Camping car and integrated electric wheel set thereof

Abstract

The utility model relates to the field of camping car accessories, in particular to a camping car and an integrated electric wheel set thereof, which comprises a hub, and a driving motor, a speed reducer and a clutch device which are arranged in the hub, the output end of the driving motor is connected with a speed reducer; an output shaft of the speed reducer is connected with a hub through a clutch device; a combined shell is arranged on the inner side of the hub, and a motor cavity and a speed reducer cavity are formed in the two axial sides of the combined shell correspondingly. The driving motor and the speed reducer are respectively arranged in a motor cavity and a speed reducer cavity of the combined shell and are respectively covered into a whole through a motor rear cover and a reduction gearbox cover; a rotor part of the driving motor extends into the speed reducer cavity and is connected with the input end of the speed reducer; and an output shaft of the speed reducer extends out of the reduction gearbox cover. According to the integrated electric wheel set, the driving motor and the speed reducer are integrally arranged, the reliability is improved, meanwhile, the structure is more compact, and the size and weight of an assembly are reduced.

Description

Technical Field

[0001] The utility model relates to the field of camping car accessories, in particular to a camping car and an integrated electric wheel set thereof. Background Art

[0002] In the prior art, vehicles such as camping cars, baby carriages, scooters and tricycles are mainly driven manually, such as by pushing or pulling. When the above-mentioned vehicles are equipped with power, a structure in which the rear wheel is separated from the motor is often adopted, that is, the drive is realized through a motor plus a reduction gearbox. The defect of this is that the installation position of the drive system has to be considered when designing the wheel structure, and the external drive system will occupy the limited space of the vehicle body. Such a product device is complex, too large and too heavy, noisy, and has a certain impact on the aesthetics.

[0003] On this basis, the Chinese utility model patent text with the publication number of "CN214648835U" records a hub drive integrated wheel for a baby carriage, including a hub and a gear fixing mechanism installed inside the hub; a tire on the outer peripheral part of the hub, a gear transmission mechanism and at least one drive motor are assembled in the gear fixing mechanism; a clutch mechanism is assembled between the hub and the gear fixing mechanism, and the drive motor drives the gear transmission mechanism to drive the clutch mechanism to rotate, thereby driving the integrated wheel to move; the drive motor of the utility model drives the gear transmission mechanism to drive the clutch mechanism to rotate, thereby driving the integrated wheel to move; a clutch mechanism is provided to realize the engagement and disengagement of the wheel and the drive motor, so that the wheel can be driven by the drive motor or pushed manually.

[0004] The problem with this solution is that the drive motor in this solution is a small motor embedded in the gearbox, resulting in insufficient power of the drive motor, weak climbing ability and high noise, and it needs to be improved. Summary of the Invention

[0005] In order to solve the above problems, the first object of the present utility model is to provide an integrated electric wheel set, which integrally sets a drive motor and a reducer, increasing reliability while making the structure more compact and reducing the volume and weight of the assembly.

[0006] In order to achieve the above object, the present utility model adopts the following technical solutions:

[0007] Integrated electric wheel set, including a wheel hub, and a drive motor, a speed reducer and a clutch device arranged inside the wheel hub; the output end of the drive motor is connected to the speed reducer, and the output shaft of the speed reducer is connected to the wheel hub through the clutch device; it is characterized in that: a combined housing is arranged inside the wheel hub, and a motor chamber and a speed reducer chamber are respectively constructed on both axial sides of the combined housing; the drive motor and the speed reducer are respectively arranged in the motor chamber and the speed reducer chamber of the combined housing and are respectively covered as a whole by a motor rear cover and a speed reducer cover; the rotor part of the drive motor extends into the speed reducer chamber and is connected to the input end of the speed reducer, and the output shaft of the speed reducer extends out of the speed reducer cover.

[0008] The utility model adopts the above technical solution, which relates to an integrated electric wheel set. The difference between this integrated electric wheel set and the prior art is that: in this solution, the drive motor and the speed reducer are combined into a whole and are respectively installed in the motor chamber and the speed reducer chamber of the combined housing. The motor chamber and the speed reducer chamber are on both axial sides of the combined housing. The drive motor drives the input end of the speed reducer through the rotor part, and the output shaft of the speed reducer extends out of the speed reducer cover and is connected to the wheel hub through the clutch device.

[0009] Through the above solution, the drive motor and the speed reducer are integrally arranged, which increases reliability and innovation while making the structure more compact and reducing the volume and weight of the assembly.

[0010] In the same wheel hub size, a larger-sized drive motor can be adopted to ensure the power of the drive mechanism.

[0011] In a specific implementation, the drive motor includes a motor stator and a motor rotor; the motor stator is constructed as a stator magnet fixed along the inner side wall surface of the motor chamber, and the motor rotor is rotatably arranged inside the motor stator, and the motor shaft at the center of the motor rotor extends into the speed reducer chamber and is connected to the input end of the speed reducer.

[0012] Preferably, the speed reducer is constructed as a planetary speed reducer, including a planetary gear set and an output shaft; the inner side wall of the speed reducer chamber is provided with hob teeth along its circumference, the motor shaft is meshed with the center of the planetary gear set in a transmission manner, and the outside of the planetary gear set is meshed with the hob teeth on the inner side wall of the speed reducer chamber; the output shaft is connected to the planetary gear set. This solution adopts a planetary gear speed reducer. On the one hand, because the planetary speed reducer adopts a planetary gear train design, it has a compact structure, occupies a small space, and has a relatively light overall weight; on the other hand, the transmission structure of the planetary speed reducer is adapted to the way of dividing the combined housing into a motor chamber and a speed reducer chamber.

[0013] In a further optimized solution, the speed reducer includes a first-stage planetary gear set, a second-stage planetary gear set, and a planetary carrier; the motor shaft is in transmission engagement with the center of the first-stage planetary gear set, the outer sides of the first-stage planetary gear set and the second-stage planetary gear set are in rolling engagement with the inner side wall of the speed reducer chamber, the planetary carrier is connected to the first-stage planetary gear set and its output end is in transmission engagement with the center of the second-stage planetary gear set, and the output shaft is connected to the second-stage planetary gear set. In this solution, the planetary carrier of the two-stage planetary speed reducer supports multiple gears, and this design gives the speed reducer obvious advantages in torque output. Multiple gears share the load together, improving the load-bearing capacity of the speed reducer. Therefore, the two-stage planetary speed reducer can output a large torque and is suitable for application scenarios that require high-torque transmission.

[0014] Therefore, by adopting the above drive motor and planetary speed reducer, the power is strong and it can continuously climb slopes under load.

[0015] Preferably, a spacer is arranged between the first-stage planetary gear set and the second-stage planetary gear set in the speed reducer chamber, and a through hole is arranged at the center of the spacer; the output end of the planetary carrier passes through the through hole and is in transmission engagement with the center of the second-stage planetary gear set. The arrangement of the spacer can prevent interference between the first-stage planetary gear set and the second-stage planetary gear set and ensure normal operation.

[0016] In a further solution, the wheel hub includes a left housing and a right housing, and after the left housing and the right housing are butted, the drive motor, the speed reducer, and the clutch device are wrapped therein. In this solution, the wheel hub adopts the butt joint of the left housing and the right housing, which can hide the drive motor, the speed reducer, and the clutch device. On this basis, in the above solution, since the motor chamber and the speed reducer chamber are on the axial two sides of the combined housing, the drive motor adopts a large diameter and a small thickness, which improves the motor torque while meeting the requirements of the wheel thickness.

[0017] Preferably, a central shaft is provided on the motor rear cover and is rotationally positioned on the central hole of the left housing, and the output shaft of the speed reducer passes through the clutch device and is rotationally positioned on the central hole of the right housing. In this solution, the rotation positioning is carried out through the central shaft of the motor rear cover and the output shaft of the speed reducer.

[0018] In a further solution, the clutch device includes a clutch bracket arranged on the output shaft of the speed reducer and a clutch output housing that is circumferentially linked with the wheel hub; the clutch bracket is inside the clutch output housing, and the linkage and release between the clutch bracket and the clutch output housing are controlled by clutch rollers.

[0019] In a specific implementation, a plurality of limiting grooves are circumferentially and regularly arranged on the inner wall of the clutch output housing, the clutch bracket is constructed as a polygon with an outer diameter adapted to the inner wall of the clutch output housing; the clutch rollers are distributed inside the clutch output housing between the plurality of edges of the clutch bracket.

[0020] The operating principle of the above clutch solution is as follows: When the driving motor drives the clutch support to rotate forward through the reducer, each corner of the clutch support pushes the clutch roller in its compliant direction into the limit groove. During the continuous rotation of the clutch support, it cannot cross over the clutch roller, and thus drives the clutch output housing and the wheel hub to rotate positively in linkage through the clutch roller, achieving electric drive in this way. When the wheel hub and the clutch output housing rotate reversely relative to the clutch support and push the clutch roller out of the limit groove, the clutch support and the clutch output housing are not circumferentially linked, the wheel is disengaged from the electric control part, and the wheel can rotate freely, and the wheel can be pushed or pulled by an external force to rotate.

[0021] The second object of the present utility model is to provide a camping vehicle, which is characterized in that it includes the integrated electric wheel set as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is an assembly schematic diagram of the integrated electric wheel set.

[0023] Figure 2 It is an exploded view of the structure of the integrated electric wheel set. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present utility model, and should not be construed as a limitation to the present utility model.

[0025] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model.

[0026] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more, unless otherwise clearly defined.

[0027] In the present utility model, unless otherwise clearly stipulated and defined, terms such as "installation", "connection", "linkage", "fixation" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0028] In the present utility model, unless otherwise clearly stipulated and defined, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "over" and "on" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0029] Embodiment 1:

[0030] As Figure 1 and 2 shown, this embodiment relates to an integrated electric wheel set, including a wheel hub, and a driving motor 2, a speed reducer 3 and a clutch device 4 arranged inside the wheel hub. The wheel hub includes a left housing 11 and a right housing 12. After the left housing 11 and the right housing 12 are butted, the driving motor 2, the speed reducer 3 and the clutch device 4 are wrapped therein. In this solution, the wheel hub adopts the butt joint of the left housing 11 and the right housing 12, which can hide the driving motor 2, the speed reducer 3 and the clutch device 4.

[0031] The output end of the driving motor 2 is connected to a speed reducer 3, and the output shaft of the speed reducer 3 is connected to the wheel hub through a clutch device 4. A combined housing 20 is provided inside the wheel hub. Motor chambers [not shown in the figure] and a speed reducer chamber 31 are respectively constructed on both axial sides of the combined housing 20. The driving motor 2 and the speed reducer 3 are respectively arranged in the motor chamber and the speed reducer chamber 31 of the combined housing 20 and are covered as a whole by a motor rear cover 22 and a speed reducer cover 32 respectively. The rotor part of the driving motor 2 extends into the speed reducer chamber 31 and is connected to the input end of the speed reducer 3, and the output shaft of the speed reducer 3 extends out of the speed reducer cover 32. The difference between this integrated electric wheel set and the prior art is that in this solution, the driving motor 2 and the speed reducer 3 are combined into a whole and are respectively installed in the motor chamber and the speed reducer chamber 31 of the combined housing 20. The motor chamber and the speed reducer chamber 31 are on both axial sides of the combined housing 20. The driving motor 2 drives the input end of the speed reducer 3 through the rotor part, and the output shaft of the speed reducer 3 extends out of the speed reducer cover 32 and is connected to the wheel hub through the clutch device 4.

[0032] Through the above solution, the driving motor 2 and the speed reducer 3 are integrally arranged, which increases reliability and innovation while making the structure more compact and reducing the volume and weight of the assembly. A larger-sized driving motor 2 can be used with the same wheel hub size, thereby ensuring the power of the driving mechanism.

[0033] In the above solution, since the motor chamber and the speed reducer chamber 31 are on both axial sides of the combined housing 20, the driving motor 2 has a large diameter and a small thickness, which improves the motor torque while meeting the requirement of the wheel thickness. In a specific solution, a central shaft is provided on the motor rear cover 22 and is rotationally positioned on the central hole of the left housing 11, and the output shaft of the speed reducer 3 passes through the clutch device 4 and is rotationally positioned on the central hole of the right housing 12. In this solution, the rotation is positioned through the central shaft of the motor rear cover 22 and the output shaft of the speed reducer 3.

[0034] In a specific implementation, the driving motor 2 includes a motor stator 23 and a motor rotor 24. The motor stator 23 is constructed as a stator magnet fixed along the inner side wall surface of the motor chamber. The motor rotor 24 is rotatably arranged inside the motor stator 23, and the motor shaft 25 at the center of the motor rotor 24 extends into the speed reducer chamber 31 and is connected to the input end of the speed reducer 3.

[0035] Such as Figure 2As shown, the speed reducer 3 is configured as a planetary speed reducer, including a planetary gear set and an output shaft 33. The inner wall of the speed reducer chamber 31 is provided with hob teeth 311 along its circumference. The motor shaft 25 is in driving engagement with the center of the planetary gear set, and the outer side of the planetary gear set is in engagement with the hob teeth 311 on the inner wall of the speed reducer chamber 31. The output shaft 33 is connected to the planetary gear set. In this solution, the planetary gear speed reducer 3 is adopted. On the one hand, since the planetary speed reducer 3 adopts a planetary gear train design, it has a compact structure, occupies a small space, and has a relatively light overall weight. On the other hand, the transmission structure of the planetary speed reducer 3 is adapted to the way the combined housing 20 is divided into a motor chamber and a speed reducer chamber 31. In a further optimized solution, the speed reducer 3 includes a first-stage planetary gear set 34, a second-stage planetary gear set 35, and a planet carrier 36. The motor shaft 25 is in driving engagement with the center of the first-stage planetary gear set 34. The outer sides of the first-stage planetary gear set 34 and the second-stage planetary gear set 35 are in engagement with the hob teeth 311 on the inner wall of the speed reducer chamber 31. The planet carrier 36 is connected to the first-stage planetary gear set 34 and its output end is in driving engagement with the center of the second-stage planetary gear set 35. The output shaft 33 is connected to the second-stage planetary gear set 35. In this solution, the planet carrier 36 of the second-stage planetary speed reducer 3 supports multiple gears. This design gives the speed reducer 3 an obvious advantage in torque output. Multiple gears share the load together, improving the load-bearing capacity of the speed reducer 3. Therefore, the second-stage planetary speed reducer 3 can output a larger torque and is suitable for application scenarios that require large-torque transmission. Further, a spacer 37 is provided between the first-stage planetary gear set 34 and the second-stage planetary gear set 35 in the speed reducer chamber 31, and a through hole 371 is provided at the center of the spacer 37. The output end of the planet carrier 36 passes through the through hole 371 and is in driving engagement with the center of the second-stage planetary gear set 35. The setting of the spacer 37 can prevent interference between the first-stage planetary gear set 34 and the second-stage planetary gear set 35 and ensure normal operation.

[0036] In a further solution, the clutch device 4 includes a clutch support 41 provided on the output shaft 33 of the speed reducer 3, and a clutch output housing 42 that is circumferentially linked to the wheel hub. The clutch support 41 is inside the clutch output housing 42, and the linkage and release between the clutch support 41 and the clutch output housing 42 are controlled by clutch rollers 43. In a specific implementation, a plurality of limiting grooves are regularly arranged circumferentially on the inner wall of the clutch output housing 42. The clutch support 41 is configured as a polygon with an outer diameter adapted to the inner wall of the clutch output housing 42, which is shown as a triangle in the figure. The clutch rollers 43 are distributed inside the clutch output housing 42 between multiple edges of the clutch support 41.

[0037] The operating principle of the above clutch solution is as follows: When the driving motor 2 drives the clutch support 41 to rotate forward through the speed reducer 3, each corner of the clutch support 41 pushes the clutch roller 43 in its compliant direction into the limit groove. During the continuous rotation of the clutch support 41, it cannot cross over the clutch roller 43. Instead, it drives the clutch output housing 42 and the wheel hub to rotate positively in linkage through the clutch roller 43, thus realizing electric drive. When the wheel hub and the clutch output housing 42 rotate in the opposite direction relative to the clutch support 41 and push the clutch roller 43 out of the limit groove, the clutch support 41 and the clutch output housing 42 are not circumferentially linked, the wheel is disconnected from the electric control part, and the wheel can rotate freely. It can be pushed or pulled by an external force to rotate the wheel.

[0038] In summary, the advantages of this technical solution are as follows:

[0039] 1. The driving motor 2 has a large diameter and a small thickness, which improves the motor torque while meeting the wheel thickness requirement; and the motor uses carbon brushes to improve the motor efficiency.

[0040] 2. The speed reducer 3 and the housing of the driving motor 2 are integrated into a combined housing 20, which increases the reliability and at the same time makes the structure more compact and reduces the volume and weight of the assembly.

[0041] 3. The clutch output housing 42 of the clutch device 4 is embedded in the wheel hub and is circumferentially linked with it, which increases the reliability and at the same time makes the structure more compact and reduces the volume and weight of the assembly.

[0042] 4. After the left housing 11 and the right housing 12 of the wheel hub are butted, the driving motor 2, the speed reducer 3 and the clutch device 4 are covered therein, that is, the wheel hub is directly installed on the power assembly, and the installation is simple.

[0043] Embodiment 2:

[0044] The second object of the present utility model is to provide a camping vehicle, including the integrated electric wheel set as described in Embodiment 1.

[0045] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0046] Although the embodiments of the present utility model have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present utility model. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present utility model without departing from the principle and spirit of the present utility model.

Claims

1. An integrated electric wheel assembly, comprising a wheel hub, and a drive motor (2), a reducer (3) and a clutch device (4) arranged inside the wheel hub; the output end of the drive motor (2) is connected to the reducer (3), and the output shaft (33) of the reducer (3) is connected to the wheel hub through the clutch device (4); characterized in that: A combined shell (20) is provided on the inner side of the wheel hub, and a motor chamber and a reducer chamber (31) are respectively constructed on two axial sides of the combined shell (20); the drive motor (2) and the reducer (3) are respectively arranged in the motor chamber and the reducer chamber (31) of the combined shell (20) and are respectively covered as a whole by a motor rear cover (22) and a reducer cover (32); the rotor part of the drive motor (2) extends into the reducer chamber (31) and is connected to the input end of the reducer (3), and the output shaft (33) of the reducer (3) extends out of the reducer cover (32).

2. The integrated electric wheel assembly according to claim 1, characterized in that: The drive motor (2) comprises a motor stator (23) and a motor rotor (24); the motor stator (23) is constructed as a stator magnet fixed along the inner wall of the motor chamber, and the motor rotor (24) is rotatably arranged in the motor stator (23) and the motor shaft (25) at the center of the motor rotor (24) extends into the reducer chamber (31) and is connected to the input end of the reducer (3).

3. The integrated electric wheel assembly according to claim 1 or 2, characterized in that: The reducer (3) is constructed as a planetary reducer (3), comprising a planetary gear set and an output shaft (33); the inner side wall of the reducer chamber (31) is provided with rolling teeth (311) along its circumference, the motor shaft (25) is in driving engagement with the center of the planetary gear set, and the outer side of the planetary gear set is in engagement with the rolling teeth (311) on the inner side wall of the reducer chamber (31); and the output shaft (33) is connected to the planetary gear set.

4. The integrated electric wheel assembly according to claim 3, characterized in that: The reducer (3) comprises a primary planetary gear set (34), a secondary planetary gear set (35) and a planet carrier (36); the motor shaft (25) is in driving engagement with the center of the primary planetary gear set (34); the outer sides of the primary planetary gear set (34) and the secondary planetary gear set (35) are in driving engagement with the rolling gear (311) on the inner side wall of the reducer chamber (31); the planet carrier (36) is connected to the primary planetary gear set (34) and its output end is in driving engagement with the center of the secondary planetary gear set (35); and the output shaft (33) is connected to the secondary planetary gear set (35).

5. The integrated electric wheel assembly according to claim 4, characterized in that: A spacer (37) is provided in the reducer chamber (31) between the primary planetary gear set (34) and the secondary planetary gear set (35), and a through hole (371) is provided at the center of the spacer (37); the output end of the planet carrier (36) passes through the through hole (371) and is in transmission engagement with the center of the secondary planetary gear set (35).

6. The integrated electric wheel assembly according to claim 1, characterized in that: The wheel hub comprises a left shell (11) and a right shell (12). After the left shell (11) and the right shell (12) are butt-jointed, the drive motor (2), the reducer (3) and the clutch device (4) are enclosed therein.

7. The integrated electric wheel assembly according to claim 6, characterized in that: The motor rear cover (22) is provided with a central axis which passes through and is rotatably positioned on the central hole of the left housing (11); the output shaft (33) of the reducer (3) passes through the clutch device (4) and is rotatably positioned on the central hole of the right housing (12).

8. The integrated electric wheel assembly according to claim 1, characterized in that: The clutch device (4) comprises a clutch bracket (41) arranged on an output shaft (33) of a reducer (3), and a clutch output housing (42) circumferentially linked with a wheel hub; the clutch bracket (41) is located inside the clutch output housing (42), and the linkage and release between the clutch bracket (41) and the clutch output housing (42) are controlled by a clutch roller (43).

9. The integrated electric wheel assembly according to claim 8, characterized in that: A plurality of limiting grooves are regularly arranged circumferentially on the inner wall of the clutch output housing (42); the clutch bracket (41) is constructed as a polygon whose outer diameter matches the inner wall of the clutch output housing (42); the clutch roller (43) is distributed inside the clutch output housing (42) between a plurality of edges and corners of the clutch bracket (41); when the clutch bracket (41) pushes the clutch roller (43) into the limiting groove, the clutch bracket (41) and the clutch output housing (42) are positively linked; when the wheel hub and the clutch output housing (42) rotate in the opposite direction relative to the clutch bracket (41) to push the clutch roller (43) out of the limiting groove, the clutch bracket (41) and the clutch output housing (42) are not circumferentially linked.

10. Camper, characterized by: An integrated electric wheel assembly comprising any one of claims 1 to 9.

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