WO2008067822A2 - Roue motrice universelle motorisée - Google Patents

Roue motrice universelle motorisée Download PDF

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Publication number
WO2008067822A2
WO2008067822A2 PCT/DK2007/000537 DK2007000537W WO2008067822A2 WO 2008067822 A2 WO2008067822 A2 WO 2008067822A2 DK 2007000537 W DK2007000537 W DK 2007000537W WO 2008067822 A2 WO2008067822 A2 WO 2008067822A2
Authority
WO
WIPO (PCT)
Prior art keywords
motor
driving wheel
driving
wheel
rim
Prior art date
Application number
PCT/DK2007/000537
Other languages
English (en)
Other versions
WO2008067822A3 (fr
Inventor
George Manus
Original Assignee
Nordict A/S
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nordict A/S filed Critical Nordict A/S
Publication of WO2008067822A2 publication Critical patent/WO2008067822A2/fr
Publication of WO2008067822A3 publication Critical patent/WO2008067822A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/0026—Propulsion aids
    • B62B5/0033—Electric motors
    • B62B5/0036—Arrangements of motors
    • B62B5/004—Arrangements of motors in wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0069—Disposition of motor in, or adjacent to, traction wheel the motor axle being perpendicular to the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/0026—Propulsion aids
    • B62B5/0066—Transmission of movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor

Definitions

  • the present invention relates to a motorised multi-purpose driving wheel.
  • the wheel is suitable for mounting to a wide variety of mobile appliances, such as various carts, golf trolleys, bicycles, wheelchairs, small vehicles, wheelbarrows etc.
  • EP-A-I 350 652 discloses a motorised driving wheel comprising a circumferential rim defining an axis of revolution.
  • the wheel system further comprises an electrical motor for producing a driving force, the motor comprising an output shaft rotatable around a motor axis.
  • a transmission system is provided for transmitting the driving force from the motor to the circumferential rim.
  • the output shaft of the motor is provided with a gearwheel engaging a toothed inner circumferential portion of the wheel, so as to apply the driving force of the motor to the rim for advancing the wheel, the motor axis being substantially parallel to the axis of revolution of the rim.
  • the wheel forms a housing enclosing the motor and a plurality of batteries, which provide electrical power to the motor.
  • the present invention hence provides a motorised driving wheel comprising: - a circumferential rim defining an axis of revolution;
  • a motor for producing a driving force comprising an output shaft rotatable around a motor axis;
  • a transmission system for transmitting the driving force from the motor to the circumferential rim; wherein the axis of revolution and the motor axis are non-parallel, and wherein the transmission system is arranged to transform rotation of said output shaft around the motor axis into rotation of the circumferential rim around the axis of revolution.
  • the longitudinal extent of the motor is not limited by the width of the wheel or the width of the rim.
  • the longitudinal extent of the motor is merely limited by a diagonal or radial dimension of the wheel, which, in most instances, is significantly larger than the width of the wheel.
  • the motor is preferably an electrically driven motor.
  • the axis of revolution of the rim may extend transversely to the motor axis.
  • the axis of revolution of the rim is substantially orthogonal to the motor axis, which may especially be an advantage in order to house the motor entirely within the rim.
  • the motor may comprise a power connection element for receiving an electrical driving power from an external power source.
  • the power source may be positioned on an appliance incorporating the driving wheel and may be connected to the motor via the power connection element and a wire. It is thus possible to avoid batteries occupying space within the driving wheel, thereby facilitating use of a larger motor.
  • the circumferential rim may form an outer surface of an annular element, of which the inner circumferential surface may be toothed.
  • the transmission system may comprise a first gearwheel for engaging the toothed inner surface of the annular element.
  • the inner circumferential surface may not be tooted, and the first gearwheel may be replaced by one or more wheels biased in engagement with the inner surface of the annular element to transmit a driving force via a frictional interengagment.
  • the one or more wheels may have an outer surface portion made from rubber.
  • rubber wheels and a first gearwheel may be applied in combination.
  • wheels of another material may be chosen, i.e. a material allowing for sufficient friction in order to ensure transmission of the driving force.
  • the first gearwheel may have an axis of rotation, which is substantially parallel to the axis of revolution of the circumferential rim, i.e. the first gearwheel may be situated in the same plane as the circumferential rim, e.g. in a space within the wheel, or alternatively in a plane substantially parallel to the circumferential rim.
  • the first gearwheel may be mounted around a first gear axis.
  • the transmission system may further comprise a second gearwheel, which may be conical, and which may also be mounted around the first gear axis.
  • This second gearwheel may be arranged for interengagement with a third gearwheel, which may be conical, and which may be mounted around a further gear axis, which is non- parallel to the first gear axis. Having conical second and third gearwheels allows for the interengagement of the second and third gearwheels even though the axes around which they rotate are non-parallel.
  • an additional number of gears may be applied allowing for different gear of the wheel dependent on the speed of an appliance incorporating the motorised driving wheel.
  • the further gear axis, around which the third gearwheel is mounted, may by substantially parallel to the motor axis.
  • the motor axis and the further gear axis may by substantially identical allowing for the third gearwheel and the motor to be positioned end to end on one axel.
  • only one gear wheel may be applied for transmitting the motor drive force to the circumferential rim.
  • the output shaft may be a worm shaft engaging said gear wheel.
  • the gear wheel may be mounted on a shaft being positioned at the axis of revolution of the circumferential rim, thus allowing a wheel member forming said circumferential rim to rotate around the same axis as the gear wheel.
  • the transmission system may comprise a coupling device in order to be able to transfer the motor drive force to the circumferential rim.
  • the coupling device may ensure that the wheel member rotates together with the gear wheel.
  • the gear wheels may be made from a synthetic material e.g. plastic, from metal or from any other suitable material, In some embodiments, the weight of the driving wheel and thus the gear wheels are highly important, hence gear wheels of plastic or aluminium may be preferred.
  • the number of teeth and the angle of the conical gears are design parameters which may also be chosen in dependency of the mobile appliance on which the motorised driving wheel is to be mounted.
  • the circumferential rim may likewise be made from a synthetic material e.g. plastic, from metal or from another suitable material.
  • the aforementioned driving wheels and the inner circumferential rim may providing a gearing of the driving force.
  • the gearing in which the driving force is transmitted via frictional interengagement between the parts, the gearing may be infinitely variable, whereas in the case of toothed gearwheels, the gearing may be constant.
  • a gear shifting mechanism may be provided for shifting gears.
  • the circumferential rim may be formed by an annular element, which has a toothed inner driving surface.
  • the circumferential rim may be formed on a circular wheel element supported and driving by a central driving axle, which in turn is driven by the motor.
  • the motor output shaft may drive a fourth gearwheel mounted to an intermediate driving shaft, the intermediate driving shaft supporting a fifth gearwheel, which engages a sixth gearwheel mounted to and driving the central driving shaft.
  • the circumferential rim may span a cylinder, in which cylinder the motor is entirely contained, i.e. the motor does not extend beyond the borders of the geometrical cylinder spanned by the rim. By avoiding elements projecting out from the wheel, the motor is protected during rotation of the wheel. In order to increase safety even further, the cylinder may be closed at both ends.
  • the driving wheel may further comprise a tyre being mounted around the outer surface of the circumferential rim. This may e.g. be case when mounted on mobile appliances carrying items being sensitive to bumps, e.g. wheelchairs and baby carriages, or for comfort reasons, e.g. when mounted e.g. on a bike and a wheelbarrow.
  • the driving wheel may further comprise a suspension element for supporting the motor.
  • the suspension element may further support a plurality of stabilising wheels rotatably mounted with respect to the suspension element, whereby respective outer circumferential surfaces of the stabilising wheels may be in contact with the inner circumferential surface of the circumferential rim.
  • the stabilising wheels may comprise a groove along their outer circumferential surface, the respective grooves forming stabilizing paths for the teeth of the inner surface of the circumferential rim, so as to stabilise the suspension element within the wheel. This may further facilitate rotation of the wheel without rotation of the suspension element.
  • the suspension element may be non-rotatably mounted to a supporting shaft.
  • the supporting shaft may be central with respect to the circumferential rim, but other configurations are possible, in which the supporting shaft is offset from the axis of revolution of the rim.
  • the suspension element may be securable to an external appliance.
  • the transmission system may comprise a coupling device for selectively coupling and decoupling the motor drive force to the rim. Thereby, idling of the wheel is facilitated, in order to reduce the level of manual power required for manual movement of an appliance incorporating the wheel.
  • the coupling device may comprise at least one clutch achieving the coupling and decoupling. The clutch may infinitely vary the amount of driving force transmitted from the motor to the circumferential rim.
  • decoupling may be achieved e.g. by disengaging one gear wheel and the output shaft of the motor.
  • two gear wheels may be brought out of engagement with each other.
  • decoupling may be achieved by disengaging the at least one clutch and a wheel member forming the circumferential rim portion. This may be done automatically dependent on the rotational speed of the output shaft or may be done manually by a switch. Switching off the motor may in some embodiments automatically ensure that the at least one clutch is disengaged from the wheel member.
  • the at least one clutch may thus be arranged to provide motor drive force transmission to the rim only when the rim is not rotating at a higher speed than a driving speed set by the rotational speed of the output shaft. And the clutch may further be arranged to release the rim from motor drive force engagement when the rim is rotating at a higher speed than said set driving speed.
  • the driving wheel may comprise at least one clutch which incorporates one or more rollers, e.g. 3-8 rollers or even more, which may be arranged in a substantial circular indention in the wheel member.
  • a fixation member may be used.
  • the fixation member may comprise a notch for each of the rollers.
  • the fixation member may form part of or may be attached to a gear wheel which may form part of the transmission system and which may thus transmit the driving force from the motor to the circumferential rim.
  • the notches may be larger at one end than at the other end. They may e.g. be formed substantially as a triangle or have another form with a decrease size at one end.
  • the rollers When rotating the gear wheel, the rollers may move within the notches form from the one end with a larger size to the end with a smaller size. Due to the size of the notch at this position, they may thus press towards an inner surface of the indentation, the inner surface defining the circumference of the indentation. When being pressed towards the inner surface, the rollers may be secured between the inner surface and the fixation member, and the gear wheel may thus turn the wheel member and thereby rotate the circumferential rim.
  • the rollers may return to their initial positions in the notches where they are not pressed towards the wheel member allowing for freewheeling of the wheel member, and thus release the rim from motor drive force engagement.
  • the rollers may again move within the notches and they may again be pressed towards the inner surface of the wheel member allowing for motor drive force transmission to the rim.
  • the driving wheel may further comprise a locking member adapted to lock at least a part of a wheel member forming the circumferential rim to the transmission system.
  • the wheel member may be locked to a gear wheel, e.g. by the use of at least one locking pin which may extend through both the gear wheel and the wheel member, thereby locking them together to assure that they move together. If the locking member is activated, freewheeling of the wheel is not possible.
  • the driving wheel may further comprise a braking system activateable to decrease the speed of rotation of the circumferential rim.
  • the braking system may e.g. be manually activateable so that a person in control of the mobile appliance has to decide whether to activate the braking system or not.
  • the braking system may comprise an automatic control which may ensure a decreased speed of rotation of the circumferential rim at a given set point for the speed.
  • the set point may in some embodiments be variable, so that the person in control may change the set point e.g. dependent on the structure of the ground on which the driving wheel runs, dependent on the weather conditions, or dependent on the load being carried by the mobile appliance, etc.
  • the braking system may be provided so that the braking system is activateable to decrease the speed of rotation of the circumferential rim only when the motor drive force is decoupled from the rim, i.e. during freewheeling of the wheel.
  • the speed may be decreased by applying frictional forces directly on the wheel member forming the circumferential rim portion.
  • the braking system may e.g. comprise a gripping device which may be adapted to grip around at least a part of the wheel member to decrease the speed of rotation of the rim.
  • the wheel member may form the circumferential rim.
  • the gripping device may comprise two gripping arms acting as a jaw which may e.g. grip around a protruding part of the wheel member, when activated.
  • the gripping arms may be positioned so that they permanently at least partly encircle at least a part of the wheel member and by activation of the arms, they may be moved to a gripping position in which they grip at least a part of the wheel member, e.g. by tilting them around their attachment axis.
  • a spring mechanism may facilitate that they are tilted back to their initial position when not activated.
  • the driving wheel can rotate in both a forward and a reverse direction.
  • at least one of the motor and the transmission system may be arranged to drive the rim in a first, forward direction and in a second, reverse direction.
  • Reverse rotation may be provided by changing the direction of rotation of the output shaft.
  • the transmission system may not necessarily be able to drive the rim in reverse direction. This may be solved by applying a locking member which may be able to lock a part of the transmission system to the wheel member.
  • the driving wheel comprises a shock absorbing system being capable to dampen influences on the wheel during rotation of the circumferential rim, e.g. when striking a stone.
  • the driving wheel may therefore further comprise an elasticity element being adapted to elastically suspend the motor.
  • the elastically member may in one embodiment comprise one or more springs.
  • the driving wheel may comprise a steering element being adapted to change the angle between the axis of revolution of the circumferential rim and a suspension structure for the wheel.
  • the wheel member forming the circumferential rim and the motor may be connected so that turning of the wheel also turns the motor.
  • the suspension structure for the wheel may be connected to the mobile appliance and the driving wheel may thus be turned relative hereto in order to turn the mobile appliance to the right or to the left.
  • the steering element may be able to change the angle between the axis of revolution and the motor axis, e.g. if the motor is pivotable suspended in the driving wheel so that is turns together with the mobile appliance.
  • the present invention provides a mobile appliance comprising at least one motorised driving wheel comprising a circumferential rim defining an axis of revolution, a motor for producing a driving force, the motor comprising an output shaft rotatable around a motor axis, a transmission system for transmitting the driving force from the motor to the circumferential rim, wherein the axis of revolution and the motor axis are non-parallel, and wherein the transmission system is arranged to transform rotation of said output shaft around the motor axis into rotation of the circumferential rim around the axis of revolution.
  • the mobile appliance may e.g. include a golf trolley, a bicycle, a wheelchair, a baby carriage, a stroller, a shopping trolley, a mobile shopping basket, a wheelbarrow, a vehicle, a golf cart, a golf trolley, a toy cart and various other carts, a machine cart, such as an agricultural cart, a mower, such as a lawnmower, a truck, a fork-lift truck, etc.
  • a golf trolley suitable for the wheel of the present invention is the trolley disclosed in WO
  • the mobile appliance may comprise an electrical power source for the motor, which power source may be arranged externally with respect to the at least one wheel.
  • a wire may connect the motor to the electrical power source.
  • the power source may be arranged in the driving wheel.
  • the mobile appliance may further include a user-operable device, such as a switch, for operating the coupling device for decoupling the motor to the rim.
  • a user-operable device may additionally or alternatively be provided for initiating the supply of power to the motor from the power source.
  • One or more user- operable elements may be provided for shifting gears or otherwise varying the gearing optionally provided between the motor and the rim of the wheel, for example for operating the coupling device or clutch of the wheel.
  • Fig. 1 illustrates a first embodiment of a motorised driving wheel according to the present invention
  • Fig. 2 illustrates an embodiment of a suspension element supporting a motor for a motorised driving wheel in the first embodiment of the invention
  • Fig. 3 illustrates the suspension element of Fig. 2 without the motor
  • Figs. 4-6 illustrate a second embodiment of a motorised driving wheel according to the present invention
  • Figs. 7 and 8 illustrate a coupling device for coupling and decoupling the motor drive force in a third embodiment of the invention
  • Figs. 9a and 9b illustrate a wheel member according to a fourth embodiment of the invention
  • Fig. 10 illustrates a clutch device for achieving coupling and decoupling of the motor drive force
  • Fig. 11 illustrates the clutch device of Fig. 10 being coupled to locking member
  • Figs. 12a-12c illustrate coupling and decoupling of the locking member of Fig. 11;
  • Figs. 13a-13c illustrate a braking system
  • Fig. 14 illustrates an elasticity element
  • Figs. 15a and 15b illustrate a steering element.
  • Fig. 1 illustrates an embodiment of a motorised driving wheel 1 comprising a circumferential rim 2, a motor 3 for producing a driving force, and a transmission system (not shown) for transmitting the driving force from the motor 3 to the circumferential rim 2.
  • the circumferential rim 2 forms an outer surface of an annular element 4 having an inner surface 5 which is tooted.
  • the driving wheel 1 comprises a suspension element 6 for supporting the motor 3.
  • the suspension element 6 also supports three stabilising wheels 7 which are rotatably mounted at the suspension element 6, whereby respective outer circumferential surfaces of the stabilising wheels 7 are in contact with the inner surface 5 of the annular element 4.
  • a groove (not shown) is provided along the outer circumferential surface of each of the stabilising wheels 7 in which grooves the tooth of the inner surface 5 of the annular element is situated so as to stabilise the suspension element 6 within the wheel 1. This allows for rotation of the wheel 1 without rotation of the suspension element 1.
  • the suspension element 6 is non-rotatably mounted on the supporting shaft 8.
  • the circumferential rim 2 defines an axis of revolution which is centred along the supporting shaft 8.
  • the shaft 8 may have a circular or non-circular cross section. In the example shown in the drawings, the cross section and the corresponding aperture in the suspension element 6 are non-circular to prevent relative rotation between the suspension element and the shaft.
  • the driving wheel 1 comprises a coupling device 9 for selectively coupling and decoupling the motor to the circumferential rim 2.
  • Fig. 2 illustrates the suspension element 6 with motor 3, stabilising wheels 7, supporting shaft 8 and coupling device 9, as described above.
  • Fig. 3 illustrates a part of the suspension element 6 and the coupling device 9 from a different angle. Furthermore, it illustrates parts of the transmission system for transmitting the driving force from the motor 3 to the circumferential rim 2, in this embodiment a first gearwheel 10 and a second gearwheel 11 both being mounted around a gear axis as indicated by the aperture 12 for the gear axel.
  • the second gearwheel 11 is conical, and is arranged for interengagement with a third gearwheel (not shown), which is also conical, and which is mounted around a further gear axis being non-parallel to the first gear axis.
  • the further gear axis and the motor axis are substantially identical allowing for the third gearwheel and the motor 3 to be position end to end on one axel.
  • the first gearwheel 10 engages the inner circumferential rim 5 shown in Fig. 1.
  • the engagement of the first gearwheel 10 with the inner circumferential rim 5 can be selectively coupled or decoupled by means of the coupling device 9.
  • the motorised driving wheel 101 comprises two parallel wheel members 102', each of which forms a circumferential rim portion 102. At least one of the wheel members 102' is secured to a central driving axle 114 (cf. Fig. 6), which is driven by the motor 103 as follows.
  • the output shaft 103' of the motor is a worm shaft engaging a fourth gearwheel 111.
  • the fourth gearwheel 111 is mounted on an intermediate driving shaft 112, supporting a fifth gearwheel 110.
  • the fifth gearwheel 110 drives a sixth gearwheel 113, mounted on the central driving axle 114.
  • the motor 103 is supported by suspension element 106.
  • the central driving axle 114 may drive both wheel members 102' or only one of them. In the latter alternative, the non-driven wheel member 102' is preferably idling.
  • the transmission system may be arranged to decouple the motor from the central driving shaft 114.
  • a mechanism may be provided for taking the fifth gearwheel 110 out of engagement with the sixth gearwheel 113 or for decoupling one of the fifth and sixths gearwheels 110, 113 from the respective one of shafts 112 and 114.
  • Figs. 7 and 8 illustrate a third embodiment of a motorised driving wheel 201.
  • the driving wheel 201 comprises two parallel side frames 215. For illustration purposes only one of the side frames 215 is shown.
  • the output shaft of the motor is a worm shaft (not shown) engaging a fourth gear wheel 211.
  • the driving wheel 201 comprises a motor frame 216 being attached to the side frames 215.
  • the driving wheel comprises a wheel member 202', which forms a circumferential rim portion 202.
  • the side frame 215 comprises three suspension rollers 217.
  • a groove 218 is provided along the outer circumferential surface of each of the suspension rollers 217 in which grooves an inner surface 220 of the wheel member 202' is situated so as to stabilise the motor 203 within the wheel 201. This allows for rotation of the wheel 201 without rotation of the motor 203.
  • Drive force is transferred from the motor 203 to the circumferential rim 202 via the output shaft (not shown) and the gear wheel 211.
  • the gear wheel 211 is in engagement with a toothed inner surface (not shown) of the wheel member 202'.
  • the wheel comprises a freewheeling axel 219 with a freewheeling roller 220.
  • the freewheeling roller 220 is eccentrically mounted on the freewheeling axel 219.
  • Figs. 9a-15 illustrate a fourth embodiment of a driving wheel 301 according to the invention.
  • Figs. 9a and 9b illustrate a wheel member 302' forming a circumferential rim portion 302.
  • the wheel member 302' is illustrated from both sides. At one side (see Fig. 9a), the wheel member 302' comprises a substantially circular indentation 321, while at the other side (see Fig. 9b), the wheel member 302' comprises a substantially circular protrusion 322.
  • the circular aperture 323 in the middle of the wheel member 302' is for the central driving axel 314 (see e.g. Fig. 12) around which the wheel member 302' rotates.
  • three locking indentations 324 are positioned.
  • the locking indentations 324 are used to lock the wheel member 302' to a fourth gear wheel 311 (see Fig. 11).
  • Fig. 10 illustrates a fourth gear wheel 311 in the form of a worm wheel.
  • the worm wheel may in another embodiment be replaced by a toothed gear wheel, while the output shaft in the form of a worm shaft may be replaced by a toothed rack.
  • Other transmission systems may also be applicable.
  • the gear wheel 311 comprises three locking apertures 325. The locking apertures 325 are together with the indentations 324 in the wheel member 302' (see Fig. 9a) used to lock the wheel member 302' to the gear wheel 311.
  • the gear wheel 311 comprises a fixation member 326 which is non-rotatable attached to the gear wheel 311.
  • the fixation member 326 comprises four notches 327, each being formed as a triangle. In each of the notches 327 is positioned a roller 328 which is removable and not attached to neither the fixation member 326 nor to the gear wheel 311. In another embodiment, another number of rollers and notches may be applicable.
  • the circular aperture 323' in the middle of the gear wheel 311 is for the central driving axel (see e.g. Fig. 12) around which the wheel member 302' and the gear wheel 311 rotate.
  • the gear wheel 311 and the wheel member 302' are positioned adjacent to each other, closely but without contact between them to limit or even avoid frictional forces there between.
  • the fixation member 326 is positioned in the indentation 321 so that the outer surface 326' of the fixation member 326 is in close to the inner surface 321' of the indentation 321.
  • the rollers 328 are positioned in the notches 327.
  • the rollers 328 move within the notches 327 to again bias towards the inner surface 321' of the indentation 321 of the wheel member 302' to allow for motor drive force transmission to the circumferential rim 302.
  • Fig. 11 illustrates the gear wheel 311 and a locking member 330.
  • the locking member 330 comprises two discs 331 and three locking pins 332. The number of locking pins may be different in another embodiment.
  • the two discs 331 are non-removably connected to the locking pins 332. As illustrated, the locking pins 332 can be inserted into the locking apertures 325 of the gear wheel 311. The position of the locking member 330 relative to the gear wheel 311 is variable.
  • Freewheeling is possible when having a greater distance between the locking member 330 and the gear wheel 311, a distance ensuring that the locking pins 332 do not protrude through the locking apertures 325 into the locking indentations 324 of the wheel member 302'.
  • the locking member 330 may also be used to allow for reverse rotation of the wheel member 302'. This is illustrated in Figs. 12a-12c.
  • Fig. 12a illustrates the locking member 330 with the locking discs 331 and the locking pins 332 in freewheeling position, i.e. the locking pins 332 do not protrude through the gear wheel 331 and hence the wheel member 302' is not locked to the gear wheel 311.
  • Fig. 12b illustrates an intermediate position of the locking member 330
  • Fig. 12c illustrates the final locking position of the locking member 330, in which the gear wheel 311 and the wheel member 302' are locked to each other.
  • Figs. 12a-12c further illustrate the central driving axel 314 around which the wheel member 302' and the gear wheel 311 rotate.
  • a common frame 335 is illustrated. This is only for illustration purposes, as more of the features illustrated may be built into the driving wheel 301 and some other features may be part of a mobile appliance incorporating the driving wheel 301. In some embodiments, all the illustrated features may be built into the driving wheel 301.
  • a braking system 336 is also illustrated in Fig. 12a-12c. This embodiment of a braking system 336 is illustrated in detail in Figs. 13a-13c.
  • the braking system 336 comprises a gripping device which comprises two gripping arms 337a, 337b acting as a jaw which can grip around the substantially circular protrusion 322 of the wheel member 302' (see Fig. 9a and Fig. 12a), when activated.
  • the gripping arms 337a, 337b are positioned so that they permanently at least partly encircle the protrusion 322 of the wheel member 302'.
  • the gripping arms are rotatably attached to the frame 335 by an attachment structure 338, e.g. an axel with a bolt at each end.
  • the braking system 336 is activated by the brake handle 339 (see Figs. 13b+c).
  • the brake handle 339 is attached to a brake axel 340 which may be rotated approximately 45 degrees by movement of the brake handle 339.
  • the brake activator 341 is attached.
  • the brake activator 341 is in the illustrated embodiment oval and is positioned in the activator indentation 342 defined by an indentation in an upper end of each of the gripping arms 337a, 337b.
  • Fig. 13b illustrates the braking system 336 in braking mode, i.e. the lower end of the two gripping arms 337a, 337b are moved towards each other to grip around the protrusion 322 by tilting them around their attachment structure 338.
  • the gripping arms 337a, 337b are tilted, as the oval brake activator 341 presses the upper ends of these arms 337a, 337b away from each other.
  • Fig. 13c the braking system is deactivated, as the brake handle 339 is turned back to its initial position.
  • the oval form of the brake activator 341 ensures that the upper ends of the gripping arms 337a, 337b are no longer presses away from each other.
  • the spring 343 facilitates that the gripping arms 337a, 337b are tilted back to their initial position when not activated.
  • the driving wheel is illustrated by one side frame 315 without illustration of the transmission system, the motor, etc.
  • the driving wheel comprises a shock absorbing system being capable of dampening the influences on the wheel during rotation of the circumferential rim, e.g. when the driving wheel strikes a stone.
  • Fig. 14 illustrates a part of an elasticity element being adapted to elastically suspend the driving wheel.
  • the elasticity element is movably attached to the side frame 315.
  • the elasticity element comprises a spring 344 and an upper and lower block 345a, 345b.
  • the elasticity element comprises an attachment member 346 to which the remainder parts of the driving wheel can be attached via the two protruding elements 346a, 346b.
  • the attachment member 346 is attached to the two blocks 345a, 345b via two axels (not shown) which extend through the side frame 315.
  • the attachment member 346 is positioned in an indentation in the side frame 315, the indentation being higher than the height of the attachment member 346 and therefore provides a free space in which the attachment member is allowed to move up and down.
  • the lower block 345b is attached to the spring 344.
  • this elasticity element can act as a shock absorbing system, as the influence on the side frame 315, e.g. from a stone, can compress the spring 344 to allow movement under influence of a spring-force of the attachment structure 346 relative to the remainder part of the driving wheel or relative to an appliance being driven by the wheel.
  • the driving wheel illustrated by a side frame 315 in Figs. 15a+b comprises a steering element 347 being adapted to change the angle between the axis of revolution and a suspension structure for the wheel.
  • the steering element 347 is rotatably attached to the attachment member 346 via the protruding elements 346a, 346b and two bolt and nut connections 348 which together act as two hinges allowing the wheel to turn relative to a mobile appliance which can be connected to the suspension structure 349.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Friction Gearing (AREA)
  • Gear Transmission (AREA)

Abstract

L'invention concerne une roue motrice motorisée comportant une jante périphérique définissant un axe de révolution et un moteur pour produire une force d'entraînement. Le moteur comporte un arbre de sortie apte à tourner autour d'un axe de moteur, l'axe de moteur et l'axe de révolution n'étant pas parallèles. En outre, la roue motrice comporte un système de transmission qui transmet la force d'entraînement du moteur à la jante périphérique. Le système de transmission est conçu pour transformer une rotation de l'arbre de sortie autour de l'axe de moteur en une rotation de la jante périphérique autour de l'axe de révolution. Le système de transmission peut entraîner un élément annulaire formant la jante ou il peut entraîner un essieu d'entraînement central.
PCT/DK2007/000537 2006-12-07 2007-12-07 Roue motrice universelle motorisée WO2008067822A2 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
EP06025323.4 2006-12-07
EP06025323 2006-12-07
US90480707P 2007-03-05 2007-03-05
US60/904,807 2007-03-05
US92970207P 2007-07-10 2007-07-10
US60/929,702 2007-07-10

Publications (2)

Publication Number Publication Date
WO2008067822A2 true WO2008067822A2 (fr) 2008-06-12
WO2008067822A3 WO2008067822A3 (fr) 2009-07-09

Family

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PCT/DK2007/000537 WO2008067822A2 (fr) 2006-12-07 2007-12-07 Roue motrice universelle motorisée

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WO (1) WO2008067822A2 (fr)

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IT201700007710A1 (it) * 2017-01-25 2018-07-25 Piaggio Fast Forward Inc Three-Wheeled Vehicle having Non-Axial Drive
EP3344483A4 (fr) * 2014-09-03 2019-04-03 Geoorbital Inc. Ensembles de roue motorisés et systèmes de commande
US11112807B1 (en) 2018-05-01 2021-09-07 Piaggio Fast Forward, Inc. Method for determining self-driving vehicle behavior models, a self-driving vehicle, and a method of navigating a self-driving vehicle
US11370497B2 (en) 2016-10-18 2022-06-28 Piaggio Fast Forward, Inc. Vehicle having non-axial drive and stabilization system
US11408498B2 (en) 2018-10-22 2022-08-09 Piaggio Fast Forward, Inc. Shifting assembly and mobile carrier comprising same
US11491989B2 (en) * 2019-08-29 2022-11-08 Hyundai Motor Company Vehicle using eccentric wheel
US11613325B2 (en) 2017-10-11 2023-03-28 Piaggio Fast Forward Inc. Two-wheeled vehicle having linear stabilization system

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EP1350652A2 (fr) 2002-04-04 2003-10-08 Alber Antriebstechnik GmbH Chariot de golf
WO2005087568A2 (fr) 2004-03-17 2005-09-22 Nordict A/S Chariot de golf repliable et structure sur roues pour equipement mobile

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3344483A4 (fr) * 2014-09-03 2019-04-03 Geoorbital Inc. Ensembles de roue motorisés et systèmes de commande
US11220173B2 (en) 2014-09-03 2022-01-11 GeoOrbital Inc. Powered wheel assemblies and control systems
US11370497B2 (en) 2016-10-18 2022-06-28 Piaggio Fast Forward, Inc. Vehicle having non-axial drive and stabilization system
IT201700007710A1 (it) * 2017-01-25 2018-07-25 Piaggio Fast Forward Inc Three-Wheeled Vehicle having Non-Axial Drive
WO2018140071A1 (fr) * 2017-01-25 2018-08-02 Piaggio Fast Forward, Inc. Véhicule à trois roues à entraînement non axial
US10351190B2 (en) 2017-01-25 2019-07-16 Piaggio Fast Forward, Inc. Three-wheeled vehicle having non-axial drive
US11613325B2 (en) 2017-10-11 2023-03-28 Piaggio Fast Forward Inc. Two-wheeled vehicle having linear stabilization system
US11112807B1 (en) 2018-05-01 2021-09-07 Piaggio Fast Forward, Inc. Method for determining self-driving vehicle behavior models, a self-driving vehicle, and a method of navigating a self-driving vehicle
US11675373B2 (en) 2018-05-01 2023-06-13 Piaggio Fast Forward Inc. Method for determining self-driving vehicle behavior models, a self-driving vehicle, and a method of navigating a self-driving vehicle
US11408498B2 (en) 2018-10-22 2022-08-09 Piaggio Fast Forward, Inc. Shifting assembly and mobile carrier comprising same
US11491989B2 (en) * 2019-08-29 2022-11-08 Hyundai Motor Company Vehicle using eccentric wheel

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