Cooling system for hub motor, hub motor and electric vehicle

Abstract

The invention relates to the technical field of electric vehicles, and provides a cooling system for a hub motor, the hub motor and an electric vehicle, the cooling system for the hub motor comprises a base and a transmission shell, the base is internally provided with a first cavity and a second cavity, the second cavity is provided with a gear transmission assembly, the side wall of the first cavity is provided with a first cooling liquid flow channel, and the side wall of the second cavity is provided with a second cooling liquid flow channel; a second cooling liquid flow channel is formed in the side wall of the second cavity; the transmission shell is of a cylindrical structure with the first end open and the second end closed, the transmission shell is arranged outside the second cavity in a sleeving mode, the first end of the transmission shell is rotationally connected with the machine base in a sealed mode, the transmission shell is connected with the hub, an oil cavity is formed between the inner side wall of the transmission shell and the outer side wall of the machine base, and the oil cavity is communicated with the second cavity. Through the arrangement, the second cooling liquid flow channel can be used for cooling the second cavity, gear oil in the second cavity can enter the oil cavity, and the second cooling liquid flow channel can also be used for cooling the gear oil in the oil cavity, so that the problem of over-temperature failure of the motor and the gear can be avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a cooling system for a wheel hub motor, the wheel hub motor and an electric vehicle. Background Art

[0002] With the development of new energy, pure electric vehicles have become the main new energy vehicles with their comprehensive advantages of safety, reliability, simple structure and no pollution. Wheel hub drive is a more advanced drive form in electric vehicles, mainly using wheel hub motor direct drive type and wheel hub motor reducer reduction drive type. For electric wheels for heavy vehicles, there are higher requirements for output torque, and the reduction drive type of wheel hub motor reducer is usually used to achieve the torque output of a single wheel. With the continuous increase in the output torque requirements for a single wheel, the speed and power density of the wheel hub motor are also increasing, and the heat generation is increasing, resulting in higher and higher requirements for the cooling system of the wheel hub motor.

[0003] At present, the motor is mainly cooled by water, and the reducer is often cooled by natural air cooling. Since the reducer mostly uses a planetary gear system, it generates a lot of heat. With the high speed of the motor, the speed of the reducer is also increasing, which leads to the increase of oil stirring and heating of the gear inside the reducer. Natural air cooling cannot ensure sufficient cooling of the reducer, resulting in the problem of reduced lubrication performance of the gear oil, which leads to gear failure.

[0004] Therefore, how to solve the problem of over-temperature failure of the motor part and the reducer part of the reduction drive hub motor in the related art due to high speed has become an important technical problem to be solved by technical personnel in this field. Summary of the invention

[0005] The present invention provides a cooling system for a hub motor, a hub motor and an electric vehicle, which are used to solve the defect of over-temperature failure of a motor part and a reducer part of a reduction drive type hub motor in the related art due to high speed.

[0006] The present invention provides a cooling system for a wheel hub motor, comprising: A machine base, having a first chamber and a second chamber inside, wherein the first chamber is suitable for installing a motor assembly, and the second chamber is suitable for installing a gear transmission assembly, a first coolant flow channel is provided on a side wall of the first chamber, and a second coolant flow channel is provided on a side wall of the second chamber; The transmission housing is a cylindrical structure with an open first end and a closed second end. The transmission housing is sleeved on the outside of the second chamber. The first end of the transmission housing is rotatably sealed with the machine base. The transmission housing is suitable for connection with the wheel hub. An oil chamber is formed between the inner side wall of the transmission housing and the outer side wall of the machine base, and the oil chamber is communicated with the second chamber.

[0007] According to a cooling system for a hub motor provided by the present invention, the base comprises: The seat body is a cylindrical structure with openings at both ends, and the first chamber and the second chamber are arranged inside the seat body; An end cover, disposed at one end of the first chamber away from the second chamber, the end cover being sealed and connected to the base; A sealing cover is arranged between the first chamber and the second chamber, the sealing cover is sealed and connected to the base body, the first end of the rotor part of the motor assembly is rotatably connected to the end cover, the second end of the rotor part extends to the second chamber, and the second end of the rotor part is rotatably and sealedly connected to the sealing cover.

[0008] According to a cooling system for a hub motor provided by the present invention, the seat body comprises: a first seat body, wherein the first chamber is disposed inside the first seat body, and the first coolant flow channel is disposed on an outer wall of the first seat body; A first cover body portion, sleeved on the outside of the first base body portion, the first cover body portion and the first base body portion are sealed and connected; a second seat body, wherein the second chamber is disposed inside the second seat body, and the second coolant flow channel is disposed on an outer side wall of the second seat body; A second cover body portion, sleeved on the outside of the second base body portion, the second cover body portion and the second base body portion are sealed and connected; A connecting portion is arranged between the first seat body portion and the second seat body portion, the ends of the first seat body portion and the second seat body portion that are close to each other are both sealed and connected to the connecting portion, the first chamber is communicated with the second chamber, a third coolant flow channel is arranged on the side of the connecting portion facing the first chamber, the sealing cover covers the third coolant flow channel, and the sealing cover is sealed and connected to the connecting portion.

[0009] According to a cooling system for a hub motor provided by the present invention, the first cover body is provided with a coolant inlet and a coolant outlet, the coolant inlet is connected to the inlet end of the first coolant flow channel, and the coolant outlet is connected to the outlet end of the first coolant flow channel; The inlet end of the first coolant flow channel is connected to the inlet end of the third coolant flow channel, and the inlet end of the third coolant flow channel is connected to the inlet end of the second coolant flow channel; The outlet end of the second coolant flow channel is communicated with the outlet end of the third coolant flow channel, and the outlet end of the third coolant flow channel is communicated with the outlet end of the first coolant flow channel.

[0010] According to a cooling system for a hub motor provided by the present invention, the transmission housing comprises: The shell is a cylindrical structure with two open ends, and the first end of the shell is sleeved on the outside of the second seat body and the second cover body; A planetary carrier plate is sealed and connected to the second end of the shell. The gear transmission assembly includes at least an inner gear ring and a planetary gear for meshing transmission. The inner gear ring is fixedly connected to the second seat body. There is a gap between the outer wall of the inner gear ring and the inner wall of the shell. The planetary gear is arranged on the planetary carrier plate.

[0011] According to a cooling system for a hub motor provided by the present invention, the cross-section of the second seat body and the cross-section of the inner gear ring are both circular, the outer diameter of the second seat body is smaller than the outer diameter of the inner gear ring, and the outer side wall of the inner gear ring close to one end of the second seat body is provided with a first guide surface; The shell has a first inner side wall facing the second seat body and a second inner side wall facing the inner gear ring. A second flow guide surface is provided at one end of the second inner side wall close to the first inner side wall.

[0012] According to a cooling system for a hub motor provided by the present invention, the transmission housing is connected to the second seat body through a pair of second bearings, and the pair of second bearings are distributed at both ends of the second seat body; A spacer sleeve is arranged between the pair of the second bearings, two ends of the spacer sleeve respectively abut against the inner rings of the pair of the second bearings, and at least two through holes are arranged on the spacer sleeve.

[0013] According to a cooling system for a hub motor provided by the present invention, the inner side wall of the transmission housing is provided with guide ribs, the guide ribs extend along the axial direction of the transmission housing, a plurality of the guide ribs are provided, and the plurality of the guide ribs are distributed at intervals along the circumference of the transmission housing.

[0014] According to a cooling system for a hub motor provided by the present invention, the first coolant flow channel swings and extends along the circumferential direction of the first seat body; the second coolant flow channel swings and extends along the circumferential direction of the second seat body; and the third coolant flow channel swings and extends along the circumferential direction of the connecting portion.

[0015] The present invention also provides a hub motor, comprising the above-mentioned cooling system for the hub motor.

[0016] The present invention also provides an electric vehicle, comprising the above-mentioned cooling system for a wheel hub motor, or comprising the above-mentioned wheel hub motor.

[0017] The cooling system for a wheel hub motor provided by the present invention comprises a machine base and a transmission housing, wherein the machine base has a first chamber and a second chamber inside, wherein the first chamber is used to install a motor assembly, and the second chamber is used to install a gear transmission assembly. The transmission housing is a cylindrical structure with an open first end and a closed second end, and the transmission housing is sleeved on the outside of the second chamber, and the first end of the transmission housing is rotatably sealed and connected to the machine base. The transmission housing, as the output end of the wheel hub motor, can be connected to the wheel hub to transmit the output power of the motor assembly to the wheel hub. A first coolant flow channel is provided on the side wall of the first chamber, and the coolant in the first coolant flow channel can cool the first chamber and the motor assembly inside it. A second coolant flow channel is provided on the side wall of the second chamber, and the coolant in the second coolant flow channel can cool the second chamber and the gear transmission assembly inside it. An oil chamber is formed between the inner side wall of the transmission housing and the outer side wall of the machine base, and the oil chamber is connected to the second chamber. The second chamber is filled with gear oil for lubricating and cooling the gear transmission assembly. The gear oil in the second chamber can enter the oil cavity, and the second coolant flow channel can also cool the gear oil in the oil cavity, thereby avoiding the problem of gear oil over-temperature failure. The gear oil is then used to cool the gear transmission assembly, thereby achieving sufficient cooling of the motor part and the reducer part of the reduction-driven hub motor, effectively avoiding the problem of motor assembly and gear transmission assembly over-temperature failure, and solving the problem of motor part and reducer part over-temperature failure of the reduction-driven hub motor in the related technology due to high speed.

[0018] Furthermore, in the wheel hub motor provided by the present invention, since it is provided with the cooling system for the wheel hub motor as described above, it also has the various advantages as described above.

[0019] Furthermore, in the electric vehicle provided by the present invention, since it is provided with the cooling system for the hub motor or the hub motor as described above, it also has the various advantages as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 It is a schematic diagram of the external structure of the hub motor provided by the present invention.

[0022] Figure 2 It is a cross-sectional view of the hub motor provided by the present invention.

[0023] Figure 3 It is a schematic structural diagram of the seat provided by the present invention at a certain viewing angle.

[0024] Figure 4 It is a structural schematic diagram of the seat provided by the present invention at another viewing angle.

[0025] Figure 5 It is a schematic diagram of the relative positions and connection relationships of the first coolant flow channel, the second coolant flow channel and the third coolant flow channel provided by the present invention.

[0026] Figure 6 It is a structural schematic diagram of the shell provided by the present invention.

[0027] Figure 7 It is a structural schematic diagram of the spacer provided by the present invention.

[0028] Reference numerals: 1. First chamber; 2. Second chamber; 3. First coolant flow channel; 4. Second coolant flow channel; 5. Oil chamber; 6. Seat body; 7. End cover; 8. Sealing cover; 9. Stator; 10. Rotor; 11. First seat body; 12. First cover body; 13. Second seat body; 14. Second cover body; 15. Connecting part; 16. Third coolant flow channel; 17. Coolant inlet; 18. Coolant outlet; 19. Shell; 20. Planet carrier plate; 21. Internal gear ring; 22. First guide surface; 23. Second guide surface; 24. Second bearing; 25. Spacer; 26. Through hole; 27. Guide rib; 28. First bearing; 29. ​​First oil seal; 30. Second oil seal; 31. Connecting ear plate. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] Combine the following Figures 1 to 7 A cooling system for an in-wheel motor according to the present invention is described.

[0031] like Figures 1 to 7As shown, a cooling system for a hub motor provided by an embodiment of the present invention includes a base and a transmission housing.

[0032] Specifically, the base has a first chamber 1 and a second chamber 2 inside, the first chamber 1 is used to install the motor assembly, and the second chamber 2 is used to install the gear transmission assembly. The output end of the motor assembly is transmission-connected to the gear rotation assembly.

[0033] The transmission housing is a cylindrical structure with an open first end and a closed second end. The transmission housing is sleeved outside the second chamber 2, and the first end of the transmission housing is rotatably sealed and connected to the base. The transmission housing serves as the output end of the hub motor, can output torque, and can be connected to the hub to transmit the output power of the motor assembly to the hub.

[0034] Specifically, a plurality of connecting lugs 31 are provided on the outer side wall of the transmission housing, and the plurality of connecting lugs 31 are spaced apart along the circumference of the transmission housing. The connecting lugs 31 are provided with connecting holes, and the connecting lugs 31 can be connected to the wheel hub by connecting bolts, thereby realizing the connection between the transmission housing and the wheel hub.

[0035] A first coolant channel 3 is provided on the side wall of the first chamber 1 , and the coolant in the first coolant channel 3 can cool the first chamber 1 and the motor components therein.

[0036] A second coolant flow channel 4 is provided on the side wall of the second chamber 2. The coolant in the second coolant flow channel 4 can cool the second chamber 2 and the gear transmission assembly therein.

[0037] An oil chamber 5 is formed between the inner wall of the transmission housing and the outer wall of the base, and the oil chamber 5 is connected to the second chamber 2. The second chamber 2 is filled with gear oil for lubricating and cooling the gear transmission assembly. The gear oil in the second chamber 2 can enter the oil chamber 5, and the second coolant flow channel 4 can also cool the gear oil in the oil chamber 5, thereby avoiding the problem of gear oil over-temperature failure. The gear oil is then used to cool the gear transmission assembly, thereby achieving sufficient cooling of the motor part and the reducer part of the reduction drive type hub motor, effectively avoiding the problem of motor assembly and gear transmission assembly over-temperature failure, and solving the problem of over-temperature failure of the motor part and the reducer part of the reduction drive type hub motor due to high speed in the related technology.

[0038] In the embodiment of the present invention, the base includes a base body 6 , an end cover 7 and a sealing cover 8 .

[0039] The seat body 6 is a cylindrical structure with openings at both ends, and the first chamber 1 and the second chamber 2 are both arranged inside the seat body 6. The end cover 7 is arranged at one end of the first chamber 1 away from the second chamber 2, and the end cover 7 is sealed and connected to the seat body 6. The sealing cover 8 is arranged between the first chamber 1 and the second chamber 2, and the sealing cover 8 is sealed and connected to the seat body 6. The sealing cover 8 separates the first chamber 1 from the second chamber 2 to prevent the gear oil in the second chamber 2 from entering the first chamber 1.

[0040] The motor assembly includes a stator portion 9 and a rotor portion 10 , both of which are located in the first chamber 1 , and the stator portion 9 is fixedly connected to the seat body 6 . Specifically, the stator portion 9 and the seat body 6 can be interference fit.

[0041] The first end of the rotor part 10 is rotatably connected to the end cover 7 , the second end of the rotor part 10 extends to the second chamber 2 , and the second end of the rotor part 10 is rotatably sealed and connected to the sealing cover 8 .

[0042] Specifically, the first end of the rotor part 10 is connected to the end cover 7 via the first bearing 28, and the second end of the rotor part 10 is connected to the sealing cover 8 via the first bearing 28 and the first oil seal 29. The first bearing 28 can be, but is not limited to, a deep groove ball bearing.

[0043] For the sealed connection between the end cover 7 and the base body 6, a sealing ring can be arranged between the end cover 7 and the base body 6, and the end cover 7 and the base body 6 are fastened together by connecting bolts. For the sealed connection between the sealing cover 8 and the base body 6, it can be achieved by welding process.

[0044] In this embodiment, the base body 6 includes a first base body portion 11 , a first cover body portion 12 , a second base body portion 13 , a second cover body portion 14 and a connecting portion 15 .

[0045] The first chamber 1 is arranged inside the first seat body 11, and the first coolant flow channel 3 is arranged on the outer wall of the first seat body 11. The first cover body 12 is sleeved outside the first seat body 11, and the first cover body 12 is sealed and connected to the first seat body 11. The stator part 9 is interference fit with the first seat body 11, and the coolant in the first coolant flow channel 3 can cool the first chamber 1 and the stator part 9.

[0046] The second chamber 2 is arranged inside the second seat body 13, and the second coolant flow channel 4 is arranged on the outer wall of the second seat body 13. The second cover body 14 is sleeved on the outside of the second seat body 13, and the second cover body 14 is sealed and connected to the second seat body 13. The inner side of the second seat body 13 is provided with internal teeth, and the second end of the rotor part 10 is provided with gears, and the gear transmission assembly is meshed with the internal teeth and the gears for transmission. The coolant in the second coolant flow channel 4 can cool the second chamber 2 and the gear transmission assembly.

[0047] The connecting portion 15 is arranged between the first seat body portion 11 and the second seat body portion 13, and the ends of the first seat body portion 11 and the second seat body portion 13 that are close to each other are both sealed and connected to the connecting portion 15. The first chamber 1 is connected to the second chamber 2, and a third coolant flow channel 16 is arranged on the side of the connecting portion 15 facing the first chamber 1. The sealing cover 8 covers the third coolant flow channel 16, and the sealing cover 8 is sealed and connected to the connecting portion 15. The coolant in the third coolant flow channel 16 can cool down the first chamber 1 and the second chamber 2. The sealing cover 8 cooperates with the first bearing 28 and the rotor portion 10, and the sealing cover 8 can be set to a heat-conductive material, so that the first bearing 28 and the rotor portion 10 can also be cooled down.

[0048] With such arrangement, the first coolant flow channel 3 , the second coolant flow channel 4 and the third coolant flow channel 16 are used to cool down multiple positions of the hub motor, which is beneficial to fully cooling the hub motor.

[0049] The first seat body 11, the second seat body 13 and the connecting portion 15 are connected to form an integrated structure. Specifically, the first seat body 11, the second seat body 13 and the connecting portion 15 can be integrally formed. For the sealed connection between the first cover body 12 and the first seat body 11, the first cover body 12 and the first seat body 11 can be interference fit, and the first cover body 12 and the first seat body 11 can be welded and fixed together by a friction welding process. For the sealed connection between the second cover body 14 and the second seat body 13, the second cover body 14 and the second seat body 13 can be interference fit, and the second cover body 14 and the second seat body 13 can be welded and fixed together by a friction welding process.

[0050] In this embodiment, the first coolant flow channel 3 swings and extends along the circumferential direction of the first seat body 11. Specifically, the first coolant flow channel 3 includes a plurality of first flow channels, each of which extends along the axial direction of the first seat body 11, and the plurality of first flow channels are distributed at intervals along the circumferential direction of the first seat body 11. The ends of two adjacent first flow channels are connected through an arc flow channel, so that the first coolant flow channel 3 is circuitous as a whole, referring to Figures 3 to 5 .

[0051] Such an arrangement increases the extension length and distribution area of ​​the first cooling liquid channel 3 on the first seat body portion 11, increases the circulation time of the cooling liquid in the first cooling liquid channel 3, and can more fully cool the first seat body portion 11 and the first chamber 1, thereby ensuring the temperature uniformity of the first seat body portion 11 and the first chamber 1.

[0052] The second coolant flow channel 4 swings and extends along the circumference of the second seat body 13. Specifically, the second coolant flow channel 4 includes a plurality of second flow channels, each of which extends along the axial direction of the second seat body 13, and the plurality of second flow channels are distributed at intervals along the circumference of the second seat body 13. The ends of two adjacent second flow channels are connected through an arc flow channel, so that the second coolant flow channel 4 is circuitous as a whole, referring to Figure 3 and Figure 5 .

[0053] Such an arrangement increases the extension length and distribution area of ​​the second cooling liquid channel 4 on the second seat body portion 13, increases the circulation time of the cooling liquid in the second cooling liquid channel 4, and can more fully cool the second seat body portion 13 and the second chamber 2 to ensure the temperature uniformity of the second seat body portion 13 and the second chamber 2.

[0054] The third coolant flow channel 16 swings and extends along the circumferential direction of the connecting portion 15. Specifically, the cross-sectional dimension of the first seat body portion 11 is greater than the cross-sectional dimension of the second seat body portion 13, the cross-sections of the first seat body portion 11 and the second seat body portion 13 are circular, and the diameter of the first seat body portion 11 is greater than the diameter of the second seat body portion 13. The connecting portion 15 is annular, and one end of the first seat body portion 11 close to the second seat body portion 13 is sealed and connected to the outer edge of the annular shape, and one end of the second seat body portion 13 close to the first seat body portion 11 is sealed and connected to the inner edge of the annular shape. The third coolant flow channel 16 includes a plurality of third flow channels, each of which extends along the radial direction of the connecting portion 15, and the plurality of third flow channels are spaced apart along the circumferential direction of the connecting portion 15. The ends of two adjacent third flow channels are connected by an arc-shaped flow channel, so that the third coolant flow channel 16 is circuitous as a whole, referring to Figure 4 and Figure 5 .

[0055] Such arrangement increases the extension length and distribution area of ​​the third coolant flow channel 16 on the connecting portion 15, increases the circulation time of the coolant in the third coolant flow channel 16, and can more fully cool the connecting portion 15, the sealing cover 8 and the surrounding components, thereby ensuring the temperature uniformity of the connecting portion 15 and the sealing cover 8.

[0056] In a further embodiment, a coolant inlet 17 and a coolant outlet 18 are provided in the first cover portion 12, the coolant inlet 17 is communicated with the inlet end of the first coolant flow channel 3, and the coolant outlet 18 is communicated with the outlet end of the first coolant flow channel 3. The coolant inlet 17 and the coolant outlet 18 are used to connect to a coolant supply system, and the coolant supply system can refrigerate the coolant to continuously provide low-temperature coolant to the first coolant flow channel 3.

[0057] The inlet end of the first coolant flow channel 3 is connected to the inlet end of the third coolant flow channel 16, and the inlet end of the third coolant flow channel 16 is connected to the inlet end of the second coolant flow channel 4. The outlet end of the second coolant flow channel 4 is connected to the outlet end of the third coolant flow channel 16, and the outlet end of the third coolant flow channel 16 is connected to the outlet end of the first coolant flow channel 3.

[0058] In this way, the first coolant flow channel 3, the second coolant flow channel 4 and the third coolant flow channel 16 are arranged in parallel, and the coolant at the coolant inlet 17 can flow to the first coolant flow channel 3, the second coolant flow channel 4 and the third coolant flow channel 16. After the coolant flows in the first coolant flow channel 3, the second coolant flow channel 4 and the third coolant flow channel 16, it can flow back to the coolant outlet 18. Only one set of coolant supply system can be used to realize the coolant supply to the first coolant flow channel 3, the second coolant flow channel 4 and the third coolant flow channel 16, the structure is compact, the coolant pipeline connection is reduced, and the external circuit of the hub motor is neater.

[0059] In the embodiment of the present invention, the transmission housing includes a housing 19 and a planet carrier plate 20 .

[0060] The shell 19 is a cylindrical structure with two open ends. The first end of the shell 19 is sleeved on the outside of the second seat body 6 and the second cover body 14 .

[0061] The planet carrier plate 20 is sealed and connected to the second end of the housing 19. Specifically, a sealing ring may be provided between the housing 19 and the planet carrier plate 20, and the planet carrier plate 20 and the housing 19 are fastened together by connecting bolts.

[0062] The gear transmission assembly at least includes an inner gear ring 21 and planetary gears for meshing transmission, and the inner gear ring 21 is fixedly connected to the second seat body 13 .

[0063] There is a gap between the inner wall of the housing 19 and the outer wall of the second cover portion 14 , and there is a gap between the outer wall of the inner gear ring 21 and the inner wall of the housing 19 to form the oil chamber 5 .

[0064] The planetary gear is disposed on the planetary carrier plate 20 . The rotation of the rotor portion 10 of the motor assembly is transmitted to the planetary carrier plate 20 through the gear transmission assembly. The planetary carrier plate 20 rotates relative to the second seat body 13 , thereby driving the housing 19 to rotate relative to the second seat body 13 .

[0065] A guide rib 27 is provided on the inner side wall of the transmission housing, and the guide rib 27 extends along the axis direction of the transmission housing. A plurality of guide ribs 27 are provided, and the plurality of guide ribs 27 are distributed at intervals along the circumference of the transmission housing. When the transmission housing rotates relative to the base, the gear oil in the oil chamber 5 can be driven to flow upward, thereby increasing the contact between the gear oil and the inner gear ring 21 and the planetary gears, and improving the cooling effect of the gear oil on the inner gear ring 21 and the planetary gears.

[0066] In a further embodiment, the cross-section of the second seat body 13 and the cross-section of the inner gear ring 21 are both circular, the outer diameter of the second seat body 13 is smaller than the outer diameter of the inner gear ring 21, and the outer side wall of the inner gear ring 21 close to one end of the second seat body 13 is provided with a first guide surface 22. The first guide surface 22 is a conical surface.

[0067] The housing 19 has a first inner wall and a second inner wall, the first inner wall is opposite to the second seat body 13, and the second inner wall is opposite to the inner gear ring 21. The cross section of the first inner wall and the cross section of the second inner wall are both circular, the diameter of the first inner wall is smaller than the diameter of the second inner wall, and the second inner wall is provided with a second guide surface 23 at one end close to the first inner wall. The second guide surface 23 is a conical surface.

[0068] The second guide surface 23 and the first guide surface 22 cooperate to form a guide channel. The gear oil located between the bottom of the inner gear ring 21 and the bottom of the shell 19, driven by the guide ribs 27, enters upward to between the top of the inner gear ring 21 and the top of the shell 19, and flows along the guide channel to between the top of the second cover body 14 and the top of the shell 19, and then flows downward along the second cover body 14 under the action of gravity to between the bottom of the second cover body 14 and the bottom of the shell 19, and then flows back to between the bottom of the inner gear ring 21 and the bottom of the shell 19.

[0069] With such arrangement, the gear oil can fully contact the inner gear ring 21 during the process of circulating between the inner gear ring 21 and the housing 19, so as to absorb the heat of the inner gear ring 21 and cool the inner gear ring 21. The gear oil that absorbs heat and has a higher temperature can fully contact the second cover body 14 during the process of circulating between the second cover body 14 and the housing 19, so as to be cooled and cooled by the coolant in the second coolant flow channel 4. The gear oil is fully stirred and circulated, so that the gear oil circulates without overheating and failure, and the circulation of the gear oil and the various coolant flow channels are coupled to form an integrated cooling system, so as to fully cool the motor assembly and the gear transmission assembly, so that the overall temperature of the hub motor can be effectively controlled, which is beneficial to improving the output speed, power density and operating reliability of the hub motor.

[0070] In this embodiment, the transmission housing is connected to the second seat body 13 through a pair of second bearings 24, and the pair of second bearings 24 are distributed at both ends of the second seat body 13. One of the second bearings 24 is against the connecting portion 15, and the third coolant flow channel 16 can cool the second bearing 24. The other second bearing 24 is cooled by the second coolant flow channel 4.

[0071] It should be noted that the second bearing 24 can be, but is not limited to, a tapered roller bearing.

[0072] A second oil seal 30 is also provided between one end of the transmission housing close to the connecting portion 15 and the connecting portion 15 to ensure the rotational seal between the transmission housing and the base and to avoid leakage of the gear oil.

[0073] A spacer sleeve 25 is provided between the pair of second bearings 24 , and both ends of the spacer sleeve 25 respectively abut against the inner rings of the pair of second bearings 24 . The relative positions of the pair of second bearings 24 can be limited by the interaction between the spacer sleeve 25 and the inner rings of the second bearings 24 .

[0074] At least two through holes 26 are provided on the spacer 25, and the through holes 26 can be used as weight-reducing holes to reduce the mass of the spacer 25, thereby reducing the mass of the hub motor, which is beneficial to the lightweight design of the hub motor. In addition, the provision of the through holes 26 can increase the direct contact area between the gear oil and the second cover portion 14, thereby improving the cooling effect on the gear oil.

[0075] The through holes 26 may be strip-shaped holes, and the strip-shaped holes extend along the circumference of the spacer 25. A plurality of through holes 26 are distributed along the circumference of the spacer 25 at intervals.

[0076] On the other hand, an embodiment of the present invention further provides a hub motor, including a cooling system for a hub motor provided in any of the above embodiments. The cooling system for a hub motor provided in any of the above embodiments can not only utilize coolant to cool the motor assembly and the gear transmission assembly, but also realize the circulation of gear oil and the cooling of gear oil, which can effectively avoid the problem of over-temperature failure of the hub motor due to high speed. Therefore, the hub motor in this embodiment has excellent heat dissipation effect, good lubrication effect, and smooth operation, which is conducive to the development of high speed and high power density. The derivation process of the beneficial effects of the hub motor in the embodiment of the present invention is generally similar to the derivation process of the beneficial effects of the cooling system for the hub motor mentioned above, so it will not be repeated here.

[0077] On the other hand, an embodiment of the present invention further provides an electric vehicle, comprising a cooling system for a hub motor or a hub motor provided in any of the above embodiments. It has all the advantages of the above cooling system for a hub motor or a hub motor, which will not be described in detail here. The derivation process of the beneficial effects of the electric vehicle in the embodiment of the present invention is generally similar to the derivation process of the beneficial effects of the above cooling system for a hub motor or a hub motor, so it will not be described in detail here.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A cooling system for a hub motor, characterized in that: include: A machine base, comprising a first chamber (1) and a second chamber (2) therein, wherein the first chamber (1) is suitable for installing a motor assembly, and the second chamber (2) is suitable for installing a gear transmission assembly, and a first coolant flow channel (3) is provided on a side wall of the first chamber (1), and a second coolant flow channel (4) is provided on a side wall of the second chamber (2); The transmission housing is a cylindrical structure with an open first end and a closed second end. The transmission housing is sleeved on the outside of the second chamber (2). The first end of the transmission housing is rotatably sealed with the machine base. The transmission housing is suitable for being connected to a wheel hub. An oil chamber (5) is formed between the inner side wall of the transmission housing and the outer side wall of the machine base. The oil chamber (5) is in communication with the second chamber (2).

2. The cooling system for a hub motor according to claim 1, characterized in that: The base comprises: The seat body (6) is a cylindrical structure having openings at both ends, and the first chamber (1) and the second chamber (2) are arranged inside the seat body (6); an end cover (7) disposed at an end of the first chamber (1) away from the second chamber (2), the end cover (7) being sealedly connected to the base body (6); A sealing cover (8) is arranged between the first chamber (1) and the second chamber (2), the sealing cover (8) is sealingly connected to the base body (6), a first end of the rotor part (10) of the motor assembly is rotatably connected to the end cover (7), a second end of the rotor part (10) extends to the second chamber (2), and the second end of the rotor part (10) is rotatably sealedly connected to the sealing cover (8).

3. The cooling system for the wheel hub motor according to claim 2, characterized in that: The seat body (6) comprises: A first seat body (11), wherein the first chamber (1) is arranged inside the first seat body (11), and the first coolant flow channel (3) is arranged on an outer wall of the first seat body (11); A first cover body portion (12) is sleeved on the outside of the first base body portion (11), and the first cover body portion (12) is sealedly connected to the first base body portion (11); A second seat body (13), the second chamber (2) being arranged inside the second seat body (13), and the second coolant flow channel (4) being arranged on an outer wall of the second seat body (13); A second cover body portion (14) is sleeved on the outside of the second base body portion (13), and the second cover body portion (14) is sealedly connected to the second base body portion (13); A connecting portion (15) is arranged between the first seat body portion (11) and the second seat body portion (13); the ends of the first seat body portion (11) and the second seat body portion (13) that are close to each other are both sealed and connected to the connecting portion (15); the first chamber (1) is communicated with the second chamber (2); a third coolant flow channel (16) is arranged on a side of the connecting portion (15) facing the first chamber (1); the sealing cover (8) covers the third coolant flow channel (16); and the sealing cover (8) is sealed and connected to the connecting portion (15).

4. The cooling system for the hub motor according to claim 3, characterized in that: The first cover portion (12) is provided with a cooling liquid inlet (17) and a cooling liquid outlet (18), the cooling liquid inlet (17) is connected to the inlet end of the first cooling liquid flow channel (3), and the cooling liquid outlet (18) is connected to the outlet end of the first cooling liquid flow channel (3); The inlet end of the first coolant flow channel (3) is connected to the inlet end of the third coolant flow channel (16), and the inlet end of the third coolant flow channel (16) is connected to the inlet end of the second coolant flow channel (4); The outlet end of the second coolant flow channel (4) is connected to the outlet end of the third coolant flow channel (16), and the outlet end of the third coolant flow channel (16) is connected to the outlet end of the first coolant flow channel (3).

5. The cooling system for the wheel hub motor according to claim 3, characterized in that: The transmission housing comprises: The shell (19) is a cylindrical structure with two open ends, and the first end of the shell (19) is sleeved on the outside of the second seat body (13) and the second cover body (14); A planet carrier plate (20) is sealed and connected to the second end of the housing (19); the gear transmission assembly comprises at least an inner gear ring (21) and a planetary gear for meshing transmission; the inner gear ring (21) is fixedly connected to the second seat body (13); a gap is provided between the outer side wall of the inner gear ring (21) and the inner side wall of the housing (19); and the planetary gear is arranged on the planet carrier plate (20).

6. The cooling system for the wheel hub motor according to claim 5, characterized in that: The cross-sections of the second seat body (13) and the inner gear ring (21) are both circular, the outer diameter of the second seat body (13) is smaller than the outer diameter of the inner gear ring (21), and a first flow guide surface (22) is provided on an outer side wall of an end of the inner gear ring (21) close to the second seat body (13); The housing (19) comprises a first inner side wall facing the second seat body portion (13) and a second inner side wall facing the inner gear ring (21); a second flow guide surface (23) is provided at one end of the second inner side wall close to the first inner side wall.

7. The cooling system for a hub motor according to claim 3, characterized in that: The transmission housing is connected to the second seat body (13) via a pair of second bearings (24), and the pair of second bearings (24) are distributed at both ends of the second seat body (13); A spacer sleeve (25) is provided between the pair of second bearings (24), two ends of the spacer sleeve (25) respectively abut against the inner rings of the pair of second bearings (24), and at least two through holes (26) are provided on the spacer sleeve (25).

8. The cooling system for a hub motor according to any one of claims 1 to 7, characterized in that: The inner side wall of the transmission housing is provided with a flow guiding rib (27), the flow guiding rib (27) extending along the axial direction of the transmission housing, a plurality of the flow guiding ribs (27) are provided, and the plurality of the flow guiding ribs (27) are distributed at intervals along the circumference of the transmission housing.

9. The cooling system for a hub motor according to any one of claims 3 to 7, characterized in that: The first coolant flow channel (3) extends along the circumferential swing of the first seat body (11); the second coolant flow channel (4) extends along the circumferential swing of the second seat body (13); and the third coolant flow channel (16) extends along the circumferential swing of the connecting portion (15).

10. A hub motor, characterized in that: The invention comprises a cooling system for a hub motor according to any one of claims 1 to 9.

11. An electric vehicle, characterized in that: It comprises a cooling system for a wheel hub motor as claimed in any one of claims 1 to 9, or comprises a wheel hub motor as claimed in claim 10.

Images