Wheel and vehicle

Abstract

The invention provides a wheel and a vehicle, the wheel comprises a main body part and a first driving motor, the first driving motor is mounted on a mounting part of the main body part and connected with a vehicle body, and the first driving motor can drive the wheel to move relative to the vehicle body in the height direction of the vehicle body. The first driving motor is integrated to the wheel, the integration degree of the wheel can be improved, the space of the vehicle body can be saved, the electric driving mode is adopted, the response speed is relatively high during adjustment, the adjustment efficiency can be improved, and then the stability of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a wheel and a vehicle. Background Art

[0002] With technological advancements, vehicles, as essential means of transportation and transport, are becoming increasingly crucial in our daily lives. To enhance vehicle stability and comfort, active suspensions are often implemented to dynamically and adaptively adjust to the vehicle's driving conditions for shock absorption. However, active suspensions occupy a large amount of vehicle body space, have limited travel, and exhibit slow dynamic response. Summary of the Invention

[0003] The present application provides a wheel and a vehicle for saving vehicle body space and improving vehicle stability.

[0004] The present application provides a wheel for mounting on a vehicle body, the wheel comprising:

[0005] a main body, the main body including a mounting portion;

[0006] a first drive motor, the first drive motor being mounted on the mounting portion and being connected to the vehicle body;

[0007] The first drive motor drives the wheel to move relative to the vehicle body along the height direction of the vehicle body.

[0008] By integrating the first drive motor into the wheel, the space occupied by the first drive motor when it is set on the wheel can be reduced, which is beneficial to improving the overall integration of the vehicle. The first drive motor can be used to drive the wheel to move relative to the vehicle body, so that the height of the vehicle body can be changed during the driving process of the vehicle. When the vehicle is driving on an uneven road, the relative position of the wheel and the vehicle body can be adjusted by the first drive motor to improve the handling stability and smoothness of the vehicle. Compared with the active suspension, the electric drive can improve the response speed during actual application by using a motor instead of the active suspension, which is beneficial to improving the stability of the vehicle. The solution provided in the embodiment of the present application can decouple the first drive motor from the motor set on the vehicle body for driving the wheel steering by setting the first drive motor on the wheel. When the wheel turns, the relative position between the first drive motor and the main body can remain stationary, reducing the possibility of relative displacement between the first drive motor and the main body, which is beneficial to improving the stability of the adjustment.

[0009] In a possible implementation manner, the main body has a receiving cavity, and at least a portion of the first drive motor is located in the receiving cavity.

[0010] Such a design makes it easy to install the first drive motor on the wheel so that the main body can accommodate the first drive motor. At the same time, the main body can also be used to protect the first drive motor to reduce the possibility of the first drive motor being bumped, etc., thereby helping to extend the service life of the first drive motor.

[0011] In a possible implementation manner, the opening of the accommodating cavity is located on one side of the main body along the axial direction of the wheel, and the mounting portion is used to block the opening.

[0012] With such a design, the first drive device can be installed inside the accommodating cavity, and a relatively closed structure is formed by the main body and the installation portion, thereby protecting the first drive device and reducing the possibility of damage to the first drive device.

[0013] In a possible implementation manner, the mounting portion has a connecting portion, and along the axial direction of the wheel, the connecting portion passes through the mounting portion;

[0014] The first drive motor includes a main body portion and a connecting portion connected to each other, the main body portion is connected to the mounting portion, and at least a portion of the connecting portion is connected to the vehicle body through the communicating portion.

[0015] The provision of a connecting portion facilitates connection between the first drive motor and the vehicle body. The connecting portion may be a recessed structure such as a through-hole, notch, or groove. At least a portion of the connecting portion extends along the connecting portion for connection to the vehicle body, enabling the first drive motor to simultaneously connect to the vehicle body and the wheel, thereby driving the wheel to move relative to the vehicle body, thereby achieving the purpose of adjusting the vehicle body track height. By controlling the vehicle body height, passability is improved, wheel load fluctuations are reduced, and adhesion performance is enhanced, thereby improving maneuverability and reducing tire wear.

[0016] In a possible implementation, the first drive motor is a rocker motor, and the connecting portion is rotatable relative to the main body to drive the wheel to move relative to the vehicle body along a height direction of the vehicle body.

[0017] By using a rocker motor, active suspension can be replaced and implemented. This motor utilizes a low-reduction planetary gear scheme, using the drive current to sense active suspension characteristics, such as the shape of the ground and whether the vehicle is running dry. Using a rocker motor instead of active suspension can increase the travel and, in turn, the height adjustment range of the vehicle body, enabling vehicles equipped with these wheels to adapt to more complex terrain.

[0018] In a possible implementation, the first drive motor is a linear motor.

[0019] By using linear motors, active suspension can be replaced and implemented. These motors drive the wheel hub relative to the vehicle body, adjusting the vehicle's height by changing the relative position of the wheel and body. This allows the vehicle to adjust its position based on surface ridges and / or depressions, improving vehicle stability.

[0020] In a possible embodiment, the connecting portion extends radially along the wheel, and at least a portion of the first drive motor can move along the extension direction of the connecting portion and is used to drive the wheel to move relative to the vehicle body along the height direction of the vehicle body.

[0021] By providing a connecting portion extending radially along the wheel, a guide channel can be formed, and the linear motor can move along the connecting portion to drive relative movement between the wheel and the vehicle body, so as to achieve the purpose of adjusting the vehicle body height.

[0022] In a possible implementation, the wheel includes a second drive motor, the second drive motor is mounted on the mounting portion, and the second drive motor is used to drive the main body to rotate.

[0023] The second drive motor acts as a rotational drive device to drive the wheels to move the vehicle. Integrating the second drive motor into the wheel improves the modularity of the wheel, making the structure more compact. At the same time, integrating the second drive motor into the wheel can help save space in the vehicle body.

[0024] The present application also provides a vehicle, comprising:

[0025] body;

[0026] wheels, the wheels being mounted on the vehicle body;

[0027] Wherein, the wheel is any one of the wheels described above.

[0028] In a possible implementation, the vehicle includes a third drive motor, which is mounted on the vehicle body and connected to the wheels, and is used to drive the wheels to steer.

[0029] By setting the third drive motor in the vehicle body and integrating the first drive motor into the wheel, the first drive motor and the third drive motor can be decoupled. When the third drive motor drives the wheel to turn, the possibility of relative displacement between the first drive motor and the wheel can be reduced, so there is no need to adjust the transmission between the first drive motor and the wheel. The first drive motor can only work when the vehicle body height needs to be adjusted, reducing the servo state.

[0030] The present application provides a wheel and a vehicle. The wheel includes a main body and a first drive motor. The first drive motor is mounted on a mounting portion of the main body and connected to the vehicle body. The first drive motor is capable of driving the wheel to move relative to the vehicle body along a height direction of the vehicle body. By integrating the first drive motor into the wheel, the wheel's integration level can be improved and space in the vehicle body can be saved. Furthermore, the use of an electric drive system provides a relatively fast response speed during adjustment, which is beneficial for improving adjustment efficiency and thereby enhancing vehicle stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A schematic diagram of a vehicle provided in an embodiment of the present application;

[0032] Figure 2 A schematic diagram of a wheel provided in an embodiment of the present application;

[0033] Figure 3 An exploded view of a first embodiment of a wheel provided in an embodiment of the present application;

[0034] Figure 4 An exploded view of a second embodiment of a wheel provided in an embodiment of the present application;

[0035] Figure 5 A partial schematic diagram of a vehicle provided in an embodiment of the present application;

[0036] Figure 6 A simulated schematic diagram of a vehicle provided in an embodiment of the present application;

[0037] Figure 7 A schematic diagram of a vehicle in a first state provided in an embodiment of the present application;

[0038] Figure 8 A schematic diagram of a vehicle in a second state provided in an embodiment of the present application.

[0039] Reference numerals

[0040] 1-wheel, 11-main body, 111-installation part, 111a-connecting part, 112-accommodating chamber, 12-first drive motor, 121-rocker motor, 122-linear motor, 123-connecting part, 13-second drive motor, 14-tire; 2-body, 21-third drive motor. DETAILED DESCRIPTION

[0041] In order to better understand the technical solutions of this specification, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0042] It should be clear that the embodiments described are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this specification.

[0043] The terms used in the examples of this application are for the purpose of describing specific embodiments only and are not intended to limit this specification. The singular forms "a," "an," "the," and "the" used in the examples of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0044] Existing vehicles, including but not limited to automated guided vehicles (AGVs) and passenger cars, must consider their kinematic characteristics when executing planned trajectories. For example, a differential wheel that can only travel forward cannot be given a lateral direction command because it would be inconsistent with the vehicle's kinematic characteristics. While point-mass models, such as a Mecanum wheel chassis, can be used as point-mass models, Mecanum wheels are inefficient, with significant energy loss in wheel friction, and are only suitable for planar motion. Mecanum wheels are not suitable for bumpy outdoor environments or uneven indoor environments. To implement point-mass models on various uneven surfaces, both indoors and outdoors, it is necessary to add an active suspension to existing four-wheel independent drive vehicles to adjust the relative height of the chassis and improve vehicle stability. However, due to the connection structure between the active suspension, chassis, and wheels, the wheel steering angle cannot reach 90°, preventing the vehicle from achieving full kinematics. Furthermore, the active suspension is bulky and occupies a large space, compressing chassis space. Furthermore, assembly is complex, resulting in a low overall integration level. At the same time, the adjustment ability of the active suspension is affected by the elastic force and compression characteristics of the spring. The adjustment is relatively limited, the response speed is affected by the spring, and the dynamic response is relatively slow. Therefore, the adjustment effect on the vehicle is poor.

[0045] In view of this, an embodiment of the present application provides a wheel and a vehicle for improving the integration of the vehicle.

[0046] like Figure 1 As shown, the embodiment of the present application provides a wheel 1, which can be applied to vehicles such as automatic guided vehicles and passenger cars. Figure 2 As shown, the wheel 1 includes a main body 11 and a first drive motor 12. The main body 11 may be a structure such as a wheel hub. The main body 11 has a mounting portion 111, to which the first drive motor 12 is mounted. The drive motor is connected to the vehicle body 2. The vehicle body 2 may include a chassis, to which the first drive motor 12 may be connected. The first drive motor 12 is used to drive the wheel 1 to move relative to the vehicle body 2 in the height direction of the vehicle body 2.

[0047] By integrating the first drive motor 12 into the wheel 1, the space occupied by the first drive motor 12 when installed on the wheel 1 can be reduced, thereby improving the overall integration of the vehicle. The first drive motor 12 can be used to drive the wheel 1 to move relative to the body 2, thereby changing the height of the body 2 during vehicle travel. When the vehicle is traveling on uneven roads, the first drive motor 12 can be used to adjust the relative position of the wheel 1 and body 2 to improve the vehicle's handling stability and ride comfort. Compared to active suspension, using an electric motor instead of active suspension can improve response speed in actual application, which helps improve vehicle stability.

[0048] When the first drive motor 12 and the steering motor are both mounted on the vehicle body 2, they need to be connected to the wheel 1 via a coupling, such as a universal joint. However, the transmission angle of the universal joint is typically less than 30 degrees. When the transmission angle is greater than 30 degrees, torque cannot be transmitted. Therefore, the steering angle of the wheel 1 is limited by the influence of the universal joint or other couplings. Moreover, when the steering motor drives the wheel 1 to turn, since the first drive motor 12 is mounted on the vehicle body 2, the relative position between the wheel 1 and the first drive motor 12 changes when the wheel 1 turns. Therefore, the first drive motor 12 and the steering motor are both mounted on the vehicle body 2. When the steering motor drives the wheel 1 to turn, the first drive motor 12 needs to synchronously adjust the transmission between itself and the wheel 1. The first drive motor 12 needs to be coupled to the steering motor to a certain extent. The first drive motor 12 needs to maintain a servo state at all times. When the steering motor is working, the first drive motor 12 also needs to work.

[0049] The solution provided in the embodiment of the present application can decouple the first drive motor 12 from the motor provided on the vehicle body 2 for driving the steering of the wheel 1 by arranging the first drive motor 12 on the wheel 1. When the wheel 1 turns, the relative position between the first drive motor 12 and the main body 11 can remain stationary, reducing the possibility of relative displacement between the first drive motor 12 and the main body 11, thereby helping to improve the stability of the adjustment.

[0050] like Figure 2 As shown, in a possible implementation, the main body 11 has a receiving cavity 112 , and at least a portion of the first drive motor 12 is located in the receiving cavity 112 .

[0051] Such a design makes it easy to install the first drive motor 12 on the wheel 1, so that the main body 11 can accommodate the first drive motor 12. At the same time, the main body 11 can also be used to protect the first drive motor 12 to reduce the possibility of the first drive motor 12 being bumped, etc., thereby helping to extend the service life of the first drive motor 12.

[0052] In a possible implementation, the main body 11 may be a wheel hub, which is generally a hollow structure and can therefore be used to accommodate the first drive motor 12 .

[0053] like Figure 3 As shown, in one possible embodiment, the accommodating cavity 112 has an opening located on one side of the main body 11 along the axial direction of the wheel 1. The mounting portion 111 is used to seal the opening. When the wheel 1 is used in a vehicle, the opening and mounting portion 111 can be located on the side of the main body 11 facing the vehicle body 2. The first drive device is mounted on the side of the mounting portion 111 facing the accommodating cavity 112.

[0054] With such a design, the first drive device can be installed inside the accommodating cavity 112 , and a relatively closed structure is formed by the main body 11 and the installation portion 111 , thereby protecting the first drive device and reducing the possibility of damage to the first drive device.

[0055] like Figure 3 As shown, in one possible embodiment, the mounting portion 111 has a connecting portion 111a that extends through the mounting portion 111 along the axial direction of the wheel 1. The first drive motor 12 has a main body and a connecting portion 123 that are connected to each other. The main body is connected to the mounting portion 111, and at least a portion of the connecting portion 123 passes through the connecting portion 111a and is connected to the vehicle body 2.

[0056] The connection portion 111a facilitates connection between the first drive motor 12 and the vehicle body 2. The connection portion 111a may be a recessed structure such as a through hole, notch, or groove. At least a portion of the connection portion 123 extends along the connection portion 111a for connection to the vehicle body 2. This allows the first drive motor 12 to simultaneously connect to the vehicle body 2 and the wheel 1, thereby driving the wheel 1 to move relative to the vehicle body 2, thereby adjusting the height of the track of the vehicle body 2. By controlling the height of the vehicle body 2, the vehicle's passability is improved, the wheel 1's load fluctuation is reduced, and the adhesion performance is enhanced. This improves maneuverability while also reducing tire 14 wear.

[0057] like Figure 3 As shown, in a possible embodiment, the main body 11 may be a wheel hub, and the wheel 1 further includes a tire 14 , which is mounted on the outer side of the main body 11 .

[0058] like Figure 3 As shown, in a possible embodiment, the first drive motor 12 is a rocker motor 121, and the connecting part 123 can rotate relative to the main body, thereby driving the wheel 1 to move relative to the vehicle body 2, so that the wheel 1 and the vehicle body 2 can be relatively displaced in the height direction, and the height of the vehicle body can be adjusted by moving the wheel 1 relative to the vehicle body 2 along the height direction of the vehicle body 2.

[0059] By adopting the rocker motor 121, the active suspension can be replaced and the active suspension function can be realized. The rocker motor 121 can adopt a planetary gear scheme with a low reduction ratio and realize the active suspension characteristic perception through the driving current, such as the convex and concave shape of the ground, whether it is running empty, etc.

[0060] The output shaft of the rocker motor 121 can serve as a connecting portion 123 for connecting to the vehicle body 2 . The rotation of the output shaft drives the rocker of the rocker motor 121 to rotate in the opposite direction.

[0061] Using a rocker motor 121 instead of an active suspension can help increase the adjustment stroke, and thus help increase the height adjustment range of the vehicle body 2, so that the vehicle with the wheel 1 can adapt to more complex terrain. The rotation angle of the rocker arm of the rocker motor 121 can be set according to demand. In one possible embodiment, the rotation angle of the rocker arm can be ±90°, and the length of the rocker arm is a. With the wheel 1 as a reference, the vehicle body 2 and the wheel 1 are driven to move relative to each other by the rocker motor 121. Along the height direction of the vehicle, the height difference between the lowest position to which the vehicle body 2 can be adjusted and the highest position to which it can be adjusted is 2a. According to actual adjustment requirements, the first drive motor 12 can be set eccentrically relative to the wheel 1, and the adjustment range can be increased by increasing the length of the rocker arm.

[0062] like Figure 4 As shown, in a possible implementation, the first drive motor 12 may be a linear motor 122 .

[0063] By using a linear motor 122, an active suspension can be replaced and implemented. The linear motor 122 drives the main body 11 (hub) of the wheel 1 relative to the vehicle body 2. By changing the relative position of the wheel 1 and the vehicle body 2, the height of the vehicle body 2 can be adjusted. The position of the vehicle body 2 can be adjusted in real time based on the ridges and / or depressions of the ground, thereby improving vehicle stability.

[0064] like Figure 4 As shown, in one possible embodiment, the connecting portion 111a extends radially of the wheel 1. At least a portion of the first drive motor 12 can move along the extending direction of the connecting portion 111a and is used to drive the wheel 1 to move relative to the vehicle body 2 along the height direction of the vehicle body 2.

[0065] By providing a connecting portion 111a extending radially along the wheel 1, a guide channel can be formed, and the linear motor 122 can move along the connecting portion 111a to drive relative movement between the wheel 1 and the vehicle body 2, so as to achieve the purpose of adjusting the height of the vehicle body 2.

[0066] In a possible implementation, the communication portion 111 a may be a strip-shaped through hole. When the wheel 1 is installed on the vehicle, the communication portion 111 a extends in a direction parallel to the height direction of the vehicle.

[0067] Such a design allows only movement along the height direction of the vehicle to occur when adjusting the relative position of the wheel 1 and the body 2, which can reduce the displacement of the wheel 1 and the body 2 in other directions, thereby reducing the possibility of changes in the distance between the front and rear wheels of the vehicle, resulting in changes in the vehicle's kinematic parameters, and further reducing the possibility of changes in the vehicle's transmission due to the relative displacement of the wheel 1 and the body 2, which is beneficial to improving the vehicle's stability and maneuverability.

[0068] like Figure 2 As shown, in a possible embodiment, the wheel 1 includes a second drive motor 13 , which is mounted on the mounting portion 111 , and is used to drive the main body 11 to rotate.

[0069] The second drive motor 13 serves as a rotational drive device for driving the wheel 1 to rotate and enable the vehicle to travel. Integrating the second drive motor 13 into the wheel 1 improves the modularity of the wheel 1 and makes the structure more compact. At the same time, integrating the second drive motor 13 into the wheel 1 helps save space in the vehicle body 2.

[0070] Based on the wheel 1 involved in the above embodiments, an embodiment of the present application also provides a vehicle, which includes a body 2 and a wheel 1, and the wheel 1 is installed on the body 2, wherein the wheel 1 can be the wheel 1 involved in any of the above embodiments. Since the wheel 1 has the above technical effects, the vehicle including the wheel 1 also has the corresponding technical effects, which will not be repeated here.

[0071] like Figure 5 As shown, in a possible embodiment, the vehicle includes a third drive motor 21, which is installed on the vehicle body 2 and connected to the wheel 1. The third drive motor 21 is a steering motor for driving the wheel 1 to steer to change the direction of travel of the vehicle.

[0072] By arranging the third drive motor 21 on the vehicle body 2 and integrating the first drive motor 12 into the wheel 1, the first drive motor 12 and the third drive motor 21 can be decoupled. When the third drive motor 21 drives the wheel 1 to turn, the possibility of relative displacement between the first drive motor 12 and the wheel 1 can be reduced, so that there is no need to adjust the transmission between the first drive motor 12 and the wheel 1. The first drive motor 12 can only work when the height of the vehicle body 2 needs to be adjusted, reducing the servo state.

[0073] The solution provided by the embodiments of the present application utilizes a first drive motor 12 instead of an active suspension and integrates it into the wheel 1. This improves integration, saves space in the vehicle body 2, and enhances response speed and adjustment range. When the vehicle is a transport vehicle such as an automated guided vehicle, saving space in the vehicle body 2 allows for a larger loading area, improving transportation efficiency. Using a motor instead of an active suspension can simplify the structure and reduce restrictions on the steering angle of the wheel 1. Decoupling the first drive motor 12 from the third drive motor 21 used to drive the steering of the wheel 1 reduces the need for transmission components such as universal joints, thereby increasing the steering angle of the wheel 1 and reducing the possibility of a reduction in the steering angle due to the wheel 1 being restricted by the transmission angle of the transmission components. Compared to active suspension, the use of a motor can increase the adjustment range by more than 50% of the tire 14 diameter, thereby improving the adjustment effect and adapting the vehicle to different road conditions. When the vehicle travels on uneven roads, each wheel 1 can adjust its relative position to the vehicle body 2 according to the road conditions, helping to maintain a stable vehicle body 2, reducing jolts and improving driving stability.

[0074] Through simulation, we can get Figure 6 As shown in the curve graph, the horizontal axis is time and the vertical axis is Euler angle. The curve in the graph is the attitude angle of the vehicle provided in the embodiment of the present application. It can be seen from the graph that the attitude angle of the vehicle using the tire 14 provided in the embodiment of the present application can approach 0° during driving, that is, the vehicle body 2 can maintain a nearly horizontal state, the vehicle has higher stability during driving, and the vehicle body 2 has less bumps.

[0075] By adopting the wheel 1 provided in the embodiment of the present application, a weighted kinematic mass model of the active suspension function can be implemented, decoupling the steering function from the height adjustment function of the vehicle body 2 and improving the vehicle's controllability and integration. Compared to traditional vehicles, the vehicle provided in the embodiment of the present application can form a full kinematic mass model, which can achieve arbitrary velocity vector mass in a plane, thereby reducing or eliminating the turning radius caused by kinematics, thereby reducing energy consumption and improving planning efficiency. In actual use, the steering angle of the wheel 1 can reach 90°, which can achieve lateral movement.

[0076] like Figure 7 As shown in the figure, the vehicle can travel in the direction of the dotted arrow. When turning, the third drive motor 21 drives the wheel 1 to turn to change the vehicle's direction of travel. When the vehicle needs to travel perpendicular to the current direction of travel, conventional vehicles are limited by their structure and the steering angle of the wheels cannot reach 90°. Therefore, there is a turning radius when turning. The vehicle provided in the embodiment of the present application can drive the wheel 1 to turn in the direction of the arrow in the figure. Figure 8 The vehicle can then Figure 8Driving in the direction of the middle dotted arrow can change the driving direction without turning the vehicle body 2, thereby directly changing the driving direction of the vehicle, which is beneficial to reducing or even eliminating the turning radius of the vehicle, thereby reducing the difficulty of path planning, improving path planning and driving efficiency, so that the vehicle can adapt to more complex and narrow road conditions and terrain.

Claims

1. A wheel for mounting on a vehicle body (2), characterized in that: The wheel (1) comprises: A main body (11), the main body (11) including a mounting portion (111); a first drive motor (12), the first drive motor (12) being mounted on the mounting portion (111) and being used for connecting to the vehicle body (2); The first drive motor (12) drives the wheel (1) to move relative to the vehicle body (2) along the height direction of the vehicle body (2).

2. The wheel according to claim 1, characterized in that The main body (11) has a receiving cavity (112), and at least a portion of the first drive motor (12) is located in the receiving cavity (112).

3. The wheel according to claim 2, characterized in that The opening of the accommodating cavity (112) is located on one side of the main body (11) along the axial direction of the wheel (1), and the mounting portion (111) is used to block the opening.

4. The wheel according to claim 3, characterized in that The mounting portion (111) has a connecting portion (111a), and along the axial direction of the wheel (1), the connecting portion (111a) passes through the mounting portion (111); The first drive motor (12) has a main body and a connecting portion (123) connected to each other, the main body is connected to the mounting portion (111), and at least a portion of the connecting portion (123) is connected to the vehicle body (2) through the connecting portion (111a).

5. The wheel according to claim 4, characterized in that The first drive motor (12) is a rocker motor (121), and the connecting portion (123) is rotatable relative to the main body portion, and is used to drive the wheel (1) to move relative to the vehicle body (2) along the height direction of the vehicle body (2).

6. The wheel according to claim 4, characterized in that The first drive motor (12) is a linear motor (122).

7. The wheel according to claim 6, characterized in that The connecting portion (111a) extends radially along the wheel (1), and at least a portion of the first drive motor (12) is capable of moving along the extending direction of the connecting portion (111a) and is used to drive the wheel (1) to move relative to the vehicle body (2) along the height direction of the vehicle body (2).

8. The wheel according to any one of claims 1 to 7, characterized in that The wheel (1) comprises a second drive motor (13), the second drive motor (13) being mounted on the mounting portion (111), and the second drive motor (13) being used to drive the main body (11) to rotate.

9. A vehicle, characterized in that: The vehicle comprises: body (2); A wheel (1), the wheel (1) being mounted on the vehicle body (2); Wherein, the wheel (1) is the wheel (1) according to any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that The vehicle comprises a third drive motor (21), the third drive motor (21) being mounted on the vehicle body (2) and connected to the wheel (1), and the third drive motor (21) being used to drive the wheel (1) to steer.

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