Hub motor capable of resisting impact force

Abstract

The invention belongs to the technical field of electric vehicle accessories, and particularly relates to an impact-resistant hub motor which comprises a rim. The motor comprises a first end cover, a second cover, a plurality of magnetic steel sheets, a fixing shaft and a stator assembly. The rim, the end cover I, the end cover II and the magnetic steel sheet are matched to form a rotor assembly; a circular ring part of an end cover I penetrates through a rim and is attached to the inner wall of an inner groove of the rim; the flange part I of the circular ring part is detachably connected with the flange part II of the end cover II through a bolt connecting component; by means of the design, the first end cover and the second end cover are directly matched in a sealed mode, independent metal rings in an existing design are reduced, and the sealing effect is remarkably improved; the width of the first flange part and the width of the second flange part can be set automatically, more glue sealing areas are provided, and the sealing effect is higher.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle parts technology, specifically referring to a hub motor that is resistant to impact. Background Technology

[0002] This case is CN2023800100079, a divisional application for a hub motor.

[0003] Patents with application numbers CN201920996599.7 and CN202020876366.6 both disclose a waterproof hub motor, which includes a rim, a metal ring welded to the inner wall of the rim, and a magnet bonded to the inner wall of the metal ring with adhesive. The magnet, the metal ring, and the rim form an outer rotor structure. A stator winding is mounted on a fixed shaft. Internal threaded holes are provided on both sides of the metal ring, and two end caps are fixed by bolts. Its disadvantages are as follows: 1. Although the end cap and the metal ring are fixed together with bolts and sealed with glue, in order to save costs, the thickness of the metal ring will not exceed 6mm. Therefore, the contact area between the metal ring and the end cap is limited, and the effect of applying glue is not good. Both ends of the metal ring need to be sealed with the end cap. After long-term use, the glue will age and cause the waterproofing to fail. Water will enter the motor and cause leakage in the stator winding, affecting the safety and service life of the motor. 2. Only the wheel rim is made by stamping and welding sheet metal; stamping is suitable for thin metal parts. When the hub motor brakes, the brake seat is subjected to a large circumferential shear force, so the brake seat must have a certain thickness. At the same time, in order to save costs, the thickness of the motor end cover outside the brake seat is relatively thin, resulting in uneven thickness of the motor end cover. Uneven thickness of the motor end cover cannot be made by stamping thin sheet metal; the motor end cover must be made of cast aluminum, which is more expensive. 3. Due to the need to reduce costs and reduce components in wheel hubs, wheel rims and end caps are becoming thinner and thinner. Manufacturers can reduce the thickness of wheel rims and end caps to 1.7m. Correspondingly, the thinner the wheel rim, the greater the risk of impact deformation; and the end cap is too thin, resulting in insufficient support strength. 4. When an electric vehicle accelerates or climbs a hill, a large current is continuously output to the stator windings, causing the temperature inside the wheel hub to be high, resulting in increased internal air pressure. Gas will escape from the gaps between the end cap and the metal ring, and between the fixed shaft and the end cap. After the internal temperature cools down, air from the external environment will be drawn into the wheel hub. At this time, humid air or water from the external environment will enter the wheel rim. 5. The magnet is directly glued to the inner wall of the metal ring, which is then welded to the rim. The magnet's mounting base is the inner wall of the metal ring, while the mounting base for the fixed shaft is the mounting seat on the end cap. Upon final assembly, there is a slight deviation between the central axis of the inner wall of the metal ring (axis 1) and the central axis of the mounting seat (axis 2), resulting in uneven force distribution on both sides of the rim. Although this difference is extremely minor, prolonged operation will still lead to wear on the fixed shaft, increasing the likelihood of misalignment between the end cap and the metal ring, and potentially causing leaks. 6. A wire-passing hole is provided on the fixed shaft. The lead wire of the stator winding extends out of the hub through the wire-passing hole and connects to the controller wire of the electric vehicle. The sealing effect of the lead wire and the wire-passing hole is generally poor, and moisture in the environment can easily enter the interior of the hub through the wire-passing hole. Summary of the Invention

[0004] The purpose of this invention is to provide a hub motor that is simple in structure, has high strength, low cost, and good waterproof performance.

[0005] The objective of this invention is achieved as follows: An impact-resistant hub motor, including A rim for supporting a tire; the rim is annular in shape, with an inwardly recessed groove on its circumference; End cap one includes a disc-shaped end cap body, an annular portion, and a flange portion one; the end cap body extends into the rim from a first side and extends out from a second side of the rim; the annular portion is located in the middle of the rim; the flange portion one is located on the first side of the rim; End cap two is disposed on the first side of the rim; end cap two is mounted on the flange portion one of end cap one; end cap one and end cap two cooperate to form the inner cavity of the hub; Several magnetic steel sheets are disposed on the inner wall of the annular portion of the first end cover; the magnetic steel sheets are connected to the inner wall of the annular portion by adhesive bonding; the rim, the first end cover, the second end cover, and the magnetic steel sheets cooperate to form a rotor assembly; A fixed shaft passes through end cap one and end cap two; bearings are respectively provided in the middle of end cap one and end cap two; both ends of the fixed shaft pass through the bearings. A stator assembly, which is mounted on the fixed shaft.

[0006] Tire bead seats are provided on both sides of the inner groove; The two sides of the bead seat extend upward to form a rim, and the rim is provided with an outwardly turned edge or an inwardly turned edge; The sidewall of the inner groove is inclined toward the middle of the rim; the included angle b between the sidewall and the bottom wall of the inner groove is ≥80 degrees and <90 degrees.

[0007] Preferably, the rim comprises a metal sheet. The metal sheet is folded upwards on both sides in the width direction to form a first bend, and the metal sheet between the two first bends forms the bottom wall of the inner groove, and the two first bends form the side walls of the inner groove; the bending angle of the first bend is greater than 90 degrees. The upper side of the first bend is folded outward to form a second bend. The outer side of the second bend is then folded upwards to form a third bend. The outer end of the third bend is then bent outward or inward to form the rim; The metal sheet is bent into a ring shape along its length and welded end to end to form the wheel rim; The thickness of the rim is 1.5mm to 2mm.

[0008] Preferably, a transition section is provided between the bottom wall and the side wall of the inner groove, the thickness of the transition section is less than the thickness of the bottom wall, and the thickness of the transition section is less than the thickness of the side wall; the transition section is located at the bend between the side wall and the bottom wall.

[0009] Preferably, when the first bend folds outward, it first folds downward to form the second transition section, and then folds outward to form the second bend. The second transition section extends downward and outward; the second bend extends outward and upward.

[0010] The first end cap includes an end cap body, which is disc-shaped; the outer end of the end cap body extends horizontally toward the second end cap to form an annular portion. The annular portion passes through the rim and fits the inner wall of the inner groove of the rim; the front end of the annular portion is folded outward to form a flange portion; the magnetic steel sheet is attached to the inner wall of the annular portion; The bent portion of the end cap body and the annular portion is welded to the inner wall of the rim, and / or the outer edge of the flange portion is welded to the inner wall of the rim. The edge of the second end cover is provided with a second flange; the second flange and the first flange are detachably connected as one unit by a number of bolted connecting components, so that the first end cover and the second end cover are tightly fitted together. Preferably, the edge of the end cap body extends outward to form a retaining ring portion, which is larger than the inner diameter of the inner groove of the rim; the retaining ring portion and the circular ring portion are transitioned by an arc segment, which fits the corner of the inner groove of the rim.

[0011] Preferably, an inner plate seat is provided in the middle of the end cap body; The inner disc base includes a base that is disc-shaped; The outer edge of the base is folded outward horizontally to form a brake ring. The middle part of the base folds outward to form a stepped inner ring part one and an inner ring part two; The middle part of the end cap body is folded outward horizontally to form a second brake ring. The second brake ring is fitted onto the outside of the first brake ring and welded together.

[0012] Preferably, both the end cap body and the inner plate seat are thin iron parts; the thickness of the end cap body and the inner plate seat is 1.5mm~3mm.

[0013] Preferably, the end cap body is provided with one or more annular reinforcing ribs; the base of the inner disc seat is provided with several radially arranged strip reinforcing ribs.

[0014] Preferably, the length of brake ring one is greater than the length of brake ring two; brake ring two and the bent portion two of the end cap body are welded to the annular surface of brake ring one.

[0015] Preferably, the inner groove of the rim is provided with a plurality of "Π"-shaped connecting strips, and the bent portions on both sides of the connecting strips are welded to the corresponding rim wall surfaces.

[0016] Preferably, a bearing is provided in the middle of the first end cover and the second end cover; the fixed shaft passes through the bearing; a wire hole is obliquely provided on the fixed shaft, and the lead wire of the hub motor extends out of the wire hole; the wire hole includes an oblique section, the inner wall of the oblique section is provided with a stepped portion, and the outer side of the stepped portion is provided with an internal thread portion; the lead wire includes several wire cores. A wire hole is provided on the fixed shaft of the hub, through which the lead wire of the hub motor extends; The lead wire includes several core wires and an outer sheath; the outer sheath covers the outside of several core wires; the outer wall of the outer sheath and the wire hole are sealed together; a gap channel is formed between the core wires, and one end of the gap channel leads to the inner cavity of the hub motor. The outer end of the lead wire extends upward into the interior of the locomotive housing; An exhaust connector is installed at the outer end of the lead wire. A separation chamber is provided inside the exhaust connector. A first connector, a second connector, and a third connector are provided around the periphery of the separation chamber. The outer sheath and the wire core are inserted into the first connector, and the outer sheath and the first connector are sealed. The wire core passes through the separation chamber and then extends from the second connector; the wire core and the second connector are sealed. The gap between the wire cores leads to the separation chamber.

[0017] Preferably, the third connector is provided with a valve component that is breathable but not liquid-permeable, and the separation chamber communicates with the external environment through the valve component.

[0018] Preferably, the exhaust connector includes a branch connector and a cover; the cover is wrapped around the outside of the branch connector; The branch connector has a separation chamber inside, and a first end, a second end, and a third end of the branch connector are arranged around the separation chamber; the outer sheath and the wire core are inserted into the first end, and the outer sheath and the first end are sealed; the wire core extends out of the second end, and an exhaust hole is provided on the third end.

[0019] Preferably, the outer end of the lead wire extends into the controller of the electric vehicle; after the wire core extends out of the second connector, it is connected to the circuit board of the controller.

[0020] Preferably, the second end is provided with a rubber sleeve, and the rubber sleeve has a plurality of through holes preformed on it, with each through hole corresponding to a wire core; the wire core passes through the corresponding through hole.

[0021] Preferably, a clamping ring is provided on the outside of the rubber sleeve; the cover wraps around the rubber sleeve.

[0022] Preferably, the outer wall of the outer sheath and the thread hole are sealed with glue.

[0023] Preferably, the threading hole includes an inclined section, the inner wall of which is provided with a stepped portion, and the outer side of the stepped portion is provided with an internal thread portion; The second rubber sleeve is circular; the second rubber sleeve is fitted onto the outside of the outer sheath and abuts against the step. A copper sleeve is fitted onto the outside of the outer leather sleeve and abuts against the second rubber sleeve; the copper sleeve tightens the outer leather sleeve; A nut sleeve is fitted onto the outside of the outer sheath and abuts against the copper sleeve; the nut sleeve is screwed into the internal thread and presses against the rubber sleeve body.

[0024] Preferably, the threading hole is inclinedly arranged on the fixed shaft; a protective spring is fitted on the outer side of the outer sheath; one end of the protective spring is embedded in the inclined section of the threading hole and fixed, and the other end of the protective spring extends to the outer side of the threading hole.

[0025] The end cap includes an insertion ring and a shielding ring; the insertion ring and the shielding ring are partially overlapped; the insertion ring, the shielding ring, and the inner wall of the rim are tightly fitted together; the fit between the shielding ring, the insertion ring, and the inner wall of the rim is as follows: An insertion cavity is formed between the outer wall of the shielding ring and the inner wall of the rim, and the insertion ring is inserted into the insertion cavity; the insertion ring and the inner wall of the rim are welded together; a number of magnetic steel plates are provided on the inner wall of the shielding ring; Alternatively, the fit between the shielding ring, the insertion ring, and the inner wall of the rim is as follows: the outer wall of the shielding ring is in close contact with the inner wall of the rim; the outer side of the insertion ring is in close contact with the inner side of the shielding ring, and the inner wall of the insertion ring is provided with several magnetic steel plates.

[0026] An electric vehicle, including the aforementioned hub motor.

[0027] The outstanding and beneficial technical effects of this invention compared to the prior art are: The annular portion of the first end cap of the present invention passes through the rim and fits against the inner wall of the inner groove of the rim; the flange portion one of the annular portion and the flange portion two of the second end cap are detachably connected by bolts; this design allows the first end cap and the second end cap to directly seal and fit, reducing the independent metal ring in the existing design, and significantly improving the sealing effect; the width of the first flange portion and the second flange portion can also be set by the user, providing more areas for glue sealing and a higher sealing effect.

[0028] The end cap of the present invention is combined with the end cap body and the inner plate seat. The brake ring 1 of the inner plate seat and the brake ring 2 of the end cap body are nested and welded. The brake ring 1 and the brake ring 2 are stacked to form a brake seat. The thickness of the brake seat can meet the strength requirements. Both the end cap body and the inner plate seat can be made by stamping iron plates with a thickness of 1.5mm to 2mm, which significantly reduces the cost.

[0029] The edge of the end cap body of the present invention extends outward to form a retaining ring portion, which is larger than the inner diameter of the groove in the rim. The retaining ring portion and the circular ring portion are transitioned by an arc segment, which fits the corner of the groove in the rim. The retaining ring portion and the flange portion can cooperate to clamp the rim, making the fit between the end cap and the rim tighter. Even if the welding is uneven or partially detached, no problems will occur, thus extending the service life.

[0030] The end cap body of this invention is provided with one or more annular reinforcing ribs; the base of the inner disc seat is provided with several radially arranged strip reinforcing ribs. The forces on the hub include radial impact force, axial impact force, and circumferential shear force. The radial impact force is loaded and dispersed by the rim, the axial impact force is mainly loaded and dispersed by the end cap body, and the design of the annular reinforcing ribs improves the load-bearing effect. The circumferential shear force is mainly loaded and dispersed by the inner disc seat, and the design of the strip reinforcing ribs improves the load-bearing effect and strength.

[0031] The length of brake ring one of the present invention is greater than the length of brake ring two; the second brake ring and the second bent portion of the end cap body are welded to the annular surface of brake ring one; when subjected to axial impact force, this design makes the load effect more concentrated on the end cap body, resulting in better stability.

[0032] The inner groove of the rim of the present invention is provided with a plurality of "Π"-shaped connecting strips, and the bent portions on both sides of the connecting strips are welded to the corresponding rim wall surfaces; when the rim thickness is relatively thin, the design of the connecting strips can prevent the rim from opening outwards and ensure the strength of the rim.

[0033] The outer end of the lead wire of the present invention extends upward into the interior of the electric vehicle housing, for example, directly connected to the interior of the controller. These parts are in a relatively high position and generally will not come into contact with water. A branch connector is installed at the outer end of the lead wire, and a separation chamber is provided inside the branch connector. Gas and oil inside the hub can be conducted to the separation chamber through the gap channel between the wire cores, and then released into the external environment through the separation chamber.

[0034] The protective spring of this invention can effectively prevent the outer sheath from being scratched by the fixed shaft and protect the internal wire core. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of a hub motor.

[0036] Figure 2 This is an exploded view of the wheel hub components (the stator assembly is not shown).

[0037] Figure 3 This is a cross-sectional view of the wheel hub (the stator assembly is not shown).

[0038] Figure 4 This is a schematic diagram of the fit between the rim and the end cap.

[0039] Figure 5 This is a schematic diagram of end cap one.

[0040] Figure 6 This is a partial sectional view of end cap 1.

[0041] Figure 7 This is a schematic diagram of the outer end of the lead wire.

[0042] Figure 8 It is a sectional view of the outer end of the leader line.

[0043] Figure 9 This is an exploded view of the components at the outer end of the lead wire.

[0044] Figure 10 This is one of the schematic diagrams showing the fit between the fixed shaft and the lead wire.

[0045] Figure 11 This is the second schematic diagram showing the connection between the fixed shaft and the lead wire.

[0046] Figure 12 This is a schematic diagram of the wheel rim and end cap.

[0047] Figure 13 yes Figure 12Enlarged view of point A.

[0048] Figure 14 This is one of the installation diagrams for the magnet sheet.

[0049] Figure 15 This is the second schematic diagram of the installation of the magnet sheet.

[0050] Figure 16 This is a schematic diagram of the wheel rim in Example 2.

[0051] Figure 17 This is a schematic diagram of the wheel rim in Example 3.

[0052] Figure 18 This is a schematic diagram of the rim structure in Example 4.

[0053] Figure 19 This is a schematic diagram of the stress state of the wheel rim in Example 4.

[0054] Figure 20 This is one of the schematic diagrams showing the fit of the wheel rim, end cap one, and end cap two in Embodiment 5.

[0055] Figure 21 This is the second schematic diagram of the fit between the rim, end cap one, and end cap two in Embodiment 5.

[0056] The meaning of the labels in the diagram: 10-Rim; 20-Fixed Shaft; 30-Lead-out Wire; 40-End Cover 1; 50-Connecting Strip; 61-Oil Seal 1; 62-Oil Seal 2; 71-Bearing 1; 72-Bearing 2; 80-Magnetic Steel Sheet; 90-End Cover 2; 21-Threading hole; 22-Angled section; 221-Stepped section; 222-Internal thread section; 301-Wire core; 302-Protective spring; 303-Through hole; 304-Rubber sleeve body II; 305-Copper sleeve; 306-Nut sleeve; 307-Outer sheath; 308-Ventilation pipe; 309-Valve component; 41-Inner plate seat; 42-End cap body; 411-Base; 412-Brake ring one; 414-Inner ring part one; 413-Strip reinforcing rib; 415-Inner ring part one; 421-End cap annular surface; 422-Annular reinforcing rib; 423-Circular part; 424-Flange part one; 425-Internal thread part one; 426-Brake ring two; 427-Positioning step; 428-Groove part; 429-Abutting annular surface; 430-Bending part two; 431-Welding part three; 432-End cap abutting part; 441-Brake ring three; 442-Base two; 443-Embedded block; 444-Mounting hole; 445-Slot; 446-Limiting step; 46-Valve component two; 491-Retaining ring; 492-Arc segment; 493-Bolt part; 494-Positioning flange; 495-Nut; 496-Internal thread part two; 501-Welding part one; 901 - Flange Part 2; 902 - Bolted Connection Component; 101-Inner groove; 102-Welding part two; 103-Bending part one; 110-Corner; 111-Bottom wall of the inner groove; 113-Side wall of the inner groove; a-Inward inclination angle; 3000 - Exhaust connector; 3000A - First connector; 3000B - Second connector; 3000C - Third connector; 3011 - Enclosure; 3011A - First end of the enclosure; 3011B - Second end of the enclosure; 3011C - Center hole portion of the enclosure; 3012 - Branch connector; 3012A - First end; 3012B - Second end; 3012C - Third end; 3012D - Separation chamber; 3012C1 - Exhaust port; 3013 - A valve component that is breathable but impermeable to liquid; 3013A - Hollow pores; 3013B - A polymer membrane layer; 3014 - Clamping ring; 3015 - Rubber sleeve body one; 3015A - Through hole. Detailed Implementation

[0057] The present invention will be further described below with reference to specific embodiments: Example 1, as Figure 1-15 An impact-resistant hub motor includes a rim 10, an end cover 40, an end cover 90, several magnets 80, a fixed shaft 20, and a stator assembly. The stator assembly is connected to the core of the lead wire. The stator assembly is prior art and will not be elaborated in this application. The rim 10 is used to support the tire; the rim is annular in shape, and an inner groove 101 is formed by indentation on the circumference of the rim. End cap 40 includes a disc-shaped end cap body 42, an annular portion 423, and a flange portion 424; the end cap body extends into the rim from a first side and extends out from a second side of the rim; the annular portion 423 is located in the middle of the rim; the flange portion 424 is located on the first side of the rim. End cap 2 90 is disposed on the first side of the wheel rim; end cap 2 is mounted on flange portion 424 of end cap 1; end cap 1 and end cap 2 cooperate to form the inner cavity of the wheel hub; therefore, end cap 1 and end cap 2 are directly fitted without passing through the wheel rim; the mating parts of end cap 2 and end cap 1 are both flat (i.e., flange portion 1 and flange portion 2 are both flat), resulting in a better sealing effect with adhesive; Several magnets 80 are disposed on the inner wall of the annular portion 423 of the first end cover 40; the magnets 80 are connected to the inner wall of the annular portion 423 by adhesive bonding; the rim 10, the first end cover 40, the second end cover 90 and the magnets 80 cooperate to form a rotor assembly; after the stator assembly inside the hub is energized, the magnets of the rotor assembly are subjected to the magnetic field and generate driving force.

[0058] A fixed shaft 20 passes through the first end cover and the second end cover; bearings are respectively provided in the middle of the first end cover and the second end cover; both ends of the fixed shaft pass through the bearings. A stator assembly, which is mounted on the fixed shaft 20.

[0059] Preferably, the outer periphery of the flange portion 424 is fitted to the inner wall of the shoulder of the rim; a certain distance is provided between the flange portion 424 and the side wall of the inner groove of the rim; this distance is used for the flange portion 424 to form a threaded sleeve portion 425, which is a structure on the flange portion 424 that protrudes into the rim. The outer wall of the flange portion 1, the outer wall of the annular portion 423, the side wall of the inner groove of the rim, and the inner wall of the shoulder of the rim cooperate with each other to form a transition cavity 104. Although the wheel hub manufacturer will provide an annular weld portion 2 102 between the outer edge of the flange portion 1 and the inner wall of the shoulder of the rim, the weld portion 2 102 is at risk of partial detachment due to the impact-prone working environment of the rim during operation. In addition, due to the issue of processing precision, the weld portion 2 102 is also at risk of incomplete welding, that is, liquid from the external environment may enter the transition cavity 104. Therefore, it is necessary to pre-weld the transition cavity 104. Electrophoretic coating is also performed inside 04; therefore, a through groove needs to be provided at the flange, which connects the transition cavity and the external environment of the hub; during electrophoresis, the electrophoretic solution enters the transition cavity 104 through the through groove. After electrophoresis is completed, the rim only needs to be lifted; the lifting position is generally chosen to be the vent 114, as the rest of the rim is relatively smooth and not easy to lift stably; since the through groove and the vent on the rim are respectively located on different sides of the rim; the vent and the through groove are arranged diagonally opposite to each other on the vertical rolling plane of the hub, the projected positions of the vent and the through groove are 180 degrees apart. When the rim is lifted through the vent, the through groove is exactly at the bottom of the corresponding transition cavity 104, and the electrophoretic solution can be smoothly discharged; after drying, a rubber stopper is installed at the opening of the through groove; the rubber stopper seals the through groove and prevents liquid from entering the transition cavity.

[0060] Preferably, an auxiliary ring is provided on the inner wall of the annular portion 423. The auxiliary ring includes a ring body 804 and several partition strips 802 disposed on the ring body. The length of the partition strips is approximately half the length of the magnet sheet. The design of the auxiliary ring allows the magnet sheet 80 to be firmly adhered to the inner wall of the annular portion 423, and the adhesive can fully penetrate between each magnet sheet. The magnet sheet is a flat, thin sheet, and the inner wall of the annular portion 423 is curved. Therefore, there is a certain gap between the magnet sheet and the inner wall of the annular portion 423. When the adhesive is injected, the partition strips can slightly impede the flow rate of the adhesive, allowing the adhesive to better penetrate into the gap between the magnet sheet and the interior of the annular portion. The magnet sheet 80 is embedded between two adjacent partition strips; the width of the partition strip is 2~3mm; the auxiliary ring is adhered to the inner wall of the annular portion.

[0061] The end cap 40 includes an end cap body 42, which is disc-shaped; the outer end of the end cap body 42 extends horizontally toward the end cap 90 to form an annular portion 423. The annular portion 423 passes through the rim 10 and fits the inner wall of the inner groove 101 of the rim; the front end of the annular portion 423 is folded outward to form a flange portion 424; the magnetic steel sheet 80 is attached to the inner wall of the annular portion 423. The bent portion 103 of the end cap body 42 and the annular portion 423 is welded to the inner wall of the rim, and / or the outer edge of the flange portion 424 is welded to the inner wall of the rim 10; the bent portion 103 forms a welding point. The edge of the second end cap 90 is provided with a second flange 901; the second flange 901 and the first flange 424 are detachably connected as one unit by several bolt connecting components 902, so that the first end cap 40 and the second end cap 90 have a tight fit, and the sealing effect is significantly improved; the width of the first flange and the second flange can also be set by the user, providing more areas for glue sealing and a higher sealing effect. Compared with traditional wheel hubs, this embodiment can further reduce the risk of magnetic leakage and improve the ability to resist external interference.

[0062] Preferably, an inner plate seat 41 is provided in the middle of the end cap body 42; The inner disc base includes a base 411, which is disc-shaped; The outer edge of the base 411 is folded outward horizontally to form a brake ring 412; The middle part of the base 411 is folded outward to form a stepped inner ring part 414 and an inner ring part 415. The middle part of the end cap body 42 is folded outward horizontally to form a second brake ring 426. The second brake ring 426 is fitted onto the outside of the first brake ring 412 and welded together.

[0063] Preferably, both the end cap body 42 and the inner disc seat 41 are thin iron parts; the thickness of the end cap body 42 and the inner disc seat 41 is 1.5mm~3mm. Brake ring one and brake ring two are stacked to form a brake seat, and the thickness of the brake seat can meet the strength requirements. When both the end cap body 42 and the inner disc seat 41 are made of 2mm thick iron plates by stamping, the thickness of the brake seat can reach 4mm, thus meeting the strength requirements; this design fully utilizes the assembly of two stamped parts, resulting in significant cost reduction. Casting is time-consuming and labor-intensive, while stamping is simple and reliable, and the cost difference between the two is huge.

[0064] Preferably, the end cap body 42 is provided with one or more annular reinforcing ribs 422; the base 411 of the inner disc seat 41 is provided with a plurality of radially arranged strip reinforcing ribs 413. In this structure, the annular reinforcing ribs 422 and the strip reinforcing ribs 413 not only increase the strength, but are also more effective for specific loads.

[0065] After analysis, the applicant determined that the forces acting on the wheel hub can be categorized into radial impact force, axial impact force, and circumferential shear force.

[0066] Radial impact force is generally caused by the wheel hub hitting a stone or step during driving. This radial impact force is loaded and dispersed by the wheel rim; therefore, the radial impact force has little effect on the two motor end caps.

[0067] Axial impact force is generally caused by lateral impact on electric vehicles. This impact is mainly borne by the main body of the electric vehicle and has little impact on the wheel hub. The load is mainly distributed by the end cover body, and the design of the annular reinforcing rib makes the load-bearing effect better.

[0068] The circumferential shear force is the main force on the wheel hub. Every time the brake is applied, the brake drum will exert a circumferential shear force on the brake seat. The inner disc seat is the component that is directly subjected to the force. The design of the strip reinforcing ribs makes the load-bearing effect better and the strength better.

[0069] Preferably, the length of brake ring 412 is greater than the length of brake ring 426; the second bending portion 430 of brake ring 426 and end cap body 42 is welded to the annular surface of brake ring 412, and a welding point is formed at the bending portion 430. Under axial impact, this design concentrates the load on the end cap body, resulting in better stability. The middle portions of brake ring 412 and brake ring 426 are also welded together using spot welding technology, with the welding point located at welding portion 431.

[0070] Preferably, the inner groove 101 of the rim 10 is provided with a plurality of "Π"-shaped connecting strips 50, and the bent portions 501 on both sides of the connecting strips 50 are welded to the corresponding rim wall surfaces. For rims with a thinner thickness, such as 1.7mm, the addition of connecting strips prevents the rim from spreading outwards, ensuring its strength. The bent portions 501 form welding points.

[0071] Preferably, a bearing is provided in the middle of the first end cover 40 and the second end cover 90; the fixed shaft 20 passes through the bearing; a wire hole 21 is obliquely provided on the fixed shaft, and the lead wire 30 of the hub motor extends out of the wire hole 21; the wire hole 21 includes an inclined section 22, the inner wall of the inclined section is provided with a stepped portion 221, and the outer side of the stepped portion is provided with an internal thread portion 222; the lead wire 30 includes a plurality of wire cores 301; A wire hole 21 is provided on the fixed shaft 20 of the wheel hub, through which the lead wire 30 of the wheel hub motor extends. The lead wire 30 includes several wire cores 301 and an outer sheath 307. The outer sheath 307 covers the outside of the several wire cores 301. The outer wall of the outer sheath 307 and the wire hole 21 are sealed together. There are generally six wire cores 301, three thick wires corresponding to the U, V, and W wires of the stator winding, and three thin wires corresponding to Hall sensors, etc. At present, some models also directly install the electric vehicle controller on the stator assembly inside the wheel hub. In this case, the power line of the core wire is connected to the battery, and the signal line of the core wire is bidirectionally connected to the external central control device. The outer end of the lead wire 30 extends upward into the interior of the locomotive housing, thus avoiding direct exposure to the environment and improving the protective effect. An exhaust connector 3000 is installed at the outer end of the lead wire 30. A separation chamber 3012D is provided inside the exhaust connector 3000. A first connector 3000A, a second connector 3000B, and a third connector 3000C are provided around the separation chamber 3012D. The outer sheath and the wire core are inserted into the first connector 3000A, and the outer sheath and the first connector 3000A are sealed. The wire core 301 passes through the separation chamber 3012D and then extends out from the second connector 3000B; the wire core 301 and the second connector 3000B are sealed. The gap channel between the wire cores 301 is connected to the separation chamber 3012D.

[0072] The third connector 3012C is provided with a valve component 3013 that is breathable but not liquid-permeable, and the separation chamber 3012D communicates with the external environment through the valve component 3013.

[0073] Preferably, the exhaust connector 3000 includes a branch connector 3012 and a cover 3011; the cover 3011 wraps around the outside of the branch connector 3012; the first connector 3000A and the first end 3011A of the cover form a double seal on the outer sheath 307.

[0074] The branch connector 3012 has a separation chamber 3012D inside, and a first end 3012A, a second end 3012B, and a third end 3012C are provided on the periphery of the separation chamber 3012D. The branch connector 3012 can also be configured as a tee shape or a spherical shape. When the branch connector 3012 is spherical, the first end 3012A, the second end 3012B, and the third end 3012C are three holes distributed on the surface of the spherical shape. The end of the outer sheath is inserted into the first end 3012A and sealed; The wire core 301 is inserted into the first end 3012A, passes through the separation chamber 3012D, and then extends from the second end 3012B. The wire core 301 and the second end 3012B are sealed. The wire core 301 is circular, and multiple wire cores 301 form a gap channel. One end of the gap channel leads to the inner cavity of the hub motor, and the other end of the gap channel leads to the separation chamber 3012D. Air and oil are trapped in the separation chamber and cannot pass through the second end 3012B, ensuring that the stability of the controller is not affected.

[0075] The threading hole 21 is set on the fixed shaft. Since the amount of oil inside the hub (usually silicone oil, which is non-conductive) is relatively small, it will not submerge the fixed shaft. When the hub rotates, the oil will splash into the gap channel between the core wires. This invention no longer seeks to block the gap channel between the core wires, but instead chooses to use the gap channel as an exhaust channel. The air and a small amount of oil in the hub will be discharged upward along the gap channel and then processed through the branch connector 3012.

[0076] The air-permeable but liquid-impermeable valve component 3013 can be purchased from the market. Its core function is to allow gas to pass through to the external environment through a layer of polymer membrane 3013, but to prevent liquid from passing through. This can completely prevent oil leakage and prevent water vapor from entering.

[0077] The outer end of the lead wire 30 extends into the controller of the electric vehicle; after the wire core 301 extends out of the second end 3012B, it is connected to the circuit board of the controller.

[0078] The second end 3012B is provided with a rubber sleeve 3015, and a number of through holes 3015A are pre-formed on the rubber sleeve 3015. The through holes correspond one-to-one with the wire core 301; the wire core 301 passes through the corresponding through hole 3015A.

[0079] A clamping ring 3014 is provided on the outside of the rubber sleeve 3015. The clamping ring 3014 can shrink the rubber sleeve 3015 so that the rubber sleeve 3015 can seal the gap channel between the wire cores 301.

[0080] The branch connector 3012 is wrapped with a cover 3011; the cover 3011 also wraps the rubber sleeve 3015, achieving a complete seal.

[0081] The wire hole 21 includes an inclined section 22, the inner wall of which is provided with a stepped portion 221, and the outer side of the stepped portion is provided with an internal thread portion 222. Rubber sleeve 2 304 is in the shape of a ring; rubber sleeve 2 304 is fitted onto the outside of outer sheath 307 and abuts against step portion 221; The copper sleeve 305 is fitted onto the outside of the outer leather sleeve 307 and abuts against the rubber sleeve body 304; the copper sleeve tightens the outer leather sleeve 307; Nut sleeve 306 is fitted outside the outer sleeve 307 and abuts against the copper sleeve 305; the nut sleeve 306 is screwed into the internal thread 222 and presses against the rubber sleeve body 304.

[0082] When the nut sleeve is screwed into the internal thread, it presses against the second rubber sleeve. The front part of the second rubber sleeve abuts against the stepped part 221. The second rubber sleeve is deformed by external force and presses against the outer sheath 307. This design seals the outer sheath and the wire hole 21. The outer sheath 307 is fixed by the copper sleeve to ensure the stability and sealing of the lead wire and prevent water ingress. The nut sleeve and the second rubber sleeve further fix the lead wire to the outside of the hub and improve the sealing performance.

[0083] The threading hole 21 is obliquely arranged on the fixed shaft; a protective spring 302 is fitted on the outer side of the outer sheath 307; one end of the protective spring is embedded in and fixed to the oblique section 22 of the threading hole 21, and the other end of the protective spring extends to the outer side of the threading hole 21. The threading hole 21 has burrs that could cut the outer sheath; the design of the protective spring 302 can isolate the burrs from the threading hole. The protective spring 302 is directly inserted into the threading hole and can be pulled out with considerable force. The iron mentioned in this application refers to steel. Rubber parts that come into direct contact with oil in this application are generally made of fluorinated rubber. Ordinary rubber, when in prolonged contact with oil, will swell, crack, lose elasticity, and may even disintegrate.

[0084] Example 2 is basically the same as Example 1, except that the shape of the inner groove 101 of the rim is improved.

[0085] The included angle b between the side wall 113 of the inner groove of the rim and the bottom wall 111 of the inner groove is less than 90 degrees. The angle b can be set between 80 degrees and 90 degrees (excluding 90 degrees). In this embodiment, it is 85 degrees.

[0086] Therefore, the sidewall 113 of the inner groove is inclined at a certain inward angle α at the center of the rim. This design causes the rim to tend to compress inward when subjected to radial impact. Due to the presence of the tire, the inward compression of the rim is hindered, thus strengthening its ability to resist radial impact.

[0087] Preferably, the inner groove 101 is provided with a plurality of connecting strips 50, and the bent portions 501 on both sides of the connecting strips 50 are welded to the corresponding rim wall. The design of the connecting strips 50 provides double protection for the stability of the rim, preventing it from tilting inwards or outwards. The connecting strips 50 are also stamped iron parts, and their bent portions at both ends have a certain degree of elasticity and toughness. Although the sidewalls 113 of the inner groove are inclined inwards, the overall inclination angle is small. Therefore, when inserting the connecting strips 50 into the inner groove, they can be directly deformed by external force pressing on both sides of the connecting strips 50. The bent portions 501 on both sides of the connecting strips 50 are then welded to the rim sidewalls to form welded sections. For thinner rims, such as those with a thickness of 1.7mm, the addition of connecting strips prevents the rim from opening outwards, ensuring the strength of the rim. The bent portions 501 form weld points. Preferably, the connecting strips 50 are in the shape of a "Π".

[0088] In this implementation, a drum brake ring 424 is installed on the end cover 40.

[0089] The sidewall 113 of the inner groove is inclined towards the center of the rim; the included angle b between the sidewall 113 of the inner groove and the bottom wall 111 of the inner groove is ≥80 degrees and <90 degrees, excluding 90 degrees. The inwardly inclined structure in this application refers to the sidewall 113 of the inner groove being inclined inward.

[0090] When a wheel rim hits a stone or step during driving, it generates a radial impact force. This radial impact force is borne and dispersed by the wheel rim. The design of the included angle b causes the wheel rim to tend to compress inward when subjected to radial impact. Due to the presence of the tire, the inward compression of the wheel rim is hindered, thus enhancing its ability to resist radial impact.

[0091] Preferably, the rim includes a metal sheet, the two sides of the metal sheet in the width direction are folded upward to form a first bend 104a, the metal sheet between the two first bends 104a forms the bottom wall 111 of the inner groove, and the two first bends form the side walls 101 of the inner groove; the bending angle of the first bend 104a is greater than 90 degrees. The upper side of the first bent portion 104a is folded outward to form a second bent portion 105a; The outer side of the second bend 105a is then folded upward to form the third bend 106a; The outer end of the third bending portion 106a is bent outward or inward to form the rim 103a; The metal sheet is bent into a ring shape along its length and welded end to end to form the rim 10; The thickness of the wheel rim is 1.5mm to 2mm; the thickness can be 1.6mm, 1.7mm, 1.8mm, or 1.9mm. The thinner the wheel rim, the lower the production cost, but the weaker the impact resistance.

[0092] Preferably, the included angle b is 81 degrees, 82 degrees, 83 degrees, 84 degrees, 85 degrees, 86 degrees, 87 degrees, 88 degrees, or 89 degrees.

[0093] Example 3 is basically the same as Example 1, except that, as follows: Figure 17 As shown, the partial structure of this embodiment can be slightly modified to form another embodiment that is basically the same as the first embodiment. The difference is that the edge of the end cap body 42 extends outward to form a retaining ring portion 491, which is larger than the inner diameter of the inner groove 101 of the rim. The retaining ring portion 491 and the ring portion 423 are connected by an arc segment 492, which fits the corner 110 of the inner groove 101 of the rim. The retaining ring portion and the flange portion can cooperate to clamp the rim, making the fit between the end cap and the rim tighter. Even if the welding is uneven or partially detached, there will be no problem, thus extending the service life. The retaining ring portion is formed after the end cap is installed into the rim. A spinning device is inserted into the interior of the end cap to spin the edge of the end cap body 42, causing the edge of the end cap body 42 to extend outward by a certain distance, thereby forming the retaining ring portion 491.

[0094] An outwardly extending bolt portion 493 is formed on the flange portion 424.

[0095] Example 4 is basically the same as Example 1, except that a bead seat 102a is provided on both sides of the inner groove 101 of the rim; the two sides of the bead seat 102a extend upward to form a rim 103a, the rim 103a is provided with an outwardly flanged portion 1031; the rim 103a is provided with an inwardly flanged portion 1032; a transition section 1001 is provided between the bottom wall and the side wall of the inner groove 101, the thickness of the transition section 1001 is less than the thickness of the bottom wall 111, and the thickness of the transition section 1001 is less than the thickness of the side wall; the transition section 1001 is located at the bend between the side wall and the bottom wall. This design makes it easier to shape the first bend during processing.

[0096] Preferably, when the first bend folds outward, it first folds downward to form transition section two 1002, and then folds outward to form the second bend 106a; the transition section two 1002 extends downward and outward; the second bend 106a extends outward and upward. This design allows the rim to release a certain amount of impact force at transition section two when it receives impact force, and then extend the impact force to transition section two; in fact, as Figure 5 As mentioned above, when an impact force is received, the first corner A, the second corner B, the third corner C, and the fourth corner D successively bear a certain amount of impact force, thereby reducing the impact force received by the first bending part.

[0097] Example 5 is basically the same as Example 1, except that, as follows: Figure 20-21 The end cap 40 includes an insertion ring 423b and a shielding ring 423a; the insertion ring 423b and the shielding ring 423a are partially overlapped; the insertion ring 423b, the shielding ring 423a, and the inner wall of the rim 10 are tightly fitted together; the fitting relationship between the shielding ring 423a, the insertion ring 423b, and the inner wall of the rim 10 is as follows: An insertion cavity is formed between the outer wall of the shielding ring 423a and the inner wall of the rim 10, and the insertion ring 423b is inserted into the insertion cavity; the insertion ring and the inner wall of the rim 10 are welded together; a plurality of magnetic steel sheets 80 are provided on the inner wall of the shielding ring 423a. Alternatively, the fit between the shielding ring 423a, the insertion ring 423b, and the inner wall of the rim 10 is as follows: the outer wall of the shielding ring 423a fits tightly against the inner wall of the rim 10; the outer side of the insertion ring 423b fits tightly against the inner side of the shielding ring 423a, and the inner wall of the insertion ring 423b is provided with several magnetic steel pieces 80.

[0098] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A hub motor resistant to impact, characterized in that, A rim (10) is used to support a tire; the rim is annular and has an inwardly recessed groove (101) on its circumference. End cap 1 (40) includes a disc-shaped end cap body (42), an annular portion (423) and a flange portion 1 (424); the end cap body extends into the rim from a first side and extends out from a second side of the rim; the annular portion (423) is located in the middle of the rim; the flange portion 1 (424) is located on the first side of the rim; End cap 2 (90) is disposed on the first side of the rim; the end cap 2 is mounted on the flange portion 1 (424) of the end cap 1; the end cap 1 and the end cap 2 cooperate to form the inner cavity of the hub; Several magnetic steel plates (80) are disposed on the inner wall of the annular portion (423) of the first end cover (40); the rim (10), the first end cover (40), the second end cover (90) and the magnetic steel plates (80) cooperate to form a rotor assembly; A fixed shaft (20) passes through the first end cover and the second end cover; bearings are respectively provided in the middle of the first end cover and the second end cover; the two ends of the fixed shaft pass through the bearings; A stator assembly, which is mounted on the fixed shaft (20); The rim comprises a metal sheet. The metal sheet is folded upward on both sides in the width direction to form a first bending part (104a), and the metal sheet between the two first bending parts (104a) forms the bottom wall (111) of the inner groove, and the two first bending parts (104a) form the side wall (113) of the inner groove; the bending angle of the first bending part (104) is greater than 90 degrees. The upper side of the first bend (104a) is folded outward to form a second bend (105a). The outer side of the second bend (105a) is then folded upward to form a third bend (106a). The outer end of the third bend (106a) is then bent outward or inward to form a rim (103a). The metal sheet is bent into a ring shape along its length and welded at both ends to form the rim (10). The thickness of the rim is 1.5mm to 2mm.

2. The impact-resistant hub motor according to claim 1, characterized in that, The inner groove (101) is provided with bead seats (102a) on both sides. The two sides of the bead seat (102a) extend upward to form a rim (103a), and the rim (103a) is provided with an outwardly turned edge (1031a) or an inwardly turned edge (1032a). The sidewall (113) of the inner groove is inclined toward the middle of the rim; the included angle b between the sidewall (113) of the inner groove and the bottom wall (111) of the inner groove is ≥80 degrees and the included angle b<90 degrees.

3. The impact-resistant hub motor according to claim 2, characterized in that, A transition section one (1001) is provided between the bottom wall of the inner groove (101) and the side wall of the inner groove (101). The thickness of the transition section one (1001) is less than the thickness of the bottom wall (111) and the thickness of the transition section one (1001) is less than the thickness of the side wall. The transition section one (1001) is located at the bend between the side wall and the bottom wall. When the first bend folds outward, it first folds downward to form a transition section two (1002) and then folds outward to form a second bend (105a). The transition section two (1002) extends downward and outward. The second bend (105a) extends outward and upward.

4. The impact-resistant hub motor according to claim 1, characterized in that, An inner plate seat (41) is provided in the middle of the end cap body (42). The inner disc seat includes The base (411) is disc-shaped; The outer edge of the base (411) is folded outward horizontally to form a brake ring (412); The middle part of the base (411) is folded outward to form a stepped inner ring part one (414) and an inner ring part two (415). The middle part of the end cap body (42) is folded outward horizontally to form a second brake ring (426). The second brake ring (426) is fitted onto the outside of the first brake ring (412) and welded together.

5. The impact-resistant hub motor according to claim 4, characterized in that, The outer end of the end cap body (42) extends horizontally toward the end cap two (90) to form an annular portion (423). The annular portion (423) passes through the rim (10) and fits the inner wall of the inner groove (101) of the rim; the front end of the annular portion (423) is folded outward to form a flange portion (424); the magnetic steel sheet (80) is pasted on the inner wall of the annular portion (423). The bent portion (103) of the end cap body (42) and the annular portion (423) is welded to the inner wall of the rim, and / or the outer edge of the flange portion (424) is welded to the inner wall of the rim (10). The edge of the second end cap (90) is provided with a second flange (901); the second flange (901) and the first flange (424) are detachably connected as one unit by a number of bolted connecting members (902), so that the first end cap (40) and the second end cap (90) are tightly fitted together.

6. The impact-resistant hub motor according to claim 5, characterized in that, The edge of the end cap body (42) extends outward to form a retaining ring (491), which is larger than the inner diameter of the inner groove (101) of the rim. The retaining ring (491) and the ring (423) are connected by an arc segment (492), which fits the corner (110) of the inner groove (101) of the rim.

7. The impact-resistant hub motor according to claim 6, characterized in that: The end cap body (42) is provided with one or more annular reinforcing ribs (422); the base (411) of the inner disc seat (41) is provided with several radially arranged strip reinforcing ribs (413); the length of brake ring one (412) is greater than the length of brake ring two (426); brake ring two (426) and the bent part two (430) of the end cap body (42) are welded to the annular surface of brake ring one (412).

8. The impact-resistant hub motor according to claim 1, characterized in that: The inner groove (101) of the rim (10) is provided with several "Π"-shaped connecting strips (50), and the bent portions (501) on both sides of the connecting strips (50) are welded to the corresponding rim wall.

9. A hub motor resistant to impact according to any one of claims 1-8, characterized in that: The end cap (40) includes an insertion ring (423b) and a shielding ring (423a); the insertion ring (423b) and the shielding ring (423a) are partially overlapped; The insertion ring (423b), the shielding ring (423a), and the inner wall of the rim (10) fit together tightly; the fit relationship between the shielding ring (423a), the insertion ring (423b), and the inner wall of the rim (10) is as follows: An insertion cavity is formed between the outer wall of the shielding ring (423a) and the inner wall of the rim (10), and the insertion ring (423b) is inserted into the insertion cavity; the insertion ring and the inner wall of the rim (10) are welded together; a number of magnetic steel sheets are provided on the inner wall of the shielding ring (423a); Alternatively, the fit between the shielding ring (423a), the insertion ring (423b), and the inner wall of the rim (10) is as follows: the outer wall of the shielding ring (423a) fits tightly against the inner wall of the rim (10); the outer side of the insertion ring (423b) fits tightly against the inner side of the shielding ring (423a), and the inner wall of the insertion ring (423b) is provided with several magnetic steel plates.

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