Drive wheel assembly and wheeled robot

Abstract

The application provides a driving wheel assembly and a wheeled robot, and belongs to the technical field of robots. The driving wheel assembly comprises a hub with a central hole, a tire surrounding the outer wall of the hub, and a driving member inserted into the central hole and axially fixed to the hub through a fastener. One of the inner wall of the hub and the outer wall of the driving member is provided with a limiting column, and the other is provided with a limiting groove, and the limiting column is clamped in the limiting groove. When the driving member rotates, the limiting column pushes the side wall of the limiting groove, which can prevent the relative sliding of the driving member and the hub in the rotating direction, so that the driving wheel assembly can withstand greater impact torque, and the reliability of power transmission is improved. At the same time, the fastener connects the hub and the driving member, and the tire is fixed around the outer wall of the hub. The fixing of the tire is independent of the fastener, so that the hub and the driving member are prevented from loosening by the fastener, and the tire is also prevented from slipping off due to the axial anti-loosening of the fastener, thereby improving the running stability of the driving wheel assembly.

Description

Technical Field

[0001] This application belongs to the field of robotics technology, and more specifically, relates to a drive wheel assembly and a wheeled robot. Background Technology

[0002] Wheeled robots rely on drive wheel assemblies for movement. Therefore, the performance of the drive wheel assembly directly affects the robot's motion accuracy, reliability, and safety. In existing technologies, common drive wheel assemblies in wheeled robots typically include a drive motor, a hub, and a tire mounted on the hub. To secure the tire to the hub and transmit torque, multiple fixing screws are used to secure the hub's end flanges and annular wheel caps, clamping the tire to the hub body. Thus, the tire's axial anti-detachment capability depends on the frictional force generated by the clamping force of the fixing screws. However, tires are elastic bodies, and their compression deformation under the pressure of the fixing screws is often uneven, resulting in insufficient friction in some areas between the tire and the hub. Under load, vibration, or lateral forces, the tire may begin to creep from the weakest point of friction, or even axially detach, causing the drive wheel assembly to malfunction. Utility Model Content

[0003] The purpose of this application is to provide a drive wheel assembly and a wheeled robot to solve the technical problem in the prior art where the axial fixation of the tire relies on the pressure of the fixing screw, which leads to the tire axially dislodging.

[0004] To achieve the above objectives, the technical solution adopted in this application is: to provide a drive wheel assembly, comprising:

[0005] Wheel hub, with a center bore;

[0006] The tire is fitted around the outer wall of the hub;

[0007] The drive component is inserted into the central hole and axially fixed to the wheel hub by fasteners;

[0008] The inner wall of the wheel hub and the outer wall of the drive component are provided with a limiting post and a limiting groove, respectively, and the limiting post is fitted into the limiting groove.

[0009] Optionally, the limiting groove includes a first groove and a second groove. One end of the first groove has a first end plate. The limiting post includes a first post and a second post. The first post is fitted into the first groove and its end abuts against the first end plate. The second post is fitted into the second groove. The first post has a threaded hole, and the first end plate has a through hole. The fastener passes through the threaded hole and the through hole to fix the drive member and the hub axially.

[0010] Optionally, the first column and the second column have different radial cross-sectional shapes.

[0011] Optionally, the end of the second groove has a second end plate, and the end of the second column abuts against the second end plate.

[0012] Optionally, at least a portion of the circumferential width of the plurality of limiting posts gradually changes from the inside to the outside along the radial direction of the central hole.

[0013] Optionally, the inner circumferential surface of the tire has a first stop portion, and the outer circumferential surface of the wheel hub has a second stop portion, wherein the first stop portion and the second stop portion are in concave-convex fit.

[0014] And / or,

[0015] The tire has a third stop on its side and the wheel hub has a fourth stop on its side, with the third stop and the fourth stop engaging in a snap-fit ​​relationship.

[0016] Optionally, if the inner circumferential surface of the tire has a first stop portion and the outer circumferential surface of the wheel hub has a second stop portion,

[0017] The first stop portion includes a first stop main body and a first stop support arm connected to the first stop main body, wherein the first stop main body and the first stop support arm extend in different directions; the second stop portion includes a second stop main body and a second stop support arm connected to the second stop main body, wherein the first stop main body and the second stop main body are in a concave-convex fit, and the second stop support arm and the first stop support arm are in a concave-convex fit.

[0018] Optionally, both the first stop main body and the second stop main body extend circumferentially along the central hole, and both the first stop support arm and the second stop support arm extend axially along the central hole.

[0019] Optionally, when the inner circumferential surface of the tire has a first stop portion and the outer circumferential surface of the hub has a second stop portion, one of the first stop portion and the second stop portion is a flange and the other is a groove. The width of the flange gradually increases from the root to the end, and correspondingly, the groove width gradually decreases from the bottom to the opening.

[0020] Optionally, if the tire has a third stop on its side and the wheel hub has a fourth stop on its side,

[0021] One of the third stop and the fourth stop is a stepped hole, and the other is a chuck with a shoulder, the shoulder abutting against the stepped surface of the stepped hole; and / or, one of the third stop and the fourth stop is a chuck, and the other is a chuck hole, the chuck gradually thickening from the root to the end, and the diameter of the chuck hole gradually decreasing from the beginning to the end.

[0022] Optionally, the tire has a flange, and the third stop is disposed on the flange.

[0023] Optionally, the drive wheel assembly further includes a wheel cover, which is detachably mounted to the wheel hub to cover the fasteners.

[0024] Optionally, the wheel cover is provided with a first snap-fit ​​portion, and the wheel hub is provided with a second snap-fit ​​portion, wherein the first snap-fit ​​portion and the second snap-fit ​​portion engage in a snap-fit ​​relationship.

[0025] Optionally, the tire and the wheel hub are connected to form a detachable opening, which is used to allow a tool to be inserted to separate the first latching part from the second latching part.

[0026] This application also provides a wheeled robot, which includes a robot body and a drive wheel assembly as described above, the drive wheel assembly being mounted on the robot body.

[0027] The beneficial effects of the drive wheel assembly and wheeled robot provided in this application are as follows: Compared with the prior art, the limiting post and limiting groove in this application are engaged. When the drive component rotates, the limiting post pushes the side wall of the limiting groove, which can prevent relative slippage between the drive component and the wheel hub in the rotation direction. This allows the drive wheel assembly to withstand greater impact torque and improves the reliability of power transmission. Simultaneously, fasteners connect the wheel hub and the drive component, and the tire is fixed to the outer wall of the wheel hub. The tire's fixation is independent of the fasteners. Therefore, while the fasteners prevent the wheel hub from loosening from the drive component, they also prevent tire slippage caused by axial anti-detachment of the fasteners, thereby improving the operational stability of the drive wheel assembly. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 A perspective structural diagram of the drive wheel assembly provided in the embodiments of this application;

[0030] Figure 2This is an exploded structural diagram of the drive wheel assembly provided in an embodiment of this application;

[0031] Figure 3 This is a three-dimensional structural diagram of the driving component used in the embodiments of this application;

[0032] Figure 4 This is a side view of the tire and wheel hub assembly in an embodiment of this application.

[0033] Figure 5 A schematic diagram of the radial cross-sectional structure of the drive wheel assembly provided in an embodiment of this application;

[0034] Figure 6 This is a three-dimensional structural diagram of the tire used in the embodiments of this application;

[0035] Figure 7 This is a three-dimensional structural diagram of the wheel hub used in the embodiments of this application;

[0036] Figure 8 A partial structural schematic diagram of a tire provided in an embodiment of this application;

[0037] Figure 9 A partial structural schematic diagram of the wheel hub provided in an embodiment of this application;

[0038] Figure 10 This is a schematic diagram of the axial cross-sectional structure of the drive wheel assembly provided in an embodiment of this application.

[0039] The following are the labeling elements in the figure:

[0040] 10. Wheel hub; 11. Center hole; 12. Limiting groove; 121. First groove; 122. Second groove; 13. First end plate; 131. Through hole; 14. Second end plate; 15. Second stop part; 151. Second stop main body; 152. Second stop support arm; 16. Fourth stop part; 17. Second buckle part; 171. Limiting protrusion;

[0041] 20. Tire; 21. First stop section; 211. First stop main body; 212. First stop support arm; 22. Third stop section; 23. Flanged edge; 24. Notch; 25. Anti-slip block;

[0042] 30. Driving component; 31. Limiting post; 311. First post; 312. Second post; 313. Threaded hole;

[0043] 40. Fasteners;

[0044] 50. Wheel cover; 51. First latching part;

[0045] 60. Easy to open. Detailed Implementation

[0046] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0047] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0048] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this application.

[0049] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0050] See Figure 1 The drive wheel assembly provided in this embodiment includes a hub 10, a tire 20, and a drive component 30. The tire 20 is fixed to the outer wall of the hub 10. (See also...) Figure 2 The hub 10 has a central hole 11, and the drive component 30 is inserted into the central hole 11 and axially fixed to the hub 10 by fasteners 40. Axial direction refers to the direction of the axis of the central hole 11. One of the inner wall of the hub 10 and the outer wall of the drive component 30 is provided with a limiting post 31, and the other is provided with a limiting groove 12. The limiting post 31 is engaged in the limiting groove 12. Optionally, the drive component 30 is a motor.

[0051] The radial direction in the following text is Figure 2 In the middle R direction, the axial direction is Figure 2 In the direction of A, the circumferential direction is Figure 2 In the C direction.

[0052] like Figure 2As shown, the hub 10 includes an outer ring, a middle ring, an inner ring, and multiple support ribs. The outer ring, middle ring, and inner ring are sequentially fitted from the outside in and concentrically arranged. Multiple support ribs are provided between the outer ring and the middle ring, and between the middle ring and the inner ring. "From the outside in" refers to along the radial direction of the hub 10. Figure 2 (In the R direction), from the center away from the center of the hub 10 to the center closer to the center of the hub 10. Optionally, the support ribs extend radially along the hub 10. For example, the support ribs located on the inner and outer sides of the intermediate ring are correspondingly arranged, and the two corresponding support ribs on the inner and outer sides of the intermediate ring are located on the same radial line of the hub 10. Figure 2 As shown, the supporting ribs are circumferentially arranged around the middle ring. Figure 2 The outer ring, middle ring, inner ring, and multiple support ribs are evenly distributed in the C-direction. The outer ring, middle ring, inner ring, and multiple support ribs are connected to form multiple hollow areas to reduce material usage, reduce manufacturing costs, and help achieve lightweight design of wheeled robots.

[0053] The wheel hub 10 is made of metal materials such as aluminum alloy or high-strength plastic. The tire 20 is in direct contact with the ground and is made of elastic materials such as rubber or polyurethane to provide sufficient friction and good shock absorption. Optionally, the tire 20 is cast onto the surface of the wheel hub 10 to achieve a permanent bond between the wheel hub 10 and the tire 20, preventing relative slippage between the two under high loads.

[0054] Optionally, the fastener 40 is a screw, with multiple screws evenly distributed around the circumference of the hub 10. In some optional embodiments, the limiting post 31 and the limiting groove 12 cooperate to prevent relative sliding between the hub 10 and the drive member 30 in the direction of rotation. Specifically, the center hole 11 is a blind hole, and the fastener 40 passes through the closed end face of the blind hole and connects to the drive member 30. In still some optional embodiments, the limiting post 31 and the limiting groove 12 cooperate to not only prevent relative sliding between the hub 10 and the drive member 30 in the direction of rotation, but also to provide an installation position for the fastener 40.

[0055] The inner wall of the hub 10 refers to the wall of the central hole 11, which surrounds the central hole 11 axially. In some optional embodiments, the inner wall of the hub 10 is provided with a limiting groove 12, and the outer wall of the drive member 30 is provided with a limiting post 31. In still other optional embodiments, the inner wall of the hub 10 is provided with a limiting post 31, and the outer wall of the drive member 30 is provided with a limiting groove 12. In yet still other optional embodiments, the interior of the hub 10 is provided with both a limiting post 31 and a limiting groove 12, and correspondingly, the outer wall of the drive member 30 is provided with both a limiting groove 12 and a limiting post 31, as long as the limiting groove 12 and the limiting post 31 are provided in a one-to-one correspondence to achieve mutual cooperation.

[0056] See Figure 2The limiting groove 12 and the limiting post 31 are both along the axial direction of the central hole 11. Figure 2 (Extends in the direction of A). Alternatively, the extension direction of the limiting groove 12 is inclined relative to the hole axis of the central hole 11, and the inclination direction is not limited.

[0057] See Figure 2 Multiple limiting posts 31 are arranged in a ring on the outer wall of the drive member 30. Optionally, the distance between any two limiting posts 31 is equal. Correspondingly, there are also multiple limiting blocks, which are arranged in a ring array on the inner wall of the hub 10.

[0058] The drive wheel assembly provided in this application embodiment has a locking pin 31 and a locking groove 12. When the drive member 30 rotates, the locking pin 31 pushes the side wall of the locking groove 12, which can prevent the drive member 30 and the wheel hub 10 from sliding relative to each other in the rotation direction. This allows the drive wheel assembly to withstand greater impact torque and improves the reliability of power transmission. At the same time, the fastener 40 connects the wheel hub 10 and the drive member 30. The tire 20 is fixed to the outer wall of the wheel hub 10. The fixing of the tire 20 does not depend on the fastener 40. Thus, while the fastener 40 prevents the wheel hub 10 from loosening from the drive member 30, it can also prevent the tire 20 from loosening due to the axial fixing of the fastener, thereby improving the operational stability of the drive wheel assembly.

[0059] like Figures 2 to 5 As shown, the limiting groove 12 includes a first groove 121 and a second groove 122, with a first end plate 13 at one end of the first groove 121. The limiting post 31 includes a first post 311 and a second post 312. The first post 311 is fitted into the first groove 121, and its end abuts against the first end plate 13. The second post 312 is fitted into the second groove 122. The first post 311 has a threaded hole 313, and the first end plate 13 has a through hole 131. A fastener 40 passes through the threaded hole 313 and the through hole 131 to axially fix the drive member 30 and the hub 10. The first end plate 13 has a receiving groove, with the through hole 131 located at the bottom of the receiving groove. The end cap of the fastener 40 is received within the receiving groove.

[0060] One of the groove wall of the first groove 121 and the outer wall of the first column 311 is provided with a protruding ridge, and the other is provided with a recess, with the protruding ridge accommodated in the recess. The groove wall of the first groove 121 includes a groove bottom and two side walls located on opposite sides of the groove bottom. The protruding ridge makes the structure irregular, thereby further improving the stability of the concave-convex connection between the first groove 121 and the second column 312 through the cooperation of the protruding ridge and the recess, and reducing the impact of external loads on the fastener 40. Optionally, at least one side of the groove wall of the first groove 121 is provided with a protruding ridge, and the outer wall of the first column 311 is provided with a recess corresponding to the protruding ridge. Alternatively, at least one side of the groove wall of the first groove 121 is provided with a recess, and the outer wall of the first column 311 is provided with a protruding ridge corresponding to the recess. Optionally, the end of the protruding ridge is provided with a guiding bevel for guiding the first column 311 into the first groove 121.

[0061] like Figure 3 As shown, the radial cross-sectional shapes of the first column 311 and the second column 312 are different. A radial cross-section refers to the cross-section obtained by a plane perpendicular to the axis of the central hole 11. Correspondingly, the radial cross-sectional shapes of the first groove 121 and the second groove 122 are different. (See reference...) Figure 5 The first column 311 and the second column 312 are staggered. (See reference...) Figure 4 Multiple first pillars 311 are evenly spaced around the outer wall of the driving member 30, and a second pillar 312 is provided between two adjacent first pillars 311. For example, the radial cross-section of the first pillar 311 is square, and the radial cross-section of the second pillar 312 is semi-circular. Of course, the radial cross-sectional shapes of the first pillar 311 and the second pillar 312 can also be the same.

[0062] The second column 312 may or may not have a threaded hole 313. For example, see [reference needed]. Figure 2 Both the first column 311 and the second column 312 are provided with threaded holes 313. The threaded hole 313 on the first column 311 is engaged with the fastener 40, while the threaded hole 313 on the second column 312 is unused.

[0063] In some embodiments, such as Figure 4 As shown, a second end plate 14 is provided at the end of the second groove 122 that mates with the second column 312, and the end of the second column 312 abuts against the second end plate 14 for limiting. Thus, each limiting groove 12 is provided with an end plate, and the end of the limiting column 31 abuts against the end plate, enabling rapid positioning. Of course, the end of the second groove 122 may not have a second end plate 14. For example, the second groove 122 may be a through groove, the length of which is equal to or less than the width of the hub 10. The second end plate 14 may or may not have a through hole 131; this application does not specifically limit this.

[0064] After the first column 311 is fitted into the first groove 121, its end abuts against the first end plate 13. During assembly, the first end plate 13 can be quickly positioned when the drive member 30 is inserted into the center hole 11. The first column 311 is provided with a threaded hole 313, and the first end plate 13 is provided with a through hole 131. The fastener 40 passes through the through hole 131 and the threaded hole 313 for threaded engagement. As the fastener 40 is screwed in, the fit clearance between the first column 311 and the first end plate 13 decreases, thereby allowing adjustment of the tightness of the connection between the hub 10 and the drive member 30 using the fastener 40.

[0065] In the drive wheel assembly provided in this application embodiment, the limiting post 31, in addition to cooperating with the limiting groove 12 to prevent relative sliding between the hub 10 and the drive component 30 along the rotation direction, can also provide an installation position for the fastener 40. By rotating the fastener 40, the size of the fit gap between the first body and the first end plate 13 can be adjusted, thereby adjusting the tightness of the connection between the hub 10 and the drive component 30.

[0066] At least a portion of the circumferential width of the multiple limiting posts 31 gradually changes from the inside to the outside along the radial direction of the central hole 11. Understandably, the limiting groove 12, adapted to the limiting posts 31 with gradually changing circumferential width, also has a gradually changing groove width, allowing for a proper match. Optionally, only a portion of the multiple limiting posts 31 may have a gradually changing circumferential width structure; these limiting posts 31 can be centrally or distributed. Alternatively, all of the multiple limiting posts 31 may have a gradually changing circumferential width structure. The circumferential width of the limiting posts 31 can change linearly or non-linearly from the inside to the outside along the radial direction of the central hole 11. For example, the opposite sides of the limiting posts 31 may be planar or curved surfaces. The circumferential width of the limiting posts 31 can gradually increase or gradually decrease from the inside to the outside along the radial direction of the central hole 11.

[0067] like Figure 6 As shown, the inner circumferential surface of the tire 20 has a first stop portion 21; as Figure 7 As shown, the outer peripheral surface of the hub 10 has a second stop portion 15. The second stop portion 15 and the first stop portion 21 are in a concave-convex fit. And / or, as Figure 8 As shown, the sidewall of tire 20 has a third stop 22; as Figure 9 As shown, the side of the wheel hub 10 has a fourth stop portion 16. The third stop portion 22 is engaged with the fourth stop portion 16.

[0068] In some embodiments, the inner circumferential surface of the tire 20 is provided with only a first stop portion 21, and the outer circumferential surface of the hub 10 is provided with only a second stop portion 15. The interlocking of the first stop portion 21 and the second stop portion 15 prevents the tire 20 from sliding relative to the outer circumferential surface of the hub 10. Alternatively, the inner circumferential surface of the tire 20 is provided with only a third stop portion 22, and the outer circumferential surface of the hub 10 is provided with only a fourth stop portion 16. The interlocking of the third stop portion 22 and the fourth stop portion 16 prevents the tire 20 from sliding relative to the hub 10 along the axial direction of the central hole 11. In some other optional embodiments, such as... Figure 6 As shown, the tire 20 is provided with both a first stop 21 and a third stop 22, and correspondingly, as... Figure 7 As shown, the outer peripheral surface of the hub 10 is provided with both a second stop portion 15 and a fourth stop portion 16.

[0069] The hub 10 includes two opposing sides and an outer peripheral surface. The two sides are an inner side facing the robot body and an outer side facing outwards, respectively. The outer peripheral surface is the surface that rolls towards the ground. The first stop 21 is a flange protruding from the outer peripheral surface of the hub 10, and correspondingly, the second stop 15 is a groove provided on the inner peripheral surface of the tire 20. Or, as... Figure 6 As shown, the first stop 21 is a groove provided on the outer peripheral surface of the hub 10, correspondingly, as... Figure 7 As shown, the second stop portion 15 is a flange provided on the inner peripheral surface of the tire 20. Alternatively, the first stop portion 21 includes a flange and a groove provided on the outer peripheral surface of the hub 10, and correspondingly, the second stop portion 15 includes a groove and a flange provided on the inner peripheral surface of the tire 20. For example, multiple flanges are provided on the outer peripheral surface of the hub 10, and one or more grooves can be provided between two flanges.

[0070] In some alternative embodiments, only one second stop portion 15 is provided, and it is a continuous structure. Correspondingly, the second stop portion 15 is also a continuous structure. For example, the second stop portion 15 is an annular flange continuously provided along the outer peripheral surface of the hub 10, and correspondingly, the first stop portion 21 is an annular groove that mates with the annular flange and is located on the inner peripheral surface of the tire 20. Alternatively, the second stop portion 15 is an annular groove continuously provided along the outer peripheral surface of the hub 10, and correspondingly, the first stop portion 21 is an annular flange that mates with the annular groove and is located on the inner peripheral surface of the tire 20.

[0071] In some optional embodiments, multiple second stop portions 15 are provided, and the multiple second stop portions 15 are spaced apart to form a discontinuous structure. Correspondingly, multiple first stop portions 21 are spaced apart and form a discontinuous structure. The multiple first stop portions 21 and the multiple second stop portions 15 are arranged in a one-to-one correspondence. For example, the multiple second stop portions 15 are arranged on the outer peripheral surface of the hub 10 at equal intervals. Or, the multiple second stop portions 15 are arranged in multiple groups at intervals on the outer peripheral surface of the hub 10. For example, three second stop portions 15 are grouped together, and multiple groups of second stop portions 15 are arranged at equal intervals. The arrangement of the first stop portions 21 corresponds to the second stop portions 15, and will not be described again.

[0072] like Figure 8 As shown, the third stop 22 is a clip protruding from the side of the tire 20; correspondingly, as Figure 9 As shown, the fourth stop 16 is a locking hole provided on the side of the wheel hub 10. Alternatively, the third stop 22 is a locking hole provided on the side of the tire 20, and correspondingly, the fourth stop 16 is a locking head protruding from the side of the wheel hub 10. Or, the third stop 22 includes a locking head and a locking hole provided on the side of the tire 20, and correspondingly, the fourth stop 16 includes a locking hole and a locking head provided on the side of the wheel hub 10. For example, multiple locking heads are arranged on the side of the tire 20 of the wheel hub 10, and one or more locking holes can be provided between two locking heads. The locking holes can be blind holes or through holes.

[0073] In some alternative embodiments, the fourth stop 16 is provided as a single, continuous structure surrounding the outer circumference of the wheel hub 10, and correspondingly, the third stop 22 is also a continuous structure. For example, the fourth stop 16 is an annular locking head continuously provided along the side of the wheel hub 10, and correspondingly, the third stop 22 is an annular locking hole that mates with the annular locking head and is located on the side of the tire 20. Alternatively, the fourth stop 16 is an annular locking hole continuously provided along the side of the tire 20, and correspondingly, the third stop 22 is an annular locking head that mates with the annular locking hole and is located on the inner circumferential surface of the tire 20.

[0074] In some optional embodiments, multiple fourth stop portions 16 are provided, and the multiple fourth stop portions 16 are spaced apart around the outer periphery of the wheel hub 10. Correspondingly, multiple third stop portions 22 are spaced apart. The multiple third stop portions 22 and the multiple fourth stop portions 16 are arranged in a one-to-one correspondence. For example, the multiple third stop portions 22 are arranged on the side of the tire 20 at equal intervals. Or, the multiple third stop portions 22 are arranged in multiple groups at intervals on the side of the tire 20. For example, three third stop portions 22 form a group, and multiple groups of third stop portions 22 are arranged at equal intervals. The arrangement of the fourth stop portions 16 corresponds to the third stop portions 22, and will not be described again.

[0075] The wheel assembly provided in this application embodiment achieves a tight fit between the tire 20 and the wheel hub 10 by means of a first stop 21 and a second stop 15 and / or a third stop 22 and a fourth stop 16 that cooperate with each other, preventing relative slippage between the tire 20 and the wheel hub 10 during rotation and preventing the tire 20 and the wheel hub 10 from becoming loose. The tire 20 is directly formed on the outside of the wheel hub 10, achieving connection with the wheel hub 10 during tire production, thus improving the installation efficiency of the drive wheel assembly.

[0076] like Figure 6 and Figure 8 As shown, the first stop portion 21 includes a first stop main body 211 and a first stop support arm 212 connected to the first stop main body 211. The first stop main body 211 and the first stop support arm 212 extend in different directions. Correspondingly, as... Figure 7 and Figure 9 As shown, the second stop portion 15 includes a second stop main body 151 and a second stop support arm 152 connected to the second stop main body 151. The first stop main body 211 and the second stop main body 151 are in concave-convex fit, and the second stop support arm 152 and the first stop support arm 212 are in concave-convex fit.

[0077] The first stop support arm 212 is connected to the first stop main body 211, and multiple first stop support arms 212 are distributed along the first stop main body 211. For example, as Figure 6 and Figure 8 As shown, multiple first stop arms 212 are distributed on opposite sides of the first stop main body 211, with multiple first stop arms 212 located on the same side of the first stop main body 211 arranged at equal intervals. The multiple first stop arms 212 are grouped in pairs, forming multiple groups. Two first stop arms 212 in the same group are located on different sides of the first stop main body 211 and extend in the same direction.

[0078] When there is only one first stop portion 21, the first stop main body 211 is arranged around the inner circumference of the tire 20 in one or more circles, and multiple first stop support arms 212 are distributed along the first stop main body 211. When there are multiple first stop portions 21, each first stop portion 21 includes one first stop main body 211 and at least one first stop support arm 212.

[0079] In some specific embodiments, see Figure 6 and Figure 7The first stop main branch 211 and the second stop main branch 151 both extend circumferentially along the central hole 11, and the first stop support arm 212 and the second stop support arm 152 both extend axially along the central hole 11. The first stop support arm 212 is perpendicular to the first stop main branch 211, and the second stop support arm 152 is perpendicular to the second stop main branch 151. In some other embodiments, the first stop main branch 211 and the first stop support arm 212 are arranged at an acute angle or an obtuse angle.

[0080] Both the first stop main body 211 and the first stop support arm 212 are either flanges or grooves, or one of the first stop main body 211 and the first stop support arm 212 is a flange and the other is a groove. The structure of the second stop part 15 is adapted to the first stop part 21, and will not be described in detail.

[0081] The drive wheel assembly provided in this application embodiment has a first stop main body 211 and a first stop support arm 212 extending in different directions. Thus, by means of the concave-convex cooperation between the first stop main body 211 and the second stop main body 151, and the concave-convex cooperation between the second stop support arm 152 and the first stop support arm 212, the sliding of the tire 20 relative to the outer peripheral surface of the hub 10 can be constrained from different directions.

[0082] One of the first stop portion 21 and the second stop portion 15 is a flange and the other is a groove. The width of the flange gradually increases from the root to the end, and correspondingly, the width of the groove gradually decreases from the bottom to the opening.

[0083] The width of the flange refers to the length of the arc intercepted by the arc surface parallel to the outer peripheral surface of the hub 10. The root of the flange refers to the end of the flange connected to its surrounding structure, and the end of the flange refers to the end away from its surrounding structure. The width of the flange can increase linearly or non-linearly from the root to the end. When there are multiple flanges, the width of some or all flanges gradually increases from the root to the end. The gradient trend of each flange can be completely the same or only partially the same. When there is only one flange, the flange has a sub-region with a gradually changing width, or the flange as a whole has a gradually changing structure. The groove width setting is adapted to the flange and will not be described further.

[0084] The drive wheel assembly provided in this application embodiment has a flange width that gradually increases from the root to the end, and a groove width that gradually decreases from the bottom to the opening. After the flange is fitted into the groove, it can not only provide circumferential axial constraint, but also prevent the tire 20 from separating from the hub 10 radially, thereby improving the connection stability.

[0085] The tire 20 has a flange 23, and a third stop 22 is disposed on the flange 23. In some alternative embodiments, such as Figure 6 and Figure 8As shown, the sidewall of the tire 20 has multiple flanges 23, which are spaced apart along the axial direction of the tire 20. A notch 24 is formed between two adjacent flanges 23. Each flange 23 has a third stop 22. Specifically, as... Figure 8 As shown, the tire 20 has four equally spaced flanges 23 on its side, each flange 23 having a protruding locking head serving as a third stop 22. In some alternative embodiments, the tire 20 has an annular flange 23 with multiple third stops 22 on the flange 23. A fourth stop 16 is constructed on the hub 10 at a position corresponding to the third stops 22.

[0086] In some specific embodiments, one of the third stop portion 22 and the fourth stop portion 16 is a chuck with a shoulder, and the other is a stepped hole, with the shoulder abutting against the stepped surface of the stepped hole.

[0087] In some alternative embodiments, see Figure 8 and Figure 9 The third stop 22 is a collet with a shoulder, and the fourth stop 16 is a stepped hole. The collet is fitted into the stepped hole, wherein the shoulder abuts against the stepped surface of the stepped hole to prevent the collet from dislodging from the stepped hole along the axial direction of the central hole 11. In some alternative embodiments, the fourth stop 16 is a collet with a shoulder, and the third stop 22 is a stepped hole.

[0088] One of the third stop portion 22 and the fourth stop portion 16 is a locking head, and the other is a locking hole. The locking head gradually thickens from the root to the end, and correspondingly, the diameter of the locking hole gradually decreases from the beginning to the end.

[0089] The root of the chuck head refers to the end of the chuck head connected to its surrounding structure, while the end of the chuck head is the end furthest from its surrounding structure. The gradient of different chuck heads can be the same or different. The chuck head can gradually thicken from the root to the end in a straight line or a non-linear manner. Alternatively, the chuck head may consist of multiple connecting segments of different thicknesses, with the thinner connecting segments located closer to the root. When there are multiple chuck heads, some may gradually thicken from the root to the end, while others may have a uniform thickness. Alternatively, all chuck heads may gradually increase in thickness from the root to the end. All chuck heads may have the same shape or only partially the same shape. The end of the chuck hole is opposite to the beginning of the chuck hole. The beginning of the chuck hole refers to the end of the chuck hole corresponding to the root of the chuck head when the chuck head is housed within it; the end of the chuck hole refers to the end of the chuck hole corresponding to the end of the chuck head when the chuck head is housed within it.

[0090] The drive wheel assembly provided in this application embodiment has a clamp head whose thickness gradually increases from the root to the end, and a clamp hole whose diameter gradually decreases from the bottom to the opening of the groove. This prevents the clamp head from coming out of the clamp hole after it is clamped in the groove, thereby improving the axial connection between the tire 20 and the wheel hub 10.

[0091] like Figure 2 As shown, the drive wheel assembly also includes a wheel cover 50, which is detachably mounted on the wheel hub 10 to conceal the fastener 40. Exposed fastener 40 affects aesthetics; therefore, a detachable wheel cover 50 is installed on the outer side of the wheel hub 10 for concealment. When the tire 20 or wheel hub 10 is damaged and needs replacement, the wheel cover 50 is removed, and then the fastener 40 is removed to separate the wheel hub 10 from the drive component 30. The wheel hub 10 and tire 20 can then be removed and replaced with a new wheel hub 10 and a new tire 20.

[0092] The wheel cover 50 is circular, and its size is not smaller than the outer diameter of the wheel hub 10, so as to cover the hollow area on the wheel hub 10. Figure 10 As shown, the outer surface of the wheel cover 50 is a convex surface that bulges outward, thereby improving the aesthetics of the appearance.

[0093] In some specific embodiments, such as Figure 10 As shown, the wheel cover 50 is provided with a first latching part 51, and the wheel hub 10 is provided with a second latching part 17. The first latching part 51 and the second latching part 17 are latched together.

[0094] The first latching part 51 and the second latching part 17 are a cantilever latch and a latching groove that cooperate with each other. The groove wall has a limiting protrusion 171 that mates with the protruding part of the cantilever latch. When the cantilever latch is inserted into the groove, the inner side of the protruding part of the cantilever latch abuts against the limiting protrusion 171. The inner side of the protruding part of the cantilever latch refers to the side of the protruding part closest to the structure containing the cantilever latch. To facilitate insertion of the cantilever latch into the groove, the end of the cantilever latch is provided with a guide slope, located on the protruding part of the cantilever latch. During the insertion of the cantilever latch into the groove, the guide slope first abuts against the limiting protrusion 171. As insertion continues, the limiting protrusion 171 remains in contact with the guide slope and moves relative to it along the guide slope, during which the cantilever of the cantilever latch undergoes elastic deformation. Continue advancing the cantilever buckle. After the protruding part of the cantilever buckle passes the limiting protrusion 171, the cantilever of the cantilever buckle springs back, causing the inner side of the protruding part of the cantilever buckle to abut against the limiting protrusion 171.

[0095] In this configuration, the first latching part 51 is a cantilever latch protruding from the wheel cover 50, and correspondingly, the second latching part 17 is a slot provided on the wheel hub 10. Alternatively, the first latching part 51 is a slot provided on the wheel cover 50, and correspondingly, the second latching part 17 is a cantilever latch protruding from the wheel hub 10. Or, the first latching part 51 includes a cantilever latch and a slot provided on the wheel cover 50, and correspondingly, the second latching part 17 includes a slot and a cantilever latch provided on the wheel hub 10. For example, multiple cantilever latches can be arranged on the wheel hub 10, and one or more slots can be provided between two cantilever latches.

[0096] Multiple first latching portions 51 are provided, and these multiple first latching portions 51 are spaced apart around the circumferential outer edge of the wheel cover 50. Correspondingly, the multiple first latching portions 51 are spaced apart. Each of the multiple first latching portions 51 corresponds one-to-one with a multiple of the second latching portions 17. For example, the multiple first latching portions 51 are arranged on the side of the tire 20 at equal intervals. Alternatively, the multiple first latching portions 51 are arranged in multiple groups at intervals on the side of the tire 20. For example, three first latching portions 51 form a group, and multiple groups of first latching portions 51 are arranged at equal intervals. The arrangement of the second latching portions 17 corresponds to that of the first latching portions 51, and will not be described further.

[0097] See Figure 2 The first latching part 51 is a cantilever latch, and there are four of them. The four cantilever latches are spaced apart around the outer edge of the wheel cover 50. Correspondingly, the second latching part 17 is a latching groove, which is formed by the hollow area on the wheel hub 10.

[0098] To facilitate the removal of the wheel cover 50, the tire 20 and the wheel hub 10 are connected to form a detachable opening 60. The detachable opening 60 is used to insert a tool to separate the first latching part 51 from the second latching part 17. When it is necessary to remove the wheel cover 50, the tool is inserted into the detachable opening 60, causing the cantilever of the cantilever latch to elastically deform, so that the limiting protrusion 171 in the slot can move to the guide slope. Then, the wheel cover 50 can be removed from the wheel hub 10 by pulling it.

[0099] In some embodiments, the tire 20 has flanges 23, with notches 24 formed between the flanges 23. After the tire 20 surrounds the rim 10, the notches 24 and the outer wall of the rim 10 form the entrance to the removable opening 60. In other embodiments, the entrance to the removable opening 60 is located on the side of the tire 20. Alternatively, the entrance to the removable opening 60 is located on the flanges 23. Of course, the entrance to the removable opening 60 can also be formed by splicing notches on the tire 20 and the rim 10, as long as it allows a tool to be inserted to separate the first latching part 51 and the second latching part 17.

[0100] like Figure 6 As shown, the outer circumferential surface of the tire 20 is provided with an anti-slip structure. The anti-slip structure includes multiple anti-slip blocks 25, which are arranged in groups. One group of anti-slip blocks 25 is located near the inner side of the tire 20, and another group of anti-slip blocks 25 is located near the outer side of the tire 20. The multiple anti-slip blocks 25 in the same group are arranged at equal intervals around the circumference of the tire 20.

[0101] This application also provides a wheeled robot, including a robot body and a drive wheel assembly as described above, the drive wheel assembly being mounted on the robot body.

[0102] Wheeled robots are robots that move using wheels, such as sweeping robots, material handling robots, patrol robots, or service robots. The drive wheel assembly is mounted on the robot's main body and is used to enable the wheeled robot to move forward, backward, and turn.

[0103] Specifically, the robot body is equipped with multiple drive wheel assemblies, which are arranged in a square array.

[0104] The wheeled robot provided in this application embodiment, by adopting the above-mentioned drive wheel assembly, can improve the stability of the movement process, reduce the failure of the drive wheel assembly, and extend its service life.

[0105] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A drive wheel assembly, characterized in that: include: The hub (10) has a center hole (11); Tire (20) is provided on the outer wall of the hub (10); The drive component (30) is inserted into the center hole (11) and axially fixed to the hub (10) by fasteners (40); The inner wall of the hub (10) and the outer wall of the drive member (30) are provided with a limiting post (31) and a limiting groove (12), and the limiting post (31) is fitted into the limiting groove (12).

2. The drive wheel assembly as claimed in claim 1, characterized in that: The limiting groove (12) includes a first groove (121) and a second groove (122). One end of the first groove (121) has a first end plate (13). The limiting post (31) includes a first post (311) and a second post (312). The first post (311) is fitted into the first groove (121) and the end of the first post (311) abuts against the first end plate (13). The second post (312) is fitted into the second groove (122). The first post (311) is provided with a threaded hole (313). The first end plate (13) is provided with a through hole (131). The fastener (40) passes through the threaded hole (313) and the through hole (131) to fix the drive member (30) and the hub (10) axially.

3. The drive wheel assembly as described in claim 2, characterized in that: The first column (311) and the second column (312) have different radial cross-sectional shapes.

4. The drive wheel assembly as claimed in claim 2, characterized in that: The second groove (122) has a second end plate (14) at its end, and the end of the second column (312) abuts against the second end plate (14).

5. The drive wheel assembly as claimed in claim 1, characterized in that: At least a portion of the circumferential width of the plurality of limiting posts (31) gradually changes from the inside to the outside along the radial direction of the central hole (11).

6. The drive wheel assembly as claimed in any one of claims 1 to 5, characterized in that: The inner circumferential surface of the tire (20) has a first stop portion (21), and the outer circumferential surface of the hub (10) has a second stop portion (15). The first stop portion (21) and the second stop portion (15) are in concave-convex fit. And / or, The tire (20) has a third stop (22) on its side and the wheel hub (10) has a fourth stop (16) on its side. The third stop (22) and the fourth stop (16) are engaged with each other.

7. The drive wheel assembly as claimed in claim 6, characterized in that: When the inner circumferential surface of the tire (20) has a first stop (21) and the outer circumferential surface of the hub (10) has a second stop (15), The first stop portion (21) includes a first stop main body (211) and a first stop support arm (212) connected to the first stop main body (211). The first stop main body (211) and the first stop support arm (212) have different extension directions. The second stop portion (15) includes a second stop main body (151) and a second stop support arm (152) connected to the second stop main body (151). The first stop main body (211) and the second stop main body (151) are in a concave-convex fit, and the second stop support arm (152) and the first stop support arm (212) are in a concave-convex fit.

8. The drive wheel assembly as claimed in claim 7, characterized in that: The first stop main body (211) and the second stop main body (151) both extend circumferentially along the central hole (11), and the first stop support arm (212) and the second stop support arm (152) both extend axially along the central hole (11).

9. The drive wheel assembly as claimed in claim 6, characterized in that: When the inner circumferential surface of the tire (20) has a first stop (21) and the outer circumferential surface of the hub (10) has a second stop (15), one of the first stop (21) and the second stop (15) is a flange and the other is a groove. The width of the flange gradually increases from the root to the end, and the groove width gradually decreases from the bottom to the opening.

10. The drive wheel assembly as claimed in claim 6, characterized in that: When the tire (20) has a third stop (22) on its side and the wheel hub (10) has a fourth stop (16) on its side, One of the third stop (22) and the fourth stop (16) is a stepped hole, and the other is a chuck with a shoulder, the shoulder abutting against the stepped surface of the stepped hole; and / or, one of the third stop (22) and the fourth stop (16) is a chuck, and the other is a chuck hole, the chuck gradually thickening from the root to the end, and the diameter of the chuck hole gradually decreasing from the beginning to the end.

11. The drive wheel assembly as claimed in claim 6, characterized in that: The tire (20) has a flange (23), and the third stop (22) is disposed on the flange (23).

12. The drive wheel assembly as claimed in any one of claims 1 to 5, characterized in that: The drive wheel assembly also includes a wheel cover (50), which is detachably mounted on the wheel hub (10) to cover the fastener (40).

13. The drive wheel assembly as claimed in claim 12, characterized in that: The wheel cover (50) is provided with a first snap-fit ​​part (51), and the wheel hub (10) is provided with a second snap-fit ​​part (17). The first snap-fit ​​part (51) and the second snap-fit ​​part (17) are engaged in a snap-fit ​​relationship.

14. The drive wheel assembly as claimed in claim 13, characterized in that: The tire (20) and the hub (10) are connected to form a detachable opening (60), which is used to insert a tool to separate the first latch (51) from the second latch (17).

15. A wheeled robot, characterized in that: It includes a robot body and a drive wheel assembly as described in any one of claims 1 to 14, the drive wheel assembly being mounted on the robot body.

Images