Totally-closed cantilever type hub motor structure assembly for golf trolley

Abstract

The invention relates to the technical field of golf carts, in particular to a fully-closed cantilever type hub motor structure assembly for a golf cart, which comprises an outer hub, a hub frame, a spoke structure, a connecting seat and a motor group, and is characterized in that a clamping hook, a main clamping tooth and an auxiliary clamping tooth are respectively arranged on the surface of a tooth holder; according to the composite hub, the overall weight of a traditional metal hub is reduced through the light motor and hub structure, the weight is reduced by 40%-60% compared with that of an all-metal hub, the whole vehicle is assisted to achieve the light index of 15.5 kg, the motor serves as a driving source, the inner gear ring and the outer gear ring are driven in a gear transmission mode, the mode that a traditional brake pad generates friction force on the local portion to complete braking is improved, and the brake efficiency is improved. The instant locking effect is achieved in a multi-point locking mode, in addition, the bearing capacity of the unique five-clamp five-buckle structure can exceed the torque of a common knurling structure, it is guaranteed that power is still abundant when the electric bicycle runs on a 40-degree abrupt slope, and the situation of missing rotation is avoided; and the device is made of a nylon material, can absorb high-frequency noise and ground vibration caused by gear engagement, and improves the driving texture.

Description

Technical Field

[0001] This invention relates to the field of golf cart technology, and in particular to a fully enclosed cantilever hub motor structure assembly for golf bag carts. Background Technology

[0002] A golf cart, also known as a caddie cart or golf electric cart, is a small, low-speed electric (or fuel-powered) vehicle designed for short-distance transportation of people and equipment within a golf course. It was originally used to help players move between 18 holes, carrying clubs, bags, and other supplies. In current applications, to reduce the overall weight of electric golf carts, the industry has begun to experiment with engineering plastics, such as nylon, to replace aluminum alloys in wheel manufacturing. Due to the insufficient strength and wear resistance of plastics, a metal gear ring is usually embedded in the center to connect the motor. Furthermore, existing connection methods often involve simple press-fitting to achieve an interference fit or surface knurling, and these structural defects may lead to slippage and failure under high torque. When climbing steep slopes or accelerating rapidly, the motor output torque increases. Prolonged use may shorten the lifespan of the motor itself. Furthermore, the friction provided by ordinary knurled structures is insufficient to resist the shearing force generated by rapid running. Traditional motor drives typically use brake pad friction for braking, which is prone to loosening or wear after prolonged vibration, leading to axle wear or motor detachment. Loosening or wear can also cause the metal ring to spin freely within the plastic holes, resulting in loss of wheel power. Pure friction combined with long-term vibration changes can cause loosening, thereby increasing the likelihood of wheel hub failure. To address these issues, the inventors have proposed a fully enclosed cantilevered wheel hub motor structure assembly for golf bag carts to solve the aforementioned technical problems of reducing slippage under torque and avoiding loosening caused by vibration changes. Summary of the Invention

[0003] To overcome the shortcomings mentioned above, the invention aims to provide a technical solution that can solve the above problems.

[0004] A fully enclosed cantilever hub motor structure assembly for golf bag carts includes an outer hub, hub frame, spoke structure, connecting seat, and motor assembly. The spoke structure includes main spokes and secondary spokes. The connecting seat has an inner cavity, and an inner gear ring and an outer gear ring are connected to the inner wall of the cavity. The inner gear ring is composed of several gear seats, and the surfaces of the gear seats are respectively provided with hooks, main locking teeth, and secondary locking teeth. An inner plate is provided in the middle of the inner cavity, and the inner wall of the inner plate is connected with reinforcing ribs. The motor unit includes a rotor structure 23, a stator structure 24, a winding structure 25, and a main shaft 31. The outer side of the stator structure 24 is provided with a mounting ring 26. A permanent magnet 27 is connected to the surface of the mounting ring 26. The permanent magnet 27 is separated from the surface of the rotor structure 23 by a gap. The rotor structure 23 is composed of a number of rotor plates 28 stacked together. A number of winding slots 29 are opened on the surface of the rotor plates 28 for mounting with the winding structure 25. One end of the winding slot 29 is an opening 30, which is flush with the outer surface of the rotor plate 28. The motor unit is installed inside the connecting seat. The improvement in this structure lies in preventing slippage. A five-point locking structure is achieved through embedded metal parts such as the toothed hook, main tooth, and auxiliary tooth in the inner plate and connecting seat. This structure is a rectangular limiting structure evenly distributed around the circumference, which is injection molded on the inner wall of the central shaft hole of the nylon wheel hub. When it needs to be connected to the whole golf cart, a rectangular lug / buckle with a perfectly matched shape is machined on the outer circumference of the corresponding metal inner tooth ring, which meshes with the inner tooth ring. By using this non-circular geometric structure to match, the rotational torque transmitted by the motor is converted into positive pressure on the side wall of the slot. This improves the traditional brake pad transmission method that relies on friction. This structure relies on the meshing of the solid structure to transmit power, which physically reduces or eliminates the phenomenon of slippage and avoids relative rotation between the structures. This composite wheel hub uses a high-strength nylon injection-molded body combined with a metal powder metallurgy / precision-machined internal gear ring, and is fixed by specific geometric interlocking features. The metal gear ring is pre-placed into the mold as an insert, and the nylon material directly wraps the metal part and cools to form; or the metal part is pressed in using a hot pressing process, which further enhances the axial and radial bonding force. The inner disc inside the connecting seat is designed with radial reinforcing ribs, which support the inner disc metal ring around it, disperse stress, and prevent the nylon material from cracking due to excessive stress.

[0005] Furthermore, the outer hub, hub frame, connecting seat, main spokes, and secondary spokes are integrally formed, with the diameter of the main spokes being larger than that of the secondary spokes, and the main spokes located between two adjacent secondary spokes. This arrangement achieves a clear hierarchy of load transfer, optimizing structural efficiency. The main spokes bear the main radial load, driving torque, and impact force, serving as the main load-bearing path. The secondary spokes provide auxiliary support, enhance overall rigidity, and suppress local deformation. The main spokes are placed between two secondary spokes, forming an alternating arrangement that distributes the load along a circumferential gradient, avoiding sudden stress changes. This reduces material redundancy while ensuring strength, achieving a balance between lightweight and high rigidity. Combined with the internal gear ring and hooks, main locking teeth, and secondary locking teeth in the inner cavity, a dual anti-slip mechanism of mechanical locking and structural torsional resistance is achieved, improving overall high-speed operation stability and reducing noise, vibration, and acoustic roughness.

[0006] Furthermore, the inner disc has a concave structure, and its surface is a smooth, mating surface with radial reinforcing ribs. The concave structure enhances axial positioning and resistance to dislodgement. The concave structure forms a bowl-shaped or basin-shaped cavity that can enclose and limit external drive shafts, motor rotors, gear shafts, and other connecting parts, preventing the embedded components from dislodging or loosening axially under high torque or impact loads, thus improving connection reliability. Compared to planar or convex structures, the concave curved surface can distribute concentrated loads throughout the disc, reducing stress peaks in the transition area between the connecting seat and the inner disc, and lowering the risk of fatigue cracking. The smooth mating surface ensures full contact with the mating parts. When the smooth mating surface is mated with external transmission components such as motor end covers and flanges, it achieves a stepless, burr-free, and localized protrusion-free surface-to-surface fit, increasing the friction contact area and improving torsional and anti-slip capabilities. The radial structure of the reinforcing ribs can efficiently transmit radial and circumferential loads. The radial ribs extend from the center of the inner disc to the outer hub and are arranged along the principal stress flow path. When subjected to torque, bending moment or centrifugal force, they can directly transmit the load from the central connection area to the outer hub, increase the moment of inertia of the inner disc section, suppress the torsional deformation of the inner disc under high torque, and at the same time play a centering role to ensure that the internal gear ring and the external gear maintain precise meshing and prevent slippage or tooth breakage caused by deformation.

[0007] Furthermore, the hook, main hook tooth, and auxiliary hook tooth are integrally formed with the tooth base, and the tooth base is arranged in a ring on the surface of the inner cavity. The hook, main hook tooth, auxiliary hook tooth and tooth base are not welded, riveted or bolted, and are all integrally formed by die casting, injection molding or machining. This avoids the failure caused by fretting wear, fatigue loosening or stress concentration in traditional split structures. The molding process makes the overall rigidity high and reduces the occurrence of relative displacement under high torque and high frequency vibration conditions, ensuring long-term anti-slip performance. The axial locking mechanism of the hook prevents disengagement and locks the axial displacement of the mating parts. The thickness of the main locking tooth is higher than that of the hook and the secondary locking tooth, bearing the main circumferential torque force. The secondary locking tooth plays a role in auxiliary force transmission and suppressing micro-slippage to share the load and increase redundancy. The continuous ring-shaped distribution structure forms a closed stress ring, which is not prone to crack propagation under impact load. The difference in step height or angle between the main and secondary locking teeth can act as a stress buffer for this design structure, extending the service life of the structure.

[0008] Furthermore, the outer hub surface is provided with a tire, and the tire surface is provided with a number of anti-slip grooves to increase friction. The anti-slip grooves are arranged in a spaced-out structure. The anti-slip grooves form a micro-texture, which increases the effective friction coefficient of the outer hub surface. The spaced-out arrangement of the anti-slip grooves is arranged on the left and right sides of the outer hub surface. The smooth surface on the left side is filled by the anti-slip grooves on the right side, reducing the occurrence of slippage on a single plane or in a local area. If continuous annular grooves or dense grooves are used, the outer hub wall thickness will be severely weakened, forming a stress concentration source. The spaced-out arrangement can provide friction function while retaining a sufficient solid support area, so that the load is evenly transferred through the ungrooved area, improving the fatigue resistance and impact resistance of the hub.

[0009] Furthermore, the hooks, main teeth, and secondary teeth are all rectangular limiting structures evenly distributed along the circumference, with five hooks and five main teeth each, and the rest being secondary teeth; Each hook and main tooth is evenly distributed around the circumference at 72° intervals, forming a five-fold rotationally symmetrical structure. The high symmetrical mass distribution of the hooks and main teeth avoids centrifugal imbalance forces during rotation, effectively reducing vibration, noise, and bearing wear at high speeds and improving stability. The hooks, main teeth, and auxiliary teeth form a rectangular limiting structure, which features straight edges, a large contact area, and no risk of slippage on inclined surfaces. The rectangular outline of the main teeth can form a surface-to-surface fit with external transmission components, eliminating the wedging effect when transmitting torque and providing strong impact resistance. The number of auxiliary teeth exceeds that of the hooks and main teeth, and their dense distribution can suppress high-frequency micro-movements and prevent loosening.

[0010] Furthermore, a damping groove is provided in the middle of the main wheel spoke, and a support member is provided on the inner surface of the damping groove. The connection between the support member and the damping groove is W-shaped, and the damping groove and the support member are integrally formed. The W-shaped geometric configuration is similar to a wave-shaped or double-groove structure, which has high flexibility and controllable stiffness. When subjected to impact or alternating loads, the W-shaped area can undergo controllable bending and rebound to absorb vibration energy. Compared with straight walls or U-shaped grooves, the W-shaped structure can provide higher strain tolerance under the same material, avoiding plastic deformation. The integrally formed structure avoids the early failure caused by interface loosening, fretting wear or stress concentration of traditional split structures. It not only disperses concentrated stress into multi-point support reaction forces, but also avoids the propagation of a single crack source, effectively extending the service life of the wheel spoke under impact, bump, and emergency braking conditions.

[0011] Furthermore, a protective plate is installed on the surface of one end of the connecting seat. The protective plate is connected to the connecting seat through locking members, which are arranged in a rectangular pattern. The protective plate serves to seal the inner cavity and protect the internal toothed ring, hooks, reinforcing ribs, and other structures. The rectangular arrangement of locking members ensures that the protective plate is subjected to balanced force, thereby fixing the protective plate and effectively preventing foreign objects from entering the inner cavity through the protective plate.

[0012] Furthermore, a motor base 32 is connected to the surface of the main shaft 31. The surface of the motor base 32 is provided with a machine platform 33 and a fixed shaft 34. The fixed shafts 34 are arranged in a triangular pattern on the surface of the motor base 32. A transmission gear 35 is installed on the surface of each fixed shaft 34. The surface of the main shaft 31 is provided with a rotating gear 36 that is paired with the transmission gear 35 for transmission.

[0013] Furthermore, the surface of the main shaft 31 is connected with a plurality of bearings 37 for assisting rolling, and a keyway 38 is provided in the middle of the main shaft 31, the keyway 38 having a groove structure.

[0014] Compared with the prior art, the beneficial effects of the present invention are: 1. The use of lightweight motor and wheel hub structure reduces the overall weight of traditional metal wheel hubs, reducing weight by 40%-60% compared to all-metal wheel hubs, helping the whole vehicle achieve a light weight of 15.5kg, while maintaining metal-level transmission strength. At the same time, the tooth seat, hook, main tooth and auxiliary tooth in the internal gear ring reduce slippage and improve the braking effect of traditional friction-based braking. 2. The unique 5-clamp 5-buckle structure can withstand more torque than ordinary knurled structures, ensuring sufficient power even when driving on a 40-degree steep slope and preventing loss of rotation. 3. This composite wheel hub is made of nylon material. Nylon material has natural damping properties. Compared with metal wheel hubs, it can absorb high-frequency noise from gear meshing and ground vibration, thus improving the driving experience. 4. This structure uses an electric motor as the driving source and drives the internal / external gear ring through gear transmission. It improves the traditional method of braking by generating local friction force through brake pads and uses a multi-point locking method to achieve instantaneous locking effect. Attached Figure Description

[0015] Figure 1 This is a three-dimensional view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 2 This is a front view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart. Figure 3 This is a right view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 4 This is a three-dimensional view of the outer hub of a fully enclosed cantilever hub motor structure assembly for a golf bag cart. Figure 5 This is an axial view of the outer hub in a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 6This is a partial enlarged view of the spoke structure in a fully enclosed cantilever hub motor assembly for a golf bag vehicle. Figure 7 This is a partial enlarged view of the internal gear ring in a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 8 This is another enlarged view of the internal gear ring in a fully enclosed cantilever hub motor structure assembly for a golf bag cart. Figure 9 This is a partial exploded view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 10 This is a three-dimensional view of the external gear ring in a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 11 This is a partial structural diagram of a fully enclosed cantilever hub motor assembly for a golf bag cart; Figure 12 This is an exploded view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 13 Another exploded view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 14 yes Figure 12 A magnified schematic diagram of a local structure; Figure 15 This is another exploded view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart. Figure 16 This is another partially exploded view of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 17 This is an exploded view of the motor unit in a fully enclosed cantilever hub motor structure assembly for a golf bag vehicle. Figure 18 This is a three-dimensional view of the motor unit in a fully enclosed cantilever hub motor structure assembly for a golf bag vehicle; Figure 19 This is an axial view of the motor unit in a fully enclosed cantilever hub motor structure assembly for a golf bag cart. Figure 20 This is an internal schematic diagram of a fully enclosed cantilever hub motor structure assembly for a golf bag cart. Figure 21 This is another internal schematic diagram of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; Figure 22 This is a schematic diagram of the transmission gear of a fully enclosed cantilever hub motor structure assembly for a golf bag cart; In the diagram: Outer hub-1, hub frame-2, connecting seat-3, main spoke-4, secondary spoke-5, inner cavity-6, internal gear ring-7, gear seat-8, hook-9, main locking tooth-10, secondary locking tooth-11, inner disc-12, contact surface-13, reinforcing rib-14, anti-slip groove-15, shock absorption groove-16, support component-17, protective plate-18, locking component-19, outer gear ring-20, groove-2 1. Tire - 22. Rotor structure - 23. Stator structure - 24. Winding structure - 25. Mounting ring - 26. Permanent magnet - 27. Rotor laminations - 28. Winding groove - 29. Opening - 30. Main shaft - 31. Motor base - 32. Machine base - 33. Fixed shaft - 34. Transmission gear - 35. Rotating gear - 36. Bearing - 37. Keyway - 38. Limiting plate - 39. Limiting ring - 40. Detailed Implementation

[0016] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0017] For this embodiment, please refer to Figures 1-22 The specific implementation of this invention is a fully enclosed cantilever hub motor structure assembly for a golf bag cart, including an outer hub 1, a hub frame 2, a spoke structure, a connecting seat 3, and a motor assembly. The spoke structure includes a main spoke 4 and a secondary spoke 5. The connecting seat 3 has an inner cavity 6 inside. The inner wall of the inner cavity 6 is connected to an inner gear ring 7 and an outer gear ring 20. The inner gear ring 7 is composed of several gear seats 8. The surface of the gear seats 8 is provided with hooks 9, main locking teeth 10, and secondary locking teeth 11. The middle of the inner cavity 6 is provided with an inner plate 12. The inner wall of the inner plate 12 is connected with reinforcing ribs 14. The outer side of the outer gear ring 20 is provided with several grooves 21 that are installed with the hooks 9 / main locking teeth 10. The motor unit includes a rotor structure 23, a stator structure 24, a winding structure 25, and a main shaft 31. The outer side of the stator structure 24 is provided with a mounting ring 26. A permanent magnet 27 is connected to the surface of the mounting ring 26. The permanent magnet 27 is separated from the surface of the rotor structure 23 by a gap. The permanent magnet 27 is a neodymium iron boron magnet. The rotor structure 23 is composed of several rotor plates 28 stacked together. Several winding slots 29 are opened on the surface of the rotor plates 28 for mounting with the winding structure 25. One end of the winding slot 29 is an opening 30, which is flush with the outer surface of the rotor plate 28. The motor unit is installed inside the connecting seat. The spokes are arranged in a cross pattern, which makes the main spokes 4 and the secondary spokes symmetrically distributed in the circumferential direction. The force path is the shortest and symmetrical. When the vehicle is subjected to vertical load, lateral force or torque, the load can be evenly transmitted to the hub center connecting seat 3 through the four spokes, avoiding local stress concentration and reducing the risk of cracking at the spoke root. The improvement in this structure lies in preventing slippage. A five-point locking structure is achieved through embedded metal parts such as the inner plate 12, the toothed seat 8 and hook 9 in the connecting seat 3, the main locking tooth 10, and the secondary locking tooth 11. This structure consists of five rectangular limiting structures evenly distributed around the circumference, which are injection molded on the inner wall of the central shaft hole of the nylon wheel hub. When it is necessary to connect with the golf cart as a whole, five rectangular lugs / buckles with perfectly matching shapes are machined on the outer circumference of the corresponding metal inner gear ring, which mesh with the inner gear ring 7. By using this non-circular geometric structure to cooperate, the rotational torque transmitted by the motor is converted into positive pressure on the side wall of the slot. This improves the traditional brake pad transmission method that relies on friction. This structure relies on the meshing of the solid structure to transmit power, which physically reduces or eliminates the phenomenon of slippage and avoids relative rotation between the structures. When the driving torque is transmitted to the wheel hub, the cross spokes can efficiently resist shear deformation, ensuring stable meshing between the internal gear ring 7 and external transmission components such as the motor shaft gear, preventing tooth surface wear or disengagement caused by micro-slippage. Together with the hook 9, main locking tooth 10 and secondary locking tooth 11 on the internal gear ring 7, a dual anti-slip setting of mechanical interlocking and structural anti-torsion is achieved. The symmetry of the cross spokes provides radial support for the inner disc 12. During injection molding or die casting composite molding, the spokes can serve as a positioning reference for the metal frame, preventing the inner disc 12 from being eccentric or tilted, ensuring high concentricity of the internal gear ring 7 in the inner cavity 6, smooth meshing with the external transmission gear, reducing noise and wear. Furthermore, the cross arrangement allows for a larger hollow area while ensuring strength. When applied to the electric vehicle wheel hub motor, this is beneficial for heat dissipation of the braking system, reducing overall weight / lightweighting while maintaining high rigidity. The composite hub of this structure adopts a high-strength nylon injection-molded body combined with a metal powder metallurgy / precision-machined internal gear ring, and is fixed by specific geometric interlocking features; the metal gear ring is pre-placed into the mold as an insert, and the nylon material directly wraps the metal part and cools to form; or the metal part is pressed in by hot pressing process, which further enhances the axial and radial bonding force. The inner plate 12 inside the connecting seat 3 is designed with radial reinforcing ribs 14, which support the metal ring of the inner plate 12, disperse stress, and prevent the nylon material from cracking due to excessive force; When the rotor runs in an alternating magnetic field, if a single piece of magnetic material is used, a large range of eddy currents will be generated due to electromagnetic induction, resulting in energy loss in the form of heat. The rotor plate 28 is a thin silicon steel sheet. The structure of this motor divides the rotor into multiple thin silicon steel sheets and stacks them insulated from each other. Each sheet is coated with an insulating oxide film or insulating varnish to form a high-resistance interface, cutting off the large-scale eddy current path and confining the eddy currents within a single sheet, thus significantly reducing eddy current losses by 60%–80%. Its motor has a lower temperature rise and higher energy efficiency, making it suitable for the frequent start-stop and low-speed, high-torque conditions of golf carts. Silicon steel itself has a narrow hysteresis loop and low energy loss during magnetization / demagnetization. Stacking it ensures that the magnetic flux flows along the preferred direction of the material, further reducing hysteresis loss. Compared with cast iron or ordinary steel plate rotors, the overall iron loss of eddy currents / hysteresis is reduced. In addition, the tiny gaps between rotor plates 28 form internal microchannels, which facilitates heat conduction from the windings and iron core to the outside. The stacked structure increases the effective heat dissipation surface area. In the fully enclosed hub structure, the metal shell of the connecting seat 3 and the heat conduction path of the reinforcing rib 14 can achieve a more uniform temperature distribution, avoiding local overheating that could lead to demagnetization of the permanent magnet or aging of the winding insulation. This structure improves upon the possibility of vibration caused by magnetostriction and unbalanced magnetic pull in an alternating magnetic field in a solid rotor. The use of a segmented stacked structure provides internal damping, and the micro-friction between the segments dissipates vibration energy, breaking structural continuity and preventing the excitation of low-order modal resonances. For the Golf car scenario, which prioritizes a quiet operating experience, this reduces running noise. The winding slots 29 and openings 30 are integrally formed during the lamination stage, with consistent slot shapes, facilitating automated winding. The design of openings 30 being flush with the outer surface of the rotor laminations allows the winding structure 25 to be directly inserted into the winding slots 29 from the radial outside, eliminating the need for complex threading processes and improving assembly efficiency. Given the limited radial and axial space inside the Golf wheel hub, the stacked rotor allows for flexible adjustment of the axial stack thickness to match power requirements without altering the outer diameter. Furthermore, the silicon steel sheet stacked structure is lighter than a solid metal rotor, helping to reduce unsprung mass and improve vehicle handling stability and energy consumption.

[0018] The outer hub 1, hub frame 2, connecting seat 3, main spokes 4, and secondary spokes 5 are integrally formed. The diameter of the main spokes 4 is larger than that of the secondary spokes 5, and the main spokes 4 are located between two adjacent secondary spokes 5. This arrangement achieves a clear distinction between primary and secondary loads and optimizes structural efficiency. The main spokes 4 bear the main radial load, driving torque, and impact force, serving as the main load-bearing path. The secondary spokes 5 provide auxiliary support, enhance overall rigidity, and suppress local deformation. The main spokes are placed between the two secondary spokes, forming an alternating arrangement that distributes the load along a circumferential gradient, avoiding sudden stress changes. While ensuring strength, it reduces material redundancy, achieving a balance between lightweight and high rigidity. In conjunction with the internal gear ring 7, hooks 9, main locking teeth 10, and secondary locking teeth 11 in the inner cavity 6, a dual anti-slip mechanism of mechanical locking and structural anti-torsion is achieved, which improves the overall high-speed operation stability and reduces noise, vibration, and acoustic roughness.

[0019] The inner disc 12 has a concave structure, and its surface is a smooth mating surface 13. The reinforcing ribs 14 have a radial structure. The concave structure of the inner disc 12 can enhance axial positioning and anti-dislodgement capabilities. The concave structure forms a bowl-shaped or basin-shaped cavity, which can wrap and limit external transmission shafts or motor rotors, gear shafts, and other connecting parts, preventing the embedded parts from dislodging or loosening axially under high torque or impact loads, thus improving connection reliability. Compared with flat or convex structures, the concave curved surface can distribute concentrated loads to the entire disc body, reducing the stress peak in the transition area between the connecting seat 3 and the inner disc 12, and reducing the risk of fatigue cracking. The smooth mating surface 13 can ensure full contact with the mating parts. When the smooth mating surface 13 is mated with external transmission parts such as motor end caps and flanges, it can achieve stepless, burrless, and local protrusion-free mating, increasing the friction contact area and improving anti-torsion and anti-slip capabilities. The radial structure of the reinforcing rib 14 can efficiently transmit radial and circumferential loads. Its radial shape extends from the center of the inner disk 12 to the outer hub and is arranged along the main stress flow path. When subjected to torque, bending moment or centrifugal force, it can directly transmit the load from the central connection area to the outer hub 1, increase the moment of inertia of the inner disk 12, suppress the torsional deformation of the inner disk 12 under high torque, and at the same time play a centering role to ensure that the internal gear ring 7 and the external gear maintain precise meshing and prevent slippage or tooth breakage caused by deformation.

[0020] The hook 9, main locking tooth 10, and auxiliary locking tooth 11 are integrally formed with the tooth base 8, and the tooth base 8 is arranged in a ring on the surface of the inner cavity 6. The hook 9, main locking tooth 10, auxiliary locking tooth 11 and tooth base 8 are not welded, riveted, or bolted, and are all integrally formed by die casting, injection molding or machining. This avoids the failure caused by fretting wear, fatigue loosening or stress concentration in traditional split structures. The molding process makes the overall rigidity high, reduces the occurrence of relative displacement under high torque and high frequency vibration conditions, and ensures long-term anti-slip performance. The hook 9 provides axial limiting to prevent disengagement and lock the axial displacement of the mating parts. The thickness of the main locking tooth 10 is higher than that of the hook 9 and the secondary locking tooth 11, bearing the main circumferential torque force. The secondary locking tooth 11 plays a role in auxiliary force transmission and suppressing micro-slippage to share the load and improve redundancy. The continuous ring-shaped distribution structure forms a closed stress ring, which is not easy to generate crack propagation under impact load. The difference in step height or angle between the main and secondary locking teeth can act as a stress buffer for this design structure, extending the service life of the structure.

[0021] The outer hub 1 is provided with a tire 22 on its surface. The surface of the tire 22 is provided with a plurality of anti-slip grooves 15 for increasing friction. The anti-slip grooves 15 are arranged at intervals. The anti-slip grooves 15 form a micro-texture, which increases the effective friction coefficient of the outer hub 1 surface. The anti-slip grooves 15 are arranged at intervals on the left and right sides of the outer hub 1 surface. The smooth surface on the left side is filled by the anti-slip grooves 15 provided on the right side, which reduces the occurrence of slippage on a single plane or in a local area. If continuous annular grooves or dense grooves are used, the wall thickness of the outer hub 1 will be severely weakened, forming a stress concentration source. The interval arrangement can provide friction function while retaining a sufficient solid support area, so that the load is evenly transmitted through the ungrooved area, improving the fatigue resistance and impact resistance of the hub.

[0022] The hooks 9, main teeth 10, and auxiliary teeth 11 are all rectangular limiting structures evenly distributed along the circumference. There are 5 hooks 9 and 5 main teeth 10, with the remainder being auxiliary teeth 11. The 5 hooks 9 and 5 main teeth 10 are evenly distributed along the circumference at 72° intervals, forming a five-fold rotationally symmetrical structure. The mass distribution of the hooks 9 and main teeth 10 is highly symmetrical, avoiding centrifugal unbalanced forces during rotation, effectively reducing vibration, noise, and bearing wear under high-speed operation, and improving stability. The rectangular limiting structure formed by the hooks 9, main teeth 10, and auxiliary teeth 11 has the characteristics of straight edges, large contact area, and no risk of inclined surface slippage. The rectangular outline of the main teeth 10 can form a surface-to-surface fit with the external transmission components, without wedging effect when transmitting torque, and plays a role in strong impact resistance. The number of auxiliary teeth 11 is greater than that of the hooks 9 and main teeth 10, and their dense distribution can suppress high-frequency micro-movements and prevent loosening.

[0023] The main wheel spoke 4 has a damping groove 16 in the middle, and a support member 17 is provided on the inner surface of the damping groove 16. The connection between the support member 17 and the damping groove 16 is W-shaped, and the damping groove 16 and the support member 17 are integrally formed. The W-shaped geometric configuration is similar to a wave-shaped or double-groove structure, which has high flexibility and controllable stiffness. When subjected to impact or alternating loads, the W-shaped area can undergo controllable bending and rebound to absorb vibration energy. Compared with straight walls or U-shaped grooves, the W-shaped structure can provide higher strain tolerance under the same material, avoiding plastic deformation. The integrally formed structure avoids the early failure caused by interface loosening, fretting wear or stress concentration of traditional split structures. It not only disperses concentrated stress into multi-point support reaction forces, but also avoids the propagation of a single crack source, effectively extending the service life of the wheel spokes under impact, bump, and emergency braking conditions.

[0024] A protective plate 18 is installed on the surface of one end of the connecting seat 3. The protective plate 18 is connected to the connecting seat 3 through locking members 19, which are arranged in a rectangular pattern. The protective plate 18 serves to seal the inner cavity 6 and protect the internal toothed ring 7, hook 9, reinforcing rib 14, and other structures. The rectangular arrangement of the locking members 14 ensures that the protective plate 18 is subjected to balanced force, thereby fixing the protective plate 18 and effectively preventing foreign objects from entering the inner cavity 6 through the protective plate 18.

[0025] The surface of the main shaft 31 is connected to a motor base 32. The surface of the motor base 32 is respectively provided with a machine platform 33 and a fixed shaft 34. The surface of the machine platform 33 is connected to a limiting plate 39 and a limiting ring 40 for limiting the position of the machine platform 33. The fixed shafts 34 are arranged in a triangular pattern on the surface of the motor base 32. The surface of each fixed shaft 34 is equipped with a transmission gear 35. The surface of the main shaft 31 is provided with a rotating gear 36 that is paired with the transmission gear 35 for transmission. The transmission method of this structure is gear transmission. When the motor unit is connected to the power supply and generates driving force, the rotor structure 23 drives the main shaft 31 and the rotating gear 36 to rotate under the influence of the alternating magnetic field. When the rotating gear 36 moves, it drives the transmission gear 35 to mesh with the teeth of the outer gear ring 20, thereby causing the outer gear ring 20 to drive the inner gear ring 7 to move.

[0026] The surface of the main shaft 31 is connected to several bearings 37 for auxiliary rolling. A keyway 38 is provided in the middle of the main shaft 31. The keyway 38 has a groove structure. When the motor outputs torque, the key is embedded in the keyway 38 of the main shaft and the corresponding keyway of the mating part to form a mechanical interlock. The groove structure ensures that the key does not move axially or come out radially when subjected to circumferential force, thereby preventing slippage or fretting wear between the main shaft and the mating part.

[0027] The key design features of this invention are: the use of a lightweight motor and wheel hub structure to reduce the overall weight of traditional metal wheels, achieving a 40%-60% weight reduction compared to all-metal wheels, helping the vehicle achieve a lightweight designation of 15.5kg while maintaining metal-level transmission strength. Furthermore, the tooth seat 8, hook 9, main tooth 10, and secondary tooth 11 in the internal gear ring 7 reduce slippage and improve the braking effect of traditional friction-based braking. In addition, the unique 5-clamp, 5-buckle structure can withstand torque exceeding that of ordinary knurled structures, ensuring ample power even on a 40-degree steep slope and preventing loss of rotation. This composite wheel hub is made of nylon material, which has natural damping properties and, compared to metal wheels, can absorb high-frequency noise from gear meshing and ground vibrations, improving the driving experience.

[0028] The operation process of this invention is as follows: When it is necessary to connect with the golf cart as a whole, a rectangular lug / buckle that perfectly matches the shape of the inner gear ring 7 of this structure is machined on the outer circumferential surface of the corresponding metal inner gear ring of the golf cart as a whole. It meshes with the inner gear ring 7 and adopts a 5-clamp 5-buckle meshing structure to achieve the effect of gear transmission and the effect of preventing slippage through meshing.

[0029] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the inventive concept, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A fully enclosed cantilevered hub motor structure assembly for golf bag carts, comprising an outer hub, hub frame, spoke structure, connecting seat, and motor assembly, wherein the spoke structure includes main spokes and secondary spokes, characterized in that: The connector has an inner cavity, and the inner wall of the inner cavity is connected to an inner gear ring and an outer gear ring. The inner gear ring is composed of several gear seats, and the surface of the gear seats is provided with hooks, main locking teeth and auxiliary locking teeth respectively. The inner plate is provided in the middle of the inner cavity, and the inner wall of the inner plate is connected with reinforcing ribs. The motor unit includes a rotor structure 23, a stator structure 24, a winding structure 25, and a main shaft 31. The outer side of the stator structure 24 is provided with a mounting ring 26, and a permanent magnet 27 is connected to the surface of the mounting ring 26. The rotor structure 23 is composed of several rotor plates 28 stacked together. Several winding slots 29 are opened on the surface of the rotor plates 28 for mounting with the winding structure 25. One end of the winding slot 29 is an opening 30, which is flush with the outer surface of the rotor plate 28.

2. The fully enclosed cantilever hub motor structure assembly for a golf bag cart according to claim 1, characterized in that: The outer hub, hub frame, connecting seat, main spokes and secondary spokes are integrally formed, the diameter of the main spokes is larger than that of the secondary spokes, and the main spokes are located between two adjacent secondary spokes.

3. The fully enclosed cantilever hub motor structure assembly for a golf bag cart according to claim 1, characterized in that: The inner disc has a concave structure, the surface of the inner disc is a smooth, fitted surface, and the reinforcing ribs have a radial structure.

4. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: The hook, main locking tooth, and auxiliary locking tooth are integrally formed with the tooth base, and the tooth base is arranged in a ring on the surface of the inner cavity.

5. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: The outer hub is provided with a tire, and the tire surface is provided with a number of anti-slip grooves to increase friction. The anti-slip grooves are arranged in a spaced-out structure.

6. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: The hook, main locking teeth, and auxiliary locking teeth are all rectangular limiting structures evenly distributed along the circumference.

7. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: A damping groove is provided in the middle of the main wheel spoke, and a support member is provided on the inner surface of the damping groove. The connection between the support member and the damping groove is W-shaped.

8. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: A protective plate is installed on the surface of one end of the connector, and the protective plate is connected to the connector by a locking device.

9. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: The surface of the main shaft 31 is connected to a motor base 32. The surface of the motor base 32 is provided with a machine platform 33 and a fixed shaft 34. The fixed shafts 34 are arranged in a triangular pattern on the surface of the motor base 32. The surface of each fixed shaft 34 is equipped with a transmission gear 35. The surface of the main shaft 31 is provided with a rotating gear 36 that is paired with the transmission gear 35 for transmission.

10. A fully enclosed cantilever hub motor structure assembly for a golf bag cart according to any one of claims 1-3, characterized in that: The surface of the main shaft 31 is connected to several bearings 37 for auxiliary rolling, and a keyway 38 is provided in the middle of the main shaft 31. The keyway 38 has a groove structure.

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