Driving motor and vehicle device

Abstract

The application relates to a driving motor and a vehicle device, which comprise a shell, a stator assembly, a rotor assembly and a differential assembly. In actual operation, pressure can be generated in the gear cavity under high-speed stirring of the gear, so that lubricating oil is automatically forced to enter a cooling flow channel and flow into a fluid passage towards the motor cavity, is directly heat-exchanged with the stator assembly and then returns to the gear cavity. The lubricating oil plays a dual function of lubrication and heat dissipation, can efficiently take away heat of the motor cavity in the circulation process and can realize forced liquid cooling of the stator assembly, so that the ability of continuous output under high-power working conditions is ensured. Moreover, the lubricating oil is circulated by relying on the gear disturbance in the gear cavity, and additional components such as an oil pump and a supporting pipeline are not needed, so that the number of parts and assembly complexity are obviously reduced. Therefore, the driving motor and the vehicle device can simplify the structure under the premise of meeting efficient heat dissipation.

Description

Technical Field

[0001] This invention relates to the field of drive motor technology, and in particular to a drive motor and vehicle device. Background Technology

[0002] With the widespread application of drive motors in electric two-wheelers, three-wheelers, and new energy vehicles, the demand for power density is increasing daily. The continuous increase in power levels inevitably leads to a significant increase in motor heat generation. However, the heat dissipation capacity of a single air-cooling solution is limited. Under high-power operating conditions, the temperature rise of the stator windings can easily exceed the material's temperature resistance limit, severely restricting the motor's continuous output capability. To improve heat dissipation performance, a forced liquid cooling module can be integrated, using additional components such as an independent water-cooling jacket, an external oil pump, and external piping to enhance heat exchange. However, liquid cooling modules increase the number of components and complicate the overall structure, making it difficult to simultaneously meet the practical requirements of efficient heat dissipation and a compact structure. Summary of the Invention

[0003] Therefore, it is necessary to provide a drive motor and vehicle device that can simplify the structure while meeting the above-mentioned problems.

[0004] A drive motor, comprising: The housing has an internally connected motor cavity and gear cavity, and the sidewalls of the housing have multiple cooling channels, with both ends of the cooling channels extending to the motor cavity and the gear cavity, respectively. A stator assembly is fixedly installed inside the motor cavity. A fluid channel is formed on the outer wall of the stator assembly, and the fluid channel is connected to one end of the plurality of cooling channels that extend into the motor cavity. A rotor assembly rotatably disposed within the stator assembly, the rotor assembly including a motor shaft extending axially along the housing; and The differential assembly is installed in the gear cavity and is drive-connected to the motor shaft.

[0005] In one embodiment, the housing has an exhaust port communicating with the gear cavity, and a one-way exhaust valve is installed on the exhaust port.

[0006] In one embodiment, the cooling channels extend axially along the housing, and a plurality of the cooling channels are spaced circumferentially along the housing.

[0007] In one embodiment, the housing includes a motor housing, a motor housing cover, and a gearbox cover. The motor housing has a hollow cylindrical structure with openings at both ends. The motor housing cover and the gearbox cover are detachably installed at the openings at both ends of the motor housing. The motor cavity is formed inside the motor housing, and the gear cavity is formed between the gearbox cover and the motor housing.

[0008] In one embodiment, a first flow channel is formed on the side wall of the motor housing, and a second flow channel is formed on the side wall of the gearbox cover. The first flow channel and the second flow channel are connected end to end to form the cooling flow channel.

[0009] In one embodiment, one end of the cooling channel extending into the motor cavity forms a sealing port on the inner wall of the motor cavity, and the stator assembly is attached to the inner wall of the motor cavity such that the fluid channel covers the sealing port.

[0010] In one embodiment, the fluid channel is annular and extends circumferentially along the stator assembly, and a plurality of the fluid channels are spaced apart axially along the stator assembly.

[0011] In one embodiment, the differential assembly includes a differential housing, planetary gears, and two output internal gears. The differential housing is drive-connected to the motor shaft, and the planetary gears are mounted on the differential housing and mesh with the two output internal gears.

[0012] In one embodiment, each of the output internal teeth has a spline sleeve at its end.

[0013] In one embodiment, the two output internal teeth are arranged axially along the motor shaft and coaxially disposed with the motor shaft. The two ends of the housing are respectively provided with mating interfaces opposite to the two output internal teeth. An axial through hole is provided inside the motor shaft, and the two ends of the axial through hole are respectively opposite to one of the output internal teeth and the mating interface.

[0014] In one embodiment, a speed reducer assembly is further included, the speed reducer assembly including a first connecting gear and a second connecting gear, the first connecting gear meshing with the input gear of the motor shaft, the second connecting gear meshing with the differential assembly, and the outer diameter of the first connecting gear being larger than the outer diameter of the second connecting gear.

[0015] In one embodiment, the outer diameter of the input gear is smaller than the outer diameter of the first connecting gear.

[0016] A vehicle device includes a drive motor as described in any of the preferred embodiments above.

[0017] In actual operation, the aforementioned drive motor and vehicle device utilize the pressure generated within the gear cavity by the high-speed agitation of the gears. This pressure forces the lubricating oil to automatically enter the cooling channel and flow towards the motor cavity into the fluid channel, where it directly exchanges heat with the stator assembly before returning to the gear cavity. The lubricating oil serves a dual function of lubrication and heat dissipation. During its circulation, the lubricating oil efficiently removes heat from the motor cavity and provides forced liquid cooling to the stator assembly, ensuring continuous output under high-power conditions. Furthermore, the lubricating oil circulates through gear agitation within the gear cavity, eliminating the need for additional components such as oil pumps and piping, significantly reducing the number of parts and assembly complexity. Therefore, the aforementioned drive motor and vehicle device achieve a simplified structure while meeting the requirements of efficient heat dissipation. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the drive motor in a preferred embodiment of the present invention; Figure 2 for Figure 1 A cross-sectional view of the drive motor shown. Figure 3 for Figure 1 The diagram shows the structural structure of the motor housing in the drive motor. Figure 4 for Figure 1 The diagram shows the structure of the gearbox cover in the drive motor. Figure 5 for Figure 4 The cross-sectional view of the gearbox cover shown; Figure 6 for Figure 1 The diagram shows the structure of the stator assembly in the drive motor. Figure 7 for Figure 6 A cross-sectional view of the stator assembly shown; Figure 8 for Figure 1 A schematic diagram of the transmission structure between the motor shaft and the differential assembly in the drive motor shown. Figure 9 for Figure 8 The cross-sectional view of the transmission structure shown.

[0020] Explanation of reference numerals in the attached figures: Drive motor - 100; Housing - 110; Motor housing - 111; Motor housing cover - 112; Gearbox cover - 113; Cooling channel - 101; First channel - 1011; Second channel - 1012; Sealing port - 102; Interlocking port - 103; Stator assembly - 120; Fluid channel - 121; Rotor assembly - 130; Motor shaft - 131; Axial through hole - 1311; Input gear - 132; Differential assembly - 140; Differential housing - 141; Planetary gear - 142; Output internal gear - 143; Spline sleeve - 1431; Reducer assembly - 150; First connecting gear - 151; Second connecting gear - 152; One-way exhaust valve - 160. Detailed Implementation

[0021] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0022] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0023] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0024] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0027] Please see Figure 1 The present invention provides a drive motor 100. Furthermore, the present invention also provides a vehicle device, wherein the vehicle device includes the drive motor 100.

[0028] The aforementioned vehicle device is driven by a drive motor 100 to achieve movement. The drive motor 100 has wide adaptability and can therefore be integrated as a drive element into various types of vehicle devices. For example, the aforementioned vehicle device can be an electric tricycle, an electric motorcycle, or a four-wheeled mobility scooter, or it can be a new energy vehicle. Optionally, the drive motor 100 is a mid-mounted motor, centrally located between the left and right drive wheels of the vehicle device. The drive motor 100 is connected to the two side half-shafts for transmission to achieve power output to the left and right wheels.

[0029] Please refer to the following: Figure 2 In a preferred embodiment of the present invention, the drive motor 100 includes a housing 110, a stator assembly 120, a rotor assembly 130, and a differential assembly 140.

[0030] The housing 110 contains a motor cavity and a gear cavity, which are interconnected. The stator assembly 120 and rotor assembly 130 are mounted in the motor cavity, while the differential assembly 140 is mounted in the gear cavity. The sidewalls of the housing 110 typically have an oil inlet (not shown) and an oil outlet (not shown). After assembly, lubricating oil can be injected into the gear cavity through the oil inlet to lubricate the gears. When the lubricating oil deteriorates or reaches its replacement cycle, waste oil can be discharged through the oil outlet. Because the motor cavity and gear cavity are interconnected, the lubricating oil in the gear cavity can also enter the motor cavity during gear rotation, lubricating the rotor assembly 130 and providing some cooling for heat-generating components such as the stator assembly 120.

[0031] Specifically, in this embodiment, the outer casing 110 also has an exhaust port (not shown) that communicates with the gear cavity, and a one-way exhaust valve 160 is installed on the exhaust port. The one-way exhaust valve 160 is configured to allow only the gas in the inner cavity of the outer casing 110 to be discharged outward, while preventing external air, moisture and impurities from entering the inner cavity.

[0032] During the operation of the drive motor 100, the lubricating oil and air in the gear cavity and motor cavity expand as the temperature rises, increasing the internal cavity pressure. When the pressure difference between the inside and outside reaches the opening threshold of the one-way exhaust valve 160, the one-way exhaust valve 160 opens to allow some gas to be discharged through the exhaust port, thereby balancing the internal cavity pressure of the housing 110 under the hot and cold cycle and preventing excessive internal pressure from causing oil seal leakage. When the drive motor 100 stops to cool down and the internal cavity gas contracts to generate negative pressure, the one-way exhaust valve 160 closes to prevent external air and moisture from being drawn into the cavity. Thus, except for the exhaust passage of the one-way exhaust valve 160, the housing 110 is in a completely closed state, which can significantly reduce the contact between the lubricating oil and the outside air, reduce the risk of lubricating oil oxidation, emulsification, and water ingress and deterioration, and extend the service life of the lubricating oil and the oil change maintenance cycle.

[0033] Please refer to the following: Figure 3 and Figure 4 Specifically, in this embodiment, the outer casing 110 includes a motor housing 111, a motor housing cover 112, and a gearbox cover 113. The motor housing 111 has a hollow cylindrical structure with openings at both ends. The motor housing cover 112 and the gearbox cover 113 are detachably installed at the openings at both ends of the motor housing 111. A motor cavity is formed inside the motor housing 111, and a gear cavity is formed between the gearbox cover 113 and the motor housing 111.

[0034] The internal space of the motor housing 111 forms a motor cavity for accommodating the stator assembly 120 and the rotor assembly 130. The two openings of the motor housing 111 can be defined as a first opening end and a second opening end, respectively. The motor housing cover 112 is detachably installed at the first opening end to cover one end of the motor cavity; the gearbox cover 113 is detachably installed at the second opening end and, together with the corresponding end of the motor housing 111, forms a gear cavity for accommodating the differential assembly 140. Both the motor housing cover 112 and the gearbox cover 113 can be detachably connected to the motor housing 111 using bolts, screws, or other fasteners, thereby facilitating assembly, maintenance, and parts replacement. Optionally, an oil filler port, an oil drain port, and a vent can all be provided on the gearbox cover 113.

[0035] Furthermore, sealing structures such as sealing rings or gaskets can be installed at the joints between the motor housing 111, the motor housing cover 112, and the gearbox cover 113 to prevent lubricating oil leakage. Since the outer casing 110 is formed by splicing three parts, the processing difficulty is reduced.

[0036] The stator assembly 120 is fixedly installed inside the motor cavity, and the rotor assembly 130 is rotatably mounted through the stator assembly 120. The stator assembly 120 generally includes a stator core and stator windings wound on the stator core. The stator core can be formed by stacking magnetically conductive materials such as silicon steel sheets, and the stator windings can be made by winding conductive materials such as copper wire. The stator assembly 120 is hollow and annular, with a mounting through hole formed in its middle, and the rotor assembly 130 is rotatably mounted in this mounting through hole. The stator assembly 120 can be fixed to the motor cavity, i.e., the inner wall of the motor housing 111, by means of interference fit, fastener connection, etc., so that it remains stationary relative to the outer casing 110.

[0037] The rotor assembly 130 includes a motor shaft 131. Specifically, the rotor assembly 130 generally also includes a rotor core, which is fixedly sleeved on the motor shaft 131, which extends axially along the housing 110. A uniform air gap is maintained between the rotor core and the stator core, and the stator assembly 120 is arranged around the rotor assembly 130. Both ends of the motor shaft 131 are rotatably supported on the housing 110 by bearings (not shown). The end of the motor shaft 131 away from the motor cavity extends into the gear cavity and is connected to the differential assembly 140 for transmission. Thus, when the stator assembly 120 is energized, it generates a rotating magnetic field, driving the rotor assembly 130 to rotate, and the motor shaft 131 transmits power to the differential assembly 140.

[0038] Since the stator assembly 120, rotor assembly 130 and differential assembly 140 are all integrated inside the same housing 110, the overall structure of the drive motor 100 is more compact, and its size is smaller without changing the output power. It can also greatly simplify the vehicle assembly process.

[0039] Please refer to it again. Figure 2, Figure 3 See also Figure 5 The sidewalls of the outer casing 110 have multiple cooling channels 101, with both ends of each channel extending to the motor cavity and gear cavity, respectively. The cooling channels 101 can be straight, curved, or spiral, as long as both ends extend to the motor cavity and gear cavity, respectively. The cooling channels 101 allow cooling medium to flow through, thereby establishing a channel for cooling medium circulation between the motor cavity and gear cavity.

[0040] Specifically, in this embodiment, a first flow channel 1011 is formed on the side wall of the motor housing 111, and a second flow channel 1012 is correspondingly formed on the side wall of the gearbox cover 113. The first flow channel 1011 and the second flow channel 1012 are joined end-to-end to form a cooling flow channel 101. The number of first flow channels 1011 and second flow channels 1012 is equal and they correspond one-to-one. Corresponding first flow channels 1011 and second flow channels 1012 are joined together to form a cooling flow channel 101. More specifically, the first flow channel 1011 can be formed by drilling and milling, and is a closed channel with one end opening into the motor cavity and the other end opening into the mating surface of the motor housing 111 and the gearbox cover 113; the second flow channel 1012 can be in the form of an open groove and extend to the mating surface of the gearbox cover 113 to connect with the first flow channel 1011.

[0041] When the gearbox cover 113 is installed on the motor housing 111, the open side of the second flow channel 1012 is sealed by the mating surface of the motor housing 111, thus forming a cooling flow channel 101 together with the first flow channel 1011. Optionally, a sealing ring or gasket is generally provided at the joint between the first flow channel 1011 and the second flow channel 1012 to prevent leakage of the cooling medium. Through segmented molding, the cooling flow channel 101 is easy to process and compactly arranged, and the circulation of the cooling medium between the gear cavity and the motor cavity can be achieved without additional piping.

[0042] Furthermore, please refer to the following: Figure 6 and Figure 7 The stator assembly 120 has a fluid channel 121 formed on its outer wall, and the fluid channel 121 is connected to one end of a plurality of cooling channels 101 extending into the motor cavity. Specifically, the fluid channel 121 is generally formed on the outer peripheral wall of the stator core of the stator assembly 120. The fluid channel 121 can be formed inside the outer wall of the stator assembly 120 by means of machining, casting or die casting, or it can be formed by the outer wall of the stator assembly 120 and the inner wall of the motor housing 111 together.

[0043] During actual operation, the gear cavity stores lubricating oil. When the differential assembly 140 and other gears operate at high speed, they agitate the lubricating oil, generating dynamic pressure within the gear cavity. Under this dynamic pressure, some of the lubricating oil is forced into the cooling channel 101 and flows along the cooling channel 101 toward the motor cavity, subsequently entering the fluid channel 121 on the outer wall of the stator assembly 120.

[0044] In the above process, the lubricating oil, as a cooling medium, exchanges heat with the outer casing 110 as it flows through the cooling channel 101, carrying away the heat from the outer casing 110. When the lubricating oil flows into the fluid channel 121, it comes into direct contact with the outer peripheral wall of the stator assembly 120, allowing it to directly exchange heat with the stator core and stator windings, thereby efficiently removing heat from the motor cavity and achieving forced liquid cooling of the stator assembly 120. After heat exchange, the lubricating oil flows back to the gear cavity through the cooling channel 101, where it can participate in gear lubrication and the next cooling cycle. It can be seen that the lubricating oil in the gear cavity simultaneously performs the dual functions of gear lubrication and oil cooling, and the lubricating oil can circulate simply by the gear movement within the gear cavity. There is no need for additional components such as oil pumps, external pipelines, or independent water cooling jackets, which significantly reduces the number of parts and assembly complexity, and lowers the overall manufacturing cost and size of the machine. Meanwhile, the lubricating oil directly exchanges heat with the stator assembly 120, resulting in a short heat exchange path, low thermal resistance, and high cooling efficiency. This ensures the continuous output capability of the drive motor 100 under high-power conditions and simplifies the structure while meeting the requirements of efficient heat dissipation.

[0045] Specifically, in this embodiment, the fluid channel 121 is annular and extends circumferentially along the stator assembly 120, and multiple fluid channels 121 are spaced apart axially along the stator assembly 120. That is, the fluid channels 121 form an annular flow channel surrounding the outer periphery of the stator core. Specifically, the outer peripheral wall of the stator assembly 120 can be machined to form multiple annular grooves spaced apart axially, and each annular groove can be combined with the inner wall of the motor housing 111 to form a fluid channel 121.

[0046] Each cooling channel 101 extends to one end of the motor cavity and can simultaneously connect with multiple fluid channels 121 to ensure that the cooling medium can be evenly distributed into each fluid channel 121. When the cooling medium flows through each fluid channel 121, it directly contacts the outer peripheral wall of the stator assembly 120 for heat exchange, and then flows back to the gear cavity through the cooling channel 101. By making the fluid channels 121 extend circumferentially, the cooling medium can be continuously distributed and flow throughout the entire circumferential range of the stator assembly 120, avoiding the cooling medium from being concentrated in a local circumferential area and causing uneven circumferential temperature of the stator assembly 120; by making multiple fluid channels 121 spaced apart along the axial direction, cooling medium flow paths can be formed simultaneously at multiple axial positions of the stator assembly 120, so that the stator core and stator windings can be fully cooled along the axial direction, avoiding the accumulation of heat along the axial direction and the generation of axial temperature difference.

[0047] It should be noted that in other embodiments, the fluid channel 121 may also be spiral, wavy, or other suitable shapes, as long as it can extend along the outer peripheral wall of the stator assembly 120 and communicate with the cooling channel 101. For example, when the fluid channel 121 is spiral, the cooling medium can pass through different axial positions of the outer peripheral wall of the stator assembly 120 in sequence during the flow along the spiral path, thereby further extending the heat exchange path, improving heat exchange uniformity and cooling efficiency.

[0048] Please refer to it again. Figure 2 Specifically, in this embodiment, the end of the cooling channel 101 extending to the motor cavity has a sealing port 102 formed on the inner wall of the motor cavity, and the stator assembly 120 is attached to the inner wall of the motor cavity so that the fluid channel 121 covers the sealing port 102.

[0049] Specifically, the sealing port 102 can be formed on the inner peripheral wall of the motor housing 111. The fluid channel 121 adopts a semi-open groove form. When the stator assembly 120 is assembled into the motor cavity and its outer peripheral wall is in contact with the inner wall of the motor cavity, the open side of the fluid channel 121 is sealed by the inner wall of the motor cavity, thereby connecting and communicating with the sealing port 102. Thus, assembling the stator assembly 120 naturally allows the fluid channel 121 to communicate with the cooling channel 101 through the sealing port 102, without the need for additional connecting pipes or additional openings, simplifying the assembly process, further reducing the number of parts, and avoiding the leakage risk that may arise from additional pipe connections.

[0050] In the case of multiple fluid channels 121, each cooling channel 101 is provided with multiple sealing ports 102. Specifically, the multiple sealing ports 102 can be arranged at intervals along the axial direction of the motor cavity and correspond one-to-one with the multiple fluid channels 121, so that the cooling medium in the same cooling channel 101 can flow into each fluid channel 121 through the multiple sealing ports 102 respectively.

[0051] Specifically in this embodiment, the cooling channel 101 extends along the axial direction of the housing 110, and a plurality of cooling channels 101 are arranged at circumferential intervals along the housing 110.

[0052] Multiple cooling channels 101 are preferably evenly spaced along the circumference of the housing 110 so that the cooling medium can enter the motor cavity from multiple circumferential positions. On the one hand, the cooling channels 101 extend axially, and their direction is consistent with the axial direction of the housing 110, which facilitates the machining and forming of the motor housing 111 sidewall by drilling, milling or casting. Moreover, the channel path is short and has fewer turns, which helps to reduce the flow resistance of the cooling medium and improve the circulation efficiency. On the other hand, the multiple cooling channels 101 are distributed circumferentially to guide the lubricating oil in the gear cavity to the motor cavity from different circumferential positions and communicate with the fluid channel 121 on the outer periphery of the stator assembly 120, so that the cooling medium is more evenly distributed along the circumference of the stator assembly 120, and avoids the cooling medium being concentrated in a local circumferential area, which would lead to uneven circumferential temperature of the stator assembly 120.

[0053] Please refer to the following: Figure 2 and Figure 9 In this embodiment, the differential assembly 140 includes a differential housing 141, a planetary gear 142, and two output internal gears 143. The differential housing 141 is connected to the motor shaft 131 for transmission, and the planetary gear 142 is mounted on the differential housing 141 and meshes with the two output internal gears 143.

[0054] Gears are generally provided on the surface of the differential housing 141, and the motor shaft 131 can be connected to the differential housing 141 via a gear pair. The planetary gear 142 can revolve around the axis of the motor shaft 131 together with the differential housing 141, and can rotate relative to the differential housing 141 around its own axis. Two output internal teeth 143 are rotatably supported in the gear cavity and are used to connect to the two output half-shafts respectively. During operation, the motor shaft 131 drives the differential housing 141 to rotate, the differential housing 141 drives the planetary gear 142 to revolve, and the planetary gear 142 in turn drives the two output internal teeth 143 meshing with it to rotate, thereby outputting the power from the motor shaft 131 to the two output half-shafts through the differential assembly 140.

[0055] When the vehicle is traveling in a straight line, the resistance on both output half-shafts is basically the same, the planetary gear 142 does not rotate, and the two output internal teeth 143 rotate synchronously with the differential housing 141 at the same speed. When the vehicle is turning or the resistance of the wheels on both sides is different, the resistance on the output internal teeth 143 on both sides becomes different. The planetary gear 142 rotates around its own axis while revolving with the differential housing 141, thus allowing the two output internal teeth 143 to rotate at different speeds, realizing the differential function, so that the output half-shafts on both sides can drive the corresponding wheels at different speeds, reducing steering resistance and tire wear.

[0056] Specifically, in this embodiment, each output internal tooth 143 has a splined sleeve 1431 at its end. Correspondingly, the end of the output half-shaft has an external spline that mates with the internal spline. During assembly, the output half-shaft can be directly inserted into the splined sleeve 1431, and circumferential fixation is achieved through the meshing of the internal and external splines, thereby directly transmitting the rotation of the output internal tooth 143 to the output half-shaft. Thus, the output half-shaft can achieve a transmission connection with the output internal tooth 143 without the need for intermediate connecting parts such as adapter flanges and couplings, significantly reducing the number of parts and assembly steps, and also helping to shorten the axial installation dimensions, simplify the overall structure, and reduce manufacturing costs.

[0057] Furthermore, in this embodiment, the two output internal teeth 143 are arranged along the axial direction of the motor shaft 131 and are coaxially disposed with the motor shaft 131. The two ends of the housing 110 are respectively provided with interface 103 opposite to the two output internal teeth 143. An axial through hole 1311 is provided inside the motor shaft 131, and the two ends of the axial through hole 1311 are respectively opposite to one of the output internal teeth 143 and the interface 103.

[0058] An axial through-hole 1311 extends along the axis of the motor shaft 131 and penetrates the motor shaft 131, meaning the motor shaft 131 is a hollow shaft. Two mating interfaces 103 are specifically located on the end faces of the motor housing cover 112 and the gearbox cover 113. During assembly, one output half-shaft can be inserted from the mating interface 103 at one end of the housing 110, passing through the axial through-hole 1311 inside the motor shaft 131, and extending into the gear cavity to mesh with the splined sleeve 1431 of one of the output internal gears 143; the other output half-shaft is inserted from the mating interface 103 at the other end of the housing 110, directly meshing with the splined sleeve 1431 of the other output internal gear 143. Thus, the two output half-shafts are led out from both ends of the housing 110 and arranged coaxially with the motor shaft 131.

[0059] Since the motor shaft 131 is essentially coaxial with the two output half-shafts, the power transmission path is short and direct, eliminating the need for offset transmission or additional reversing gear mechanisms. This reduces the radial dimension occupied, making the drive motor 100 more compact. The hollow motor shaft 131 reduces the overall weight while ensuring torque transmission capability, and allows the output half-shafts to pass through, achieving a high degree of integration. Moreover, due to the significantly improved coaxiality, it effectively reduces the additional bending moment, vibration, and noise caused by misalignment, improving transmission smoothness and reliability.

[0060] In addition, please refer to the following: Figure 8In this embodiment, the drive motor 100 further includes a reducer assembly 150, wherein the reducer assembly 150 includes a first connecting gear 151 and a second connecting gear 152. The first connecting gear 151 meshes with the input gear 132 of the motor shaft 131, and the second connecting gear 152 meshes with the differential assembly 140. The outer diameter of the first connecting gear 151 is larger than the outer diameter of the second connecting gear 152.

[0061] The reducer assembly 150 is disposed within the gear cavity and is used to reduce and increase the torque of the power output from the motor shaft 131 before transmitting it to the differential assembly 140. The first connecting gear 151 and the second connecting gear 152 can be coaxially fixed on the same gear shaft and rotatably supported together within the gear cavity. Specifically, the second connecting gear 152 meshes with a gear on the differential housing 141. During operation, the motor shaft 131 rotates, driving the input gear 132 to drive the first connecting gear 151 to rotate. The first connecting gear 151 drives the second connecting gear 152 to rotate synchronously via the gear shaft, and the second connecting gear 152 further drives the differential housing 141 to rotate. Since the outer diameter of the driven gear, i.e., the first connecting gear 151, is larger than the outer diameter of the second connecting gear 152, speed reduction and torque increase are achieved. At the same time, the reducer assembly 150 is integrated within the gear cavity and shares the lubricating oil within the gear cavity with the differential assembly 140 for lubrication, resulting in a compact structure and high transmission efficiency.

[0062] Furthermore, in this embodiment, the outer diameter of the input gear 132 is smaller than the outer diameter of the first connecting gear 151. Therefore, when the input gear 132 drives the first connecting gear 151 to rotate, the input gear 132 and the first connecting gear 151 cooperate to achieve a first-stage reduction and torque increase, followed by a second-stage reduction and torque increase through the cooperation of the first connecting gear 151 and the second connecting gear 152. In this way, the power output from the motor shaft 131 is transmitted to the differential assembly 140 after two stages of reduction, which can effectively amplify the output torque and meet the high torque requirements of vehicle starting, acceleration, and hill climbing. Optionally, the speed ratio after the two-stage reduction is typically set between 8 and 10.

[0063] In actual operation, the aforementioned drive motor 100 and vehicle device generate pressure within the gear cavity due to the high-speed agitation of the gears. This pressure forces the lubricating oil to automatically enter the cooling channel 101 and flow towards the motor cavity into the fluid channel 121, where it directly exchanges heat with the stator assembly 120 before returning to the gear cavity. The lubricating oil serves a dual function of lubrication and heat dissipation. During circulation, the lubricating oil efficiently removes heat from the motor cavity and provides forced liquid cooling to the stator assembly 120, ensuring continuous output under high-power conditions. Furthermore, the lubricating oil circulates through gear agitation within the gear cavity, eliminating the need for additional components such as oil pumps and piping, significantly reducing the number of parts and assembly complexity. Therefore, the aforementioned drive motor 100 and vehicle device can simplify the structure while meeting the requirements of efficient heat dissipation.

[0064] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0065] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A drive motor (100), characterized in that, include: The housing (110) has an internally connected motor cavity and gear cavity. The sidewalls of the housing (110) have a plurality of cooling channels (101), and the two ends of the cooling channels (101) extend to the motor cavity and the gear cavity respectively. A stator assembly (120) is fixedly installed inside the motor cavity. A fluid channel (121) is formed on the outer wall of the stator assembly (120), and the fluid channel (121) is connected to one end of the plurality of cooling channels (101) extending into the motor cavity. A rotor assembly (130) is rotatably disposed on the stator assembly (120), the rotor assembly (130) including a motor shaft (131) extending axially along the housing (110); and The differential assembly (140) is installed in the gear cavity and is drive-connected to the motor shaft (131).

2. The drive motor (100) according to claim 1, characterized in that, The outer casing (110) has an exhaust port that communicates with the gear cavity, and a one-way exhaust valve (160) is installed on the exhaust port.

3. The drive motor (100) according to claim 1, characterized in that, The cooling channels (101) extend axially along the housing (110), and a plurality of the cooling channels (101) are arranged circumferentially spaced along the housing (110).

4. The drive motor (100) according to claim 1, characterized in that, The outer casing (110) includes a motor housing (111), a motor housing cover (112), and a gearbox cover (113). The motor housing (111) is a hollow cylindrical structure with openings at both ends. The motor housing cover (112) and the gearbox cover (113) are detachably installed at the openings at both ends of the motor housing (111). The motor cavity is formed inside the motor housing (111), and the gear cavity is formed between the gearbox cover (113) and the motor housing (111).

5. The drive motor (100) according to claim 4, characterized in that, The side wall of the motor housing (111) has a first flow channel (1011), and the side wall of the gearbox cover (113) has a corresponding second flow channel (1012). The first flow channel (1011) and the second flow channel (1012) are connected end to end to form the cooling flow channel (101).

6. The drive motor (100) according to claim 1, characterized in that, The cooling channel (101) extends to one end of the motor cavity and forms a sealing port (102) on the inner wall of the motor cavity. The stator assembly (120) is attached to the inner wall of the motor cavity and the fluid channel (121) covers the sealing port (102).

7. The drive motor (100) according to claim 1, characterized in that, The fluid channel (121) is annular and extends circumferentially along the stator assembly (120), and a plurality of the fluid channels (121) are spaced apart along the axial direction of the stator assembly (120).

8. The drive motor (100) according to claim 1, characterized in that, The differential assembly (140) includes a differential housing (141), a planetary gear (142), and two output internal gears (143). The differential housing (141) is connected to the motor shaft (131) for transmission. The planetary gear (142) is mounted on the differential housing (141) and meshes with the two output internal gears (143).

9. The drive motor (100) according to claim 8, characterized in that, Each of the aforementioned output internal teeth (143) has a spline sleeve (1431) at its end.

10. The drive motor (100) according to claim 8, characterized in that, The two output internal teeth (143) are arranged along the axial direction of the motor shaft (131) and are coaxially disposed with the motor shaft (131). The two ends of the housing (110) are respectively provided with a mating interface (103) opposite to the two output internal teeth (143). An axial through hole (1311) is provided inside the motor shaft (131). The two ends of the axial through hole (1311) are respectively opposite to one of the output internal teeth (143) and the mating interface (103).

11. The drive motor (100) according to claim 1, characterized in that, It also includes a reducer assembly (150), which includes a first connecting gear (151) and a second connecting gear (152). The first connecting gear (151) meshes with the input gear (132) of the motor shaft (131), and the second connecting gear (152) meshes with the differential assembly (140). The outer diameter of the first connecting gear (151) is larger than the outer diameter of the second connecting gear (152).

12. The drive motor (100) according to claim 11, characterized in that, The outer diameter of the input gear (132) is smaller than the outer diameter of the first connecting gear (151).

13. A vehicle device, characterized in that, Includes the drive motor (100) as described in any one of claims 1 to 12 above.

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