WO2023082072A1 - 一种用于车辆的可变形轮以及车辆 - Google Patents

一种用于车辆的可变形轮以及车辆 Download PDF

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Publication number
WO2023082072A1
WO2023082072A1 PCT/CN2021/129678 CN2021129678W WO2023082072A1 WO 2023082072 A1 WO2023082072 A1 WO 2023082072A1 CN 2021129678 W CN2021129678 W CN 2021129678W WO 2023082072 A1 WO2023082072 A1 WO 2023082072A1
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WIPO (PCT)
Prior art keywords
wheel
camshaft
fixing
deformable
rod
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PCT/CN2021/129678
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English (en)
French (fr)
Inventor
李维
王章源
崔维成
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西湖大学
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Application filed by 西湖大学 filed Critical 西湖大学
Priority to PCT/CN2021/129678 priority Critical patent/WO2023082072A1/zh
Publication of WO2023082072A1 publication Critical patent/WO2023082072A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
    • B60B19/02—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group convertible, e.g. from road wheel to rail wheel; Wheels specially designed for alternative use on road and rail
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F3/00—Amphibious vehicles, i.e. vehicles capable of travelling both on land and on water; Land vehicles capable of travelling under water

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  • the present disclosure relates to the field of energy power control devices, in particular to a deformable wheel for a vehicle and the vehicle.
  • the purpose of the embodiments of the present disclosure is to provide a deformable wheel for a vehicle and the vehicle, so as to solve the problems existing in the prior art of how to improve the structure of the driving wheel so that the vehicle can be used in various scenarios such as land and water. question.
  • a deformable wheel for a vehicle which includes at least one wheel unit, a transmission unit and a power unit, wherein the power unit is connected to the wheel unit through the transmission unit, and the wheel unit includes a wheel surface support
  • the wheel frame support is respectively connected to the three wheel portions and controls the relative positions between the wheel portions so that the shape of the deformable wheel can be changed.
  • the wheel portion includes wheel bodies, each of which is in the shape of an arc with an arc of 120°.
  • longitudinal patterns are provided on the outer surface of the wheel body.
  • a fixed component is arranged inside each wheel body, and the wheel surface bracket is movably connected with the fixed component on the wheel body to realize the shape change of the wheel surface.
  • a first fixing portion and a second fixing portion are arranged symmetrically at both ends inside the wheel body, and a third fixing portion is arranged at a middle position between the first fixing portion and the second fixing portion.
  • a fixing part, a first fixing rod assembly is arranged on the first fixing part, a second fixing rod assembly is arranged on the second fixing part, a third fixing rod assembly is arranged on the third fixing part, the The first fixing component, the second fixing component and the third fixing component are connected with the first fixing part, the second fixing part and the third fixing part.
  • the first fixing rod assembly includes at least one first fixing rod, a part of the first fixing rod near one end thereof is arranged on the first fixing part, and the first fixing rod The other end is fixedly connected to the third fixing part
  • the second fixing rod assembly includes at least one second fixing rod, and a part of the second fixing rod near its one end is arranged on the second fixing part, so The other end of the second fixing rod is connected to the third fixing part
  • the third fixing rod assembly includes at least one third fixing rod, and the third fixing rod is connected to the first fixing rod and the second fixing rod. The included angles between the fixing rods are the same, and one end of the third fixing rod is connected to the third fixing part, which extends toward the wheel support.
  • a card slot is provided on the first fixing part and/or the second fixing part, and the first fixing rod and/or the second fixing rod are locked in the card slot The first fixing part and/or the second fixing part are suspended in the air.
  • the wheel support includes an inner frame and an outer frame, the inner frame and the outer frame are arranged concentrically and can rotate relative to each other to have a phase difference.
  • the inner frame includes a first socket part, and three first connecting rods are arranged on the first socket part, and the first connecting rods extend from the first socket part to Outwardly extending, the three first connecting rods are arranged at equal angles, and the first end of each of the first connecting rods is fixedly connected to the first sleeve part.
  • a slider is provided at the second end of the second end, and the first connecting rod is movably connected with the third fixing rod on the corresponding wheel face through the slider.
  • the outer frame includes a second socket part, the second socket part is arranged concentrically with the first socket part, and three second connections are arranged on the second socket part Rods, the second connecting rods extend outward from the second socket part, the three second connecting rods are arranged at equal angles, and the first end of each of the second connecting rods It is fixedly connected with the second sleeve part, and the second end part of the second connecting rod is hinged with the third fixed part on the corresponding wheel surface.
  • the transmission unit includes an inner rotor, an outer rotor, a gear, a first camshaft, a second camshaft and a coupling, the inner rotor adopts a rod-shaped structure, the outer rotor, the The gear, the first camshaft, the second camshaft and the coupling are sleeved on the inner rotor in sequence, the gear is meshed with the clutch, and the clutch is in a locked state when energized. When the clutch is de-energized, it is in a driven state along with the gear.
  • the outer rotor is disposed near the first end of the inner rotor, which is connected to the inner frame of the wheel unit; the coupling is disposed at the inner rotor At the second end, it is connected with the output shaft of the power unit.
  • a first protruding key is provided at the first end of the inner rotor, wherein the outer frame connects with the first key on the inner rotor through the second sleeve portion thereon. Interference fit connection between convex keys.
  • a D-shaped port is provided at the second end of the inner rotor, and the inner rotor is connected with the coupling through the D-shaped port.
  • a second protruding key is provided at the first end of the outer rotor, and the inner frame is connected to the second protruding key on the outer rotor through the first socket portion thereon. Interference fit connection between.
  • the first end of the outer rotor is connected to the inner rotor through the second convex key.
  • the second end of the outer rotor is fixedly connected to the first camshaft through the gear.
  • a keyway is provided at the second end of the outer rotor, and the keyway between the keyway of the outer rotor and the first end of the gear and the first camshaft is realized through a mating key. Winfit connection.
  • first camshaft and the second camshaft are coaxially connected, and the first end of the second camshaft and the second end of the second camshaft Mesh connection.
  • end surfaces of the first end portion of the second camshaft and the second end portion of the second camshaft are respectively sinusoidal contact surfaces.
  • an elastic portion is provided between the second end of the second camshaft and the coupling, the elastic portion includes an elastic seat, an elastic member is arranged on the spring seat, and the elastic The two ends of the piece are respectively connected to the end surface of the second end of the first camshaft and the end surface of the elastic seat, when the elastic piece applies pressure to the second camshaft, the first camshaft A compression engagement connection is realized between the end of the camshaft and the second camshaft.
  • a sliding slot is provided at the second end of the inner rotor, a concave sliding slot is provided at the second end of the second camshaft, and a sliding slot is formed between the sliding slot and the concave sliding slot.
  • the gap fit connection, the interference fit connection is realized between the sliding groove and the elastic seat.
  • An embodiment of the present disclosure also provides a vehicle, which includes the deformable wheel described in any one of the above technical solutions.
  • the embodiments of the present disclosure provide a deformable wheel applied to complex terrains on water and land, which has good environmental adaptability on both land and water, and has a wide range of operations, while overcoming the It is difficult for traditional amphibious vehicles to take into account the defects of water surface and land performance, so that the traffic efficiency of the vehicle is similar to that of cars and paddle boats with the same power.
  • FIG. 1 is a schematic structural diagram of a deformable wheel according to an embodiment of the present disclosure
  • Fig. 2 is a schematic structural diagram of a wheel unit in a deformable wheel according to an embodiment of the present disclosure
  • Fig. 3 is a structural schematic diagram of a wheel unit in a deformable wheel according to an embodiment of the present disclosure
  • Fig. 4 is a schematic structural diagram of a transmission unit in a deformable wheel according to an embodiment of the present disclosure
  • Fig. 5 is a schematic structural diagram of an inner rotor in a deformable wheel according to an embodiment of the present disclosure
  • Fig. 6 is a schematic structural diagram of an outer rotor in a deformable wheel according to an embodiment of the present disclosure
  • Fig. 7 is a structural schematic diagram of the first camshaft and the second camshaft in the deformable wheel according to the embodiment of the present disclosure
  • FIG. 8 is a schematic diagram of the state of the deformable wheel according to an embodiment of the present disclosure.
  • FIG. 9 is a schematic diagram of the state of the deformable wheel according to an embodiment of the present disclosure.
  • FIG. 10 is a schematic diagram of the state of the deformable wheel according to an embodiment of the present disclosure.
  • the first embodiment of the present disclosure relates to a deformable wheel for a vehicle, where the deformable wheel can be installed on the vehicle, and the vehicle can run in various usage scenarios based on the deformable wheel
  • a vehicle may be an amphibious vehicle, for example, on land or water.
  • the shape of the deformable wheel is changed to adapt to driving the vehicle in different usage scenarios.
  • FIG. 1 shows a schematic structural view of the deformable wheel 100 for a vehicle. At least one of the deformable wheels 100 related to the embodiments of the present disclosure is installed on the vehicle. Of course, it can also be used in the vehicle. A plurality of the deformable wheels 100 are installed on the vehicle, for example, 2 or 4, and the number of the deformable wheels 100 here can be set according to requirements.
  • the deformable wheel 100 includes at least one wheel unit 1, a transmission unit 2, and a power unit 3, wherein the power unit 3 is connected to the wheel unit 1 through the transmission unit 2, and the The number of wheel units 1 can be one or multiple, and when there are multiple wheel units 1, multiple wheel units 1 are connected to the power unit 3 through the corresponding transmission unit 2 .
  • the power unit 3 is used to provide power output to the deformable wheel to drive the wheel unit 1 , and the power unit 3 may be a driving device capable of outputting power such as a motor or an engine.
  • the wheel unit 1 here can be adjusted into three different forms according to different usage scenarios, so as to be suitable for different usage scenarios.
  • Fig. 2 shows the structure of the wheel unit 1, and the wheel unit 1 is used to realize the shape change of the deformable wheel 100 in different scenarios, so as to be suitable for different use scenarios.
  • the wheel unit 1 includes a tread support and three identical tread portions 11, the tread support is connected to the three tread portions 11, and the relative positions between the tread portions 11 can be controlled. , so as to realize the shape change of the deformable wheel 100 .
  • each of the wheel surfaces 11 includes a wheel body 12, and each of the wheel bodies 12 is arc-shaped with a radian of 120°.
  • the wheel body 12 can be made of rubber.
  • the three wheel bodies 12 in the two wheel parts 11 can be spliced together to form a complete circular wheel shape, wherein longitudinal patterns are arranged on the outer surface of the wheel body 12 to enhance, for example, the deformable The friction force between the wheel 100 and the land surface when it is used on land.
  • a fixed assembly is provided inside each wheel body 12 , and the wheel surface bracket is movably connected with the fixed assembly on the wheel body 12 to realize the shape change of the wheel surface 11 .
  • a first fixing portion 13 and a second fixing portion 14 are respectively fixedly arranged at both ends of the inner side of the wheel body 12 , and at an intermediate position between the first fixing portion 13 and the second fixing portion 14
  • the third fixing part 15 is fixedly arranged at the position, wherein, the first fixing part 13 and the second fixing part 14 are arranged symmetrically on the wheel body 12, and the third fixing part 15 is arranged on the wheel body 12 middle position.
  • a first fixed rod assembly is provided on the first fixed part 13, and the first fixed rod assembly includes at least one first fixed rod.
  • the first fixing rod assembly includes two first fixing rods 16 arranged in parallel, and the part near one end of the first fixing rod 16 is arranged on the first fixing rod 16 .
  • the first fixing rod 16 can be arranged on the first fixing part 13 in any form, for example, a card slot can be set on the first fixing part 13, and the first fixing rod 16 is clamped in the card slot to hang on the first fixed part 13; the other end of the first fixed rod 16 is fixedly connected with the third fixed part 15;
  • the second fixed rod assembly is arranged on the two fixed parts 14, and the second fixed rod assembly includes at least one second fixed rod, and of course a plurality of second fixed rods arranged parallel to each other can be provided to enhance the stability of the wheel unit 1 sex. In one embodiment, for example, as shown in FIG.
  • the second fixed rod assembly includes two second fixed rods 17 arranged in parallel, and the part near one end of the second fixed rod 17 is suspended on the first fixed rod 17 .
  • the second fixing rod 17 can be arranged on the second fixing part 14 in any form, for example, a card slot can be set on the second fixing part 14, and the second fixing The rod 17 is snapped into the slot to be suspended on the second fixing part 14 ; the other end of the second fixing rod 17 is fixedly connected to the third fixing part 15 .
  • a third fixed rod assembly is fixedly arranged on the third fixed part 15, and the third fixed rod assembly includes at least one third fixed rod, of course, a plurality of third fixed rods arranged in parallel to each other may also be provided for The stability of the wheel unit 1 is enhanced.
  • the third fixing rod assembly includes two third fixing rods 18 arranged in parallel, and the third fixing rod 18 is connected with the first fixing rod 16 and the first fixing rod 16 .
  • the included angles between the two fixing rods 17 are the same, and one end of the third fixing rod 18 is fixedly connected with the third fixing part 15 and extends toward the wheel support.
  • the wheel surface bracket is movably connected with the fixed components inside the three wheel surfaces 11, and can control the relative position between the wheel surfaces 11, so as to realize the deformable wheel 100 shape changes.
  • the wheel support includes an inner frame 19 and an outer frame 20 , the inner frame 19 and the outer frame 20 are arranged concentrically and can rotate with each other.
  • a swing guide rod structure is formed between the inner frame 19, the outer frame 20 and the fixed assembly, specifically, the inner frame 19 includes a first socket portion 191, and the first socket portion 191 is provided with three first connecting rods 192, the first connecting rods 192 are extended outward from the first sleeve part 191, and the three first connecting rods 192 are arranged at equal angles, and The angles between them are all different by 120°, the first end of each first connecting rod 192 is fixedly connected with the first sleeve part 191, and a slider 193 is set at its second end, the slider The block 193 can slide on the third fixed rod 18 on each of the wheel parts 11, so that the first connecting rod 192 is connected with the corresponding part of the wheel part 11 through the slider 193.
  • the third fixed rod 18 is movably connected, for example, a through hole can be set on the slide block 193, and the third fixed rod 18 passes through the through hole on the slide block 193, so that the slide block 193 can be positioned on the slide block 193. Slide on the third fixed rod 18.
  • the outer frame 20 includes a second socket part 201, the second socket part 201 is arranged concentrically with the first socket part 191, and three third socket parts are arranged on the second socket part 201.
  • Two connecting rods 202, the second connecting rods 202 are extended outward from the second socket part 201, and the three second connecting rods 202 are arranged at equal angles, and the angles between them are uniform. The difference is 120°.
  • the first end of each second connecting rod 202 is fixedly connected to the second sleeve part 201, and the second end thereof is hinged to the third fixing part 15 on the corresponding wheel surface 11, That is, a relative rotational connection is realized between the second connecting rod 202 and the corresponding third fixing portion 15 .
  • the third fixing part 15 may have a shaft-shaped structure, and the end of the second connecting rod 202 may be sleeved on the shaft-shaped structure to realize the described The relative rotation connection between the third fixing part 15 and the second connecting rod 202 .
  • FIG. 8 shows the first form
  • FIG. 9 shows the second form
  • FIG. 10 shows the third form.
  • the first form here is used for flat roads such as land.
  • the second form is a form used for water surface movement and forward movement on irregular road surfaces such as rocky ground and hillsides
  • the third form is a form used for water surface movement and reverse movement on irregular road surfaces such as stone ground and hillsides.
  • the second form and the third form are subjected to relatively large mutation loads, and are designed as the dead point positions of the mechanism.
  • the transmission unit 2 includes an inner rotor 21, an outer rotor 22, a gear 24, a first camshaft 25, a second camshaft 26, and a shaft coupling 29.
  • the inner rotor 21 adopts a rod-shaped structure
  • the The outer rotor 22, the gear 24, the first camshaft 25, the second camshaft 26 and the coupling 29 are sleeved on the inner rotor 21 in sequence, and the outer rotor 22 is arranged on the inner rotor 21.
  • the inner rotor 21 is near its first end, which is connected with the inner frame 19 of the wheel unit 1; the coupling 29 is arranged at the second end of the inner rotor 21, which is connected with The output shaft of the power unit 3 is connected, so that the first end of the inner rotor 21 is connected to the outer frame 20 of the wheel unit 1 through the outer rotor 22, and the second end of the inner rotor 21 is connected through the outer frame 20 of the wheel unit 1.
  • the coupling 29 is connected with the power unit 3 .
  • relative rotation can be realized between the inner rotor 21 and the outer rotor 22, and when the phase difference between the inner rotor 21 and the outer rotor 22 is -30°, 0°, 30°, corresponding to
  • the different phase differences between the inner frame 19 and the outer frame 20 in the wheel unit 1 correspond to the first form, the second form and the third form of the wheel unit 1 respectively .
  • a first protruding key 211 is provided, wherein the outer frame 20 is connected with the first protruding key 211 on the inner rotor 21 through an interference fit through the second socket portion 201 thereon, so that The rotation of the inner rotor 21 is transmitted to the second socket part 201 , so as to transmit the rotational power of the inner rotor 21 .
  • a second protruding key 221 is provided at the first end of the outer rotor 22 , wherein the inner frame 19 is connected to the outer rotor through the first sleeve portion 191 thereon.
  • the second protruding keys 221 on 22 are connected by interference fit, so that the rotation of the outer rotor 22 is transmitted to the first sleeve portion 191 , so that the rotational power of the outer rotor 22 is transmitted.
  • a D-shaped port 213 is provided at the second end of the inner rotor 21, and the inner rotor 21 is connected to the coupling 29 through the D-shaped port 213, so as to achieve connection with the power unit 3 .
  • the first end of the outer rotor 22 is connected to the inner rotor 21, specifically, connected to the inner rotor 21 through the second protruding key 221, and the outer rotor 22 is fixedly connected to the first camshaft 25 through the gear 24, and the gear 24 is meshed with the clutch 210, wherein the clutch 210 is in a locked state when it is powered on, and is locked when the clutch 210 is turned off. It is in a driven state along with the gear 24 during electricity.
  • a keyway 222 is provided at the second end of the outer rotor 22 , wherein the keyway 222 of the outer rotor 22 passes through the first end of the gear 24 and the first camshaft 25
  • the fit key 23 realizes an interference fit connection.
  • first camshaft 25 and the second camshaft 26 are coaxially connected, wherein the first end of the second camshaft 26 is connected to the second end of the second camshaft 25 Parts are engaged with each other.
  • the end surfaces of the first end of the second camshaft 26 and the second end of the second camshaft 25 are respectively sinusoidal contact surfaces.
  • the first end of the second camshaft 26 is meshed with the second end of the second camshaft 25, which can ensure that the first camshaft 25 and the second camshaft
  • the shafts 25 can rotate coaxially in the axial direction.
  • the second end of the second camshaft 26 is connected to the coupling 29. Further, as shown in FIG. 4, the second end of the second camshaft 26 is connected to the coupling.
  • Elastic part is arranged between device 29, and described elastic part comprises elastic seat 28, and elastic member 27 is arranged on described spring seat 28, and described elastic member 27 here is spring for example, and the two ends of described elastic member 27 are respectively connected.
  • a force-fit connection is realized between the end and the sinusoidal contact surface 261 of the second camshaft 26 .
  • a sliding slot 212 is provided at the second end of the inner rotor 21
  • a concave sliding slot 262 is provided at the second end of the second camshaft 26 , between the sliding slot 212 and the concave sliding slot 262
  • a clearance fit connection is formed between the chute 212 and an interference fit connection between the sliding groove 212 and the elastic seat 28 .
  • the working mode of the deformable wheel 100 in the disclosed embodiment is as follows:
  • the power unit 3 When the power unit 3 outputs power through rotation, for example, when the clutch 210 is de-energized and follows the outer rotor 22 to achieve driven, the second cam under the pressing force of the elastic member 27 The first end of the shaft 26 is engaged with the second end of the first camshaft 25, and the rotation of the power unit 3 makes the second camshaft 26 drive the first camshaft 25 to rotate; when the When the clutch 210 is energized to lock the outer rotor 22, the power unit 3 rotates to drive the second camshaft 26 to rotate, and the second camshaft 26 moves along the The length direction of the inner rotor 21 realizes the axial relative movement, which is synthesized with the rotary dragging movement along the tangential movement of the sinusoidal contact surface 261 of the second camshaft 26, so as to realize the connection between the inner rotor 21 and the outer rotor 22. change in phase difference.
  • the phase angle between the inner rotor 21 and the outer rotor 22 of the transmission unit 2 system is in a stable state when it is an integral multiple of 30°, and the stable state here corresponds to the first phase angle of the deformable wheel unit 100. form, the second form and the third form; when the phase angle between the inner rotor 21 and the outer rotor 22 is a non-integer multiple of 30°, as shown in Figure 6, when the clutch 210 is not locked, it can Under the elastic action of the elastic member 27, it will automatically transition to the adjacent stable state.
  • the embodiments of the present disclosure provide a deformable wheel applied to complex terrains on water and land, which has good environmental adaptability on both land and water, and has a wide range of operations, while overcoming the It is difficult for traditional amphibious vehicles to take into account the defects of water surface and land performance, so that the traffic efficiency of the vehicle is similar to that of cars and paddle boats with the same power.

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Abstract

一种用于车辆的可变形轮（100）以及车辆，可变形轮（100）包括至少一个车轮单元（1）、传动单元（2）以及动力单元（3），其中，动力单元（3）通过传动单元（2）与车轮单元（1）相连接，车轮单元（1）包括轮面支架和三个相同的轮面部（11），轮面支架与三个轮面部（11）分别连接并控制轮面部（11）之间的相对位置以使得可变形轮（100）的形状变化。

Description

一种用于车辆的可变形轮以及车辆 技术领域
本公开涉及能源动力控制装置领域，特别涉及一种用于车辆的可变形轮以及车辆。
背景技术
随着机器人技术和自动化技术的不断发展，军事上和民用上对智能装备有了越来越多样化的需求。由于海洋资源的多样性，一些研究人员更加关注海洋资源的利用和可持续发展，无论是作为资源勘探亦或者是观览交通工具、紧急突防，两栖车辆装备都有很广泛的应用前景。国内外对两栖车辆进行研究的学者逐渐增多，主要集中在以下四类：腿式两栖机器人车辆、蛇形两栖车辆、球形两栖车辆和轮桨一体式两栖车辆。但是这些车辆都难以兼顾陆地车辆和水面桨船的优势。
发明内容
本公开实施例的目的在于提供一种用于车辆的可变形轮以及车辆，以解决现有技术中存在的如何针对驱动轮进行结构改进以使得车辆能够适用于陆地、水面等多种使用场景的问题。
为了解决上述技术问题，本公开的实施例采用了如下技术方案：
一种用于车辆的可变形轮，其包括至少一个车轮单元、传动单元以及动力单元，其中，所述动力单元通过所述传动单元与所述车轮单元相连接，所述车轮单元包括轮面支架和三个相同的轮面部，所述轮面支架与三个所述轮面部分别连接并控制所述轮面部之间的相对位置以使得所述可变形轮的形状变化。
在一些实施例中，所述轮面部包括轮本体，每个所述轮本体呈弧度为120°的圆弧状。
在一些实施例中，在所述轮本体的外表面上设置纵向花纹。
在一些实施例中，在每个所述轮本体的内侧设置固定组件，所述轮面 支架与所述轮本体上的所述固定组件活动连接以实现所述轮面部的形状变化。
在一些实施例中，在所述轮本体内侧的两端对称设置第一固定部和第二固定部，在所述第一固定部和所述第二固定部之间的中间位置处设置第三固定部，在所述第一固定部上设置第一固定杆组件，在所述第二固定部上设置第二固定杆组件，在所述第三固定部上设置第三固定杆组件，所述第一固定组件、所述第二固定组件以及所述第三固定组件与所述第一固定部、所述第二固定部以及所述第三固定部连接。
在一些实施例中，所述第一固定杆组件包括至少一个第一固定杆，所述第一固定杆的靠近其一端的部分设置在所述第一固定部上，所述第一固定杆的另一端与所述第三固定部固定连接，所述第二固定杆组件包括至少一个第二固定杆，所述第二固定杆的靠近其一端的部分设置在所述第二固定部上，所述第二固定杆的另一端与所述第三固定部连接，所述第三固定杆组件包括至少一个第三固定杆，所述第三固定杆与所述第一固定杆和所述第二固定杆之间的夹角相同，所述第三固定杆的一端与所述第三固定部连接，其向所述轮面支架方向延伸。
在一些实施例中，在所述第一固定部和/或所述第二固定部上设置卡槽，所述第一固定杆和/或所述第二固定杆卡接在所述卡槽中以悬空架设在所述第一固定部和/或所述第二固定部上。
在一些实施例中，所述轮面支架包括内架和外架，所述内架和所述外架同心设置并且能够相互之间转动以具有相位差。
在一些实施例中，所述内架包括第一套接部，在所述第一套接部上设置三个第一连接杆，所述第一连接杆从所述第一套接部处向外延伸设置，三个所述第一连接杆之间呈等角度设置，每个所述第一连接杆的第一端部与所述第一套接部固定连接，在所述第一连接杆的第二端部设置滑块，所述第一连接杆通过所述滑块与对应的所述轮面部上的所述第三固定杆活动连接。
在一些实施例中，所述外架包括第二套接部，所述第二套接部与所述第一套接部同心设置，在所述第二套接部上设置三个第二连接杆，所述第二连接杆从所述第二套接部处向外延伸设置，三个所述第二连接杆之间呈 等角度设置，每个所述第二连接杆的第一端部与所述第二套接部固定连接，所述第二连接杆的第二端部与对应的所述轮面部上的所述第三固定部铰接。
在一些实施例中，所述传动单元包括内转子、外转子、齿轮、第一凸轮轴、第二凸轮轴以及联轴器，所述内转子采用杆状的结构，所述外转子、所述齿轮、所述第一凸轮轴、所述第二凸轮轴以及所述联轴器依次套设在所述内转子上，所述齿轮与离合器啮合连接，所述离合器在通电时呈锁死状态，在所述离合器断电时随着所述齿轮呈从动状态。
在一些实施例中，所述外转子设置在所述内转子的靠近其第一端部处，其与所述车轮单元的所述内架连接；所述联轴器设置在所述内转子的第二端部处，其与所述动力单元的输出轴连接。
在一些实施例中，在所述内转子的第一端部设置第一凸键，其中，所述外架通过其上的所述第二套接部与所述内转子上的所述第一凸键之间过盈配合连接。
在一些实施例中，在所述内转子的第二端部设置D形口，所述内转子通过所述D形口与所述联轴器连接。
在一些实施例中，在所述外转子的第一端部设置第二凸键，所述内架通过其上的所述第一套接部与所述外转子上的所述第二凸键之间过盈配合连接。
在一些实施例中，，所述外转子的第一端部通过所述第二凸键与所述内转子连接。
在一些实施例中，所述外转子的第二端部通过所述齿轮与所述第一凸轮轴固定连接。
在一些实施例中，在所述外转子的第二端部设置键槽，所述外转子的所述键槽与所述齿轮和所述第一凸轮轴的第一端部之间通过配合键实现过盈配合连接。
在一些实施例中，所述第一凸轮轴和所述第二凸轮轴之间同轴连接，所述第二凸轮轴的第一端部与所述第二凸轮轴的第二端部之间相互啮合连接。
在一些实施例中，所述第二凸轮轴的第一端部与所述第二凸轮轴的第二端部的端面分别是正弦接触面。
在一些实施例中，所述第二凸轮轴的第二端部与所述联轴器之间设置 弹性部，所述弹性部包括弹性座，在所述弹簧座上设置弹性件，所述弹性件的两端分别连接所述第一凸轮轴的第二端部的端面和所述弹性座的端面，当所述弹性件向所述第二凸轮轴施加压力时，使得所述第一凸轮轴的端部与所述第二凸轮轴之间实现压紧啮合连接。
在一些实施例中，在所述内转子的第二端部设置滑槽，在所述第二凸轮轴的第二端部设置凹滑槽，所述滑槽与所述凹滑槽之间形成间隙配合连接，所述滑槽和所述弹性座之间实现过盈配合连接。
本公开实施例还提供一种车辆，其包括上述任一项技术方案中所述的可变形轮。
与现有的传统驱动轮相比，本公开实施例提供一种应用于水面和陆地复杂地形的可变形轮，其在陆地和水面都有很好的环境适应力，作业范围广，同时克服了传统两栖车辆难以兼顾水面和陆地性能的缺陷，使得在车辆的通行效率与相同功率的汽车和桨船相近。
附图说明
为了更清楚地说明本公开实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开中记载的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本公开实施例的可变形轮的结构示意图；
图2为本公开实施例的可变形轮中车轮单元的结构示意图；
图3为本公开实施例的可变形轮中车轮单元的结构示意图；
图4为本公开实施例的可变形轮中传动单元的结构示意图；
图5为本公开实施例的可变形轮中的内转子的结构示意图；
图6为本公开实施例的可变形轮中的外转子的结构示意图；
图7为本公开实施例的可变形轮中的第一凸轮轴和第二凸轮轴的结构示意图；
图8为本公开实施例的可变形轮的状态示意图；
图9为本公开实施例的可变形轮的状态示意图；
图10为本公开实施例的可变形轮的状态示意图。
附图标记：
1-车轮单元；2-传动单元；3-动力单元；11-轮面部；12-轮本体；13-第一固定部；14-第二固定部；15-第三固定部；16-第一固定杆；17-第二固定杆；18-第三固定杆；19-内架；191-第一套接部；192-第一连接杆；193-滑块；20-外架；201-第二套接部；202-第二连接杆；21-内转子；211-第一凸键；212-滑槽；213-D形口；22-外转子；221-第二凸键；222-键槽；23-离合器；24-齿轮；25-第一凸轮轴；26-第二凸轮轴；261-接触面；262-凹滑槽；27-弹性件；28-弹性座；29-联轴器；100-可变形轮。
具体实施方式
此处参考附图描述本公开的各种方案以及特征。
应理解的是，可以对此处申请的实施例做出各种修改。因此，上述说明书不应该视为限制，而仅是作为实施例的范例。本领域的技术人员将想到在本公开的范围和精神内的其他修改。
包含在说明书中并构成说明书的一部分的附图示出了本公开的实施例，并且与上面给出的对本公开的大致描述以及下面给出的对实施例的详细描述一起用于解释本公开的原理。
通过下面参照附图对给定为非限制性实例的实施例的优选形式的描述，本公开的这些和其它特性将会变得显而易见。
还应当理解，尽管已经参照一些具体实例对本公开进行了描述，但本领域技术人员能够确定地实现本公开的很多其它等效形式，它们具有如权利要求所述的特征并因此都位于借此所限定的保护范围内。
当结合附图时，鉴于以下详细说明，本公开的上述和其他方面、特征和优势将变得更为显而易见。
此后参照附图描述本公开的具体实施例；然而，应当理解，所申请的实施例仅仅是本公开的实例，其可采用多种方式实施。熟知和/或重复的功能和结构并未详细描述以避免不必要或多余的细节使得本公开模糊不清。因此，本文所申请的具体的结构性和功能性细节并非意在限定，而是仅仅 作为权利要求的基础和代表性基础用于教导本领域技术人员以实质上任意合适的详细结构多样地使用本公开。
本说明书可使用词组“在一种实施例中”、“在另一个实施例中”、“在又一实施例中”或“在其他实施例中”，其均可指代根据本公开的相同或不同实施例中的一个或多个。
本公开的第一实施例涉及一种用于车辆的可变形轮，这里的所述可变形轮可以安装在所述车辆上，所述车辆能够基于所述可变形轮在多种使用场景下行驶，例如可以在陆地上或者水面上等，这样的所述车辆例如可以是两栖车辆，具体地，通过所述可变形轮的形状变化以适应于在不同的使用场景下带动所述车辆行驶。
如图1所示，图1示出了所述用于车辆的可变形轮100的结构示意图，所述车辆上安装至少一个本公开实施例涉及的所述可变形轮100，当然也可以在所述车辆上安装多个所述可变形轮100，例如可以安装2个或者4个，这里的所述可变形轮100的数量可以根据需求进行设置。
具体地，所述可变形轮100包括至少一个车轮单元1、传动单元2以及动力单元3，其中，所述动力单元3通过所述传动单元2与所述车轮单元1相连接，这里的所述车轮单元1的数量可以是一个，也可以是多个，当所述车轮单元1为多个的情况下，多个所述车轮单元1通过对应的所述传动单元2与所述动力单元3连接。所述动力单元3用于向所述可变形轮提供动力输出以驱动所述车轮单元1，所述动力单元3可以是电机、发动机等能够输出动力的驱动装置。在所述动力单元3的驱动下，这里的所述车轮单元1可以根据不同的使用场景调整为三种不同的形态，以适用于不同的使用场景。
图2示出了所述车轮单元1的结构，所述车轮单元1用于实现所述可变形轮100在不同场景下的形状变化，以适用于不同的使用场景。具体地，所述车轮单元1包括轮面支架和三个相同的轮面部11，所述轮面支架与三个所述轮面部11相连接，并能够控制所述轮面部11之间的相对位置，从而实现所述可变形轮100的形状变化。
进一步地，如图2所示，每个所述轮面部11包括轮本体12，每个所述轮本体12是弧度为120°的圆弧状，所述轮本体12可以采用橡胶制成，三个所述轮面部11中的三个所述轮本体12能够相互拼接成一个完成的圆 形车轮形状，其中，在所述轮本体12的外表面上设置纵向花纹，以增强例如所述可变形轮100在陆地上使用时与陆地地面之间的摩擦力。在每个所述轮本体12的内侧设置固定组件，所述轮面支架与所述轮本体12上的所述固定组件活动连接，以实现所述轮面部11的形状变化。
具体地，在所述轮本体12的内侧的两端分别固定设置第一固定部13和第二固定部14，在所述第一固定部13和所述第二固定部14之间的中间位置处固定设置第三固定部15，其中，所述第一固定部13和所述第二固定部14在所述轮本体12上对称设置，所述第三固定部15设置在所述轮本体12的中间位置。
在所述第一固定部13上设置第一固定杆组件，所述第一固定杆组件包括至少一个第一固定杆，当然也可以设置多个相互平行设置的第一固定杆以增强所述车轮单元1的稳定性。在一个实施方式中例如如图3所示，所述第一固定杆组件包括两个平行设置的第一固定杆16，所述第一固定杆16的靠近其一端的部分设置在所述第一固定部13上，其中，所述第一固定杆16可以以任何形式设置在所述第一固定部13上，例如可以在所述第一固定部13上设置卡槽，所述第一固定杆16卡接在所述卡槽中以悬空架设在所述第一固定部13上；所述第一固定杆16的另一端与所述第三固定部15固定连接；相应地，在所述第二固定部14上设置第二固定杆组件，所述第二固定杆组件包括至少一个第二固定杆，当然也可以设置多个相互平行设置的第二固定杆以增强所述车轮单元1的稳定性。在一个实施方式中例如如图3所示，所述第二固定杆组件包括两个平行设置的第二固定杆17，所述第二固定杆17的靠近其一端的部分悬空架设在所述第二固定部14上，其中，所述第二固定杆17可以以任何形式设置在所述第二固定部14上，例如可以在所述第二固定部14上设置卡槽，所述第二固定杆17卡接在所述卡槽中以悬空架设在所述第二固定部14上；所述第二固定杆17的另一端与所述第三固定部15固定连接。
进一步地，在所述第三固定部15上固定设置第三固定杆组件，所述第三固定杆组件包括至少一个第三固定杆，当然也可以设置多个相互平行设置的第三固定杆以增强所述车轮单元1的稳定性。在一个实施方式中例如如图3所示，所述第三固定杆组件包括两个平行设置的第三固定杆18，所述第三固定杆18与所述第一固定杆16和所述第二固定杆17之间的夹角相 同，所述第三固定杆18的一端与所述第三固定部15固定连接，其向所述轮面支架方向延伸。
如上所述，所述轮面支架与三个所述轮面部11内侧的所述固定组件之间活动连接，并能够控制所述轮面部11之间的相对位置，从而实现所述可变形轮100的形状变。具体地，如图2和图3所示，所述轮面支架包括内架19和外架20，所述内架19和所述外架20同心设置并且相互之间可以转动。
其中，所述内架19、所述外架20以及所述固定组件之间形成摆动导杆结构，具体地，所述内架19包括第一套接部191，在所述第一套接部191上设置三个第一连接杆192，所述第一连接杆192从所述第一套接部191处向外延伸设置，三个所述第一连接杆192之间呈等角度设置，其相互之间的角度均相差120°，每个所述第一连接杆192的第一端部与所述第一套接部191固定连接，在其第二端部设置滑块193，所述滑块193能够在每个所述轮面部11上的所述第三固定杆18上滑动，这样，所述第一连接杆192通过所述滑块193与对应的所述轮面部11上的所述第三固定杆18活动连接，例如可以使得所述滑块193上设置通孔，所述第三固定杆18穿过所述滑块193上的通孔，以使得所述滑块193能够在所述第三固定杆18上滑动。
进一步地，所述外架20包括第二套接部201，所述第二套接部201与所述第一套接部191同心设置，在所述第二套接部201上设置三个第二连接杆202，所述第二连接杆202从所述第二套接部201处向外延伸设置，三个所述第二连接杆202之间呈等角度设置，其相互之间的角度均相差120°。每个所述第二连接杆202的第一端部与所述第二套接部201固定连接，其第二端部与对应的所述轮面部11上的所述第三固定部15铰接，也就是，所述第二连接杆202与对应的所述第三固定部15之间实现相对转动连接。其中，为了实现转动连接，在一个实施方式中，所述第三固定部15可以具有轴状结构，所述第二连接杆202的端部可以套设在所述轴状结构上以实现所述第三固定部15与所述第二连接杆202之间的相对转动连接。
进一步地，由于所述内架19和所述外架20之间可以实现相对转动，这样，在转动中所述内架19和所述外架20之间存在相位差的变化，通过所述相位差的变化可以实现所述车轮单元1的形状变化，从而使得所述可 变形轮100变化为第一形态、第二形态以及第三形态。其中，图8示出了所述第一形态，图9示出了所述第二形态，图10示出了所述第三形态，这里的所述第一形态是用于陆地等平坦路面的形态，所述第二形态是用于水面运动以及石地、山坡等不规则路面的前进运动的形态，第三形态是用于水面运动以及石地、山坡等不规则路面的倒退运动的形态。其中，第二形态与第三形态所受突变载荷较大，设计为机构的死点位置。
为了驱动所述内架19和所述外架20之间的相位差的变化，需要通过所述动力单元3通过所述传动单元2传递动力的方式实现，也就是，所述传动单元2用于实现向所述车轮单元1传递动力或者扭矩从而控制所述车轮单元1调整为不同的形状。如图4所示，图4示出了所述传动单元2的结构示意图，
所述传动单元2包括内转子21、外转子22、齿轮24、第一凸轮轴25、第二凸轮轴26以及联轴器29，具体地，所述内转子21采用杆状的结构，所述外转子22、所述齿轮24、所述第一凸轮轴25、所述第二凸轮轴26以及所述联轴器29依次套设在所述内转子21上，所述外转子22设置在所述内转子21的靠近其第一端部处，其与所述车轮单元1的所述内架19连接；所述联轴器29设置在所述内转子21的第二端部处，其与所述动力单元3的输出轴连接，这样，所述内转子21的第一端部通过所述外转子22与所述车轮单元1的所述外架20之间连接，其第二端部通过所述联轴器29与所述动力单元3连接。
其中，所述内转子21与所述外转子22之间可以实现相对转动，所述内转子21和所述外转子22之间的相位差为-30°、0°、30°时，对应于所述车轮单元1中的所述内架19和所述外架20之间不同的相位差，上述不同的相位差分别对应于所述车轮单元1的第一形态、第二形态以及第三形态。
如图5所示，为了实现将所述内转子21与所述外转子22之间的相位差传递给所述内架19和所述外架20，在所述内转子21的第一端部设置第一凸键211，其中，所述外架20通过其上的所述第二套接部201与所述内转子21上的所述第一凸键211之间过盈配合连接，从而使得所述内转子21的转动传递给所述第二套接部201，从而实现传递所述内转子21的转动功率。
此外，如图6所示，在所述外转子22的第一端部设置第二凸键221，其中，所述内架19通过其上的所述第一套接部191与所述外转子22上的所述第二凸键221之间过盈配合连接，从而使得所述外转子22的转动传递给所述第一套接部191，从而实现传递所述外转子22的转动功率。此外，在所述内转 子21的第二端部设置D形口213，所述内转子21通过所述D形口213与所述联轴器29连接，从而实现与所述动力单元3实现连接。
进一步地，如图6所示，所述外转子22的第一端部与所述内转子21连接，具体地，通过所述第二凸键221与所述内转子21连接，所述外转子22的第二端通过所述齿轮24与所述第一凸轮轴25固定连接，所述齿轮24与离合器210相啮合，其中，所述离合器210通电时呈锁死状态，在所述离合器210断电时随着所述齿轮24呈从动状态。
此外，在所述外转子22的第二端部设置键槽222，其中，所述外转子22的所述键槽222与所述齿轮24和所述第一凸轮轴25的第一端部之间通过配合键23实现过盈配合连接。
进一步地，所述第一凸轮轴25和所述第二凸轮轴26之间同轴连接，其中，所述第二凸轮轴26的第一端部与所述第二凸轮轴25的第二端部之间相互啮合连接，具体地，如图7所示，所述第二凸轮轴26的第一端部与所述第二凸轮轴25的第二端部的端面分别是正弦接触面，在外力作用下，所述第二凸轮轴26的第一端部与所述第二凸轮轴25的第二端部之间啮合连接，这样能够保证所述第一凸轮轴25和所述第二凸轮轴25之间能够沿轴向同轴转动。
所述第二凸轮轴26的第二端部与所述联轴器29之间连接，进一步地，继续参照图4所示，所述第二凸轮轴26的第二端部与所述联轴器29之间设置弹性部，所述弹性部包括弹性座28，在所述弹簧座28上设置弹性件27，这里的所述弹性件27例如是弹簧，所述弹性件27的两端分别连接所述第一凸轮轴26的第二端部的端面和所述弹性座28的端面，当所述弹性件27向所述第二凸轮轴26施加压力时，使得所述第一凸轮轴25的端部与所述第二凸轮轴26的正弦的接触面261之间实现压紧啮合连接。
其中，在所述内转子21的第二端部设置滑槽212，在所述第二凸轮轴26的第二端部设置凹滑槽262，所述滑槽212与所述凹滑槽262之间形成间隙配合连接，所述滑槽212和所述弹性座28之间实现过盈配合连接。
本公开实施例的所述可变形轮100的工作方式如下：
当所述动力单元3例如通过转动方式输出动力时，当所述离合器210断电并跟随所述外转子22实现从动时，在所述弹性件27的压紧力作用下所述第二凸轮轴26的第一端部与所述第一凸轮轴25的第二端部啮合连接，所述 动力单元3的转动使得所述第二凸轮轴26带动所述第一凸轮轴25转动；当所述离合器210通电锁死所述外转子22时，所述动力单元3通过转动带动所述第二凸轮轴26旋转，所述第二凸轮轴26在所述弹性件27的作用下沿着所述内转子21的长度方向实现轴向相对运动，与旋转牵连运动合成沿着所述第二凸轮轴26的正弦接触面261切线的运动，从而实现所述内转子21与所述外转子22之间相位差的变化。
所述传动单元2系统的所述内转子21与所述外转子22之间的相位角在30°的整数倍时为稳定态，这里的稳定态对应于所述可变形轮单元100的第一形态、第二形态以及第三形态；所述内转子21与所述外转子22之间的相位角为30°的非整数倍时如图6所示，当所述离合器210不锁死时可以在所述弹性件27的弹性作用下会自动向邻近的稳态过渡。
与现有的传统驱动轮相比，本公开实施例提供一种应用于水面和陆地复杂地形的可变形轮，其在陆地和水面都有很好的环境适应力，作业范围广，同时克服了传统两栖车辆难以兼顾水面和陆地性能的缺陷，使得在车辆的通行效率与相同功率的汽车和桨船相近。
以上描述仅为本公开的较佳实施例以及对所运用技术原理的说明。本领域技术人员应当理解，本公开中所涉及的公开范围，并不限于上述技术特征的特定组合而成的技术方案，同时也应涵盖在不脱离上述公开构思的情况下，由上述技术特征或其等同特征进行任意组合而形成的其它技术方案。例如上述特征与本公开中公开的(但不限于)具有类似功能的技术特征进行互相替换而形成的技术方案。
以上对本公开多个实施例进行了详细说明，但本公开不限于这些具体的实施例，本领域技术人员在本公开构思的基础上，能够做出多种变型和修改实施例，这些变型和修改都应落入本公开所要求保护的范围。

Claims (23)

  1. 一种用于车辆的可变形轮，其特征在于，包括至少一个车轮单元、传动单元以及动力单元，其中，所述动力单元通过所述传动单元与所述车轮单元相连接，所述车轮单元包括轮面支架和三个相同的轮面部，所述轮面支架与三个所述轮面部分别连接并控制所述轮面部之间的相对位置以使得所述可变形轮的形状变化。
  2. 根据权利要求1所述的可变形轮，其特征在于，所述轮面部包括轮本体，每个所述轮本体呈弧度为120°的圆弧状。
  3. 根据权利要求1所述的可变形轮，其特征在于，在所述轮本体的外表面上设置纵向花纹。
  4. 根据权利要求1所述的可变形轮，其特征在于，在每个所述轮本体的内侧设置固定组件，所述轮面支架与所述轮本体上的所述固定组件活动连接以实现所述轮面部的形状变化。
  5. 根据权利要求4所述的可变形轮，其特征在于，在所述轮本体内侧的两端对称设置第一固定部和第二固定部，在所述第一固定部和所述第二固定部之间的中间位置处设置第三固定部，在所述第一固定部上设置第一固定杆组件，在所述第二固定部上设置第二固定杆组件，在所述第三固定部上设置第三固定杆组件，所述第一固定组件、所述第二固定组件以及所述第三固定组件与所述第一固定部、所述第二固定部以及所述第三固定部连接。
  6. 根据权利要求5所述的可变形轮，其特征在于，所述第一固定杆组件包括至少一个第一固定杆，所述第一固定杆的靠近其一端的部分设置在所述第一固定部上，所述第一固定杆的另一端与所述第三固定部固定连接，所述第二固定杆组件包括至少一个第二固定杆，所述第二固定杆的靠近其一端的部分设置在所述第二固定部上，所述第二固定杆的另一端与所述第三固定部连接，所述第三固定杆组件包括至少一个第三固定杆，所述第三固定杆与所述第一固定杆和所述第二固定杆之间的夹角相同，所述第三固定杆的一端与所述第三固定部连接，其向所述轮面支架方向延伸。
  7. 根据权利要求6所述的可变形轮，其特征在于，在所述第一固定部和/或所述第二固定部上设置卡槽，所述第一固定杆和/或所述第二固定杆卡接在所述卡槽中以悬空架设在所述第一固定部和/或所述第二固定部上。
  8. 根据权利要求6所述的可变形轮，其特征在于，所述轮面支架包括内架和外架，所述内架和所述外架同心设置并且能够相互之间转动以具有相位差。
  9. 根据权利要求8所述的可变形轮，其特征在于，所述内架包括第一套接部，在所述第一套接部上设置三个第一连接杆，所述第一连接杆从所述第一套接部处向外延伸设置，三个所述第一连接杆之间呈等角度设置，每个所述第一连接杆的第一端部与所述第一套接部固定连接，在所述第一连接杆的第二端部设置滑块，所述第一连接杆通过所述滑块与对应的所述轮面部上的所述第三固定杆活动连接。
  10. 根据权利要求9所述的可变形轮，其特征在于，所述外架包括第二套接部，所述第二套接部与所述第一套接部同心设置，在所述第二套接部上设置三个第二连接杆，所述第二连接杆从所述第二套接部处向外延伸设置，三个所述第二连接杆之间呈等角度设置，每个所述第二连接杆的第一端部与所述第二套接部固定连接，所述第二连接杆的第二端部与对应的所述轮面部上的所述第三固定部铰接。
  11. 根据权利要求10所述的可变形轮，其特征在于，所述传动单元包括内转子、外转子、齿轮、第一凸轮轴、第二凸轮轴以及联轴器，所述内转子采用杆状的结构，所述外转子、所述齿轮、所述第一凸轮轴、所述第二凸轮轴以及所述联轴器依次套设在所述内转子上，所述齿轮与离合器啮合连接，所述离合器在通电时呈锁死状态，在所述离合器断电时随着所述齿轮呈从动状态。
  12. 根据权利要求11所述的可变形轮，其特征在于，所述外转子设置在所述内转子的靠近其第一端部处，其与所述车轮单元的所述内架连接；所述联轴器设置在所述内转子的第二端部处，其与所述动力单元的输出轴连接。
  13. 根据权利要求12所述的可变形轮，其特征在于，在所述内转子的第一端部设置第一凸键，其中，所述外架通过其上的所述第二套接部与所述内转子上的所述第一凸键之间过盈配合连接。
  14. 根据权利要求13所述的可变形轮，其特征在于，在所述内转子的第二端部设置D形口，所述内转子通过所述D形口与所述联轴器连接。
  15. 根据权利要求13所述的可变形轮，其特征在于，在所述外转子的第一端部设置第二凸键，所述内架通过其上的所述第一套接部与所述外转子上的 所述第二凸键之间过盈配合连接。
  16. 根据权利要求13所述的可变形轮，其特征在于，所述外转子的第一端部通过所述第二凸键与所述内转子连接。
  17. 根据权利要求12所述的可变形轮，其特征在于，所述外转子的第二端部通过所述齿轮与所述第一凸轮轴固定连接。
  18. 根据权利要求17所述的可变形轮，其特征在于，在所述外转子的第二端部设置键槽，所述外转子的所述键槽与所述齿轮和所述第一凸轮轴的第一端部之间通过配合键实现过盈配合连接。
  19. 根据权利要求11所述的可变形轮，其特征在于，所述第一凸轮轴和所述第二凸轮轴之间同轴连接，所述第二凸轮轴的第一端部与所述第二凸轮轴的第二端部之间相互啮合连接。
  20. 根据权利要求19所述的可变形轮，其特征在于，所述第二凸轮轴的第一端部与所述第二凸轮轴的第二端部的端面分别是正弦接触面。
  21. 根据权利要求11所述的可变形轮，其特征在于，所述第二凸轮轴的第二端部与所述联轴器之间设置弹性部，所述弹性部包括弹性座，在所述弹簧座上设置弹性件，所述弹性件的两端分别连接所述第一凸轮轴的第二端部的端面和所述弹性座的端面，当所述弹性件向所述第二凸轮轴施加压力时，使得所述第一凸轮轴的端部与所述第二凸轮轴之间实现压紧啮合连接。
  22. 根据权利要求21所述的可变形轮，其特征在于，在所述内转子的第二端部设置滑槽，在所述第二凸轮轴的第二端部设置凹滑槽，所述滑槽与所述凹滑槽之间形成间隙配合连接，所述滑槽和所述弹性座之间实现过盈配合连接。
  23. 一种车辆，其特征在于，包括权利要求1-22中任一项所述的可变形轮。
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