A multi-stage shock absorbing electric wheel

Abstract

This utility model provides a multi-stage vibration-damping electric wheel, including a tire, a hub, and a motor. The tire is positioned on the outside of the hub, which is a cup-shaped structure with one open end. An internal hollow cavity is formed within the hub, housing a tire coupling, a planetary gear reducer, a motor, and an axle. The motor's output is connected to the planetary gear reducer's input, and the planetary gear reducer's output is driven by the hub via the tire coupling. The axle passes through the cavity, supporting the tire coupling, planetary gear reducer, and motor. The motor includes an inner rotor and a stator. The tire coupling includes a tire-shaped rubber element and a tire coupling side plate. The tire coupling side plate is fixedly mounted on the hub, and the tire-shaped rubber element is also fixedly mounted on the tire coupling side plate. The beneficial effects of this utility model are: by precisely integrating the planetary gear reducer into the hub, it effectively increases torque output, significantly improves vehicle climbing performance, and ensures smooth high torque at low speeds.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to a multi-stage vibration-damping electric wheel. Background Technology

[0002] The motor is installed inside the wheel rim and integrated with the wheel hub to form an electric wheel driven by a hub motor. Due to the widespread application of drive-by-wire technology, the introduction of hub motors can realize stepless speed change of the wheel from zero to maximum speed and the differential speed requirement of the inner and outer wheels, thereby eliminating the need for clutches, transmissions, and drive shafts required in traditional automobiles. This greatly simplifies the vehicle's driving system, reduces the overall vehicle weight, shortens the drive chain, and improves transmission efficiency.

[0003] At the same time, the introduction of in-wheel motors inevitably brings some negative effects, such as increased unsprung mass of the vehicle, leading to a decrease in ride smoothness, handling stability, and passenger comfort. Traditional electric wheel damping functions are limited, generally relying on the shock absorber in the suspension system on the right side of the electric wheel, without considering the susceptibility of the magnetic gap between the rotor and stator inside the motor to vibration, which affects the motor's efficiency, torque, noise, and lifespan. This increases problems and maintenance costs during use, and the rigid connections between components are prone to stress concentration, reduced connection precision, and even performance degradation.

[0004] Chinese utility model patent CN 117227454 A discloses a novel hub-driven electric wheel, comprising a hub, a tire, and a hub bearing. When the motor operates, it outputs driving torque, which is transmitted to the sun gear of the planetary gear reduction mechanism via the rotor, thereby driving the planetary gears and planetary carrier to rotate. The planetary carrier is fixedly connected to the outer hub. The driving torque output by the motor is amplified by the planetary gear reducer and then output to the outer hub, thus driving the wheel. This ensures normal wheel operation while maximizing vehicle space and further optimizing the space within the hub. However, the rigid connection between the planetary carrier and the outer hub limits the planetary carrier's flexibility during transmission. The uneven stress and increased friction caused by the rigid connection not only easily generate noise and cause hub overheating and wear but also shorten the service life. Furthermore, the maintenance difficulty increases due to the performance degradation of the high-precision components of the hub motor. Utility Model Content

[0005] To address the problems in the prior art, this utility model provides a multi-stage vibration-damping electric wheel, including a tire, a hub, and a motor. The tire is disposed on the outside of the hub, which is a cup-shaped structure with one open end, forming a hollow cavity inside. A tire coupling, a planetary reducer, the motor, and an axle are installed within the cavity. The output end of the motor is connected to the input end of the planetary reducer, and the output end of the planetary reducer is drivenly connected to the hub via the tire coupling. The axle passes through the cavity and supports the tire coupling, the planetary reducer, and the motor. The motor includes an inner rotor and a stator. The tire coupling includes a tire-shaped rubber element and a tire coupling side plate. The tire coupling side plate is fixedly mounted on the wheel hub, and the tire-shaped rubber element is fixedly mounted on the tire coupling side plate. The planetary reducer includes a second annular hydraulic bushing, a second sliding bearing, a drive gear disk, an internal gear ring, planetary gears, and a planetary gear carrier disk. The internal gear ring is fixedly installed at the open end of the stator. The planetary gears mesh with both the internal gear ring and the drive gear. The planetary gears are rotatably supported on the planetary gear carrier disk via planetary gear shafts. The planetary gear carrier disk is installed on the side of the tire-shaped rubber element corresponding to the side plate of the tire coupling. The drive gear disk is rotatably connected to the gear shaft via the second annular hydraulic bushing and the second sliding bearing. The axle passes through the central through hole of the inner rotor and the stator. The inner rotor is fixedly installed on the axle and accommodated in the cavity of the stator with a clearance fit. The axle and the stator are rotatably connected by a first sliding bearing. A first hydraulic bushing is installed in the central through hole of the inner rotor.

[0006] As a further improvement of this utility model, the multi-stage vibration-damping electric wheel also includes a pushrod type suspension device, the stator is provided with a steering knuckle frame structure, and the pushrod type suspension device is connected to the steering knuckle frame structure.

[0007] As a further improvement of this utility model, the pushrod type suspension device includes a universal joint, a lower control arm, a large shock absorber, a rocker arm, a pushrod, an upper control arm, and a small shock absorber. The upper and lower ends of the steering knuckle frame structure are respectively connected to one end of the upper control arm and one end of the lower control arm through the universal joint; the lower end of the pushrod is hinged to the lower control arm, and the upper end of the pushrod is hinged to one end of the rocker arm; the middle part of the rocker arm is hinged to the vehicle frame, and its other end is hinged to the upper end of the large shock absorber; the lower end of the large shock absorber is hinged to the end of the vehicle frame; the lower end of the small shock absorber is mounted on the small shock absorber mounting bracket structure of the stator, and its upper end is used to hinge to the vehicle body; the other ends of the upper control arm and the lower control arm are both hinged to the vehicle frame.

[0008] As a further improvement of this utility model, the rocker arm is an arc-shaped lever, the distance from its hinge fulcrum to the connection point with the large shock absorber is the long arm lever L1, and the distance to the connection point with the push rod is the short arm lever L2, the lever ratio i = L1 / L2 = 1.8 ± 0.2; the geometric deviation between the center of the arc-shaped profile of the rocker arm and the hinge fulcrum is less than or equal to 2mm; both the large shock absorber and the rocker arm are arranged in the sprung mass area on the vehicle body subframe.

[0009] As a further improvement of this utility model, the multi-stage vibration-damping electric wheel also includes a steering device, which includes a steering tie rod and a ball head bolt. The steering tie rod is hinged to the steering knuckle structure of the stator through the ball head bolt, and is used to receive steering force and drive the electric wheel to deflect as a whole.

[0010] As a further improvement of this utility model, one end of the wheel axle is provided with a thread and passes through the central through hole of the stator. The threaded end is fixedly connected to the stator by a nut; the other end is restricted by a nut to limit the axial displacement of the first bearing on the side plate of the tire coupling.

[0011] As a further improvement of this utility model, the multi-stage vibration damping electric wheel also includes an axial retaining ring, which is engaged in the groove of the wheel axle for axial positioning of the first hydraulic bushing and / or the first sliding bearing.

[0012] As a further improvement of this utility model, the tire coupling side plate is connected to the wheel hub by a plurality of studs and fastened by nuts; the plurality of studs are arranged in a ring array around the central axis of the tire coupling side plate.

[0013] As a further improvement of this utility model, the planetary gear carrier and the tire coupling side plate are provided with seat holes at their center positions, and a first bearing and a second bearing are respectively installed in the seat holes. The wheel axle passes through the seat holes of the tire coupling side plate and the planetary gear carrier in sequence, and is rotatably connected to the two through the first bearing and the second bearing respectively.

[0014] As a further improvement of this utility model, multiple bolt holes are provided on both end faces of the tire-shaped rubber element, and the bolt holes are arranged in a ring array around the central axis; the tire-shaped rubber element is bolted to the planetary gear carrier and the tire coupling side plate through the bolt holes; a hub cap is installed on the outer end face of the hub.

[0015] The beneficial effects of this utility model are: 1. It adopts a compact internal rotor motor, which exhibits excellent power-to-weight ratio and energy efficiency ratio under high-speed conditions, while achieving lightweight, miniaturization, and low-cost design. By precisely integrating the planetary gear reducer into the wheel hub, it can effectively increase torque output, significantly improve vehicle climbing performance, and ensure smooth high torque at low speeds; 2. Compared with the cross-slider coupling, the tire-type coupling used in this utility model exhibits good vibration absorption capacity in all directions due to its unique rubber flexible connection mechanism, especially adept at mitigating mechanical vibration caused by wheel hub misalignment; when the system encounters overload conditions, i.e., the actual transmitted torque... When the torque exceeds the rated load range of its built-in tire-shaped rubber element, the element will adopt a safety mechanism of self-destruction or other slippage measures to provide overload protection and effectively isolate the potential damage of impact loads to key components such as the motor rotor. In addition, under extreme environmental conditions, such as high humidity and dusty environments, the tire coupling, with its superior sealing performance and strong environmental adaptability, ensures stable and reliable operation of the transmission system and is less affected by external factors. 3. A multi-stage vibration damping mechanism is adopted, through the cooperation of large and small vibration dampers. At the same time, the rocker arm adopts a lever ratio i of long arm lever arm L1 (connecting the large vibration damper) and short arm lever arm L2 (connecting the push rod). = L1 / L2 = 1.8 ± 0.2 arc profile design (geometric deviation between arc center and hinge point ≤ 2mm), utilizes leverage effect to achieve: vertical kinematics and load adaptation, dynamic lever stability, unsprung mass optimization and response gain, and enhanced tire independent steering stability. When the wheel vibrates during cornering and up-and-down movement on bumpy roads, it can effectively reduce vehicle vibration, resulting in high reliability and longer component life. Attached Figure Description

[0016] Figure 1 This is a cross-sectional view of the multi-stage vibration-damping electric wheel of this utility model; Figure 2 This is an exploded view of the overall structure of the multi-stage vibration-damping electric wheel of this utility model; Figure 3 This is an exploded view of the multi-stage vibration damping electric wheel reduction device of this utility model; Figure 4 This is an exploded view of the multi-stage vibration-damping electric wheel structure of this utility model; Figure descriptions: 1-Tire, 2-Hub, 3-Tire-shaped rubber element, 4-Fixing bolt, 5-Tire coupling side plate, 6-Nut, 7-Hub cap, 8-Axle, 9-Nut, 10-First bearing, 11-Internal gear ring, 12-Second bearing, 13-Inner rotor, 14-First sliding bearing, 15-Universal hinge joint, 16-Lower control arm, 17-Frame, 18-Large shock absorber, 19-Rocker arm, 20-Push rod, 21-Upper control arm, 22-Small shock absorber, 23-Stator, 24-First annular hydraulic bushing, 25-Second annular hydraulic bushing, 26-Drive gear disc, 27-Second sliding bearing, 28-Planetary gear, 29-Planetary gear carrier disc, 30-Spherical joint steering tie rod, 31-Axial retaining ring; Detailed Implementation

[0017] like Figure 1-4 As shown, this utility model discloses a multi-stage vibration-damping electric wheel, including a tire 1, a hub 2, and a motor. The tire 1 is disposed on the outside of the hub 2. The hub 2 is a cylindrical cavity structure with an opening on the inner side. A tire coupling, a planetary reducer, a motor, and a wheel axle 8 are fixedly installed inside the cavity. The output end of the motor is connected to the input end of the planetary reducer. The output end of the planetary reducer is drivenly connected to the hub 2 through the tire coupling. The wheel axle 8 passes through the cavity and is used to support the tire coupling, the planetary reducer, and the motor. The motor includes an inner rotor 13 and a stator 23.

[0018] The tire coupling includes a tire-shaped rubber element 3, a tire coupling side plate 5, and fixing bolts 4. The tire coupling side plate 5 and the planetary gear carrier 29 are respectively located on the left and right sides of the tire-shaped rubber element 3. Multiple bolt holes are arranged in a ring around the central axis on both sides of the tire-shaped rubber element 3. The tire coupling side plate 5 and the planetary gear carrier 29 are fixedly connected to the tire-shaped rubber element 3 by multiple fixing bolts 4. Multiple studs are arranged in a ring around the center of the left side of the tire coupling side plate 5. The left side of the tire coupling side plate 5 is fixedly connected to the wheel hub 2 by nuts 6. A hub cap 7 is installed on the outer end face of the wheel hub 2.

[0019] The planetary gear carrier 29 and the tire coupling side plate 5 are provided with seat holes at their center positions. The first bearing 10 and the second bearing 12 are respectively installed in the seat holes. The wheel axle 8 passes through the seat holes of the tire coupling side plate 5 and the planetary gear carrier 29 in sequence, and is rotatably connected to the two through the first bearing 10 and the second bearing 12 respectively.

[0020] The planetary reducer includes a second annular hydraulic bushing 25, a second sliding bearing 27, a drive gear disk 26, an internal gear ring 11, planetary gears 28, and a planetary gear carrier disk 29. The internal gear ring 11 is embedded in the stator 23 through stepped inner and outer holes and fixed to it through an annular array of threaded holes. It meshes with three planetary gears 28, which mesh with the drive gear disk 26. The planetary gears 28 are movably connected to the planetary gear carrier disk 29 to achieve speed reduction and torque increase. The planetary gear carrier disk 29 transmits power to the tire coupling, enabling it to torsionally transmit power. The planetary gear carrier disk 29 is installed on the side of the tire-shaped rubber element 3 corresponding to the tire coupling side plate 5. The drive gear disk 26 is rotatably connected to the wheel axle 8 through the second annular hydraulic bushing 25 and the second sliding bearing 27.

[0021] The rotor includes an inner rotor 13 and a drive gear disk 26. The inner rotor 13 is disposed on one side in a cylindrical cavity structure with an opening in the stator 23. The drive gear disk 26 has a plurality of screw holes in an annular array and the inner rotor 13 is fixed by threaded connection. A matching second annular hydraulic bushing 25 and a second sliding bearing 27 are arranged between the drive gear disk 26 and the axle 8, so that the inner rotor 13 achieves part of the in-wheel vibration damping effect when rotating and driving the drive gear disk 26 to rotate, so that the drive gear disk 26 can smoothly transmit power to the planetary gear reducer fixed on the axle 8 and transmit torsional power.

[0022] The axle 8 passes through the central through hole of the inner rotor 13 and the stator 23. The inner rotor 13 is fixedly installed on the axle 8 and accommodated in the cavity of the stator 23 with a clearance fit. The axle 8 and the stator 23 are rotatably connected by the first sliding bearing 14. The first hydraulic bushing 24 is installed in the central through hole of the inner rotor 13.

[0023] The stator 23 includes a cylindrical cavity for accommodating the inner rotor 13, a steering knuckle frame structure, a small shock absorber mounting frame structure, and a steering tie rod connection structure. The stator 23 and the drive gear disk 26 are provided with a horizontal through hole. The drive gear disk 26 is provided with a matching first annular hydraulic bushing 25 and a first sliding bearing 27. The first annular hydraulic bushing 25 and the stator 23 are provided with a through axle 8 at their horizontal center. The axle 8 is provided with threads at both ends. The threaded end passes through the stator 23 and is fixed to it by a nut 6. The other end of the axle 8 is restricted by a nut 9 to limit the axial displacement of the bearing 10 on the tire coupling side plate 5.

[0024] The steering knuckle frame structure is connected to the universal joint connector 15 via threads on the connector. The universal joint connector 15 is connected to the upper control arm 21 and the lower control arm 16 via bolts. The small shock absorber mounting bracket structure is used to install the small shock absorber 22. The steering knuckle structure is connected to the steering tie rod 30 via a ball joint.

[0025] The suspension system includes a universal joint 15, a lower control arm 16, a large shock absorber 18, a rocker arm 19, a push rod 20, an upper control arm 21, and a small shock absorber 22. The stator 23 has a steering knuckle frame structure. The wheel axle 8 passes through the center hole of the stator 23 and is axially fixed by a nut 9. The upper end of the steering knuckle frame structure of the stator 23 is bolted to the upper control arm 21 via the universal joint 15, and the right end of the upper control arm 21 is bolted to the frame 17. The lower end of the small shock absorber 22 is bolted to the small shock absorber mounting bracket structure of the stator 23. The upper end of the small shock absorber 22 is bolted to the vehicle body to form a rotating joint. The lower end of the steering knuckle frame structure of the stator 23 is bolted to the left end of the lower control arm 16 via the universal joint 15, and the right end is connected to the frame via a rotating joint. The lower end of the push rod 20 forms a rotating joint with the lower control arm 16. The upper end of the rocker arm 19 is bolted to the left end, and the lower end of the rocker arm 19 is bolted to the frame 17, allowing it to rotate around a fixed point. The right end of the rocker arm 19 is connected to the upper end of the large shock absorber 18, forming a rotating joint. The lower end of the large shock absorber 18 is connected to the frame, forming a rotating joint. Under impact energy, the lower swing arm 16 swings, thus transmitting power to the push rod 20. The push rod 20 then transmits the impact energy to the rocker arm 19, causing the rocker arm 19 to rotate around the fixed point of the frame 17, pushing the large shock absorber 18 at the other end. The large shock absorber 18 compresses to buffer the energy. In addition, the tire 1, which integrates the hub motor, generates a vertical displacement Δh due to the vertical excitation of the road surface. This displacement is synchronously transmitted to the push rod 20 through the swing arm 21, driving the rocker arm 19 to swing around the hinge point on the side of the vehicle body. The rocker arm 19 uses a lever i with a long arm force L1 (connecting to the large shock absorber 18) and a short arm force L2 (connecting to the push rod 20). = L1 / L2 = 1.8 ± 0.2 arc contour design (geometric deviation between arc center and hinge point ≤ 2mm), using leverage effect to achieve: large shock absorber 18 axial stroke Δs = Δhxi (i ≥ 1.6 within the working range), by stroke amplification (e.g., when Δh = 50mm, Δs ≥ 80mm), adapting to the large tire bounce demand caused by the increased weight of the hub motor, avoiding hard impact due to "insufficient stroke" of the large shock absorber, and at the same time, load Fs = Fw / i (Fw is the vertical load of tire 1, including the inertial force of the hub motor) to achieve load reduction (when Fw = 1500N, Fs ≤ 937).(5N), reducing the damping load on the large shock absorber 18 and improving energy absorption efficiency. The arc-shaped profile of the rocker arm 19 allows for maximum stability within the commonly used runout range (reducing fluctuations in the force and stroke of the large shock absorber 18). This ensures that the lever arm variation rate is ≤10% under wheel runout angles of ±15°, preventing sudden changes in force and stroke of the large shock absorber 18. Bench durability tests have verified that shock absorber seal wear is reduced by 30%, and lifespan is increased by 25%. Compared to traditional suspensions, the acceleration fluctuation transmitted to the vehicle body from vertical impacts is ≤15%, improving ride comfort. The large shock absorber 18 and rocker arm 19 are integrated into the subframe side (sprung area), transferring the mass of the large shock absorber 18 from the unsprung state, offsetting the increased unsprung mass of the wheel hub motor, reducing unsprung inertia, and improving suspension response speed. By using a concentric circular arc trajectory design for the hinge point between the rocker arm 19 and the steering knuckle (geometric deviation between the arc center and the kingpin axis ≤2mm), the kingpin attitude change during independent tire steering is constrained: ensuring that the kingpin camber angle change is ≤0.5° / 10° and the toe angle change is ≤0.3° / 10°, achieving force decoupling between vertical bounce and steering motion, effectively improving the attitude stability and handling smoothness during independent tire steering.

[0026] The multi-stage vibration-damping electric wheel of this utility model includes a drive device, a reduction device, a vibration-damping device, and a suspension device. In addition, to achieve its independent steering function, a steering device is also designed. The specific structural arrangement is as follows: The drive unit consists of a tire 1, a hub 2, and a hub motor system. From the inside out, the stator 23 is fixed between the upper swing arm 21 and the lower swing arm 16 via a universal joint 15. The wheel axle 8 and the inner rotor 13 are inserted into the inner cavity of the center hole of the stator 23. The bearing 14, hydraulic bushing 24, and axial retaining ring 31 are set between the inner rotor 13 and the wheel axle 8 to fix them axially and support the inner rotor 13 so that it can rotate relative to the stator 23. The inner rotor 13 is fixed inside the stator 23. The inner rotor 13 is fixed to the drive gear disk 26 with screws. At the same time, the annular hydraulic bushing 25, the sliding bearing 27, and the wheel axle 8 are placed in the seat hole of the drive gear disk 26 to achieve connection. The inner rotor 13 drives the drive gear disk 26 to transmit power to the reduction device.

[0027] speed reduction device such as Figure 3 As shown, the system consists of a drive gear disk 26, an internal gear ring 11, planetary gears 28, and a planetary gear carrier disk 29. The internal gear ring 11 is embedded in the stator 23 through the stepped inner and outer holes at the opening and is fixed to it through the threaded holes in the annular array. The inner rotor outputs power to the drive gear disk 26, which meshes with three planetary gears 28. The planetary gears 28 mesh with the internal gear ring 11, and the planetary gears 28 are movably connected to the planetary gear carrier disk 29. After being reduced in speed and increased in torque by the planetary reducer, the rotational power is output through the planetary gear carrier disk 29.

[0028] The steering mechanism consists of a stator 23, a steering tie rod 30, and ball head bolts. Specifically, the steering tie rod is fixed to the steering knuckle frame on the right side of the stator 23 by ball head bolts. The chassis steering system inside the vehicle controls the steering knuckle structure by controlling the steering tie rod, thereby causing the entire electric wheel to deflect and achieve steering.

[0029] The vibration damping device consists of three technical approaches: First, vibration damping is implemented on the outer side of the center of axle 8. This primarily consists of the first damping path, composed of tire 1, hub 2, tire coupling side plate 5, tire-shaped rubber element 3, planetary gear carrier 29, and axle 8. Upon impact from the ground, vibration is directly transmitted from tire 1 to hub 2. Because the tire coupling side plate 5 has multiple studs arranged in a ring around its central axis on its left side, directly connected to hub 2 via nuts 6, the tire coupling side plate 5 directly receives vibration from hub 2. This causes a certain amount of misalignment deformation between the side plate 5 and planetary gear carrier 29. At this time, the tire-shaped rubber element 3 absorbs and filters irregular vibrations from both sides, effectively reducing the impact of irregular vibrations from the tire and hub on the planetary gear carrier 29 and the right-side hub motor on the outer side of the center of axle 8.

[0030] Secondly, vibration damping is implemented on the inner side of the axle 8. This mainly consists of the axle 8, annular hydraulic bushings 24 and 25, sliding bearings 14 and 27, and the drive gear disc 26. After being impacted by the ground, the axle 8 is axially fixed by fixing the bearing 10 in the seat hole of the tire coupling side plate 5 through the nut 9. As a result, the axle 8 simultaneously receives vibration from the hub 2 and undergoes elastic deformation. Therefore, annular hydraulic bushings 25 and 24 are installed in the center hole of the drive gear disc 26 and the inner rotor 13 of the motor to effectively filter the vibration on the inner side of the axle 8.

[0031] Finally, vibration damping is implemented on the right side of the entire electric wheel as a whole. This mainly consists of a universal joint 15, a lower control arm 16, a large shock absorber 18, a rocker arm 19, a push rod 20, an upper control arm 21, and a small shock absorber 22. When the wheel vibrates vertically as it curves or traverses bumpy roads, the impact energy causes the lower control arm 16 to swing, transmitting power to the push rod 20. The push rod 20 then transmits the impact energy to the rocker arm 19, which rotates around a fixed point, pushing the large shock absorber 18 at the other end. The large shock absorber 18 compresses to buffer the energy. Simultaneously, the lower end of the small shock absorber 22 is bolted to the stator 23 steering knuckle frame structure, and the upper end is bolted to the vehicle body. The damping in the shock absorber absorbs the impact energy, and the spring allows the vehicle body to quickly return to its initial state.

[0032] The vibration damping device in this utility model consists of three parts: Part 1: The outer side filters the vibration transmitted from the wheel hub to the motor through the tire coupling. The flexible connection allows the tire-shaped rubber element between the tire coupling side plate and the planetary gear carrier plate to fully absorb the vibration, while achieving smooth torque transmission.

[0033] Part Two: The inner chamber uses hydraulic bushings to filter the vibrations from the axle belt to the drive gear disc, motor reduction device, and inner rotor. An annular hydraulic bushing is used as a buffer to reduce the vibration of the magnetic gap between the rotor and stator inside the motor.

[0034] Part Three: On the right side, dual shock absorbers filter the vertical vibrations of the vehicle body. The impact energy drives the lower control arm to swing, thus transmitting power to the push rod. The push rod then transmits the impact energy to the rocker arm, which rotates around a fixed point, pushing the large shock absorber at the other end. The large shock absorber compresses to buffer the energy. The rocker arm adopts an arc-shaped profile design with a lever ratio i = L1 / L2 = 1.8 ± 0.2 (geometric deviation between the arc center and the hinge point ≤ 2mm) using the lever effect to achieve: vertical kinematics and load adaptation, dynamic lever stability, unsprung mass optimization and response gain, and enhanced tire independent steering stability. At the same time, the lower end of the small shock absorber is bolted to the stator small shock absorber mounting bracket structure, and the upper end is bolted to the vehicle body. At this point, the motor is connected to the sprung mass, that is, to a certain extent, the motor mass is moved upward, reducing the unsprung mass while converting it into the sprung mass of the vehicle body, reducing vibration energy and reducing the impact of vibration on the motor.

[0035] The working process of this utility model is as follows: When a certain drive current is applied to the hub motor, the axle 8 runs through it, supporting and connecting the various components. Its inner rotor 13 drives the drive gear disk 26, which, through the engagement of the planetary gear 28 and the internal gear ring 11, achieves a speed reduction and torque increase effect. This transmits torque to the planetary gear carrier disk 29, which is then flexibly connected via the tire-shaped rubber element 3. This transmits torque to the left side of the tire coupling while simultaneously isolating elastic deformation caused by vibration, preventing any impact on the normal operation of the motor's inner rotor. When the wheel vibrates during cornering or traversing bumpy roads, the impact energy causes the lower swing arm 16 to swing, transmitting power to the push rod 20. The push rod 20 then transmits the impact energy to the rocker arm 19, which rotates around a fixed point, pushing the large shock absorber 18 at the other end. The large shock absorber 18 compresses to buffer the energy. The small shock absorber 22, installed between the motor and the vehicle body, filters vibrations from the vehicle body and quickly restores the original state. When the axle 8 vibrates, the annular hydraulic bushings (first annular hydraulic bushing 24, second annular hydraulic bushing 25) absorb the vibration transmitted to the motor's inner rotor. Furthermore, the electric wheels utilize advanced sensors and controllers to achieve independent steering control for each wheel. When the vehicle needs to turn, the control system can accurately calculate the steering angle of each wheel based on parameters such as vehicle speed and steering angle, and adjust the wheel's steering deflection angle through actuators.

[0036] This invention satisfies the transmission of motor torque while buffering vibrations from all directions, making the motor run more smoothly and extending its service life.

[0037] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the protection scope of the present invention.

Claims

1. A multi-stage shock absorbing electric wheel comprising a tire (1), a wheel hub (2) and an electric motor, said tire (1) being arranged outside the wheel hub (2), characterized in that: The hub (2) is a cup-shaped structure with one end opening, a hollow cavity is formed inside, a tire coupling, a planetary reducer, the motor and a wheel shaft (8) are installed in the cavity, the output end of the motor is connected with the input end of the planetary reducer, the output end of the planetary reducer is connected with the hub (2) through the tire coupling, the wheel shaft (8) is arranged in the cavity and used for supporting the tire coupling, the planetary reducer and the motor; the motor comprises an inner rotor (13) and a stator (23); the tire coupling comprises a tire-shaped rubber element (3) and a tire coupling side disc (5), the tire coupling side disc (5) is fixedly installed on the hub (2), and the tire-shaped rubber element (3) is fixedly installed on the tire coupling side disc (5); the planetary reducer comprises a second annular hydraulic bushing (25), a second sliding bearing (27), a driving gear disc (26), an inner ring gear (11), a planetary gear (28) and a planetary gear carrier disc (29), the inner ring gear (11) is fixedly installed on the open end of the stator (23), the planetary gear (28) is engaged with the inner ring gear (11) and the driving gear disc (26) at the same time, the planetary gear (28) is rotatably supported on the planetary gear carrier disc (29) through a planetary gear shaft, and the planetary gear carrier disc (29) is installed on the side, corresponding to the tire-shaped rubber element (3) and the tire coupling side disc (5), of the tire coupling; the driving gear disc (26) is rotatably connected with the wheel shaft (8) through the second annular hydraulic bushing (25) and the second sliding bearing (27); the wheel shaft (8) is arranged in the central through hole of the inner rotor (13) and the stator (23), the inner rotor (13) is fixedly installed on the wheel shaft (8) and is accommodated in the cavity of the stator (23) and is in gap cooperation with the stator (23); the wheel shaft (8) and the stator (23) are rotatably connected through a first sliding bearing (14); and a first hydraulic bushing (24) is installed in the central through hole of the inner rotor (13).

2. The multi-stage shock absorbing electric wheel of claim 1, wherein: The multi-stage damping electric wheel further comprises a push rod type suspension device, the stator (23) is provided with a knuckle carrier structure, and the push rod type suspension device is connected with the knuckle carrier structure.

3. The multi-stage shock absorbing electric wheel of claim 2, wherein: The push rod type suspension device comprises a universal hinge joint (15), a lower swing arm (16), a large damper (18), a rocker arm (19), a push rod (20), an upper swing arm (21), a small damper (22), and the upper and lower ends of the knuckle frame structure are respectively connected with the upper swing arm (21) and one end of the lower swing arm (16) through the universal hinge joint (15); the lower end of the push rod (20) is hinged with the lower swing arm (16), and the upper end of the push rod (20) is hinged with one end of the rocker arm (19); the middle part of the rocker arm (19) is hinged on the frame (17), and the other end is hinged with the upper end of the large damper (18); the lower end of the large damper (18) is hinged on the end of the frame (17); the lower end of the small damper (22) is installed on the small damper mounting frame structure of the stator (23), and the upper end is used for being hinged with the vehicle body; the other ends of the upper swing arm (21) and the lower swing arm (16) are hinged with the frame (17).

4. The multi-stage shock absorbing electric wheel of claim 3, wherein: The rocker arm (19) is an arc-shaped lever, the distance from the hinged fulcrum to the connection point of the large damper (18) is the long arm force arm L1, the distance from the hinged fulcrum to the connection point of the push rod (20) is the short arm force arm L2, the lever ratio i = L1 / L2 = 1.8 ± 0.2; the geometric deviation between the center of the arc-shaped contour of the rocker arm (19) and the hinged fulcrum is less than or equal to 2 mm; the large damper (18) and the rocker arm (19) are arranged in the sprung mass region above the vehicle body subframe.

5. The multi-stage shock absorbing electric wheel of claim 2, wherein: The multi-stage damping electric wheel further comprises a steering device, the steering device comprises a steering pull rod (30) and a ball head bolt, the steering pull rod (30) is hinged with the knuckle frame structure of the stator (23) through the ball head bolt, and is used for receiving a steering force and driving the whole electric wheel to deflect.

6. The multi-stage shock absorbing electric wheel of claim 1, wherein: One end of the wheel shaft (8) is provided with a thread and is penetrated in the central through hole of the stator (23), and the end is fixedly connected with the stator (23) through a nut (6); The other end is limited in the axial displacement of the first bearing (10) on the tire coupling side disc (5) through a nut (9).

7. The multi-stage shock absorbing electric wheel of claim 1, wherein: The multi-stage damping electric wheel further comprises an axial blocking ring (31), the axial blocking ring (31) is clamped in the clamping groove of the wheel shaft (8), and is used for axially positioning the first hydraulic bushing (24) and / or the first sliding bearing (14).

8. The multi-stage shock absorbing electric wheel of claim 1, wherein: The tire coupling side disc (5) is connected with the hub (2) through a plurality of studs and is fastened through a nut (6); the plurality of studs are arranged in an annular array around the central axis of the tire coupling side disc (5).

9. The multi-stage shock absorbing electric wheel of claim 6, wherein: The planetary gear carrier disc (29) and the tire coupling side disc (5) are relatively provided with seat holes at central positions, the first bearing (10) and the second bearing (12) are respectively installed in the seat holes, the wheel shaft (8) is sequentially penetrated in the seat holes of the tire coupling side disc (5) and the planetary gear carrier disc (29), and is respectively rotationally connected with the two through the first bearing (10) and the second bearing (12).

10. The multi-stage shock absorbing electric wheel of claim 1, wherein: The tire-shaped rubber element (3) is provided with a plurality of bolt holes on both side end faces, which are annularly arranged around the central axis; the tire-shaped rubber element (3) is bolt-connected with the planetary gear carrier disc (29) and the tire coupling side disc (5) through the bolt holes; the outer side end face of the hub (2) is provided with a hub cover (7).

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