Vehicle wheel-side structure and vehicle having same

Abstract

A vehicle (1000), the vehicle (1000) comprising a vehicle (1000) wheel-side structure (1), and the wheel-side structure (1) comprising a half shaft (100) and a wheel-end assembly (200). The half shaft (100) comprises a plurality of shaft sections (101) and at least one transmission apparatus (102), the transmission apparatus (102) being connected between two adjacent shaft sections (101), and the half shaft (100) being connected to a powertrain (4); the wheel-end assembly (200) is adapted to a dual tire, and the wheel-end assembly (200) is connected to the half shaft (100) and is driven by the half shaft (100) to rotate.

Description

Wheel rim structure of vehicle and vehicle having the same

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on August 29, 2023, with application number 202322337468.7 and entitled “Wheel rim structure of a vehicle and a vehicle having the same”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a wheel rim structure of a vehicle and a vehicle having the same. Background Art

[0004] Commercial vehicles in the related art typically utilize a dual-tire wheel assembly, driven by a single drive shaft. This connection to the vehicle's powertrain increases the weight of the powertrain, which in turn increases the vehicle's unsprung mass, significantly impacting its ride comfort and energy efficiency.

[0005] Public content

[0006] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a wheel rim structure for a vehicle, which can reduce the unsprung mass of a commercial vehicle and improve the comfort and energy economy of the commercial vehicle.

[0007] The present application also proposes a vehicle having the wheel rim structure of the above vehicle.

[0008] In order to achieve the above-mentioned purpose, according to the first aspect embodiment of the present application, a wheel-side structure of a vehicle is proposed, including: a half-shaft, the half-shaft includes multiple shaft segments and at least one transmission device, the transmission device is connected between two adjacent shaft segments, and the half-shaft is suitable for connection to a powertrain; and a wheel-end assembly, the wheel-end assembly is adapted for dual tires, the wheel-end assembly is connected to the half-shaft and is driven to rotate by the half-shaft.

[0009] The wheel side structure of the vehicle according to the embodiment of the first aspect of the present application can reduce the unsprung mass of the commercial vehicle and improve the comfort and energy economy of the commercial vehicle.

[0010] According to some embodiments of the present application, the plurality of shaft segments include an input segment adapted to be connected to the powertrain; an intermediate segment; and an output segment connected to the wheel-end assembly.

[0011] According to some embodiments of the present application, the at least one transmission device includes a first transmission device, through which the input section and the intermediate section are connected; and a second transmission device, through which the intermediate section and the output section are connected.

[0012] According to some embodiments of the present application, the wheel end assembly includes an inner cylinder, which is sleeved on the output section and is suitable for connecting to the suspension; and a wheel end, which surrounds the outer circumference of the inner cylinder and is supported by the inner cylinder. The output section is transmission-connected to the wheel end to drive the wheel end to rotate relative to the inner cylinder.

[0013] According to some embodiments of the present application, the wheel side structure of the vehicle further includes: an end cover, the outer periphery of the end cover is transmission connected to the wheel end, the end cover is provided with an axial hole, the output section is passed through the axial hole and is transmission connected to the end cover.

[0014] According to some embodiments of the present application, the outer circumference of the output section at one end away from the input section is configured with external teeth, and the inner circumference of the shaft hole is configured with internal teeth, and the external teeth are meshed with the internal teeth.

[0015] According to some embodiments of the present application, the wheel rim structure of the vehicle further includes: a locking nut, the portion of the output section extending out of the end cover is configured with an external thread, the locking nut cooperates with the external thread and stops at the side of the end cover facing away from the inner cylinder.

[0016] According to some embodiments of the present application, the wheel side structure of the vehicle further includes: a first bearing, which is arranged between the wheel end and the inner cylinder; and a second bearing, which is arranged between the inner cylinder and the output section.

[0017] According to some embodiments of the present application, the first bearing is disposed adjacent to an end of the inner cylinder facing away from the input section, and the second bearing is disposed adjacent to an end of the inner cylinder facing the input section.

[0018] According to some embodiments of the present application, a first positioning groove is provided on the outer circumferential surface of the inner cylinder, and one end of the first bearing facing the input section abuts against a side wall of the first positioning groove.

[0019] According to some embodiments of the present application, the inner circumferential surface of the inner cylinder is provided with a second positioning groove, the outer circumferential surface of the output section is provided with a positioning boss, the end of the second bearing facing away from the input section stops at the side wall of the second positioning groove, and the end of the second bearing facing the input section stops at the positioning boss.

[0020] According to some embodiments of the present application, the wheel rim structure of the vehicle also includes: a brake disc, which is separately arranged from the wheel end and is transmission-connected, and the brake disc surrounds the outer circumference of the inner tube; and a service brake, which is connected to at least one of the inner tube and the suspension, and the service brake can selectively apply braking force to the brake disc.

[0021] According to some embodiments of the present application, the wheel side structure of the vehicle further includes: an electronic parking system, which is connected to at least one of the inner tube and the suspension, and the electronic parking system can selectively apply parking force to the brake disc.

[0022] According to some embodiments of the present application, the outer peripheral surface of the wheel end is configured with a stop ring edge for stopping the rim, and the brake disc stops at a side of the stop ring edge facing away from the rim.

[0023] According to some embodiments of the present application, the stop ring edge is provided with a mounting hole for mounting the wheel rim, and the abutment position between the brake disc and the stop ring edge is located on the inner side of the mounting hole in the radial direction of the stop ring edge.

[0024] According to some embodiments of the present application, a support ring is configured at one end of the wheel end facing away from the rim, and the support ring is fitted to the inner circumferential surface of the brake disc.

[0025] According to a second aspect embodiment of the present application, a vehicle is proposed, comprising: a powertrain; and the wheel side structure of the vehicle according to the first aspect embodiment of the present application.

[0026] The vehicle according to the second aspect embodiment of the present application has the advantages of high comfort, good energy economy, etc. by utilizing the wheel side structure of the vehicle according to the first aspect embodiment of the present application.

[0027] According to some embodiments of the present application, the vehicle also includes: a suspension, the suspension including at least two mounting seats, the vehicle having at least two wheel side structures, the vehicle having at least two wheel side structures arranged at intervals along the left and right directions of the vehicle; and an elastic torsion bar, two adjacent mounting seats being connected by the elastic torsion bar.

[0028] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0030] FIG1 is a schematic structural diagram of a wheel edge structure according to an embodiment of the present application.

[0031] FIG2 is a structural schematic diagram of the wheel edge structure from another perspective according to an embodiment of the present application.

[0032] FIG3 is a cross-sectional view of a wheel rim structure according to an embodiment of the present application.

[0033] FIG4 is a partial enlarged view of area A in FIG3 , wherein the first bearing is omitted to illustrate the first positioning groove.

[0034] FIG5 is a partial enlarged view of area B in FIG3 , wherein the second bearing is omitted to illustrate the second positioning groove.

[0035] FIG6 is a schematic diagram of the assembly of the wheel rim structure and the powertrain according to an embodiment of the present application.

[0036] FIG7 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0037] Figure numerals: vehicle 1000, wheel side structure 1, elastic torsion bar 2, mounting seat 3, powertrain 4, suspension 5, half shaft 100, shaft section 101, input section 110, middle section 120, output section 130, positioning boss 132, transmission device 102, first transmission device 140, second transmission device 150, wheel end assembly 200, inner cylinder 210, first positioning groove 211, second positioning groove 212, wheel end 220, stop ring edge 221, mounting hole 222, support ring edge 223, end cover 300, shaft hole 310, external thread 320, locking nut 400, first bearing 500, second bearing 600, brake disc 700, service brake 800, electronic parking system 900. DETAILED DESCRIPTION

[0038] The following describes in detail embodiments of the present application, and the embodiments described with reference to the accompanying drawings are exemplary.

[0039] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0040] In the description of this application, “plurality” means two or more.

[0041] The following describes a wheel side structure 1 of a vehicle according to an embodiment of the present application with reference to the accompanying drawings.

[0042] As shown in FIG. 1 to FIG. 6 , the wheel side structure 1 of a vehicle according to an embodiment of the present application includes a half shaft 100 and a wheel end assembly 200 .

[0043] Axle shaft 100 comprises multiple shaft segments 101 and at least one transmission 102, with the transmission 102 connected between two adjacent shaft segments 101. Axle shaft 100 is adapted to be connected to powertrain 4. The wheel-end assembly 200 is adapted to accommodate dual tires. In other words, it is suitable for mounting dual tires. This is a common structure for commercial vehicles and will not be described in detail here. The wheel-end assembly 200 is connected to the axle shaft 100, and the wheel-end assembly 200 is driven to rotate by the axle shaft 100.

[0044] Since commercial vehicles (such as trucks, vans, etc.) are heavy and need to carry cargo, the wheel side structure 1 of the vehicle according to the embodiment of the present application and the wheel end assembly 200 are adapted to dual tires, which can effectively share the load of the commercial vehicle and enhance the safety of the driving process.

[0045] On this basis, the vehicle's powertrain 4 and final reducer are transferred from the axle to the frame, and the axle is configured as a multi-section structure, that is, the half-axle 100 includes multiple shaft segments 101 and at least one transmission device 102. This not only effectively realizes power transmission, but also significantly reduces the unsprung mass, thereby improving the vehicle's comfort and energy economy.

[0046] Therefore, the wheel side structure 1 of the vehicle according to the embodiment of the present application can reduce the unsprung mass of the commercial vehicle and improve the comfort and energy economy of the commercial vehicle.

[0047] In some specific embodiments of the present application, as shown in FIG3 , the plurality of shaft segments 101 include an input segment 110, an intermediate segment 120, and an output segment 130. The input segment 110 is adapted to be connected to the powertrain 4, and the output segment 130 is connected to the wheel-end assembly 200. Thus, by dividing the half-shaft 100 into three segments, namely the input segment 110, the intermediate segment 120, and the output segment 130, the intermediate segment 120 enables power transmission between the input segment 110 and the output segment 130, thereby effectively achieving power transmission between the powertrain 4 and the wheel-end assembly 200.

[0048] The at least one transmission device 102 includes a first transmission device 140 and a second transmission device 150 . The input section 110 and the intermediate section 120 are connected via the first transmission device 140 , and the intermediate section 120 and the output section 130 are connected via the second transmission device 150 .

[0049] Thus, by dividing the axle shaft 100 into three sections: the input section 110, the intermediate section 120, and the output section 130, and by using the first transmission device 140 and the second transmission device 150 to achieve transmission connection between the input section 110, the intermediate section 120, and the output section 130, the axle shaft 100 has a wider range of deformation, thereby improving vehicle comfort. The first transmission device 140 and the second transmission device 150 can both be universal joints, and both can be universal joints, or other structures that can achieve power transmission and relative universal movement between the input section 110, the intermediate section 120, and the output section 130.

[0050] Among them, the wheel end assembly 200 includes an inner cylinder 210 and a wheel end 220. The inner cylinder 210 is sleeved on the output section 130 and is suitable for connecting with the suspension 5. The wheel end 220 surrounds the outer circumference of the inner cylinder 210 and is supported by the inner cylinder 210. The output section 130 is transmission-connected to the wheel end 220 to drive the wheel end 220 to rotate relative to the inner cylinder 210.

[0051] By setting the inner cylinder 210, the inner cylinder 210 is supported between the output section 130, the wheel end 220 and the suspension 5, and the inner cylinder 210 can be rotated relative to the output section 130 and the wheel end 220. In this way, the inner cylinder 210 can be used to ensure the stability of the wheel end 220 while increasing the length of the output section 130 to meet the requirement that the wheel end 220 adapts to dual tires, and the inner cylinder 210 is used to support the wheel end 220, which can extend the service life of the wheel side structure 1, reduce the amount of lubricating oil used, and facilitate later maintenance.

[0052] Furthermore, the inner cylinder 210 maintains the relative position between the wheel-end assembly 200 and the suspension 5, preventing separation. Furthermore, the wheel-end assembly 200 supports the wheel end 220 and the output section 130, preventing them from shaking relative to the vehicle frame. This ensures a more secure relative position between the wheel-rim structure 1 and the suspension 5, thereby improving vehicle safety. Furthermore, because the inner cylinder 210 is sleeved onto the output section 130 and the wheel end 220 surrounds the outer circumference of the inner cylinder 210, the relative area between the inner cylinder 210, the output section 130, and the wheel end 220 is larger, enhancing the inner cylinder 210's support for the output section 130 and the wheel end 220, ensuring stable rotation.

[0053] According to some specific embodiments of the present application, as shown in Figures 1 to 3, the wheel side structure 1 of the vehicle further includes an end cap 300. The outer periphery of the end cap 300 is drivingly connected to the wheel end 220. The end cap 300 is provided with an axial hole 310. The output section 130 is passed through the axial hole 310 and is drivingly connected to the end cap 300. A gap is provided between the end cap 300 and the inner cylinder 210, and interference occurs when the end cap 300 and the inner cylinder 210 rotate relative to each other.

[0054] For example, the end cover 300 and the wheel end 220 can be connected by threaded fasteners (such as bolts or screws). By setting the end cover 300, not only can power be transmitted between the wheel end 220 and the output section 130, but the relative position between the end cover 300 and the wheel end 220 can also be fixed in the radial direction of the end cover 300. In addition, the end cover 300 can seal the gap between the wheel end 220 and the output section 130 to prevent impurities such as dust or stones from entering the wheel side structure 1, reduce the probability of damage during relative rotation between the wheel end 220 and the output section 130, and help to increase the service life of the wheel side structure 1 and make the wheel side structure 1 cleaner.

[0055] According to some specific embodiments of the present application, as shown in Figures 1-3 , the outer circumference of the output section 130, distal from the input end 110, is configured with external teeth, while the inner circumference of the shaft hole 310 is configured with internal teeth. These external and internal teeth mesh with each other. This coordination between the internal and external teeth enables transmission between the output section 130 and the end cap 300, eliminating the need for additional transmission connection structures. This results in higher transmission efficiency and a simpler structure.

[0056] According to some specific embodiments of the present application, as shown in Figures 1 to 3, the wheel side structure 1 of the vehicle also includes a locking nut 400, and the portion of the output section 130 extending out of the end cover 300 is constructed with an external thread 320. The locking nut 400 cooperates with the external thread 320 and stops at the side of the end cover 300 facing away from the inner cylinder 210.

[0057] By setting the locking nut 400, the relative positions of the end cover 300, the wheel end 220, the output section 130 and the brake disc 700 can be fixed in the axial direction of the output section 130, thereby avoiding relative shaking between the end cover 300, the wheel end 220, the output section 130 and the brake disc 700 in the axial direction of the output section 130, which is beneficial to improving the structural stability of the wheel side structure 1, and the vehicle using the wheel side structure 1 of the embodiment of the present application is safer to drive.

[0058] According to some specific embodiments of the present application, as shown in Figure 3, the wheel side structure 1 of the vehicle also includes a first bearing 500 and a second bearing 600. The first bearing 500 is arranged between the wheel end 220 and the inner cylinder 210, and the wheel end 220 and the first bearing 500 can be interference fit. The second bearing 600 is arranged between the inner cylinder 210 and the output section 130, and the second bearing 600 and the inner cylinder 210 can be interference fit.

[0059] By providing the first bearing 500, while achieving relative rotation between the wheel end 220 and the inner cylinder 210, support can be formed between the wheel end 220 and the inner cylinder 210 to avoid relative shaking between the wheel end 220 and the inner cylinder 210, and sealing between the wheel end 220 and the inner cylinder 210 can be achieved, thereby reducing energy loss.

[0060] By setting the second bearing 600, while realizing relative rotation between the output section 130 and the inner cylinder 210, support can be formed between the output section 130 and the inner cylinder 210 to avoid relative shaking between the output section 130 and the inner cylinder 210, and sealing between the output section 130 and the inner cylinder 210 can be realized, and energy loss can be reduced, which is beneficial to improving the structural stability of the wheel side structure 1. The vehicle using the wheel side structure 1 of the embodiment of the present application is safer to drive.

[0061] According to some specific embodiments of the present application, as shown in Figure 3, the first bearing 500 is arranged adjacent to the end of the inner cylinder 210 that is away from the input section 110. In this way, the first bearing 500 is adjacent to the end of the inner cylinder 210 that is away from the input section 110, so that the wheel end 220 structure can be farther away from the input section 110, thereby having more sufficient space on the wheel side structure 1 to arrange other structures.

[0062] In addition, the second bearing 600 is disposed adjacent to the end of the inner cylinder 210 facing the input section 110. Thus, the second bearing 600 and the locking nut 400 cooperate to fix the output section 130 at both axial ends of the output section 130 to prevent the output section 130 from shaking.

[0063] According to some specific embodiments of the present application, as shown in Figure 4, the outer circumferential surface of the inner cylinder 210 is provided with a first positioning groove 211, and the end of the first bearing 500 facing the input section 110 abuts against the sidewall of the first positioning groove 211. This stabilizes the relative position between the first bearing 500 and the inner cylinder 210 in the axial direction of the input section 110, thereby improving the structural stability of the wheel rim structure 1 and making vehicles using the wheel rim structure 1 according to the embodiments of the present application safer to drive.

[0064] According to some specific embodiments of the present application, as shown in FIG5 , the inner circumferential surface of the inner cylinder 210 is provided with a second positioning groove 212, and the outer circumferential surface of the output section 130 is provided with a positioning boss 132. The end of the second bearing 600 facing away from the input section 110 abuts against the sidewall of the second positioning groove 212, and the end of the second bearing 600 facing the input section 110 abuts against the positioning boss 132. By providing the second positioning groove 212 and the positioning boss 132, the relative positions of the second bearing 600, the inner cylinder 210, and the output section 130 can be fixed in the axial direction of the output section 130, which helps to improve the structural stability of the wheel side structure 1, and makes vehicles using the wheel side structure 1 according to the embodiments of the present application safer to drive.

[0065] According to some specific embodiments of the present application, as shown in FIG3 , the wheel side structure 1 of the vehicle further includes a brake disc 700 and a service brake 800. The service brake 800 can be a hydraulic brake. The brake disc 700 and the wheel end 220 are separately provided and transmission-connected. The wheel end 220 and the brake disc 700 can be connected by bolts so that the wheel end 220 and the brake disc 700 rotate together. The service brake 800 clamps the brake disc 700 to achieve the braking function of the vehicle. In this way, the manufacture of the brake disc 700 and the wheel end 220 will not affect each other, reducing the limiting factors in the manufacture of the brake disc 700 and the wheel end 220, and can increase the size range of the brake disc 700 and the wheel end 220, which is conducive to making the brake disc 700 and the wheel end 220 suitable for different types of vehicles.

[0066] Furthermore, the brake disc 700 surrounds the outer circumference of the inner cylinder 210, and the service brake 800 is connected to at least one of the inner cylinder 210 and the suspension 5. The service brake 800 can selectively apply braking force to the brake disc 700. By integrating the service brake 800 into the wheel side structure 1, the service brake 800 can apply braking force to the brake disc 700, thereby braking the wheel end assembly 200 to achieve functions such as deceleration and parking of the vehicle. The service brake 800 can also be connected to the inner cylinder 210 and the suspension 5 respectively to fix the relative position of the inner cylinder 210 and the suspension 5.

[0067] The force transmission process of the wheel side structure 1 of the vehicle is described with reference to the accompanying drawings as an example:

[0068] The wheel assembly transmits vibration force to the wheel end 220, which is bolted to the end cover 300 and has an interference fit with the first bearing 500. The wheel end 220 transmits the vibration force to the first bearing 500. The first bearing 500 has an interference fit with the inner cylinder 210. The first bearing 500 transmits the vibration force to the inner cylinder 210. The inner cylinder 210 is welded to the fixing plate of the service brake 800. The inner cylinder 210 transmits the vibration force to the fixing plate of the service brake 800. The fixing plate of the service brake 800 is rigidly connected to the mounting seat 3 of the suspension by bolts. The fixing plate of the service brake 800 transmits the force to the mounting seat 3 of the suspension, and then to the suspension 5 through the mounting seat 3 of the suspension, and finally to the vehicle body, thereby supporting the entire vehicle.

[0069] According to some specific embodiments of the present application, as shown in Figures 1 to 3, the wheel side structure 1 of the vehicle further includes an electronic parking system 900 (Electrical Park Brake, EPB). The electronic parking system 900 can be a hydraulic brake. The electronic parking system 900 is connected to at least one of the inner cylinder 210 and the suspension 5. The electronic parking system 900 can selectively apply a parking force to the brake disc 700. Among them, the service brake 800 and the electronic parking system 900 are arranged at intervals along the circumference of the wheel side structure 1. In this way, the electronic parking system 900 is integrated into the wheel side structure 1, and the electronic parking system 900 can directly brake the wheel side structure 1. The wheel side structure 1 has a higher degree of integration and can achieve parking braking of the vehicle.

[0070] According to some specific embodiments of the present application, as shown in Figures 1-3, the outer peripheral surface of the wheel end 220 is constructed with a stop ring 221 for stopping the rim, and the brake disc 700 abuts against the side of the stop ring 221 facing away from the rim. In this way, the brake disc 700 and the stop ring 221 are arranged on opposite sides of the rim in the axial direction of the wheel end 220. The brake disc 700 does not encroach on the installation control of the rim, thereby providing a larger installation space for the rim. The wheel rim structure 1 of the present embodiment can provide more space for installing wheels, and the vehicle can be equipped with two wheels. Therefore, the wheel rim structure 1 of the present embodiment is suitable for the commercial vehicle field.

[0071] According to some specific embodiments of the present application, as shown in Figures 1 to 3, the stop ring edge 221 is provided with a mounting hole 222 for mounting the rim, and the stop position of the brake disc 700 and the stop ring edge 221 is in the radial direction of the stop ring edge 221 and is located on the inner side of the mounting hole 222.

[0072] In this way, when the relative positions of the rim and the stop ring edge 221 are fixed by fasteners passing through the mounting hole 222, there will be no interference between the fasteners and the brake disc 700, and the fasteners do not need to pass through the brake disc 700, thereby making the disassembly and assembly of the wheel edge structure 1 more convenient and efficient.

[0073] According to some specific embodiments of the present application, as shown in Figures 1-3 , a support rim 223 is configured on the end of the wheel end 220 facing away from the rim. The support rim 223 engages with the inner circumference of the brake disc 700. In this way, the brake disc 700 not only abuts against the stop ring 221 but also engages with the outer circumference of the support rim 223. This increases the contact area between the brake disc 700 and the wheel end 220, and makes the engagement between the brake disc 700 and the wheel end 220 more reliable.

[0074] The following describes a vehicle 1000 according to an embodiment of the present application with reference to the accompanying drawings. As shown in Figure 7, the vehicle 1000 includes a frame (not shown in the figure), a powertrain 4 and a wheel side structure 1 of the vehicle according to the above embodiment of the present application, and the powertrain 4 is installed on the frame.

[0075] The vehicle 1000 according to the embodiment of the present application has the advantages of high comfort, good energy economy, etc. by utilizing the wheel side structure 1 of the vehicle according to the embodiment of the present application.

[0076] According to some specific embodiments of the present application, as shown in Figures 1-3 and Figures 6-7, the vehicle has at least two wheel-side structures 1, and the vehicle's wheel-side structures 1 are distributed on both sides of the powertrain 4 in the left and right directions of the vehicle, and the input section 110 is transmission-connected to the powertrain 4.

[0077] For example, the power of the powertrain 4 is output to the input section 110, and the input section 110 outputs the power to the output section 130 through the intermediate section 120, the first transmission device 140 and the second transmission device 150. The output section 130 transmits the power to the end cover 300 through the internal teeth and the external teeth. The end cover 300 and the wheel end 220 are locked by bolts to transmit the power to the wheel end 220. The wheel end 220 transmits the driving force to the wheel through the wheel bolts to achieve drive.

[0078] According to some specific embodiments of the present application, as shown in Figures 1 to 3 and 6, the vehicle further includes a suspension 5 and an elastic torsion bar 2. The suspension 5 includes at least two mounting seats 3, and the vehicle has at least two wheel side structures 1, which are arranged at intervals along the left and right directions of the vehicle. Each inner cylinder 210 is connected to a corresponding mounting seat 3, and two adjacent mounting seats 3 are connected by an elastic torsion bar 2.

[0079] In this way, when the left wheel-end assembly 200 bounces, the elastic torsion bar 2 can transmit the bouncing force to the right wheel-end assembly 200; when the right wheel-end assembly 200 bounces, the elastic torsion bar 2 can transmit the bouncing force to the left wheel-end assembly 200. The elastic torsion bar 2 plays the role of a lateral stabilizer bar, ensuring mutual force transmission between the left wheel-end assembly 200 and the right wheel-end assembly 200 to achieve the effect of stabilizing the force on the vehicle body. At the same time, due to the elasticity of the elastic torsion bar 2, the mutual influence of the bouncing between the left wheel-end assembly 200 and the right wheel-end assembly 200 can be greatly reduced, achieving a comfortable effect similar to that of the independent suspension 5.

[0080] The wheel rim structure 1 of the vehicle according to the embodiment of the present application and other structures and operations of the vehicle 1000 having the same are well known to ordinary technicians in the field and will not be described in detail here.

[0081] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0082] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A wheel rim structure (1) of a vehicle, characterized in that: include: A half shaft (100), the half shaft (100) comprising a plurality of shaft segments (101) and at least one transmission device (102), the transmission device (102) being connected between two adjacent shaft segments (101), the half shaft (100) being suitable for connection with a powertrain (4); and A wheel end assembly (200) is adapted for dual tires, and the wheel end assembly (200) is connected to the half shaft (100) and driven to rotate by the half shaft (100).

2. The wheel rim structure (1) of a vehicle according to claim 1, characterized in that: The plurality of shaft segments (101) include: An input section (110), the input section (110) being adapted to be connected to the powertrain (4); a middle section (120); and An output section (130), wherein the output section (130) is connected to the wheel end assembly (200).

3. The wheel rim structure (1) of a vehicle according to claim 2, characterized in that: The at least one transmission device (102) comprises: a first transmission device (140), the input section (110) and the intermediate section (120) being connected via the first transmission device (140); and A second transmission device (150), the intermediate section (120) and the output section (130) are connected via the second transmission device (150).

4. The wheel rim structure (1) of a vehicle according to claim 2 or 3, characterized in that: The wheel end assembly (200) comprises: an inner cylinder (210), the inner cylinder (210) being sleeved on the output section (130) and being suitable for being connected to the suspension (5); and The wheel end (220) surrounds the outer circumference of the inner cylinder (210) and is supported by the inner cylinder (210), and the output section (130) is transmission-connected with the wheel end (220) to drive the wheel end (220) to rotate relative to the inner cylinder (210).

5. The wheel rim structure (1) of a vehicle according to claim 4, characterized in that: Also includes: An end cover (300), wherein the outer periphery of the end cover (300) is drivingly connected to the wheel end (220), the end cover (300) is provided with an axial hole (310), and the output section (130) is passed through the axial hole (310) and is drivingly connected to the end cover (300).

6. The wheel rim structure (1) of a vehicle according to claim 5, characterized in that: The outer circumference of the output section (130) at one end away from the input section (110) is configured with external teeth, and the inner circumference of the shaft hole (310) is configured with internal teeth, and the external teeth are meshed with the internal teeth.

7. The wheel rim structure (1) of a vehicle according to claim 5 or 6, characterized in that: Also includes: A locking nut (400), wherein the portion of the output section (130) extending out of the end cover (300) is configured with an external thread (320), and the locking nut (400) cooperates with the external thread (320) and stops at a side of the end cover (300) facing away from the inner cylinder (210).

8. The wheel rim structure (1) of a vehicle according to any one of claims 4 to 7, characterized in that: Also includes: a first bearing (500), the first bearing (500) being disposed between the wheel end (220) and the inner cylinder (210); and A second bearing (600), wherein the second bearing (600) is disposed between the inner cylinder (210) and the output section (130).

9. The wheel rim structure (1) of a vehicle according to claim 8, characterized in that: The first bearing (500) is disposed adjacent to an end of the inner cylinder (210) facing away from the input section (110), and the second bearing (600) is disposed adjacent to an end of the inner cylinder (210) facing the input section (110).

10. The wheel rim structure (1) of a vehicle according to claim 9, characterized in that: A first positioning groove (211) is provided on the outer circumferential surface of the inner cylinder (210), and one end of the first bearing (500) facing the input section (110) abuts against a side wall of the first positioning groove (211).

11. The wheel rim structure (1) of a vehicle according to claim 9 or 10, characterized in that: The inner circumferential surface of the inner cylinder (210) is provided with a second positioning groove (212), the outer circumferential surface of the output section (130) is provided with a positioning boss (132), one end of the second bearing (600) facing away from the input section (110) abuts against the side wall of the second positioning groove (212), and one end of the second bearing (600) facing the input section (110) abuts against the positioning boss (132).

12. The wheel rim structure (1) of a vehicle according to any one of claims 4 to 11, characterized in that: Also includes: A brake disc (700) is provided separately from the wheel end (220) and is transmission-connected thereto. The brake disc (700) surrounds the wheel end (220). the outer peripheral side of the inner cylinder (210); and A service brake (800), the service brake (800) is connected to at least one of the inner cylinder (210) and the suspension (5), and the service brake (800) can selectively apply a braking force to the brake disc (700).

13. The wheel rim structure (1) of a vehicle according to claim 12, characterized in that: Also includes: An electronic parking system (900) is connected to at least one of the inner cylinder (210) and the suspension (5), and the electronic parking system (900) can selectively apply a parking force to the brake disc (700).

14. The wheel rim structure (1) of a vehicle according to claim 12 or 13, characterized in that: The outer peripheral surface of the wheel end (220) is configured with a stop ring edge (221) for stopping the wheel rim, and the brake disc (700) stops at a side of the stop ring edge (221) facing away from the wheel rim.

15. The wheel rim structure (1) of a vehicle according to claim 14, characterized in that: The stop ring edge (221) is provided with a mounting hole (222) for mounting the wheel rim, and the abutment position between the brake disc (700) and the stop ring edge (221) is located on the inner side of the mounting hole (222) in the radial direction of the stop ring edge (221).

16. The wheel rim structure (1) of a vehicle according to claim 14 or 15, characterized in that: One end of the wheel end (220) facing away from the wheel rim is configured with a support ring edge (223), and the support ring edge (223) is matched with the inner circumferential surface of the brake disc (700).

17. A vehicle (1000), characterized in that: include: Powertrain (4); and A wheel rim structure (1) for a vehicle according to any one of claims 1-16.

18. The vehicle according to claim 17, characterized in that Also includes: A suspension (5), the suspension (5) comprising at least two mounting seats (3), the wheel side structures (1) of the vehicle (1000) being at least two, the wheel side structures (1) of the vehicle (1000) being arranged at intervals along the left-right direction of the vehicle (1000); and An elastic torsion bar (2), wherein two adjacent mounting seats (3) are connected via the elastic torsion bar (2).

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