Driving structure and electric trolley

Abstract

The application discloses a driving structure which is accommodated in a driving wheel and drives the driving wheel to rotate, and comprises a wheel frame assembly, a motor supported by the wheel frame assembly, a gear transmission member and a clutch member, the motor drives the clutch member to rotate through the gear transmission member, and the clutch member drives the driving wheel to rotate. The clutch member comprises a clutch ring, a clutch column and a synchronous ring, the clutch ring comprises a clutch surface capable of magnetically attracting the clutch column and a transition surface, the clutch surface can abut against the synchronous ring along an output direction, and the transition surface is provided with a notch along the output direction so as to separate the transition surface from the synchronous ring. The notch can reduce the contact area of the clutch ring and the synchronous ring, reduce the friction therebetween, reduce noise, help the driving structure to dissipate heat and prolong the service life of the driving structure. Meanwhile, the driving wheel serves as a physical barrier and can effectively block accidental touch from the outside, reduces the risk of damaging components due to accidental touch, and improves the reliability and stability of the driving structure.

Description

Technical Field

[0001] This application relates to the field of transportation equipment technology, and more specifically to a drive structure and an electric handcart. Background Technology

[0002] Current electric handcarts typically use a motor and clutch mechanism for electric drive, with the drive structure being the key component for power transmission and wheel rotation. Traditional drive structure designs often have several shortcomings. In related technologies, many drive structures are wholly or partially exposed outside the wheels, such as between the two rear wheels or on the outer surface of the wheels—meaning the drive structure is fully or partially external to the wheels. This design makes the drive structure highly susceptible to damage from accidental contact by people or external objects, leading to malfunctions in critical components such as the motor, gear transmission, clutch, and wheel frame assembly. This significantly reduces the reliability and stability of the drive structure and shortens its lifespan.

[0003] Meanwhile, the exposed drive structure requires additional installation space on the outside of the device. This not only results in a less compact and rational overall spatial layout but also increases the device's size and footprint, hindering its miniaturization and integration. Furthermore, dust, moisture, and debris from the external environment can easily penetrate the drive structure, affecting its performance and making it difficult to operate stably under different environmental conditions. In addition, the noise generated by the exposed drive structure during operation cannot be effectively blocked, leading to a poor user experience. Moreover, from an aesthetic perspective, the exposed drive components detract from the overall simplicity and aesthetics of the device, reducing its competitiveness in the market. Utility Model Content

[0004] The purpose of this application is to provide a drive structure and an electric handcart to solve the problems of damage risk and unsightly appearance caused by the drive structure being exposed to the outside, while improving the reliability and stability of the drive structure.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: a drive structure is provided, wherein the drive mechanism is housed within a drive wheel and drives the drive wheel to rotate. The drive structure includes: a wheel frame assembly, and a motor, a gear transmission component, and a clutch component supported by the wheel frame assembly. The motor drives the clutch component to rotate through the gear transmission component, and the clutch component drives the drive wheel to rotate. The clutch component includes a clutch ring, a clutch post, and a synchronizing ring. The clutch post is disposed between the clutch ring and the synchronizing ring. When the motor drives the gear transmission component to rotate, the gear transmission component drives the synchronizing ring to rotate synchronously through the clutch post. When the motor stops driving the gear transmission component, the clutch post and the synchronizing ring are disengaged, and the drive wheel can drive the synchronizing ring to rotate synchronously. The clutch ring has at least one clutch surface that magnetically attracts the clutch post and at least two transition surfaces located at both ends of the clutch surface. The clutch surface can abut against the synchronizing ring along the output direction. At least a portion of the transition surface has a notch along the output direction to separate at least a portion of the transition surface from the synchronizing ring.

[0006] More preferably, the synchronization ring has a through hole, a cavity disposed on one side of the synchronization ring and adjacent to the through hole, and a support member at least partially housed in both the through hole and the cavity, wherein the maximum diameter of the support member is approximately the same as the diameter of the cavity.

[0007] As a preferred embodiment, the inner circumferential surface of the cavity is provided with a groove. When the motor drives the gear transmission component to rotate, the clutch pin can disengage from the clutch surface and engage in the groove, thereby driving the synchronizing ring to rotate synchronously.

[0008] In a further preferred embodiment, a connecting groove is provided on the side of the synchronizing ring opposite to the concave cavity, and a corresponding connecting shaft is provided on the drive wheel. The connecting shaft can be inserted into the connecting groove to realize the synchronous rotation of the synchronizing ring and the drive wheel.

[0009] As another preferred embodiment, the engagement surface is a plane, the transition surface is an arc surface, and at least partially protrudes outward from the engagement surface, the diameter of the transition surface being approximately the same as the diameter of the cavity.

[0010] As another preferred embodiment, the gear transmission component includes a drive gear, and a clutch block is provided on the side of the drive gear near the synchronizing ring. The clutch ring is sleeved on the clutch block, and both the clutch block and the clutch ring are at least partially received within the cavity.

[0011] Further preferably, the clutch ring also includes two non-clutching surfaces, the two ends of which are respectively connected to the transition surface.

[0012] Further preferably, a limiting block is provided on the side of the drive gear near the synchronizing ring. The limiting block has an outer limiting surface in the shape of an arc and an inner limiting surface that matches the shape of the non-clutching surface. The inner limiting surface and the clutch block are used to clamp the clutch ring. The diameter of the outer limiting surface is approximately the same as the diameter of the cavity.

[0013] As another preferred embodiment, the support member has a limiting portion that can abut against the clutch surface and a mounting portion that can be inserted into the through hole, the limiting portion being used to restrict the movement of the clutch column in the output direction.

[0014] Furthermore, this application also provides an electric handcart, including: a folding frame, the folding frame being connected to guide wheels and drive wheels, the drive wheels being provided with a drive structure as described in any one of the above.

[0015] Compared with the prior art, the beneficial effects of this application are as follows:

[0016] This application places its drive structure inside the drive wheel, which acts as a physical barrier to effectively prevent accidental contact from the outside world. This greatly reduces the risk of damage to components such as the motor, gear transmission components, clutch components, and wheel frame assembly caused by accidental contact, thereby improving the reliability and stability of the drive structure and extending its service life.

[0017] Specifically, the drive structure is housed within the drive wheel via a wheel frame assembly. This wheel frame assembly acts as a transitional support for the drive wheel. By placing the drive structure within the drive wheel, the wheel frame assembly forms a tighter and more stable connection with the inner wall of the drive wheel. This ensures that components such as the motor and gear transmission maintain a more stable position during operation, reducing vibration and displacement, thereby improving the reliability and stability of the entire drive structure and ensuring smoother rotation of the drive wheel. The wheel frame assembly provides precise positioning and support for the gear transmission components, ensuring the meshing accuracy between gears and the accuracy of the transmission shaft. When the drive structure is placed within the drive wheel, the wheel frame assembly can rationally plan and optimize the transmission path between the gear transmission components, motor, clutch, and drive wheel within a limited space. This reduces energy loss and power transmission errors during transmission, improves transmission efficiency, and allows the motor's power to be transmitted to the drive wheel more effectively, achieving more efficient drive. Meanwhile, by setting a notch on the transition surface of the clutch ring, the transition surface of the clutch ring is separated from the synchronous ring. Without affecting the clutch function, the friction between the clutch ring and the synchronous ring is reduced, the noise generated during the process is reduced, and a heat dissipation channel is formed to facilitate heat dissipation of the drive structure, thereby further extending the overall service life of the drive structure. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the driving structure;

[0019] Figure 2 This is a schematic diagram of the side structure of the drive structure;

[0020] Figure 3 A schematic diagram of a drive structure assembled in the drive wheel;

[0021] Figure 4 This is a schematic diagram showing the connection between the drive structure and the right wheel cover;

[0022] Figure 5 This is an exploded view of the drive structure and drive wheels.

[0023] Figure 6 This is a cross-sectional view showing the connection between the drive structure and the right wheel cover.

[0024] Figure 7 This is a structural diagram showing the location of the clutch component in the drive structure;

[0025] Figure 8 Exploded view of the driving structure;

[0026] Figure 9 This is a schematic diagram of the clutch ring and clutch post.

[0027] Figure 10 This is a schematic diagram of the drive gear.

[0028] Figure 11 This is a schematic diagram of the synchronizing ring and the right wheel cover.

[0029] In the diagram: 1. Drive structure; 2. Drive wheel; 3. Left wheel cover; 4. Right wheel cover; 5. Connecting shaft; 10. Motor; 20. Gear transmission component; 21. Drive gear; 211. Limiting block; 2111. Inner limiting surface; 2112. Outer limiting surface; 22. Central shaft; 23. Central shaft sleeve; 231. Central shaft hole; 232. Rib; 30. Clutch component; 31. Clutch ring; 311. Clutch surface; 3 12. Non-clutch surface; 313. Transition surface; 32. Clutch block; 33. Clutch post; 40. Wheel frame assembly; 41. First wheel frame; 42. Second wheel frame; 50. Synchronizing ring; 51. Cavity; 52. Groove; 53. Connecting groove; 54. Through hole; 60. Support member; 61. Limiting part; 62. Mounting part; 70. Motor mounting groove; 71. Motor mounting hole; 72. Motor pressure ring; 73. Elastic element. Detailed Implementation

[0030] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0031] In the description of this application, it should be noted that the terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., which indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of this application.

[0032] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0033] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0034] In a preferred embodiment, see Figures 1 to 11 This application provides a drive structure 1, which is housed within a drive wheel 2 and drives the drive wheel 2 to rotate. The drive structure 1 includes a wheel frame assembly 40, and a motor 10, a gear transmission component 20, and a clutch component 30 supported by the wheel frame assembly 40. The motor 10 can drive the clutch component 30 to rotate through the gear transmission component 20, thereby driving the drive wheel 2 to rotate.

[0035] In related technologies, if the drive structure 1 is fully or partially exposed to the outside, it is easily damaged by accidental contact by personnel or external objects. However, in this application, the drive structure 1 is built into the drive wheel 2. The drive wheel 2 can act as a physical barrier to effectively block accidental contact from the outside, greatly reducing the risk of damage to components such as the motor 10, gear transmission component 20, clutch component 30 and wheel frame assembly 40 caused by accidental contact, improving the reliability and stability of the drive structure 1 and extending its service life.

[0036] Specifically, the motor 10, gear transmission component 20, and clutch component 30 in the drive structure 1 are mounted inside the drive wheel 2 via a wheel frame assembly 40. The wheel frame assembly 40 serves as a transition and support, forming a tighter and more stable connection with the inner wall of the drive wheel 2. This ensures that the motor 10, gear transmission component 20, and other components maintain a more stable position during operation, reducing vibration and displacement, thereby improving the reliability and stability of the entire drive structure 1 and ensuring smoother rotation of the drive wheel 2. The wheel frame assembly 40 also provides precise positioning and support for the motor 10, gear transmission component 20, and clutch component 30, ensuring the meshing accuracy between components and the accuracy of the transmission shaft. When the drive structure 1 is placed inside the drive wheel 2, the wheel frame assembly 40 can rationally plan and optimize the transmission path between the gear transmission component 20, the motor 10, the clutch component 30, and the drive wheel 2 within a limited space, thereby reducing energy loss and power transmission error during transmission, improving transmission efficiency, and enabling the power of the motor 10 to be transmitted to the drive wheel 2 more effectively, thus achieving more efficient drive.

[0037] The wheel frame assembly 40 can also flexibly adjust the layout of the gear transmission component 20 according to the specific size and shape of the drive wheel 2 to adapt to different transmission ratio requirements and further optimize transmission performance. At the same time, the wheel frame assembly 40 integrates various components such as the gear transmission component 20, the motor 10, and the clutch component 30, making the drive structure 1 a whole, which facilitates the disassembly of the drive wheel 2 for replacement or maintenance.

[0038] Meanwhile, the drive structure 1 is integrated inside the drive wheel 2, eliminating the need for additional external installation space and contributing to a more compact and rational overall spatial layout. The drive wheel 2 also provides a degree of protection for the internal drive structure 1, reducing the intrusion of dust, moisture, and debris, thus mitigating their impact on the performance of the drive structure 1 and ensuring its normal operation under various environmental conditions. Furthermore, the drive wheel 2 provides some insulation and buffering for the operating noise of the internal drive structure 1, effectively reducing the noise generated during equipment operation and creating a quieter operating environment for users, thereby enhancing the user experience.

[0039] As a preferred option, see Figure 3 and Figure 5In this application, the drive wheel 2 used in the drive structure 1 is a wheel body composed of a left wheel cover 3 and a right wheel cover 4 assembled together. The drive wheel 2, formed by the left wheel cover 3 and the right wheel cover 4, has an assembly space for placing the drive structure 1. The wheel frame assembly 40 includes a first wheel frame 41 and a second wheel frame 42, which are fixedly connected and spaced apart from each other. The drive wheel 2 has a central shaft 22, which passes sequentially through the left wheel cover 3, the first wheel frame 41, the second wheel frame 42, and the right wheel cover 4, thus connecting the wheel frame assembly 40 to the drive wheel 2. In some embodiments, the two wheel frames can also be configured as symmetrical circles or other suitable shapes, or, depending on the specific circumstances, as asymmetrical irregular shapes, to reduce costs to some extent.

[0040] The first wheel frame 41 and the second wheel frame 42 are spaced apart and fixedly connected, forming two or more points of support within the drive wheel 2. This allows the weight of components such as the motor 10 and gear transmission component 20, as well as various forces generated during the driving process, to be transmitted more evenly to the drive wheel 2 through the wheel frame assembly 40. This avoids excessive force on a single point, thereby enhancing the stability and load-bearing capacity of the entire drive structure 1 and ensuring that the drive wheel 2 can operate normally under different loads. It also provides a stable mounting base for each component in the drive structure 1, ensuring that components such as the motor 10 and gear transmission component 20 maintain precise relative positions during operation. This helps maintain good meshing and transmission accuracy between gears, reduces transmission errors and malfunctions caused by component displacement, and ensures the smoothness and reliability of the drive wheel 2's rotation. Meanwhile, the space created by the relative spacing between the two wheel frames facilitates the rational layout of other components in the drive structure 1. Therefore, in this application, all or part of the components such as the motor 10, gear transmission component 20, and clutch component 30 are placed within the space between the two wheel frames, making full use of the limited space inside the drive wheel 2. This results in a more compact and rational overall layout of the drive structure 1, improving space utilization and contributing to the miniaturization and lightweight design of the equipment. Furthermore, the gap between the first wheel frame 41 and the second wheel frame forms an airflow channel, which is beneficial for air circulation inside the drive wheel 2. When the drive structure 1 is working, components such as the motor 10 and gear transmission component 20 generate heat. Through the channel between the two wheel frames, air can flow more effectively, carrying away the heat and improving heat dissipation.

[0041] Further, see Figures 5 to 8 The gear transmission component 20 includes transmission gears of various stages and a drive gear 21 at the output end. The clutch component 30 includes a clutch ring 31, a clutch pin 33 and a synchronizing ring 50. The clutch pin 33 is disposed between the clutch ring 31 and the synchronizing ring 50.

[0042] Specifically, the clutch ring 31 has at least one clutch surface 311 for magnetically attracting the clutch post 33 and at least two transition surfaces 313 located at both ends of the clutch surface 311. Correspondingly, the synchronizing ring 50 has a through hole 54 and a cavity 51 disposed on one side of the synchronizing ring 50 and adjacent to the through hole 54. The inner circumferential surface of the cavity 51 has a groove 52 for engaging the clutch post 33. Both the clutch ring 31 and the clutch post 33 are housed in the cavity 51. When the motor 10 drives the gear transmission component 20 to rotate, the clutch pin 33 can disengage from the clutch surface 311 and engage in the groove 52 of the synchronizing ring 50. Thus, the gear transmission component 20 can drive the synchronizing ring 50 to rotate synchronously through the clutch pin 33, thereby driving the drive wheel 2 to rotate. When the motor 10 stops driving the gear transmission component 20, the clutch pin 33 disengages from the groove 52 and re-magnetically adheres to the clutch surface 311. At this time, the clutch pin 33 and the synchronizing ring 50 are separated, and the drive wheel 2 can drive the synchronizing ring 50 to rotate.

[0043] Preferably, the clutch surface 311 can abut against the synchronizing ring 50 along the output direction, and the transition surface 313 has a notch 3134 at least partially along the output direction, thereby separating the transition surface 313 at least partially from the synchronizing ring 50. The notch 3134 on the transition surface 313 reduces the contact area between the clutch ring 33 and the synchronizing ring 50, thereby reducing the friction between them. This not only reduces the noise generated during clutch engagement but also forms a heat dissipation channel that allows air to circulate, helping to remove the heat generated during clutch engagement and extending the service life of the clutch components and the overall drive structure.

[0044] Specifically, referring to Figures 6 to 7 The synchronizing ring 50 also has a support member 60 that is at least partially housed within both the through hole 54 and the recess 51. This support member 60 has a limiting portion 61 at least partially housed within the recess 51 and a mounting portion 62 that can be inserted into the through hole 54. The engagement surface 311 and the limiting portion 61 are in contact with each other, while the transition surface 313 is not in contact with the limiting portion 61 due to the notch 3134. The notch 3134 forms an airflow channel, facilitating heat dissipation during engagement and disengagement. Preferably, the diameter of the limiting portion 61 is approximately the same as the diameter of the recess 51. It is understood that the diameter of the mounting portion 62 is slightly smaller than the diameter of the through hole 54; that is, the diameter of the limiting portion 61 is larger than the diameter of the mounting portion 62.

[0045] For further optimization, see Figure 5 and Figure 11 A connecting groove 53 is provided on the side opposite to the cavity 51 on the synchronous ring 50. Correspondingly, a connecting shaft 5 is provided on the right wheel cover 4 of the drive wheel 2. The connecting shaft 5 can be inserted into the connecting groove 53, thereby realizing the synchronous rotation of the synchronous ring 50 and the right wheel cover 4, i.e., the drive wheel 2.

[0046] In this embodiment, both the connecting groove 53 and the connecting shaft 5 are shaped like a flower. The flower-shaped structure increases the contact area of ​​the connection, allowing torque to be transmitted more evenly. Compared to ordinary circular or square connections, the flower-shaped connection can withstand greater torque, reducing the risk of component damage due to torque concentration and improving power transmission efficiency. This connection method can effectively transmit torque and power, ensuring that the drive structure 1 and the right wheel cover 4 do not slip or separate during the rotation of the drive wheel 2, thus guaranteeing the normal operation of the entire drive system. In addition, the flower-shaped connection can also compensate for installation errors between the synchronization ring 50 and the right wheel cover 4 to a certain extent. Because the flower-shaped structure has multiple protrusions and grooves, even if there is a certain angular or positional deviation during installation, the flower-shaped connection can be finely adjusted through its structural characteristics, allowing the connecting shaft 5 and the connecting groove 53 to better fit, ensuring the reliability and stability of the connection. In other embodiments, the connecting groove 53 and the connecting shaft 5 can also be set to other shapes, as long as they can meet the mutual connection to achieve synchronous rotation of the synchronization ring 50 and the drive wheel 2.

[0047] In a further preferred embodiment, a clutch block 32 is fixedly mounted on the side of the drive gear 21 near the synchronizing ring 50, and a clutch ring 31 is sleeved on the clutch block 32. Thus, the drive gear 21, i.e., the gear transmission structure 20, can drive the clutch ring 31 to rotate through the clutch block 32. It is understood that the clutch block 32, clutch ring 31, clutch pin 33, and support member 60 are all at least partially housed within the cavity 51 of the synchronizing ring 50.

[0048] In this embodiment, the drive gear 21 is connected to the drive wheel 2 via the synchronizing ring 50. The clutch 30 is clamped between the drive gear 21 and the synchronizing ring 50. The presence of the clutch 30 allows the power transmission between the drive gear 21 and the synchronizing ring 50 to be flexibly controlled according to actual needs. When the equipment requires electric drive, the motor 10 drives the drive gear 21 to rotate through various transmission gears. The power is transmitted from the drive gear 21 to the synchronizing ring 50 via the clutch ring 31 and the clutch pin 33. At this time, the clutch pin 33 will disengage from the clutch surface 311 under the action of centrifugal force and engage in the groove 52 of the synchronizing ring 50, thereby locking the drive gear 21 and the synchronizing ring 50, and driving the drive wheel 2 to rotate. When the equipment is powered off, the clutch column 33 loses centrifugal force and, under the magnetic attraction, detaches from the groove 52 and re-attaches to the clutch surface 311 of the clutch ring 31. That is, the clutch column 33 separates from the synchronization ring 50. At this time, the drive gear 21 and the synchronization ring 50 are no longer locked, and the power transmission path between the drive gear 21 and the synchronization ring 50 is cut off. The motor 10 no longer drives the drive wheel 2. The drive wheel 2 can then rotate freely or under external force. The drive wheel 2 drives the synchronization ring 50 to rotate. For example, when the equipment needs to be manually pushed or its position adjusted, the user can manually drive the drive wheel 2. This method of automatic engagement or disengagement based on centrifugal force and its own magnetic force eliminates the need for additional complex control mechanisms, making operation easier and more convenient, and power transmission more direct and efficient.

[0049] During the clutch engagement process, the clutch pin 33 is subjected to various forces such as centrifugal force and magnetic force, which may cause a tendency to displace along the output direction, i.e., axial displacement. If not restricted, the axial movement of the clutch pin 33 may prevent it from accurately switching between the clutch surface 311 and the groove 52, affecting the normal operation of the clutch function. By the mutual contact between the limiting part 61 and the clutch surface 311, it is ensured that the clutch pin 33 can only move within a predetermined path, i.e., between its corresponding clutch surface 311 and groove 52, making the clutch engagement process more stable and reliable.

[0050] Meanwhile, the centrifugal force control clutch provided by the clutch component 30 in this application also has a certain overload protection function. When the drive wheel 2 encounters excessive resistance, causing the speed of the drive gear 21 to suddenly decrease, the centrifugal force will also decrease accordingly. If the resistance is large enough that the centrifugal force is less than the magnetic force, the clutch column 33 will re-adhere to the clutch surface 311, and the lock between the drive gear 21 and the synchronous ring 50 will be released, thereby preventing the motor 10 from being damaged due to overload and protecting the safety of the entire drive system.

[0051] Centrifugal force, as described in this application, is a physical quantity that changes rapidly with the rotational speed of the drive gear 21. When the motor 10 is powered on and started, the rotational speed of the drive gear 21 increases rapidly, and the centrifugal force also increases rapidly. The clutch pin 33 can disengage from the clutch surface 311 and engage with the groove 52 in a short time, achieving rapid locking between the drive gear 21 and the synchronization ring 50. This allows the drive wheel 2 to obtain power and start rotating in a timely manner. This rapid response characteristic makes the start-up of the drive structure 1 in this application more sensitive and improves working efficiency. At the same time, during the clutch process, the contact between the clutch pin 33 and the clutch surface 311 and the groove 52 is intermittent. Friction only occurs at the moment of clutch engagement and disengagement. Compared with some traditional clutch methods, such as friction plate clutches, this intermittent contact method can reduce friction and wear, extend the service life of the clutch component 30, and improve the reliability and durability of the entire drive system.

[0052] The clutch ring 31, clutch block 32, clutch column 33, and other components in this application are combined together, occupying a small space. This compact structure can be well integrated into the drive structure 1, especially in designs where the drive structure 1 is placed inside the drive wheel 2, making full use of limited space and making the entire drive system more compact and lightweight.

[0053] Further preferably, the clutch surface 311 is a plane, and the transition surface 313 is an arc surface, and at least partially protrudes outward from the clutch surface 311. More preferably, the diameter of the transition surface 313 is approximately the same as the diameter of the cavity 51 of the synchronizing ring 50. The advantage of this arrangement is that the transition surfaces 313, located at both ends of the clutch surface 311 and protruding outward, can further restrict the movement space of the clutch pin 33, ensuring that the clutch pin 33 can move more smoothly between the clutch surface 311 and the groove 52 during the clutch engagement process, avoiding jamming or misalignment, and ensuring the reliability of the clutch function.

[0054] More preferably, the clutch ring 31 also includes a non-clutch surface 312, the two ends of which are respectively connected to the transition surface 313.

[0055] Specific reference Figure 9In this embodiment, the clutch ring 31 has two opposing clutch surfaces 311, two opposing non-clutch surfaces 312, and four arc-shaped transition surfaces 313 arranged along the circumferential direction. Each transition surface 313 has a notch 3134, and each arc-shaped transition surface 313 connects to a clutch surface 311 and a non-clutch surface 312 at its two ends. The clutch surfaces 311 are planar, the transition surfaces 312 are convex with a diameter approximately the same as the diameter of the cavity 51, and the non-clutch surfaces 312 are concave. Correspondingly, there are preferably two clutch pins 33, which are magnetically adsorbed onto the two opposing clutch surfaces 311 respectively. The cavity 51 of the synchronization ring 50 has four grooves 52 evenly arranged around it, allowing the clutch pins 33 to be inserted into any two grooves 52. It is understood that the number of grooves 52 should be at least the same as the number of clutch pins 33. In other embodiments, the number of the engagement surface 311, transition surface 313, non-engagement surface 312, engagement post 33, and groove 52 can be freely set, as long as the engagement post 33 can be magnetically adsorbed onto the engagement surface 311 and can be inserted into the groove 52.

[0056] For further optimization, see Figure 10 A limiting block 211, spaced apart from the clutch block 32, is also provided on the side of the drive gear 21 near the synchronizing ring 50. This limiting block includes an inner limiting surface 2111 and an arc-shaped outer limiting surface 2112. The shape of the inner limiting surface 2111 matches the shape of the non-clutch surface 312 of the clutch ring 31, while the diameter of the outer limiting surface 2112 is approximately the same as the diameter of the cavity 51. That is, the limiting block 211, clutch block 32, clutch ring 31, clutch pin 33, and support member 60 are all at least partially housed within the cavity 51. In this embodiment, the non-clutch surface 312 is a concave arc surface, and the inner limiting surface 2111 is an arc surface that matches the shape of the non-clutch surface 312. In other embodiments, the non-clutch surface 312 may also be a plane, in which case the inner limiting surface 2111 is also a plane. Thus, when the clutch ring 31 is fitted onto the clutch block 32, the non-clutch surface 312 of the clutch ring 31 is clamped between the limiting block 211 and the clutch block 32. The limiting block 211 further limits the clutch ring 31 and also better prevents the clutch pin 33 from being thrown into the non-clutch surface 312 under centrifugal force, further improving the accuracy and reliability of the clutch process. In this embodiment, there are two non-clutch surfaces 213 and two limiting blocks 211. In other embodiments, the number of non-clutch surfaces 312 and two limiting blocks 211 can be freely set.

[0057] It is understood that in other embodiments, the clutch ring 31 may not have a non-clutching surface 312, that is, the clutch ring 31 may consist only of a number of clutching surfaces 311 and transition surfaces 313. In another embodiment, the clutch ring 31 may include only two opposing clutching surfaces 311 and two opposing transition surfaces 313. In another embodiment, the clutch ring 31 may also have four clutching surfaces 311 along the circumferential direction, with each pair of adjacent clutching surfaces 311 connected by an arc-shaped transition surface 313, and the number of clutch pins 33 correspondingly being four, and the number of grooves 52 on the cavity 51 being at least four.

[0058] For further optimization, see Figures 6 to 8 A central bushing 23 extends from the first wheel frame 41 toward the second wheel frame 42, and has a through central shaft hole 231 for mounting the central shaft 22. A drive gear 21 and a support member 60 are sequentially fitted onto the outer circumferential surface of the central bushing 23, i.e., the central bushing 23 passes through the drive gear 21, clutch block 32, and support member 60. Simultaneously, the mounting portion 62 of the support member 60 is received within the through hole 54 of the synchronizing ring 50, which is mounted on the second wheel frame 42. Thus, the connection between the left wheel cover 3, the right wheel cover 4, the first wheel frame 41, and the second wheel frame 42 is achieved through the central shaft 22 and the central bushing 23 of the first wheel frame 41. The outer circumferential surface of the central bushing 23 has several protruding ribs 232 extending axially along the central bushing 23, and the inner circumferential surface of the support member 60 has corresponding grooves (not shown in the figure). The two work together to mount the support member 60 to the central bushing 23. Further preferably, as... Figure 8 As shown, the rib 232 does not extend to the top of the central bushing 23, thus limiting the assembly height of the support 60. In this way, in the installed state, the end face of the central bushing 23 is higher than the end face of the support 60, which helps to enhance the overall assembly strength and extend the service life.

[0059] Since the diameter of the limiting part 61 is approximately the same as the diameter of the cavity 51, and the diameter of the transition surface 313 is also approximately the same as the diameter of the cavity 51, and the support member 60 and the central bushing 23 are concentrically arranged and rotate synchronously, the fit between the support member 60, the clutch ring 31, and the cavity 51 is tighter, further limiting the movement space of the clutch column 33. When the clutch column 33 moves along its corresponding clutch surface 311, the limiting part 61 can provide precise guidance and constraint, and the movement trajectory of the clutch column 33 under the action of centrifugal force and magnetic force is more accurate, thereby improving the accuracy of the clutch action, ensuring that the drive gear 21 and the synchronous ring 50 can accurately lock and unlock at the appropriate time, ensuring the accuracy of power transmission, and making the entire clutch structure a tighter whole.

[0060] For further optimization, see Figures 7 to 8The wheel frame assembly 40 has a motor mounting position for mounting a motor 10, allowing the motor 10 to move axially relative to the wheel frame assembly 40. The motor mounting position also has a motor pressure ring 72 to restrict the axial movement of the motor 10. In this embodiment, the motor mounting position includes a motor mounting groove 70 on the first wheel frame 41 and a motor mounting hole 71 on the second wheel frame 42. The motor pressure ring 72 extends from the wall of the motor mounting hole 71 in a direction away from the first wheel frame 41. Preferably, in this embodiment, the motor pressure ring 72 is generally U-shaped and does not completely cover the motor 10 to facilitate heat dissipation of the motor 10. The motor 10 is not fixed to the wheel frame assembly 40 by screws or other fasteners, but is movably mounted to the wheel frame via the motor mounting groove 70 and the motor mounting hole 71, facilitating the disassembly and replacement of the motor 10. More preferably, see [reference needed]. Figure 7 An elastic element 73 is sandwiched between the motor pressure ring 72 and the motor 10 to provide buffer for the axial movement of the motor 10 within the motor pressure ring 72.

[0061] Furthermore, this application also provides an electric handcart, including: a folding frame, the folding frame being connected to guide wheels and drive wheels 2, the drive wheels 2 being provided with a drive structure 1 as described above, and thus the electric handcart in this application has the beneficial effects of any of the above drive structures 1, which will not be elaborated here.

[0062] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A drive structure, housed within a drive wheel and driving the drive wheel to rotate, the drive structure comprising: A wheel frame assembly, and a motor, gear transmission component and clutch component supported by the wheel frame assembly, wherein the motor drives the clutch component to rotate through the gear transmission component, and the clutch component drives the drive wheel to rotate; The clutch component includes a clutch ring, a clutch pin, and a synchronizing ring. The clutch pin is disposed between the clutch ring and the synchronizing ring. When the motor drives the gear transmission component to rotate, the gear transmission component drives the synchronizing ring to rotate synchronously via the clutch pin. When the motor stops driving the gear transmission component, the clutch pin and the synchronizing ring disengage, and the drive wheel can drive the synchronizing ring to rotate synchronously. The clutch component is characterized in that... The clutch ring has at least one clutch surface that magnetically attracts the clutch column and at least two transition surfaces located at both ends of the clutch surface. The clutch surface can be attached to the synchronization ring along the output direction. The transition surface has at least a notch along the output direction to separate at least a portion of the transition surface from the synchronization ring.

2. The driving structure as described in claim 1, characterized in that, The synchronization ring has a through hole, a cavity disposed on one side of the synchronization ring and adjacent to the through hole, and a support member that is at least partially housed in both the through hole and the cavity. The maximum diameter of the support member is approximately the same as the diameter of the cavity.

3. The driving structure as described in claim 2, characterized in that, The inner circumferential surface of the cavity is provided with a groove. When the motor drives the gear transmission component to rotate, the clutch pin can disengage from the clutch surface and engage in the groove, thereby driving the synchronizing ring to rotate synchronously.

4. The driving structure as described in claim 3, characterized in that, The synchronizing ring has a connecting groove on the side opposite to the cavity, and the drive wheel has a corresponding connecting shaft. The connecting shaft can be inserted into the connecting groove to achieve synchronous rotation of the synchronizing ring and the drive wheel.

5. The driving structure as described in claim 2, characterized in that, The engagement surface is a plane, the transition surface is an arc surface, and at least part of it protrudes outward from the engagement surface. The diameter of the transition surface is approximately the same as the diameter of the cavity.

6. The driving structure as described in claim 2, characterized in that, The gear transmission component includes a drive gear, and a clutch block is provided on the side of the drive gear near the synchronizing ring. The clutch ring is sleeved on the clutch block, and both the clutch block and the clutch ring are at least partially housed in the cavity.

7. The driving structure as described in claim 6, characterized in that, The clutch ring also includes two non-clutching surfaces, the two ends of which are respectively connected to the transition surface.

8. The driving structure as described in claim 7, characterized in that, A limiting block is also provided on the side of the drive gear near the synchronizing ring. The limiting block has an outer limiting surface in the shape of an arc and an inner limiting surface that matches the shape of the non-clutch surface. The inner limiting surface and the clutch block are used to clamp the clutch ring. The diameter of the outer limiting surface is approximately the same as the diameter of the cavity.

9. The driving structure as described in claim 2, characterized in that, The support member has a limiting part that can abut against the clutch surface and a mounting part that can be inserted into the through hole. The limiting part is used to restrict the movement of the clutch column in the output direction.

10. An electric handcart, characterized in that, include: A folding frame, wherein the folding frame is connected to a guide wheel and a drive wheel, and the drive wheel is provided with a drive structure as described in any one of claims 1-9.

Images