Wheel hub motor and vehicle

Abstract

The utility model discloses a wheel hub motor and a vehicle, which relates to the field of wheel hub motors. The technical scheme includes a motor shaft, a wheel hub, a movement assembly, a one-way planetary gear mechanism, a kinetic energy recovery mechanism and a vehicle locking mechanism; the one-way planetary gear mechanism includes a clutch inner ring, a clutch outer ring, a planetary gear carried on the clutch outer ring, a sun gear connected to the movement mechanism and a gear ring connected to the wheel hub; the kinetic energy recovery mechanism includes a first clutch member fixedly arranged on the end face of the clutch outer ring, a second clutch member slidably sleeved on the motor shaft and a first drive assembly acting on the second clutch member; the vehicle locking mechanism includes a lock tongue and a second drive assembly acting on the lock tongue; the inner end face or inner side wall of the wheel hub is provided with a locking hole matched with the lock tongue. The utility model can realize the kinetic energy recovery function and the vehicle locking function respectively, and the kinetic energy recovery mechanism and the vehicle locking mechanism are integrated in the design, which can simplify the structure and facilitate the layout.

Description

Technical Field

[0001] The utility model relates to the field of wheel hub motors, and more specifically, to a wheel hub motor and a vehicle. Background Art

[0002] A clutch mechanism is usually provided between the movement assembly and the wheel hub of the hub motor. When the vehicle is moving forward, the torque of the movement assembly is transmitted to the wheel hub through the clutch mechanism. When the vehicle is coasting, the torque of the wheel hub cannot be transmitted to the movement assembly through the clutch mechanism.

[0003] A riding vehicle often has excess kinetic energy when coasting, such as when coasting downhill, but existing hub motors cannot achieve kinetic energy recovery. Utility Model Content

[0004] In view of the shortcomings of the prior art, one of the purposes of the present invention is to provide a hub motor, which can realize the kinetic energy recovery function and the vehicle locking function respectively, and the kinetic energy recovery mechanism and the vehicle locking mechanism are integrated into a design, which can simplify the structure and facilitate layout.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] A hub motor comprises a motor shaft, a wheel hub, a movement assembly and a one-way planetary gear mechanism arranged between the movement assembly and the wheel hub; the one-way planetary gear mechanism comprises a clutch inner ring fixedly sleeved on the motor shaft, a clutch outer ring sleeved on the clutch inner ring, a planetary gear carried on the clutch outer ring, a sun gear connected to the movement assembly and a gear ring connected to the wheel hub;

[0007] The wheel hub motor further comprises a kinetic energy recovery mechanism; the kinetic energy recovery mechanism comprises a first clutch member fixedly arranged on the end surface of the clutch outer ring, a second clutch member slidably sleeved on the motor shaft, and a first drive assembly acting on the second clutch member;

[0008] The first driving assembly is used to drive the second clutch member to separate from or engage with the first clutch member; when the second clutch member is engaged with the first clutch member, the clutch outer ring is fixed relative to the motor shaft.

[0009] Further, the first clutch member and the second clutch member are respectively a first friction plate and a second friction plate; or, the first clutch member and the second clutch member are respectively a first face gear and a second face gear.

[0010] Furthermore, a circumferential limiting structure and an axial limiting structure are respectively arranged between the second clutch member and the motor shaft; the circumferential limiting structure is used to limit the rotation of the second clutch member, and the axial limiting structure is used to limit the displacement stroke of the second clutch member.

[0011] Furthermore, a first elastic transmission member is provided between the first driving assembly and the second clutch member; the driving force of the first driving assembly is transmitted to the second clutch member via the first elastic transmission member.

[0012] Furthermore, the first driving assembly includes a fixing bracket fixedly sleeved on the motor shaft, a first driving unit arranged on the fixing bracket, and a transmission assembly arranged between the first driving unit and the second clutch member.

[0013] Furthermore, the transmission assembly includes a rack and pinion assembly, a worm gear assembly or a connecting rod assembly.

[0014] Furthermore, the wheel hub motor also includes a locking mechanism arranged between the fixing bracket and the wheel hub.

[0015] Furthermore, the vehicle locking mechanism includes a locking tongue and a second driving component acting on the locking tongue; the inner end surface or inner side wall of the wheel hub is provided with a locking hole cooperating with the locking tongue; the second driving component is used to drive the locking tongue to engage or separate with the locking hole.

[0016] Furthermore, a second elastic transmission member is provided between the second driving assembly and the locking tongue, and the driving force of the second driving assembly is transmitted to the locking tongue via the second elastic transmission member.

[0017] Another object of the present invention is to provide a vehicle, which comprises the above-mentioned wheel hub motor.

[0018] In summary, the utility model has the following beneficial effects:

[0019] 1. When gliding downhill, the outer ring of the clutch is locked through the kinetic energy recovery mechanism, so that the torque of the wheel hub can be transmitted to the movement assembly to generate electricity, thereby extending the battery life;

[0020] 2. When parking, the wheel hub is locked through the locking mechanism, so that the wheel hub cannot rotate, thus locking the car and preventing loss;

[0021] 3. Use a fixed bracket to simultaneously support the kinetic energy recovery mechanism and the vehicle locking mechanism to achieve an integrated design of the two mechanisms. This can simplify the structure, optimize the axial size, and facilitate layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 The structure of the hub motor in Example 1 is shown in FIG. Figure 1 ;

[0023] Figure 2 The structure of the hub motor in Example 1 is shown in FIG. Figure 2 ;

[0024] Figure 3The structure of the hub motor in Example 1 is shown in FIG. Figure 3 .

[0025] In the figure: 1, motor shaft; 2, wheel hub; 21, locking hole; 3, stator; 4, rotor; 51, clutch inner ring; 52, clutch outer ring; 53, planetary shaft; 54, planetary gear; 55, sun gear; 56, ring gear; 61, first clutch member; 62, second clutch member; 63, fixing bracket; 64, transmission assembly; 65, locking tongue. DETAILED DESCRIPTION

[0026] The utility model is further described in detail below in conjunction with the accompanying drawings.

[0027] This specific embodiment is merely an explanation of the present invention and is not a limitation of the present invention. After reading this specification, those skilled in the art may make non-creative modifications to the present embodiment as needed, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention. Embodiment 1:

[0028] A wheel hub motor, referring to Figures 1 to 3 , which includes a motor shaft 1, a wheel hub 2, a movement assembly, and a one-way planetary gear mechanism arranged between the movement assembly and the wheel hub 2; the movement assembly includes a stator 3 fixedly sleeved on the motor shaft 1, and a rotor 4 rollingly supported on the motor shaft 1; the one-way planetary gear mechanism includes a clutch inner ring 51 fixedly sleeved on the motor shaft 1, a clutch outer ring 52 sleeved on the clutch inner ring 51, a clutch member (not shown in the drawings) arranged between the clutch inner ring 51 and the clutch outer ring 52, a planetary shaft 53 carried on the clutch outer ring 52, and a planetary shaft 53 rollingly supported on the planetary shaft 53. The planetary gear 54, the sun gear 55 connected to the rotor 4 and the ring gear 56 connected to the wheel hub 2; wherein the planetary gear 54 is meshed with the sun gear 55 and the ring gear 56 respectively; when the wheel hub motor is working to drive the vehicle forward, the torque of the rotor 4 is transmitted to the wheel hub 2 via the sun gear 55, the planetary gear 54 and the ring gear 56, and the clutch outer ring 52 is fixed relative to the motor shaft 1 under the restriction of the clutch; when the vehicle is gliding, the torque of the wheel hub 2 is transmitted to the planetary gear 54 via the ring gear 56, and at this time the clutch outer ring 52 can rotate, and the torque cannot be transmitted to the sun gear 55 and the rotor 4.

[0029] Reference Figures 1 to 3Preferably, the wheel hub motor in this embodiment also includes a kinetic energy recovery mechanism; the kinetic energy recovery mechanism includes a first clutch 61 fixedly arranged on the end surface of the clutch outer ring 52, a second clutch 62 slidably mounted on the motor shaft 1, and a first drive assembly acting on the second clutch 62; the first drive assembly is used to drive the second clutch 62 to separate or engage with the first clutch 61; when the vehicle moves forward, the second clutch 62 and the first clutch 61 are in a separated state; when the vehicle is gliding, the second clutch 62 can be selected to engage with the first clutch 61, so that the clutch outer ring 52 is fixed relative to the motor shaft 1, and the torque of the wheel hub 2 can be transmitted to the rotor 4, thereby achieving power generation, that is, kinetic energy recovery, thereby extending the vehicle's endurance.

[0030] Reference Figure 1 and Figure 2 Preferably, the first clutch member 61 and the second clutch member 62 are respectively the first face gear and the second face gear, which has the advantages of good stability and long service life; of course, in other optional embodiments, the first clutch member 61 and the second clutch member 62 may also be respectively the first friction plate and the second friction plate, or other structures, which are not limited here.

[0031] Reference Figure 1 and Figure 2 Preferably, a circumferential limiting structure and an axial limiting structure are respectively provided between the second clutch 62 and the motor shaft 1; specifically, the circumferential limiting structure adopts a keyway structure arranged along the axial direction, so that the second clutch 62 can move axially relative to the motor shaft 1, and the second clutch 62 cannot rotate relative to the motor shaft 1; the axial limiting structure includes two clamping rings, which are clamped on the motor shaft 1 and are respectively located on both sides of the axial direction of the second clutch 62, so as to limit the displacement stroke of the second clutch.

[0032] Reference Figure 1 and Figure 2 Preferably, a first elastic transmission member (not shown in the drawings) is arranged between the first drive assembly and the second clutch member 62; the driving force of the first drive assembly is transmitted to the second clutch member 62 via the first elastic transmission member, so that the rigid collision between the second clutch member 62 and the first clutch member 61 can be avoided to cause damage to the first drive assembly, thereby extending the service life; the first elastic transmission member can be selected according to the structural form of the first drive assembly, such as a compression spring or a torsion spring, which is not limited here.

[0033] Reference Figure 1 and Figure 2Specifically, the first drive assembly includes a fixed bracket 63 fixedly mounted on the motor shaft 1, a first drive unit (not shown in the drawings) arranged on the fixed bracket 63, and a transmission assembly 64 arranged between the first drive unit and the second clutch 62; the first elastic transmission member can be arranged between the first drive unit and the transmission assembly 64, or between the transmission assembly 64 and the second clutch 62; the transmission assembly can adopt one or more of a gear rack assembly, a worm gear assembly and a connecting rod assembly, that is, a single assembly can be adopted, or two of the assemblies can be combined; for example, the first drive unit adopts a motor, the transmission assembly adopts a gear rack assembly, the gear is mounted on the motor, the rack is mounted on the fixed bracket, and a compression spring is arranged between the rack and the second clutch, then the motor drives the gear to rotate, the gear drives the rack to move axially, the rack drives the second clutch to move to engage with the first clutch through the compression spring, and similarly, the rack drives the second clutch to move to separate from the first clutch through the compression spring.

[0034] Reference Figures 1 to 3 Preferably, the wheel hub motor also includes a locking mechanism arranged between the fixed bracket 63 and the wheel hub 2; specifically, the locking mechanism includes a locking tongue 66 and a second driving component (not shown in the drawings) acting on the locking tongue 66; the inner end surface of the wheel hub 2 is provided with a locking hole 21 cooperating with the locking tongue 66; the second driving component is used to drive the locking tongue 66 to engage or separate with the locking hole 21; preferably, a second elastic transmission member (not shown in the drawings) is provided between the second driving component and the locking tongue 66, and the driving force of the second driving component is transmitted to the locking tongue 66 via the second elastic transmission member, so that the rigid collision between the locking tongue and the wheel hub can be avoided to cause damage to the second driving component, thereby extending the service life.

[0035] Here’s how it works:

[0036] When moving forward normally, the second clutch member 62 is separated from the first clutch member 61, the locking tongue 66 is separated from the locking hole 21, and the torque of the movement assembly is transmitted to the wheel hub 2 through the one-way planetary gear mechanism;

[0037] When sliding downhill, the second clutch member 62 engages with the first clutch member 61, the locking tongue 66 separates from the locking hole 21, and the torque of the hub 2 is transmitted to the movement assembly through the one-way planetary gear structure to achieve power generation;

[0038] When the power is insufficient, the second clutch member 62 engages with the first clutch member 61, and the locking tongue 66 separates from the locking hole 21, pushing the vehicle forward, and the torque of the wheel hub 2 is transmitted to the movement assembly through the one-way planetary gear structure to achieve power generation;

[0039] When the vehicle is stopped, the locking tongue 66 is engaged with the locking hole 21 , and the wheel hub 2 cannot rotate relative to the motor shaft 1 , thereby locking the vehicle.

[0040] In this embodiment, the fixed bracket 6 is used to simultaneously carry the kinetic energy recovery mechanism and the vehicle locking mechanism, thereby realizing an integrated design of the two mechanisms, which can simplify the structure, optimize the axial size, and facilitate layout. Embodiment 2:

[0041] A vehicle, see Figures 1 to 3 , which includes the hub motor in Example 1; the vehicle is a riding vehicle, including an electric vehicle, a power-assisted bicycle or an electric tricycle, etc.

Claims

1. A hub motor, characterized in that: It includes a motor shaft, a wheel hub, a movement assembly, and a one-way planetary gear mechanism disposed between the movement assembly and the wheel hub; the one-way planetary gear mechanism includes a clutch inner ring fixedly sleeved on the motor shaft, a clutch outer ring sleeved on the clutch inner ring, a planetary gear carried on the clutch outer ring, a sun gear connected to the movement mechanism, and a gear ring connected to the wheel hub; The wheel hub motor further comprises a kinetic energy recovery mechanism; the kinetic energy recovery mechanism comprises a first clutch member fixedly arranged on the end surface of the clutch outer ring, a second clutch member slidably sleeved on the motor shaft, and a first drive assembly acting on the second clutch member; The first driving assembly is used to drive the second clutch member to separate from or engage with the first clutch member; when the second clutch member is engaged with the first clutch member, the clutch outer ring is fixed relative to the motor shaft.

2. The hub motor according to claim 1, characterized in that: The first clutch member and the second clutch member are respectively the first friction plate and the second friction plate; or, the first clutch member and the second clutch member are respectively the first face gear and the second face gear.

3. The hub motor according to claim 1, characterized in that: A circumferential limiting structure and an axial limiting structure are respectively arranged between the second clutch member and the motor shaft; the circumferential limiting structure is used to limit the rotation of the second clutch member, and the axial limiting structure is used to limit the displacement stroke of the second clutch member.

4. The hub motor according to claim 1, characterized in that: A first elastic transmission member is arranged between the first driving assembly and the second clutch member; the driving force of the first driving assembly is transmitted to the second clutch member via the first elastic transmission member.

5. The hub motor according to claim 1, characterized in that: The first driving assembly includes a fixing bracket fixedly sleeved on the motor shaft, a first driving unit arranged on the fixing bracket, and a transmission assembly arranged between the first driving unit and the second clutch member.

6. The wheel hub motor according to claim 5, characterized in that: The transmission assembly includes a rack and pinion assembly, a worm gear assembly or a connecting rod assembly.

7. The hub motor according to claim 5, characterized in that: The wheel hub motor also includes a vehicle locking mechanism arranged between the fixing bracket and the wheel hub.

8. The hub motor according to claim 7, characterized in that: The vehicle locking mechanism includes a locking tongue and a second driving component acting on the locking tongue; the inner end surface or inner side wall of the wheel hub is provided with a locking hole cooperating with the locking tongue; the second driving component is used to drive the locking tongue to engage with or separate from the locking hole.

9. The wheel hub motor according to claim 8, characterized in that: A second elastic transmission member is arranged between the second driving assembly and the locking tongue, and the driving force of the second driving assembly is transmitted to the locking tongue via the second elastic transmission member.

10. A vehicle, characterized in that: The invention comprises the hub motor according to any one of claims 1 to 9.

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