CN220172967U - In-wheel motor, wheel and vehicle - Google Patents

Abstract

The utility model relates to the technical field of motors, and provides a hub motor, a wheel and a vehicle. The motor shell comprises a first sub-shell and a second sub-shell, wherein the first sub-shell is provided with a first accommodating space, the second sub-shell is provided with a second accommodating space communicated with the first accommodating space, and at least part of the second sub-shell extends into the first accommodating space in the thickness direction of the first sub-shell so that at least part of the second accommodating space interferes with the first accommodating space; the motor main body is arranged in the first accommodating space; the speed reducing mechanism is arranged in the second accommodating space, the input end of the speed reducing mechanism is connected to the output end of the motor main body, and the output end of the speed reducing mechanism is used for being connected with the hub of the wheel. The hub motor has smaller overall thickness, smaller overall volume and larger final output torque under the condition of the same radial dimension of the motor shell, and is more beneficial to the development of the hub motor towards the miniaturization direction.

Description

In-wheel motor, wheel and vehicle

Technical Field

The utility model relates to the technical field of motors, and particularly provides a hub motor, a wheel with the hub motor and a vehicle with the wheel.

Background

In recent years, with the rise of new energy automobiles, a hub direct drive motor attracts attention. The novel energy automobile has the advantage of flexible layout, namely, the novel energy automobile can realize two front wheel drives, two rear wheel drives and four-wheel drive. Meanwhile, compared with the traditional internal combustion engine automobile and the electric automobile with single motor for centralized driving, the hub direct-drive motor has the following advantages: the mechanical control gear shifting device, the clutch, the transmission shaft, the mechanical differential mechanism and the like required by the traditional automobile are omitted, the driving system and the whole automobile are simple in structure, the effective utilization space is large, and the transmission efficiency is high; the driving force of each electric wheel can be independently controlled, so that the electric vehicle is more flexible and changeable, and the running performance under severe road conditions is improved.

However, the hub direct-drive motor also has the characteristics of high rotation speed and small torque, and in order to reduce the rotation speed and improve the output torque, a speed reducing mechanism is generally added at the output end of the hub direct-drive motor. However, the increase of the speed reducing mechanism can cause the overall volume and weight of the hub motor to be increased, which is unfavorable for the adaptation with the hub of the wheel and affects the output efficiency of the hub motor.

Disclosure of Invention

The embodiment of the application provides a hub motor, a wheel and a vehicle, and aims to solve the problems that the whole volume of the existing hub direct-drive motor is difficult to miniaturize and the weight is heavy.

In order to achieve the above purpose, the technical scheme adopted by the embodiment of the application is as follows:

in a first aspect, an embodiment of the present application provides an in-wheel motor, applied to a wheel, the in-wheel motor including:

a motor housing including a first sub-housing having a first receiving space and a second sub-housing formed at an end of the first sub-housing, the second sub-housing having a second receiving space in communication with the first receiving space, at least a portion of the second sub-housing extending into the first receiving space in a thickness direction of the first sub-housing such that at least a portion of the second receiving space interferes with the first receiving space;

the motor main body is arranged in the first accommodating space;

the speed reducing mechanism is arranged in the second accommodating space, the input end of the speed reducing mechanism is connected with the output end of the motor main body, and the output end of the speed reducing mechanism is used for being connected with the hub of the wheel.

The embodiment of the application has the beneficial effects that: the application provides a hub motor, which comprises a motor shell, a first shell and a second shell. In the structural form, the second sub-shell is formed on the end face of the first sub-shell, and at least part of the second sub-shell extends into the first accommodating space along the thickness direction of the first sub-shell, so that at least part of the second accommodating space interferes with the first accommodating space in the thickness direction of the first sub-shell, and thus, a part of the second accommodating space coincides with the first accommodating space, the first accommodating space is used for accommodating the motor main body, the second accommodating space is used for accommodating the speed reducing mechanism, and at least part of the speed reducing mechanism can extend into the first accommodating space in space, so that the overall thickness of the hub motor can be smaller, and the hub motor is smaller in overall size and lighter in weight and is more beneficial to the development of the hub motor in the miniaturization direction under the condition that the radial dimension of the motor housing is the same; correspondingly, under the condition that the radial dimensions of the motor shells are the same and the overall thickness of the hub motor is also the same, the hub motor has enough accommodating space for arranging the reduction mechanism with more stages, so that the final output torque of the hub motor is larger and the overall output efficiency is higher.

In one embodiment, in the thickness direction of the first sub-shell, the end face of the second sub-shell is flush with the end face of the first sub-shell facing the wheel.

Through adopting above-mentioned technical scheme, the terminal surface of first sub-shell is motor housing's terminal surface promptly, and at this moment, motor housing's terminal surface is level and smooth, does not have outside convex structure for wheel hub motor's overall thickness is littleer, and weight is lighter, more is favorable to its toward miniaturized direction development.

In one embodiment, in the thickness direction of the first sub-housing, the second sub-housing extends outwardly in a direction away from the motor main body and is higher than an end face of the first sub-housing.

Through adopting above-mentioned technical scheme, motor housing's thickness still includes the second sub-shell and surpasses the part of the terminal surface of first sub-shell, and at this moment, in the thickness direction of first sub-shell, the longitudinal depth in second accommodation space is bigger, more is suitable for multistage reduction gears's setting.

In one embodiment, the first sub-shell comprises a first end cover and a first side shell surrounding the edge of the first end cover, and the first end cover and the first side shell are surrounded to form the first accommodating space; and/or, the second sub-shell comprises a second end cover and a second side shell which is surrounded on the edge side of the second end cover, the second end cover and the second side shell are surrounded to form a second accommodating space, and the second end cover and at least part of the second side shell extend into the first accommodating space.

By adopting the technical scheme, the structural forms of the first sub-shell and the second sub-shell are specifically limited, so that the specific size of the first accommodating space and the specific size of the second accommodating space are obtained, and the overlapped part of the two accommodating spaces can be limited.

In one embodiment, the motor body includes a rotor portion and a stator portion surrounding a circumference of the rotor portion and rotating with the rotor portion, the stator portion is disposed on an inner wall of the first side case, and a rotation center axis of the rotor portion coincides with a center axis of the first end cover.

By adopting the technical scheme, the position relationship of the rotor part and the stator part and the position relationship of the rotor part and the stator part in the first accommodating space are limited, so that the torque output is met.

In one embodiment, the rotor part comprises a rotor fixing frame and a plurality of rotor teeth arranged on the rotor fixing frame, and the rotation center line of the rotor fixing frame is coincident with the center axis of the first end cover; in the thickness direction of the first sub-shell, the rotor fixing frame is provided with a first end face facing the second end cover, the first end face is inwards recessed to form a first concave cavity, and the second end cover extends into the first concave cavity.

By adopting the technical scheme, the first concave cavity is formed at the first end surface of the rotor fixing frame so as to meet the requirement that the second end cover of the second sub-shell extends into the first concave cavity, and the contact ratio of the second accommodating space and the first accommodating space is larger.

In one embodiment, a first protruding structure is arranged on the first end face of the mover fixing frame, and the first protruding structure is an output end of the mover portion.

By adopting the technical scheme, the first bulge structure is the convex part of the rotor fixing frame facing the speed reducing mechanism, so that the rotor fixing frame is connected with the input end of the speed reducing mechanism.

In one embodiment, a second protrusion structure is provided on the second end cover, and a projection of the second protrusion structure interferes with a projection of the first protrusion structure in a radial direction of the first sub-shell.

By adopting the technical scheme, the sealing piece can be arranged between the first protruding structure and the second protruding structure, so that the sealing performance between the rotor fixing frame and the second sub-shell is improved.

In one embodiment, the speed reducing mechanism comprises a first-stage sun gear, a plurality of first-stage planetary gears, a first-stage planetary gear frame and a gear ring, wherein the first-stage planetary gears are all in meshed connection with the first-stage sun gear, the first-stage planetary gear frame is used for enabling each first-stage planetary gear to be in rotary connection, the gear ring is arranged in the second accommodating space, the central axis of the gear ring coincides with the rotary central line of the motor main body, each first-stage planetary gear is arranged around the first-stage sun gear, the first-stage sun gear is used for being connected with the output end of the motor main body, and one end, deviating from each first-stage planetary gear, of the first-stage planetary gear frame is used for being connected with the hub of the wheel.

By adopting the technical scheme, the speed reducing mechanism can realize one-stage speed reduction and improve the output torque of the hub motor.

In one embodiment, the speed reducing mechanism includes a first-stage sun gear, a plurality of first-stage planetary gears all engaged with the first-stage sun gear, a first-stage planetary gear carrier for each first-stage planetary gear to rotate and connect, a second-stage sun gear disposed on the first-stage planetary gear carrier and disposed opposite to each first-stage planetary gear, a plurality of second-stage planetary gears all engaged with the second-stage sun gear, a second-stage planetary gear carrier for each second-stage planetary gear to rotate and connect, and a gear ring engaged with each first-stage planetary gear and each second-stage planetary gear, wherein the gear ring is disposed in the second accommodation space, and a central axis of the gear ring coincides with a rotation central line of the motor main body, each first-stage planetary gear is disposed around the first-stage sun gear, each second-stage planetary gear is disposed around the second-stage sun gear, and the first-stage sun gear is connected to an output end of the motor main body, and one end of the second-stage planetary gear facing away from each second-stage planetary gear is connected to a hub of the wheel.

By adopting the technical scheme, the speed reducing mechanism can realize secondary speed reduction and further improve the output torque of the hub motor.

In one embodiment, the speed reducing mechanism includes a first sun gear connected to an output end of the motor main body, an n+1-stage planetary structure connected to a hub of the wheel, N intermediate planetary structures sequentially connected end to end along a torque transmission direction, and a ring gear disposed in the second accommodating space, the first sun gear is engaged with the intermediate planetary structure at a start position, the intermediate planetary structure at an end position is engaged with the n+1-stage planetary structure, and each of the intermediate planetary structures and the n+1-stage planetary structure is engaged with the ring gear.

In one embodiment, the intermediate planetary structure comprises a plurality of intermediate planetary wheels, an intermediate planetary carrier for rotationally connecting the intermediate planetary wheels, and an intermediate sun wheel arranged on the intermediate planetary carrier and opposite to the intermediate planetary wheels, and the n+1-stage planetary structure comprises a plurality of final planetary wheels and a final planetary carrier for rotationally connecting the final planetary wheels;

the intermediate planetary gears of the intermediate planetary structure at the initial position are in meshed connection with the first sun gear, the intermediate sun gear of the intermediate planetary structure at the tail end position is in meshed connection with the last planetary carrier, and the intermediate sun gears of the intermediate planetary structures at the intermediate positions are in meshed connection with the intermediate planetary gears of the intermediate planetary structures at the next position; and each intermediate planet wheel and each last planet wheel are in meshed connection with the gear ring.

In one embodiment, the intermediate planet carrier of at least one of the intermediate planet structures is integrally formed with the intermediate sun gear.

In a second aspect, an embodiment of the present application further provides a wheel, including a hub main body and the hub motor described above, where an output end of the hub motor is fixedly connected to the hub main body.

The embodiment of the application has the beneficial effects that: on the basis of the wheel with the hub motor, the wheel is more compact in overall structure, higher in output torque, higher in overall output efficiency and lighter in overall weight.

In one embodiment, the hub main body comprises a rim with a closed structure, a plurality of spokes arranged in the rim, and a motor mounting frame, wherein one end of each spoke is equidistantly arranged on the periphery of the motor mounting frame by taking the central line of the motor mounting frame as the center, and the other end of each spoke is connected to the inner wall of the rim, the spokes and the motor mounting frame divide the inner space of the rim into a first space and a second space, the first space is used for accommodating the hub motor, and the second space is used for accommodating the brake mechanism.

In one embodiment, the hub main body further comprises a plurality of ribs located in the first space, each rib being provided on a corresponding spoke and extending to an inner wall of the rim.

In a third aspect, a vehicle comprises a wheel as described above.

The embodiment of the utility model has the beneficial effects that: the vehicle provided by the utility model can develop towards the light weight direction on the basis of the wheels, has larger output torque and higher overall output efficiency, and can meet the running requirement under severe road surfaces.

In one embodiment, the vehicle further comprises a spindle, one end of which is fixedly connected to the body of the vehicle, and an output end of the wheel hub motor is rotatably connected to the other end of the spindle, and a braking mechanism for braking the wheel hub main body.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments or the description of the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a sectional view of a hub motor according to an embodiment of the present utility model;

FIG. 2 is an enlarged view of FIG. 1 at A;

fig. 3 is an exploded view of a reduction mechanism of an in-wheel motor according to an embodiment of the present utility model;

FIG. 4 is a cross-sectional view of a wheel according to an embodiment of the present utility model;

FIG. 5 is an exploded view of a wheel according to an embodiment of the present utility model;

fig. 6 is a schematic structural view of a hub main body of a wheel according to an embodiment of the present utility model.

Wherein, each reference sign in the figure:

100. a hub motor;

10. a motor housing; 11. a first sub-shell; 12. a second sub-shell; 11a, a first accommodating space; 12a, a second accommodating space; 111. a first end cap; 112. a first side case; 121. a second end cap; 122. a second side case; 123. a second bump structure;

20. a motor main body; 21. a mover section; 22. a stator part; 211. a rotor fixing frame; 212. a mover tooth; 21a, a first end face; 20a, a first cavity; 21b, a second end face; 20b, a second cavity; 213. a first bump structure;

30. a speed reducing mechanism; 31. a first-stage sun gear; 32. a first-stage planet wheel; 33. a primary planet carrier; 34. a secondary sun gear; 35. a second-stage planetary gear; 36. a secondary planet carrier; 37. a gear ring;

200. A wheel; 201. a hub main body; 300. a mandrel; 400. a brake mechanism;

202. a rim; 203. a spoke; 204. a motor mounting rack; 205 ribs.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings, merely to facilitate describing the present utility model and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, 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, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

Compared with the traditional internal combustion engine automobile and the electric automobile with single motor for centralized driving, the hub direct-drive motor has the following advantages: the mechanical operation shifting device, the clutch, the transmission shaft, the mechanical differential mechanism and the like required by the traditional automobile are omitted, the driving system and the whole automobile are simple in structure, the effective utilization space is large, and the transmission efficiency is high; the driving force of each electric wheel can be independently controlled, so that the electric vehicle is more flexible and changeable, and the running performance under severe road conditions is improved.

However, the hub direct-drive motor also has the characteristics of high rotation speed and small torque, and in order to reduce the rotation speed and improve the output torque, a speed reducing mechanism is generally added at the output end of the hub direct-drive motor. The speed reducing mechanism can be divided into a first-stage speed reducing mechanism or a multi-stage speed reducing mechanism, the depth thickness of each speed reducing mechanism along the power output direction is often larger, then after being overlapped with the motor main body of the hub direct-drive motor, the overall thickness and the weight of the hub motor are increased, and for a wheel hub with smaller depth thickness, the adaptation degree of the hub motor and the hub motor is lower, and the output efficiency of the hub motor is influenced.

In view of the above, the present application provides a hub motor, which is modified in the structure of its motor housing. At least part of the second sub-shell extends towards the first accommodating space of the first sub-shell, so that the second accommodating space and the first accommodating space form interference in the thickness direction of the first sub-shell to meet the installation requirement of a speed reducing mechanism on larger depth and thickness in the power transmission direction, the whole thickness of the hub motor is thinner, and the whole volume of the hub motor is smaller and lighter under the condition that the radial dimensions of the hub motor are the same, thereby being more beneficial to the development of the hub motor in the miniaturization direction; correspondingly, under the condition that the radial dimensions of the motor shells are the same and the overall thickness of the hub motor is also the same, the hub motor has enough accommodating space for arranging the reduction mechanism with more stages, so that the final output torque of the hub motor is larger and the overall output efficiency is higher.

The following is illustrated by way of example:

referring to fig. 1 and 2, an in-wheel motor 100 according to an embodiment of the present application is applied to a wheel. So as to enable independent control of each wheel of the vehicle.

The in-wheel motor 100 includes a motor housing 10, a motor main body 20, and a reduction mechanism 30.

Wherein the motor housing 10 is like a cylindrical structure to satisfy the layout of the stator part of the motor body 20 and the pivoting of the mover part thereof. Specifically, the motor housing 10 includes a first sub-housing 11 and a second sub-housing 12 formed at an end portion of the first sub-housing 11, the first sub-housing 11 having a first accommodation space 10a, the second sub-housing 12 having a second accommodation space 12a in communication with the first accommodation space 10a, at least a portion of the second sub-housing 12 extending into the first accommodation space 10a in a thickness direction of the first sub-housing 11 so that at least a portion of the second accommodation space 12a interferes with the first accommodation space 10 a. The motor main body 20 is arranged in the first accommodating space 10a, the speed reducing mechanism 30 is arranged in the second accommodating space 12a, the input end of the speed reducing mechanism 30 is connected to the output end of the motor main body 20, and the output end of the speed reducing mechanism 30 is used for being connected with a wheel hub of a wheel.

Here, the first sub-housing 11 is for carrying and spacing the motor body 20, which is similar to a cylindrical structure. The first sub-housing 11 should have two end surfaces, one end surface of the first sub-housing 11 facing toward the hub of the wheel and the other end surface of the first sub-housing 11 facing away from the hub of the wheel when the in-wheel motor 100 is mounted on the hub of the wheel. Here, the second sub-housing 12 is formed on the end face of the first sub-housing 11 facing the hub of the wheel, so that the transmission path from the output end of the motor main body 20 to the output end of the reduction mechanism 30 is shorter. The second sub-housing 12 is used to carry and retain the reduction mechanism 30 and, as such, is also similar to a cylindrical structure to accommodate the pivoting of the various components of the reduction mechanism 30.

The first accommodating space 10a is communicated with the second accommodating space 12a to meet the requirement that the input end of the speed reducing mechanism 30 is connected with the output end of the motor main body 20, wherein the connection of the two can adopt threaded connection, screw fastening, crimping, plug connection, pin connection and the like to realize the transmission of rotation torque. The second accommodating space 12a should be in communication with the outside to satisfy the connection of the output end of the reduction mechanism 30 with the hub of the wheel.

The thickness direction of the first sub-housing 11 is the arrow direction as shown in the drawing, and at the same time, it is the same as the thickness direction of the in-wheel motor 100 and also the torque output direction of the reduction mechanism 30, and for convenience of description, the thickness direction of the first sub-housing 11 is used as a reference standard in the following embodiments, which is equivalent to the thickness direction of the in-wheel motor 100. In this way, when at least part of the second sub-housing 12 extends into the first accommodating space 10a in the thickness direction of the first sub-housing 11, the whole structure of the second sub-housing 12 or part of the structure thereof extends into the first accommodating space 10a, and it is understood that at least part of the second sub-housing 12 is included in the first sub-housing 11, the second accommodating space 12a surrounded by the second sub-housing 12 coincides with the first accommodating space 10a, that is, interferes with the first accommodating space 10a in the thickness direction of the first sub-housing 11, and finally, the installation position of the speed reducing mechanism 30 can be as close to the motor main body 20 as possible, the whole mechanism is more compact, and the intermediate connecting structure can be reduced. The thickness of the whole hub motor 100 depends on the thickness of the first sub-housing 11 and the thickness of the second sub-housing 12 after being overlapped, and if the whole structure of the second sub-housing 12 extends into the first accommodating space 10a, the thickness of the whole hub motor 100 is the thickness of the first sub-housing 11.

By way of example, the fact that a part of the second sub-housing 12 protrudes into the first accommodating space 10a means that on the end face of the first sub-housing 11 facing away from the wheel hub, a part of the second sub-housing 12 protrudes into the first accommodating space 10a, and on the end face of the first sub-housing 11 facing toward the wheel hub, another part of the second sub-housing 12 protrudes to the outside, at which time the thickness of the hub motor 100 as a whole is equal to the sum of the thickness of the first sub-housing 11 and the thickness of the second sub-housing 12 beyond the end face of the first sub-housing 11.

By way of example, the entire second sub-housing 12 extending into the first accommodating space 10a means that the second sub-housing 12 is formed by extending the end surface of the first sub-housing 11 facing away from the hub of the wheel into the first accommodating space 10a, and the thickness of the hub motor 100 is equal to the thickness of the first sub-housing 11.

The present application provides a hub motor 100, and the motor housing 10 includes a first sub-housing 11 and a second sub-housing 12. In terms of structural form, the second sub-shell 12 is formed on the end face of the first sub-shell 11, and at least part of the second sub-shell 12 extends into the first accommodating space 10a along the thickness direction of the first sub-shell 11, so that at least part of the second accommodating space 12a interferes with the first accommodating space 10a along the thickness direction of the first sub-shell 11, and thus, a part of the second accommodating space 12a coincides with the first accommodating space 10a, and then, the first accommodating space 10a is used for accommodating the motor main body 20, the second accommodating space 12a is used for accommodating the speed reducing mechanism 30, and at least part of the speed reducing mechanism 30 can extend into the first accommodating space 10a in space, so that the overall thickness of the hub motor 100 can be smaller, and the hub motor 100 is smaller in overall volume, lighter in weight and more beneficial to the development of the miniaturization direction under the condition that the radial dimension of the motor housing 10 is the same; accordingly, in the case where the radial dimensions of the motor housing 10 are the same and the overall thickness of the in-wheel motor 100 is also the same, the in-wheel motor 100 has sufficient longitudinal accommodation space for providing more stages of the reduction mechanism 30, and thus, the final output torque of the in-wheel motor 100 is greater and the overall output efficiency is higher.

In one embodiment, the end face of the second sub-shell 12 is flush with the end face of the first sub-shell 11 facing the wheel in the thickness direction of the first sub-shell 11.

It will be appreciated that the second sub-housing 12 should have two end faces, one end face of the second sub-housing 12 facing toward the wheel hub and the other end face of the second sub-housing 12 facing away from the wheel hub when the in-wheel motor 100 is mounted on the wheel hub. Then, the fact that the end face of the second sub-shell 12 is flush with the end face of the first sub-shell 11 facing the wheel means that the end face of the second sub-shell 12 facing the wheel is flush with the end face of the first sub-shell 11 facing the wheel, so that the whole structure of the second sub-shell 12 extends into the first accommodating space 10a, at this time, the whole thickness of the hub motor 100 is the thickness of the first sub-shell 11, the end face of the motor housing 10 is flat, and no outwardly protruding structure exists, so that the whole thickness of the hub motor 100 is smaller, and the hub motor 100 is more beneficial to the development of the miniaturization direction.

Referring to fig. 1 and 2, in one embodiment, in the thickness direction of the first sub-housing 11, the second sub-housing 12 extends outward in a direction away from the motor main body 20 and is higher than an end surface of the first sub-housing 11.

It will be appreciated that a portion of the second sub-shell 12 extends into the first accommodation space 10a, and that the remaining portion of the second sub-shell 12 extends outwardly away from the direction of the motor body 20, i.e. may extend towards the hub of the wheel, such that on the end face of the first sub-shell 11 facing the hub of the wheel, the second sub-shell 12 protrudes beyond the end face of the first sub-shell 11. At this time, the thickness of the hub motor 100 as a whole is equal to the sum of the thickness of the first sub-housing 11 and the thickness of the second sub-housing 12 beyond the end face of the first sub-housing 11. The second accommodation space 12a is larger in longitudinal depth in the thickness direction of the first sub-housing 11, and is also more suitable for the arrangement of a multistage reduction mechanism.

Specifically, referring to fig. 1 and 2, in one embodiment, the first sub-housing 11 includes a first end cover 111 and a first side housing 112 surrounding an edge of the first end cover 111, and the first end cover 111 and the first side housing 112 enclose a first accommodating space 10a.

The first end cover 111 faces the hub of the wheel, and is adapted to the shape of the hub of the wheel, the first side shell 112 is surrounded on the edge side of the first end cover 111, so that the shape and structure of the first sub-shell 11 are similar to a cover, the length of the first side shell 112 determines the longitudinal depth of the first accommodating space 10a, and the greater the length of the first side shell 112, the greater the longitudinal depth of the first accommodating space 10a, the greater the thickness of the motor main body 20 can be accommodated.

Specifically, referring to fig. 1 and 2, in one embodiment, the second sub-housing 12 includes a second end cap 121 and a second side housing 122 surrounding a rim of the second end cap 121, the second end cap 121 and the second side housing 122 enclose to form a second accommodating space 12a, and the second end cap 121 and at least part of the second side housing 122 extend into the first accommodating space 10a.

Likewise, the second end cover 121 is oriented toward the motor main body 20, and is used for limiting the speed reducing mechanism 30 so as to avoid collision between the speed reducing mechanism 30 and the motor main body 20. The second side case 122 is surrounded on the edge side of the first end cap 111 such that the shape and structure of the second sub-case 12 is similar to a "cap", and the length of the second side case 122 determines the longitudinal depth of the second receiving space 12a, and the greater the length of the second side case 122, the greater the longitudinal depth of the second receiving space 12 a. And, regarding at least part of the second side case 122 extending into the first accommodating space 10a, it means that the second side case 122 may extend only toward the motor main body 20, that is, all of the second side case 122 extends into the first accommodating space 10 a; alternatively, a portion of the second side case 122 extends toward the motor main body 20 and protrudes into the first accommodation space 10a, and another portion of the second side case 122 extends outwardly away from the motor main body 20 and protrudes to the outside.

The structural forms of the first sub-housing 11 and the second sub-housing 12 are specifically defined according to actual use needs, thereby obtaining the size of the first accommodation space 10a and the size of the second accommodation space 12a in particular.

For example, when all the second side cases 122 extend into the first accommodating space 10a, the depth of the enclosed second accommodating space 12a is relatively small, which is suitable for the setting of the single-stage reduction mechanism 30 to meet the use situations of low wheel rotation speed and high torque.

For example, when a part of the second side shell 122 extends into the first accommodating space 10a and another part of the second side shell 122 protrudes to the outside, the depth of the enclosed second accommodating space 12a is relatively large, which is suitable for the arrangement of the multi-stage reduction mechanism 30 to meet the use situations of high vehicle rotation speed and small torque.

Referring to fig. 1 and 5, in one embodiment, the motor main body 20 includes a rotor portion 21 and a stator portion 22 surrounding the rotor portion 21, the stator portion 22 is disposed on an inner wall of the first side case 112, and a rotation center axis of the rotor portion 21 coincides with a center axis of the first end cover 111.

It will be appreciated that the stator portion 22 is fixedly connected to the first side case 112 and is kept stationary, the mover portion 21 rotates around the rotation center axis with respect to the stator portion 22, and then the mover portion 21 outputs torque to the speed reducing mechanism 30, and at this time, the mover portion 21 is an output end of the motor main body 20.

The fact that the rotation center axis of the mover part 21 coincides with the center axis of the first end cap 111 means that the first sub-housing 11 should be adapted to the mounting requirements of the stator part 22 such that the rotation center axis of the mover part 21 coincides with the center axis of the first end cap 111.

Here, the structural form, kind, and the like of the stator portion 22 and the mover portion 21 are not limited. The motor main body 20 may be a direct drive motor, and then the stator part 22 and the mover part 21 are the stator part 22 and the mover part 21 of the direct drive motor, respectively. The motor main body 20 may also be a switched reluctance motor, and then the stator part 22 and the mover part 21 are respectively a stator part 22 and a mover part 21 of the switched reluctance motor.

Referring to fig. 1 and 2, in one embodiment, the mover portion 21 includes a mover holder 211 and a plurality of mover teeth 212 disposed on the mover holder 211, wherein a rotation center line of the mover holder 211 coincides with a center line of the first end cap 111; in the thickness direction of the first sub-housing 11, the mover holder 211 has a first end surface 21a facing the second end cap 121, the first end surface 21a being recessed inward to form a first cavity 20a, and the second end cap 121 extending into the first cavity 20 a.

Here, the type of the motor main body 20 is not limited, and thus, the type of the mover teeth 212 of the mover portion 21 is not limited, and for example, the mover teeth 212 may be permanent magnets, or the mover teeth 212 may be formed by stacking a plurality of silicon steel sheets. The mover holder 211 is used for supporting each mover tooth 212, and in general, the mover holder 211 is a central symmetrical structure in which an axis coincides with a rotation center axis of the mover portion 21, that is, a rotation center line of the mover holder 211 coincides with a center axis of the first end cap 111. Each of the mover teeth 212 is distributed in the circumferential direction of the mover holder 211, and when the windings of the stator portion 22 are energized, the formed magnetic field applies a force to the mover teeth 212 to push the mover holder 211 to rotate about the shaft, that is, the mover holder 211 is an output end of the motor main body 20.

The first end surface 21a of the mover holder 211 is recessed to form the first concave cavity 20a, which is favorable for reducing the weight of the mover holder 211, and simultaneously, a longitudinal accommodating space is provided for the second end cover 121, so that the motor main body 20 and the speed reducing mechanism 30 are more compact in structure in position.

Specifically, the inner diameter of the first cavity 20a is greater than the outer diameter of the second end cap 121 so that the second end cap 121 extends into the first cavity 20 a. And, the depth of the first cavity 20a is adaptively adjustable depending on the overall structural strength and compactness of the fit.

In other embodiments, the mover holder 211 has a second end surface 21b facing away from the second end cap 121 in the thickness direction of the first sub-housing 11, and the second end surface 21b is recessed inward to form the second cavity 20b. Here, the second cavity 20b serves to reduce the weight of the mover holder 211 and to improve the balance of the mover holder 211 when rotating around the shaft. Optionally, a first cavity 20a and a second cavity 20b which are mirror symmetrical are arranged on the mover fixing frame 211, and the two cavities are symmetrical in opening position and same in volume.

Referring to fig. 2, in one embodiment, a first protrusion structure 213 is disposed on a first end surface 21a of the mover holder 211, and the first protrusion structure 213 is an output end of the mover portion 21.

As can be appreciated, the first bump structure 213 is an output end of the motor main body 20, and the first bump structure 213 is used to connect with an input end of the speed reduction mechanism 30. Here, the connection manner of the two includes, but is not limited to, screw connection, screw fastening, plugging, crimping, clamping, welding, and the like.

And, the shape structure of the first protrusion structure 213 is not limited so as to be able to meet the connection with the input end of the reduction mechanism 30.

For example, the first protruding structure 213 may be a protruding ring protruding from the mover holder 211, where the protruding ring is a closed structure, and the inner wall or the outer wall of the protruding ring is adapted to the input end of the speed reducing mechanism 30.

For example, the first protruding structure 213 may be a plurality of protruding columns protruding from the mover holder 211, where each protruding column is disposed circumferentially at equal intervals around a rotation center line of the mover holder 211, and an inner wall or an outer wall of the closed structure surrounded by each protruding column is adapted to an input end of the speed reducing mechanism 30.

Referring to fig. 2, in one embodiment, the second end cap 121 is provided with a second protrusion structure 123, and in the radial direction of the first sub-shell 11, a projection of the second protrusion structure 123 interferes with a projection of the first protrusion structure 213.

It can be appreciated that the second protrusion structure 123 is configured to be matched with the first protrusion structure 213, and in a radial direction of the first sub-housing 11, a projection of the second protrusion structure 123 interferes with a projection of the first protrusion structure 213, so that a sealing member may be disposed therebetween to improve tightness between the mover holder 211 and the second sub-housing 12. Here, the first sub-housing 11 is assumed to have a cylindrical structure in the radial direction.

And, the shape and structure of the second protrusion structure 123 are not limited, so as to satisfy the corresponding sealing requirement.

For example, the second protrusion structure 123 may be a protrusion ring protruding from the second end cap 121, the protrusion ring being a closed structure, and a sealing member may be disposed therebetween by using an inner wall of the protrusion ring corresponding to an outer wall of the first protrusion structure 213.

For example, the second protruding structure 123 may be a plurality of protruding columns protruding from the second end cover 121, each protruding column is disposed at equal intervals circumferentially around the rotation center line of the second end cover 121, and the inner wall enclosed by each protruding column to form a closed structure corresponds to the outer wall of the first protruding structure 213, and a sealing element may be disposed therebetween.

Referring to fig. 3, in one embodiment, the speed reducing mechanism 30 includes a first-stage sun gear 31, a plurality of first-stage planetary gears 32 each engaged with the first-stage sun gear 31, a first-stage planet carrier 33 for rotationally connecting each first-stage planetary gear 32, and a ring gear 37 engaged with each first-stage planetary gear 32, where the ring gear 37 is disposed in the second accommodating space 12a, and a central axis of the ring gear 37 coincides with a rotation central line of the motor main body 20, each first-stage planetary gear 32 is enclosed in the first-stage sun gear 31, the first-stage sun gear 31 is used for connecting with an output end of the motor main body 20, and one end of the first-stage planet carrier 33 facing away from each first-stage planetary gear 32 is used for connecting with a hub of the wheel.

It will be appreciated that the reduction mechanism 30 in this embodiment is a primary reduction mechanism 30. Specifically, the output end of the motor main body 20 drives the primary sun gear 31 to rotate around the shaft, the primary sun gear 31 and each primary planet gear 32 are in engaged transmission, each primary planet gear 32 is driven to rotate around the shaft, each primary planet gear 32 can drive the primary planet carrier 33 to rotate around the shaft while the primary sun gear 31 is engaged to rotate, and meanwhile, each primary planet gear 32 is also in engaged transmission with the gear ring 37.

Here, the number of the primary planetary gears 32 may be two, three, five, or the like. And the greater the number of primary planets 32, the more stable the torque transmission process.

As shown, the primary sun gear 31 includes a connecting segment connected to the output of the motor body 20 and an engagement segment with each primary planet gear 32. The connecting section and the engaging section are sequentially arranged along the axial direction of the primary sun gear 31.

Specifically, the connection section is for connection with the first protrusion structure 213 of the motor body 20. The two connection modes include, but are not limited to, threaded connection, screw fastening, crimping, plugging, clamping, welding and the like. Optionally, the connecting section is inserted into the inner wall of the first protruding structure 213, and there is an interference fit between the two.

And, one end of the primary planet carrier 33 facing away from each primary planet 32 is connectable to the hub of the wheel by means of screws.

Referring to fig. 3, in one embodiment, the speed reducing mechanism 30 includes a primary sun gear 31, a plurality of primary planet gears 32 each engaged with the primary sun gear 31, a primary planet carrier 33 for rotationally connecting each primary planet gear 32, a secondary sun gear 34 disposed on the primary planet carrier 33 and disposed opposite to each primary planet gear 32, a plurality of secondary planet gears 35 each engaged with the secondary sun gear 34, a secondary planet carrier 36 for rotationally connecting each secondary planet gear 35, and a ring gear 37 engaged with each primary planet gear 32 and each secondary planet gear 35, wherein the ring gear 37 is disposed in the second accommodating space 12a, and a central axis of the ring gear 37 coincides with a rotation center line of the motor main body 20, each primary planet gear 32 is disposed around the primary sun gear 31, each secondary planet gear 35 is disposed around the secondary sun gear 34, the primary sun gear 31 is connected with an output end of the motor main body 20, and an end of the secondary planet carrier 36 facing away from each secondary planet gear 35 is connected with a hub of the wheel.

It will be appreciated that the reduction mechanism 30 in this embodiment is a two-stage reduction mechanism 30. Specifically, the output end of the motor main body 20 drives the primary sun gear 31 to rotate around the shaft, the primary sun gear 31 and each primary planet gear 32 are in engaged transmission to drive each primary planet gear 32 to rotate around the shaft, each primary planet gear 32 can rotate around the shaft through the primary planet carrier 33 while the primary sun gear 31 is engaged to rotate, the secondary sun gear 34 and the primary planet carrier 33 are synchronously rotated around the shaft, the secondary sun gear 34 and each secondary planet gear 35 are in engaged transmission, each secondary planet gear 35 can drive the secondary planet carrier 36 to rotate around the shaft while the secondary sun gear 34 is engaged to rotate, and meanwhile, each primary planet gear 32 and each secondary planet gear 35 are in engaged transmission with the gear ring 37. Here, the number of the primary planetary gears 32 may be two, three, five, or the like. And the greater the number of primary planets 32, the more stable the torque transmission process. Likewise, the number of secondary planets 35 may be two, three, five, etc. in number. And the greater the number of secondary planets 35, the more stable the torque transmission process.

The primary sun gear 31 includes a connecting section connected to the output end of the motor main body 20 and an engagement section engaged with each primary planetary gear 32. The connecting section and the engaging section are sequentially arranged along the axial direction of the primary sun gear 31.

Specifically, the connection section is for connection with the first protrusion structure 213 of the motor body 20. The two connection modes include, but are not limited to, threaded connection, screw fastening, crimping, plugging, clamping, welding and the like. Optionally, the connecting section is inserted into the inner wall of the first protruding structure 213, and there is an interference fit between the two.

Here, the connection relationship between the secondary sun gear 34 and the primary carrier 33 is not limited, so that stable connection between the two can be satisfied. For example, the secondary sun gear 34 is integrally formed on the end face of the primary carrier 33; alternatively, the secondary sun gear 34 is detachably connected to the end face of the primary planet carrier 33, i.e., by plugging, clamping, screwing, or the like. In this way, the secondary sun gear 34 is detached from the primary carrier 33 to adjust the level of deceleration of the reduction mechanism 30.

And the end of the secondary planet carrier 36 facing away from each secondary planet 35 is connectable to the hub of the wheel by means of screws.

In other embodiments, the reduction mechanism 30 may also achieve more levels of reduction requirements, three, four, etc. The sun gear of the next stage, each planet wheel of the next stage which is meshed with the sun gear and the planet carrier for installing each planet wheel are additionally arranged on the current planet carrier.

For example, when the reduction mechanism 30 needs to achieve three-stage reduction, the reduction mechanism 30 further includes three-stage sun gears disposed on the second-stage planetary gear carrier 36 and disposed opposite to each of the second-stage planetary gears 35, a plurality of three-stage planetary gears each engaged with the three-stage sun gears, and a three-stage planetary gear carrier for rotationally connecting each of the three-stage planetary gears. One end of the third-stage planet carrier facing away from each second-stage planet wheel 35 is connected with the hub of the wheel by screws.

In one embodiment, the speed reducing mechanism comprises a first sun gear connected with the output end of the motor main body, an N+1-stage planetary structure connected with the hub of the wheel, N intermediate planetary structures sequentially connected end to end along the torque transmission direction and a gear ring arranged in the second accommodating space, the first sun gear is in meshed connection with the intermediate planetary structure of the starting position, the intermediate planetary structure of the tail end position is in meshed connection with the N+1-stage planetary structure, and each intermediate planetary structure and the N+1-stage planetary structure are in meshed connection with the gear ring.

It can be appreciated that the effect of multi-stage reduction is required, the number of intermediate planetary structures can be increased between the first sun gear and the n+1 stage planetary structure, i.e. the number of intermediate planetary structures is one, and the reduction mechanism can realize two-stage reduction; when the number of the middle planetary structures is two, the speed reduction mechanism can realize three-level speed reduction; and by analogy, when the number of the middle planetary structures is N, the speed reduction mechanism can realize N+1-level speed reduction.

Specifically, the intermediate planetary structure comprises a plurality of intermediate planetary gears, an intermediate planetary carrier for the rotation connection of each intermediate planetary gear, and an intermediate sun gear which is arranged on the intermediate planetary carrier and is opposite to each intermediate planetary gear, and the N+1-level planetary structure comprises a plurality of final planetary gears and a final planetary carrier for the rotation connection of each final planetary gear;

the intermediate planetary gear of the intermediate planetary structure of the initial position is meshed with the first sun gear, the intermediate sun gear of the intermediate planetary structure of the tail end position is meshed with the last planetary gear, and the intermediate sun gear of each intermediate planetary structure of the intermediate position is meshed with the intermediate planetary gear of the intermediate planetary structure of the next position; and each intermediate planet wheel and each last planet wheel are meshed with the gear ring.

It will be appreciated that the first sun gear is driven by the motor body 20 to start rotating around the shaft, the first sun gear is in meshed connection with each intermediate planet gear of the intermediate planetary structure of the initial position to drive each intermediate planet gear to rotate around the shaft, each intermediate planet gear can drive the intermediate planet carrier to rotate around the shaft while the first sun gear is meshed with the intermediate sun gear, the intermediate sun gear of the intermediate planetary structure of the initial position and the intermediate planet carrier synchronously rotate around the shaft, the intermediate sun gear of the intermediate planetary structure of the initial position is in meshed connection with each intermediate planet gear of the intermediate planetary structure of the subsequent position, thus, torque is transmitted to the intermediate planetary structure of the end position, the intermediate sun gear of the intermediate planetary structure of the end position is meshed with each final planetary gear to drive each final planetary gear to rotate around the shaft, and each final planetary gear can drive the intermediate planet carrier to rotate around the shaft while the intermediate sun gear of the intermediate planetary structure of the end position is meshed with each final planetary gear to drive the hub to rotate around the shaft.

In one embodiment, the intermediate planet carrier of the at least one intermediate planetary structure is integrally formed with the intermediate sun gear.

It is understood that at least one intermediate planetary structure means that any one or several, even all, intermediate planet carriers of the intermediate planetary structure are integrally formed with the intermediate sun gear. Here, integrated into one piece can adopt technologies such as casting, mould pressing to make, and at this moment, middle planet carrier and middle sun gear form a whole, and structural strength is higher for the junction of two, and life is longer.

In other embodiments, the intermediate planet carrier and the intermediate sun gear of at least one intermediate planetary structure are provided in a split arrangement.

It is understood that split arrangement means that the intermediate planet carrier and intermediate sun gear are two separate units that are connected in use by means of connections including, but not limited to, threaded connections, screw fastenings, crimping, plugging, clamping, and welding.

In summary, the structure of the speed reduction mechanism 30 for realizing the multi-stage speed reduction is similar to that described above, and it should be noted that the higher the speed reduction level of the speed reduction mechanism 30, the greater the longitudinal thickness thereof, and the deeper the longitudinal depth of the second accommodating space 12a is required.

Referring to fig. 4 to 6, an embodiment of the present application further provides a wheel 200, which includes a hub main body 201 and the above-mentioned hub motor 100, wherein an output end of the hub motor 100 is fixedly connected to the hub main body 201.

Here, the output end of the in-wheel motor 100 is the output end of the reduction mechanism 30 thereof, and therefore, the in-wheel main body 201 rotates around the shaft with the output end of the reduction mechanism 30.

On the basis of the wheel hub motor 100, the wheel 200 provided by the application has the advantages that the overall structure of the wheel 200 is more compact, the output torque is larger, the overall output efficiency is higher, and the overall weight is lighter.

Referring to fig. 6, in one embodiment, a hub main body 201 includes a rim 202 having a closed structure, a plurality of spokes 203 disposed in the rim 202, and a motor mounting frame 204, one end of each spoke 203 is disposed on a circumferential side of the motor mounting frame 204 with a center line of the motor mounting frame 204 as a center, and the other end is connected to an inner wall of the rim 202, and the plurality of spokes 203 and the motor mounting frame 204 partition an inner space of the rim 202 to form a first space and a second space, wherein the first space is used for accommodating the hub motor 100, and the second space is used for accommodating the brake mechanism 400.

As can be appreciated, the motor mount 204 is adapted to be coupled to the motor housing 10 of the in-wheel motor 100. The spokes 203 serve as support and connection. Optionally, the space size of the first space is the same or substantially the same as the space size of the second space, that is, the plurality of spokes 203 and the motor mount 204 bisect the inner space of the rim 202, and the other end of each spoke 203 is located at an intermediate position of the inner wall of the rim 202, so that the stress of the rim 202 during the rotation process can be more uniform.

Referring to the drawings, in one embodiment, the hub main body 201 further includes a plurality of ribs 205 located in the first space, and each rib 205 is disposed on the corresponding spoke 203 and extends to the inner wall of the rim 202.

Here, the ribs 205 may increase the structural strength of the spokes 203, and the ribs 205 are distributed from the corresponding spokes 203 to the inner wall of the rim 202, and the protruding direction of each rib 205 is toward the hub motor 100, so that wind may be generated in the first space when each rib 205 rotates around the axis with the rim 202, and the generated wind may be blown toward the hub motor 100, thereby cooling the hub motor 100.

Referring to fig. 4 and 5, an embodiment of the present application further provides a vehicle including the wheel 200.

The vehicle provided by the application can develop in a light weight direction on the basis of the wheels 200, has larger output torque and higher overall output efficiency, and can meet the running requirement under severe roads.

Referring to fig. 1 to 5, in one embodiment, the vehicle further includes a spindle 300 and a brake mechanism 400, one end of the spindle 300 is fixedly connected to a body of the vehicle, an output end of the hub motor 100 is rotatably connected to the other end of the spindle 300, and the brake mechanism 400 is used for braking the hub main body 201.

It will be appreciated that spindle 300 serves as a load bearing function for wheel 200 to pivot.

Specifically, the brake mechanism 400 may include a rotating portion connected to the hub main body 201 of the wheel 200 and a braking portion connected to the vehicle body, and the braking portion may brake the rotating portion, thereby realizing braking of the hub main body 201 of the wheel 200.

Referring to fig. 4 and 5, in the present embodiment, the connection relationship among the hub motor 100, the hub main body 201 and the spindle 300 is described in detail.

The in-wheel motor 100 includes a motor housing 10, a motor main body 20, and a reduction mechanism 30.

The motor housing 10 includes a first sub-housing 11 having a first receiving space 10a, and a second sub-housing 12 formed at an end of the first sub-housing 11, the second sub-housing 12 having a second receiving space 12a communicating with the first receiving space 10a. In the thickness direction of the first sub-housing 11, the second sub-housing 12 extends outward in a direction away from the motor main body 20 and is higher than an end face of the first sub-housing 11. The first sub-housing 11 includes a first end cover 111 and a first side housing 112 surrounding the edge of the first end cover 111, and the first end cover 111 and the first side housing 112 form a first accommodating space 10a. The second sub-housing 12 includes a second end cap 121 and a second side housing 122 surrounding the edge of the second end cap 121, the second end cap 121 and the second side housing 122 form a second accommodating space 12a, the second end cap 121 and a part of the second side housing 122 extend into the first accommodating space 10a, and the other part of the second side housing 122 protrudes to the outside.

The motor main body 20 includes a mover 21 and a stator 22 disposed around the mover 21, the stator 22 being disposed on the inner wall of the first side case 112, and a rotation center axis 300 of the mover 21 overlapping with the center axis of the first end cover 111. The mover part 21 includes a mover holder 211 and a plurality of mover teeth 212 provided on the mover holder 211, and a rotation center line of the mover holder 211 coincides with a center axis of the first end cap 111; in the thickness direction of the first sub-housing 11, the mover holder 211 has a first end surface 21a facing the second end cap 121, the first end surface 21a being recessed inward to form a first cavity 20a, and the second end cap 121 extending into the first cavity 20 a. The first cavity 20a is beneficial to reducing the weight of the mover holder 211, and simultaneously, provides a longitudinal accommodating space for the second end cover 121, so that the motor main body 20 and the speed reducing mechanism 30 are more compact in position. The first end surface 21a of the mover holder 211 is provided with a first protruding structure 213, the first protruding structure 213 is an output end of the mover 21, and the first protruding structure 213 is used for being connected with an input end of the speed reducing mechanism 30. The second end cap 121 is provided with a second protrusion structure 123, and a projection of the second protrusion structure 123 interferes with a projection of the first protrusion structure 213 in a radial direction of the first sub-housing 11. The second protrusion structure 123 is adapted to the first protrusion structure 213, and in the thickness direction of the first sub-housing 11, the second protrusion structure 123 interferes with the first protrusion structure 213, so that a sealing member may be disposed between the two to improve the tightness between the mover fixing frame 211 and the second sub-housing 12.

The speed reducing mechanism 30 includes a primary sun gear 31, a plurality of primary planet gears 32 each engaged with the primary sun gear 31, a primary planet carrier 33 for rotationally connecting the primary planet gears 32, a secondary sun gear 34 provided on the primary planet carrier 33 and disposed opposite to the primary planet gears 32, a plurality of secondary planet gears 35 each engaged with the secondary sun gear 34, a secondary planet carrier 36 for rotationally connecting the secondary planet gears 35, and a ring gear 37 engaged with the primary planet gears 32 and the secondary planet gears, the ring gear 37 being disposed in the second accommodation space 12a, and a central axis of the ring gear 37 coincides with a rotational center line of the motor main body 20, the primary planet gears 32 being disposed around the primary sun gear 31, the secondary planet gears 35 being disposed around the secondary sun gear 34, the primary sun gear 31 being connected to an output end of the motor main body 20, one end of the secondary planet carrier 36 facing away from the secondary planet gears 35 being connected to a hub of the wheel 200.

The number of the first-stage planetary gears 32 may be three, and the number of the second-stage planetary gears 35 may be three. The end of the secondary planet carrier 36 facing away from each secondary planet 35 is connectable to the hub of the wheel 200 by means of screws.

The spindles 300 may each be rotatably connected to the mover portion 21 of the motor main body 20 and the reduction mechanism 30. Specifically, a first bearing is provided on the mover holder 211 of the motor main body 20, which is sleeved on the spindle 300 to satisfy the rotation of the mover holder 211 around the axis of the spindle 300. A second bearing is provided on the primary sun gear 31 of the reduction mechanism 30, and the second bearing is sleeved on the spindle 300 so as to satisfy the rotation of the primary sun gear 31 around the axis of the spindle 300. The primary sun gear 31 of the speed reducing mechanism 30 is sleeved on the spindle 300, and rotates around the shaft in synchronization with the spindle 300. A third bearing is provided on the secondary sun gear 34 of the reduction mechanism 30, and the third bearing is sleeved on the spindle 300 so as to satisfy the rotation of the secondary sun gear 34 around the axis of the spindle 300.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.

Claims (18)

1. A wheel hub motor for use with a wheel, comprising:

a motor housing including a first sub-housing having a first receiving space and a second sub-housing formed at an end of the first sub-housing, the second sub-housing having a second receiving space in communication with the first receiving space, at least a portion of the second sub-housing extending into the first receiving space in a thickness direction of the first sub-housing such that at least a portion of the second receiving space interferes with the first receiving space;

The motor main body is arranged in the first accommodating space;

the speed reducing mechanism is arranged in the second accommodating space, the input end of the speed reducing mechanism is connected with the output end of the motor main body, and the output end of the speed reducing mechanism is used for being connected with the hub of the wheel.

2. The in-wheel motor according to claim 1, wherein: in the thickness direction of the first sub-shell, the end face of the second sub-shell is flush with the end face of the first sub-shell facing the wheel.

3. The in-wheel motor according to claim 1, wherein: in the thickness direction of the first sub-housing, the second sub-housing extends outward in a direction away from the motor main body and is higher than an end face of the first sub-housing.

4. The in-wheel motor according to claim 1, wherein: the first sub-shell comprises a first end cover and a first side shell which is enclosed on the edge side of the first end cover, and the first end cover and the first side shell are enclosed to form the first accommodating space;

and/or, the second sub-shell comprises a second end cover and a second side shell which is surrounded on the edge side of the second end cover, the second end cover and the second side shell are surrounded to form a second accommodating space, and the second end cover and at least part of the second side shell extend into the first accommodating space.

5. The in-wheel motor according to claim 4, wherein: the motor main body comprises a rotor part and a stator part which is arranged on the periphery of the rotor part in a surrounding mode, the stator part is arranged on the inner wall of the first side shell, and the rotation center shaft of the rotor part is overlapped with the central axis of the first end cover.

6. The in-wheel motor according to claim 5, wherein: the rotor part comprises a rotor fixing frame and a plurality of rotor teeth arranged on the rotor fixing frame, and the rotation center line of the rotor fixing frame is overlapped with the center axis of the first end cover; in the thickness direction of the first sub-shell, the rotor fixing frame is provided with a first end face facing the second end cover, the first end face is inwards recessed to form a first concave cavity, and the second end cover extends into the first concave cavity.

7. The in-wheel motor according to claim 6, wherein: the first end face of the rotor fixing frame is provided with a first protruding structure, and the first protruding structure is an output end of the rotor portion.

8. The in-wheel motor according to claim 7, wherein: and a second protruding structure is arranged on the second end cover, and the projection of the second protruding structure interferes with the projection of the first protruding structure in the radial direction of the first sub-shell.

9. The in-wheel motor according to any one of claims 1 to 8, wherein: the speed reducing mechanism comprises a first-stage sun gear, a plurality of first-stage planetary gears, a first-stage planetary gear frame and a gear ring, wherein the first-stage planetary gears are meshed with the first-stage sun gear, the first-stage planetary gears are used for being connected with the first-stage planetary gears in a rotating mode, the gear ring is arranged in the second accommodating space, the central axis of the gear ring coincides with the rotation central line of the motor main body, the first-stage planetary gears are arranged on the first-stage sun gear in a surrounding mode, the first-stage sun gear is used for being connected with the output end of the motor main body, and one end, deviating from the first-stage planetary gears, of the first-stage planetary gear frame is used for being connected with the hub of the wheel.

10. The in-wheel motor according to any one of claims 1 to 8, wherein: the speed reducing mechanism comprises a first-stage sun gear, a plurality of first-stage planetary gears, a first-stage planetary gear carrier, a second-stage sun gear, a plurality of second-stage planetary gears, a second-stage planetary gear carrier and a gear ring, wherein the first-stage planetary gears are meshed with the first-stage sun gear, the first-stage planetary gear carrier is used for enabling each first-stage planetary gear to be connected in a rotating mode, the second-stage sun gear is arranged on the first-stage planetary gear carrier and is opposite to each first-stage planetary gear, the second-stage planetary gears are meshed with the second-stage sun gear, the second-stage planetary gears are used for enabling each second-stage planetary gear to be connected in a rotating mode, the gear ring is arranged in the second accommodating space, the central axis of the gear ring coincides with the rotation central line of the motor body, each first-stage planetary gear is arranged on the first-stage sun gear in a surrounding mode, each second-stage planetary gear is arranged on the second-stage sun gear in a surrounding mode, the first-stage sun gear is used for being connected with the output end of the motor body, and one end of the second-stage planetary gear is away from each second-stage planetary gear is used for being connected with the hub of the wheel.

11. The in-wheel motor according to any one of claims 1 to 8, wherein: the speed reducing mechanism comprises a first sun gear, an N+1-stage planetary structure, N middle planetary structures and a gear ring, wherein the first sun gear is used for being connected with the output end of the motor main body, the N+1-stage planetary structure is used for being connected with the hub of the wheel, the N middle planetary structures are sequentially connected end to end along the torque transmission direction, the gear ring is arranged in the second accommodating space, the first sun gear is meshed with the middle planetary structure at the initial position, the middle planetary structure at the tail end position is meshed with the N+1-stage planetary structure, and each middle planetary structure and the N+1-stage planetary structure are meshed with the gear ring.

12. The in-wheel motor of claim 11, wherein: the intermediate planetary structure comprises a plurality of intermediate planetary gears, an intermediate planetary carrier for the rotary connection of the intermediate planetary gears, and an intermediate sun gear which is arranged on the intermediate planetary carrier and is opposite to the intermediate planetary gears, and the N+1-stage planetary structure comprises a plurality of final planetary gears and a final planetary carrier for the rotary connection of the final planetary gears;

the intermediate planetary gears of the intermediate planetary structure at the initial position are in meshed connection with the first sun gear, the intermediate sun gear of the intermediate planetary structure at the tail end position is in meshed connection with the last planetary gear, and the intermediate sun gears of the intermediate planetary structures at the intermediate positions are in meshed connection with the intermediate planetary gears of the intermediate planetary structures at the next position; and each intermediate planet wheel and each last planet wheel are in meshed connection with the gear ring.

13. The in-wheel motor of claim 12, wherein: the intermediate planet carrier of at least one intermediate planetary structure is integrally formed with the intermediate sun gear.

14. A wheel, characterized in that: comprising a hub main body and a hub motor as claimed in any one of claims 1 to 13, the output end of the hub motor being fixedly connected to the hub main body.

15. The wheel of claim 14, wherein: the wheel hub main part is including being the rim of enclosed construction, locating a plurality of spokes and the motor mounting bracket in the rim, each the one end of spoke with the central line of motor mounting bracket is located equally spaced as the center on the week side of motor mounting bracket, and the other end connect in the inner wall of rim, a plurality of spokes with motor mounting bracket will the inner space separation of rim forms first space and second space, first space is used for the accommodation wheel hub motor, the second space is used for holding brake mechanism.

16. The wheel of claim 15, wherein: the hub main body further comprises a plurality of ribs located in the first space, and each rib is arranged on the corresponding spoke and extends to the inner wall of the rim.

17. A vehicle, characterized in that: a wheel comprising a wheel as claimed in any one of claims 14 to 16.

18. The vehicle according to claim 17, characterized in that: the vehicle further comprises a mandrel and a braking mechanism, one end of the mandrel is fixedly connected to the vehicle body of the vehicle, the output end of the wheel hub motor of the wheel is rotatably connected to the other end of the mandrel, and the braking mechanism is used for braking the wheel hub main body of the wheel.