of air vents on the wheel hub to cool the brake assembly and the wheel, or close the plurality of air vents to reduce the wind resistance during the driving of the vehicle. However, the rotary driving assembly drives the cover member to move, which makes the structure of the wheel hub assembly complex, and the opening degree of the air vents cannot be accurately controlled. In addition, the cover member needs to be always protruded from the wheel hub, which limits the ability of the rotatably arranged cover member to reduce the wind resistance, and the vehicle still has a large energy consumption during driving. SUMMARY

[0003] The embodiments of the present application provide a wheel hub assembly, which has a simple structure, can accurately control the opening degree of the air vents, and can effectively reduce the wind resistance and the energy consumption during the driving of the vehicle.

[0004] In order to achieve the above-mentioned purpose, according to a first aspect of the present application, a wheel hub assembly is provided, comprising:

[0005] a wheel hub, an outer peripheral wall of the wheel hub is provided with a plurality of spokes, and the plurality of spokes are arranged at intervals in a circumferential direction of the wheel hub;

[0006] a rim, the rim is sleeved on the wheel hub, and an inner peripheral wall of the rim is connected to an outer periphery of the plurality of spokes, so that the rim, the plurality of spokes and the wheel hub form a plurality of air vents therebetween;

[0007] a cover member, the cover member is movably installed on the wheel hub in a direction close to or away from the wheel hub, so that the cover member is adapted to correspondingly close the plurality of air vents or open the plurality of air vents;

[0008] a linear driving assembly, the linear driving assembly is installed on the wheel hub, and the linear driving assembly is used to drive the cover member to move.

[0009] Optionally, the cover member comprises:

[0010] a main body portion, the main body portion is movably installed on the wheel hub in the direction close to or away from the wheel hub;

[0011] a plurality of blades, the plurality of blades are arranged at intervals in the circumferential direction of the wheel hub, the plurality of blades correspond to and are adapted to the plurality of air vents one by one, and one end of each of the blades is connected to the main body portion.

[0012] Optionally, each of the blades has a first side and a second side spaced apart along a circumferential direction of the hub, and the first side of one of the blades is adjacent to the second side of another of the blades, and the first side is at least partially provided as a helical surface.

[0013] Optionally, the hub assembly further comprises a resilient member, two ends of the resilient member being respectively and elastically connected to the cover member and the hub, and the resilient member is used to keep the cover member in the first position of opening the ventilation openings or the second position of closing the ventilation openings.

[0014] According to a second aspect of the present application, a vehicle is provided, comprising the hub assembly as described above, and the hub assembly comprises:

[0015] a hub, an outer circumferential wall of the hub being provided with a plurality of spokes, and the plurality of spokes being spaced apart along a circumferential direction of the hub;

[0016] a rim, the rim being sleeved on the hub, and an inner circumferential wall of the rim being connected to outer circumferences of the plurality of spokes, so that the rim, the plurality of spokes and the hub together enclose a plurality of ventilation openings;

[0017] a cover member, the cover member being movably mounted on the hub in a direction close to or away from the hub, so that the cover member is adapted to correspondingly close the plurality of ventilation openings or open the plurality of ventilation openings;

[0018] a linear drive assembly, the linear drive assembly being mounted on the hub and used to drive the cover member to move;

[0019] Optionally, the hub assembly further comprises:

[0020] a vehicle body;

[0021] the hub assembly is mounted on the vehicle body;

[0022] the linear drive assembly comprises a first hydraulic cylinder, a first piston rod of the first hydraulic cylinder being drivingly connected to the cover member;

[0023] a hydraulic system, the hydraulic system comprising a second hydraulic cylinder and a first delivery flow path in communication with the second hydraulic cylinder, one end of the first delivery flow path away from the second hydraulic cylinder being in communication with the first hydraulic cylinder;

[0024] a pressurizing assembly, the pressurizing assembly being mounted on the vehicle body and used to pressurize hydraulic oil in the second hydraulic cylinder.

[0025] Optionally, the hydraulic system further comprises a second delivery flow path in communication with the second hydraulic cylinder;

[0026] The vehicle further comprises a brake assembly, which is communicated with the second conveying flow path, so that the brake assembly can be driven by the hydraulic oil conveyed by the second conveying flow path and brake the wheel hub.

[0027] Optionally, further comprising:

[0028] a first valve body, which is installed on the first conveying flow path;

[0029] a second valve body, which is installed on the second conveying flow path;

[0030] a controller, which is electrically connected with the first valve body, the second valve body and the pressurizing assembly.

[0031] Optionally, further comprising a temperature sensor, which is used to detect the temperature of the brake assembly, and the temperature sensor is electrically connected with the controller, so that the controller can control the first valve body to open or close according to the temperature.

[0032] Optionally, further comprising a wading sensor, which is used to detect the wading depth of the vehicle, and the wading sensor is electrically connected with the controller, so that the controller can control the first valve body to open or close according to the wading depth.

[0033] Optionally, further comprising:

[0034] a brake pedal, which is movably installed on the vehicle body;

[0035] a displacement sensor, which is used to detect the displacement of the brake pedal, and the displacement sensor is electrically connected with the controller, so that the controller can control the second valve body to open or close according to the displacement.

[0036] In the hub assembly of the embodiments of the present application, the cover is driven to move towards or away from the hub by the linear drive assembly. In this way, the linear drive can more effectively reduce wind resistance, especially when the air vents are closed, because the cover can be more closely fitted to the hub or even make part of the cover inside the air vent, thereby reducing air resistance and energy consumption during vehicle driving. And by controlling the opening and closing of the cover through linear motion, it can more easily and accurately adjust the different opening degrees to adapt to different driving conditions and ventilation needs. In addition, the linear drive assembly makes the structure of the hub assembly simpler. In addition, the linear motion mechanism reduces the length and complexity of the transmission chain compared to the complex circumferential rotation mechanism, reducing the failure rate. Since the movement of the cover is linear motion, the linear motion path is short and direct, and the response speed of the linear drive assembly in driving the cover to open or close the air vent is generally faster, and the position of the cover can be more accurately controlled. The linear drive assembly has a simple structure and high transmission efficiency, and can more efficiently utilize energy when driving the cover to move through the linear drive assembly, reducing unnecessary energy loss.

[0037] Other features and advantages of the present application will be described in detail in the following detailed description of the embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0039] In order to more completely understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, wherein the same reference numerals in the following description represent the same parts.

[0040] Figure 1 is the overall structure schematic diagram of the hub assembly provided in the exemplary embodiments of the present disclosure;

[0041] Figure 2 is the structure schematic diagram of the driving connection between the cover and the linear drive assembly provided in the exemplary embodiments of the present disclosure;

[0042] Figure 3 is the partial structure schematic diagram of the vehicle provided in the exemplary embodiments of the present disclosure;

[0043] Figure 4 is the structure schematic diagram of the rotation state of each wheel and the force on the vehicle when the vehicle is moving forward provided in the exemplary embodiments of the present disclosure;

[0044] Figure 5is a structure schematic diagram of the rotation state of each wheel and the force of the vehicle when the vehicle turns right in the exemplary embodiment of the present disclosure.

[0045] Figure 6 is a structure schematic diagram of the rotation state of each wheel and the force of the vehicle when the vehicle turns right in the exemplary embodiment of the present disclosure.

[0046] Explanation of reference signs:

[0047] 10, hub assembly, 101, hub, 102, spoke, 103, rim, 104, vent, 105, cover, 1051, main body, 1052, blade, 1053, first side, 1054, second side, 106, linear drive assembly, 1061, first hydraulic cylinder, 1062, first piston rod, 107, elastic member;

[0048] 201, second hydraulic cylinder, 202, first delivery flow path, 203, second delivery flow path;

[0049] 30, pressurizing assembly, 301, drive motor;

[0050] 40, braking assembly, 401, brake disc, 402, caliper, 4021, caliper body, 4022, brake hydraulic cylinder;

[0051] 501, first valve body, 502, second valve body;

[0052] 60, temperature sensor;

[0053] 70, wading sensor;

[0054] 80, brake pedal;

[0055] 90, displacement sensor;

[0056] 110, wheel;

[0057] 1201, brake control unit;

[0058] 1202, electronic control unit;

[0059] 130, oil storage pot;

[0060] 140, vehicle body. DETAILED DESCRIPTION

[0061] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

[0062] The present application provides a hub assembly 10, please refer to Figure 1 and Figure 2 , Figure 1 is the overall structure of the hub assembly provided in the exemplary embodiments of the present disclosure, Figure 2 is the structure schematic diagram of the cover and the driving connection of the linear drive assembly provided in the exemplary embodiments of the present disclosure.

[0063] The hub assembly 10 comprises a hub 101, a rim 103, a cover 105 and a linear drive assembly 106.

[0064] The outer peripheral wall of the hub 101 is provided with a plurality of spokes 102, which are arranged circumferentially along the hub 101. In this way, the entire hub 101 is supported by the uniform distribution of the plurality of spokes 102, which can improve the overall strength and stability of the hub 101 and reduce damage caused by excessive stress on a single point. The plurality of spaced spokes 102 can reduce the weight of the hub assembly 10 while maintaining sufficient strength, which can improve the acceleration performance, braking response performance and fuel efficiency of the vehicle, etc.

[0065] The rim 103 is sleeved on the hub 101, and the inner peripheral wall of the rim 103 is connected with the outer periphery of the plurality of spokes 102, so that the rim 103, the plurality of spokes 102 and the hub 101 form a plurality of ventilation openings 104 therebetween. In this way, the ventilation openings 104 allow air to circulate, which helps to cool the hub 101, the rim 103 and the spokes 102, etc. The design of the ventilation openings 104 makes the overall structure of the hub 101, the rim 103 and the spokes 102 lighter, which helps to improve the handling, fuel efficiency and acceleration performance of the vehicle, etc. The presence of the ventilation openings 104 also facilitates the inspection and maintenance of the brake system.

[0066] The cover 105 is movably mounted on the hub 101 in the direction of approaching or moving away from the hub 101, so that the cover 105 is adapted to correspondingly close or open the plurality of ventilation openings 104. In this way, the driver can choose to close the ventilation openings 104 to reduce wind resistance, or open the ventilation openings 104 to improve the cooling performance of the hub 101, the rim 103 and the spokes 102, etc. The adjustable feature of the cover 105 enables the hub assembly 10 to adapt to different driving conditions and environmental changes, thereby improving the overall performance of the vehicle.

[0067] The linear drive assembly 106 is mounted to the wheel hub 101, and is used to drive the cover 105 to move, so that the linear drive assembly 106 can accurately control the position of the cover 105, and ensure that the air vent 104 can be accurately opened or closed when needed. The linear drive assembly 106 can realize the automatic operation of the opening and closing of the air vent 104, so that the cover 105 has a faster response speed when opening or closing the air vent 104.

[0068] It should be noted that there are many types of linear drive assemblies 106, for example, the linear drive assembly 106 can include a linear motor, an electric push rod, a cylinder assembly or a hydraulic cylinder assembly, etc. Specifically, the present application does not limit this.

[0069] In the wheel hub assembly 10 of the embodiment of the present application, the cover 105 is driven by the linear drive assembly 106 to move in the direction of approaching or moving away from the wheel hub 101, so that the linear drive can more effectively reduce the air resistance, especially when closing the air vent 104, because the cover 105 can be more closely attached to the wheel hub 101, and even part of the cover 105 is in the air vent 104, thereby reducing air resistance and reducing energy consumption during vehicle driving. And by controlling the opening and closing of the cover 105 through linear motion, it is easier to realize the adjustment of different opening degrees to adapt to different driving conditions and ventilation needs. In addition, the linear drive assembly 106 makes the general structure of the wheel hub assembly 10 simpler, and the linear motion mechanism reduces the length and complexity of the transmission chain compared with the complex circumferential rotation mechanism, and reduces the failure rate. Since the movement of the cover 105 is linear motion, the linear motion path is short and direct, and the response speed of the linear drive assembly 106 driving the cover 105 to open or close the air vent 104 is generally faster, and the position of the cover 105 can be more accurately controlled. The linear drive assembly 106 has a simple structure and high transmission efficiency, and when driving the cover 105 to move through the linear drive assembly 106, it can more efficiently utilize energy and reduce unnecessary energy loss.

[0070] Referring to Figure 1 and Figure 2In some embodiments, the cover 105 comprises a main body portion 1051 movably mounted on the hub 101 in a direction approaching or moving away from the hub 101, and a plurality of blades 1052 arranged circumferentially on the hub 101 and corresponding to the plurality of vents 104. Each blade 1052 is connected to the main body portion 1051 at one end. In this way, the movement of the main body portion 1051 in the direction approaching or moving away from the hub 101 can drive the corresponding movement of the plurality of blades 1052, thereby dynamically adjusting the opening degree of each vent 104. This design allows real-time adjustment of the ventilation volume according to the driving state of the vehicle, the ambient temperature, and other factors, thereby optimizing the tire heat dissipation performance. In high-speed driving or high-temperature environments, the opening degree of the vent 104 can be increased to increase the air flow and accelerate the tire heat dissipation, thereby improving the driving safety and the service life of the tire. The circumferential arrangement of the blades 1052 on the hub 101 not only reduces the material usage but also optimizes the spatial layout, making the entire cover 105 structure compact and lightweight. The connection of the blades 1052 to the main body portion 1051 forms an integrated cover 105 structure, thereby enhancing the overall stability and reliability. At the same time, this design also simplifies the installation and maintenance process. The one-to-one correspondence and adaptation of the blades 1052 to the vents 104 allow the cover 105 to maintain a neat and consistent appearance when the vents 104 are closed, thereby improving the overall aesthetic appeal of the vehicle.

[0071] Referring to Figure 2In some embodiments, each vane 1052 has a first side 1053 and a second side 1054 spaced circumferentially along the hub 101, with the first side 1053 of one vane 1052 adjacent the second side 1054 of an adjacent vane 1052, the first side 1053 being at least partially formed as a helical surface. The helical design of the first side 1053 can guide air to flow in a helical manner, which can help to increase the contact area between the air and the vane 1052, allowing for more efficient use of air flow for heat dissipation. Compared to a flat or simple curved surface, the helical surface can better reduce turbulence during air flow, making the air flow more stable and orderly, and improving heat dissipation efficiency. The design of the helical surface actually increases the contact area between the vane 1052 and the air, allowing more heat to be dissipated through air convection, thereby improving the heat dissipation performance of the tire and brake system. The air guiding effect of the helical surface can accelerate the flow speed of air between the vanes 1052, thereby speeding up the heat exchange process, allowing the tire and brake system to cool down more quickly. The design of the helical surface can help to reduce the noise generated during air flow, making the vehicle quieter when driving at high speed. The helical surface design can also reduce vibration problems caused by aerodynamic instability to some extent. The design of the helical surface can increase the stiffness of the vane 1052, making it less likely to deform or be damaged when subjected to wind pressure or other external forces. The design of the helical surface adds a unique visual element to the cover 105, making the design of the vehicle hub 101 part more layered and dynamic. The design of the helical surface can help to guide the air flow smoothly through the vane 1052, reducing air flow separation and turbulence, thereby reducing wind resistance. By changing the flow path of the air flow, the helical surface can help to generate additional downforce when driving at high speed, improving the grip of the vehicle. The helical surface can better guide the air flow through the vent 104, increasing the air flow, thereby improving the heat dissipation efficiency. Through more efficient air flow, the brake system and other critical components can be cooled more effectively.

[0072] Referring to Figure 3 , Figure 3is a partial structure schematic diagram of a vehicle provided in an exemplary embodiment of the present disclosure. In some embodiments, the hub assembly 10 further comprises a resilient member 107, both ends of the resilient member 107 are elastically connected to the cover 105 and the hub 101 respectively, the resilient member 107 is used to keep the cover 105 in the first position of opening the vent 104 or the second position of closing the vent 104, in this way, when the driving force applied to the cover 105 by the linear drive assembly 106 is removed, the cover 105 can automatically return to the first position of opening the vent 104 or the second position of closing the vent 104 under the action of the resilient member 107, so that the hub assembly 10 can also return the cover 105 to the preset position through the resilient member 107 without an external power source, ensuring that the reliability of the hub assembly 10 is not affected. The cover 105 can be automatically reset by the resilient member 107, which helps to reduce energy consumption. Since the resilient member 107 can bear part of the work load, the working frequency of the linear drive assembly 106 will be reduced accordingly, thereby reducing the possibility of wear and damage and reducing the maintenance requirement.

[0073] It should be noted that when the resilient member 107 keeps the cover 105 in the second position of closing the vent 104, the linear drive assembly 106 can drive the cover 105 to move from the second position of closing the vent 104 to the first position of opening the vent 104, and when the driving force applied to the cover 105 by the linear drive assembly 106 is removed, the cover 105 can automatically return to the second position of closing the vent 104 under the action of the resilient member 107. When the resilient member 107 keeps the cover 105 in the first position of opening the vent 104, the linear drive assembly 106 can drive the cover 105 to move from the first position of opening the vent 104 to the second position of closing the vent 104, and when the driving force applied to the cover 105 by the linear drive assembly 106 is removed, the cover 105 can automatically return to the second position of closing the vent 104 under the action of the resilient member 107.

[0074] Referring to Figure 3 According to a second aspect of the present disclosure, a vehicle is provided, which comprises the above-mentioned hub assembly 10. The vehicle has all the beneficial effects of the above-mentioned hub assembly 10, and the present disclosure will not be repeated here.

[0075] It should be noted that the vehicle can be a fuel automobile, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and the present disclosure does not make specific limitation thereon.

[0076] In some embodiments, referring to Figure 3 and Figure 4 , Figure 4 is a structure schematic diagram of the rotation state of each wheel and the force received by the vehicle when the vehicle is moving forward.

[0077] The vehicle further comprises a vehicle body 140, a hydraulic system and a pressurizing assembly 30.

[0078] The hub assembly 10 is mounted on the vehicle body 140, and the linear drive assembly 106 comprises a first hydraulic cylinder 1061, and a first piston rod of the first hydraulic cylinder 1061 is drivingly connected to the cover 105. In this way, the first hydraulic cylinder 1061 can provide very smooth linear motion, which means that the first hydraulic cylinder 1061 can drive the cover 105 to move without generating sharp vibration or noise during the movement, thereby improving the driving comfort. The response speed of the first hydraulic cylinder 1061 is relatively fast, especially under high pressure, and the opening and closing actions of the cover 105 can be quickly completed, so that the vehicle braking cooling demand or the wind resistance reduction demand can be responded in time and accurately.

[0079] The hydraulic system comprises a second hydraulic cylinder 201 and a first delivery flow path 202 connected to the second hydraulic cylinder 201, and an end of the first delivery flow path 202 away from the second hydraulic cylinder 201 is connected to the first hydraulic cylinder 1061. The pressurizing assembly 30 is mounted on the vehicle body 140, and the pressurizing assembly 30 is used to pressurize the hydraulic oil in the second hydraulic cylinder 201. In this way, when the pressurizing assembly 30 provides pressure to the hydraulic oil in the second hydraulic cylinder 201, the hydraulic oil output from the second hydraulic cylinder 201 has a relatively large pressure, and the hydraulic oil in the second hydraulic cylinder 201 is delivered to the first hydraulic cylinder 1061 through the first delivery flow path 202, so that the pressure of the hydraulic oil in the first hydraulic cylinder 1061 increases, and then drives the first piston rod of the first hydraulic cylinder 1061 to move, and since the first piston rod is connected to the cover 105, the cover 105 is driven to move. In this way, the structure is simple, and the cover can be driven in time.

[0080] In addition, the second hydraulic cylinder 201 can be pressurized by the pressurizing assembly 30, and the pressure can be adjusted as needed. This allows the hydraulic system to adjust the driving force of the first hydraulic cylinder 1061 according to actual needs to adapt to different working environments. Because the first hydraulic cylinder 1061 is directly driven by the pressurized hydraulic oil, instead of through a complex transmission mechanism, energy loss can be reduced, thereby improving driving efficiency. Since the pressure in the hydraulic system can be accurately controlled by the pressurizing assembly 30, this helps to improve the safety and reliability of the entire hydraulic system.

[0081] Referring to Figure 3In some embodiments, the pressurizing assembly 30 includes a drive motor 301 mounted on the vehicle body 140, the drive motor 301 having an output shaft, and a transmission assembly drivingly connected between the output shaft and the piston rod of the second hydraulic cylinder 201, the transmission assembly configured to convert the rotation of the output shaft into the sliding of the second piston rod of the second hydraulic cylinder 201. The drive motor 301 can accurately control the rotation speed and direction of the output shaft, and thus the movement of the second piston rod of the second hydraulic cylinder 201 through the transmission assembly, achieving precise control of the hydraulic system. Through the drive motor 301, electric energy can be efficiently converted into mechanical energy, improving energy conversion efficiency. The drive motor 301 has a fast response speed, which can quickly start or stop, and thus quickly adjust the pressure of the hydraulic system, achieving fast response of the hydraulic system. The drive motor 301 and the transmission assembly are relatively easy to maintain, and compared with traditional hydraulic pumps, they may require less regular maintenance. The combination of the drive motor 301 and the transmission assembly can provide stable driving force, improving the reliability of the entire hydraulic system. By adjusting the speed and direction of the drive motor 301, the movement of the second piston rod of the second hydraulic cylinder 201 can be flexibly controlled, thereby realizing different working modes.

[0082] The transmission assembly includes a gear and a rack meshing with the gear, the gear being drivingly connected with the output shaft, and the rack being connected with the second piston rod of the second hydraulic cylinder 201. In this way, through the cooperation of the gear and the rack, the rotational movement of the output shaft of the drive motor 301 can be accurately converted into the linear movement of the piston rod, achieving precise control of the second hydraulic cylinder 201. The gear and rack transmission has high transmission efficiency, which can efficiently transmit the driving force of the drive motor 301 to the second piston rod. The combination of the gear and the rack generally occupies less space, which can adapt to the limited internal space of the vehicle. The structure of the gear and the rack is relatively simple, easy to manufacture and maintain, and has high reliability.

[0083] In some embodiments, the output shaft and the transmission assembly are drivingly connected through a speed reduction assembly. In this way, the speed reduction assembly can reduce the rotational speed of the output shaft while increasing the torque. This is very important for driving the second piston rod of the second hydraulic cylinder 201, because the piston rod needs a lot of force to overcome the resistance of the hydraulic oil. Through the speed reduction assembly, the movement speed and position of the piston rod can be more accurately controlled. Using a speed reducer can reduce energy consumption and avoid excessive current and heat generated by the motor running at low speed, protecting the motor from damage. The speed reduction assembly helps to achieve smoother operation, reduces vibration and noise, and improves driving comfort.

[0084] It should be noted that there are many types of speed reduction assemblies, for example, the speed reduction assembly can include a planetary reducer, a cylindrical gear reducer, a bevel gear reducer, a worm reducer, or a cycloidal pin wheel reducer. Specifically, the type of speed reduction assembly can be set as needed, which is not limited in the present application.

[0085] With reference back to Figure 3 In some embodiments, the hydraulic system further comprises a second delivery flow path 203 in communication with the second hydraulic cylinder 201, and the vehicle further comprises a brake assembly 40 in communication with the second delivery flow path 203, so that the brake assembly 40 can be driven by the hydraulic oil delivered by the second delivery flow path 203 and brake the wheel hub 101. In this way, the hydraulic system can quickly respond to the driver's braking demand, and the brake assembly 40 is driven by the hydraulic oil delivered by the second delivery flow path 203 to achieve effective braking of the wheel hub 101. This design can provide strong braking force and ensure that the vehicle can quickly decelerate or stop in an emergency, improving driving safety. In addition, the brake assembly 40 and the linear drive assembly 106 of the cover 105 share the hydraulic system, simplifying the overall structure of the vehicle and reducing additional space requirements. In addition, sharing the same set of hydraulic systems reduces the cost of independent braking systems, reducing the manufacturing cost of the vehicle. Since the brake assembly 40 shares the same hydraulic oil with the drive system of the cover 105, energy can be more effectively utilized, reducing energy loss during energy conversion.

[0086] With reference back to Figure 3 The hydraulic system further comprises an oil storage tank 130, and the oil outlet of the oil storage tank 130 is in communication with the second hydraulic cylinder. In this way, the oil storage tank 130 can store additional hydraulic oil to supplement in time when the hydraulic oil in the hydraulic system is insufficient, ensuring continuous operation of the hydraulic system. The hydraulic oil in the oil storage tank 130 can act as a buffer to help stabilize the hydraulic system pressure and reduce pressure fluctuations.

[0087] With reference back to Figure 3In some embodiments, the vehicle further comprises a first valve body 501 installed in the first delivery flow path 202, a second valve body 502 installed in the second delivery flow path 203, and a controller electrically connected with the first valve body 501, the second valve body 502, and the pressurizing assembly 30. In this way, the controller can accurately control the opening and closing of the first valve body 501 and the second valve body 502, thereby controlling the flow direction and flow rate of the hydraulic oil, ensuring that the first hydraulic cylinder 1061 and the brake assembly 40 work as needed. By monitoring each part of the hydraulic system through the controller, measures can be taken immediately when abnormal conditions are detected, such as closing the corresponding valve body, improving the safety performance of the hydraulic system. The controller can flexibly adjust the state of the first valve body 501 and the second valve body 502 according to different operating modes or requirements, thereby adapting to different working conditions. By accurately controlling the flow rate and pressure of the hydraulic oil, unnecessary energy consumption can be reduced, and the overall energy efficiency of the system can be improved. The control and monitoring of the controller can reduce the need for manual intervention and simplify the maintenance process. In addition, the controller can collect and analyze system data to help identify potential problems or faults, facilitating timely maintenance. The controller can monitor the state of the hydraulic system in real time and make adjustments as necessary to maintain stable operation of the system. Through the automation function of the controller, human error can be reduced, and the overall automation level of the vehicle can be improved.

[0088] With reference to Figure 3 In some embodiments, the vehicle further comprises a temperature sensor 60 for detecting the temperature of the brake assembly 40, and the temperature sensor 60 is electrically connected with the controller to enable the controller to control the opening or closing of the first valve body 501 according to the temperature. In this way, the temperature sensor 60 can monitor the temperature of the brake system in real time. When the temperature of the brake assembly 40 is too high, it may affect the braking performance. By controlling the first valve body 501 to open in time through the controller, the hydraulic oil in the second hydraulic cylinder 201 can be delivered to the first hydraulic cylinder 1061 through the first delivery flow path 202, thereby driving the first piston rod of the first hydraulic cylinder 1061 to move, so that the cover 105 moves away from the hub 101 to open the air vent 104. In this way, air can pass through the air vent 104 to cool the brake assembly 40, and the temperature of the brake system can be accurately controlled to ensure stable braking performance under different driving conditions, improving the driving experience and driving safety. The cooperation of the temperature sensor 60 and the controller can optimize the working temperature of the brake system and improve the braking response speed and efficiency. The controller intelligently controls according to the feedback of the temperature sensor 60, and the automatic adjustment process reduces the complexity of human operation. In addition, the data provided by the temperature sensor 60 can be used to monitor the state of the brake system in real time, and facilitate fault diagnosis and predictive maintenance.

[0089] When the temperature is in the normal temperature range, the first valve body 501 is closed in time by the controller, so that the hydraulic oil in the second hydraulic cylinder 201 stops being delivered to the first hydraulic cylinder 1061 through the first delivery flow path 202, so that the first hydraulic cylinder 1061 does not need to be continuously driven to control the movement of the cover 105, and thus the energy consumption of the hydraulic system can be reduced. By closing the first valve body 501 in time, unnecessary circulation of the hydraulic oil can be reduced, and the wear of the components of the hydraulic system can be reduced. The first valve body 501 is closed in time, which can avoid unnecessary work of the hydraulic system, and can help improve the reliability and service life of the hydraulic system.

[0090] It should be noted that there are many types of temperature sensors 60, for example, the temperature sensor 60 can include a thermocouple sensor, a thermal resistance sensor, a thermistor sensor, an infrared temperature sensor, a resistance temperature detector, etc. Specifically, the present application does not limit the type of temperature sensor 60.

[0091] Referring to Figure 3 In an embodiment, the vehicle further comprises a wading sensor 70 for detecting the wading depth of the vehicle, and the wading sensor 70 is electrically connected to the controller, so that the controller can control the first valve body 501 to open or close according to the wading depth. In this way, the wading sensor 70 can monitor the water surface height encountered by the vehicle in real time, and when the water depth reaches a dangerous value, the controller can control the first valve body 501 to open, so that the hydraulic oil in the second hydraulic cylinder 201 can be delivered to the first hydraulic cylinder 1061 through the first delivery flow path 202, thereby driving the first piston rod of the first hydraulic cylinder 1061 to move, so that the cover 105 moves away from the hub 101 to open the air vent 104, and when the wheel rotates, the cover 105 connected to the hub 101 rotates, so that the water flow can exert a pushing force on the wheel, which will make the vehicle move in the water, thereby improving the wading ability of the vehicle.

[0092] It should be noted that the wading sensor 70 is a sensor specially used for detecting the wading condition of the vehicle, which can help the driver understand the water level when the vehicle is wading, so as to ensure the safe driving of the vehicle. The wading sensor 70 usually adopts an ultrasonic radar sensor and is connected to the vehicle computer. The working principle of the wading sensor is that the ultrasonic radar sensor emits ultrasonic pulses and receives the echo reflected from the water surface. By measuring the time of the ultrasonic wave to and fro, the distance between the vehicle and the water surface can be calculated. The ultrasonic radar sensor sends the water surface height information to the vehicle controller. The vehicle controller receives the water surface height information and controls the display screen to display the water surface height information, and controls the alarm prompter to issue an alarm prompt information when the water surface height reaches a preset critical wading height.

[0093] Specifically, referring to Figure 2Since the first side 1053 of the blade 1052 is at least partially provided as a helical surface, when the hub 101 rotates, the main body part 1051 connected with the hub 101 rotates, and the plurality of blades 1052 connected with the hub 101 will follow the main body part 1051 to rotate, so that the blades 1052 can cut the water flow like a propeller, so that the water flow can generate a thrust force on the vehicle wheel, and the vehicle can move quickly in deep water. In addition, by changing the angle of the vehicle wheel relative to the vehicle body 140 and the forward and reverse rotation of the vehicle wheel, the vehicle can move forward, laterally and turn in water, greatly improving the water passing performance and safety of the vehicle.

[0094] Referring to Figure 4 In some embodiments, when the vehicle needs to move forward in water, the four vehicle wheels 110 can be turned outward by 45 degrees respectively, and the reverse rotation of the vehicle wheels 110 can make the plurality of blades 1052 of the corresponding cover 105 cut the water flow, and the water flow converges to the outside of the vehicle wheels 110, and the reaction force of the water flow acts on the four vehicle wheels 110 to form a resultant force, which can push the vehicle to move forward quickly in water. When the vehicle needs to move backward in water, the four vehicle wheels 110 can be turned outward by 45 degrees respectively, and the forward rotation of the vehicle wheels 110 can make the plurality of blades 1052 of the corresponding cover 105 cut the water flow, and the water flow converges to the inside of the vehicle wheels 110, and the reaction force of the water flow acts on the four vehicle wheels 110 to form a resultant force, which can push the vehicle to move backward quickly in water.

[0095] Referring to Figure 5 , Figure 5 is a schematic view of the rotation state of each vehicle wheel and the force on the vehicle when the vehicle moves laterally to the right in the exemplary embodiment of the present disclosure. In some embodiments, when the vehicle needs to move laterally to the right in water, the four vehicle wheels 110 are turned forward, the left two vehicle wheels 110 are reversed, the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow outward, and the reaction force pushes the vehicle to the right. At the same time, the right two vehicle wheels 110 are forward, the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow inward, and the reaction force pushes the vehicle to the right, forming a resultant force that can push the vehicle to move laterally to the right quickly in water. When the vehicle needs to move laterally to the left in water, the four vehicle wheels 110 are turned forward, the left two vehicle wheels 110 are forward, the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow inward, and the reaction force pushes the vehicle to the left. At the same time, the right two vehicle wheels 110 are reversed, the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow outward, and the reaction force pushes the vehicle to the left, forming a resultant force that can push the vehicle to move laterally to the left quickly in water.

[0096] Referring to Figure 6 , Figure 6is a schematic view of the turning state of each wheel and the force on the vehicle provided in the exemplary embodiments of the present disclosure. In some embodiments, when the vehicle needs to turn right in water, the four wheels 110 can be made to rotate in the forward direction, the left front wheel 110 and the right rear wheel 110 are reversed, and the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow outward. The right front wheel 110 and the left rear wheel 110 are transmitted in the forward direction, and the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow inward, and the reaction force of the water flow pushes the vehicle to turn right. When the vehicle needs to turn left in water, the four wheels 110 can be made to rotate in the forward direction, the left front wheel 110 and the right rear wheel 110 are reversed, and the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow inward. The right front wheel 110 and the left rear wheel 110 are transmitted in the reverse direction, and the plurality of blades 1052 of the corresponding cover 105 cut the water flow to flow outward, and the reaction force of the water flow pushes the vehicle to turn left.

[0097] Referring to Figure 3 In some embodiments, the vehicle further comprises a brake pedal 80 and a displacement sensor 90. The brake pedal 80 is movably mounted on the vehicle body 140, and the displacement sensor 90 can detect the displacement of the brake pedal 80 in real time. The displacement sensor 90 is electrically connected to the controller, so that the controller can control the second valve body 502 to open or close according to the displacement. Thus, when the vehicle generates a braking demand during driving, the driver steps on the brake pedal 80, and the displacement sensor 90 feeds back the driver's braking demand to the controller. The controller controls the second valve body 502 to open, so that the hydraulic oil in the second hydraulic cylinder 201 can flow to the brake assembly 40 through the second delivery flow path 203. The brake assembly 40 can be driven by the hydraulic oil delivered by the second delivery flow path 203 and quickly brake the hub 101, which can effectively reduce the brake response time. The addition of the displacement sensor 90 can monitor the working state of the brake pedal 80 in real time, discover and feedback potential mechanical failures such as pedal jam in time, thereby improving the reliability and safety of the brake system.

[0098] Referring to Figure 3In an embodiment, the brake assembly 40 can include a brake disc 401 mounted on the wheel hub 101 and a caliper 402 mounted on the vehicle body 140, the caliper 402 including a caliper body 4021 and a brake hydraulic cylinder 4022, the second delivery flow path 203 being in communication with the brake hydraulic cylinder 4022, the controller controlling the second valve body 502 to be opened and the pressurizing assembly 30 to be pressurized, so that the hydraulic oil in the second hydraulic cylinder 201 can flow to the brake hydraulic cylinder 4022 through the second valve body 502, the brake piston of the brake hydraulic cylinder 4022 pushing the caliper body 4021 to rub against the brake disc 401, thereby generating the required braking force of the driver and achieving the braking of the wheel 110. In addition, due to the cooperation of the brake disc 401 and the caliper 402, the hydraulic energy can be effectively converted into mechanical energy to generate a strong braking force, thereby achieving rapid braking and improving the braking efficiency.

[0099] It should be noted that there are many types of brake assemblies 40, for example, the brake assembly 40 can include a disc brake or a drum brake, etc. Specifically, the type of brake assembly 40 can be selected as needed, which is not limited in the present application.

[0100] Reference Figure 3 In some embodiments, the controller includes a brake control unit 1201 and an electronic control unit 1202, the brake control unit 1201 being electrically connected with the pressurizing assembly 30, the first valve body 501, the second valve body 502 and the displacement sensor 90, and the electronic control unit 1202 being electrically connected with the brake control unit 1201, the temperature sensor 60 and the wading sensor 70. Integrating the brake control unit 1201 and the electronic control unit 1202 into one controller can achieve more compact design and more efficient control logic, and simplify the system structure. Based on this embodiment, the working process of the vehicle is exemplarily described in the present disclosure:

[0101] When the braking demand occurs during the driving of the vehicle, the driver steps on the brake pedal 80, and the displacement sensor 90 feeds back the braking demand of the driver to the brake control unit 1201, and at the same time, the brake control unit 1201 transmits the braking demand signal to the electronic control unit 1202 to determine whether the mechanical braking needs to be involved. If it is determined that the mechanical braking needs to be involved, the brake control unit 1201 controls the second valve body 502 to be opened, so that the hydraulic oil in the second hydraulic cylinder 201 can flow to the brake assembly 40 through the second delivery flow path 203, and the brake assembly 40 can be driven by the hydraulic oil delivered by the second delivery flow path 203 and rapidly brake the wheel hub 101, which can effectively reduce the braking response time. The addition of the displacement sensor 90 can monitor the working state of the brake pedal 80 in real time, discover and feedback potential mechanical failures in time, such as pedal sticking, etc., thereby improving the reliability and safety of the braking system.

[0102] Meanwhile, the temperature sensor 60 monitors the temperature of the brake assembly 40 in real time. If the temperature of the brake assembly 40 does not reach the limit value when the vehicle is braking, the brake control unit 1201 controls the first valve body 501 to be closed, so that the hydraulic oil in the second hydraulic cylinder 201 stops being delivered to the first hydraulic cylinder 1061. In this way, the first hydraulic cylinder 1061 does not need to continue to be driven to drive the movement of the cover 105, so that the energy consumption of the hydraulic system can be reduced. At this time, the plurality of blades 1052 of the cover 105 close the plurality of air vents 104, thereby reducing the wind resistance and improving the endurance. If the temperature of the brake assembly 40 exceeds the set limit value when braking, the brake control unit 1201 controls the first valve body 501 to be opened, so that the hydraulic oil in the second hydraulic cylinder 201 can be delivered to the first hydraulic cylinder 1061, thereby driving the first piston rod of the first hydraulic cylinder 1061 to move, so that the cover 105 moves away from the hub 101 to open the air vents 104. In this way, the blades 1052 with spiral surfaces cut the air and guide the cooling air to the brake assembly 40, thereby achieving the purpose of rapidly cooling the brake assembly 40 and improving the braking safety.

[0103] Meanwhile, the brake control unit 1201 can control the opening and closing size of the first valve body 501 according to the temperature of the brake assembly 40, so as to steplessly adjust the stroke of the spoke 102 and balance the braking safety and the economy of the whole vehicle. When the temperature of the brake assembly 40 decreases to the set value, the second hydraulic cylinder 201 is depressurized, and the cover 105 is reset under the elastic force of the elastic member 107. The plurality of blades 1052 of the cover 105 close the plurality of air vents 104.

[0104] When the vehicle is driven for a long time, even if the brake assembly 40 does not brake the vehicle, the temperature of the brake assembly 40 is still high. However, because the caliper body 4021 and the piston are not completely reset, the brake pad and the brake disc 401 are still in contact and rub against each other, thereby causing the brake assembly 40 to heat up. When the temperature sensor 60 collects the temperature of the brake assembly 40 exceeding the set limit value, and there is no braking demand at this time, the brake control unit 1201 controls the second valve body 502 to be closed and the first valve body 501 to be opened. The pressurizing assembly 30 pressurizes the hydraulic oil in the second hydraulic cylinder 201, and the pressurized hydraulic oil is delivered to the first hydraulic cylinder 1061 through the first delivery flow path 202. The first piston rod of the first hydraulic cylinder 1061 moves to drive the plurality of blades 1052 of the cover 105 to open the plurality of air vents 104, so that the cold air can pass through the air vents 104 to cool the brake assembly 40. At this time, the opening degree of the plurality of blades 1052 of the cover 105 can be controlled by adjusting the opening degree of the first valve body 501 or the pressurizing degree of the pressurizing assembly 30.

[0105] When the vehicle wading sensor 70 transmits the wading depth signal to the electronic control unit 1202, the electronic control unit 1202 identifies that the current vehicle is in the floating water state, and the electronic control unit 1202 transmits the requirement of the cover 105 opening the plurality of air vents 104 to the brake control unit 1201. The brake control unit 1201 controls the second valve body 502 to close, and the first valve body 501 to open to the maximum, and the pressurizing assembly 30 pressurizes the hydraulic oil in the second hydraulic cylinder 201, and the pressurized hydraulic oil is delivered to the first hydraulic cylinder 1061 through the first delivery flow path 202, the first piston rod of the first hydraulic cylinder 1061 is active, and drives the plurality of blades 1052 of the cover 105 to open the plurality of air vents 104, so that the plurality of blades 1052 can cut the water flow as a propeller when the wheel rotates, so that the wheel can be moved with the water flow, greatly improving the water floating performance and safety of the vehicle.

[0106] In the description of the present application, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specifically limited.

[0107] In the above embodiments, the description of each embodiment is focused on, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0108] The embodiments, implementation manners and related technical features of the present application can be combined, replaced with each other without conflict.

[0109] The above is only the preferred embodiment of the present application, and does not limit the present application in any form, but any simple modification, equivalent change and modification of the above embodiment according to the technical essence of the present application, which does not deviate from the technical solution content of the present application, still belongs to the scope of the technical solution of the present application.

Claims

1. A wheel hub assembly, characterized by, The hub assembly comprises: a hub, an outer peripheral wall of the hub being provided with a plurality of spokes, the plurality of spokes being arranged at intervals in a circumferential direction of the hub; a rim, the rim being sleeved on the hub, and an inner peripheral wall of the rim being connected to an outer periphery of the plurality of spokes, so that the rim, the plurality of spokes and the hub together define a plurality of ventilation openings; a cover, the cover being movably mounted on the hub in a direction approaching or moving away from the hub, so that the cover is adapted to correspondingly close the plurality of ventilation openings or open the plurality of ventilation openings; a linear drive assembly, the linear drive assembly being mounted on the hub and being used to drive the cover to move, the linear drive assembly comprising a first hydraulic cylinder, a first piston rod of the first hydraulic cylinder being drivingly connected to the cover; a hydraulic system, the hydraulic system comprising a second hydraulic cylinder and a first delivery flow path in communication with the second hydraulic cylinder, an end of the first delivery flow path away from the second hydraulic cylinder being in communication with the first hydraulic cylinder; a pressurizing assembly, the pressurizing assembly being used to pressurize hydraulic oil in the second hydraulic cylinder.

2. The wheel hub assembly of claim 1, wherein, The cover comprises: a main body portion, the main body portion being movably mounted on the hub in a direction approaching or moving away from the hub; a plurality of blades, the plurality of blades being arranged at intervals in a circumferential direction of the hub, the plurality of blades corresponding to and being adapted to the plurality of ventilation openings, one end of each of the plurality of blades being connected to the main body portion.

3. The wheel hub assembly of claim 2, wherein, Each of the plurality of blades has a first side surface and a second side surface arranged at intervals in a circumferential direction of the hub, a first side surface of one of the plurality of blades being adjacent to a second side surface of another of the plurality of blades, the first side surface being at least partially provided as a helical surface.

4. The wheel hub assembly of any one of claims 1 to 3, wherein, Further comprising an elastic member, two ends of the elastic member being elastically connected to the cover and the hub respectively, the elastic member being used to keep the cover in a first position in which the ventilation openings are opened or a second position in which the ventilation openings are closed.

5. A vehicle characterized by comprising: The vehicle comprises: a vehicle body; the hub assembly according to any one of claims 1 to 4, the hub assembly being mounted on the vehicle body.

6. The vehicle of claim 5, wherein, The hydraulic system further comprises a second delivery flow path in communication with the second hydraulic cylinder; the vehicle further comprises a brake assembly, the brake assembly being in communication with the second delivery flow path, so that the brake assembly can be driven by hydraulic oil delivered by the second delivery flow path and brake the hub.

7. The vehicle of claim 6, wherein Further comprising: a first valve body, the first valve body being mounted on the first delivery flow path; a second valve body, the second valve body being mounted on the second delivery flow path; a controller, the controller being electrically connected to the first valve body, the second valve body and the pressurizing assembly.

8. The vehicle of claim 7, wherein, Further comprising a temperature sensor, the temperature sensor being used to detect a temperature of the brake assembly, the temperature sensor being electrically connected to the controller, so that the controller can control the first valve body to be opened or closed according to the temperature.

9. The vehicle of claim 7, wherein, Further comprising a wading sensor, the wading sensor being used to detect a wading depth of the vehicle, the wading sensor being electrically connected to the controller, so that the controller can control the first valve body to be opened or closed according to the wading depth.

10. The vehicle of any one of claims 7 to 9, characterized in that Further comprising: a brake pedal, the brake pedal being movably mounted on the vehicle body; A displacement sensor is configured to detect displacement of the brake pedal, and the displacement sensor is electrically connected to the controller, so that the controller can control the second valve body to open or close according to the displacement.

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