WO2017063349A1 - Driving device on wheel inner circumferential edge - Google Patents

Abstract

A driving device on a wheel inner circumferential edge comprises: a stationary shaft (202); and one or two transmission shafts (201). One end or an inner end of the transmission shaft is provided with a power input device cooperating with a transmission system of a car body. The other end of the transmission shaft extends into a wheel (101) and is provided with a power output device. An inner circumferential surface of a rim of the wheel is provided with an inner gear ring (102) cooperating with the power output device. A force application point of the driving device is set on an inner circumferential edge of the wheel, namely the inner gear ring, and the driving device is always positioned above the force application point, thereby extending a power arm, and saving energy.

Description

Wheel inner peripheral edge driving device

Related application reference

The present invention claims priority from the Chinese prior application filed by the same applicant. The first application in China was: “A wheel edge drive device”, application number: CN201520808078.6, and the application date is October 13, 2015.

Technical field

The invention relates to the field of transportation vehicles, in particular to a driving device for setting a power application point on an inner circumferential edge surface of a fully enclosed wheel (including a rim, a spoke, an axle), for short, "a wheel inner peripheral edge drive" Device".

Background technique

At present, automobiles, battery cars and motorcycles have become important transportation tools in people's lives. Among them, the main way of driving existing vehicles is to pass the engine output power through the clutch, gearbox, main drive shaft, and then differential. The device is transmitted to the half shaft via the semi-axle gear. Since the half shaft and the wheel are coaxial transmission links, when the half shaft rotates to drive the wheel to rotate, the driving wheel rotates on the side gear, however In the existing automobile, in general, the radius of the side gear is much smaller than the radius of the wheel, and the length of the power arm is smaller than the length of the resistance arm, and the ratio between the two is small, so the half shaft gear and the half shaft are adopted. The transmission connection with the coaxial line of the wheel is laborious, resulting in fuel consumption, uneconomical, and the driving efficiency of the connection is low. In addition, the driving manner of the battery of the battery car and the motorcycle is similar to that of the car, and the wheel is driven. The action point of the rotation is set on the shaft, and the rotation of the wheel is driven by the rotation of the shaft, which is also a relatively laborious transmission mode.

Summary of the invention

The present technical solution provides "a wheel inner peripheral edge driving device" aimed at improving the above problems.

This technical solution is implemented as follows:

A wheel inner peripheral edge driving device comprising a fixed shaft and a transmission shaft, or a fixed shaft and two transmission shafts. One end or inner end of the transmission shaft is provided with a power input device, the front end of the power input device cooperates with a transmission system of the vehicle body, and the rear end, that is, the end of the transmission shaft away from the power input device, protrudes into the seal A power output device is disposed in the wheel, and an inner ring surface of the rim of the wheel is provided with an inner ring gear that cooperates with the power output device. (The single-wheel drive including a drive shaft is hereinafter referred to as plan A, and the two-wheel drive including two drive shafts is hereinafter referred to as plan B).

Further, one end of the fixed shaft of the solution A is fixedly connected to the vehicle body, and the intermediate point of the fixed shaft of the solution B is fixedly connected with the vehicle body, and the fixed shaft is provided with a first bearing and a second bearing, and the wheel passes through the The first bearing is coupled to the fixed shaft, and the drive shaft is coupled to the fixed shaft by a second bearing. The design of the fixed shaft can fix the whole wheel inner edge driving device on the vehicle body, and at the same time, it is beneficial to the effective operation of the transmission system, that is, to realize "the axle does not move the wheel."

Further, the power input device is a driving gear, and the front end is connected to the transmission system, and the driving gear of the solution A is connected to one end of the transmission shaft; the driving gear of the solution B is adjacent to the two driving shafts respectively. The inner end of the connection. The power input device is designed as a driving gear, and the driving gear is matched with the vehicle body transmission system, so that it is more compatible with the power transmission structure of the existing automobile design, the design is simple, the production is easy, and the power transmission efficiency is high.

Further, the power output device includes a sun gear and a constant motion gear, respectively, and the sun gear is connected at one end of the drive shaft extending into the wheel, the center gear and the constant The moving gear cooperates, and the constant moving gear cooperates with the inner ring gear. The transmission shaft transmits the power of the driving gear to the central gear, and the central gear can rotate synchronously with the driving gear. This transmission mode is labor-saving, the central gear transmits the power to the constant-moving gear, and the constant-moving gear transmits the power to the inner ring gear. The center gear and the constant motion gear cooperate with the inner ring gear, and the speed is reduced according to the setting to achieve power efficiency. The inner ring gear is fitted to the rim (the difference in diameter is small), and the rim cooperates with the tire to transmit power to the ground.

Further, the constant-moving gear is provided with a support assembly for supporting the constant-moving gear, the support assembly includes a support shaft, a first support rod and a second support rod, and the support shaft is provided with a third bearing The constant-moving gear is connected to the support shaft through the third bearing, and two ends of the support shaft are respectively connected with the first support rod and the second support rod, and the first support rod is away from One end of the support shaft is provided with a fourth bearing, the first support rod is connected to the transmission shaft through a fourth bearing, and an end of the second support rod away from the support shaft is connected to the fixed shaft. The support assembly can support the constant-moving gear on the inner upper end of the wheel, so that the constant-moving gear always rotates and does not revolve around the central gear, which can ensure more stable and labor-saving power transmission between the central gear and the constant-moving gear.

Further, a suspension assembly for supporting the vehicle body is disposed on the transmission shaft between the driving gear of the scheme A and one side of the wheel and the fixed shaft on the other side of the wheel; the two transmission shafts of the scheme B A suspension assembly for supporting the vehicle body is disposed between the driving gear and the wheel, respectively. The upper ends of the two suspension assemblies are fixed by a fixing member and connected to the vehicle body. The suspension assembly is disposed on the transmission shaft between the power input device and the wheel, thereby achieving power transmission and better supporting the vehicle body and the weight.

Further, the suspension assembly comprises a support column and a shock absorbing assembly, the lower end of the support column is provided with a fifth bearing, the support column is connected to the transmission shaft through a fifth bearing, and the upper end and the shock absorbing assembly Connected, the shock absorbing assembly is coupled to the vehicle body. The support column can support the weight of the car body, and the shock absorbing component can make the car body more stable during driving, effectively prevent bumps and enhance the stability of the car body.

Further, both sides of the wheel are provided with a sealing support plate (corresponding to a spoke, which is slightly omitted), and a sixth bearing is disposed near the center of the sealing support plate on the side of the driving gear of the power input device, which is close to The seal support plate on one side of the power input device is connected to the drive shaft through a sixth bearing, and the seal support plate on the other side of the power input device is connected to the fixed shaft through a second bearing The seal support plates on both sides of the wheel are coupled to the wheel along the circumference of the wheel. A sealing support plate is arranged on both sides of the wheel. On the one hand, the power output device inside the wheel can be sealed in the wheel so as not to be corroded by external rain and dust and the like, and on the other hand, the wheel can be supported. The bearing capacity is enhanced to prevent the wheel from being deformed by pressure, the design structure is simple, and the production is easy. In addition, the lubricating oil can be poured into the wheel without leaking, so that the components are operated under the “sealed lubrication state”, and the power transmission is smoother. , improved efficiency, extended life and so on.

Further, a gas hole capable of communicating the inner space of the wheel with the outer space is disposed in the fixed shaft. The air hole can communicate the inside and the outside of the wheel, so that the air pressure inside the wheel is consistent with the outside world and the air circulation inside and outside the wheel is realized, so that the power output device can have better heat dissipation and longer service life.

Further, a tire is disposed on an outer circumference of the wheel, and a damping ring is further disposed on a circumferential surface of the wheel near the tire. The damper ring can effectively reduce the wheel's force from the ground and prevent the wheel from deforming.

Further, by appropriately increasing the rim diameter and fitting the appropriate flat tire, the ratio of the inner ring diameter to the tire diameter can be increased accordingly. Achieve energy saving and improve vehicle passability and smoothness.

Further, the moving parts in the drive unit operate in a fully sealed lubrication state, the power take-offs operating in a fully sealed lubrication state and decelerating as set.

The beneficial effects of the "one wheel inner peripheral edge driving device" provided by the technical solution are:

Through long-term exploration and experimentation, as well as many experiments and efforts, the designers of this technical solution have designed and reformed a wheel inner peripheral edge drive device, which uses a part of the function of the traditional vehicle transmission to move the drive wheel. Internally, the gear system is operated and decelerated in a sealed lubrication state. The front end of the power input device cooperates with the transmission system of the vehicle body, and the rear end transmits power to the inside of the wheel by the transmission shaft, and then the rotation of the wheel is driven by the cooperation of the power output device and the inner ring gear of the wheel. The technical solution adopts the rotation of the wheel axle (wheel rim and spoke), and the action point of driving the wheel is set on the inner circumferential edge surface of the wheel inner space, which can increase the length of the power arm, thereby increasing the power arm and the resistance arm. The length ratio improves power transmission efficiency, saves fuel and reduces driving costs. At the same time, in order to save energy and improve vehicle passability and smoothness, it is also possible to appropriately design large diameter wheels and flat tires of appropriate thickness to correspondingly increase the ratio of the rim diameter to the tire diameter. The design structure is clever, easy to produce and practical. It can be applied not only to motorcycles, automobiles, but also to batteries, tricycles, and transportation vehicles with wheel structures.

DRAWINGS

In order to explain the present technical solution more clearly, the drawings to be used in the implementation will be briefly described below. It should be understood that the following drawings show only certain embodiments of the present solution and therefore should not be regarded as For the definition of the scope, other relevant figures can also be obtained from those skilled in the art without any creative work.

1 and 2 are schematic cross-sectional structural views of two modes (corresponding to the scheme A and the scheme B respectively) of the "one wheel inner peripheral edge driving device" provided by the technical solution;

FIG. 3 is a schematic side view showing the structure of a wheel of a wheel inner peripheral edge driving device provided by the technical solution.

The figures are: wheel 101, inner ring gear 102, drive shaft 201, fixed shaft 202, first bearing 301, second bearing 302, third bearing 303, fourth bearing 304, fifth bearing 305, sixth bearing 306, driving gear 401, sun gear 402, constant motion gear 403, support shaft 501, first support rod 502, second support rod 503, support column 601, shock absorbing assembly 602, sealing support plate 603, air hole 604, tire 605 , damping ring 606;

The mode of Figure 2 increases the connecting lever 701 between the two support columns, the fixed shaft fixing member 702, and the power source device 801; the unlabeled portions in the figure are symmetric with the other end.

detailed description

The embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings, and it is obvious that the described embodiments are part of the present invention, and not all. The components of the present solution, which are generally described and illustrated in the figures herein, can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the invention is not intended to Based on this technology All other embodiments obtained by those skilled in the art without creative efforts are within the scope of the technical solutions.

Example

Referring to Figure 1, an embodiment of the present technical solution provides a wheel inner peripheral edge driving device that can be used for a single-wheel drive transportation vehicle such as a motorcycle or the like. The utility model comprises a wheel 101 and a transmission shaft 201. One end of the transmission shaft 201 is provided with a power input device. The power input device cooperates with a transmission system of the vehicle body. One end of the transmission shaft 201 away from the power input device extends into the wheel 101 and is provided with a power output. The inner circumferential surface of the wheel 101 is provided with an inner ring gear 102 that cooperates with the power output device. The inner surface of the inner ring gear is supported by a sealing plate and rotates around the axle. The outer surface is fitted with the rim, and the rim is matched with the tire. The power transmission device cooperates with the transmission system of the vehicle body, and the transmission shaft 201 transmits power to the interior of the wheel 101, and then the power output device cooperates with the inner ring gear 102 of the wheel 101 to drive the wheel 101 to rotate, and the driving wheel 101 is rotated. The action point is disposed on the inner circumferential edge surface of the wheel 101, which increases the length of the power arm, thereby increasing the ratio of the length of the power arm to the resistance arm, thereby achieving a labor-saving effect.

Referring to FIG. 1, in order to make the power input device coordinate with the transmission system of the vehicle body to drive the wheel 101 to rotate, the fixed shaft 202 is disposed according to the above structure, and one end of the fixed shaft 202 is connected with the vehicle body, and the fixed shaft 202 can be It is fixedly connected to the vehicle body, and can also be detachably connected to the vehicle body. One end of the fixed shaft is provided with a first bearing 301. The wheel 101 is connected to the fixed shaft 202 through the first bearing 301, and the wheel 101 can be rotated around the fixed shaft 202. The second shaft bearing 302 is further disposed on the fixed shaft 202. The transmission shaft 201 is connected to the fixed shaft 202 through the second bearing 302. The second shaft 302 is disposed on the transmission shaft 201, and one or more of the transmission shafts 201 may be provided. Two ends of the shaft 201 are respectively sleeved on the fixed shaft 202 through two second bearings 302, so that the fixed shaft 202 and the transmission shaft The axes of 201 are coincident, and the fixed shaft 202 can fix the entire wheel edge driving device on the vehicle body, so that the power input device cooperates more with the transmission system of the vehicle body, drives the wheel 101 to rotate, and the transmission shaft 201 rotates around the fixed transmission. power.

In order to make the "wheel inner peripheral edge driving device" better compatible with the existing motorcycle transmission system, the power input device is designed as a driving gear 401, and the driving gear 401 is equivalent to a chain gear on an existing motorcycle, and therefore, The design of the 401 can be matched with the engine power system of the motorcycle to achieve the cooperation effect between the power input device and the transmission system of the vehicle body. The driving gear 401 is connected to the front end of the transmission shaft 201. Specifically, the driving gear 401 is fixedly connected to the driving shaft 201. Of course, welding may be used, or the driving gear 401 and the transmission shaft 201 may be integrally formed, or other fixed connection manners. As long as the driving gear 401 and the transmission shaft 201 can be rotated synchronously. In the embodiment, the driving gear 401 and the driving shaft 201 are integrally formed, which is convenient for production and has good transmission effect. Such a design structure can make the "wheel inner peripheral edge driving device" provided by the embodiment and the existing automobile. The designed power transmission structure is compatible, the design is simple, the production is easy, and the power transmission efficiency is high.

Referring to Figure 1, a motorcycle is used between the motorcycle suspension assembly of 601, 602 and the other end suspension assembly 601 of the wheel to support the vehicle body.

Referring to Figure 2, an embodiment of the present technical solution provides a wheel inner peripheral edge driving device that can be used for a two-wheel drive vehicle such as an automobile. The utility model comprises a fixed shaft and two transmission shafts, wherein the inner end of the transmission shaft is provided with a power input device, and the power input device cooperates with a transmission system of the vehicle body, and the other end of the transmission shaft extends away from the power input device into the wheel and is provided with In the power output device, the inner circumferential surface of the wheel is provided with an inner ring gear that cooperates with the power output device. The inner surface of the inner ring gear is supported by a sealing plate and rotates around the axle. The outer surface is fitted with the rim, and the rim is matched with the tire. The intermediate point of the fixed shaft is connected to the vehicle body. The fixed shaft is provided with a first bearing and a second bearing. The wheel is connected to the fixed shaft through the first bearing, and the transmission shaft is connected to the fixed shaft through the second bearing. If it is a car, the power input device is designed as a driving gear 401, and a power source device 801 is disposed at the front end of the two driving gears 401 to cooperate with the vehicle transmission system. Therefore, the design at 401 and 801 can be combined with the engine of the automobile or the like. The power system cooperates to realize the cooperation effect between the power input device and the transmission system of the vehicle body. The front end of the driving gear is connected to the transmission system, and the driving gears are respectively connected with the inner ends adjacent to the two transmission shafts. A suspension assembly for supporting the vehicle body is respectively disposed on the two transmission shafts between the power input device and the wheel. A two-symmetric 601, 602 automobile suspension assembly is connected and supported by a connecting member 701, 702.

1 to 3, the power output apparatus includes a sun gear 402 and a constant motion gear 403, wherein a meshing point of the constant motion gear 403 and the ring gear 102, a center point of the constant motion gear 403, and a constant motion gear 403 are The meshing point of the sun gear 402, the center point of the sun gear 402, the center point of the wheel 101, and the contact point of the wheel 101 with the ground are on a straight line perpendicular to the ground, and the constant motion gear 403 is always above the sun gear 402. The central gear 402 is connected to the end of the transmission shaft 201 near the wheel 101, and the central gear 402 is fixedly connected to the transmission shaft 201. Of course, welding may be used, or the central gear 402 and the transmission shaft 201 may be integrally formed, or other In the fixed connection manner, as long as the central gear 402 and the transmission shaft 201 can be synchronously rotated, specifically, the sun gear 402 is fixedly coupled with the transmission shaft 201, and the sun gear 402 is coupled with the constant motion gear 403, and the constant motion gear 403 and the inner The ring gear 102 is mated. Therefore, such a structure allows the transmission shaft 201 to transmit the power of the driving gear 401 to the sun gear 402, and the sun gear 402 can rotate synchronously with the driving gear 401. This transmission mode is labor-saving, and the center gear 402 transmits power to the constant. The moving gear 403, the constant-moving gear 403 transmits power to the ring gear 102; 401, 402, 403, 102 coordination and deceleration according to design, the power transmission efficiency is high, and relatively labor-saving.

Referring to Figures 1 and 2, a support assembly for supporting a constant-moving gear 403 is provided on the constant-moving gear 403. The support assembly includes a support shaft 501, a first support rod 502 and a second support rod 503, and the support shaft 501 is provided with The third bearing 303 is connected to the support shaft 501 through the third bearing 303. The two ends of the support shaft 501 are respectively connected to the first support rod 502 and the second support rod 503, and the first support rod 502 is away from the support shaft 501. A fourth bearing 304 is disposed at one end thereof, the first support rod is connected to the transmission shaft 201 through the fourth bearing 304, and the end of the second support rod 503 away from the support shaft 501 is connected to the fixed shaft 202. The second support rod 503 and the fixed shaft 202 are connected. The fixed connection is required such that the constant-moving gear 403 always rotates and does not revolve around the sun gear 402, and the power transmission between the sun gear 402 and the constant-moving gear 403 can be ensured to be more stable. Specifically, in this embodiment, the second support rod The one end of the 503 away from the support shaft 501 is welded to the fixed shaft 202, and the production is convenient and the connection is stable.

Referring to Figures 1 and 2, the drive shaft 201 is further provided with a suspension assembly for supporting the vehicle body between the power input device and the wheel 101, and the suspension assembly is disposed on the transmission shaft 201 between the power input device and the wheel 101. The suspension assembly can better support the weight of the vehicle body. The two suspension components are fixedly connected by a fixing member, and the intermediate point of the fixing member and the intermediate point of the fixing shaft are fixedly connected by a fixing member 702.

Specifically, the suspension assembly includes a support post 601 and a shock absorbing assembly 602. One end of the support post 601 is provided with a fifth bearing 305. The support post 601 is connected to the drive shaft 201 through a fifth bearing 305, and the other end is connected to the shock absorbing assembly 602. There is a connecting lever 701 between the two supporting columns, and the middle of the connecting lever 701 is connected to the fixed shaft. Specifically, in the embodiment, the shock absorbing assembly 602 can be shock-absorbing by means of spring damping, and of course, Other shock absorption methods such as hydraulic shock absorption In some shock absorbing techniques, the end of the shock absorbing assembly 602 away from the support post 601 is coupled to the vehicle body. The support column 601 can support the weight of the vehicle body, and the shock absorbing assembly 602 can make the vehicle body more stable when driving, effectively preventing bumps and enhancing the stability of the vehicle body.

Referring to Figures 1 and 2, both sides of the wheel 101 are provided with a seal support plate 603, and a sixth bearing 306 is disposed at the center of the seal support plate 603 near the power input device side, and the seal support near the power input device side The plate 603 is coupled to the drive shaft 201 via a sixth bearing 306, and the seal support plate 603 on the side remote from the power input device is coupled to the fixed shaft 202 via a second bearing 302. The seal support plate 603 on both sides of the wheel 101 is along the circumference of the wheel 101. The wheels 101 are connected. A sealing support plate 603 is disposed on both sides of the wheel 101. On the one hand, the power output device inside the wheel 101 can be sealed in the wheel 101 so as not to be corroded by external rain and dust and the like, thereby prolonging the service life. The utility model can play the role of supporting the wheel 101, enhance the bearing capacity thereof, prevent the wheel 101 from being deformed by pressure, has a simple design structure and is easy to produce. Of course, lubricating oil is also added inside the wheel 101 for the central gear 402 and the constant motion gear 403. And the transmission between the constant-moving gear 403 and the ring gear 102 is smooth, reducing friction and improving transmission efficiency.

Referring to Figures 1 to 3, the fixed shaft 202 is provided with a vent 604 capable of communicating the internal space of the wheel 101 with the external space. The air hole 604 can communicate the inside of the wheel 101 with the outside, so that the air pressure inside the wheel 101 is consistent with the outside and the air inside and outside the wheel 101 is realized, which can make the power output device have better heat dissipation and longer service life.

In order to enable the vehicle body to travel normally, a tire 605 is disposed on the outer circumference of the wheel 101, and a damping ring 606 is further disposed on the outer circumferential surface of the wheel 101 near the tire 605. Both sides of the damper ring 606 are connected to the wheel 101 and have a cross section in an arc shape. Specifically, in the present embodiment, the damper ring 606 The two sides are welded to the wheel 101. The shock absorbing ring of this design can effectively reduce the force of the wheel from the ground, protect the ring gear 102 and prevent deformation.

The wheel inner peripheral edge driving device provided by the technical solution is provided with an inner ring gear 102 on the inner circumferential edge surface of the wheel 101, and the power is matched with the driving gear of the differential of the existing automobile through the driving gear 401 It is input to the transmission shaft 201 and then transmitted to the sun gear 402. The sun gear 402 cooperates with the constant motion gear 403, and the constant motion gear 403 cooperates with the ring gear 102 to drive the wheel 101 to rotate, and the driving point of the driving wheel 101 is both The meshing portion of the constant-moving gear 403 and the ring gear 102 is disposed on the inner circumferential surface of the wheel 101, which increases the length of the power arm, thereby increasing the ratio of the length of the power arm to the resistance arm, thereby achieving a labor-saving effect and improving the vehicle body. The power transmission efficiency, fuel saving, reduced driving cost, and clever design structure, easy to produce, practical, and wide range of applications.

In the description of the technical solution, it is to be understood that the terms "inner edge", "symmetry", "extension", "one end", "the other end", "upper end", "intermediate point", "inside", " The orientation or positional relationship indicated by the inner end, the "two sides", the "one side", the "center", the "upper", the "lower", the "vertical" and the like is based on the orientation or positional relationship shown in the drawings, only It is to be understood that the description of the present invention and the simplification of the description are not intended to indicate or imply that the device or component referred to has a specific orientation, is constructed and operated in a specific orientation, and thus is not to be construed as limiting the technical solution.

Moreover, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include one or more of the features either explicitly or implicitly. In the description of the technical solution, the meaning of "a plurality" is two or more unless specifically and specifically defined.

In the present technical solution, the terms "installation", "connected", "connected", "fixed", "transmission" and the like should be understood broadly, unless it is specifically defined and defined, for example, it may be a fixed connection, It can be a detachable connection, or can be integrated; it can be a mechanical connection or an electric welding connection; it can be directly connected or indirectly connected through an intermediate medium, which can be the internal connection of two elements or the interaction of two elements. . For those skilled in the art, the specific meanings of the above terms in the technical solutions can be understood according to specific situations.

In the present technical solution, the first feature "on" or "under" the second feature may include direct contact of the first and second features, and may also include first and second, unless otherwise specifically defined and defined. Features are not in direct contact but through additional features between them. Moreover, the first feature "above", "above" and "above" the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is higher than the second feature. The first feature "below", "below" and "below" the second feature includes the first feature directly below and below the second feature, or merely the first feature level being less than the second feature.

The above description is only one of the embodiments of the present technical solution, and is not intended to limit the technical solutions. Various changes and modifications may be made to the technical solutions. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present technical solutions are intended to be included within the scope of the present technical solutions.

Claims (17)

A wheel inner peripheral edge driving device includes a fixed shaft and a transmission shaft, wherein one end of the transmission shaft is provided with a power input device, and the power input device cooperates with a transmission system of the vehicle body, the transmission shaft The other end remote from the power input device projects into the wheel and is provided with a power output device, and an inner circumferential surface of the wheel is provided with an inner ring gear that cooperates with the power output device. The wheel inner peripheral edge driving device according to claim 1, wherein one end of the fixed shaft is coupled to a vehicle body, and the fixed shaft is provided with a first bearing and a second bearing, and the wheel passes through the first bearing and The fixed shaft is coupled, and the transmission shaft is coupled to the fixed shaft through the second bearing. The wheel inner peripheral edge driving device according to claim 1, wherein said power input device is a driving gear, said driving gear front end is coupled to a transmission system, and said driving gear is coupled to a front end of said transmission shaft. A wheel inner peripheral edge driving device according to any one of claims 1 to 3, wherein said power input device is disposed on a transmission shaft between one side of said wheel and a fixed shaft on the other side of said wheel There is a suspension assembly for supporting the vehicle body, and the upper ends of the two suspension assemblies are fixedly connected by a fixing member and connected to the vehicle body. A wheel inner peripheral edge driving device includes a fixed shaft and two transmission shafts, wherein each inner end of the transmission shaft is provided with a power input device, and the power input device cooperates with a transmission system of the vehicle body, Each of the drive shafts extends into the wheel away from one end of the power input device and is provided with a power output device, and an inner circumferential surface of the wheel is provided with an inner ring gear that cooperates with the power output device. The wheel inner peripheral edge driving device according to claim 5, wherein an intermediate point of the fixed shaft is coupled to the vehicle body, and the fixed shaft is provided with a first bearing and a second bearing, the wheel The first shaft is coupled to the fixed shaft, and the transmission shaft is coupled to the fixed shaft by the second bearing. The wheel inner peripheral edge driving device according to claim 5, wherein the power input device is a driving gear, the driving gear front end is connected to a transmission system, and the driving gear is respectively adjacent to the inner end of the two transmission shafts. connection. The wheel inner peripheral edge driving device according to any one of claims 5-7, wherein two suspension shafts between the power input device and the wheel are respectively provided with suspension components for supporting the vehicle body, two The upper ends of the suspension components are fixed by a fixing member and connected to the vehicle body. A wheel inner peripheral edge driving device according to any one of claims 1 to 8, wherein said power output device comprises a sun gear and a constant motion gear located above the sun gear, said sun gear sleeve extending into said transmission shaft One end of the inside of the wheel is fixed, and the sun gear cooperates with the constant gear, and the constant gear cooperates with the ring gear. The inner peripheral edge driving device for a wheel according to any one of claims 1 to 9, wherein the axle is stationary and the wheel is rotated, and the point of force for driving the rotation of the wheel is set on the inner circumferential edge of the rim, that is, the inner ring gear and is always above it. . The wheel inner peripheral edge driving device according to claim 9 or 10, wherein the constant-moving gear is provided with a support assembly for supporting the constant-moving gear, the support assembly including a support shaft, a first support rod, and a second support rod, the support shaft is provided with a third bearing, and the constant movement gear is connected to the support shaft through the third bearing, and two ends of the support shaft are respectively connected with the first support rod and The second support rod is connected, the first support rod is away from the support shaft One end is provided with a fourth bearing, the first support rod is connected to the transmission shaft through a fourth bearing, and an end of the second support rod away from the support shaft is connected to the fixed shaft. The wheel inner peripheral edge driving device according to claim 4 or 8, wherein the suspension assembly includes a support post and a shock absorbing assembly, the lower end of the support post is provided with a fifth bearing, and is passed through the fifth bearing The drive shaft is connected, the upper end is connected to the shock absorbing assembly, and the shock absorbing assembly is connected to the vehicle body. A wheel inner peripheral edge driving device according to any one of claims 1 to 12, wherein both sides of the wheel are provided with a seal support plate near the center of the seal support plate on the side of the power input device Provided with a sixth bearing and connected to the transmission shaft through a sixth bearing, the sealing support plate away from the side of the power input device is connected to the fixed shaft through a second bearing, and the sealing on both sides of the wheel The support plate is coupled to the rim along the circumference of the wheel. The wheel inner peripheral edge driving device according to any one of claims 1 to 13, wherein the fixed shaft is provided with air holes capable of communicating an inner space of the wheel with an outer space. The wheel inner peripheral edge driving device according to any one of claims 1 to 14, wherein a tire is disposed on an outer circumference of the wheel, and the wheel is further provided with a damping ring near an outer circumferential surface of the tire. The two sides of the damping ring are connected to the wheel. The wheel inner peripheral edge driving device according to any one of claims 1 to 15, wherein the rim diameter is appropriately increased, and the ratio of the inner ring diameter to the tire diameter is correspondingly increased. A wheel inner peripheral edge driving device according to any one of claims 1 to 16, wherein the moving parts in the driving device are operated in a fully sealed lubrication state, the power output device is operated in a fully sealed lubrication state and Set the deceleration.

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