Self-operated all-terrain wheel

Abstract

The invention relates to a self-operated all-terrain wheel. A motorized wheel assembly is provided. The motorized wheel assembly includes an in-hub motor including a stator and a rotor. The shaft is connected with a stator of the motor in the hub. The motorized wheel assembly also includes a hub attached to the rotor and configured to rotate with the rotor. A hub is disposed about the shaft and the in-hub brake system. The wheel assembly also includes a tire disposed about the hub. The motorized wheel assembly also includes an in-hub braking system disposed about the shaft. The in-hub brake system includes a biasing system, an actuator plate, a brake plate, and a brake pad system. A biasing system is configured to bias the actuator plate to the engaged position to cause the brake pad system to apply a force to the brake plate to prevent rotation of the hub and tire.

Description

[0001] This invention is a divisional application of a prior application with an application date of September 8, 2023, application number 202311157002.7, and invention name “Self-powered all-terrain wheel”.

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims priority to U.S. Provisional Patent Application No. 63 / 404,557, filed on September 8, 2022, entitled “Self-Powered All-TerrainWheel”; the entire contents of that application are incorporated herein by reference. Technical Field

[0004] Embodiments of the present invention relate generally to wheel assemblies, and more particularly, to motorized wheel assemblies. Background Art

[0005] Wheel assemblies make transporting devices easier. Wheel assemblies are typically as wide as the axle of the device and may include multiple components that are configured independently of one another. In many wheel assemblies, the brake system and motor system are different. The method of attachment to the axle and the different components limit the waterproofing capabilities of the wheel assembly, and therefore, the device using the wheel assembly cannot be used in all conditions. Summary of the invention

[0006] The present invention relates to a motorized wheel assembly configured to include various components (e.g., a motor and / or a braking system) in the wheel assembly. These hub internal components allow the motorized wheel assembly to be interchangeable with freerolling wheels and / or waterproof to at least IPX6.

[0007] Various example embodiments of the motorized wheel assembly are configured for a single-sided connection, thereby allowing the motorized wheel assembly to be substituted for a free-rolling wheel. The motorized wheel assembly is configured to distribute the loads generated by a single-sided mounted motor along an axis.

[0008] Various example embodiments of the motorized wheel assembly are configured with an in-hub brake system. The in-hub brake system can rotate with the wheel hub and can be biased to a neutral, braking position. In this regard, initial rotation of the motor disengages the brake and allows the brake system to rotate with the wheel hub until the motor is turned off.

[0009] In addition, various exemplary embodiments of the present invention provide a waterproof motorized wheel assembly. In this regard, the wheel assembly is capable of traversing wetlands during a rainstorm, or even traversing shallow water, without flooding the motor or causing corrosion to internal components.

[0010] In some embodiments of the present invention, a motorized wheel assembly is provided. The motorized wheel assembly includes an in-hub motor including a stator and a rotor. An axis is connected to the stator of the in-hub motor. The motorized wheel assembly also includes a hub attached to the rotor and configured to rotate with the rotor. The hub is arranged around the above-mentioned axis and the in-hub brake system. The wheel assembly also includes a tire arranged around the hub. The motorized wheel assembly also includes an in-hub brake system. The in-hub brake system includes a biasing system and an actuator plate in mechanical communication with the biasing system. The actuator plate is configured to move at least partially along the above-mentioned axis or rotate relative to the above-mentioned axis between a disengaged position and an engaged position. The brake system also includes a brake plate, which is arranged around the above-mentioned axis and is spaced apart from the actuator plate. The brake system also includes a brake pad system mechanically connected to the actuator plate. The biasing system is configured to bias the actuator plate to the engaged position so that the brake pad system applies a force to the brake plate to prevent the hub and tire from rotating. In some embodiments, actuation of the motor causes the biasing system to transition to a second position which removes the biasing force from the actuator plate, which itself is biased to a disengaged position wherein the brake pad system ceases applying force to the brake plate, thereby allowing the wheel hub and tire to rotate.

[0011] Other example embodiments of the invention are provided herein.

[0012] In an example embodiment, a motorized wheel assembly is provided. The motorized wheel assembly includes an in-hub motor including a stator and a rotor. The motorized wheel assembly further includes a shaft connected to the stator. The motorized wheel assembly also includes an in-hub brake system. The brake system includes a biasing system and an actuator plate in mechanical communication with the biasing system. The actuator plate is configured to move at least partially along the above-mentioned axis or rotate relative to the above-mentioned axis between a disengaged position and an engaged position. The brake system also includes a brake plate arranged around the above-mentioned axis, wherein the brake plate is spaced apart from the actuator plate. The brake system also includes a brake pad system mechanically connected to the actuator plate. The motorized wheel assembly also includes a hub attached to the rotor and configured to rotate with the rotor, wherein the hub is arranged around the above-mentioned axis and the in-hub brake system. The motorized wheel assembly also includes a tire arranged around the hub. The biasing system is configured to bias the actuator plate to the engaged position so that the brake pad system applies a force to the brake plate to prevent the hub and the tire from rotating.

[0013] In some embodiments, the in-hub brake system is configured to rotate about the axis.

[0014] In some embodiments, the biasing system includes a magnet, wherein the magnet is configured to attract the actuator plate to the engaged position. In some embodiments, the biasing system further includes a magnetic plate adjacent to the actuator plate and misaligned with the actuator plate relative to the axis. In some embodiments, the magnet can rotate around the magnet axis between a first position when the magnet is in magnetic communication with the actuator plate and a second position when the magnet is in magnetic communication with the magnetic plate. In some embodiments, when the magnet is in the first position, the magnet provides a magnetic force as a first biasing force on the actuator plate. The actuator plate is biased from the magnet to the disengaged position by the second biasing force. The second biasing force is less than the first biasing force. The magnetic plate absorbs sufficient magnetic force from the magnet so that the second biasing force can cause the actuator plate to be converted to the disengaged position so that the brake pad system does not apply force to the brake plate to achieve rotation of the wheel hub and the tire.

[0015] In some embodiments, the brake pad system includes a fixed brake pad and a sliding brake pad within a sliding brake pad mount, wherein the actuator plate is in mechanical communication with the sliding brake pad. In some embodiments, the actuator plate is fixed to a pivot plate, wherein the pivot plate is mechanically coupled to the sliding brake pad mount such that movement of the actuator plate about the pivot plate changes the position of the sliding brake pad.

[0016] In some embodiments, the wheel assembly has a waterproof rating of at least IPX6.

[0017] In some embodiments, the tire is a balloon tire.

[0018] In some embodiments, the tire is an all-terrain tire.

[0019] In some embodiments, the biasing system is configured to prevent the wheel hub and tire from rotating if at least (i) the motor loses power or (ii) the motor stops operating.

[0020] In another exemplary embodiment, a motorized wheel assembly is provided. The motorized wheel assembly includes an in-hub motor including a stator and a rotor, and a shaft defining a first end and a second end. The first end of the shaft is connected to the stator. The motorized wheel assembly includes a shaft attachment connected to the second end of the shaft; and at least one connecting wire in electrical communication with the stator and extending to a connecting wire interface. The at least one connecting wire is configured to supply power to the motor from an external power source. The motorized wheel assembly also includes a hub attached to the rotor and configured to rotate with the rotor. The hub is arranged around a portion of the shaft. The portion of the shaft extends between the first end and a sealing position, which is located between the first end and the second end of the shaft. The motorized wheel assembly also includes a sealing plate disposed in the hub at the sealing position; and a tire disposed around the hub. The above-mentioned connecting wire interface is located outside the sealing plate, and the above-mentioned at least one connecting wire extends at least partially within the above-mentioned shaft and extends to the outside of the above-mentioned shaft after the sealing position and before the shaft attachment, so that the shaft attachment can be attached to any wheel axle of the movable equipment, and the connecting wire interface is located outside the attachment.

[0021] In some embodiments, the at least one connecting wire and the connecting wire interface do not rotate with the rotor and the tire. In some embodiments, the motorized wheel assembly further includes at least one boss attached to the shaft, and at least one bushing mechanically connected to the hub, the at least one bushing configured to rotate about the at least one boss and the at least one connecting wire. The at least one boss is configured to distribute loads generated by the motorized wheel assembly along the shaft.

[0022] In some embodiments, the above-described axle attachment is configured to attach to any axle.

[0023] In some embodiments, the wheel assembly described above is waterproof.

[0024] In some embodiments, the above-mentioned motorized wheel assembly further comprises an in-hub braking system, wherein the in-hub braking system is disposed in the wheel hub.

[0025] In some embodiments, the at least one connection line is configured to provide a communication signal from an external communication source to the motor.

[0026] In another example embodiment, a motorized wheel assembly for use in sand is provided. The motorized wheel assembly includes an in-hub motor including a stator and a rotor; and a shaft connected to the stator. The motorized wheel assembly also includes at least one connection line in electrical communication with the stator, wherein the at least one connection line is configured to supply power to the motor from an external power source. The motorized wheel assembly further includes a hub attached to the rotor and configured to rotate with the rotor; and a balloon tire disposed about the hub.

[0027] In some embodiments, the waterproof rating of the motorized wheel assembly is at least IPX6. In some embodiments, the motorized wheel assembly further comprises a sealing plate configured to seal the wheel hub relative to the in-wheel-hub motor; a first sealing ring disposed between the in-wheel-hub motor and the wheel hub; a second sealing ring disposed between the sealing plate and the hub; a shaft sealing ring disposed between the shaft and the sealing plate; and a connecting wire sealing ring disposed between the at least one connecting wire and the sealing ring.

[0028] In some embodiments, the above-mentioned motorized wheel assembly further includes an in-hub braking system.

[0029] Additionally, example embodiments of hub assemblies and various further subassemblies, as well as related methods of use and methods of manufacture, are contemplated herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Having generally described the invention, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and in which:

[0031] Figure 1A-1B shows a perspective view of an example motorized wheel assembly according to some embodiments discussed herein;

[0032] Figure 2 shows a side view of a motorized hub assembly according to some embodiments discussed herein;

[0033] Figure 3A shows some embodiments discussed herein. Figure 2 An exploded view of the motorized hub assembly shown;

[0034] Figure 3B shows some embodiments discussed herein. Figure 2 a side view of the contents of the motorized hub assembly shown;

[0035] Figure 4A A perspective view showing the connection of a motor to a shaft and connecting wires according to some embodiments discussed herein;

[0036] Figure 4B shows a perspective view of a motor seal plate before connection with a motor according to some embodiments discussed herein;

[0037] Figure 4C shows a perspective view of a motor seal plate attached to a motor according to some embodiments discussed herein;

[0038] Figure 5A shows a perspective view of a shaft attached to a motor according to some embodiments discussed herein;

[0039] Figure 5Bshows a perspective view of an outer hub according to some embodiments discussed herein;

[0040] Figure 5C shows a cross-sectional view of an outer hub interacting with an electric machine according to some embodiments discussed herein;

[0041] Figure 6 shows a close-up perspective view of a portion of a wheel hub assembly according to some embodiments discussed herein;

[0042] Fig. 7A shows a perspective view of an inner hub showing portions of a braking system within the hub according to some embodiments discussed herein;

[0043] Figure 7B shows a perspective view of an inner hub showing portions of a braking system within the hub according to some embodiments discussed herein;

[0044] Fig. 8A shows a perspective view of an inner hub showing portions of a braking system within the hub according to some embodiments discussed herein;

[0045] Figure 8B shows a cross-sectional view of a portion of an in-hub brake system according to some embodiments discussed herein;

[0046] Figure 8C shows a perspective view of an inner hub and an in-hub brake system according to some embodiments discussed herein;

[0047] Fig.8D shows a perspective view of a portion of a brake pad system according to some embodiments discussed herein;

[0048] Fig. 8E shows some embodiments discussed herein, Fig.8D A cross-sectional view of the portion of the brake pad system shown along section line 8E;

[0049] Fig.9A shows a close-up perspective view of an inner hub and an in-hub brake system according to some embodiments discussed herein;

[0050] Fig. 9B shows a close-up perspective view of an inner hub and an in-hub brake system according to some embodiments discussed herein;

[0051] Fig. 9C shows a perspective cross-sectional view of an inner hub and an in-hub brake system according to some embodiments discussed herein;

[0052] Fig. 10A shows a perspective view of a portion of an in-hub brake system disposed adjacent a sealing plate according to some embodiments discussed herein;

[0053] Fig. 10B shows some embodiments discussed herein, Fig. 10A A cross-sectional view of the portion of the braking system in the wheel hub shown along section line 10B;

[0054] Fig. 10C shows a perspective view of a sealing plate relative to an in-hub braking system according to some embodiments discussed herein;

[0055] Fig.11A shows a perspective view of an in-hub brake system disposed adjacent to a seal plate, according to some embodiments discussed herein, wherein the brake system is engaged;

[0056] Fig. 11B shows a side view of an in-hub brake system disposed adjacent to a seal plate, according to some embodiments discussed herein, wherein the brake system is engaged;

[0057] Fig. 11C shows a perspective view of a motor seal plate configuration according to some embodiments discussed herein, wherein a brake system is engaged;

[0058] Fig. 12A A perspective view of an in-hub brake system disposed adjacent to a sealing plate is shown according to some embodiments discussed herein, wherein the brake system is in a disengaged state;

[0059] Fig. 12B shows a side view of an in-hub brake system disposed adjacent to a sealing plate according to some embodiments discussed herein, wherein the brake system is in a disengaged state;

[0060] Fig. 12C shows a perspective view of a motor seal plate configuration according to some embodiments discussed herein, wherein the brake system is in a disengaged state; and

[0061] Fig.13 shows some embodiments discussed herein, Figure 2 A cross-sectional view of the motorized hub assembly is shown along section line 13 . DETAILED DESCRIPTION

[0062] Example embodiments of the present invention will be described more fully below with reference to the accompanying drawings, in which some, but not all, embodiments of the present invention are shown. In fact, the present invention may be embodied in many different forms and should not be construed as limited to the example embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Like reference numerals refer to like elements.

[0063] Wheel assemblies are used on equipment to help transport the equipment. Many different types of transport vehicles use different wheel assemblies. Wheel assemblies are basically customizable in terms of tire type and size, motor position, motor support, brake configuration, etc. In this regard, different wheel assemblies can be configured for different activities, such as cycling, driving, wheelbarrows, wagons, etc. In general, different wheel assemblies can be specially configured according to activity type, motor configuration, terrain, or similar requirements. Each example embodiment of the present invention relates to a wheel assembly for attachment to various types of equipment.

[0064] Figure 1A-1B A perspective view of an example motorized wheel assembly 100 is shown. The wheel assembly 100 includes a tire 101 disposed about a hub 120. The hub assembly 120 can be configured to support the tire 101 and rotate with the tire 101. In some embodiments, one end of the hub assembly 120 can be sealed by a sealing plate 122, and a hub cap 121 can be disposed (e.g., bonded) on the hub assembly 120 opposite to the sealing plate 122. In some embodiments, a shaft attachment 135 can be disposed about a shaft (see, e.g., Figure 3A 130) is positioned through the sealing plate 122, which extends through the sealing plate 122. In this regard, the wheel assembly 100 can be configured to be attached to any wheel axle using the shaft attachment feature 135. In this regard, the example wheel assembly of the present invention is interchangeable with non-motorized wheel assemblies. Similarly, the wheel assembly 100 can also be removed from the wheel axle for storage. In some embodiments, a manual brake release 155 can be positioned through the sealing plate 122 so that a user can rotate the manual brake release 155 to manually release the brake system (e.g., Figure 3B 156 and 173).

[0065] In some embodiments, tire 101 may be a balloon tire. In this regard, tire 101 may be a low-pressure wheel configured for all-terrain. In some embodiments, tire 101 may be configured to traverse sandy land such as a beach and / or muddy land or other soft ground. Additionally or alternatively, tire 101 may be configured to traverse rocky and / or uneven terrain, for example, on a rough trail.

[0066] Figure 2 A side view of a hub assembly 102 is shown (e.g., wheel assembly 100 without tire 101). In some embodiments, hub assembly 102 can include a hub including a first hub portion 120a and a second hub portion 120b, wherein first hub portion 120a and second hub portion 120b can be connected and form a watertight seal. In some embodiments, motor 110 can be attached to first hub portion 120a. As described herein, motor 110 can be mechanically connected to a manual brake release 155 configured to manually unlock a brake system. In some embodiments, a shaft (e.g., Figure 3A 130) can extend through the hub assembly 102 between the motor 110 and the shaft attachment member 135. In some embodiments, the hub assembly 120 can be configured to rotate about the axis 130. In this regard, components that are mechanically connected to the first hub portion 120a or the second hub portion 120b can also rotate about the axis 130. In addition, any component that is mechanically connected to the hub assembly 120 can be configured to rotate about the axis 130 together with the hub assembly 120.

[0067] As will be discussed further herein, the hub assembly 102 may further include a connection line 131 extending from the motor 110 through the hub 102. In some embodiments, the connection line 131 may extend to a sealing plate (e.g., Figure 1A 122) outside so as to connect at the connection interface. In some embodiments, the connection interface can be connected to at least one power source, such as a battery. Therefore, the battery can be installed in or on a transportation device (such as a cart, a wheelchair, a push cart, a small motor vehicle (buggy), etc.). The above-mentioned connection interface may also include a connection with a user input device (e.g., a throttle, a joystick, etc.), which is configured to control the motorized movement of the wheel assembly 100 (e.g., forward or reverse operation of a motor, a brake motor, a guide wheel assembly, etc.).

[0068] Figure 3A-3B The various components and structures within the hub assembly 102 are shown. Specifically, Figure 3A An exploded view of the components is shown. Figure 3B102 without the wheel hub 102. These views provide a general structure of the wheel hub assembly 102, which will be described in more detail below with reference to other figures herein. In some embodiments, the braking system may include a biasing system 173 ( Figure 3B ) and a brake pad system 156. The brake system may be engaged by default and may be disengaged when a force is applied (e.g., motor 110 or manual brake release 155). In some embodiments, a brake shaft 143 may switch the brake system state (e.g., engaged or disengaged) between the motor 110 and the brake system.

[0069] In some embodiments, the motor 110 may be disposed at an outer end of the hub assembly 102. The motor 110 may receive power from a connection line 131, which may be connected to an external power source, such as a battery. In some embodiments, the power source may be mounted on the body of the device (e.g., a wheelchair, a pushcart, a buggy, etc.). In some embodiments, the connection line 131 may be connected to a connection line terminal 133, which connects the connection line 131 to the motor wires to provide electrical communication between the external power source and the motor 110. In this regard, in some embodiments, the motor 110 may receive power and communication signals from different sources (e.g., power and communication signal sources), while in other embodiments, the motor 110 may receive power and communication signals from the same source (e.g., a user input device). Reference Figure 4A-4B , the motor 110 includes a rotor 111 and a stator 112. In some embodiments, the rotor 111 is configured to rotate around the stationary stator 112. In this regard, any component that contacts only the rotor 111 may be configured to rotate, while any component that contacts only the stator 112 may be stationary.

[0070] In some embodiments, reference Figures 4A-5C , the shaft 130 may be connected to the stator 112 via a stator protrusion 113, a shaft support 160, and a pin. Figure 5A, the shaft support 160 may be positioned around the stator support 113 and the connecting line 131. In some embodiments, the shaft support 160 may be at least partially conical. In this regard, the side connected to the stator protrusion 113 may be smaller than the side connected to the shaft 130. In some embodiments, the stator protrusion 113 may have at least one flat surface so that the shaft support 160 can engage with the stator protrusion 113 without rotating around the stator protrusion 113. The shaft support 160 can be fixed to the stator protrusion with a nut or a similar fastening device. In some embodiments, the shaft 130 can be positioned in the shaft support 160 and fixed to the shaft support 160 with a fastener 160a. In this regard, the shaft 130 can be stationary relative to the rotor 111. In some embodiments, the shaft 130 may define a solid body, while in other embodiments, the shaft 130 may be at least partially hollow. In this regard, various types of connections between the shaft 130 and the motor 110 can be considered.

[0071] In some embodiments, the connection wire 131 may be connected to the stator 112, adjacent to the stator protrusion 113 and the shaft 130. In some embodiments, the connection wire 131 may be positioned through the shaft bracket 160 and may be fixed adjacent to the shaft 130 within the shaft bracket 160. In this regard, in some embodiments, the connection wire 131 may extend parallel to the shaft 130 while being located outside the shaft 130. In other embodiments, the connection wire 131 may extend through the shaft 130 and the connection wire terminal 133 may be provided on the shaft 130. In this regard, both the connection wire 131 and the connection wire terminal 133 may be fixed because each is attached to the shaft 130.

[0072] In some embodiments, the rotor 111 may include at least one rotor protrusion 115. Figure 4A As shown, the at least one rotor protrusion 115 can be more than one protrusion. In such an embodiment, the plurality of rotor protrusions 115 can be, for example, evenly spaced around the rotor 111 (although other spacings are contemplated).

[0073] In some embodiments, the motor 110 may include motor vanes 116 along the rotor 111. The motor vanes 116 may extend radially between the stator 112 and the seal 165. In some embodiments, the seal 165 may be formed as part of the rotor 111, while in other embodiments, the seal 165 may be attached (e.g., adhered) to the rotor 111. In some embodiments, the seal 165 may provide a watertight seal between the rotor 111 and another component to make the motor 110 of the hub assembly 102 watertight.

[0074] In some embodiments, reference Figure 4A-4C, the motor seal plate 137 can be positioned around the seal 165 and can engage with the at least one rotor protrusion 115 described above. In some embodiments, the motor seal plate 137 can be fixed to the seal 165 using a binder. In some embodiments, the binder can be cured by room temperature vulcanization (RTV). In this regard, moisture in the atmosphere is required to cure the binder. In some embodiments, the motor seal plate 137 can be fixed to the seal 165 to waterproof the motor 110 component of the hub assembly 102.

[0075] In some embodiments, reference Figure 4B , the motor seal plate 137 may include cutouts 137a arranged around the periphery. In this regard, each cutout 137a may correspond to the at least one rotor protrusion 115 and be positioned on the at least one rotor protrusion 115. In this regard, the engagement between the plurality of cutouts 137a and the at least one rotor protrusion 115 may maintain the placement and positioning of the motor seal plate 137 on the motor 110. In some embodiments, the motor seal plate 137 may be aluminum or stainless steel.

[0076] In some embodiments, the motor sealing plate 137 may include a polished area 137 b. In some embodiments, the polished area 137 b may form a lip seal with the hub assembly 120 to prevent water from penetrating into the motor 110.

[0077] In some embodiments, the motor seal plate 137 may include features that interact with the wheel hub 120, and components of the braking system. In some embodiments, the motor seal plate 137 may include at least one torque transfer feature 153. In some embodiments, these torque transfer features 153 may be evenly spaced around the motor seal plate 137, while in other embodiments, these torque transfer features 153 may be distributed around the motor seal plate 137, but not necessarily equally spaced. In some embodiments, there may be four torque transfer features. In some embodiments, the first and second torque transfer features may be 20 degrees apart, the second and third torque transfer features may be 160 degrees apart, the third and fourth torque transfer features may be 20 degrees apart, and the fourth and first torque transfer features may be 160 degrees apart. Thus, the spacing between the first and second torque transfer features, and the spacing between the third and fourth torque transfer features may provide, for example, 10 degrees of rotation of the wheel hub relative to the motor 110, as discussed herein, which may translate into a braking system, particularly a magnet system (e.g., Figure 3BIn this regard, as will be discussed herein, a torque transfer block 154 of the hub assembly 120 can be positioned between the first and second torque transfer components, and between the third and fourth torque transfer components, such that the hub's torque transfer block 154 can be rotated 10 degrees (e.g., in a positive and negative direction) between the torque transfer components 153 to engage or disengage the braking system.

[0078] Reference Figure 4C In some embodiments, a bumper 153a may be provided around each torque transfer member 153. The bumper 153a may be a rubber material to provide a soft interaction and quiet operation of the motor.

[0079] In some embodiments, the motor seal plate 137 may include a gear section 159. In some embodiments, the gear section 159 may be coupled to one of the torque transfer components 153. The gear section 159 may provide a brake shaft (see, e.g., Figure 2 143) and the motor (see e.g. Figure 2 110) to transition the brake system (and / or components thereof, such as actuator plate 141) from an engaged position to a disengaged position.

[0080] The motor seal plate 137 may further include at least one torsion spring mounting feature 158. In some embodiments, the motor seal plate 137 may include two diametrically opposed torsion spring mounting features 158. In this regard, the first torsion spring mounting feature 158 may be disposed between the gear portion 159 and the torque transfer member 153, and the second torsion spring mounting feature 158 may be disposed between the two torque transfer members 153. In some embodiments, the torsion spring mounting feature 158 may include a mount 158b and a groove feature 158a. The torsion spring 139 may be positioned on the torsion spring mounting seat 158 ​​so that the body of the torsion spring 139 is positioned on the mount 158b and the leg 139a of the torsion spring 139 is fixed in the groove feature 158a.

[0081] In some embodiments, the torsion spring 139 may be a coil spring, while in other embodiments, the torsion spring may be a leaf spring. As previously described, there is 10 degrees of relative motion between the wheel hub and the motor, allowing the motor to close the brake without transmitting torque. When the brake system is in the engaged position, the torsion spring 158 is in a neutral position, where there is no opposing force on the spring legs 139a, however, when the brake system is released, one of the legs 139a moves away from the recessed member 158 to account for the relative motion between the wheel hub and the motor 110.

[0082] Figure 5A-Figure 5C A first hub portion of a wheel assembly is shown. Figure 5A The motor 110, the shaft 130 and the motor sealing plate 137 are shown. Figure 5B The first hub portion 120a and its components are shown, Figure 5C A cross section of the first hub portion 120a is shown when the first hub portion is engaged with the motor.

[0083] In some embodiments, the first hub portion 120a can define a changing diameter from the outer edge 191 to the inner edge 192. In this regard, the diameter of the outer edge 191 can be greater than the diameter of the inner edge 192. In some embodiments, the outer edge 191 of the first hub portion 120a can be configured to mate with a motor (e.g., Figure 2 110). In some embodiments, the diameter of the outer edge 191 may be larger than the diameter of the motor so that the motor 110 can be embedded in the first hub portion 120a. In some embodiments, the first hub portion 120a may include a rib 193. The rib 193 may be molded into the hub 120a. In some embodiments, a lip seal 117 may be disposed above the rib 193. The lip seal 117 may be formed of rubber or a similar substrate. In some embodiments, the lip seal 117 may correspond to and seal to the polished surface 137b of the motor sealing plate 137, thereby providing waterproof performance to the hub assembly. The first hub portion 120a may include at least one motor o-ring 183, which is configured to be connected between the first hub portion 120a and the motor (e.g., Figure 2 Provide a waterproof seal between 110).

[0084] In some embodiments, the first hub portion 120a may include one or more radially (diametrically) opposed torque transfer blocks 154. As described above, when the first hub portion 120a is engaged with the motor seal plate 137, the torque transfer blocks 154 may be positioned between the twisting torque members 153. In this regard, the first hub portion 120a may be configured to rotate about the shaft 130, wherein the degree of rotation is constrained by the torque transfer members 153. To illustrate this point, the torque transfer blocks 154 are configured to move between adjacent torque transfer members 153. Therefore, the rotation between the motor and the first hub portion 120a is limited by the amount of space between adjacent torque transfer members 153 on the motor seal plate 137. Therefore, as will be further discussed herein, a 90 degree rotation of the brake shaft 143 is equivalent to a 10 degree rotation of the motor seal plate 137, and the torque transfer members 153 may be 20 degrees apart, so that the brake shaft can be rotated 90 degrees clockwise or counterclockwise from a neutral position (e.g., a position in which the brake system is engaged). In other embodiments, a 90 degree rotation of the brake shaft 143 may correspond to a 3 degree rotation, a 5 degree rotation, an 8 degree rotation, or even greater than a 10 degree rotation in some embodiments.

[0085] In some embodiments, the brake shaft 143 can be positioned within the first hub portion 120a via a brake shaft column 123. In some embodiments, the brake shaft 143 can be secured within the first hub portion 120a via one or more fasteners. Additionally, the brake shaft 143 can include a gear pinion 143a at one end of the brake shaft 143. In some embodiments, the gear pinion 143a can also secure the brake shaft 143 within the brake shaft column 123. In this regard, the diameter of the gear pinion 143a can be larger than the diameter of the brake shaft column 123, so that once the gear pinion 143a is secured to the brake shaft 143 (e.g., via a screw or similar fastener), the brake shaft cannot pass through the brake shaft column 123. In some embodiments, the brake shaft column 123 can be a contact point between the in-hub brake system (including the brake pad system 156 and the biasing system 173) and the hub 120.

[0086] The first hub portion 120a may further include an opening for receiving blade features 138. In some embodiments, when the first hub portion 120a is engaged with the motor seal plate 137, the blade features 138 may be located between the legs 139a of the torsion springs 139. In some embodiments, the blade features 138 are configured to move one spring leg 139a of each torsion spring 139 away from the groove member 158a by 10 degrees. In this regard, the force that converts the brake biasing system 173 from the engaged position to the disengaged position causes the hub assembly 120 to rotate, thereby causing the blade features 138 engaged with the spring legs 139a to move one of the legs 139a. When the motor is rotating and the brake system is disengaged, the force is maintained by the motor. However, once the motor stops rotating, the spring legs 139a will provide enough force to rotate the hub, thereby activating the brake system.

[0087] In some embodiments, the first hub portion 120a may include a plurality of connector channels 125. In some embodiments, the connector channels 125 may be located between the first hub portion 120a and the second hub portion (eg, Figure 3A 120b). The connector channel 125 can be configured to receive a fastener 127, such as a screw or similar device for securing the first hub portion 120a to the second hub portion 120b. In some embodiments, the fastener 127 can be a hex bolt or similar bolt. In some embodiments, the nut 126 can be a washer. In some embodiments, there can be at least two connector channels 125, while in other embodiments, there can be at least 6 connector channels 125. In embodiments where more than one connector channel 125 is provided, the connector channels 125 can be evenly spaced within the hub 120.

[0088] In some embodiments, a first bush 161 may be disposed within the first hub portion 120a. In some embodiments, the first bush 161 may be fixed within the first hub portion 120a by a groove for receiving the blade member 183. In some embodiments, the first bush 161 may be fixed within the first hub portion 120a by a screw or similar fastening device. The first bush 161 may rotate above the shaft support 160. The first hub portion 120a may further include a retaining ring 163 for holding the first bush 161 in place within the first hub portion 120a. In some embodiments, a circlip may be further located above the retaining ring 163 to secure the first hub portion 120a and the motor 110 as a single piece.

[0089] Figure 6 A perspective view of the hub assembly 102 with the first hub portion 120a assembled is shown. In some embodiments, the shaft 130 may include a connection wire terminal 133 that provides electrical communication between the motor 110 and an external power source and other controllers. In some embodiments, a cable sleeve 134 may be provided around the shaft 130 and the connection wire terminal 133 to protect the connection during operation of the wheel assembly 100.

[0090] Reference Figure 7A-7B , which shows a brake pad system (e.g., Figure 3B 156), in some embodiments, the brake pad system may be disposed within the second hub portion 102b. In some embodiments, the second hub portion 102b may be configured with features similar to the first hub portion 120a. In some embodiments, the second hub portion 102b may define an outer profile symmetrical to the first hub portion 102a between the inner edge and the outer edge. In some embodiments, the second hub portion 120b may include a greater number of connector channels than the first hub portion 120a. In this regard, the first connector channel 125a may correspond to the connector channel 125 of the first hub portion 120a. The first connector channel 125a may be aligned with the connector channel 125 to secure the first hub portion 120a and the second hub portion 120b together via the connector channel fastener 127.

[0091] In some embodiments, the second hub portion 120b may include an upper brake pad channel 125b and a lower brake pad channel 125c. These upper brake pad channels 125b and the lower brake pad channel 125c may be located between the first channels 125a and may be configured to fix the fixed brake pad mount 185 to the second hub portion 120b. In some embodiments, the fixed brake pad mount 185 may be fixed to the second hub portion 120b with a fastener 185a. In some embodiments, the fastener 185a may be a screw, bolt or other similar fastener. In some embodiments, the fixed brake pad mount 185 may be configured to fix a fixed brake pad 186. The fixed brake pad 186 and the fixed brake pad mount 185 are configured to transmit braking torque to the hub 120.

[0092] Reference Figure 8A-8E, the brake plate 142 can be positioned adjacent to the fixed brake pad 186 and the fixed brake pad bracket 185. In some embodiments, the brake plate 142 can extend circumferentially around the shaft 130 and can be stationary around the shaft 130. In some embodiments, the brake plate 142 can be attached to an inner boss 170. In some embodiments, the inner boss 170 can be keyed to the shaft 130, for example to prevent rotation about the shaft, but the inner boss 170 can slide axially along the shaft 130. In this regard, the inner boss 170 can be designed to receive radial loads.

[0093] The sliding brake pad mount 187 can be positioned adjacent to the brake plate 142 on a face opposite the fixed brake pad mount 185. In some embodiments, the sliding brake pad mount 187 can be attached to the fixed brake pad mount 185 by fasteners 127. The sliding brake pad mount 187 can be configured to move relative to the brake plate 142. The sliding brake pad mount 187 can include a sliding brake pad 188 located on a sliding mount 189. The sliding mount 189 is configured to move perpendicular to the brake plate 142 so that when the brake system is engaged, the fixed brake pad 186 and the sliding brake pad 188 clamp the brake plate 142 to engage the brake and stop the rotation of the hub system 120. In some embodiments, the sliding brake pad mount 187 can include an attachment point for securing an actuator plate, which will be discussed herein.

[0094] Figure 9A-9C A biasing system 173 within the brake system is shown. In some embodiments, the biasing system 173 can be a magnet system, a spring system, or a similar system that can move between a first position and a second position. In some embodiments, the biasing system 173 can include a magnet holder 174 that extends from the brake shaft 143 and is locked to (e.g., can rotate with the brake shaft 143) the brake shaft 143. Therefore, when the brake shaft 143 rotates, the magnet holder 174 also rotates from the first position to the second position at the same angle. The magnet holder 174 can be positioned adjacent to the brake plate 143 but not in contact with it. In some embodiments, a dampener 177 can be disposed above the brake shaft 143, aligned with the magnet holder 174. The dampener 177 can be an elastic material, such as rubber, for softening the movement of the actuator plate 141 when it is converted from the engaged position to the disengaged position.

[0095] The magnet holder 174 holds the magnet 175, which is configured to engage with the actuator plate 141. The actuator plate 141 extends between the brake shaft 143 and the sliding brake pad mount 187. In addition, the actuator plate 141 extends around the shaft 130. In some embodiments, the actuator plate 141 may be made of a magnetic metal. In this regard, when the magnet 175 is in a first position and provides a magnetic force to the actuator plate 141 (which thereby acts as a first biasing force to hold the actuator plate 141 in an engaged position), the actuator plate 141 may be attracted and held by the magnet 175. The actuator plate 141 may be configured to move relative to the brake shaft 141 and the shaft 130 (e.g., move along and / or rotate relative to (e.g., tilt)). To explain, the actuator plate 141 may be held in the sliding brake pad mount 187 by a holder 190. Bracket 190 can serve as a rotation point for actuator plate 141, and more specifically, for pivot plate 179. In some embodiments, screw 178 can be secured within pivot plate 179 and can be in mechanical communication with slide mount 189.

[0096] In this regard, when the actuator plate 141 rotates about the pivot plate 179, the position of the screw 178 moves, thereby causing the sliding mount 189 to move, thereby causing the sliding brake pad 188 to move. In this regard, the contact opening between the actuator plate and the brake shaft 143 can provide a sufficiently large opening so that the actuator plate 141 can move axially along the brake shaft 143.

[0097] Figure 10A-10C Components of the hub system and components of the biasing system 173 on the seal plate 122 are shown. In some embodiments, the seal plate 122 can be configured to align with the outer edge (e.g., Figure 5B 191) in. In some embodiments, the sealing plate may include a shaft hole, a brake shaft hole, and a screw hole. In some embodiments, each of the shaft hole, the brake shaft hole, and the screw hole may be linearly aligned, and the size of each hole may receive a respective feature. As described herein, each hole may include a sealing fitting, such as an O-ring or a plug. In some embodiments, the sealing plate 122 may be configured to rotate with the wheel hub assembly 102.

[0098] In some embodiments, the inner bushing 171 may be disposed within the sealing plate 122, for example, to allow the sealing plate 122 to rotate about the shaft 130, particularly the inner boss 170. As previously described, since the inner bushing 171 is fixed within the sealing plate 122, the inner boss 170 can only receive radial loads, whereas the shaft support 160 configured as a boss is configured to receive radial and axial loads. In this regard, the load from the motor 110 is distributed within the wheel hub without the need for external support on both sides of the motor, such as between the front forks of a bicycle.

[0099] In some embodiments, the first bushing 161 and the inner bushing 171 may be made of thermoplastics. In some embodiments, high-strength, low-friction thermoplastics may be used, such as acetal, nylon, or ultra-high molecular weight polyethylene (UHMWPE). In this regard, the first bushing and the inner bushings 161, 171 may remain stable at high temperatures and may be configured to withstand physical and mechanical stresses, such as distributing and receiving loads from the wheel assembly. In some embodiments, the inner bushing 171 and the first bushing 161 may be identical (e.g., in shape, size, and material). In this regard, each of the first bushing 161 and the inner bushing 171 may include at least one groove 171a configured to interact with the wheel hub.

[0100] Returning to the figure, the sealing plate 122 may include magnetic plates 176 adjacent to the brake shaft opening. In some embodiments, the magnetic plates 176 may be steel or a similar metal. The magnetic plates 176 may be configured to transfer a magnetic field from the magnet and actuator plate 141 to the magnet 175 and magnetic plates 176. In this regard, due to the large magnetic field formed between the magnet 175 and the actuator plate 141, a force is required to move and overcome the magnetic field when the magnet 175 is moved away from the actuator plate. However, positioning the magnetic plates 176 adjacent to the actuator plate 141 (and offset from the actuator plate 141) can transfer the magnetic field from the actuator plate 141 to one of the magnetic plates 176, thereby making the transition between engagement and disengagement of the brake easier.

[0101] In some embodiments, the actuator plate 141 can be biased to the disengaged position in other ways, such as due to a biasing element (e.g., a spring, a magnet (such as secondary magnet 167), or other element), or a natural bias of the material forming the actuator plate 141, or a combination thereof. In this regard, once the magnetic force of the magnet 175 is removed (e.g., the first biasing force is removed), the actuator plate 141 can be transitioned to the disengaged position by the second biasing force. Notably, in such embodiments, the second biasing force can be less than the first biasing force, such that the actuator plate 141 is still biased to move to the engaged position or remain in the engaged position (as described herein).

[0102] In some embodiments, a second pad 168 may be disposed below the magnetic plate 176. The second pad 168 may dampen the transition of the actuator plate 141 from the engaged position to the disengaged position. In some embodiments, an auxiliary magnet 167 may be disposed above the magnetic plate 176. The auxiliary magnet 167 may be configured to hold or partially hold the actuator plate in the disengaged position and / or provide a second biasing force (or a portion thereof).

[0103] In some embodiments, the sealing plate 122 may include an opening 178a covered by a seal to provide access to the screw 178 for manually adjusting the position of the screw 178 and thereby adjusting the position of the sliding brake pad 188. This may provide a method for the user to tighten or loosen the braking force on the brake plate 142.

[0104] In some embodiments, the brake shaft 143 can be attached to a manual brake release 155 located on an exterior face of the seal plate 122. In some embodiments, the manual brake release can be rotated, for example, 90 degrees from neutral to release the brake system. In this regard, to manually release the brake system, for example, for manual movement, the manual brake release 155 can be rotated to release the brake system and allow the wheel assembly to move.

[0105] In some embodiments, each opening may include a sealing portion to prevent water from entering the hub assembly 102. For example, a brake shaft seal 122b may be disposed within the brake shaft opening, and an O-ring 165 may be disposed within the shaft opening.

[0106] The following will refer to Figures 11A-12C Discuss brake components further. Figures 11A-11C Various views of the brake system components are shown when the brake system is engaged, and Figure 12A-12C A view of the brake system components is shown when the brake system is released.

[0107] In the engaged position, the biasing system is aligned with a neutral position (e.g., a first position). In this regard, in some embodiments, the default position of the brake system is to engage the brake system, thereby preventing the wheel assembly from rotating. In the engaged or neutral position, the magnet 175 is magnetically coupled to the actuator plate 141. In the engaged position, the actuator plate 141 extends parallel to the sealing plate 122 and the brake plate 142. In this position, the screw 178 is engaged with a sliding brake pad mount, particularly a sliding mount (see, e.g., Fig.8D 189) engages so that the sliding brake pad 188 and the fixed brake pad 186 clamp the brake plate 142. In this regard, the force of the sliding brake pad 188 and the fixed brake pad 186 on the brake plate 142 can prevent the brake plate 142 from rotating.

[0108] Fig. 11C The motor seal plate 137 and a portion of the first hub portion 120a are shown in an engaged or neutral position. In the engaged position, the torque transfer block 154 is located between two adjacent torque transfer components. In addition, the pinion 143a (of the brake shaft 143) is located in the center of the gear portion 159. In this regard, the hub assembly 120 can be rotated clockwise or counterclockwise from the neutral position to release the brake system.

[0109] In the neutral position, the torsion spring 139 is in the neutral position. In this regard, the blade member (e.g. Figure 5B 138) is located at the center between the legs 139a of the torsion spring 139.

[0110] When the brake system is in the released position, the hub assembly can rotate about the axis 130. In the released position, the magnet 175 engages one of the magnetic plates 176 on the seal plate 122. Since the magnet 175 is no longer in magnetic communication with the actuator plate 141, the actuator plate 141 can move along the brake axis by rotating about the pivot plate 179. When the screw 178 engages the pivot plate 179, the screw 178 can eliminate some of the force from the sliding brake mount, thereby eliminating some of the force from the sliding brake pad 188, thereby reducing the force between the sliding brake pad 188 and the fixed brake pad 186 on the brake plate 142.

[0111] In addition, when the brake shaft rotates to facilitate the engagement of the magnet 175 from the actuator plate 141 to the magnetic plate 176, the pinion 143a rotates along the gear block 159. After the rotation, the torque transfer block 154 is connected to one of the torque transfer components 153. As the hub assembly rotates, tension is applied to the torsion spring 139 through the blade member 138. To explain, in the neutral position or when the brake system is engaged, the legs of the torsion spring 139 are connected to the blade member 138 and the groove member 158a. However, when the brake system is released, the blade member 138 causes one leg of each torsion spring 139 to move away from the groove member 158a, thereby generating tension in the spring. Although the magnetic force between the magnet 174 and the magnetic plate 176 can be strong enough to maintain the tension in the torsion spring 139 during rotation. In some embodiments, when the motor 110 stops rotating, the tension in the spring can help the hub assembly return to the neutral position. This will return pinion 143a to the neutral position and magnet 175 to the first position, thereby biasing actuator plate 141 to the engaged position, causing the brake system to prevent rotation of the wheel hub and tire. In this regard, the biasing system is configured to prevent rotation of the wheel hub and tire in at least one of the following situations: (i) the motor loses power or (ii) the motor stops operating.

[0112] Thus, during the transition from the disengaged position (wherein the hub assembly is free to rotate with the rotor about the shaft and stator) to the engaged position, the tension of the blade member 138 on the torsion spring 139 is reduced so that the force applied by the hub through the blade member is less than the tension in the torsion spring. The tension in the torsion spring legs urges the hub back to the neutral position.

[0113] Fig.13 yes Figure 2 , a cross-sectional view of the hub assembly 102 along section line 13 is shown in FIG. Between the first hub portion 120 a and the second hub portion 120 b, a hub O-ring 182 can be positioned to provide a watertight seal. In this regard, the hub O-ring 182 can fill a groove between the first hub portion 120 a and the second hub portion 120 b to prevent water and other dust and / or debris from entering the body of the hub 120.

[0114] As described above, the motor O-ring 183 can be disposed between the first hub portion 120a and the rotor 111 of the motor 110. In this regard, the connection between the hub assembly 120 and the motor 110 can be waterproof and prevent dust and / or other debris from entering the hub body and between the rotor 111 and the stator 112. As described herein, other O-rings and / or seals can be used between the components of the hub assembly 102 to make the assembly waterproof.

[0115] In some embodiments, the wheel hub assembly 102 can be completely waterproof. In some embodiments, the wheel hub assembly can have a waterproof rating of at least IPX6 (e.g., IPX6, IPX7, IPX8, or other recognized waterproof standards similar to IPX6 (or waterproof standards developed in the future)). In this regard, the wheel hub assembly 102 can be protected from high-pressure water jets from any angle. Therefore, the wheel assembly 100 described herein can be used in a humid environment without damaging its components.

[0116] in conclusion

[0117] For those skilled in the art of the present invention, after benefiting from the above description and the teachings of the related drawings, many modifications and other embodiments of the present invention will come to mind. Therefore, it should be understood that the embodiments of the present invention are not limited to the specific embodiments disclosed, and modifications and other embodiments are intended to be included within the scope of the present invention. In addition, although the above description and the related drawings describe the exemplary embodiments in the context of certain exemplary combinations of elements and / or functions, it should be understood that different combinations of elements and / or functions can be provided by alternative embodiments without departing from the scope of the present invention. In this regard, for example, combinations different from the combinations of elements and / or functions explicitly described above are also covered within the scope of the present invention. Although specific terms are used herein, these terms are used only in a general and illustrative sense, and not for limiting purposes.

Claims

1. A motorized wheel assembly, comprising: An in-wheel hub motor, the in-wheel hub motor comprising at least a rotor; a shaft defining a first end and a second end, wherein the shaft extends at least partially around the in-hub motor; a hub disposed around the shaft and not in direct contact with the shaft; a torque transfer component configured to provide mechanical engagement between the rotor and the hub such that the hub rotates with the rotor; at least one connection line extending from the motor to a connection line interface, wherein the at least one connection line is configured to supply power to the motor from an external power source, wherein the at least one connection line is stationary; and A tire is arranged around the wheel hub.

2. The motorized wheel assembly according to claim 1, wherein: The second end of the shaft extends beyond an outer edge of the hub, and wherein the second end of the shaft is configured to receive a shaft attachment.

3. The motorized wheel assembly according to claim 2, wherein: The axle attachment is configured to attach to any wheel axle.

4. The motorized wheel assembly according to claim 1, wherein: The connection line interface is outside the hub, and wherein the connection line extends outside the hub so that the axle attachment can be attached to any axle of the movable device, wherein the connection line interface is outside the attachment.

5. The motorized wheel assembly according to claim 1, further comprising a connecting wire terminal arranged on the motor, wherein: The at least one connecting wire terminal provides electrical communication between the in-hub electric machine and the at least one connecting wire.

6. The motorized wheel assembly according to claim 1, wherein: The motorized wheel assembly is waterproof.

7. The motorized wheel assembly according to claim 1, wherein: The waterproof grade of the motorized wheel assembly reaches IPX6.

8. The motorized wheel assembly according to claim 1, wherein: The tire is a balloon wheel.

9. The motorized wheel assembly according to claim 1, wherein: The tire is an all-terrain tire.

10. A motorized wheel hub assembly, comprising: An in-wheel hub motor, the in-wheel hub motor comprising at least a rotor; a shaft defining a first end and a second end, wherein the shaft extends at least partially around the in-hub motor; a hub disposed around the shaft and not in direct contact with the shaft; a torque transfer component configured to provide mechanical engagement between the rotor and the hub such that the hub rotates with the rotor; and At least one connection line extends from the motor to a connection line interface, wherein the at least one connection line is configured to provide power to the motor from an external power source, wherein the at least one connection line is stationary.

11. The motorized hub assembly of claim 10, wherein: The second end of the shaft extends beyond an outer edge of the hub, and wherein the second end of the shaft is configured to receive a shaft attachment.

12. The motorized hub assembly of claim 10, wherein: The connection line interface is outside the hub, and wherein the connection line extends outside the hub to enable the axle attachment to be attached to the axle of the movable device, wherein the connection line interface is outside the attachment.

13. The motorized wheel hub assembly according to claim 10, further comprising a connecting wire terminal arranged on the motor, wherein: The at least one connecting wire terminal provides electrical communication between the in-hub electric machine and the at least one connecting wire.

14. The motorized hub assembly of claim 10, wherein: The motorized hub assembly is waterproof.

15. The motorized hub assembly of claim 10, wherein: The at least one connection line is configured to supply a communication signal from an external communication source to the motor.

16. A motorized wheel assembly, comprising: An in-wheel hub motor, the in-wheel hub motor comprising a stator and a rotor; a shaft connected to the stator; at least one connecting line extending from the in-hub motor, wherein the at least one connecting line is configured to supply power to the in-hub motor from an external power source; a hub attached to the rotor and configured to rotate with the rotor; and A wheel is arranged around the hub.

17. The motorized wheel assembly according to claim 16, wherein: The second end of the shaft extends beyond an outer edge of the hub, and wherein the second end of the shaft is configured to receive a shaft attachment.

18. The motorized wheel assembly according to claim 17, wherein: The axle attachment is configured to attach to any axle of a motorized device.

19. The motorized wheel assembly of claim 16, wherein: The connection line interface is outside the hub, and wherein the connection line extends outside the hub to enable the axle attachment to be attached to the axle of the movable device, wherein the connection line interface is outside the attachment.

20. The motorized wheel assembly according to claim 16, further comprising a connecting wire terminal arranged on the motor, wherein: The at least one connecting wire terminal provides electrical communication between the in-hub electric machine and the at least one connecting wire.

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