Hub driving device for motor vehicle and motor vehicle

Abstract

The invention relates to a wheel hub drive (10) for a motor vehicle, comprising: a wheel carrier (18); a wheel bearing (20); a wheel disc (14) which is rotatably supported by the wheel frame (18) via a wheel bearing (20); an electric machine (24) having a stator (28) and a rotor (26); and a stator carrier (36) by means of which the stator (28) is held in a rotationally fixed manner on the wheel carrier (18), characterized in that the stator carrier (36) has a first channel (38) for the high-voltage cable (40) and a second channel (42) for the coolant.

Description

[0001] This invention relates to a hub drive system for a motor vehicle, particularly an automobile, according to the preamble of claim 1. Furthermore, this invention relates to a motor vehicle having at least one such hub drive system.

[0002] A wheel system for a vehicle is known from WO2022 / 096504A1, which has a stator, a rotor, and a rotating bearing. US2017 / 0214280A1 discloses a hub drive in which the stator frame of the motor has a cylindrical portion and a conical portion.

[0003] A hub drive device is known from CN103448531A and DE102022004586B3, wherein the stator frame of the motor has channels for both high-voltage cables and coolant. A stator frame for a hub drive device is known from US2023 / 0053415A1, which has channels for sensor cables.

[0004] The objective of this invention is to provide a hub drive system for a motor vehicle and a motor vehicle having at least one such hub drive system, enabling a structure that is particularly advantageous in terms of the weight and installation space of the hub drive system.

[0005] This task is accomplished by a hub drive system having the features of claim 1 and a motor vehicle having the features of claim 11. The other claims provide advantageous designs with appropriate inventive improvements.

[0006] The first aspect of this invention relates to a hub drive device, also simply referred to as a vehicle, preferably designed as an automobile, and especially as a passenger car, for a motor vehicle. This means that the motor vehicle, in its fully manufactured state, has a hub drive device and can be driven, particularly electrically, by the hub drive device. The hub drive device is preferably an electric hub drive device, thereby enabling the motor vehicle to be driven, particularly electrically. For example, the motor vehicle, in its fully manufactured state, has at least or exactly two axles, also simply referred to as axles, arranged sequentially and consequently in the longitudinal direction of the motor vehicle. Each axle of the motor vehicle has at least or exactly two wheels, also simply referred to as wheels, wherein the corresponding wheels of each axle are arranged on opposite sides of the motor vehicle in its transverse direction. The wheels of the motor vehicle are ground contact elements, thereby allowing the motor vehicle to be supported or supported on the ground in its height direction. If a motor vehicle (also referred to as the interior space of the passenger compartment or cabin, for example, constituted by a vehicle body, particularly designed as a self-supporting body) travels along the ground, and the motor vehicle is supported downward on the ground in the vehicle height direction by means of the ground contact member, then the ground contact member rolls directly on the ground. The hub drive is also called a first hub drive. In the context of the term hub drive, unless otherwise stated, it refers to the first hub drive. For example, the hub drive has exactly one first wheel on one of the axles. In the context of the term wheel, unless otherwise stated, it refers to the first wheel. Therefore, the first wheel can be driven, particularly electrically, by the first hub drive. For example, in its fully manufactured state, the motor vehicle is provided with a second hub drive in addition to the first hub drive, thereby enabling, particularly electrically, the driving of exactly one second wheel of the motor vehicle, wherein it is conceivable that the second hub drive includes the second wheel. Preferably, the first wheel and the second wheel are wheels on the same axle. In the context of the term wheel, unless otherwise stated, it refers to the first wheel. The contextual descriptions of the first hub drive and the first wheel can be directly applied to the second hub drive and the second wheel, and vice versa.

[0007] A hub drive system includes a wheel carrier and wheel bearings, which are also called wheel bearing assemblies or wheel bearing mechanisms. Preferably, the wheel bearings are designed as rolling bearings. The wheel disc is rotatably supported on the wheel carrier by means of and via the wheel bearings. The hub drive system includes a wheel disc. In particular, the wheel disc is a component of a first wheel, such as the wheel of a motor vehicle, which can be or has been rotatably supported on the wheel carrier.

[0008] In particular, when the hub drive includes a wheel, the wheel is rotatably supported on the wheel carrier by means of and via a wheel bearing, so that the wheel is rotatably supported on the wheel carrier about the wheel rotation axis relative to the wheel carrier.

[0009] The hub drive has a disc that is rotatably supported on the wheel frame by means of wheel bearings, particularly about the wheel's axis of rotation. Preferably, the disc is a component of the wheel, which may, for example, have a disc and a rim that is permanently and irreversibly connected to the disc. Thus, the rim and disc can be components of the wheel (i.e., the first wheel). In principle, it is conceivable that the rim and disc are constructed separately from each other and are permanently and irreversibly connected to each other, or that the disc and rim are integrally constructed, i.e., made of a single piece, and thus permanently and irreversibly connected to each other. In particular, the rim and disc constitute a wheel unit, which may be, for example, the first wheel, or the wheel unit is a component of the first wheel. For example, a tire, particularly made of rubber, particularly the tire of the first wheel, is mounted on the rim; thus, the tire can be said to be fitted onto the rim. In particular, when the wheel rolls on the ground, the tire rolls particularly directly on the ground.

[0010] The hub drive also includes a motor having a stator and a rotor. The rotor can be driven by the stator and thus can rotate relative to the stator about the motor's rotation axis. Preferably, the rotor is arranged coaxially with the wheel bearings, so that the motor's rotation axis preferably coincides with the wheel's rotation axis. The wheel's rotation axis is also called the main rotation axis of the hub drive. In particular, by driving the rotor, the wheel disc can be driven, especially electrically, and thus the wheel is driven, especially via the wheel disc. The hub drive also includes a stator frame, thereby holding the stator anti-rotationally on the rotor frame. In particular, the stator is constructed separately from the stator frame and is permanently anti-rotationally connected to the stator frame. For example, the stator frame is permanently anti-rotationally connected to the wheel frame. It can be specified that the stator frame is constructed separately from the wheel frame and is permanently anti-rotationally connected to the wheel frame. In particular, the stator is, for example, a lamination assembly. Alternatively or additionally, the stator may include at least one or more magnets, especially permanent magnets, which are held, for example, on the lamination assembly and thus carried by the lamination assembly. Alternatively or additionally, the stator may have at least one winding, also known as a stator winding, which is held on and thus carried by the laminations. More particularly, the stator is a magnetic element (which is particularly different from the stator frame), thereby enabling, for example, the guidance of magnetic flux, which may be generated by the motor during operation to drive a disc or wheel.

[0011] The motor is preferably a high-voltage component, and its voltage, especially the operating voltage or rated voltage, is preferably greater than 50 volts, especially greater than 60 volts, and more preferably several hundred volts.

[0012] To achieve a particularly advantageous structure in terms of installation space and weight for the hub drive unit, the stator frame is known to have a first channel for high-voltage cables (HV cables) configured to transmit electrical energy, and a second channel for coolant. This means that the second channel is a cooling channel through which the coolant, preferably in liquid form, flows. In other words, for example, during operation of the hub drive unit, it is specified that the coolant, preferably in liquid form, flows through the second channel at least partially during operation, wherein at least a portion of the hub drive unit can be cooled or will be cooled by the coolant. More preferably, the second channels are spaced apart from each other, especially in pairs, at least within the stator frame, and are particularly fluid-isolated from each other. The hub drive unit may contain coolant. Regarding the first channels, it is conceivable, for example, that each first channel may contain at least one or exactly one corresponding high-voltage cable, such that the high-voltage cable contained in each first channel is associated with the corresponding first channel, and vice versa. In other words, for example, each high-voltage cable extends through its respective corresponding first channel. More preferably, the first channels are spaced apart from each other, especially in pairs, at least within the stator frame, and are particularly fluid-isolated from each other. Preferably, the first and second channels are separated from each other, especially in pairs, at least within the stator frame, and are particularly fluidly isolated from each other. Electrical power can be supplied to the motor via high-voltage cables, wherein, for example, by supplying electrical power to the motor, the motor can operate in motor mode and thus as a motor. The motor can drive the wheel hub, and thus the wheels, especially in a purely electric manner. It is also conceivable, for example, that the motor can operate in generator mode and thus as a generator, thereby converting the kinetic energy of the vehicle into electrical energy that can be supplied by the generator. For example, the electrical energy supplied or available by the motor in generator mode can be output from the motor via high-voltage cables. The electrical energy supplied to the motor can be provided, for example, by the vehicle's energy storage device. Furthermore, for example, the electrical energy supplied or available by the generator can be delivered to the energy storage device and thus stored in the energy storage device. Preferably, the energy storage device is a high-voltage component, the voltage of which is preferably greater than 50 volts, especially greater than 60 volts, and more preferably several hundred volts, of which the voltage, especially the operating voltage or rated voltage, is preferably greater than 50 volts, especially greater than 60 volts, and more preferably several hundred volts. Each high-voltage cable is therefore designed to transmit electrical energy, preferably greater than 50 volts, especially greater than 60 volts, and more preferably several hundred volts. It can be seen that the first and second channels extend inside the stator frame. Therefore, the high-voltage cables and coolant, particularly those constructed separately from the stator frame, are guided by the stator frame, thus providing cable extension through the stator frame. In particular, the stator can be supplied with coolant flowing through the second channel, i.e., coolant from the second channel, thereby cooling the stator by means of the coolant from the second channel. Therefore, the stator frame has at least a dual function. On the one hand, the stator frame is used to hold the stator anti-rotationally on the wheel frame. On the other hand, the stator frame is used to guide the high-voltage cables and coolant.This achieves functional integration, keeping the number and weight of the hub drive components very low, and enabling a compact structure that is particularly advantageous in terms of installation space. Furthermore, compared to conventional solutions, this invention allows for a reduction in the sealing diameter, as otherwise, high-voltage cables and coolant piping for guiding the coolant must be radially nested around the wheel bearing threaded connection, also known as the wheel bearing threaded connection device, which this invention avoids. Additionally, the stator frame can be used, for example, as a structural component to establish a split support structure.

[0013] In a known manner, the stator frame also has a first cylindrical section extending radially outward, i.e., in the radial direction of the hub drive unit, wherein the stator is arranged to overlap the first cylindrical section axially and surround it radially. This allows for a very compact structure of the hub drive unit. The radial direction of the hub drive unit extends perpendicular to the axial direction of the hub drive unit, and its axial direction coincides with the wheel rotation axis.

[0014] Within the scope of this disclosure, the feature "radial overlap" means that when two elements, especially at least substantially rotationally symmetric elements, are each at least partially arranged in regions having the same radial coordinates, especially the same angular coordinates, they are arranged to overlap each other, particularly with respect to a common axis, such as an axis extending in the radial direction of the hub drive, and / or particularly radially overlapping each other in the radial direction of the hub drive. The term "radial" refers to the radial direction of the hub drive. In other words, the term "radial" refers to the radial direction of the hub drive. The radial direction described in the context, unless otherwise stated, refers to the radial direction of the hub drive.

[0015] The feature "axial overlap" means that when two elements (e.g., a stator and a first cylindrical section) are each at least partially arranged in regions having the same axial coordinates, they are arranged to overlap each other axially about a common axis, particularly an axis extending in the axial direction of the hub drive and / or particularly in the axial direction of the hub drive. Within the scope of this disclosure, the term "axial" refers to the axial direction of the hub drive. In other words, the term "axial" is the axial direction of the hub drive. Furthermore, "axial" refers to the axial direction of the hub drive, and "radial" refers to the radial direction of the hub drive. The axial direction described in the context, unless otherwise stated, refers to the axial direction of the hub drive.

[0016] Within the scope of this disclosure, the feature "the first member is arranged radially within the second member" means that the first member is arranged in an area smaller than the radius of the second member, particularly with respect to the wheel rotation axis (main rotation axis). Furthermore, the feature "the first member is arranged axially within the second member" means that, in the mounting position of the hub drive (the hub drive is in its mounting position in the complete manufacturing state of the motor vehicle having the hub drive), and especially with regard to the straight-line travel of the motor vehicle, i.e., particularly when the vehicle steering system is configured to achieve straight-line travel, the first member arranged axially within the second member is arranged on the side of the second member facing the vehicle center, also known as the vehicle center. Therefore, the first member is arranged on the side of the second member facing the vehicle center, and thus, particularly in the transverse direction of the motor vehicle, the first member is arranged closer to the inside than the second member, i.e., closer to the vehicle center.

[0017] Within the scope of this disclosure, the feature "two components are anti-rotationally connected" means that the anti-rotationally connected components are arranged coaxially with each other, and especially when the components are driven, they rotate together or simultaneously about a common component rotation axis (e.g., a main rotation axis) with the same angular velocity, especially relative to a reference element (e.g., a wheel carrier). In other words, two elements are anti-rotationally connected when they are arranged coaxially with each other, especially about their component rotation axis or about their rotational symmetry axis, and when they are connected to each other in a manner that always rotates at the same angular velocity. When a component cannot rotate relative to, i.e., about the housing, that component is anti-rotationally connected to the housing. Therefore, when a component cannot rotate relative to, i.e., about the wheel carrier, that component is anti-rotationally connected to the wheel carrier.

[0018] The feature "two components are connected or joined together in a manner that transmits torque" means that the components are joined or connected together in a manner that allows torque to be transmitted between them. Specifically, when the components are connected or joined together in a way that resists rotation, they are also connected or joined together in a manner that transmits torque. Therefore, two components connected together in a manner that transmits torque can be connected in a manner that resists rotation. It is also conceivable that two components connected together in a manner that transmits torque are connected together through an intermediate transmission unit, thereby enabling torque to be transmitted between the components via the transmission unit, while the components are connected together in a manner that transmits torque, wherein the components can still rotate relative to each other.

[0019] The feature "two components are permanently connected or engaged to each other in a manner that transmits torque" means that, without providing, for example, a switching element—which could switch between an engaged state where the components are connected or engaged in a manner that transmits torque and a disengaged state where torque cannot be transmitted between the components—the components are always, or thus permanently, connected or engaged to each other in a manner that transmits torque, i.e., in a manner that allows torque to be transmitted between the components. Therefore, for example, one component can be driven by its respective other component, and vice versa.

[0020] In particular, the feature “two components are permanently and non-rotatably connected or engaged” means that, without providing, for example, a switching element that can switch between an engaged state in which the components are permanently and non-rotatably connected or engaged and a separated state in which the components are rotatable relative to each other and thus cannot transmit torque between the components, the components are always or permanently and non-rotatably connected or engaged.

[0021] Furthermore, the feature "two components can be connected or engaged with each other in a rotationally resistant manner" means that the components are equipped with a switching element that can switch between at least one engaged state and at least one disengaged state. In the engaged state, the components are connected or engaged with each other in a rotationally resistant manner via the switching element. In the disengaged state, the components are separated from each other, so that the components can rotate relative to each other about their rotational axes in the disengaged state. This also applies to the feature "two components can be connected or engaged with each other in a manner that transmits torque." Therefore, for example, the feature "two components can be connected or engaged with each other in a manner that transmits torque" means that the components are equipped with a switching element, wherein the switching element can switch between at least one connected state and at least one released state. In the connected state, the components are engaged or connected with each other in a manner that transmits torque via the switching element, so that torque can be transmitted between the components, especially via the switching element. In the released state, the components are separated from each other, so that torque cannot be transmitted between the components via the switching element in the released state.

[0022] Specifically, a cylindrical segment is a region, section, or part of the stator frame that is cylindrical at least on its outer periphery and has a shape that is particularly straight cylindrical.

[0023] According to the invention, the first cylindrical section has a first opening arranged radially outward, which connects to a first channel. Thus, for example, the first channel leads through the first opening to the environment of the stator frame, and especially to the stator. In particular, the first cylindrical section has an outer peripheral side that points outward in the radial direction and is cylindrical in shape, thus having a straight cylindrical shape. Here, the first opening is constructed on the outer peripheral side of the first cylindrical section. In other words, the first opening penetrates the cylindrical outer peripheral side of the first cylindrical section. Since the first opening is connected to the first channel, for example, the first channel leads through the first opening to the environment of the stator frame, and especially to the stator. This allows for particularly advantageous guidance of the high-voltage cable to and from the stator and vice versa, and through the stator frame's installation space and weight.

[0024] To achieve a particularly advantageous structure in terms of weight and installation space for the hub drive unit, one embodiment of the invention specifies that the stator frame has at least one or exactly one third channel for the sensor cable. This means that the third channel extends inside the stator frame. Preferably, the first, second, and third channels are spaced apart from each other, especially in pairs, at least inside the stator frame, and especially fluidly isolated from each other. More preferably, and more particularly, the sensor cable, constructed separately from the stator frame, is housed in the third channel and thus extends through the third channel. The sensor cable is designed, for example, to transmit signals, especially electrical signals, that characterize at least one measurement value detected or detectable by at least one sensor of the hub drive unit. More particularly, the hub drive unit includes a sensor. For example, a signal, also called a sensor signal, can be provided to the stator via the sensor cable, so that the stator can receive the sensor signal, for example, via the sensor cable. Alternatively or additionally, the stator can provide the sensor signal via the sensor cable, so that the sensor signal can be output from the stator via the sensor cable. Therefore, it is particularly conceivable that the stator includes a sensor, and the sensor is therefore an integral part of the stator. The measured value is, for example, the temperature of the hub drive unit. It is also conceivable that the measured value is the rotor's rotational speed, at which the rotor can rotate relative to the stator about the motor's axis of rotation. It is also conceivable that the measured value is the rotor's angular position, particularly relative to the stator and even more so about the motor's axis of rotation, also known as the rotational position. In this embodiment, the stator is further used to guide the sensor cables, thereby achieving a very high degree of functional integration.

[0025] To achieve a very compact structure, another design feature of the invention specifies that the stator frame has a tapered section directly connected to the first cylindrical section. Specifically, the tapered section is a second region, second portion, or second segment of the stator frame, which extends taperedly at least on the outer circumferential side and preferably also on the inner circumferential side, thus having a conical or truncated cone shape. The feature "the tapered section is directly connected to the first cylindrical section" means that the tapered section is adjacent to, or directly connected to, the first cylindrical section in the axial direction, so that no other segment or region of the stator frame is arranged between the first cylindrical section and the tapered section in the axial direction. The tapered section extends radially inward from the first cylindrical section, i.e., from the first cylindrical section, toward the wheel bearing and therefore toward the wheel rotation axis, and axially toward the wheel carrier. In other words, viewed in the extension direction coinciding with or parallel to the axial direction and extending from the first cylindrical section toward the wheel carrier, the tapered section extends radially inward from the first cylindrical section toward the wheel bearing and therefore toward the wheel rotation axis. Therefore, the tapered section gradually narrows from the first cylindrical section toward the wheel carrier. Conversely, the tapered section gradually widens from the wheel carrier toward the first cylindrical section. This allows for a particularly compact structure.

[0026] To achieve a particularly compact structure, it has proven particularly advantageous that the stator frame has a second cylindrical section, which is axially arranged between the wheel carrier and the tapered section, i.e., in the axial direction of the hub drive. Specifically, it is specified that the second cylindrical section is directly connected to the tapered section, so that the second cylindrical section is axially adjacent to, i.e., directly connected to, the tapered section. Therefore, no other region or section of the stator frame is arranged axially between the second cylindrical section and the tapered section. Thus, the tapered section is axially arranged between the first and second cylindrical sections, wherein the second cylindrical section is axially arranged within the tapered section and axially arranged within the first cylindrical section, and wherein the tapered section is axially arranged within the first cylindrical section. Conversely, the first cylindrical section is axially arranged outside the tapered section and axially arranged outside the second cylindrical section, wherein the tapered section is axially arranged outside the second cylindrical section. The contextual description of the first cylindrical section can be directly applied to the second cylindrical section, and vice versa. Therefore, the second cylindrical section is the third region, third segment, or third part of the stator frame, which is cylindrical at least on its outer periphery, and thus has a shape that is particularly straight cylindrical. This allows for a particularly compact structure of the hub drive. Preferably, the first and second channels, and preferably the third channel, also extend inside the first cylindrical section, the tapered section, and the second cylindrical section, thus penetrating or passing through them, thereby enabling cable guidance that is particularly advantageous in terms of installation space and weight.

[0027] In order to achieve a structure that is particularly advantageous in terms of installation space and weight of the hub drive device, another design of the present invention specifies that the first channel has a first channel segment and the second channel has a second channel segment, wherein the first channel segment and the second channel segment extend in the wall of the second cylindrical segment in the axial direction, that is, extend inside the wall.

[0028] Another embodiment is characterized in that the stator frame has a third cylindrical section. The contextual description of the first and second cylindrical sections can be directly applied to the third cylindrical section, and vice versa. Therefore, the third cylindrical section is a fourth region, fourth portion, or fourth segment of the stator frame, which is cylindrical at least on the outer circumference and preferably also on the inner circumference, thus having a shape that is particularly straight cylindrical. The third cylindrical section is axially arranged between the second cylindrical section and the wheel disc, particularly axially arranged between the second and first cylindrical sections. Preferably, the third cylindrical section is directly connected to the second cylindrical section, thus preferably the third cylindrical section is adjacent to, or directly connected to, the second cylindrical section in the axial direction of the hub drive. Therefore, no other region or segment of the stator frame is arranged between the second and third cylindrical sections in the axial direction of the hub drive. Here, the first sub-bearing of the wheel bearing is radially arranged within the third cylindrical section and axially overlaps with the third cylindrical section. Thus, for example, the aforementioned split support structure can be implemented in a way that is advantageous in terms of installation space, thereby enabling a particularly advantageous wheel support in a way that is particularly advantageous in terms of installation space and weight.

[0029] A hub drive device, for example, has a hub, in which it is conceivable that the disc and, consequently, the wheel, are connected to the hub in a manner particularly detachable without damage, i.e., the disc and, in particular, the wheel, are connected to the hub in a rotationally resistant manner. In particular, the hub is rotatably supported relative to the wheel carrier by means of and via wheel bearings about the wheel's axis of rotation.

[0030] To achieve particularly advantageous support for the wheel, especially the hub, in a manner that is particularly advantageous in terms of installation space and weight, another embodiment of the invention specifies that the wheel bearing has a second sub-bearing, which is axially arranged on the side of the first sub-bearing facing the wheel carrier and thus away from the wheel disc. In other words, the second sub-bearing is arranged on the side of the first sub-bearing facing the wheel carrier and away from the wheel disc in the axial direction of the hub drive mechanism. Therefore, the second sub-bearing is axially arranged within the first sub-bearing.

[0031] To achieve a structure that provides a particularly advantageous mounting space for the hub drive unit, another design provision of the present invention specifies that the second sub-bearing is arranged on the side of the second cylindrical section facing away from the first sub-bearing in the axial direction. It is conceivable that the second sub-bearing is directly supported, in the axial direction, particularly in the direction parallel to or coinciding with the axial direction and in the support direction from the second sub-bearing to the first sub-bearing, on the side of the second cylindrical section facing away from the first sub-bearing in the axial direction and particularly towards the wheel carrier.

[0032] To achieve a particularly advantageous support in a manner that is particularly advantageous in terms of installation space and weight, another design of the invention specifies that the first sub-bearing has a first roller and a first raceway assembly, the first raceway assembly having a first raceway for the first roller and a second raceway arranged radially within the first raceway. The second sub-bearing has a second roller, which is connected to the first roller in the axial direction of the hub drive in such a way that the first roller is spaced apart from the second roller in the axial direction, and vice versa. Furthermore, the second sub-bearing has a second raceway assembly connected to the first raceway assembly in the axial direction, the second raceway assembly preferably being spaced apart from the first raceway assembly in the axial direction. The second raceway assembly has a third raceway for the second roller and a fourth raceway arranged radially within the third raceway. When the vehicle and, consequently, the wheel disc and, for example, the hub, rotate relative to the wheel frame about the wheel axis of rotation, the first roller rolls particularly directly on the first and second raceways, and the second roller rolls particularly directly on the third and fourth raceways.

[0033] Finally, to achieve particularly advantageous support, especially for the mounting space and weight of the wheel, it has proven particularly advantageous for the hub drive unit to have a hub sleeve. The hub sleeve is, for example, the aforementioned hub, or a component of the aforementioned hub. The hub sleeve is arranged radially within the wheel bearing and is rotatably supported to the wheel carrier by means of and via the wheel bearing. In other words, the hub sleeve is rotatably supported to the wheel carrier about the wheel's axis of rotation about the wheel carrier by means of and via the wheel bearing. Here, the hub sleeve is particularly rotatably connected to the wheel disc. In particular, the hub sleeve is detachably connected to the wheel disc without damage, i.e., the hub sleeve is rotatably connected to the wheel disc. Therefore, the wheel can be advantageously rotatably supported to the wheel carrier via the wheel disc and the hub sleeve.

[0034] The second aspect of the invention relates to a motor vehicle, also simply referred to as a vehicle and preferably designed as an automobile, particularly a passenger car, having at least one hub drive device according to the first aspect of the invention. The advantages and advantageous designs of the first aspect of the invention should be regarded as advantages and advantageous designs of the second aspect of the invention, and vice versa.

[0035] Preferably, the first cylindrical segment, the conical segment, and the second cylindrical segment are integrally formed, i.e., constituted as a single piece. In other words, it is preferred that the first cylindrical segment, the conical segment, and the second cylindrical segment are not separately constructed and connected to each other, but rather preferably constructed as a single piece, i.e., integrally formed, and thus constituted as a single piece. The first cylindrical segment, the conical segment, and the second cylindrical segment are thus constituted by a single-piece body, which is a monolithic unit. Preferably, the first cylindrical segment, the conical segment, and the second cylindrical segment are constituted by a single-piece casting, i.e., the body is, for example, the casting. Preferably, the third cylindrical segment is separately constructed from the first cylindrical segment, the conical segment, and the second cylindrical segment and connected to the body. Preferably, the third cylindrical segment is threadedly connected to the body and thus connected to the body.

[0036] Preferably, the motor is designed as an external rotor type, i.e., an external rotor motor, also known as an external rotor electric motor. This specifically means that the stator is connected to the wheel carrier on its radially inner side. For example, it is also specified that at least one rotor carrier section is arranged radially outside the stator, wherein this rotor carrier section is preferably a cylindrical section, i.e., a rotor carrier section that is cylindrical at least on the outer circumference and preferably also on the inner circumference. In particular, the rotor is permanently and rotationally resistantly connected to the rotor carrier and thus carried by the rotor carrier. More preferably, the motor is designed as an axial flux motor (AFM), also known as an axial flux motor.

[0037] Other advantages, features, and details of the invention arise from the following description of preferred embodiments of the invention with reference to the accompanying drawings. The features and combinations of features mentioned above in the specification, as well as those mentioned below in the description of the drawings and / or shown individually in the drawings, may be used not only in the correspondingly specified combinations, but also in other combinations or individually, without departing from the scope of the invention.

[0038] In the attached image:

[0039] Figure 1 A partial longitudinal sectional view of a hub drive system for a motor vehicle is shown.

[0040] Figure 2 This diagram shows a partial front view of the hub drive system.

[0041] Figure 3 A three-dimensional schematic diagram of the stator frame of the hub drive device is shown;

[0042] Figure 4 Another three-dimensional schematic diagram of the stator frame is shown.

[0043] In the accompanying drawings, identical or functionally identical parts are marked with the same reference numerals.

[0044] Figure 1Along Figure 2 The schematic cross-sectional view AA partially shows a hub drive system 10 for a motor vehicle, also simply referred to as a vehicle, preferably designed as an automobile, and especially designed as a passenger car. The hub drive system is also called a hub actuator or hub drive mechanism. The hub drive system 10 can drive the wheels 12 of the motor vehicle, particularly in a purely electric manner, as detailed below. The wheel 12 has a disc 14 and a rim 16. At least the disc 14 can be a component of the hub drive system 10, and therefore the hub drive system may at least include the disc 14. For example, the wheel 12 is a component of the hub drive system 10. A tire, not shown in the figures and made of, for example, rubber, can be fixed on the rim 16; therefore, the tire can be said to be fitted onto the rim 16. Figure 1 In the illustrated embodiment, the rim 16 and the disc 14 are constructed separately from each other and are connected to each other in a particularly permanent, anti-rotational manner.

[0045] The hub drive unit 10 has a wheel carrier 18 and a wheel bearing 20, also referred to as a wheel bearing assembly. The wheel disc 14 is rotatably supported relative to the wheel carrier 18 by means of and via the wheel bearing 20 about the wheel rotation axis 22 (also referred to as the main rotation axis or rotation axis). Figure 1 In the embodiment shown, the wheel 12 is rotatably supported relative to the wheel frame 18 by means of the wheel bearing 20 and via the wheel bearing 20 about the wheel rotation axis 22.

[0046] The hub drive unit 10 has exactly one motor 24, which is currently designed as an axial flux motor. Motor 24 has a rotor 26 and a stator 28, the rotor 26 being driven by the stator and thus rotatable about the wheel rotation axis 22 relative to the wheel carrier 18. For example, the rotor 26 includes a disc 14, such that the disc 14 and consequently the wheel 12 can be driven by the rotor 26 and thus rotatable about the wheel rotation axis 22 relative to the wheel carrier 18. The entire motor vehicle can be driven, for example, by driving the wheel 12. The rotor 26 includes two rotor elements 30 and 32. In particular, the disc 14 is permanently and anti-rotationally connected to the rotor 26 and therefore to the rotor elements 30 and 32. More particularly, the disc 14 is constructed separately from the rotor 26 and from the rotor elements 30 and 32, and is permanently and anti-rotationally connected to the rotor elements 30 and 32 and therefore to the rotor 26. For example, each rotor element 30, 32 is at least substantially disc-shaped. Figure 1It can be seen that rotor elements 30 and 32 are spaced apart from each other in the axial direction of the hub drive unit 10, and the radial direction of the hub drive unit 10 extends perpendicular to its axial direction. The axial direction of the hub drive unit 10 coincides with the wheel rotation axis 22, also known as the main rotation axis, and the radial direction of the hub drive unit 10 extends perpendicular to the axial direction of the hub drive unit 10 and therefore perpendicular to the wheel rotation axis 22. Figure 1 The image is shown by arrow 34. The stator 28 is arranged between rotor elements 30 and 32 in the axial direction of the hub drive unit 10 such that rotor element 30 at least partially overlaps with, or is covered by, the stator 28 in a first direction, and rotor element 32 at least partially overlaps with, or is covered by, the stator 28 in a second direction opposite to the first direction. The first direction coincides with or extends parallel to the axial direction of the hub drive unit 10 and points from rotor element 30 to rotor element 32, while the second direction extends parallel to or coincides with the axial direction of the hub drive unit 10 and extends from rotor element 32 toward rotor element 30. For the purposes of this context, radial directions refer to the radial direction of the hub drive unit 10 unless otherwise stated. For the purposes of this context, axial directions refer to the axial direction of the hub drive unit 10 unless otherwise stated.

[0047] The hub drive unit 10 has a stator frame 36, and the stator 28 is held on the wheel carrier 18 by means of and via the stator frame in a particularly permanent, anti-rotational manner. In the embodiment shown in the figures, the stator 28 is constructed separately from the stator frame 36 and is connected to the stator frame 36 in a particularly permanent, anti-rotational manner. In this example, it is also specified that the stator frame 36 is constructed separately from the wheel carrier 18 and is connected to the wheel carrier 18 in a particularly permanent, anti-rotational manner.

[0048] Figure 2 The hub drive unit 10 is partially shown in the front view schematic diagram, wherein, Figure 2 The stator frame 36 is shown in particular in a cross-sectional view, wherein the cross-section extends perpendicular to the axial direction. From Figure 1 and 2As can be seen, the stator frame 36 has first channels 38 extending inside the stator frame 36. Each first channel 38 accommodates exactly one high-voltage cable 40, which thus extends within each channel 38 and therefore within the stator frame 36. Specifically, the high-voltage cable 40 is electrically connected to the stator 28. The high-voltage cable 40 is designed to transmit electrical energy, preferably at a voltage greater than 50 volts, particularly greater than 60 volts, and especially preferably several hundred volts. The stator frame 36 also has second channels 42 extending inside the stator frame 36. Channels 42 are cooling channels, which can preferably be traversed by a liquid coolant, particularly so that the coolant directly contacts the stator frame 36 in its path through each channel 42, i.e., directly contacts the corresponding inner circumferential side of the stator frame 36 that directly defines each channel 42. It is also conceivable that each channel 42 accommodates exactly one cooling conduit, which is separately constructed from the stator frame 36 and can be traversed by coolant. Therefore, each channel 42 can be traversed by coolant, wherein, for example, coolant can be directed to the stator 28 through at least one channel 42. It is also conceivable that coolant can be discharged from the stator 28 through at least another channel 42. The stator 28 can be cooled by the coolant. Preferably, the coolant is oil. The channels 42 are arranged, for example, in a coolant circuit through which the coolant can flow. It is also conceivable that each high-voltage cable 40 is constructed separately from the stator frame 36.

[0049] In the embodiment shown in the figures, the stator frame 36 also has at least one or exactly one third channel 44 for the sensor cable 46. In this example, the sensor cable 46 is constructed separately from the stator frame 36 and passes through the third channel 44 and thus extends inside the stator frame 36. The sensor cable 46 is designed to transmit signals, in particular electrical signals, characterizing, for example, measured values. The hub drive unit 10 has, for example, at least one sensor (not shown) by means of which measured values ​​can be acquired or will be acquired. The sensor can provide a signal, also known as a sensor signal, which can be output from the sensor, for example, via the sensor cable 46. The sensor cable 46 is also referred to, for example, as a cable or signal cable.

[0050] Figure 1 One of the channels, 38, is shown. Figure 1 Arrow 48 indicates the high-voltage cable 40 housed in this channel 38. In particular, arrow 48 indicates that, for example, at least through the high-voltage cable 40 housed in this channel 38, the aforementioned electrical energy can be supplied to the stator 28, which may be provided, for example, by or will be provided by the motor vehicle's battery.

[0051] Overall, channels 38, 42, and 44 are used to guide the high-voltage cable 40, coolant, and sensor cable 46. Therefore, the guiding structure for the high-voltage cable 40, coolant, and sensor cable 46 (also referred to as the cable guiding structure) is integrated into the stator frame 36, thereby achieving a structure that is particularly advantageous in terms of installation space and weight for the hub drive unit 10.

[0052] Combination Figures 1 to 4 As can be seen, the stator frame 36 has a first cylindrical section Z1 located radially outward, i.e., on the outer side in the radial direction, which is cylindrical at least on the outer circumference and preferably also on the inner circumference. Here, the stator 28 is arranged to overlap the first cylindrical section Z1 axially and surround it radially, wherein, in this example, the stator 28 is arranged directly on the cylindrical section Z1. In particular, the stator 28 is, for example, permanently and anti-rotationally connected to the cylindrical section Z1. Figure 1 The outer peripheral side of the cylindrical section Z1 is designated by the symbol 50, which points outward in the radial direction and is cylindrical, thus having the shape of a straight cylinder. Here, in particular, the stator 28 is arranged directly on the outer peripheral side 50.

[0053] The stator frame 36 also has a tapered section K directly connected to the first cylindrical section Z1, which extends radially inward toward the wheel bearing 20 and thus toward the wheel rotation axis 22 from the first cylindrical section Z1, i.e., in the radial direction of the hub drive unit 10, and axially in the direction of the wheel carrier 18, i.e., toward the wheel carrier 18. Here, the stator frame 36 has a second cylindrical section Z2 directly connected to the tapered section K. The second cylindrical section Z2 is arranged axially, i.e., in the axial direction of the hub drive unit 10, between the wheel carrier 18 and the tapered section K. The cylindrical section Z2 is a radially inward cylindrical section because the cylindrical section Z2 is arranged radially inside the cylindrical section Z1, and therefore is arranged radially closer to the inside than the cylindrical section Z1. However, it is currently specified that the cylindrical section Z2 is arranged so that it does not overlap with the cylindrical section Z1 axially, and vice versa.

[0054] from Figure 2 As can be seen, the stator frame 36 has at least one, or in this example multiple, openings 52, also referred to as threaded openings, wherein each opening 52 may be provided with exactly one fixing element. The stator frame 36 is fixed to the wheel carrier 18 by the respective fixing elements, thereby being permanently and rotationally resistantly connected to the wheel carrier 18. The respective fixing elements are, for example, corresponding threaded fasteners, especially bolts, such that the stator frame 36 is threadedly connected to the wheel carrier 18 by the corresponding threaded fasteners, thereby being permanently and rotationally resistantly connected to the wheel carrier 18. The channels 38, 42, and 44, and preferably the openings 52, are also spaced apart from each other, especially in pairs, and are fluidly isolated from each other, and extend within the stator frame 36.

[0055] by Figure 1 Taking channel 38 as an example, from Figure 1 It can be seen that each of the channels 38, 42, and 44 corresponds, for example, to another channel that extends within the wheel frame 18. Figure 1 The channel 38 shown corresponds to another channel extending within the wheel carrier 18. Figure 1 The symbol is marked 54. Here, for example, each high-voltage cable 40 or sensor cable 46 is arranged in another channel extending within the wheel carrier 18 corresponding to its respective channel 42 or 44. Furthermore, the other channel extending within the wheel carrier 18 corresponding to each channel 42 can be through which coolant flows or can flow through the corresponding channel 42. Therefore, the high-voltage cable 40, sensor cable 46, and coolant can originate from the wheel carrier 18, thus entering from the wheel carrier 18 through the corresponding channels 38, 42, and 44 and being delivered to the given element 28 via these channels, and / or delivered in reverse.

[0056] For example, in the hub drive unit 10, each first channel 38 has a corresponding first channel segment, and each second channel 42 has a corresponding second channel segment. The first channel segment and the second channel segment extend, for example, in the wall W of the second cylindrical segment Z2 in the axial direction of the hub drive unit 10. Figure 1 Lieutenant General Figure 1 The first channel segment of channel 38 shown is labeled KA1.

[0057] Cylindrical segments Z1 and Z2, as well as conical segment K, are integrally formed, meaning they are single-piece components. Therefore, cylindrical segments Z1 and Z2, and conical segment K, are constituted by a single body KR, which is also a one-piece design. In other words, the body KR is constructed as a single unit. More specifically, the body KR is cast, thus it is designed as a cast component, also known as a casting.

[0058] The stator frame 36 has a third cylindrical section Z3, which is axially arranged between the second cylindrical section Z2 and the wheel 14, and in this example, between the second cylindrical section Z2 and the first cylindrical section Z1. In the embodiment shown in the figures, the third cylindrical section Z3 is axially adjacent to, and directly connected to, the cylindrical section Z2 towards the wheel 14, so that no other area or section of the stator frame 36 is arranged axially between the cylindrical sections Z2 and Z3. In this example, the cylindrical section Z3 is constructed separately from the body KR and is permanently and rotationally resistantly connected to the body KR, especially by means of a threaded connection between the third cylindrical section Z3 and the body KR. For example, the respective threaded connectors pass completely through the corresponding openings 52, so that each opening 52 is, for example, configured as a through hole, especially without threads. The corresponding threaded connectors passing through each opening 52 also pass through the respective corresponding second openings of the wheel frame 18, each second opening being, for example, configured as a second through hole, especially without threads. The third cylindrical section Z3 is threadedly connected to the body KR, for example, by means of a threaded connector passing through the second opening 52 and the wheel carrier 18, specifically in such a way that the third cylindrical section Z3 is axially pressed against the cylindrical section Z2 and tensioned via the cylindrical section Z2 against the wheel carrier 18. Thus, the cylindrical section Z2 is axially clamped between the cylindrical section Z3 and the wheel carrier 18, and thereby permanently and non-rotatably connected to the wheel carrier 18. The threaded connector thus non-rotatably connects both the cylindrical sections Z2 and Z3 to the wheel carrier 18. In particular, each second opening is preferably a second through hole without threads. For example, the cylindrical section Z3 has a corresponding thread for each threaded connector, particularly constructed as an internal thread, and each threaded connector is screwed directly into the corresponding thread. This allows for a connection of the cylindrical sections Z2 and Z3 on the wheel carrier 18 that is particularly advantageous in terms of installation space, weight, and cost.

[0059] The hub drive unit 10 also has a rotor cover 56, which in this example is constructed separately from the wheel disc 14 and is permanently and rotationally resistantly connected to the wheel disc 14. The rotor element 30 is permanently and rotationally resistantly connected to the rotor cover 56, so that, for example, the rotor cover 56 is part of the rotor frame 58 of the hub drive unit 10. Here, the rotor 26 is permanently and rotationally resistantly connected to the rotor frame 58. For example, the wheel disc 14 is another part of the rotor frame 58, because, for example, the rotor element 32 is permanently and rotationally resistantly connected to the wheel disc 14. Here, the rotor frame 58 has a rotor frame section 60 that is cylindrical at least on the outer circumferential side and, in this example, also on the inner circumferential side. In particular, the rotor frame section 60 is integrally designed with the wheel disc 14, i.e., it is constructed as a single piece. The hub drive unit 10 also has a sealing element 62, also simply referred to as a seal and made of, for example, rubber, for sealing the rotor cover 56 and thus the rotor frame 58 relative to the cylindrical section Z2 and thus relative to the stator frame 36. Here, the sealing element 62 is arranged radially between the rotor cover 56 and the cylindrical section Z2, such that one side of the sealing element 62, which is constructed separately from the rotor cover 56 and the cylindrical section Z2, directly contacts the rotor cover 56, and the other side directly contacts the cylindrical section Z2.

[0060] For example, the body KR is made of aluminum, that is, it is made of aluminum alloy.

[0061] In the embodiment shown in the accompanying drawings, a split support structure is achieved by means of a wheel bearing 20. For this purpose, the wheel bearing 20 has a first sub-bearing TL1, which is radially arranged within the third cylindrical section Z3 and axially overlaps with the third cylindrical section Z3. The wheel bearing 20 also has a second sub-bearing TL2, which is arranged on the side S1 of the first sub-bearing TL1 facing the wheel frame 18 in the axial direction and opposite to the wheel disc 14. Furthermore, the second sub-bearing TL2 is arranged on the side S2 of the second cylindrical section Z2, opposite to the first sub-bearing TL1 in the axial direction, specifically directly on the cylindrical section Z2 and on the side S2. This will be described in more detail below.

[0062] The first sub-bearing TL1 has a first roller 64 and a first raceway assembly 66, which has a first raceway 68 for the roller 64 and a second raceway 70 arranged radially within the first raceway 68. When the wheel 14, and therefore the wheel 12, rotates relative to the wheel frame 18 about the wheel rotation axis 22, one side of the roller 64 rolls directly along the raceway 68, and the other side rolls directly along the raceway 70. Sub-bearings TL1 and TL2 are spaced apart from each other in the axial direction. The second sub-bearing TL2 has a second roller 72 and a second raceway assembly 74, which has a third raceway 76 and a fourth raceway 78 for the roller 72. When the wheel 14, and therefore the wheel 12, rotates relative to the wheel frame 18 about the wheel rotation axis 22, one side of the roller 72 rolls directly along the raceway 76, and the other side rolls directly along the raceway 78.

[0063] In the embodiment shown in the accompanying drawings, the hub drive device 10 also includes a hub sleeve 80, which in this example is, for example, a component of the hub 82. It can be seen that the disc 14 is constructed separately from the hub 82 and is connected to the hub 82 in a rotationally resistant manner. In particular, the disc 14 is constructed separately from the hub 82 and is connected to the hub 82 in a particularly non-destructive manner, such that the disc 14 is connected to the hub 82 in a rotationally resistant manner. For this purpose, the disc 14 is threadedly connected to the hub 82, for example, by means of bolts, and thereby is connected to the hub 82 in a non-destructive and rotationally resistant manner. Figure 1 One of the bolts is shown, marked 84. Figure 1In the illustrated embodiment, raceway 68 is specifically formed directly from the cylindrical segment Z3, which is therefore, for example, the radially outer first bearing sleeve of the sub-bearing TL1. Raceway 70 is, for example, formed from the radially inner second bearing sleeve 84 of the sub-bearing TL1, which is radially arranged within the cylindrical segment Z3 or within the first bearing sleeve. The bearing sleeve 84 is constructed separately from the cylindrical segment Z3 and separately from the hub sleeve 80, and is, for example, permanently and anti-rotationally connected to the hub sleeve 80. Alternatively, it is conceivable that raceway 70 is formed directly from the hub sleeve 80. Raceway 76 is arranged to axially overlap with the wheel carrier 18 and not axially overlap with the cylindrical segment Z2, wherein, in this example, raceway 76 is formed from the radially outer third bearing sleeve 86 of the sub-bearing TL2. The bearing sleeve 86 is constructed separately from the wheel carrier 18 and the stator frame 36. It is arranged to axially overlap with the wheel carrier 18 and radially within the wheel carrier 18, and is directly supported in the axial direction and toward the sub-bearing TL1 by the cylindrical section Z2, particularly on the side S2. In particular, the bearing sleeve 86 is permanently and anti-rotationally connected to the wheel carrier 18. In this example, the raceway 78 is formed by a radially inward fourth bearing sleeve 88 of the sub-bearing TL2, wherein the bearing sleeve 88 is radially arranged within the bearing sleeve 86. The bearing sleeve 88 is constructed separately from the hub sleeve 80 and is, for example, permanently and anti-rotationally connected to the hub sleeve 80. Alternatively, it is conceivable that the raceway 78 is formed directly by the hub sleeve 80, and it is also conceivable that the raceway 76 is formed directly by the wheel carrier 18. The bearing sleeve 88 is locked to the hub sleeve 80, for example by means of a locking member 90, which is constructed separately from the hub sleeve 80 and configured as a retaining ring, in the axial direction.

[0064] Figure 3 The stator frame 36 is shown in a three-dimensional schematic diagram. From Figure 3 The cylindrical sections Z1 and Z2, as well as the conical section K and the cylindrical outer circumferential side 50, are clearly visible. From Figure 3 It can be clearly seen that the first cylindrical section Z1 has a radially outwardly arranged first opening 92, which connects to the first channel 38. In particular, each channel 38 is provided with exactly one first opening 92. Each opening 92 is constructed in the outer peripheral side 50, that is, through the outer peripheral side 50, so that each first channel 38 leads outwardly or obliquely radially outwardly through its respective corresponding first opening 92 to the environment 94 of the stator frame 36, and here to the stator 28. Therefore, the high-voltage cable 40 can pass through the opening 92 in the radial direction or obliquely radial direction and thus extend through the opening 92 in the radial direction or obliquely radial direction, and thus extend between the stator 28 and the channel 38.

[0065] Figure 4 Another three-dimensional schematic diagram shows the stator frame 36. From Figure 4The cylindrical section Z1, opening 92, conical section K, and third cylindrical section Z3, which are constructed separately from the main body KR and are permanently and rotationally resistantly connected to the main body KR, are particularly clearly visible. Figure 4 It can be particularly clearly seen that the aforementioned opening, also known as a threaded opening, preferably unthreaded and preferably configured as a through hole, has... Figure 4 Marked as 96, fixing elements or threaded connections pass through these openings, by means of which cylindrical section Z3 is pressed against cylindrical section Z2 and tensioned against wheel frame 18 via cylindrical section Z2, thereby being connected to both cylindrical section Z2 and wheel frame 18 in a rotationally resistant manner.

[0066] Specifically, each bearing sleeve can be a bearing ring, with the radially outer bearing sleeves being the outer bearing rings and the radially inner bearing sleeves being the inner bearing rings. Therefore, the third cylindrical section Z3 can particularly be the outer bearing ring of the first sub-bearing TL1. Figure 4 The radially outer bearing sleeve 86 of the second sub-bearing TL2 can also be seen in part, which is configured as the outer ring of the bearing, for example.

[0067] List of reference numerals

[0068] 10-wheel drive system

[0069] 12 wheels

[0070] 14 Roulette

[0071] 16-inch rims

[0072] 18-wheel frame

[0073] 20 wheel bearings

[0074] 22 Wheel rotation axis

[0075] 24 motors

[0076] 26 rotors

[0077] 28 stators

[0078] 30 rotor elements

[0079] 32 rotor elements

[0080] 34 Double-headed arrows

[0081] 36 stator frame

[0082] 38 First Channel

[0083] 40 high voltage cable

[0084] 42 Second Channel

[0085] 44 Third Channel

[0086] 46 sensor cables

[0087] 48 arrows

[0088] 50 outer periphery

[0089] 52 openings

[0090] 54 Another channel

[0091] 56 Rotor Cover

[0092] 58 rotor frame

[0093] 60 rotor frame section

[0094] 62 sealing element

[0095] 64 First Roller

[0096] 66 First raceway device

[0097] 68 First Rolling Track

[0098] 70 Second Roller

[0099] 72 Second Roller

[0100] 74 Second Roller Device

[0101] 76 Third Rolling Track

[0102] 78 Fourth Rolling Track

[0103] 80 wheel sleeve

[0104] 82 wheels

[0105] 84 bearing sleeve

[0106] 86 bearing sleeve

[0107] 88 bearing sleeve

[0108] 90 locking parts

[0109] 92 First Opening

[0110] 94 Environment

[0111] K-conical segment

[0112] KA1 First Channel Section

[0113] KR ontology

[0114] S1 side

[0115] S2 side

[0116] TL1 First Sub-Bearing

[0117] TL2 second sub-bearing

[0118] W wall

[0119] Z1 First Cylindrical Section

[0120] Z2 Second Cylindrical Section

[0121] Z3 Third Cylindrical Section

Claims

1. A hub drive device (10) for a motor vehicle, comprising: Wheel frame (18); Wheel bearing (20); The wheel (14) is rotatably supported on the wheel frame (18) by means of the wheel bearing (20). The motor (24) has a stator (28) and a rotor (26); and The stator frame (36) holds the stator (28) anti-rotationally on the wheel frame (18). in, The stator frame (36) has a first channel (38) for high-voltage cables (40) and a second channel (42) for coolant. The stator frame (36) has a radially outward first cylindrical section (Z1), wherein the stator (28) is arranged to overlap the first cylindrical section (Z1) axially and to surround the first cylindrical section radially. Its features are, The first cylindrical section (Z1) has a first opening (92) arranged radially outward, which is connected to the first channel (38).

2. The hub drive device (10) according to claim 1, characterized in that, The stator frame (36) has a third channel (44) for the sensor cable (46).

3. The hub drive device (10) according to claim 1 or 2, characterized in that, The stator frame (36) has a tapered section (K) directly connected to the first cylindrical section (Z1), the tapered section extending radially inward toward the wheel bearing (20) from the first cylindrical section (Z1) and axially toward the wheel frame (18).

4. The hub drive device (10) according to claim 3, characterized in that, The stator frame (36) has a second cylindrical section (Z2) which is axially arranged between the wheel frame (18) and the tapered section (K).

5. The hub drive device (10) according to claim 4, characterized in that, The first channel (38) has a first channel segment (KA1) and the second channel (42) has a second channel segment, wherein the first channel segment (KA1) and the second channel segment extend in the axial direction within the wall (W) of the second cylindrical segment (Z2).

6. The hub drive device (10) according to claim 4 or 5, characterized in that, The stator frame (36) has a third cylindrical section (Z3) which is axially arranged between the second cylindrical section (Z2) and the wheel disc (14), wherein the first sub-bearing (TL1) of the wheel bearing (20) is radially arranged within the third cylindrical section (Z3) and axially overlaps the third cylindrical section (Z3).

7. The hub drive device (10) according to claim 6, characterized in that, The wheel bearing (20) has a second sub-bearing (TL2) which is axially arranged on the side of the first sub-bearing (TL1) opposite to the wheel disc (14) (S1).

8. The hub drive device (10) according to claim 7, characterized in that, The second sub-bearing (TL2) is arranged on the side (S2) of the second cylindrical section (Z2) opposite to the first sub-bearing (TL1).

9. The hub drive device (10) according to claim 7 or 8, characterized in that, - The first sub-bearing (TL1) has a first roller (64) and a first raceway assembly (66), the first raceway assembly having a first raceway (68) for the first roller (64) and a second raceway (70) radially disposed within the first raceway (68); and - The second sub-bearing (TL2) has a second roller (72) connected to the first roller (64) in the axial direction and a second raceway assembly (74) connected to the first raceway assembly (66) in the axial direction. The second raceway assembly has a third raceway (76) for the second roller (72) and a fourth raceway (78) arranged radially within the third raceway (76).

10. The hub drive device (10) according to any one of the preceding claims, characterized in that, Includes a hub sleeve (80) which is anti-rotatably connected to the wheel disc (14), is radially arranged within the wheel bearing (20), and is rotatably supported by the wheel bearing (20) on the wheel frame (18).

11. A motor vehicle having at least one hub drive device (10) according to any one of the preceding claims.

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