A hub motor and a vehicle

Abstract

The present invention discloses a hub motor and a vehicle, relating to the technical field of hub motors. Specifically, it includes: a hub; a diaphragm assembly disposed in the internal cavity of the hub and jointly enclosing an intermediate cavity with the inner wall of the end cover of the hub. The diaphragm assembly is an elastic diaphragm, and an exhaust hole communicating the intermediate cavity and the external environment of the hub is provided in the end cover. In this hub motor and vehicle, an intermediate cavity is separately isolated in the internal cavity by the elastic diaphragm assembly, and the intermediate cavity is communicated with the external environment through the exhaust hole, so that the internal cavity is not directly communicated with the external environment, avoiding dust and water vapor in the external environment from entering the internal cavity to corrode the hub motor. Moreover, through the elastic deformation of the diaphragm assembly, the effective volume ratio of the internal cavity and the intermediate cavity is changed, thereby achieving pressure balance between the internal cavity and the external environment.

Description

Technical Field

[0001] The present invention relates to the technical field of in-wheel motors, and more specifically, to an in-wheel motor and a vehicle. Background Art

[0002] As the driving part of an electric vehicle, the in-wheel motor generates heat during operation. There is an internal cavity inside the in-wheel motor, and the rotor and stator of the motor are located in this internal cavity. When the motor rotates, the generated heat will cause a large positive pressure in the internal cavity, creating a large pressure difference with the external space of the in-wheel motor, which is likely to damage the internal sealing structure of the motor, such as end cover sealant, oil seal, and other seals at the shaft part.

[0003] Furthermore, when the in-wheel motor wades through water, the external liquid rapidly cools the motor, and thus a large pressure difference is formed inside and outside the motor, further accelerating the service life of the weak sealing parts.

[0004] In the prior art, generally, a hole is opened on the main shaft, and a hose and a one-way valve are installed on the hole to achieve the pressure balance inside and outside the in-wheel motor. This method, on the one hand, depends on the service life of the one-way valve and the hose. After the hose ages and breaks, the balance of the internal and external pressure differences is lost, and it is easy for water to enter the wheel hub, resulting in poor use effects. On the other hand, the pressure conduction speed of this type of method is too fast, and the heat inside the wheel hub is rapidly discharged, which is not conducive to keeping the in-wheel motor in a high-level output temperature range.

[0005] In summary, how to solve the problems of pressure balance between the internal and external spaces of the in-wheel motor and water ingress into the wheel hub is an urgent problem to be solved by those skilled in the art at present. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide an in-wheel motor. An intermediate cavity is separately isolated in the internal cavity through an elastic diaphragm assembly, and the intermediate cavity is communicated with the external environment through an exhaust hole. Thus, the internal cavity is not directly communicated with the external environment, preventing dust and water vapor in the external environment from entering the internal cavity and corroding the in-wheel motor. Moreover, through the elastic deformation of the diaphragm assembly, the effective volume ratio between the internal cavity and the intermediate cavity is changed, thereby achieving the pressure balance between the internal cavity and the external environment.

[0007] Another purpose of the present invention is to provide a vehicle including the above in-wheel motor, which has the same technical features and can solve the same technical problems.

[0008] To achieve the above purpose, the present invention provides the following technical solutions:

[0009] An in-wheel motor, comprising:

[0010] A wheel hub;

[0011] The diaphragm assembly is arranged in the inner cavity of the hub and together with the inner wall of the end cover of the hub encloses an intermediate cavity. The diaphragm assembly is an elastic diaphragm, and an exhaust hole communicating the intermediate cavity and the external environment of the hub is provided in the end cover;

[0012] Wherein, the diaphragm assembly is recessed towards the side away from the end cover to form a plurality of small air chambers, and all the small air chambers together form the intermediate cavity.

[0013] Preferably, a protection assembly is arranged on the side of the diaphragm assembly close to the inner cavity, and the edge of the protection assembly presses and seals the edge of the diaphragm assembly to the inner wall of the end cover;

[0014] A transition cavity is arranged between the protection assembly and the diaphragm assembly, and a vent hole communicating the transition cavity and the inner cavity is provided in the protection assembly.

[0015] Preferably, a first protrusion and a second protrusion recessed towards the side away from the end cover are arranged on the surface of the diaphragm assembly. The outer surface of the first protrusion abuts against the end face of the protection assembly, and the transition cavity is formed between the outer surface of the second protrusion and the protection assembly.

[0016] Preferably, the diaphragm assembly is of an annular structure, and both the first protrusion and the second protrusion are of annular structures and their gyration radii increase in sequence.

[0017] Preferably, a plurality of connecting parts arranged radially are arranged in the diaphragm assembly, and the connecting parts truncate the first protrusion and the second protrusion into a plurality of groups of fan-shaped areas.

[0018] Preferably, a plurality of end cover rib plates are arranged on the side of the end cover close to the diaphragm assembly, and a plurality of protection rib plates are arranged on the side of the protection assembly close to the diaphragm assembly. The positions of the protection rib plates and the end cover rib plates correspond one by one. The connecting parts are arranged in the gap between the protection rib plates and the end cover rib plates, and the width of the gap is not less than the thickness of the connecting parts, so as to enable the connecting parts to move transversely in the gap.

[0019] Preferably, a groove part protruding towards the end cover is arranged on the surface of the diaphragm assembly, and the length direction of the groove part is the same as the length direction of the second protrusion and / or the first protrusion;

[0020] And the groove part and the first protrusion are respectively on both sides of the second protrusion.

[0021] Preferably, a plurality of groups of first positioning posts and second positioning posts are respectively vertically arranged on both side surfaces of the diaphragm assembly. A first positioning hole for inserting the first positioning post is arranged on the inner wall surface of the end cover, and a second positioning hole for inserting the second positioning post is arranged on the side wall of the protection assembly close to the diaphragm assembly.

[0022] A vehicle includes the hub motor described in any one of the above.

[0023] The hub motor provided by the present invention has at least the following beneficial effects compared with the prior art:

[0024] 1. An intermediate cavity communicating with the external environment is separated by an elastic diaphragm assembly in the inner cavity of the hub. When the pressure in the inner cavity changes, the elastic deformation of the diaphragm assembly can change the effective volume ratio between the inner cavity and the intermediate cavity. And the intermediate cavity communicates with the external environment through an exhaust hole, thereby realizing the pressure balance between the inner cavity and the external environment, and preventing dust and moisture in the external environment from directly entering the inner cavity, reducing the impact on the hub motor.

[0025] 2. When the diaphragm assembly deforms, a certain driving force is required, that is, there needs to be a certain pressure difference between the pressure in the inner cavity and the external pressure, thereby slowing down the heat emission speed in the hub, helping the motor to be in the efficient output temperature range, and then improving the output efficiency of the motor.

[0026] 3. A plurality of small air chambers are formed by the depression on the surface of the diaphragm assembly itself, increasing the effective contact area between the diaphragm assembly and the inner cavity and the intermediate cavity. Therefore, when there is the same pressure difference between the inner cavity and the intermediate cavity, the diaphragm assembly can obtain a greater deformation pressure, making the diaphragm assembly easier to deform, and then improving the sensitivity of the pressure balance adjustment inside and outside the hub.

[0027] The vehicle provided by the present invention includes the above-mentioned hub motor and has the same beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only the embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0029] Figure 1 It is a schematic structural diagram of a specific hub provided by the present invention;

[0030] Figure 2 It is a cross-sectional view of the hub provided by the present invention;

[0031] Figure 3 is Figure 2 the enlarged view of part A in

[0032] Figure 4 the structural schematic diagram of the diaphragm assembly provided by the present invention;

[0033] Figure 5 the assembly schematic diagram of the diaphragm assembly and the protection assembly provided by the present invention;

[0034] Figure 6 the assembly schematic diagram of the end cover, the diaphragm assembly and the protection assembly provided by the present invention;

[0035] Figure 7 the structural schematic diagram of the side of the end cover close to the diaphragm assembly provided by the present invention;

[0036] Figure 8 is Figure 7 the enlarged view of part B in

[0037] Figure 9 the cross-sectional view of the end cover provided by the present invention;

[0038] Figure 10 is Figure 9 the enlarged view of part C in

[0039] Figure 11 is Figure 9 the enlarged view of the second embodiment of part C in

[0040] Figure 12 is Figure 9 the enlarged view of the third embodiment of part C in

[0041] In the figure:

[0042] 1. Inner cavity;

[0043] 2. Intermediate cavity;

[0044] 3. Diaphragm assembly; 31. First convex part; 32. Second convex part; 33. Connecting part; 34. First positioning post; 35. Groove part; 36. Notch; 37. Sealing convex; 38. Second positioning post;

[0045] 4. End cover; 41. Outer sealing ring convex; 42. Inner sealing ring convex; 43. Exhaust hole; 44. End cover rib; 45. Water blocking cap; 46. First positioning hole; 47. Threaded hole;

[0046] 5. Protection assembly; 51. Ventilation hole; 52. Second positioning hole; 53. Screw; 54. Protection rib;

[0047] 6. Transition cavity;

[0048] Figure 8 The direction of the arrow in [description] is the rotation direction of the hub during operation. Specific Embodiments

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0050] The core of the present invention is to provide a hub motor. An intermediate cavity is separately isolated in the internal cavity through an elastic diaphragm assembly, and the intermediate cavity is communicated with the external environment through an exhaust hole, so that the internal cavity is not directly communicated with the external environment, avoiding dust and moisture in the external environment from entering the internal cavity and corroding the hub motor. Moreover, through the elastic deformation of the diaphragm assembly, the effective volume ratio of the internal cavity and the intermediate cavity is changed, thereby realizing the pressure balance between the internal cavity and the external environment.

[0051] Another core of the present invention is to provide a vehicle including the above-mentioned hub motor, which has the same technical features and can solve the same technical problems.

[0052] Please refer to Figure 1 , Figure 2 , Figure 3 and Figure 4 , a hub motor, comprising:

[0053] A hub;

[0054] A diaphragm assembly 3, disposed in the internal cavity 1 of the hub, and jointly enclosing an intermediate cavity 2 with the inner wall of the end cover 4 of the hub. The diaphragm assembly 3 is an elastic diaphragm, and an exhaust hole 43 communicating the intermediate cavity 2 and the external environment of the hub is provided in the end cover 4;

[0055] Among them, the diaphragm assembly 3 is recessed toward the side away from the end cover 4 to form a plurality of small air chambers, and all the small air chambers jointly form the intermediate cavity 2.

[0056] As shown in Figure 2 and Figure 3 , an independent intermediate cavity 2 is separated in the internal cavity 1 of the hub through the elastic diaphragm assembly 3. When the pressure in the internal cavity 1 changes due to the temperature change of the motor, it can force the diaphragm assembly 3 to undergo elastic deformation to change the effective volume ratio of the internal cavity 1 and the intermediate cavity 2. And the intermediate cavity 2 is directly communicated with the external environment through the exhaust hole 43. Therefore, through the elastic deformation of the diaphragm assembly 3, the pressure balance between the internal cavity 1 and the external environment is realized;

[0057] Moreover, the internal cavity 1 is isolated from the intermediate cavity 2 and the external environment through the diaphragm assembly 3, effectively preventing dust and rainwater in the external environment from entering the internal cavity 1 of the wheel hub, avoiding corrosion of the motor, and effectively extending the service life of the motor.

[0058] At the same time, by arranging the intermediate cavity 2 in the internal cavity 1, the diaphragm assembly 3 can be located inside the housing of the wheel hub, which helps to slow down the aging rate of the diaphragm assembly 3. At the same time, the diaphragm assembly 3 forms several small air chambers in the form of being recessed towards one side, effectively increasing the effective contact area between both sides of the diaphragm assembly 3 and the intermediate cavity 2 and the internal cavity 1. Thus, under the same pressure difference, the intermediate cavity 2 and the internal cavity 1 can obtain a greater deformation force. At the same time, when the diaphragm assembly 3 deforms, it will preferentially deform at the recessed position, and the driving force required for the overall deformation of the diaphragm assembly 3 is relatively small. Therefore, the diaphragm assembly 3 can quickly respond to the pressure change in the internal cavity 1, achieving pressure balance between the internal cavity 1 and the external environment.

[0059] In addition, since the diaphragm assembly 3 is an elastic component, a certain pressure difference is required on both sides to drive its deformation and maintain the deformed posture. Therefore, a certain pressure difference can exist between the internal cavity 1 and the external environment, thereby slowing down the heat emission rate of the internal cavity 1, keeping the motor in the temperature range of efficient output, and thus improving the output efficiency of the motor.

[0060] In some embodiments, a protective component 5 is arranged on the side of the diaphragm assembly 3 close to the internal cavity 1, and the edge of the protective component 5 presses and seals the edge of the diaphragm assembly 3 against the inner wall of the end cover 4;

[0061] A transition cavity 6 is arranged between the protective component 5 and the diaphragm assembly 3, and a vent hole 51 communicating the transition cavity 6 and the internal cavity 1 is arranged in the protective component 5.

[0062] As Figure 2 and Figure 3 shown, a protective component 5 is arranged on the side of the diaphragm assembly 3 away from the end cover 4, separating the diaphragm assembly 3 from other components in the internal cavity 1, preventing the diaphragm assembly 3 from interfering with other components in the internal cavity 1 due to deformation. For example, contacting moving components such as the rotor and stator in the internal cavity 1 may cause damage to the diaphragm assembly 3.

[0063] At the same time, as Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7As shown, the edge position of the protection component 5 directly presses the edge position of the diaphragm component 3 against the inner wall of the end cover 4, and the protection component 5 is directly fixedly connected to the end cover 4 by screws 53, ensuring the sealing between the edge position of the diaphragm component 3 and the inner wall of the end cover 4, that is, ensuring the sealing between the intermediate cavity 2 and the internal cavity 1;

[0064] At the same time, as Figure 3 shown, annular sealing protrusions 37 are provided on both sides of the edge position of the diaphragm component 3. When the protection component 5 presses the edge position of the diaphragm component 3 against the inner wall of the end cover 4, the sealing protrusions 37 are squeezed and deformed, thereby improving the sealing performance at the contact positions of the diaphragm component 3 with the end cover 4 and the protection component 5.

[0065] As Figure 4 and Figure 5 shown, a notch 36 is provided at the edge position of the diaphragm component 3 to avoid the screws 53 and can play a role in preventing misassembly during installation, thereby ensuring the accurate relative positions of the diaphragm component 3, the end cover 4, and the protection component 5.

[0066] In some embodiments, a first convex portion 31 and a second convex portion 32 that are recessed away from the end cover 4 are provided on the surface of the diaphragm component 3. The outer surface of the first convex portion 31 abuts against the end face of the protection component 5, and a transition cavity 6 is formed between the outer surface of the second convex portion 32 and the protection component 5.

[0067] As Figure 3 and Figure 4 shown, the height of the first convex portion 31 is greater than the height of the second convex portion 32, and the outer surface of the first convex portion 31 directly abuts against the end face of the protection component 5, while a transition cavity 6 is formed between the outer surface of the second convex portion 32 and the inner wall of the protection component 5. The transition cavity 6 is communicated with the internal cavity 1 through a vent hole 51. Therefore, when the pressure in the internal cavity 1 increases, the pressure in the transition cavity 6 rises synchronously. The pressure acts on the outer surface of the second convex portion 32, causing the second convex portion 32 to deform preferentially. Since the outer surface of the first convex portion 31 abuts against the inner surface of the protection component 5, there is no acting force on its surface;

[0068] When the pressure difference between the internal cavity 1 and the external environment exceeds a set value, the deformation of the second convex portion 32 exceeds the set value, and the first convex portion 31 will be driven to deform. At this time, the outer surface of the first convex portion 31 disengages from the inner wall of the protection component 5, and the pressure in the transition cavity 6 acts on the outer surface of the first convex portion 31 synchronously, causing the first convex portion 31 and the second convex portion 32 to deform simultaneously, that is, realizing the hierarchical deformation of the diaphragm component 3;

[0069] Specifically, when the pressure difference between the internal cavity 1 and the external environment is small, the balance of the internal and external pressure differences is achieved only through the deformation of the second convex part 32. When the pressure difference between the internal cavity 1 and the external environment is large, the balance of the internal and external pressure differences is achieved through the simultaneous deformation of the first convex part 31 and the second convex part 32. Therefore, the hierarchical deformation of the diaphragm assembly 3 is realized.

[0070] By analyzing the deformation method, the deformation of the second convex part 32 is preferentially caused to cope with the common fluctuations of the internal and external pressure differences. The local deformation of the diaphragm assembly 3 is used to replace the overall deformation, thereby reducing the loss of the diaphragm assembly 3 and prolonging its service life.

[0071] In some embodiments, the diaphragm assembly 3 is of an annular structure, and both the first convex part 31 and the second convex part 32 are of annular structures and their radii of gyration increase in sequence.

[0072] As Figure 2 shown, the diaphragm assembly 3 adopts an annular structure, and the inner diameter of its inner ring is larger than the diameter of the main shaft of the in-wheel motor, which will not interfere with the main shaft, and can coaxially arrange the intermediate cavity 2, the diaphragm assembly 3 and the protection assembly 5 with the main shaft, which helps to ensure the dynamic balance of the in-wheel motor and is convenient for production and assembly.

[0073] At the same time, as Figure 3 and Figure 4 shown, the radius of gyration of the first convex part 31 is smaller than that of the second convex part 32. Therefore, when the first convex part 31 and the second convex part 32 have the same width, the second convex part 32 can obtain a larger surface area. Then, when the surface pressures of the first convex part 31 and the second convex part 32 are the same, the second convex part 32 can obtain a larger pressure and then deform first to adapt to the high-frequency pressure difference fluctuations between the internal cavity 1 and the external environment.

[0074] In some embodiments, a plurality of connecting parts 33 arranged radially are provided in the diaphragm assembly 3, and the connecting parts 33 cut the first convex part 31 and the second convex part 32 into several groups of fan-shaped areas.

[0075] As Figure 4 shown, the connecting part 33 is the non-sunken area on the surface of the diaphragm assembly 3, which divides the first convex part 31 and the second convex part 32 in the sunken area into several groups of fan-shaped areas, which helps to reduce the surface area of a single first convex part 31 and second convex part 32, reduce the acting force required for their deformation, and then improve the sensitivity of the pressure difference adjustment on both sides of the diaphragm assembly 3.

[0076] Meanwhile, the first protrusion 31 and the second protrusion 32 are divided into several groups of fan-shaped regions. Therefore, the side walls adjacent to the connection part 33 are also in contact with the gas in the internal cavity 1 and are also subjected to the acting force provided by the pressure, which can cause the first protrusion 31 and the second protrusion 32 to deform and further improve the sensitivity of differential pressure regulation.

[0077] In some embodiments, several end cap rib plates 44 are provided on the side of the end cap 4 close to the diaphragm assembly 3, and several protective rib plates 54 are provided on the side of the protective assembly 5 close to the diaphragm assembly 3. The positions of the protective rib plates 54 correspond to those of the end cap rib plates 44 one by one. The connection part 33 is arranged in the gap between the protective rib plate 54 and the end cap rib plate 44, and the width of the gap is not less than the thickness of the connection part 33, which is used to enable the connection part 33 to move horizontally in the gap.

[0078] Such as Figure 4 、 Figure 5 、 Figure 6 and Figure 7 As shown, by adding the end cap rib plates 44 and the protective rib plates 54, the diaphragm assembly 3 can be stably located at the relatively middle position between the end cap 4 and the protective assembly 5 and will not be directly in full contact with the end cap 4 or the protective assembly 5, thereby ensuring the stability of differential pressure regulation.

[0079] When the local deformation of the diaphragm assembly 3 exceeds the setting, it will involve the problem of the extension of materials in other regions to this region. Therefore, the width of the gap is set to be not less than the thickness of the connection part 33, which is convenient for the connection part 33 to move horizontally in the gap and avoids the tearing of the diaphragm assembly 3 caused by excessive single-point deformation of the diaphragm assembly 3.

[0080] In some embodiments, a groove portion 35 protruding toward the end cap 4 is provided on the surface of the diaphragm assembly 3, and the length direction of the groove portion 35 is the same as the length direction of the second protrusion 32 and / or the first protrusion 31;

[0081] And the groove portion 35 and the first protrusion 31 are respectively located on both sides of the second protrusion 32.

[0082] Such as Figure 3 and Figure 4 As shown, by providing the groove portion 35 in the diaphragm assembly 3, a deformation margin is provided for the radial deformation of the diaphragm assembly 3, the tensile deformation of the diaphragm assembly 3 is reduced, and thus the service life of the diaphragm assembly 3 is extended;

[0083] Meanwhile, the probability of deformation of the second protrusion 32 is higher than that of the first protrusion 31. Therefore, by arranging the groove portion 35 on one side of the second protrusion 32, the utilization rate of the deformation margin can be significantly improved;

[0084] And arranging the groove portion 35 at a position far from the first protrusion portion 31 helps the first protrusion portion 31 to deform synchronously with the second protrusion portion 32 when the first protrusion portion 31 deforms, thereby reducing the relative deformation between the first protrusion portion 31 and the second protrusion portion 32, reducing the material fatigue of the diaphragm assembly 3, and thus extending the service life of the diaphragm assembly 3.

[0085] In some embodiments, a plurality of groups of first positioning posts 34 and second positioning posts 38 are respectively vertically arranged on both side surfaces of the diaphragm assembly 3. A first positioning hole 46 for inserting the first positioning post 34 is arranged on the inner wall surface of the end cover 4. A second positioning hole 52 for inserting the second positioning post 38 is arranged on the side wall of the protection assembly 5 close to the diaphragm assembly 3.

[0086] Such as Figure 4 、 Figure 5 and Figure 6 , positioning posts are respectively arranged on both end faces of the diaphragm assembly 3, and positioning holes are arranged at corresponding positions of the end cover 4 and the protection assembly 5. During assembly, the positioning posts are inserted into the positioning holes for positioning, effectively ensuring the correct relative positions of the diaphragm assembly 3, the end cover 4, and the protection assembly 5.

[0087] Among them, the positioning posts are preferably arranged at the position of the connecting portion 33, and the positioning holes are preferably arranged on the surface of the end cover rib 44 or the protection rib 54, avoiding the surfaces where the diaphragm assembly 3 needs to deform, so as not to affect the sensitivity of the pressure difference adjustment.

[0088] In some embodiments, the exhaust hole 43 is arranged at the maximum turning radius of the intermediate cavity 2. Therefore, when the hub rotates at a high speed, the impurities inside the intermediate cavity 2 can gather at the maximum turning radius position of the intermediate cavity 2 under the action of centrifugal force, and then be discharged through the exhaust hole 43, avoiding the blockage of the exhaust hole 43 and also avoiding the problem of the dynamic balance of the hub caused by the presence of sundries in the intermediate cavity 2.

[0089] Moreover, as Figure 7 shown, an outer sealing ring protrusion 41 and an inner sealing ring protrusion 42 are arranged on the inner wall of the end cover 4. The inner wall of the end cover 4, the outer sealing ring protrusion 41, the inner sealing ring protrusion 42, and the diaphragm assembly 3 together form the intermediate cavity 2. The outer ring edge and the inner ring edge of the diaphragm assembly 3 respectively abut against the end faces of the inner sealing ring protrusion 42 of the outer sealing ring protrusion 41, and the threaded hole 47 for fixing the screw 53 is arranged on the end faces of the outer sealing ring protrusion 41 and the inner sealing ring protrusion 42;

[0090] At the same time, the end cover rib 44 divides the intermediate cavity 2 into several groups of small cavities, and the exhaust hole 43 is arranged at the intersection of the inner wall of the annular protrusion with a larger diameter and the side wall of the end cover rib 44;

[0091] When the hub is as Figure 8When rotating at high speed in the direction indicated by the arrow, the debris in the intermediate cavity 2 is blocked by the end cover rib 44 and cannot flow between different small cavities. The debris in the small cavities will converge at the intersection of the inner wall of the outer seal ring protrusion 41 and the side wall of the end cover rib 44 under the action of centrifugal force. Therefore, the exhaust hole 43 is arranged here, which helps to quickly discharge the debris in the intermediate cavity 2 to the external environment and avoid the influence of the debris in the intermediate cavity 2 on the dynamic balance of the hub.

[0092] In some embodiments, the inner port of the exhaust hole 43 communicates with the intermediate cavity 2, and the outer port communicates with the external environment of the hub;

[0093] The inner port of the exhaust hole 43 communicates with the position of the maximum turning radius of the intermediate cavity 2;

[0094] The maximum turning radius of the outer port of the exhaust hole 43 is not less than the maximum turning radius of the inner port.

[0095] Such as Figure 9 and Figure 10 As shown, the turning radius of the inner port of the exhaust hole 43 is smaller than that of the outer port. Therefore, when the hub rotates at high speed, the debris in the exhaust hole 43 can be discharged from the exhaust hole 43 under the action of centrifugal force, effectively avoiding the blockage of the exhaust hole 43.

[0096] When arranging the exhaust hole 43, it is preferred that the center line of the exhaust hole 43 is perpendicular to the axis of the hub or has a non-zero angle with the axis of the hub.

[0097] In some embodiments, the exhaust hole 43 is a long channel, and the center line of the exhaust hole 43 has a non-zero angle with the axis of the hub;

[0098] The long channel includes several connected sub-channels, and the center lines of different sub-channels have non-zero angles with different angles with the axis of the hub.

[0099] Such as Figure 11 As shown, several groups of sub-channels are arranged in the exhaust hole 43 in the form of a long channel. Since there are different angles between the sub-channels and the axis of the hub, there are bends at the connection positions of different sub-channels. When the debris from the external environment enters through the exhaust hole 43, it will be stuck at the bend position. When the hub rotates, the centrifugal force can discharge the debris from the exhaust hole 43, thereby reducing the probability of debris from the external environment entering the intermediate cavity 2.

[0100] Such as Figure 11As shown, the exhaust hole 43 adopts a structural design of two sub-channels, the center line of the sub-channel close to the outer port of the exhaust hole 43 and the axis of the hub include an angle of α1, and the center line of the sub-channel close to the inner port of the exhaust hole 43 and the axis of the hub include an angle of α2, α1>α2, so the sub-channel close to the outer port has a larger inclination angle, when debris enters from the outside, when it reaches the bending position, the resistance increases, thereby slowing down the entry speed, or directly getting stuck at the bending position, and when the debris is discharged from the inside, after passing the bending position, the centrifugal force and acceleration both increase, so that the debris can be quickly discharged.

[0101] In some embodiments, the exhaust hole 43 is a long channel, and the inner diameter of the exhaust hole 43 gradually decreases from the inner port to the outer port.

[0102] like Figure 12 As shown, the inner diameter of the inner port of the exhaust hole 43 is larger than the inner diameter of the outer port, so it is helpful to discharge the debris in the middle cavity 2 and reduce the probability of the debris in the external environment entering the exhaust hole 43.

[0103] In some embodiments, the exhaust hole 43 is arranged on the end cover 4 at one end of the hub, and a thickened water blocking cap 45 is arranged on the surface of the end cover 4 close to the external environment at a position corresponding to the exhaust hole 43, and the outer port of the exhaust hole 43 is arranged on the side surface of the water blocking cap 45 away from the hub axis position.

[0104] like Figure 1 and Figure 10 As shown, a thickened water blocking cap 45 is provided on the end cover 4, which can increase the thickness of the end cover 4 at the corresponding position, meet the channel length requirement of the exhaust hole 43, and can set a non-zero angle between the center line of the exhaust hole 43 and the axis of the hub, thereby avoiding increasing the thickness of other positions of the end cover 4, which is conducive to realizing a lightweight design of the hub;

[0105] Moreover, setting the outer port of the exhaust hole 43 on the side surface of the water blocking cap 45 away from the axis of the hub helps to avoid the center line of the outer port of the exhaust hole 43 being coaxial with the rotation tangent of the hub, thereby preventing airflow or debris from the external environment from entering the exhaust hole 43 when the hub rotates at high speed, thereby preventing the pressure balance between the intermediate cavity 2 and the external environment from being destroyed.

[0106] In addition to the hub motors disclosed in the above embodiments, the present invention also provides a vehicle including the above hub motor. For the structures of other parts of the vehicle, please refer to the prior art and will not be described in detail herein.

[0107] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0108] The above has introduced in detail the in-wheel motor and the vehicle provided by the present invention. Specific examples are used in this article to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A hub motor, characterized in that, Comprising: a hub; a diaphragm assembly (3), disposed in the inner cavity (1) of the hub, and jointly enclosing an intermediate cavity (2) with the inner wall of the end cover (4) of the hub. The diaphragm assembly (3) is an elastic diaphragm, and an exhaust hole (43) communicating the intermediate cavity (2) and the external environment of the hub is provided in the end cover (4); wherein, the diaphragm assembly (3) is recessed towards the side away from the end cover (4) to form a plurality of small air chambers, and all the small air chambers jointly form the intermediate cavity (2); a protective assembly (5) is provided on the side of the diaphragm assembly (3) close to the inner cavity (1), and the edge of the protective assembly (5) presses and seals the edge of the diaphragm assembly (3) to the inner wall of the end cover (4); a transition cavity (6) is provided between the protective assembly (5) and the diaphragm assembly (3), and a ventilation hole (51) communicating the transition cavity (6) and the inner cavity (1) is provided in the protective assembly (5).

2. The in-wheel motor according to claim 1, characterized in that A first protrusion (31) and a second protrusion (32) recessed towards the side away from the end cover (4) are provided on the surface of the diaphragm assembly (3). The outer surface of the first protrusion (31) abuts against the end face of the protective assembly (5), and the transition cavity (6) is formed between the outer surface of the second protrusion (32) and the protective assembly (5).

3. The in-wheel motor according to claim 2, characterized in that, The diaphragm assembly (3) is of an annular structure, and both the first protrusion (31) and the second protrusion (32) are of annular structures and their turning radii increase in sequence.

4. The in-wheel motor according to claim 3, wherein A plurality of radially arranged connecting portions (33) are provided in the diaphragm assembly (3), and the connecting portions (33) truncate the first protrusion (31) and the second protrusion (32) into a plurality of groups of fan-shaped regions.

5. The in-wheel motor according to claim 4, characterized in that, A plurality of end cover rib plates (44) are provided on the side of the end cover (4) close to the diaphragm assembly (3), and a plurality of protective rib plates (54) are provided on the side of the protective assembly (5) close to the diaphragm assembly (3). The positions of the protective rib plates (54) and the end cover rib plates (44) correspond to each other one by one. The connecting portions (33) are disposed in the gap between the protective rib plates (54) and the end cover rib plates (44), and the width of the gap is not less than the thickness of the connecting portions (33) for enabling the connecting portions (33) to move horizontally in the gap.

6. The in-wheel motor according to any one of claims 2-5, characterized in that, A groove portion (35) protruding towards the end cover (4) is provided on the surface of the diaphragm assembly (3), and the length direction of the groove portion (35) is the same as the length direction of the second protrusion (32) and / or the first protrusion (31); and the groove portion (35) and the first protrusion (31) are respectively on both sides of the second protrusion (32).

7. The in-wheel motor according to any one of claims 1-5, characterized in that, On both side surfaces of the diaphragm assembly (3), a plurality of groups of first positioning posts (34) and second positioning posts (38) are respectively arranged vertically. On the inner wall surface of the end cover (4), a first positioning hole (46) for inserting the first positioning post (34) is provided. On one side side wall of the protection assembly (5) close to the diaphragm assembly (3), a second positioning hole (52) for inserting the second positioning post (38) is provided.

8. A vehicle, characterized in that, Including the in-wheel motor according to any one of claims 1-7.

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