A front wheel dual drive device for an electric golf cart

Abstract

The present invention discloses a front wheel dual drive device for an electric golf cart, belonging to the technical field of arrangement and installation of vehicle power devices. The front wheel dual drive device for an electric golf cart comprises two tires, two wheel hub motors and a carrier frame, wherein the wheel hub motors are coaxially connected to the tires respectively, and the carrier frame and the two wheel hub motors are connected by a steering knuckle and a rocker arm assembly. The present invention sets a wheel hub motor, wherein the rotor is fixed to the tire as a whole through a shaft sleeve and an end plate, a central shaft is inserted into the inner side of the shaft sleeve, the central shaft is fixed to the steering knuckle, and the other end is rotatably connected to the end plate through a bearing, a fixed housing is fixed to the steering knuckle at one end of the shaft sleeve away from the end plate, and the shaft sleeve end is rotatably positioned by a bearing, so that the force on the tire is more evenly dispersed, and the force on the bearing can be evenly dispersed compared to only installing the bearing at the center hole of the wheel rim.

Description

Technical Field

[0001] The invention belongs to the technical field of arrangement and installation of vehicle power devices, and in particular relates to a front wheel dual-drive device for an electric golf cart. Background Art

[0002] Electric golf carts are mainly used in golf courses to provide convenient transportation services within the golf course. In addition, the upstream of the electric golf cart industry chain includes power lithium batteries, electronic controls, motors and other parts and bodies. With the continuous advancement of technology, electric golf carts have improved in terms of endurance, performance, intelligence and environmental protection.

[0003] Existing front-wheel dual-wheel drive golf carts use hub motors as power sources. The ground of a golf course is undulating, and the hub motor is usually installed with a bearing at the connection with the wheel hub. The bumpy road surface causes the tire to not always keep in full contact with the ground. When the tire only contacts the ground at a position far from the bearing, the bearing is subjected to torsional force, which causes great damage to the bearing of the hub motor. As a wearing part, it needs to be regularly maintained and replaced. The bearing of the hub motor is usually installed inside the motor, which makes maintenance inconvenient. In view of this, a front-wheel dual-drive device for an electric golf cart is provided. Summary of the invention

[0004] The technical problem to be solved by the present invention is to overcome the disadvantages of the prior art and provide a front wheel dual drive device for an electric golf cart.

[0005] The technical solution adopted to solve the above technical problems is:

[0006] An electric golf cart front wheel dual drive device comprises two tires, two wheel hub motors and a carrier, wherein the wheel hub motors are coaxially connected to the tires respectively, and the carrier is connected to the two wheel hub motors through a steering knuckle and a rocker arm assembly;

[0007] The wheel hub motor comprises a fixed housing, the fixed housing is fixedly connected to the steering knuckle, an outer ring is fixedly arranged at one end of the fixed housing away from the steering knuckle, an inner ring is coaxially rotatably mounted on the inner side of the outer ring, an end plate is fixedly arranged at one end of the inner ring away from the fixed housing, the end plate is coaxially fixedly connected to the wheel rim of the tire, a shaft sleeve is axially fixedly mounted at the middle hole of the end plate, a central shaft is rotatably mounted on the inner side of the shaft sleeve through a bearing, a permanent magnet group is fixedly mounted on the inner side of the inner ring of the fixed housing, a rotor is fixedly mounted on the outer wall of the shaft sleeve rotating shaft, the steering knuckle comprises an end seat, a positioning frame is fixedly mounted in the middle of the end seat, and the central shaft passes through the center hole of the fixed housing and is fixedly connected to the positioning frame;

[0008] A synchronizer is installed above the carrier frame, and the synchronizer includes two universal shafts, an electromagnetic clutch is installed between the two universal shafts, a limit seat rotatably connected to the universal shaft is fixedly installed on the carrier frame, a transmission wheel is installed at the end of the universal shaft, and a tooth groove meshing with the transmission wheel is installed on the outer wall of the sleeve.

[0009] During assembly, a central shaft is installed at the axial position of the hub motor, the central shaft is directly fixed to the steering knuckle, the central shaft extends to the center opening of the wheel rim and an end plate is fixed thereto, the end plate is fixedly connected to the wheel rim by bolts, the end plate is rotatably connected to the central shaft by a bushing, and a bearing is installed at the center opening of the wheel rim to ensure that the bearings of the hub motor are subjected to balanced force, the bushing can output power, and when the opposite hub motor fails or is underpowered, the two bushings can be meshed through a synchronizer for power transmission and compensation, thereby improving passability.

[0010] Furthermore, the hole in the end plate protrudes toward the rotor to form a mounting blind groove, a bearing is installed between the center axis and the inner wall of the mounting blind groove, a decorative cover is installed at the corresponding mounting blind groove of the wheel rim, and the end plate protrudes toward the tire to form a convex ring, which is plugged into the middle opening of the wheel rim.

[0011] Through the above technical solution, the mounting blind groove of the end plate can accommodate the bearing, and the opening faces the wheel rim position, and the decorative cover is snap-fitted and installed in the groove of the vertical side wall of the wheel rim. By removing the decorative cover, the side of the bearing can be exposed, which is convenient for disassembly and replacement of the bearing. The convex ring can be inserted into the central opening position of the wheel rim to provide installation guidance between the wheel rim and the end plate to facilitate the installation of bolts. After the bolts are installed, the circumferential outer wall of the convex ring is in close contact with the circumferential inner wall of the central opening of the wheel rim, thereby increasing the contact area and increasing the firmness of the installation.

[0012] Furthermore, the center hole of the fixed housing protrudes toward the rotor to form a bearing groove, a bearing is installed between the shaft sleeve and the inner wall of the bearing groove, the end seat adopts a ring structure with a middle through-hole, and the positioning frame is detachably fixedly connected to the end seat.

[0013] Through the above technical solution, a bearing groove is formed near the steering knuckle of the fixed shell, the bearing can be embedded in the bearing groove, and the end of the sleeve away from the end plate is limited in rotation. The fixed shell is fixed to the steering knuckle by bolts, and the middle section of the center shaft is supported by the bearing to disperse the force of the bearing between the end plate and the center shaft, thereby increasing the installation stability. The end seat is annular and cooperates with a detachable positioning frame to facilitate maintenance or replacement of the bearing at the fixed shell.

[0014] Furthermore, a limit block is installed on the side wall of the positioning frame, a positioning groove is opened at the end seat corresponding to the limit block, and a steering gear support rod is installed at the end seat away from the positioning frame.

[0015] Through the above technical scheme, the limit block and the positioning frame are cast as one body and have a protruding head. During installation, the protruding head of the limit block can be inserted into the positioning groove first for positioning installation. When the bolt is turned to lock, the protruding head is stuck in the positioning groove to prevent the positioning frame from rotating around the bolt, thereby ensuring the accurate position of the positioning frame, and then ensuring the accurate position of the central axis after installation. Because the sleeve is arranged on the outside of the central axis, the central axis can position the sleeve, ensuring that the bearing between the fixed housing and the sleeve can be used normally after installation.

[0016] Furthermore, the end of the shaft sleeve extends to the outside of the fixed housing, and the bearing between the shaft sleeve and the central shaft is installed at the inner wall of the shaft sleeve facing the tooth groove.

[0017] Through the above technical solution, the sleeve is extended to the steering knuckle position to facilitate the smooth installation of the tooth groove. The tooth groove is exposed on the outside of the fixed housing, which is convenient for connecting the synchronizer. Removing the synchronizer does not affect the normal use of the hub motor alone. The bearing between the sleeve and the middle shaft can reduce the friction resistance between the sleeve and the middle shaft. The tooth groove is subjected to greater force due to the engagement with the transmission wheel of the synchronizer. The bearing can support the tooth groove to ensure stable engagement.

[0018] Furthermore, the support frame includes a main frame, a support arm is installed on the main frame near the steering knuckle, an end sleeve is fixed to the end of the support arm and is rotatably connected to the connecting shaft, an extension plate is fixed to the lower part of the support arm, and a limiting seat is installed on the end of the extension plate.

[0019] Through the above technical solution, the bearing frame is designed to be split, with an integrated main frame in the middle position and a detachable support arm at the steering knuckle connection position. When the end sleeve and the connecting shaft are worn or deformed, they can be replaced separately. The extension plate can be installed with a limit seat, and the universal joint shaft of the synchronizer can be limited in rotation through the bearing.

[0020] Furthermore, the main frame is horizontally fixedly installed with an assembly head, the assembly head is detachably connected to a relay seat, the shock-absorbing bag is installed on the top of the relay seat, and the relay seat is fixedly connected to the support arm.

[0021] Through the above technical solution, the assembly head has at least three bolt holes, and multiple bolts can be installed between the relay seat to ensure a stable connection. The relay seat is used to install the shock-absorbing bag. The shock-absorbing bag is installed directly above the assembly head and can transfer pressure to the main frame to alleviate the downward pressure on the support arm.

[0022] Furthermore, a shock absorbing bag is installed between the rocker arm and the bearing frame, the steering knuckle and the shock absorbing bag are respectively installed at two ends of the rocker arm, and the middle part of the rocker arm is rotatably connected to the bearing frame.

[0023] Through the above technical solution, the rocker arm rotates around the connecting shaft. When the tire rises and falls, the shock-absorbing bag can deform and expand, and convert kinetic energy into internal energy during the deformation process, thereby playing a role in buffering the ups and downs.

[0024] Furthermore, the rocker arm includes a main rod, an intermediate frame is fixed to one end of the main rod near the steering knuckle, the steering knuckle also includes an upper support ear and a lower support ear arranged up and down, a secondary rod is installed between the intermediate frame and the upper support ear, and the lower end of the secondary rod is assembled and connected to the lower support ear.

[0025] Through the above technical solution, the main rod is connected to the auxiliary rod, and is fixed to the upper support ear and the lower support ear of the steering knuckle respectively, which can improve the connection firmness between the main rod and the steering knuckle.

[0026] Furthermore, a support is fixed at the end of the main rod and connected to the shock-absorbing bag. The main rod first tilts upward from the connecting axis to the support and then bends downward to reset. The main rod is horizontally arranged from the connecting axis to the intermediate frame.

[0027] Through the above technical solution, the partially upturned design of the main pole can reserve installation space for the shock-absorbing bag while maintaining a horizontal layout as much as possible. This design can reduce the height of the main pole as much as possible, and with a flatter chassis, it can improve the flatness of the bottom plate of the vehicle body and improve the comfort of the vehicle body.

[0028] The beneficial effects of the present invention are as follows:

[0029] (1) The present invention adopts the arrangement of a wheel hub motor, wherein the rotor is fixed to the tire as a whole through a shaft sleeve and an end plate, a middle shaft is inserted into the inner side of the shaft sleeve, the middle shaft is fixed to the steering knuckle, and the other end is rotatably connected to the end plate through a bearing, a fixed housing is fixed to the steering knuckle at the end of the shaft sleeve away from the end plate, and the shaft sleeve end is rotatably positioned through the bearing, so that the force on the tire is more evenly dispersed. Compared with installing the bearing only at the center hole of the wheel rim, the force on the bearing can be evenly dispersed;

[0030] (2) The present invention adopts the design of a synchronizer, which is equipped with a transmission wheel and an electromagnetic clutch. When the wheel hub motor on one side is damaged or the torque is insufficient, the wheel hub motor on the opposite side can be used to drive the shaft sleeve on the current side to rotate, and then the tire can be driven to rotate through the end plate, thereby increasing the passability of the golf cart on undulating roads and ensuring that the golf cart can be driven back to the maintenance point when the motor on one side is damaged. When not in use, the electromagnetic clutch can be disconnected to operate independently, which is highly practical.

[0031] (3) The present invention optimizes the rocker arm and the support frame, arranges the two rocker arms and the support frame in a row, and arranges the rocker arm horizontally. A vertical shock-absorbing bag is installed between the rocker arm and the support frame, so that shock absorption can be performed when the rocker arm swings up and down with the tire. The position where the shock-absorbing bag is installed on the rocker arm is tilted upward, and the position where the shock-absorbing bag is installed on the support frame is sunken for a certain distance. When the shock-absorbing bag is installed, the height of the rocker arm can be reduced as much as possible to ensure the flatness of the vehicle floor. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a first perspective structural diagram of the present invention;

[0033] Figure 2 It is a second viewing angle structural diagram of the present invention;

[0034] Figure 3 It is a structural schematic diagram of the tire, the hub motor and the steering knuckle of the present invention;

[0035] Figure 4 It is a schematic diagram of the separation between the tire and the wheel hub motor of the present invention;

[0036] Figure 5 is a schematic cross-sectional view of the hub motor of the present invention;

[0037] Figure 6 It is a schematic diagram of the splitting between the wheel hub motor and the steering knuckle of the present invention;

[0038] Figure 7 It is a schematic diagram of the separation between the bearing frame and the shock absorbing bag of the present invention;

[0039] Figure 8 It is a disassembled schematic diagram of the rocker arm of the present invention;

[0040] Fig. 9 It is a disassembled schematic diagram of another steering knuckle of the present invention;

[0041] Fig.10 It is a schematic diagram of the position between the synchronizer and the carrier frame of the present invention.

[0042] Figure numerals: 1. wheel hub motor; 11. fixed housing; 12. bushing; 13. middle shaft; 14. tooth groove; 15. outer ring; 16. inner ring; 17. rotor; 18. permanent magnet group; 19. end plate; 2. tire; 21. wheel rim; 22. decorative cover; 3. steering knuckle; 31. end seat; 32. upper support ear; 33. lower support ear; 34. positioning frame; 35. steering gear support rod; 36. limit block; 37. positioning groove; 4. rocker arm; 41. main rod; 42. intermediate frame; 43. auxiliary rod; 44. support; 5. shock absorbing bag; 6. bearing frame; 61. main frame; 62. assembly head; 63. relay seat; 64. support arm; 65. end sleeve; 66. extension plate; 7. connecting shaft; 8. synchronizer; 81. electromagnetic clutch; 82. universal shaft; 83. transmission wheel; 9. limit seat. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0044] like Figure 1 - Fig.10 As shown, this embodiment provides a front wheel dual drive device for an electric golf cart, referring to Figure 1 , including two tires 2, two wheel hub motors 1 and a carrier 6, the wheel hub motor 1 is coaxially connected with the tire 2, and is used to provide a rotational driving force for the tire 2, the carrier 6 and the two wheel hub motors 1 are assembled and connected through a steering knuckle 3 and a rocker arm 4, a steering knuckle 3 and a rocker arm 4 form a group, and two groups of steering knuckles 3 and rocker arms 4 are connected to an integral carrier 6, so that the tire 2 and the vehicle body bottom plate are assembled, which is convenient for modular combination and can be easily adapted to different vehicle bodies;

[0045] In actual use, refer to Figure 2 The tire 2 and the steering knuckle 3 are connected by the wheel hub motor 1. The weight of the vehicle body and the bounce of the tire 2 are both applied to the wheel hub motor 1 and transmitted. The wheel hub motor 1 itself also needs to rotate to output power. The wheel hub motor 1 is horizontally installed between the steering knuckle 3 and the tire 2, resulting in forces in different directions on both ends of the wheel hub motor 1. This makes the torque borne by the bearing larger and the service life limited. In order to optimize the service life of each component in the wheel hub motor 1 under the shear torque state, a specific wheel hub motor 1 is disclosed:

[0046] For the hub motor 1, refer to Figure 3 The wheel hub motor 1 includes a fixed housing 11, which is a disc structure with a horizontal axis. The fixed housing 11 is fixedly connected to the steering knuckle 3 and is fixed at multiple points by bolts. It can be disassembled and replaced and can also ensure a firm installation.

[0047] Reference Figure 5 An outer ring 15 is fixed to the end of the fixed housing 11 away from the steering knuckle 3. The outer ring 15 is a cylindrical structure with an inner diameter equal to the outer diameter of the fixed housing 11. The fixed housing 11 and the outer ring 15 are coaxially integrated and can form a semi-open installation space. An inner ring 16 is coaxially rotatably installed on the inner side of the outer ring 15. An end plate 19 is fixedly installed on the end of the inner ring 16 away from the fixed housing 11. The same integrated design can form another semi-open installation space. The outer diameter of the inner ring 16 is smaller than the inner diameter of the outer ring 15. They are plugged into each other and can rotate.

[0048] Please also refer to Figure 5 The axial length of the inner ring 16 is equal to the axial length of the outer ring 15, forming a longer annular contact surface, and a ball bearing is installed at the contact gap, which effectively ensures the relative position stability during rotation. The length of the inner ring 16 and the outer ring 15 can also be fully utilized, and multiple layers of sealing rings are installed along the axial direction to prevent dust from entering the inner side of the inner ring 16. The sealing effect is good and can meet the harsh use environment of the hub motor 1;

[0049] Reference Figure 4 The end plate 19 is coaxially fixedly connected to the wheel rim 21 of the tire 2. The wheel rim 21 is made of aluminum alloy, and a bolt hole is opened in the middle of the vertical end surface, and is fixedly connected to the end plate 19 by bolts. Figure 5 The shaft sleeve 12 is fixedly installed in the hole of the end plate 19 along the axial direction. The end plate 19 and the shaft sleeve 12 are integrally formed. The fixed housing 11 is located inside the inner ring 16 and fixedly installed with a permanent magnet group 18. The outer wall of the shaft of the shaft sleeve 12 is fixedly installed with a rotor 17. When the coil in the rotor 17 is energized, the end plate 19 can be driven through the shaft sleeve 12 to drive the tire 2 to rotate.

[0050] It should be emphasized that please also refer to Figure 5 , a central shaft 13 can be rotatably installed on the inner side of the sleeve 12 through a bearing, the central shaft 13 is arranged horizontally in the center, and passes through the end plate 19 and the fixed shell 11 through the sleeve 12, the central shaft 13 is located at one end of the end plate 19, and a bearing can be installed at the position located at the outer edge of the wheel rim 21, and the end plate 19 and the wheel rim 21 are rotatably connected, and the central shaft 13 is located at the position of the inner edge of the wheel rim 21. The bearing is installed, and the fixed shell 11 and the sleeve 12 are rotatably connected. In this way, the force of the wheel rim 21 can be dispersedly transmitted to the central shaft 13 and the fixed shell 11 through the end plate 19 and the sleeve 12, reducing the torque of the bearings at the end plate 19 and the wheel rim 21, wherein, with reference to Figure 3The steering knuckle 3 includes an end seat 31, which is fixed to the fixed shell 11 and can cooperate with the shaft sleeve 12 to disperse the force of the bearing wheel rim 21. A positioning frame 34 is fixedly installed in the middle of the end seat 31. The middle shaft 13 passes through the center hole of the fixed shell 11 and is fixedly connected to the positioning frame 34. The middle shaft 13 is fixedly installed on the steering knuckle 3, and the force of the wheel rim 21 can be transmitted to the steering knuckle 3. During the force transmission process, the force of the wheel rim 21 can be dispersedly transmitted to the middle shaft 13 and the fixed shell 11 through the end plate 19 and the shaft sleeve 12, and the steering knuckle 3 bears the gravity of the vehicle body, and can also be dispersedly transmitted to the end plate 19 and the shaft sleeve 12 through the middle shaft 13 and the fixed shell 11, and finally acts on the wheel rim 21. By adding at least one dispersed force point, the stable use of the bearing in the hub motor 1 can be guaranteed;

[0051] In order to meet the needs of golf courses, the torque output capacity of the hub motor 1 is not superior to that of traditional internal combustion engines in scenarios requiring load-bearing and climbing. It is easy to have insufficient passability when fully loaded. Therefore, Figure 1 A synchronizer 8 is installed above the carrier 6, wherein Fig.10 The synchronizer 8 includes two cardan shafts 82. The cardan shafts 82 are used to transmit power without affecting the ups and downs of the tire 2 relative to the carrier 6. An electromagnetic clutch 81 is installed between the two cardan shafts 82. The electromagnetic clutch 81 is a prior art. The two cardan shafts 82 can be meshed and rotated synchronously when powered. A transmission wheel 83 is installed at the end of the cardan shaft 82. The outer wall of the sleeve 12 is installed with a tooth groove 14 meshing with the transmission wheel 83. In this way, if the slope of the ground on one side is large, resulting in the torque output of the wheel hub motor 1 on that side is not When it is sufficient to support smooth climbing, the electromagnetic clutch 81 can be turned on to connect the shaft sleeves 12 of the two wheel hub motors 1, so that the wheel hub motor 1 with smaller torque demand on the opposite side can be used to bear part of the torque output work of the wheel hub motor 1 with larger torque demand, thereby improving the passability when the vehicle is stuck on one side. When the wheel hub motor 1 on one side fails to work due to power failure, the power of the wheel hub motor 1 on the normal side can be transmitted to the wheel hub motor 1 on the damaged side, so as to perform temporary slow-speed escape driving and improve the complementary ability between the dual drive devices. Fig.10 A limit seat 9 rotatably connected to the universal shaft 82 is fixedly mounted on the carrier frame 6, and a bearing is mounted on the upper portion of the limit seat 9 to ensure the rotation limit of the universal shaft 82 and ensure smooth power transmission.

[0052] In a further embodiment, referring to Figure 5 The hole position of the end plate 19 protrudes toward the rotor 17 to form a blind installation groove. The blind installation groove of the end plate 19 can accommodate a bearing so that the middle shaft 13 and the end plate 19 can be rotated together, and the opening is toward the wheel rim 21. Figure 4A decorative cover 22 is installed at the blind groove corresponding to the wheel rim 21. The decorative cover 22 is snap-fitted into the groove of the vertical side wall of the wheel rim 21. The side of the bearing can be exposed by removing the decorative cover 22, which is convenient for disassembly and replacement of the bearing. Please refer to Figure 5 The end plate 19 protrudes toward the tire 2 to form a convex ring. When assembling the tire 2, the convex ring can be inserted into the central opening position of the wheel rim 21 to guide the installation between the wheel rim 21 and the end plate 19 so as to align the installation bolts. The convex ring is plugged into the middle opening of the wheel rim 21. After the bolts are installed, the circumferential outer wall of the convex ring is in close contact with the circumferential inner wall of the central opening of the wheel rim 21, thereby increasing the contact area and increasing the firmness of the installation.

[0053] In a further embodiment, referring to Figure 5 and Figure 6 The center hole position of the fixed shell 11 protrudes toward the rotor 17 to form a bearing groove, and a bearing is installed between the sleeve 12 and the inner wall of the bearing groove. The depth of the bearing groove is equal to the thickness of the bearing, which can fully contact with the bearing to ensure the stability of the bearing installation, and the fixed shell 11 is used to limit the rotation of the sleeve 12 away from the end of the end plate 19 to ensure the horizontal stability of the sleeve 12. Because the end plate 19, the sleeve 12 and the wheel rim 21 are fixedly connected as a whole, the fixed shell 11 can support the inner edge of the wheel rim 21. The fixed shell 11 is fixed to the steering knuckle 3 by bolts, and the middle section of the center shaft 13 is supported by the bearing to disperse the force of the bearing between the end plate 19 and the center shaft 13, thereby increasing the installation stability. The end seat 31 adopts an annular structure with a middle through-hole, and the positioning frame 34 is detachably fixedly connected to the end seat 31. After the positioning frame 34 is removed, the bearing in the bearing groove can be directly replaced without disassembling the center shaft 13 and the fixed shell 11, which is convenient for quick disassembly and replacement of wearing parts such as bearings, and convenient for subsequent maintenance operations.

[0054] In a further embodiment, referring to Fig. 9After the bearing at the position of the fixed housing 11 is replaced, the positioning frame 34 needs to be reinstalled. In order to ensure the accurate position of the positioning frame 34, a limit block 36 is installed on the side wall of the positioning frame 34. A positioning groove 37 is opened at the end seat 31 corresponding to the limit block 36. The limit block 36 and the positioning frame 34 are integrally cast and have a protruding head. During installation, the protruding head of the limit block 36 can be inserted into the positioning groove 37 first for positioning and installation. When the bolt is rotated for locking, the protruding head is stuck in the positioning groove 37 to prevent the positioning frame 34 from being wound around The bolts are rotated to ensure that the position of the positioning frame 34 is accurate. In this way, after the middle shaft 13 and the fixed shell 11 are connected, the fixed shell 11 and the middle shaft 13 are still coaxially arranged to ensure that the bearing between the fixed shell 11 and the shaft sleeve 12 can be used normally after installation. The end seat 31 is installed with a steering gear support rod 35 avoiding the position of the positioning frame 34. The steering gear support rod 35 is connected to the steering gear for controlling the direction. Because the steering gear support rod 35 is integrally cast on the end seat 31, it is necessary to avoid the position of the positioning frame 34 to ensure that the positioning frame 34 can be smoothly disassembled and assembled.

[0055] In a further embodiment, referring to Figure 3 The end of the sleeve 12 extends to the outside of the fixed housing 11, and the sleeve 12 extends to the position of the steering knuckle 3 so that the tooth groove 14 can be installed smoothly. The tooth groove 14 is exposed on the outside of the fixed housing 11, which is convenient for connecting the synchronizer 8. When the synchronizer 8 is not needed or removed for maintenance, the removal of the synchronizer 8 does not affect the normal use of the hub motor 1 alone, and the maintenance is more convenient. The bearing between the sleeve 12 and the middle shaft 13 is installed at the inner wall of the sleeve 12 facing the tooth groove 14. The bearing between the sleeve 12 and the middle shaft 13 can reduce the friction resistance between the sleeve 12 and the middle shaft 13, and ensure the position stability between the sleeve 12, the middle shaft 13 and the fixed housing 11. In addition, the tooth groove 14 is subjected to a large force due to the engagement with the transmission wheel 83 of the synchronizer 8. By arranging a bearing at this position, the tooth groove 14 can be supported to ensure stable engagement.

[0056] In a further embodiment, referring to Figure 7 The carrier frame 6 includes a main frame 61, which is designed in a split manner. The main frame 61 is provided with a support arm 64 near the steering knuckle 3. The main frame 61 and the support arm 64 are fixed as a whole when in use to transfer the force between the vehicle body and the tire 2. Figure 1 An end sleeve 65 is fixed at the end of the support arm 64 and is rotatably connected to the connecting shaft 7. Wear is inevitable at the rotating connection. The detachable support arm 64 can be replaced separately when the end sleeve 65 and the connecting shaft 7 are worn or deformed. An extension plate 66 is fixedly installed at the lower part of the support arm 64, and a limit seat 9 is installed at the end of the extension plate 66. The limit seat 9 can be installed using the extension plate 66, and cooperated with the limit seat 9 installed on the main frame 61 to perform more stable multi-point rotation limiting on the universal joint 82 of the synchronizer 8 through the bearing.

[0057] In a further embodiment, referring to Figure 7 The main frame 61 is horizontally fixedly installed with an assembly head 62, and the assembly head 62 has at least three horizontal bolt holes, and the screw holes are not in the same horizontal position. Multiple bolts can be installed between the relay seat 63 to ensure a stable connection. The assembly head 62 is detachably connected to the relay seat 63, and the relay seat 63 is fixedly connected to the support arm 64 to form a whole, so that the support arm 64 can be disassembled and replaced separately, and the shock-absorbing bag 5 is installed on the top of the relay seat 63. Because the shock-absorbing bag 5 is frequently subjected to force, when installing, the shock-absorbing bag 5 is installed directly above the assembly head 62, which can transfer pressure to the main frame 61, relieve the downward pressure on the support arm 64, and thereby ensure the stable use of the connection between the assembly head 62 and the relay seat 63.

[0058] In a further embodiment, referring to Figure 1 A shock absorbing bag 5 is installed between the rocker arm 4 and the carrier frame 6. The shock absorbing bag 5 is arranged vertically and can be stretched and deformed up and down when subjected to force. The steering knuckle 3 and the shock absorbing bag 5 are respectively installed at both ends of the rocker arm 4. The middle opening of the rocker arm 4 rotates around the connecting shaft 7. When the tire 2 rises and falls, the rocker arm 4 swings, and the shock absorbing bag 5 can be deformed and stretched in the opposite direction, and the kinetic energy is converted into internal energy during the deformation process, which plays a role in buffering the ups and downs, thereby improving the comfort and passability of the golf cart on the undulating road surface.

[0059] In a further embodiment, referring to Figure 8 The rocker arm 4 includes a main rod 41, and an intermediate frame 42 is fixed to one end of the main rod 41 near the steering knuckle 3. Since the main rod 41 is arranged horizontally, there is only one intermediate frame 42, and the steering knuckle 3 also includes an upper support ear 32 and a lower support ear 33 arranged up and down. Therefore, a secondary rod 43 is installed between the intermediate frame 42 and the upper support ear 32. The main rod 41 is connected to the secondary rod 43, and two installation positions can be expanded in the vertical direction, and are respectively fixed to the upper support ear 32 and the lower support ear 33 of the steering knuckle 3. The lower end of the secondary rod 43 is assembled and connected with the lower support ear 33, providing two upper and lower fixed points for the steering knuckle 3, which can improve the connection firmness between the steering knuckle 3 and the steering knuckle 3, and can also improve the vertical stability of the steering knuckle 3, avoid single-point connection, and avoid torsion at the connection when subjected to forces in the front and rear directions, so as to ensure the firm connection of the steering knuckle 3.

[0060] In a further embodiment, referring to Figure 8The end of the main rod 41 is fixed with a support 44 connected to the shock-absorbing bag 5. The main rod 41 first tilts upward from the connecting shaft 7 to the support 44 and then bends downward to reset. The main rod 41 is partially tilted upward, and the support frame 6 sinks a distance at the position where the shock-absorbing bag 5 is installed. The end of the support arm 64 tilts up and connects to the steering knuckle 3. Under the premise of keeping the main rod 41 horizontal as much as possible, installation space can be reserved for the shock-absorbing bag 5. The main rod 41 is horizontally arranged from the connecting shaft 7 to the middle frame 42. This design can reduce the height of the main rod 41 as much as possible, and with a flatter vehicle chassis, the flatness of the vehicle body floor can be improved. In this way, a flatter and larger vehicle body floor can be matched, the layout of the upper layer of the vehicle body can be optimized, and more spacious seats and storage racks can be installed. The convexity of the bottom tire installation position is reduced or even eliminated, and the obstruction to the field of vision and interior installation is smaller, thereby increasing the comfort and practicality of the golf cart.

[0061] It should be emphasized that the bearings used in all solutions are sealed bearings with dust covers and sealing rings. They have excellent waterproof and dustproof properties and can meet the use requirements of golf courses.

[0062] The working principle of this embodiment is as follows:

[0063] When in use, a central shaft 13 is installed at the axis position of the wheel hub motor 1, and the central shaft 13 is directly fixed to the steering knuckle 3. A sleeve 12 is sleeved on the outer side of the central shaft 13, and the sleeve 12 extends to the central opening of the wheel rim 21 to fix an end plate 19. The end plate 19 is in multi-point contact with the central shaft 13 through the sleeve 12, and cooperates with the rotation connection between the fixed housing 11 and the sleeve 12 away from the end of the end plate 19 to ensure that the bearing force of the wheel hub motor 1 is evenly dispersed, and avoids the torsional damage of the bearing caused by the concentration of force and the horizontal distance between the torques;

[0064] At the same time, the shaft sleeve 12 can output power. When the opposite wheel hub motor 1 fails or lacks power, the two shaft sleeves 12 can be meshed through the synchronizer 8 to transmit and compensate power, thereby improving the passability.

[0065] During assembly, if the bearing is damaged, since the bearing is installed on the outside of the end plate 19 and the fixed housing 11, it can be directly replaced without disassembling the hub motor 1, which optimizes the installation position of the wearing parts and facilitates subsequent maintenance.

[0066] The above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention.

Claims

1. A front wheel dual drive device for an electric golf cart, comprising two tires (2), two wheel hub motors (1) and a carrier frame (6), wherein the wheel hub motors (1) and the tires (2) are coaxially connected to each other, and characterized in that: The carrier frame (6) and the two wheel hub motors (1) are assembled and connected via a steering knuckle (3) and a rocker arm (4); The wheel hub motor (1) comprises a fixed housing (11), the fixed housing (11) being fixedly connected to the steering knuckle (3), an outer ring (15) being fixedly connected to one end of the fixed housing (11) away from the steering knuckle (3), an inner ring (16) being coaxially rotatably mounted on the inner side of the outer ring (15), an end plate (19) being fixedly mounted to one end of the inner ring (16) away from the fixed housing (11), the end plate (19) being coaxially fixedly connected to the wheel rim (21) of the tire (2), and a hole in the end plate (19) being fixedly connected along the axial direction. A shaft sleeve (12) is mounted on the fixed housing, a central shaft (13) is rotatably mounted on the inner side of the shaft sleeve (12) via a bearing, a permanent magnet group (18) is fixedly mounted on the inner side of the inner ring (16) of the fixed housing (11), a rotor (17) is fixedly mounted on the outer wall of the rotating shaft of the shaft sleeve (12), the steering knuckle (3) comprises an end seat (31), a positioning frame (34) is fixedly mounted on the middle part of the end seat (31), and the central shaft (13) passes through the central hole of the fixed housing (11) and is fixedly connected to the positioning frame (34); A synchronizer (8) is mounted above the carrier (6), the synchronizer (8) comprising two universal shafts (82), an electromagnetic clutch (81) being mounted between the two universal shafts (82), a limit seat (9) being fixedly mounted on the carrier (6) and rotatably connected to the universal shaft (82), a transmission wheel (83) being mounted at the end of the universal shaft (82), and a tooth groove (14) being mounted on the outer wall of the shaft sleeve (12) and meshing with the transmission wheel (83).

2. The front wheel dual drive device of the electric golf cart according to claim 1, characterized in that: The middle hole of the end plate (19) protrudes in the direction of the rotor (17) to form a blind mounting groove, a bearing is installed between the middle shaft (13) and the inner wall of the blind mounting groove, a decorative cover (22) is installed at the corresponding blind mounting groove of the wheel rim (21), and the end plate (19) protrudes in the direction of the tire (2) to form a convex ring, which is plugged into the middle opening of the wheel rim (21).

3. The front wheel dual drive device of the electric golf cart according to claim 1, characterized in that: The center hole of the stator housing (11) protrudes toward the rotor (17) to form a bearing groove, a bearing is installed between the shaft sleeve (12) and the inner wall of the bearing groove, the end seat (31) adopts a ring structure with a through middle, and the positioning frame (34) is detachably fixedly connected to the end seat (31).

4. The front wheel dual drive device of the electric golf cart according to claim 3, characterized in that: A limit block (36) is installed on the side wall of the positioning frame (34), a positioning groove (37) is provided at a position of the end seat (31) corresponding to the limit block (36), and a steering gear support rod (35) is installed at a position of the end seat (31) away from the positioning frame (34).

5. The front wheel dual drive device of the electric golf cart according to claim 1, characterized in that: The end of the shaft sleeve (12) extends to the outside of the fixed housing (11), and the bearing between the shaft sleeve (12) and the central shaft (13) is installed on the inner wall of the shaft sleeve (12) facing the tooth groove (14).

6. The front wheel dual drive device of the electric golf cart according to claim 1, characterized in that: The support frame (6) comprises a main frame (61), a support arm (64) is installed near the steering knuckle (3) on the main frame (61), an end sleeve (65) is fixed to the end of the support arm (64) and is rotatably connected to the connecting shaft (7), an extension plate (66) is fixed to the lower part of the support arm (64), and a limit seat (9) is installed at the end of the extension plate (66).

7. The front wheel dual drive device of the electric golf cart according to claim 6, characterized in that: A shock absorbing bag (5) is installed between the rocker arm (4) and the bearing frame (6); an assembly head (62) is fixedly installed horizontally on the main frame (61); the assembly head (62) is detachably connected to a relay seat (63); the shock absorbing bag (5) is installed on the top of the relay seat (63); and the relay seat (63) is fixedly connected to the support arm (64).

8. The front wheel dual drive device of the electric golf cart according to claim 7, characterized in that: The steering knuckle (3) and the shock absorbing bag (5) are respectively mounted on two ends of the rocker arm (4), and the middle part of the rocker arm (4) is rotatably connected to the bearing frame (6).

9. The front wheel dual drive device of the electric golf cart according to claim 8, characterized in that: The rocker arm (4) comprises a main rod (41), an intermediate frame (42) is fixed to one end of the main rod (41) close to the steering knuckle (3), the steering knuckle (3) further comprises an upper support ear (32) and a lower support ear (33) arranged up and down, a secondary rod (43) is installed between the intermediate frame (42) and the upper support ear (32), and the lower end of the secondary rod (43) is assembled and connected to the lower support ear (33).

10. The front wheel dual drive device of the electric golf cart according to claim 9, characterized in that: A support (44) is fixed at the end of the main rod (41) and connected to the shock absorbing bag (5); the main rod (41) first tilts upwards from the connecting shaft (7) to the support (44) and then bends downwards to reset; the main rod (41) is arranged horizontally from the connecting shaft (7) to the intermediate frame (42).

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