Vehicle and electric wheel thereof

Abstract

The utility model discloses a vehicle and an electric wheel thereof.The electric wheel comprises a tire installed on a hub, a hub motor arranged in the hub and an angle module used for controlling the direction, and the hub motor is in driving connection with the hub through a flexible torque transmission mechanism; the center block penetrates through the hub motor in a sliding mode and is rotationally connected to the flexible torque transmission mechanism, the center block is connected to the vehicle frame in a sliding mode through the main cantilever, and the top end of the main cantilever is rotationally connected to the vehicle frame through a worm and gear mechanism. The electric wheel is compact in structure, the hub and the angle module are in sliding connection, the structure is simplified, space occupation of the angle module is reduced, and stress of the neck of the main cantilever is reduced.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a vehicle and its electric wheels. Background Art

[0002] New energy electric vehicles and electric bicycles are driven by a centrally mounted DC motor, wheel-mounted motor, or in-wheel motor. The wheel hub is attached to the vehicle frame via a steering angle module. The steering angle module integrates drive, braking, steering, and suspension functions into a single assembly unit, enabling vehicle steering and laying the foundation for fully autonomous and driverless vehicles. However, the upper and lower arms of the angle module occupy a large space, limiting its application scenarios. Therefore, improvements are needed. Utility Model Content

[0003] The purpose of the utility model is to provide a vehicle and an electric wheel thereof to overcome the deficiencies in the prior art.

[0004] To achieve the above objectives, the present invention provides the following technical solutions:

[0005] An embodiment of the present application discloses an electric wheel, comprising a tire mounted on a wheel hub, a hub motor arranged in the wheel hub, and an angular module for controlling the direction of the tire, wherein the hub motor is driven and connected to the wheel hub via a flexible torque transmission mechanism, and the angular module comprises a center block that slides through the hub motor and is rotatably connected to the flexible torque transmission mechanism, and a main cantilever that slidably connects the center block to the frame, and the top end of the main cantilever is rotatably connected to the frame via a worm gear mechanism.

[0006] Furthermore, in the above-mentioned electric wheel, the main cantilever includes a neck rotatably connected to the frame and a cantilever slidably connected to the center block, and the center block is close to one end of the cantilever and is slidably connected to the corresponding inner wall of the cantilever through a first guide rail on both sides.

[0007] Furthermore, in the above-mentioned electric wheel, one end of the central block close to the cantilever is connected to the neck through a first shock absorber.

[0008] Furthermore, in the above-mentioned electric wheel, the cantilever is arranged vertically or at an angle to the vertical direction.

[0009] Furthermore, in the above-mentioned electric wheel, the central block is slidably connected to the stator bracket of the hub motor via a second guide rail.

[0010] Furthermore, in the above-mentioned electric wheel, a braking mechanism corresponding to the flexible torque transmission mechanism is provided at one end of the central block close to the flexible torque transmission mechanism.

[0011] Furthermore, in the above-mentioned electric wheel, a shaft portion protrudes from one end of the center block close to the flexible torque transmission mechanism, and is rotatably connected to the flexible torque transmission mechanism through a bearing.

[0012] Furthermore, in the above-mentioned electric wheel, the stator bracket of the hub motor is connected to the main cantilever through a second shock absorber.

[0013] Furthermore, in the above-mentioned electric wheel, the stator bracket of the hub motor is connected to the main cantilever through a third shock absorber.

[0014] An embodiment of the present application also discloses a vehicle comprising the above-mentioned electric wheel.

[0015] Compared with the existing technology, the advantages of the present invention are: the electric wheel has a simple structure, the upper and lower support arm structures are eliminated, the axial space and radial space occupied by the corner module are reduced, the bearing capacity of the corner module neck is reduced, the guide rail and slider structure can keep the wheel hub and the corner module moving parallel to each other, and the weight of the hub motor is transferred to the main cantilever. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 Shown is a schematic structural diagram of an electric wheel in a specific embodiment of the present utility model.

[0018] Figure 2 Shown is a three-dimensional schematic diagram of an electric wheel in a specific embodiment of the present utility model.

[0019] Figure 3 The figure shows the installation diagram of the corner module, the hub motor and the flexible torque transmission mechanism in a specific embodiment of the present invention.

[0020] Figure 4 Shown is a schematic diagram of the installation of a braking mechanism in a specific embodiment of the present utility model.

[0021] Figure 5 Shown is a structural schematic diagram of a braking mechanism in a specific embodiment of the present utility model.

[0022] Figure 6 Shown is a schematic diagram of the connection between the center block and the hub motor in a specific embodiment of the present utility model.

[0023] Figure 7Shown is a schematic diagram of the connection between the central block and the main cantilever in a specific embodiment of the present utility model.

[0024] Figure 8 Shown is a schematic structural diagram of an electric wheel in another specific embodiment of the present utility model.

[0025] Figure 9 Shown is a schematic diagram of the installation of the third shock absorber in another specific embodiment of the present utility model.

[0026] Figure 10 Shown is a schematic diagram of the connection between the third shock absorber and the main cantilever in another specific embodiment of the present utility model.

[0027] Figure 11 FIG. 1 is a schematic diagram showing the connection between the third shock absorber and the stator bracket in another specific embodiment of the present invention. DETAILED DESCRIPTION

[0028] The following is a detailed description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0029] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating positions or relationships, are based on the positions or relationships shown in the accompanying drawings and are intended solely to facilitate the description of this utility model and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; direct connections, indirect connections through an intermediate medium, and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0031] Ginseng Figures 1 to 5As shown, an electric wheel includes a tire 2 mounted on a wheel hub 1, a hub motor 3 arranged in the wheel hub 1 and an angle module for controlling the direction of the tire 2. The hub motor 3 is driven and connected to the wheel hub 1 through a flexible torque transmission mechanism 4. The angle module includes a center block 5 that slides through the hub motor 3 and is rotatably connected to the flexible torque transmission mechanism 4, and a main cantilever 6 that slidably connects the center block 5 to the frame. The top end of the main cantilever 6 is rotatably connected to the frame through a worm gear mechanism 7.

[0032] In this technical solution, the wheel hub and tire are conventional structures, the wheel hub motor includes a motor front cover, a rotor, a stator, a stator bracket, a motor bearing and a motor rear cover, the flexible torque transmission mechanism includes a drive disc and an intermediate disc arranged between the drive disc and the motor front cover, the drive disc is fixed in the wheel hub by conventional bolts, etc., one end of the center block is rotatably connected to the flexible torque transmission mechanism, does not interfere with the normal rotation of the flexible torque transmission mechanism and the wheel hub, and the other end is slidably connected to the main cantilever, eliminating the upper and lower support arm structures, reducing the axial space and radial space occupied by the angle module, and reducing the bearing capacity of the angle module neck. The worm gear mechanism is an existing technology, the worm wheel is fixed to the top of the main cantilever by bolts, etc., the worm is rotatably set on the frame through bearings, etc., and is connected to the power device that drives it to rotate, and the worm gear drives the worm wheel to rotate, thereby realizing the rotation of the main cantilever, that is, the steering of the tire. The worm gear mechanism can also utilize the existing steering module to realize the rotation of the main cantilever.

[0033] For example, see Figures 1 to 10 As shown, the main cantilever 6 includes a neck 61 rotatably connected to the frame and a cantilever 62 slidably connected to the center block 5. Both sides of one end of the center block 5 close to the cantilever 62 are slidably connected to the corresponding inner walls of the cantilever 62 through the first guide rail 8.

[0034] In this technical solution, the neck is set horizontally and parallel to the chassis of the vehicle for easy assembly. The cantilever is a hollow rectangular structure and is processed by casting or welding. The center block extends into the cantilever at one end close to the main cantilever and is slidably connected to the inner wall of the cantilever through a first guide rail. The first guide rail is a conventional structure and is fixed to the corresponding inner wall of the cantilever by bolts. The center block is connected to the slider of the first guide rail by bolts. In order to improve stability and reliability, the relatively sliding sides of the center block and the cantilever can be directly slidably connected through a guide rail mechanism. The wheel hub and the like slide up and down along the cantilever through the first guide rail to reduce the impact of bumps on the frame.

[0035] For example, see Figures 1 to 8 As shown, one end of the central block 5 close to the cantilever 62 is connected to the neck 61 through a first shock absorber 63 .

[0036] In this technical solution, the first shock absorber is arranged in the cantilever to reduce space occupancy and facilitate compact design. In order to reduce the dead weight, a number of weight-reducing holes / grooves are processed in the cantilever. The first shock absorber is an existing structure, one end of which is fixed to the center block by bolts or formed on the corresponding end of the center block, and the other end is connected to the neck by conventional methods such as pin connection, thereby reducing the impact of the corresponding main cantilever when the center block slides, thereby reducing the impact of bumps on the frame.

[0037] For example, see Figures 1 to 7 As shown, the cantilever 62 is arranged vertically.

[0038] In this technical solution, the first guide rail and the first shock absorber are both arranged along the cantilever, that is, arranged vertically, and the electric wheel serves as the rear wheel of the vehicle.

[0039] For example, see Figure 8 As shown, the cantilever 62 is arranged at an angle to the vertical direction.

[0040] In this technical solution, the cantilever is tilted backward (on the side where the rear wheel is located), and the first guide rail and the first shock absorber are also tilted along the cantilever. The wheel hub and the like can still move up and down during bumps. The electric wheel serves as the front wheel of the vehicle, which can better bear and absorb the inertial impact of the vehicle. When the vehicle brakes, the frame and the like tend to tilt forward due to inertia and other reasons. The tilted cantilever and the first shock absorber can provide better support for the frame and better absorb the inertial impact of the vehicle.

[0041] For example, see Figures 1 to 7 As shown, the center block 5 is slidably connected to the stator bracket of the hub motor 3 through the second guide rail 9.

[0042] In this technical solution, a slide groove corresponding to the center block is machined in the stator bracket, the second guide rail is fixed to the side wall of the slide groove by conventional bolts, etc., and the center block is connected to the slider of the second guide rail by bolts, etc. When the wheel hub bumps, the center block bumps along with the drive disc and the wheel hub to prevent it from acting on the hub motor.

[0043] For example, see Figures 1 to 8 As shown, a braking mechanism 10 corresponding to the flexible torque transmission mechanism 4 is provided at one end of the central block 5 close to the flexible torque transmission mechanism 4 .

[0044] In this technical solution, a brake disc is provided on the side of the drive disc close to the hub motor, and a braking mechanism is provided on the end of the center block close to the flexible torque transmission mechanism through a mounting seat. The braking mechanism uses multiple conventional disc brake devices and is arranged corresponding to the brake disc for braking the wheel hub; the brake disc can also be replaced by an existing brake drum, and the disc brake device can be replaced by a drum brake device, so as to realize the braking function of the wheel hub.

[0045] For example, see Figures 1 to 8As shown, a shaft portion protrudes from one end of the center block 5 close to the flexible torque transmission mechanism 4 and is rotatably connected to the flexible torque transmission mechanism 4 through a bearing.

[0046] In this technical solution, the bearings are fixed by conventional means such as interference fit, retaining springs or nuts, and the center block is rotatably connected to the flexible torque transmission mechanism without interfering with the normal rotation of the flexible torque transmission mechanism and the wheel. When the main cantilever rotates, the center block and the bearing act on the drive plate of the flexible torque transmission mechanism, that is, on the wheel hub, thereby realizing the steering of the tire.

[0047] For example, see Figures 1 to 8 As shown, the stator bracket of the hub motor 3 is connected to the main cantilever 6 through the second shock absorber 20.

[0048] In this technical solution, the second shock absorber includes a U-shaped seat fixed to the bottom surface of the neck and a tension rod connected between the U-shaped seat and the hub motor. One end of the tension rod is connected to the stator bracket of the hub motor, and the other end is connected to the U-shaped seat, transferring the weight of the hub motor to the frame and reducing the unsprung mass. The tension rod is slidably connected to the U-shaped seat, and springs are provided on the top and bottom surfaces of the U-shaped seat to reduce the impact on the hub motor during bumps.

[0049] For example, see Figures 9 to 11 As shown, the stator bracket of the hub motor 3 is connected to the main cantilever 6 through the third shock absorber 30.

[0050] In this technical solution, the third shock absorber uses a conventional shimmy damper, etc. Two mounting plates are provided on the side of the cantilever close to the hub motor. The two mounting plates are spaced apart so as not to interfere with the installation and sliding of the center block. Articulated seats corresponding to the third shock absorber are respectively provided on the two mounting plates and the corresponding sides of the stator bracket. The hub motor is elastically connected to the main cantilever through the third shock absorber, further reducing the stiffness of the vibration on the hub motor.

[0051] For example, a vehicle includes a front wheel with a cantilever tilted backward and a rear wheel with a cantilever vertically arranged. When the vehicle brakes, the frame and other parts tend to tilt forward due to inertia and other reasons. The tilted cantilever and the first shock absorber can provide better support for the frame and better absorb the inertial impact of the vehicle.

[0052] To sum up, the electric wheel has a simple structure, eliminates the upper and lower arm structures, reduces the axial space and radial space occupied by the corner module, reduces the bearing capacity of the corner module neck, and the guide rail and slider structure can keep the hub and the corner module moving parallel up and down, and the weight of the hub motor is transferred to the main cantilever.

[0053] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0054] The above is only a specific implementation method of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. An electric wheel, characterized in that: It includes a tire mounted on a wheel hub, a hub motor arranged in the wheel hub and an angle module for controlling the direction of the tire. The hub motor is driven and connected to the wheel hub through a flexible torque transmission mechanism. The angle module includes a center block that slides through the hub motor and is rotatably connected to the flexible torque transmission mechanism, and a main cantilever that slidably connects the center block to the frame. The top end of the main cantilever is rotatably connected to the frame through a worm gear mechanism.

2. The electric wheel according to claim 1, characterized in that: The main cantilever includes a neck rotatably connected to the frame and a cantilever slidably connected to the center block. Both sides of the center block close to one end of the cantilever are slidably connected to the corresponding inner walls of the cantilever through first guide rails.

3. The electric wheel according to claim 2, characterized in that: One end of the central block close to the cantilever is connected to the neck through a first shock absorber.

4. The electric wheel according to claim 2, characterized in that: The cantilever is arranged vertically or at an angle to the vertical direction.

5. The electric wheel according to claim 1, characterized in that: The central block is slidably connected to the stator bracket of the hub motor via a second guide rail.

6. The electric wheel according to claim 1, characterized in that: A braking mechanism corresponding to the flexible torque transmission mechanism is provided at one end of the central block close to the flexible torque transmission mechanism.

7. The electric wheel according to claim 1, characterized in that: A shaft portion protrudes from one end of the central block close to the flexible torque transmission mechanism and is rotatably connected to the flexible torque transmission mechanism through a bearing.

8. The electric wheel according to claim 1, characterized in that: The stator bracket of the hub motor is connected to the main cantilever through a second shock absorber.

9. The electric wheel according to claim 1, characterized in that: The stator bracket of the hub motor is connected to the main cantilever through a third shock absorber.

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

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