CN110001326B

CN110001326B - Motor-suspended electric wheel

Info

Publication number: CN110001326B
Application number: CN201910236360.4A
Authority: CN
Inventors: 秦宇迪; 邹远棘; 孟令盛; 侯之超
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2019-03-27
Filing date: 2019-03-27
Publication date: 2024-08-06
Anticipated expiration: 2039-03-27
Also published as: CN110001326A

Abstract

The application relates to an electric wheel with a motor suspension. The wheel includes a rim, a spoke, a hub, a motor, and a first cantilever mechanism. The rim is coaxial with the hub. The rim is connected to the hub by a spoke, and the rim, the spoke and the hub are contoured to form a first space having an opening. The first cantilever mechanism is connected between the motor and the frame, so that the motor is suspended in the first space. The motor is suspended in the first space, avoiding vibrating with the hub. The coherence of the vertical vibration characteristic of the motor with the vertical vibration characteristic of the wheel is reduced. The vertical vibration of the motor is weakened, and the motor is in a relatively stable environment. The stress condition of the excitation part of the motor is improved, the excitation gap is changed less, and the service life of the motor is prolonged.

Description

Motor-suspended electric wheel

Technical Field

The application relates to the technical field of automobiles, in particular to an electric wheel suspended by a motor.

Background

Electric drive technology is increasingly being widely used and developed in the automotive field. The pure electric vehicle, the plug-in hybrid electric vehicle and the like adopt motor driving technology. In the electric drive technology, the distributed drive motor arrangement mode is easy to optimize a power system control strategy, and the running dynamics performance of the vehicle is improved. The distributed driving control algorithm can realize a plurality of functions, so that the steering stability of the vehicle is comprehensively improved, and the dynamics characteristic of the vehicle is comprehensively improved under high speed and various road conditions. In the distributed driving scheme, a large number of mechanical transmission parts can be omitted in an in-wheel motor driving arrangement mode, so that the chassis has the advantages of compact structure and high energy utilization efficiency. Meanwhile, the motor is arranged in the wheel, so that the space of the chassis can be further saved, and the center of gravity of the whole vehicle is reduced, the axle load distribution is optimized, and the like.

In the running process of the vehicle, the wheels rotate on the ground so as to drive the whole vehicle to move. The wheel is a moving part, and the movement form of the wheel comprises rotation around a wheel rotating shaft and jounce movement in the vertical direction. The motor is built in the wheel, and the service life of the motor is reduced.

Disclosure of Invention

Accordingly, it is necessary to provide a motor-suspended electric wheel in order to solve the problem that the motor is built in the wheel and the service life of the motor is reduced.

An electric wheel with a motor suspended includes a rim, a spoke, a hub, a motor, and a first cantilever mechanism. The rim is coaxial with the hub. The rim is connected with the hub through the spokes, and the rim, the spokes and the hub are configured in a surrounding manner to form a first space with an opening. The opening of the first space faces the frame. The motor is accommodated in the first space and is close to the frame, and the motor is used for driving the hub to rotate. The first cantilever mechanism is connected between the motor and the frame and is used for suspending the motor in the first space.

In one embodiment, the first cantilever mechanism includes a first linkage assembly. The first connecting component is rotatably connected between the motor and the frame.

In one embodiment, the first cantilever mechanism further comprises a first vibration reduction assembly. The first vibration reduction assembly is rotationally connected with any two of the motor, the frame or the first connecting assembly.

In one embodiment, the first connection assembly includes a mount and a first cantilever. The fixing piece is connected with the end part, close to the frame, of the motor. One end of the first cantilever is rotationally connected with the fixing piece, and the other end of the first cantilever is rotationally connected with the frame.

In one embodiment, the first connection assembly further comprises a second cantilever. One end of the second cantilever is rotationally connected with the fixing piece, and the other end of the second cantilever is rotationally connected with the frame.

In one embodiment, the first connection assembly includes a first cantilever. One end of the first cantilever is rotationally connected with the end part, close to the frame, of the motor, and the other end of the first cantilever is rotationally connected with the first vibration reduction assembly.

In one embodiment, the first cantilever includes a fixed portion and a bent portion. The fixed part is connected with the end part of the motor, which is close to the frame. One end of the bending part is connected with the fixing part, and the other end of the bending part is rotationally connected with the first vibration reduction assembly.

In one embodiment, the first vibration reduction assembly includes a damping element. One end of the damping element is connected with the first connecting component, and the other end of the damping element is connected with the frame.

In one embodiment, the first vibration reduction assembly further comprises a resilient element. The elastic element is sleeved around the damping element and used for synchronously moving with the damping element.

In one embodiment, a second cantilever mechanism is also included. The second cantilever mechanism encloses a second space. The first cantilever mechanism is arranged in the second space. The second cantilever mechanism is connected between the hub and the frame. The hub transmits driving force and braking force to the frame through the second cantilever mechanism.

In one embodiment, the second cantilever mechanism further comprises a bracket and a cantilever assembly. The bracket is accommodated in the first space. The bracket is connected with the hub through a bearing. The cantilever assembly is connected between the bracket and the frame. The bracket and the cantilever assembly enclose the second space.

In one embodiment, the bracket includes a first bracket end and a second bracket end, and the cantilever assembly includes a third cantilever and a fourth cantilever. One end of the third cantilever is rotatably connected with the first bracket end, and the other end of the third cantilever is rotatably connected with the frame. One end of the fourth cantilever is rotatably connected with the second bracket end, and the other end of the fourth cantilever is rotatably connected with the frame.

In one embodiment, the second cantilever mechanism further comprises a second vibration reduction assembly. The second vibration reduction assembly is rotationally connected with any two of the motor, the frame, the first connecting assembly, the third cantilever and the fourth cantilever.

In one embodiment, the boom assembly further comprises a fourth boom and a second vibration reduction assembly. One end of the fourth cantilever is rotatably connected with the second bracket end. The other end of the fourth cantilever is rotationally connected with the frame. One end of the second vibration reduction assembly is connected with the first bracket end. The other end of the second vibration reduction assembly is rotationally connected with the frame.

In one embodiment, the motor further comprises an output shaft, and the wheel further comprises a transmission mechanism. The transmission mechanism is connected between the output shaft and the hub.

In one embodiment, the wheel further comprises a brake mechanism further comprising a brake disc and a brake caliper. The brake disc is arranged on one side of the hub, which is close to the frame, and the brake disc is coaxially connected with the hub. The brake caliper is arranged on the bracket and used for braking in cooperation with the brake disc.

The application provides an electric wheel with a motor suspension, which comprises a motor and a first cantilever mechanism. The motor drives the hub to rotate. The first cantilever mechanism is connected between the motor and the frame and is used for suspending the motor in the first space. The motor is suspended in the first space, avoiding vibrating with the hub. The coherence of the vertical vibration characteristic of the motor with the vertical vibration characteristic of the wheel is reduced. The vertical vibration of the motor is weakened, and the motor is in a relatively stable environment. The stress condition of the excitation part of the motor is improved, the excitation gap is changed less, and the service life of the motor is prolonged.

Drawings

Fig. 1 is a schematic structural view of the motor-suspended electric wheel according to an embodiment of the present application;

Fig. 2 is a schematic structural view of the motor-suspended electric wheel according to another embodiment of the present application;

fig. 3 is a schematic structural view of the motor-suspended electric wheel according to another embodiment of the present application.

Reference numerals:

Electric wheel 10

Frame 100

Rim 101

Spoke 102

Hub 103

First space 104

Electric motor 20

Stator 210

Output shaft 220

First cantilever mechanism 30

First end 301

Second end 302

First connecting assembly 40

Fixing member 410

First cantilever 420

Fixing portion 421

Bending part 422

Second cantilever 430

First vibration damping assembly 50

First end 501

Second end 502

Damping element 510

Elastic element 520

Second cantilever mechanism 60

Second space 601

Bracket 70

Symmetry axis 701

First bracket end 720

Second bracket end 730

Cantilever assembly 80

Third cantilever 810

Fourth cantilever 820

Second vibration damping assembly 90

Transmission mechanism 110

Brake disc 111

Brake caliper 112

Bearing 120

Detailed Description

In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit or scope of the application, which is therefore not limited to the specific embodiments disclosed below.

The numbering of the components itself, e.g. "first", "second", etc., is used herein merely to distinguish between the described objects and does not have any sequential or technical meaning. The term "coupled" as used herein includes both direct and indirect coupling (coupling), unless otherwise indicated. In the description of the present application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element in question must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application.

In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

Referring to fig. 1, an embodiment of the present application provides a motor-suspended electric wheel 10, which includes a rim 101, a spoke 102, a hub 103, a motor 20, and a first cantilever mechanism 30. The rim 101 is coaxial with the hub 103. The rim 101 is connected to the hub 103 by the spokes 102, and the rim 101, the spokes 102 and the hub 103 are formed in a surrounding manner to define a first space 104 having an opening. The opening of the first space 104 is directed towards the frame 100. The motor 20 is accommodated in the first space 104 and is close to the frame 100, and the motor 20 is used for driving the hub 103 to rotate. The first cantilever mechanism 30 is connected between the motor 20 and the frame 100 for suspending the motor 20 in the first space 104.

In the motor-suspended electric wheel 10 provided by the application, the first cantilever mechanism 30 is connected between the motor 20 and the frame 100, so that the motor 20 is suspended in the first space 104. The frame 100 moves the motor 20 together. The motor 20 is suspended in the first space 104 from vibrating with the hub 103. The coherence of the vertical vibration characteristic of the motor 20 with the vertical vibration characteristic of the wheel 10 is reduced. The vertical vibration of the motor 20 is reduced and the motor 20 is in a relatively stable environment. The stress condition of the exciting part of the motor 20 is improved, the exciting gap is changed less, and the service life of the motor 20 is prolonged.

The rim 101, the spokes 102 and the hub 103 are circumferentially shaped with the first space 104 having an opening. The motor 20 is disposed in the first space 104, and a large number of mechanical transmission components can be omitted, so that the chassis has the advantages of compact structure and high energy utilization efficiency. Meanwhile, the motor 20 is internally arranged in the wheel 10, so that the space of the chassis can be further saved, and the center of gravity of the whole vehicle is reduced, the axle load distribution is optimized, and the like.

The motor 20 is disposed in the first space 104, and protected by the rim 101, the spoke 102 and the hub 103, so as to avoid external collision damage. The motor 20 may convert electrical energy into rotational kinetic energy. The type of motor 20 may be selected according to design requirements. The motor 20 may be an inner rotor motor or an outer rotor motor. The motor 20 may be a general motor or an in-wheel motor. When the motor 20 is a general motor, a rotational speed reducing device is added to the wheel 10 to increase the torque of the wheel 10.

The first cantilever mechanism 30 is connected between the motor 20 and the frame 100, so that the motor 20 is suspended in the first space 104. The frame 100 suspends the motor 20 in the first space 104 by the first suspension mechanism 30. In one embodiment, the frame 100 may be replaced with a body, axle, or beam, among others. In one embodiment, the wheel 10 includes a controller. The controller may control the output torque and rotational speed of the motor 20, implement optimization of a powertrain control strategy, and enhance the driving dynamics of the vehicle. The distributed driving control algorithm embedded in the controller can realize a plurality of functions, so that the steering stability of the vehicle is comprehensively improved, and the dynamics characteristic of the vehicle is comprehensively improved under high speed and various road conditions.

Referring also to fig. 2, in one embodiment, the first cantilever mechanism 30 includes a first connecting assembly 40, and the first connecting assembly 40 is rotatably connected between the motor 20 and the frame 100.

The first connecting assembly 40 is connected between the motor 40 and the frame 100. The first link assembly 40 may be in the form of a macpherson, a wishbone, trailing arm, wheel moving in the kingpin direction, or a monocoque. The cross arm type independent suspension comprises a single cross arm, a double cross arm and the like. The trailing arm type independent suspension comprises a single trailing arm or a double trailing arm and the like. The wheel is movable in the direction of the kingpin and comprises a candle type and the like.

In one embodiment, the first cantilever mechanism 30 further includes a first vibration reduction assembly 50. The first vibration damping assembly 50 is rotatably coupled to any two of the motor 20, the frame 100, or the first coupling assembly 40.

In one embodiment, the first vibration reduction assembly 50 includes a first end 501 and a second end 502. The first end 501 is coupled to the frame 100. The second end 502 is coupled to the first coupling assembly 40. The first vibration damping assembly 50 suspends the motor 20 from the first space 104 through the first connection assembly 40.

The first connection assembly 40 cooperates with the first vibration reduction assembly 50 for suspending the motor 40 in the first space 104. The wheel 10 runs on a bumpy road surface, and the wheel 10 moves vertically up and down in a direction perpendicular to the ground. The wheels 10 move the frame 100. The movement of the frame 100 is followed by the wheels 10. In one embodiment, the wheels 10 move vertically, which also moves the frame 100 vertically. A vibration damping mechanism is present between the wheel 10 and the frame 100. The distance of the vertical movement of the frame 100 is smaller than the distance of movement of the wheels 10.

The frame 100 drives the motor 20 to move vertically through the first connecting assembly 40. The first vibration reduction assembly 50 includes a first end 501 and a second end 502. The first end 501 is coupled to the frame 100. The second end 502 is coupled to the first coupling assembly 40. The first vibration reduction assembly 50 will absorb a portion of the energy. The displacement of the vertical movement of the motor 20 is smaller than the displacement of the frame 100 and also smaller than the vertical displacement of the wheels 100.

Accordingly, the first vibration reducing assembly 50 suspends the motor 20 in the first space 104 through the first connection assembly 40, reducing the vibration amplitude of the motor 20. The motor 20 has small vertical displacement fluctuation. The motor 20 is in a stable environment, reducing variations in the excitation distance between the motors 20, and increasing the service life of the motor 20.

In one embodiment, the first connection assembly 40 further includes a securing member 410 and a first cantilever 420. The fixing member 410 is connected to an end of the motor 20 near the frame 100. One end of the first cantilever 420 is rotatably connected to the fixing member 410, and the other end of the first cantilever 420 is rotatably connected to the frame 100.

The fixing member 410 and the first cantilever 420 may be connected by bonding, welding, or screwing. The shape of the fixing member 410 is not limited, and may be cylindrical, rectangular parallelepiped, or irregular.

The first suspension arm 420 may be an independent suspension structure. The first suspension arm 420 may be a macpherson type, a multi-link type suspension, a wishbone type independent suspension, a trailing arm type independent suspension, a wheel moving in the kingpin direction, or a single-arm type independent suspension. The cross arm type independent suspension comprises a single cross arm, a double cross arm and the like. The trailing arm type independent suspension comprises a single trailing arm or a double trailing arm and the like. The wheel is movable in the direction of the kingpin and comprises a candle type and the like.

In one embodiment, the first suspension arm 420 is an H-shaped cross arm independent suspension, and two ends of the suspension are movably connected with the fixing member 410 and the frame 100, respectively, so that the structure is simple, and the connection is firm. The articulation may be in the form of a hinge. The degrees of freedom of the hinge form may be two degrees of freedom or three degrees of freedom.

In one embodiment, the first connection assembly 40 further includes a second cantilever 430. One end of the second cantilever 430 is rotatably connected to the fixing member 410, and the other end of the second cantilever 430 is rotatably connected to the frame 100.

The second cantilever 430 may be a separate rod type structure. The second suspension arm 430 may be a macpherson type, a multi-link type, a wishbone type independent suspension, a trailing arm type independent suspension, a wheel moving in the kingpin direction, or a single arm type independent suspension. The cross arm type independent suspension comprises a single cross arm, a double cross arm and the like. The trailing arm type independent suspension comprises a single trailing arm or a double trailing arm and the like. The wheel is movable in the direction of the kingpin and comprises a candle type and the like.

In one embodiment, the second suspension arm 430 is an H-shaped cross arm independent suspension, and two ends of the suspension are movably connected with the fixing member 410 and the frame 100, respectively, so that the structure is simple, and the connection is firm. The articulation may be in the form of a hinge. The degree of freedom of the hinge form may be one degree of freedom or two degrees of freedom. The hinge structure may be a ball hinge or a general hinge.

The first cantilever 420 and the second cantilever 430 may be disposed in parallel or not. The fixing member 410, the first suspension arm 420, the second suspension arm 430 and the frame 100 form a four-bar linkage. The frame 100 suspends the fixing member 410 and the motor 20 in the first space by the first suspension arm 420 and the second suspension arm 430. The first cantilever 420 and the second cantilever 430 are movably connected with the frame 100 and the motor 20. As the frame 100 moves up and down, the first and second suspension arms 420 and 430 absorb a portion of the energy, reducing the movement of the motor 20.

Referring also to fig. 3, in one embodiment, the first connecting assembly 40 includes a first cantilever 420. One end of the first cantilever 420 is rotatably connected to an end of the motor 20 near the frame 100, and the other end of the first cantilever 420 is rotatably connected to the first vibration damping assembly 50.

The first suspension arm 20 and the first vibration reduction assembly 50 together form a macpherson structure. During the guiding movement of the first cantilever 20, the first damper assembly 50 absorbs kinetic energy and releases thermal energy. Further, the first suspension arm 20 and the first vibration reduction assembly 50 reduce vibration of the motor 40 in a vertical direction due to road jounce.

In one embodiment, the first cantilever 420 includes a fixing portion 421 and a bending portion 422. The fixing portion 421 is connected to an end portion of the motor 20 near the frame 100. One end of the bending part 422 is connected with the fixing part 421, and the other end of the bending part 422 is rotatably connected with the first vibration damping assembly 50.

In one embodiment, the first vibration reduction assembly 50 includes a damping element 510. One end of the damping element 510 is connected to the first connecting assembly 40, and the other end of the damping element 510 is connected to the frame 100.

The first vibration reduction assembly 50 may be one or more. In one embodiment, the number of the first vibration damping assemblies 50 is plural, and the first vibration damping assemblies 50 are mutually matched to enhance the vibration damping effect.

The damping element 510 reduces the ability of the structure to transmit vibrations. In the vibration isolation structure design of the mechanical system, the damping element 510 can significantly improve the vibration isolation and vibration reduction effects.

In one embodiment, the first vibration reduction assembly 50 further includes a resilient member 520. The elastic member 520 may be disposed between any two of the first suspension arm 420, the second suspension arm 430, the frame 100, or the motor 20.

In one embodiment, the first vibration reduction assembly 50 further includes the damping element 510. The damping element 510 may be disposed between any two of the first suspension arm 420, the second suspension arm 430, the frame 100, or the motor 20. The elastic element 520 and the damping element 510 may be provided separately or may be connected to each other.

In one embodiment, the elastic member 520 is sleeved around the damping member 510 for synchronous movement with the damping member 510. The elastic element 520 is sleeved around the damping element 510, and can play a role of buffering.

In one embodiment, a second cantilever mechanism 60 is also included. The second cantilever mechanism 60 encloses a second space 601. The first cantilever mechanism 30 is disposed in the second space 601. The second cantilever mechanism 60 is connected between the hub 103 and the frame 100. The hub 103 transmits driving force and braking force to the frame 100 through the second cantilever mechanism 60.

The second cantilever mechanism 60 is configured to transmit a driving force of the hub 103 to the frame 100, so as to move the frame 100. Meanwhile, the second cantilever mechanism 60 has a vibration damping effect.

The second cantilever mechanism 60 has a frame structure and has a storage space. The second cantilever mechanism 60 can accommodate the motor 20 and the first cantilever mechanism 30, and is compact. The second cantilever mechanism 60 may be a stand alone rod type structure. The second suspension arm mechanism 60 may be a macpherson type, a multi-link type, a wishbone type, a trailing arm type, a wheel moving in the kingpin direction, or a single arm type. The cross arm type independent suspension comprises a single cross arm, a double cross arm and the like. The trailing arm type independent suspension comprises a single trailing arm or a double trailing arm and the like. The wheel is movable in the direction of the kingpin and comprises a candle type and the like.

The wheel 100 can significantly reduce the vibration of the frame 100 and the motor 20 in the motor driving mode, thereby improving the smoothness of the vehicle and greatly improving the working environment of the lifting motor. The coherence between the vertical vibration characteristics of the wheel 10 and the vertical vibration characteristics of the motor 20 is reduced, so that the dynamic load of the wheel is greatly reduced, the service life of the tire is prolonged, the running safety of the vehicle is improved, and the possibility that the vehicle jumps from the ground is reduced.

In one embodiment, the second cantilever mechanism 60 further includes a bracket 70 and a cantilever assembly 80. The bracket 70 is accommodated in the first space 104. The bracket 70 is connected to the hub 103 by a bearing. The suspension arm assembly 80 is connected between the bracket 70 and the frame 100. The bracket 70 and the cantilever assembly 80 enclose the second space 601. The shape of the bracket 70 is not limited. The bracket 70 is connected to the hub 103 by a bearing.

In one embodiment, the bracket 70 includes a first bracket end 720 and a second bracket end 730, and the cantilever assembly 80 includes a third cantilever 810 and a fourth cantilever 820. One end of the third cantilever 810 is rotatably connected to the first bracket end 720, and the other end of the third cantilever 810 is rotatably connected to the frame 100. One end of the fourth cantilever 820 is rotatably connected to the second bracket end 730, and the other end of the fourth cantilever 820 is rotatably connected to the frame 100.

The first bracket end 720 and the second bracket end 730 may be symmetrically disposed about the symmetry axis 701 or may be asymmetrically disposed. In one embodiment, the bracket 70 has an axis of symmetry 701, the first bracket end 720 and the second bracket end 730 are symmetrical about the axis of symmetry 701, improving the consistency of movement of the first bracket end 720 and the second bracket end 730, increasing the vibration damping effect.

In one embodiment, the second cantilever mechanism 60 further includes a second vibration reduction assembly 90. The second vibration damping assembly 90 is rotatably coupled to any two of the motor 20, the frame 100, the first coupling assembly 40, the third suspension arm 810, and the fourth suspension arm 820. The second vibration damping assembly 90 is movably connected with any two of the motor 20, the frame 100, the first connecting assembly 40, the third cantilever 810 and the fourth cantilever 820.

The articulation may be in the form of a hinge. The degree of freedom of the hinge form may be one degree of freedom or two degrees of freedom. The second vibration reduction assembly 90 may be one or more. In one embodiment, the second vibration reduction assembly 90 includes a damping element. The damping element may be disposed between any two of the motor 20, the frame 100, the first connection assembly 40, the third suspension arm 810, and the fourth suspension arm 820.

In one embodiment, one end of the damping element is connected to the second connection assembly 80 and the other end of the damping element is connected to the frame 100. The damping element reduces the ability of the structure to transmit vibrations. In the vibration isolation structure design of the mechanical system, the damping element can remarkably improve the vibration isolation and vibration reduction effects.

In one embodiment, the second vibration reduction assembly 90 further includes a resilient element. The elastic member may be disposed between any two of the motor 20, the frame 100, the first connection assembly 40, the third cantilever 810, and the fourth cantilever 820.

The damping element and the elastic element can be arranged independently or can be connected with each other.

In one embodiment, the elastic element is sleeved around the damping element and is used for synchronously moving with the damping element. The elastic element is sleeved around the damping element and can play a role in buffering.

In one embodiment, the suspension assembly 80 further includes a fourth suspension arm 820 and a second vibration reduction assembly 90. One end of the fourth cantilever 820 is rotatably coupled to the second bracket end 730. The other end of the fourth boom 820 is rotatably coupled to the frame 100. One end of the second vibration reduction assembly 90 is connected to the first bracket end 720. The other end of the second vibration damping assembly 90 is rotatably connected to the frame 100.

In one embodiment, the motor 20 further includes an output shaft 220, and the wheels further include a transmission 110. The transmission 110 is connected between the output shaft 220 and the hub 103.

The transmission mechanism 110 may be a double-cross-shaft universal transmission mechanism, a ball cage universal transmission mechanism, a three-fork-type universal transmission mechanism, a sliding block flexible transmission mechanism, a chain transmission mechanism or the like. In one embodiment, the transmission 110 is a double-spider universal transmission. The double-cross-shaft universal transmission mechanism has the advantages of high bearing capacity, high transmitted torque, stable carrying, low noise and convenient assembly, disassembly and maintenance.

In one embodiment, the wheel 10 further comprises a brake mechanism 110, the brake mechanism 110 further comprising a brake disc 111 and a brake caliper 112. The brake disc 111 is disposed on a side of the hub 103 near the frame 100, and the brake disc 111 is coaxially connected with the hub 103. The brake caliper 112 is provided to the bracket 70 and is adapted to cooperate with the brake disc 111 for braking.

In one embodiment, the brake disc 111 is disposed on a side of the hub 103 near the frame 100, the brake disc 111 is coaxially connected with the hub 103, and the brake disc 110 is disposed in the second space 601, so as to protect the brake disc 110 and increase the service life of the brake disc 111.

In one embodiment, the brake mechanism 110 is a drum brake. The drum brake includes a brake drum and a brake shoe. The brake mechanism 110 is disposed on a side of the hub 103 near the frame 100, so as to reduce the probability of external damage to the brake mechanism 110 and increase the service life of the brake mechanism 110.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The examples described above represent only a few embodiments of the present application and are not to be construed as limiting the scope of the application. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.

Claims

1. An electric wheel suspended by a motor for driving a vehicle frame (100) in motion, characterized in that it comprises:

A rim (101), a spoke (102) and a hub (103), the rim (101) is coaxial with the hub (103), the rim (101) is connected with the hub (103) through the spoke (102), and the rim (101), the spoke (102) and the hub (103) are formed into a first space (104) with an opening, and the opening of the first space (104) faces the frame (100);

A motor (20), wherein the motor (20) is accommodated in the first space (104) and is close to the frame (100), and the motor (20) is used for driving the hub (103) to rotate;

A first cantilever mechanism (30) connected between the motor (20) and the frame (100) for suspending the motor (20) in the first space (104);

The second cantilever mechanism (60) surrounds and forms a second space (601), the first cantilever mechanism (30) is arranged in the second space (601), the second cantilever mechanism (60) is connected between the hub (103) and the frame (100), and the hub (103) transmits driving force and braking force to the frame (100) through the second cantilever mechanism (60).

2. Motor-suspended motorized wheel according to claim 1, characterized in that the first cantilever mechanism (30) comprises:

a first connection assembly (40) rotatably connected between the motor (20) and the frame (100).

3. The motor-suspended motorized wheel of claim 2, wherein the first cantilever mechanism (30) further comprises:

The first vibration reduction assembly (50) is rotationally connected with any two of the motor (20), the frame (100) or the first connecting assembly (40).

4. A motor-suspended motorized wheel as set forth in claim 3, characterized in that the first connection assembly (40) further comprises:

a fixing member (410) connected to an end of the motor (20) near the frame (100);

and one end of the first cantilever (420) is rotationally connected with the fixing piece (410), and the other end of the first cantilever (420) is rotationally connected with the frame (100).

5. The motor-suspended motorized wheel of claim 4, characterized in that the first connection assembly (40) further comprises:

and one end of the second cantilever (430) is rotatably connected with the fixing piece (410), and the other end of the second cantilever (430) is rotatably connected with the frame (100).

6. A motor-suspended motorized wheel as set forth in claim 3, characterized in that said first connection assembly (40) comprises:

And one end of the first cantilever (420) is rotationally connected with the end part of the motor (20) close to the frame (100), and the other end of the first cantilever (420) is rotationally connected with the first vibration reduction assembly (50).

7. The motor-suspended motorized wheel of claim 6, characterized in that the first cantilever (420) comprises:

A fixed part (421) connected with the end of the motor (20) close to the frame (100);

And one end of the bending part (422) is connected with the fixed part (421), and the other end of the bending part (422) is rotationally connected with the first vibration reduction assembly (50).

8. The motor-suspended motorized wheel of claim 4, characterized in that the first vibration reduction assembly (50) comprises:

A damping element (510) disposed between any two of the motor (20), the frame (100), or the first connection assembly (40);

and a motor-suspended electric wheel elastic element (520) arranged between any two of the motor (20), the frame (100) or the first connecting assembly (40).

9. The motor-suspended motorized wheel of claim 2, characterized in that the second cantilever mechanism (60) further comprises:

a bracket (70) accommodated in the first space (104), the bracket (70) being connected to the hub (103) through a bearing;

and the cantilever assembly (80) is connected between the bracket (70) and the frame (100), and the bracket (70) and the cantilever assembly (80) form the second space (601) in a surrounding mode.

10. The motor-suspended motorized wheel of claim 9, wherein the bracket (70) includes a first bracket end (720) and a second bracket end (730), the cantilever assembly (80) comprising:

One end of the third cantilever (810) is rotatably connected with the first bracket end (720), and the other end of the third cantilever (810) is rotatably connected with the frame (100);

And one end of the fourth cantilever (820) is rotatably connected with the second bracket end (730), and the other end of the fourth cantilever (820) is rotatably connected with the frame (100).

11. The motor-suspended motorized wheel of claim 10, characterized in that the second cantilever mechanism (60) further comprises:

The second vibration reduction assembly (90), the second vibration reduction assembly (90) is rotationally connected with any two of the motor (20), the frame (100), the first connecting assembly (40), the third cantilever (810) and the fourth cantilever (820).

12. The motor-suspended motorized wheel of claim 10, wherein the cantilever assembly (80) further comprises:

A fourth cantilever (820), wherein one end of the fourth cantilever (820) is rotatably connected with the second bracket end (730), and the other end of the fourth cantilever (820) is rotatably connected with the frame (100);

And one end of the second vibration reduction assembly (90) is connected with the first bracket end (720), and the other end of the second vibration reduction assembly (90) is rotationally connected with the frame (100).

13. The motor-suspended motorized wheel of claim 9, wherein the motor (20) further comprises an output shaft (220), the motor-suspended motorized wheel (10) further comprising:

and the transmission mechanism is connected between the output shaft (220) and the hub (103).

14. The motor-suspended motorized wheel of claim 13, further comprising a braking mechanism (110), the braking mechanism (110) further comprising:

a brake disc (111) arranged on one side of the hub (103) close to the frame (100), wherein the brake disc (111) is coaxially connected with the hub (103);

And a brake caliper (112) provided on the bracket (70) and adapted to be braked in cooperation with the brake disc (111).