Hub gear motor

Abstract

The utility model relates to a wheel hub speed reducing motor, which comprises a power source, a motor driving shaft, a speed reducing mechanism, a motor output shaft and a rim, the motor driving shaft is in transmission connection with the motor output shaft through the speed reducing mechanism, the rim is fixed with the end part of the motor output shaft, and the power source drives the motor driving shaft to rotate. The motor driving shaft decelerates and outputs power to the motor output shaft through the speed reducing mechanism, and the motor output shaft drives the rim to rotate. The power source comprises a stator and a rotor, the rotor is located in the stator, the rotor is arranged on the motor driving shaft in a sleeving mode and connected with the motor driving shaft, a coil is wound on the stator, and after electrification, the stator drives the rotor to rotate, and the rotor drives the motor driving shaft to rotate. According to the hub motor, the speed reducing mechanism is arranged, when the motor is driven at a high speed, the planetary gear provides a large speed reducing transmission ratio to achieve speed reducing transmission between the motor driving shaft and the motor output shaft, and therefore the power density and the output torque of the hub motor are improved, and the rotating speed and the power density of the motor are high.

Description

Technical Field

[0001] The utility model relates to a wheel hub reduction motor, belonging to the technical field of wheel hub motors. Background Art

[0002] Electric vehicles are a common means of transportation in daily life. They are clean, environmentally friendly and pollution-free like bicycles, and are lightweight and efficient like motorcycles. They are deeply favored by consumers. The wheel hub motor of an electric vehicle is the core of the electric vehicle, and its performance directly affects the performance of the entire vehicle. The wheel hub motor of an electric vehicle mostly uses a low-speed direct-drive motor. Due to the low speed of the direct-drive motor and the small maximum output power of the same volume, the torque is small. When the electric vehicle starts, increases the load, or the road slope is steep, the motor is prone to slow response, and sometimes even the motor cannot move. Utility Model Content

[0003] The utility model aims to provide a hub reduction motor with a reduction mechanism in view of the shortcomings of the prior art.

[0004] To achieve the purpose, the technical solution adopted by the utility model is:

[0005] A wheel hub reduction motor comprises a power source, a motor driving shaft, a reduction mechanism, a motor output shaft and a wheel rim. The motor driving shaft is drivingly connected to the motor output shaft through the reduction mechanism, the wheel rim is fixed to the end of the motor output shaft, the power source drives the motor driving shaft to rotate, the motor driving shaft reduces power and outputs it to the motor output shaft through the reduction mechanism, and the motor output shaft drives the wheel rim to rotate.

[0006] As a further optimization of the above technical solution: the power source includes a stator and a rotor, the rotor is located in the stator, the rotor is sleeved on the motor driving shaft and connected to the motor driving shaft, the stator is wound with a coil, after power is turned on, the stator drives the rotor to rotate, and the rotor drives the motor driving shaft to rotate.

[0007] As a further optimization of the above technical solution: it also includes a wheel hub, a front end cover and a rear end cover, the stator is located in the wheel hub, and the front end cover and the rear end cover are respectively located on both sides of the wheel hub.

[0008] As a further optimization of the above technical solution: the reduction mechanism is a planetary gear structure, and the reduction mechanism includes a ring gear, a planetary bracket, a sun gear and a plurality of planetary gears. The sun gear is sleeved on the motor output shaft and can rotate relative to the motor output shaft. A connecting shaft is provided in the middle of the sun gear. The motor driving shaft is sleeved on the connecting shaft and is positioned and connected with the connecting shaft through a flat key. A plurality of planetary gears are meshed with the sun gear, and the planetary gears are meshed with the inner circumferential surface of the ring gear. The outer circumferential surface of the ring gear is positioned and connected with the front end cover through a flat key. A planetary gear shaft is provided in the middle of the planetary gear, and the two ends of the planetary gear shaft are respectively fixed on the planetary bracket and the motor output shaft. The motor driving shaft drives the sun gear to rotate, and the sun gear drives the planetary gear to rotate, and the planetary gear transmits power to the motor output shaft.

[0009] As a further optimization of the above technical solution: a locating bearing for axially positioning the sun gear is also sleeved on the motor output shaft, the locating bearing is a planar thrust bearing, a second locating step is provided on the inner circumference of the locating bearing, a third locating step is formed on the motor output shaft, and the second locating step is in contact with the third locating step.

[0010] As a further optimization of the above technical solution: the rotor includes a rotor steel sheet and a plurality of magnetic steels, the rotor steel sheet is provided with a plurality of mounting protrusions, the mounting protrusions are formed with mounting channels, a separation groove is provided between two adjacent mounting protrusions, the magnetic steels are located in the mounting channels, two magnetic steels are provided in each mounting channel, and the magnetic steels are arc-shaped.

[0011] As a further optimization of the above technical solution: it also includes a first magnetic steel retaining ring and a second magnetic steel retaining ring, the first magnetic steel retaining ring and the second magnetic steel retaining ring are respectively located on both sides of the installation channel, and the side surface of the magnetic steel is in contact with the first magnetic steel retaining ring and the second magnetic steel retaining ring.

[0012] As a further optimization of the above technical solution: it also includes a rotor bracket, the rotor steel sheet is sleeved on the rotor bracket, the first magnetic steel retaining ring is integrally formed at the end of the outer circumferential surface of the rotor bracket, the second magnetic steel retaining ring is sleeved on the outer circumferential surface of the rotor bracket, and a plurality of screws are provided on the second magnetic steel retaining ring, and the ends of the screws pass through the rotor steel sheet and are fixed to the rotor bracket.

[0013] As a further optimization of the above technical solution: the motor driving shaft is inserted into and connected to the rotor bracket, the inner circumference of the rotor bracket and the motor driving shaft are positioned and connected by a flat key, and knurling is also formed on the motor driving shaft, and the knurling is interference fit with the inner circumference of the rotor bracket.

[0014] As a further optimization of the above technical solution: the inner circumference of the front end cover extends toward the direction of the rear end cover to form an end cover protrusion, the speed reduction mechanism is located in the end cover protrusion, a driving shaft hole is formed in the end cover protrusion, the motor driving shaft is inserted into the driving shaft hole, a first rotating sealing mechanism is provided between the motor driving shaft and the wall of the driving shaft hole, the first rotating sealing mechanism includes a first bearing and a first oil seal which are sequentially sleeved on the motor driving shaft, a first oil seal back-off groove is formed on the wall of the driving shaft hole, the first oil seal back-off groove is located on the outside of the outer circumference of the first oil seal, and the first oil seal back-off groove adjusts the air pressure.

[0015] A positioning structure is also provided between the motor driving shaft and the driving shaft hole. The positioning structure contacts the first oil seal and positions the installation of the first oil seal. The positioning structure includes a first retaining ring sleeved on the motor driving shaft. A first retaining ring groove is also formed on the hole wall of the driving shaft hole. The first retaining ring is located in the first retaining ring groove, and the first retaining ring contacts the first oil seal.

[0016] As a further optimization of the above technical solution: a first stopper protruding inward is formed at the end of the wall of the active shaft hole, and the two side surfaces of the first bearing are respectively in contact with the first stopper and the first stop ring, and a first mounting groove is also formed on the active shaft of the motor, and a first rubber ring is arranged in the first mounting groove, and the first rubber ring is located on the inner side of the first bearing.

[0017] As a further optimization of the above technical solution: an oil seal seat is installed on the side of the front end cover, and a first insertion ring is formed on the oil seal seat, and a second installation groove is formed on the first insertion ring. A sealing ring is arranged in the second installation groove, and the first insertion ring is inserted into the front end cover, and the sealing ring seals the first insertion ring with the inner circumferential surface of the front end cover, and the motor output shaft is passed through the oil seal seat, and a second rotating sealing mechanism is arranged between the motor output shaft and the oil seal seat, and the second rotating sealing mechanism includes a second oil seal, a second bearing and a second rubber ring sleeved on the motor output shaft, and a second stopper and a second oil seal back-off groove are formed on the inner wall of the oil seal seat, the second stopper is located between the second oil seal and the second bearing, and the second oil seal and the second bearing are both in contact with the second stopper, and a third stopper is also formed on the motor output shaft, and the second bearing is in contact with the third stopper, the second oil seal back-off groove is located on the outer side of the outer circumferential surface of the second oil seal, and the second rubber ring is located on the inner side of the second bearing.

[0018] As a further optimization of the above technical solution: the end of the motor driving shaft is inserted into the rear end cover, and a third rotating sealing mechanism is provided between the motor driving shaft and the inner wall of the rear end cover, and the third rotating sealing mechanism includes a third oil seal, a second retaining ring, a third bearing and a third rubber ring sleeved on the motor driving shaft, and the inner wall of the rear end cover is provided with a second retaining ring groove and a third oil seal stop groove, and the second retaining ring is located in the second retaining ring groove, and the inner wall of the rear end cover is also provided with a protruding fourth stop block, and a fourth positioning step is provided on the motor driving shaft, and the fourth stop block and the fourth positioning step are respectively located on both sides of the third bearing, the third oil seal stop groove is located on the outer side of the outer peripheral surface of the third oil seal, and the third rubber ring is located on the inner side of the third bearing.

[0019] As a further optimization of the above technical solution: a bearing seat is installed on the rear end cover, a second insert ring is formed on the bearing seat, the second insert ring is inserted into the motor driving shaft, a disc brake seat is provided outside the bearing seat, a third insert ring is formed on the disc brake seat, the third insert ring is inserted into the bearing seat, the end of the motor output shaft is passed through the bearing seat and the disc brake seat, a fourth rotating sealing mechanism is provided between the motor output shaft and the inner wall of the bearing seat, the fourth rotating sealing mechanism includes a fourth bearing, an O-ring bushing and a sealing O-ring sleeved on the motor output shaft, and the first The four-rotation sealing mechanism also includes a fourth oil seal and a third retaining ring sleeved on the third insert ring, the inner wall of the third insert ring is provided with a fifth positioning step, the inner circumference of the third insert ring is in close contact with the O-ring bushing, the sealing O-ring is located between the O-ring bushing and the fifth positioning step, the outer circumference of the fourth bearing and the outer circumference of the fourth oil seal are in close contact with the inner wall of the bearing seat, the inner wall of the bearing seat is also provided with a fifth stopper and a third retaining ring groove, the third retaining ring is located in the third retaining ring groove, and the two side surfaces of the fourth oil seal are in contact with the fifth stopper and the third retaining ring respectively.

[0020] As a further optimization of the above technical solution: the motor driving shaft is penetrated by the second oil seal and the third bearing liquid seal in the end cover protrusion and the rear end cover, the end cover protrusion, the motor driving shaft and the rear end cover divide the internal space of the motor into an oil chamber and a power chamber, oil is injected into the oil chamber, the reduction mechanism is located in the oil chamber, and the stator and the rotor are located in the power chamber.

[0021] As a further optimization of the above technical solution: there is a first oil-passing gap between the inner wall of the sun tooth and the motor output shaft, there is a second oil-passing gap between the outer wall of the second insert ring and the inner wall of the motor driving shaft, the oil chamber includes a first oil chamber, a second oil chamber, and a third oil chamber, the first oil chamber includes the space between the inner circumferential surface of the front end cover and the motor driving shaft, and the space between the inner circumferential surface of the oil seal seat and the motor output shaft, the first oil chamber is sealed by the second oil seal and the first oil seal, the reduction mechanism is located in the first oil chamber, and the second bearing, the first bearing, and the positioning bearing are also located in the first oil chamber.

[0022] As a further optimization of the above technical solution: the second oil chamber includes the space between the inner circumferential surface of the motor driving shaft and the motor output shaft, and the space between the inner circumferential surface of the bearing seat and the motor output shaft. The second oil chamber is connected with the first oil chamber through the first oil gap. The second oil chamber is sealed by the fourth oil seal. The fourth bearing is located in the second oil chamber. The third oil chamber includes the space between the inner circumferential surface of the rear end cover and the motor driving shaft. The third oil chamber is connected with the second oil chamber through the second oil gap. The third oil chamber is sealed by the third oil seal. The third bearing is located in the third oil chamber.

[0023] As a further optimization of the above technical solution: the front end cover is provided with an oil inlet hole and an oil drain hole connected to the first oil chamber, the oil flows into the first oil chamber from the oil inlet hole, the screws and gaskets seal the oil inlet hole and the oil drain hole, the motor starts to rotate, the oil flows in the rotating motor and enters the second oil chamber and the third oil chamber, lubricates and cools the reduction mechanism, the first bearing, the second bearing, the third bearing, the fourth bearing, and the positioning bearing, and the oil drain hole is used to discharge the oil.

[0024] As a further optimization of the above technical solution: a water cooling structure is provided on the wheel hub, the front end cover and the rear end cover, and the water cooling structure includes a plurality of wheel hub water channels located on the wheel hub, and guide grooves located on the front end cover and the rear end cover, the plurality of wheel hub water channels are arranged in parallel along the axis of the wheel hub and are evenly distributed in a ring shape, the guide grooves are connected with two adjacent wheel hub water channels, the guide grooves on the front end cover and the guide grooves on the rear end cover are staggered, and a water inlet joint and a water outlet joint are provided on the rear end cover, and the water inlet joint and the water outlet joint are respectively connected with the two adjacent wheel hub water channels.

[0025] As a further optimization of the above technical solution: a cooling channel is formed through the motor output shaft, an output positioning block is formed at one end of the motor output shaft, a accommodating cavity connected to the cooling channel is formed in the output positioning block, the inner wall of the accommodating cavity is bent to form a sixth positioning step, a fan is fixed in the accommodating cavity, the side of the fan is in contact with the sixth positioning step, a guide slope is formed at the end of the inner wall of the cooling channel, the guide slope forms a bell mouth at the end of the cooling channel, and the motor output shaft drives the fan to rotate synchronously when it rotates, and the fan generates wind when it rotates, and the wind enters the cooling channel through the bell mouth.

[0026] Compared with the prior art, a reduction mechanism is provided in the utility model. When the motor is driven at high speed, the planetary gear provides a larger reduction transmission ratio to realize the reduction transmission between the motor driving shaft and the motor output shaft, thereby improving the power density and output torque of the hub motor, making the motor have a higher speed and a larger power density; at the same time, the planetary gear reduction mechanism occupies a small axial space, and installing the reduction mechanism on the motor output shaft can compress the axial space of the motor and reduce the volume of the motor; the rotor and the sun gear are not directly transmitted, but transmitted through the motor driving shaft, which makes assembly more convenient and saves materials for the sun gear, thereby saving costs; the rim is directly fixed to the end of the motor output shaft, and the tire can be replaced without dismantling the motor. It is only necessary to loosen the fixing bolts and remove the rim from the motor output shaft to easily replace the tire; the utility model combines oil cooling, air cooling and water cooling structures to achieve rapid heat dissipation, thereby improving the efficiency of the motor and increasing the service life of the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the explosion structure of the utility model.

[0028] Figure 2 It is a schematic diagram of the cross-sectional structure of the utility model.

[0029] Figure 3 yes Figure 2 Schematic diagram of the enlarged structure at point A in the middle.

[0030] Figure 4 yes Figure 2 Schematic diagram of the enlarged structure at point B in the middle.

[0031] Figure 5 It is another cross-sectional structural schematic diagram of the utility model.

[0032] Figure 6 It is a schematic diagram of the explosion structure of the rotor in the utility model. DETAILED DESCRIPTION

[0033] The present invention will be further described below in conjunction with the accompanying drawings and specific implementations. Figure 1-6As shown, a hub reduction motor includes a power source, a motor driving shaft 3, a reduction mechanism 4, a motor output shaft 5, and a rim 6. The motor driving shaft 3 is connected to the motor output shaft 5 through the reduction mechanism 4, and the rim 6 is fixed to the end of the motor output shaft 5. The power source drives the motor driving shaft 3 to rotate, and the motor driving shaft 3 reduces the power output to the motor output shaft 5 through the reduction mechanism 4, so that the motor output shaft 5 drives the rim 6 to rotate. The power source includes a stator 1 and a rotor 2, and the rotor 2 is located in the stator 1. The rotor 2 is sleeved on the motor driving shaft 3 and connected to the motor driving shaft 3. After power is turned on, the stator 1 drives the rotor 2 to rotate, and the rotor 2 drives the motor driving shaft 3 to rotate.

[0034] In the above technical solution: a fixing block 61 is provided on the side of the rim 6, and the fixing block 61 and the rim 6 are connected by a connecting bridge 62. A plurality of fixing bolts 63 are provided on the fixing block 61, and the ends of the fixing bolts 63 are fixed to the ends of the motor output shaft 5, so that the rim 6 is directly fixed to the ends of the motor output shaft 5. When replacing a tire, the motor does not need to be disassembled, and the tire can be easily replaced by only loosening the fixing bolts 63 and removing the rim 6 from the motor output shaft 5.

[0035] The above technical solution also includes a wheel hub 7 , a front end cover 8 and a rear end cover 9 . The wheel hub 7 is located inside the wheel rim 6 , the stator 1 is located inside the wheel hub 7 , and the front end cover 8 and the rear end cover 9 are located on both sides of the wheel hub 7 , respectively.

[0036] In the above technical solution: a coil is wound on the stator 1. The rotor 2 includes a rotor support 21, a rotor steel sheet 23 and a plurality of magnets 22. The rotor steel sheet 23 is sleeved on the rotor support 21. A plurality of mounting protrusions 24 are provided on the rotor steel sheet 23, and mounting channels 25 are formed in the mounting protrusions 24. A separation groove 26 is provided between two adjacent mounting protrusions 24. The magnets 22 are located in the mounting channels 25, and two magnets 22 are provided in each mounting channel 25. The magnets 22 are arc-shaped, and the width of the two magnets 22 in the mounting channel 25 is b. The reason why a whole arc-shaped magnetic steel is not directly set in the installation channel 25 is that: if an arc-shaped magnetic steel is set in the installation channel 25, the width of the arc-shaped magnetic steel is 2b, that is, the width of the arc-shaped magnetic steel is wider and the curvature is larger; at the same time, the arc-shaped magnetic steel is produced by cutting it from the square raw material through wire cutting. After cutting the arc-shaped magnetic steel, the remaining part of the square raw material that cannot be cut into a complete arc-shaped magnetic steel is wasted, and the wider the width of the arc-shaped magnetic steel and the larger the curvature, the lower the utilization rate of the square raw material, the more raw materials are wasted, the price of the magnetic steel raw materials is high, and the cost is wasted. Therefore, two magnetic steels 22 are set in the installation channel 25. The magnetic steels 22 have a small width and a small curvature, which can make the utilization rate of the square raw material higher, greatly reduce the waste of raw materials, and save costs.

[0037] The setting of the separation slot 26 makes the pole arc coefficient of the motor less than 1, reduces the amount of magnetic steel 22 used, and reduces costs. At the same time, the separation slot 26 also makes the cross-axis inductance of the motor greater than the direct-axis inductance, and the salient pole rate of the motor greater than 1, so that the motor has a salient pole effect. The salient pole effect increases the reluctance torque of the torque output by the motor, that is, it can output a larger torque under the same phase current, making the vehicle more powerful and the starting acceleration performance more superior. In addition, the salient pole effect can also enhance the weak magnetic speed-up effect, thereby obtaining a higher speed and a larger speed-up space, which can meet the driving requirements of electric vehicles, achieve a balance between cruising range and power, and improve the overall performance of the motor. That is, it is achieved by reducing the amount of magnetic steel 22 used while ensuring that the performance parameters of the motor remain unchanged, thereby greatly reducing costs.

[0038] In the above technical solution: a first magnetic steel retaining ring 28 is integrally formed at the end of the outer circumference of the rotor bracket 21, and the rotor steel sheet 23 is sleeved on the outer circumference of the rotor bracket 21, and the side of the rotor steel sheet 23 is in contact with the first magnetic steel retaining ring 28; then the magnetic steel 22 is installed in the installation channel 25, so that the magnetic steel 22 is in contact with the first magnetic steel retaining ring 28. A second magnetic steel retaining ring 27 is sleeved on the outer circumference of the rotor bracket 21, and a plurality of screws 29 are provided on the second magnetic steel retaining ring 27, and the ends of the screws 29 pass through the rotor steel sheet 23 and are fixed on the rotor bracket 21. After installation, the first magnetic steel retaining ring 28 and the second magnetic steel retaining ring 27 are respectively located on both sides of the installation channel 25, and the side of the magnetic steel 22 is in contact with the first magnetic steel retaining ring 28 and the second magnetic steel retaining ring 27. Therefore, when the magnetic steel 22 and the second magnetic steel retaining ring 27 are installed in sequence, the axial movement of the magnetic steel 22 is positioned by the first magnetic steel retaining ring 28 and the second magnetic steel retaining ring 27, and the radial movement of the magnetic steel 22 is positioned by the inner wall of the installation channel 25, and the installation of the magnetic steel 22 can be achieved without glue, and the magnetic steel 22 is firmly installed, which greatly reduces the risk of the magnetic steel falling off, and ensures the reliability of the rotor. At the same time, the magnetic steel 22 is not easy to be damaged, and the rotor steel sheet 23 is not easy to deform. The second magnetic steel retaining ring 27 can be used as a dynamic balancing plate, and can achieve the purpose of stable operation of the motor by changing the mass distribution of the rotor 2.

[0039] In the above technical solution: the rotor steel sheet 23 is located in the stator 1, and the motor driving shaft 3 is connected to the rotor bracket 21; the stator 1 drives the rotor steel sheet 23, the magnetic steel 22, and the rotor bracket 21 to rotate, and the rotor bracket 21 drives the motor driving shaft 3 to rotate. The inner circumference of the rotor bracket 21 and the motor driving shaft 3 are positioned and connected by a flat key. The motor driving shaft 3 is also knurled, and the knurling is used to have an interference fit with the inner circumference of the rotor bracket 21, and then the motor driving shaft 3 and the rotor bracket 21 are tightly fitted by a press.

[0040] In the above technical solution: the reduction mechanism 4 is specifically a planetary gear structure, and the reduction mechanism 4 includes a ring gear 44, a planetary support 43, a sun gear 41 and a plurality of planetary gears 42. The sun gear 41 is sleeved on the motor output shaft 5 and can rotate relative to the motor output shaft 5. A connecting shaft 46 is provided in the middle of the sun gear 41, and the motor driving shaft 3 is sleeved on the connecting shaft 46 and is positioned and connected with the connecting shaft through a flat key, and a plurality of planetary gears 42 are meshed with the sun gear 41. The planetary gear 42 is meshed with the inner circumference of the ring gear 44, and the outer circumference of the ring gear 44 is positioned and connected with the front end cover 8 through a flat key. A planetary gear shaft 45 is provided in the middle of the planetary gear 42, and the two ends of the planetary gear shaft 45 are respectively fixed on the planetary support 43 and the motor output shaft 5, so that the planetary support 43, the motor output shaft 5 and the planetary gear 42 are fixed. The ring gear 44, the sun gear 41 and the planetary gear 42 are all helical gear structures to improve the stability of the work. The motor driving shaft 3 drives the sun gear 41 to rotate, and the sun gear 41 drives the planetary gear 42 to rotate, and the planetary gear 42 transmits power to the motor output shaft 5. When the motor is driven at high speed, the planetary gear 42 provides a larger reduction transmission ratio to achieve the reduction transmission between the motor driving shaft 3 and the motor output shaft 5, thereby improving the power density and output torque of the hub motor, making the motor have a higher speed and a higher power density; at the same time, the planetary gear reduction mechanism occupies a small axial space, and installing the reduction mechanism 4 on the motor output shaft 5 can compress the axial space of the motor and reduce the size of the motor. In this embodiment, there are three planetary gears 42. The rotor 2 and the sun gear 41 are not directly driven, but are driven through the motor driving shaft 3, which makes assembly more convenient and saves the material of the sun gear 41, thereby saving costs.

[0041] In the above technical solution: the inner circumference of the front end cover 8 extends toward the rear end cover 9 to form an end cover protrusion 81. A driving shaft hole 83 is formed in the end cover protrusion 81, and the motor driving shaft 3 is inserted into the driving shaft hole 83. A first rotary sealing mechanism is provided between the motor driving shaft 3 and the hole wall of the driving shaft hole 83. The first rotary sealing mechanism includes a first bearing 31 and a first oil seal 33 which are sequentially sleeved on the motor driving shaft 3. The first oil seal 33 seals the motor driving shaft 3 and the driving shaft hole 83. A first oil seal stop groove 86 is formed on the hole wall of the driving shaft hole 83. The first oil seal stop groove 86 is located outside the outer peripheral surface of the first oil seal 33 and plays a role in regulating air pressure. When the first oil seal 33 is installed, the excessive air pressure inside the motor will pop out the first oil seal 33. If a first oil seal stop groove 86 that can adjust the air pressure is provided, when the air pressure inside the motor is too high, the first oil seal stop groove 86 plays a role of buffering and regulation, so that the air pressure inside and outside the motor is more balanced, preventing the first oil seal 33 from popping out due to excessive air pressure, and ensuring the stable installation of the first oil seal 33. A positioning structure is also provided between the motor driving shaft 3 and the driving shaft hole 83. The positioning structure contacts the first oil seal 33 and positions the installation of the first oil seal 33. The positioning structure includes a first retaining ring 32 sleeved on the motor driving shaft 3. A first retaining ring groove is also formed on the hole wall of the driving shaft hole 83. The first retaining ring 32 is located in the first retaining ring groove, and the first retaining ring 32 contacts the first oil seal 33. The positioning structure may further include a positioning stopper. The hole wall of the driving shaft hole 83 protrudes inward to form the positioning stopper. The positioning stopper contacts the first oil seal 33 . The positioning stopper and the first retaining ring 32 are respectively located on both sides of the first oil seal 33 .

[0042] In the above technical solution: the end of the wall of the driving shaft hole 83 is formed with a first stopper 84 protruding inward. The two side surfaces of the first bearing 31 are in contact with the first stopper 84 and the first retaining ring 32 respectively. The motor driving shaft 3 is also formed with a first mounting groove, and a first rubber ring 34 is arranged in the first mounting groove. The first rubber ring 34 is located on the inner side of the first bearing 31 to prevent the inner circumference of the first bearing 31 from slipping relative to the motor driving shaft 3.

[0043] In the above technical solution: the side of the end cover protrusion 81 is bent to form a first positioning step 82, the speed reduction mechanism 4 is located in the end cover protrusion 81, and the first positioning step 82 positions the installation of the gear ring 44. The end cover protrusion 81 is used as a gear box body to install the speed reduction mechanism 4, so that the gear box body and the front end cover 8 are formed in one piece. The sun gear 41 is sleeved on the motor output shaft 5, and the motor output shaft 5 is also sleeved with a positioning bearing 51 for axial positioning of the sun gear 41, and the positioning bearing 51 is specifically a plane thrust bearing. The diameters of the two ends of the inner circumference of the positioning bearing 51 are different, so that the inner circumference of the positioning bearing 51 forms a second positioning step 52. At the same time, a third positioning step is formed on the motor output shaft 5, and the second positioning step 52 contacts the third positioning step to position the installation of the positioning bearing 51.

[0044] In the above technical solution: an oil seal seat 87 is installed on the side of the front end cover 8, a first insert ring 88 is formed on the oil seal seat 87, a second installation groove is formed on the first insert ring 88, a sealing ring 89 is arranged in the second installation groove, the first insert ring 88 is inserted into the front end cover 8, and the sealing ring 89 seals the first insert ring 88 with the inner circumference of the front end cover 8. The motor output shaft 5 is inserted into the oil seal seat 87, and a second rotary sealing mechanism is arranged between the motor output shaft 5 and the oil seal seat 87. The second rotary sealing mechanism includes a second oil seal 54, a second bearing 55 and a second rubber ring sleeved on the motor output shaft 5. A second stopper and a second oil seal stop groove are formed on the inner wall of the oil seal seat 87. The second stopper is located between the second oil seal 54 and the second bearing 55, and the second oil seal 54 and the second bearing 55 are both in contact with the second stopper. A third stopper 56 is also formed on the motor output shaft 5, and the second bearing 55 is in contact with the third stopper 56, and the third stopper 56 positions the installation of the second bearing 55. The second oil seal stop groove is located outside the outer circumference of the second oil seal 54, and the second oil seal stop groove prevents the excessive air pressure inside the motor from ejecting the second oil seal 54. The second rubber ring is located inside the second bearing 55 to prevent the inner circumference of the second bearing 55 from slipping relative to the motor output shaft 5.

[0045] In the above technical solution: the end of the motor driving shaft 3 is inserted into the rear end cover 9, and a third rotary sealing mechanism is provided between the motor driving shaft 3 and the inner wall of the rear end cover 9. The third rotary sealing mechanism includes a third oil seal 35, a second retaining ring 36, a third bearing 37 and a third rubber ring 39 sleeved on the motor driving shaft 3. The inner wall of the rear end cover 9 is provided with a second retaining ring groove and a third oil seal stop groove 96, and the second retaining ring 36 is located in the second retaining ring groove. The inner wall of the rear end cover 9 is also provided with a protruding fourth stop block 92, and the motor driving shaft 3 is provided with a fourth positioning step 310. The fourth stop block 92 and the fourth positioning step 310 are respectively located on both sides of the third bearing 37, and position the installation of the third bearing 37. The third oil seal stop groove 96 is located on the outer side of the outer circumference of the third oil seal 35, and the third oil seal stop groove 96 prevents the excessive air pressure inside the motor from ejecting the third oil seal 35. The third rubber ring 39 is located on the inner side of the third bearing 37 to prevent the inner circumference of the third bearing 37 from slipping relative to the motor driving shaft 3.

[0046] In the above technical solution: a bearing seat 91 is installed on the rear end cover 9, and a second insert ring 93 is formed on the bearing seat 91, and the second insert ring 93 is inserted into the motor driving shaft 3. A disc brake seat 10 is provided outside the bearing seat 91, and a third insert ring 101 is formed on the disc brake seat 10, and the third insert ring 101 is inserted into the bearing seat 91. The end of the motor output shaft 5 is inserted into the bearing seat 91 and the disc brake seat 10, and a fourth rotary sealing mechanism is provided between the motor output shaft 5 and the inner wall of the bearing seat 91. The fourth rotary sealing mechanism includes a fourth bearing 57, an O-ring bushing 58 and a sealing O-ring 53 sleeved on the motor output shaft 5, and the fourth rotary sealing mechanism also includes a fourth oil seal 59 and a third retaining ring 510 sleeved on the third insert ring 101. The inner wall of the third insert ring 101 is provided with a fifth positioning step, the inner circumference of the third insert ring 101 is in close contact with the O-ring bushing 58, the sealing O-ring 53 is located between the O-ring bushing 58 and the fifth positioning step, and the sealing O-ring 53 seals the installation between the motor output shaft 5 and the disc brake seat 10. The outer circumference of the fourth bearing 57 and the outer circumference of the fourth oil seal 59 are in close contact with the inner wall of the bearing seat 91. The inner wall of the bearing seat 91 is also provided with a fifth stopper 95 and a third stopper groove, the third stopper 510 is located in the third stopper groove, and the two side surfaces of the fourth oil seal 59 are in contact with the fifth stopper 95 and the third stopper 510 respectively.

[0047] In the above technical solution: the motor driving shaft 3 is liquid-tightly penetrated in the front cover 8 and the rear cover 9 through the second oil seal 54 and the third bearing 37, and the front cover 8, the motor driving shaft 3 and the rear cover 9 divide the internal space of the motor into an oil chamber and a power chamber. Specifically, the motor driving shaft 3 is liquid-tightly penetrated in the end cover protrusion 81, and the end cover protrusion 81, the motor driving shaft 3 and the rear cover 9 divide the internal space of the motor into an oil chamber and a power chamber. Oil is injected into the oil chamber, the speed reduction mechanism 4 is located in the oil chamber, and the stator 1 and the rotor 2 are located in the power chamber.

[0048] In the above technical solution: a first oil-passing gap 516 is formed between the inner circumference of the sun gear 41 and the motor output shaft 5. A second oil-passing gap 94 is formed between the outer wall of the second insert ring 93 and the inner wall of the motor driving shaft 3. The oil chamber includes a first oil chamber, a second oil chamber, and a third oil chamber. The first oil chamber includes the space between the inner circumference of the front end cover 8 and the motor driving shaft 3, and the space between the inner circumference of the oil seal seat 87 and the motor output shaft 5. The first oil chamber is sealed by the second oil seal 54 and the first oil seal 33. The speed reduction mechanism 4 is located in the first oil chamber, and the second bearing 55, the first bearing 31, and the positioning bearing 51 are also located in the first oil chamber;

[0049] The second oil chamber includes the space between the inner circumference of the motor driving shaft 3 and the motor output shaft 5, and the space between the inner circumference of the bearing seat 91 and the motor output shaft 5. The second oil chamber is connected with the first oil chamber through the first oil gap 516. The second oil chamber is sealed by the fourth oil seal 59. The fourth bearing 57 is located in the second oil chamber.

[0050] The third oil chamber includes the space between the inner circumference of the rear end cover 9 and the motor driving shaft 3. The third oil chamber is connected to the second oil chamber through the second oil gap 94. The third oil chamber is sealed by the third oil seal 35. The third bearing 37 is located in the third oil chamber.

[0051] The front cover 8 is provided with an oil inlet hole 812 and an oil drain hole 813 connected to the first oil chamber. The oil flows into the first oil chamber from the oil inlet hole 812. The screws and gaskets seal the oil inlet hole 812 and the oil drain hole 813. When the motor starts to rotate, the oil flows in the rotating motor and enters the second oil chamber and the third oil chamber to lubricate and cool the reduction mechanism 4, the first bearing 31, the second bearing 55, the third bearing 37, the fourth bearing 57, and the positioning bearing 51. The oil drain hole 813 is used to discharge the oil. The front cover 8 is also provided with an exhaust valve 814. After the temperature inside the motor rises, the gas is discharged through the exhaust valve 814. Since the speed reduction mechanism and bearings often generate severe heat when the motor is running, cooling the speed reduction mechanism and bearings is particularly important in the motor. In the utility model, the speed reduction mechanism 4 and all the bearings in the motor (the first bearing 31, the second bearing 55, the third bearing 37, the fourth bearing 57, and the positioning bearing 51 are collectively referred to as bearings) are located in the oil chamber. The oil in the oil chamber cools down the gears and bearings while achieving lubrication. The oil contacts many heat sources and has a good heat dissipation effect. In addition, the oil chamber and the power chamber are separated from each other, and the stator and the rotor do not contact the oil, which prevents the oil from generating resistance to the rotor during operation, and also prevents iron filings and powder generated by gear wear from entering the stator and rotor with the oil, thereby avoiding the phenomenon of stator and rotor sweeping and protecting the power structure of the motor.

[0052] In the above technical solution: a cooling channel 511 is formed through the motor output shaft 5, an output positioning block 512 is formed at one end of the motor output shaft 5, the output positioning block 512 is arranged in the oil seal seat 87, the output positioning block 512 and the oil seal seat 87 are connected by a second rotary sealing mechanism, and the rim 6 is fixed to the end of the output positioning block 512 by a fixing bolt 63. A receiving chamber 513 connected to the cooling channel 511 is formed in the output positioning block 512, the inner wall of the receiving chamber 513 is bent to form a sixth positioning step, a fan 514 is fixed in the receiving chamber 513, and the side of the fan 514 contacts the sixth positioning step. A guide slope 515 is formed at the end of the inner wall of the cooling channel 511, and the guide slope 515 forms a bell mouth at the end where the cooling channel 511 and the receiving chamber 513 are connected. When the motor output shaft 5 rotates, the fan 514 is driven to rotate synchronously. When the fan 514 rotates, wind is generated. The wind enters the cooling channel 511 through the bell mouth, and quickly takes away the heat of the motor output shaft 5, thereby realizing rapid heat dissipation and cooling of the motor output shaft 5. At the same time, the motor output shaft 5 can also take away the heat of objects in contact with it. For example, the outer wall of the motor output shaft 5 is in contact with the oil cavity. The wind in the cooling channel 511 can take away the heat of the oil in the oil cavity through the motor output shaft 5, and cool the oil in the oil cavity, so that the cooling effect of the oil in the oil cavity is better, the temperature rises more slowly, and rapid heat dissipation is realized, thereby improving the efficiency of the motor and increasing the service life of the motor.

[0053] In the above technical solution: a water cooling structure is provided on the wheel hub 7, the front cover 8 and the rear cover 9, and the water cooling structure includes a plurality of wheel hub waterways 71 located on the wheel hub 7, and guide grooves 85 located on the front cover 8 and the rear cover 9. The plurality of wheel hub waterways 71 are arranged parallel to the axis of the wheel hub 7 and are evenly distributed in a ring shape, and the guide grooves 85 are connected with two adjacent wheel hub waterways 71. The guide grooves 85 on the front cover 8 and the guide grooves on the rear cover 9 are arranged in staggered rows. A water inlet joint 97 and a water outlet joint 98 are provided on the rear cover 9, and the water inlet joint 97 and the water outlet joint 98 are respectively connected with two adjacent wheel hub waterways 71. The cooling water flows in from the water inlet joint 97, enters a guide groove 85 in the front end cover 8 through one of the hub water channels 71, and then enters a guide groove in the rear end cover 9 through the hub water channel 71 adjacent to the previous hub water channel 71, and so on, and finally flows through the last hub water channel 71 and is discharged from the water outlet joint 98, completing the cooling process of the motor housing and quickly taking away the heat of the coil on the stator.

[0054] The utility model combines oil cooling, air cooling and water cooling structures to achieve rapid heat dissipation, thereby improving the efficiency of the motor and increasing the service life of the motor. Oil cooling is the oil in the sealed oil chamber that lubricates and cools the speed reduction mechanism 4 and all the bearings in the motor. Air cooling is the rotation of the fan 514 in the motor output shaft 5, and the wind enters the cooling channel 511 through the bell mouth, quickly taking away the heat of the motor output shaft 5, and achieving rapid heat dissipation and cooling of the motor output shaft 5. At the same time, the outer wall of the motor output shaft 5 is in contact with the oil chamber, and the wind in the cooling channel 511 can take away the heat of the oil in the oil chamber through the motor output shaft 5, cool the oil in the oil chamber, and make the cooling effect of the oil in the oil chamber better and the temperature rise slower. Water cooling is the multiple hub water channels 71 on the hub 7, and the guide grooves 85 located on the front cover 8 and the rear cover 9. The cooling water flows through the guide grooves 85 and the hub water channel 71 to cool the motor housing part and quickly take away the heat of the coil on the stator. The combination of oil cooling, air cooling and water cooling structures can effectively cool down multiple heat sources when the motor is running, ensuring the normal operation of the motor.

[0055] In the above technical solution: a plurality of frame connection lugs 99 are arranged on the rear end cover 9, which are suitable for two-wheel single drive, three-wheel two-wheel drive or four-wheel suspension two-wheel drive or four-wheel drive.

[0056] The preferred specific embodiments of the present utility model are described in detail above. It should be understood that ordinary technicians in this field can make many modifications and changes based on the concept of the present utility model without creative work. Therefore, all technical solutions that can be obtained by technicians in this technical field based on the concept of the present utility model through logical analysis, reasoning or limited experiments on the basis of the existing technology should fall within the protection scope of the present utility model.

Claims

1. A hub reduction motor, characterized in that The invention comprises a power source, a motor driving shaft (3), a speed reduction mechanism (4), a motor output shaft (5), and a wheel rim (6); the motor driving shaft (3) is drivingly connected to the motor output shaft (5) through the speed reduction mechanism (4); the wheel rim (6) is fixed to the end of the motor output shaft (5); the power source drives the motor driving shaft (3) to rotate; the motor driving shaft (3) decelerates power and outputs it to the motor output shaft (5) through the speed reduction mechanism (4); and the motor output shaft (5) drives the wheel rim (6) to rotate; The invention also comprises a wheel hub (7), a front end cover (8) and a rear end cover (9), wherein the front end cover (8) and the rear end cover (9) are respectively located on both sides of the wheel hub (7), and a water cooling structure is provided on the wheel hub (7), the front end cover (8) and the rear end cover (9), wherein the water cooling structure comprises a plurality of wheel hub water paths (71) located on the wheel hub (7), and a guide groove (85) located on the front end cover (8) and the rear end cover (9), wherein the guide groove (85) is connected to two adjacent wheel hub water paths (71), and the rear end cover (9) is provided with a water inlet joint (97) and a water outlet joint (98), wherein the water inlet joint (97) and the water outlet joint (98) are respectively connected to two adjacent wheel hub water paths (71).

2. A hub reduction motor according to claim 1, characterized in that The power source comprises a stator (1) and a rotor (2), wherein the rotor (2) is located inside the stator (1), the rotor (2) is sleeved on the motor driving shaft (3) and connected to the motor driving shaft (3), a coil is wound around the stator (1), and when energized, the stator (1) drives the rotor (2) to rotate, and the rotor (2) drives the motor driving shaft (3) to rotate, and the stator (1) is located inside the wheel hub (7).

3. A hub reduction motor according to claim 2, characterized in that The reduction mechanism (4) is a planetary gear structure, comprising a ring gear (44), a planetary support (43), a sun gear (41) and a plurality of planetary gears (42); the sun gear (41) is sleeved on the motor output shaft (5) and can rotate relative to the motor output shaft (5); a connecting shaft (46) is provided in the middle of the sun gear (41); the motor driving shaft (3) is sleeved on the connecting shaft (46) and is positioned and connected to the connecting shaft via a flat key; a plurality of the planetary gears (42) mesh with the sun gear (41); The star gear (42) is meshed with the inner circumference of the gear ring (44); the outer circumference of the gear ring (44) is positioned and connected with the front end cover (8) via a flat key; a planet gear shaft (45) is provided in the middle of the planet gear (42); the two ends of the planet gear shaft (45) are respectively fixed to the planet support (43) and the motor output shaft (5); the motor driving shaft (3) drives the sun gear (41) to rotate; the sun gear (41) drives the planet gear (42) to rotate; and the planet gear (42) transmits power to the motor output shaft (5); The motor output shaft (5) is also sleeved with a positioning bearing (51) for axially positioning the sun gear (41); the positioning bearing (51) is a plane thrust bearing; the inner circumference of the positioning bearing (51) is provided with a second positioning step (52); the motor output shaft (5) is provided with a third positioning step; the second positioning step (52) is in contact with the third positioning step.

4. A hub reduction motor according to claim 2, characterized in that The rotor (2) comprises a rotor steel sheet (23) and a plurality of magnetic steels (22). The rotor steel sheet (23) is provided with a plurality of mounting protrusions (24). A mounting channel (25) is formed in each of the mounting protrusions (24). A separation groove (26) is provided between two adjacent mounting protrusions (24). The magnetic steels (22) are located in the mounting channels (25). Two magnetic steels (22) are provided in each of the mounting channels (25). The magnetic steels (22) are arc-shaped.

5. A hub reduction motor according to claim 4, characterized in that It also includes a first magnetic steel retaining ring (28) and a second magnetic steel retaining ring (27), wherein the first magnetic steel retaining ring (28) and the second magnetic steel retaining ring (27) are respectively located on both sides of the installation channel (25), and the side surfaces of the magnetic steel (22) are in contact with the first magnetic steel retaining ring (28) and the second magnetic steel retaining ring (27); It also comprises a rotor support (21), the rotor steel sheet (23) is sleeved on the rotor support (21), the first magnetic steel retaining ring (28) is integrally formed at the end of the outer peripheral surface of the rotor support (21), the second magnetic steel retaining ring (27) is sleeved on the outer peripheral surface of the rotor support (21), a plurality of screws (29) are provided on the second magnetic steel retaining ring (27), and the ends of the screws (29) pass through the rotor steel sheet (23) and are fixed to the rotor support (21); The motor driving shaft (3) is inserted into and connected to the rotor bracket (21); the inner circumference of the rotor bracket (21) and the motor driving shaft (3) are positioned and connected via a flat key; the motor driving shaft (3) is also provided with knurling, and the knurling is interference fit with the inner circumference of the rotor bracket (21).

6. The hub reduction motor according to claim 3, characterized in that The inner circumference of the front end cover (8) extends toward the rear end cover (9) to form an end cover protrusion (81); the speed reduction mechanism (4) is located in the end cover protrusion (81); a driving shaft hole (83) is formed in the end cover protrusion (81); the motor driving shaft (3) is inserted into the driving shaft hole (83); a first rotary sealing mechanism is provided between the motor driving shaft (3) and the hole wall of the driving shaft hole (83); the first rotary sealing mechanism comprises a first bearing (31) and a first oil seal (33) which are sequentially sleeved on the motor driving shaft (3); a first oil seal stop groove (86) is formed on the hole wall of the driving shaft hole (83); the first oil seal stop groove (86) is located outside the outer circumference of the first oil seal (33); the first oil seal stop groove (86) is used to adjust the air pressure; A positioning structure is also provided between the motor driving shaft (3) and the driving shaft hole (83), the positioning structure is in contact with the first oil seal (33) and positions the installation of the first oil seal (33), the positioning structure comprises a first retaining ring (32) sleeved on the motor driving shaft (3), a first retaining ring groove is also formed on the hole wall of the driving shaft hole (83), the first retaining ring (32) is located in the first retaining ring groove, and the first retaining ring (32) is in contact with the first oil seal (33); A first stopper (84) protruding inward is formed at the end of the wall of the driving shaft hole (83), and the two side surfaces of the first bearing (31) are in contact with the first stopper (84) and the first stopper ring (32) respectively. A first mounting groove is also formed on the motor driving shaft (3), and a first rubber ring (34) is arranged in the first mounting groove. The first rubber ring (34) is located on the inner side of the first bearing (31).

7. The hub reduction motor according to claim 6, characterized in that An oil seal seat (87) is installed on the side of the front end cover (8), a first insertion ring (88) is formed on the oil seal seat (87), a second installation groove is formed on the first insertion ring (88), a sealing ring (89) is arranged in the second installation groove, the first insertion ring (88) is inserted into the front end cover (8), the sealing ring (89) makes the first insertion ring (88) and the inner circumferential surface of the front end cover (8) seal, the motor output shaft (5) is inserted into the oil seal seat (87), a second rotary sealing mechanism is arranged between the motor output shaft (5) and the oil seal seat (87), the second rotary sealing mechanism includes a sleeve arranged on the motor output shaft (5) and a second rotary sealing mechanism. A second oil seal (54), a second bearing (55) and a second rubber ring are provided on the output shaft (5); a second stopper and a second oil seal stop groove are provided on the inner wall of the oil seal seat (87); the second stopper is located between the second oil seal (54) and the second bearing (55); the second oil seal (54) and the second bearing (55) are both in contact with the second stopper; a third stopper (56) is also provided on the motor output shaft (5); the second bearing (55) is in contact with the third stopper (56); the second oil seal stop groove is located on the outer side of the outer peripheral surface of the second oil seal (54); and the second rubber ring is located on the inner side of the second bearing (55).

8. The hub reduction motor according to claim 7, characterized in that The end of the motor driving shaft (3) is inserted into the rear end cover (9), and a third rotary sealing mechanism is provided between the motor driving shaft (3) and the inner wall of the rear end cover (9). The third rotary sealing mechanism comprises a third oil seal (35), a second retaining ring (36), a third bearing (37) and a third rubber ring (39) which are sleeved on the motor driving shaft (3). The inner wall of the rear end cover (9) is provided with a second retaining ring groove and a third oil seal stop groove (96). The second retaining ring (36) is located in the second retaining ring groove. The inner wall of the rear end cover (9) is also provided with a protruding fourth stop block (92). The motor driving shaft (3) is provided with a fourth positioning step (310). The fourth stop block (92) and the fourth positioning step (310) are respectively located on both sides of the third bearing (37). The third oil seal stop groove (96) is located on the outer side of the outer peripheral surface of the third oil seal (35), and the third rubber ring (39) is located on the inner side of the third bearing (37).

9. A hub reduction motor according to claim 8, characterized in that A bearing seat (91) is installed on the rear end cover (9), and a second insertion ring (93) is formed on the bearing seat (91), and the second insertion ring (93) is inserted into the motor driving shaft (3). A disc brake seat (10) is provided outside the bearing seat (91), and a third insertion ring (101) is formed on the disc brake seat (10), and the third insertion ring (101) is inserted into the bearing seat (91). The end of the motor output shaft (5) is inserted into the bearing seat (91) and the disc brake seat (10). A fourth rotary sealing mechanism is provided between the motor output shaft (5) and the inner wall of the bearing seat (91), and the fourth rotary sealing mechanism includes a fourth bearing (57) sleeved on the motor output shaft (5), an O-ring bushing (58) and a sealing O-ring (53). The fourth rotary sealing mechanism The mechanism also includes a fourth oil seal (59) and a third retaining ring (510) sleeved on the third insert ring (101); the inner wall of the third insert ring (101) is provided with a fifth positioning step; the inner circumference of the third insert ring (101) is in close contact with the O-ring bushing (58); the sealing O-ring (53) is located between the O-ring bushing (58) and the fifth positioning step; the outer circumference of the fourth bearing (57) and the outer circumference of the fourth oil seal (59) are in close contact with the inner wall of the bearing seat (91); the inner wall of the bearing seat (91) is also provided with a fifth retaining block (95) and a third retaining ring groove; the third retaining ring (510) is located in the third retaining ring groove; and the two side surfaces of the fourth oil seal (59) are in contact with the fifth retaining block (95) and the third retaining ring (510) respectively.

10. The hub reduction motor according to claim 9, characterized in that The motor driving shaft (3) is arranged in a liquid-tight manner inside the end cover protrusion (81) and the rear end cover (9) through the second oil seal (54) and the third bearing (37); the end cover protrusion (81), the motor driving shaft (3) and the rear end cover (9) divide the internal space of the motor into an oil chamber and a power chamber; oil is injected into the oil chamber, the speed reduction mechanism (4) is located in the oil chamber, and the stator (1) and the rotor (2) are located in the power chamber; A first oil gap (516) is provided between the inner wall of the sun gear (41) and the motor output shaft (5), a second oil gap (94) is provided between the outer wall of the second insert ring (93) and the inner wall of the motor driving shaft (3), the oil chamber comprises a first oil chamber, a second oil chamber and a third oil chamber, the first oil chamber comprises a space between the inner circumference of the front end cover (8) and the motor driving shaft (3), and a space between the inner circumference of the oil seal seat (87) and the motor output shaft (5), the first oil chamber is sealed by the second oil seal (54) and the first oil seal (33), the speed reduction mechanism (4) is located in the first oil chamber, and the second bearing (55), the first bearing (31) and the positioning bearing (51) are also located in the first oil chamber; The second oil chamber includes the space between the inner circumference of the motor driving shaft (3) and the motor output shaft (5), and the space between the inner circumference of the bearing seat (91) and the motor output shaft (5). The second oil chamber is connected to the first oil chamber through the first oil gap (516). The second oil chamber is sealed by the fourth oil seal (59). The fourth bearing (57) is located in the second oil chamber. The third oil chamber includes the space between the inner circumference of the rear end cover (9) and the motor driving shaft (3). The third oil chamber is connected to the second oil chamber through the second oil gap (94). The third oil chamber is sealed by the third oil seal (35). The third bearing (37) is located in the third oil chamber. The front end cover (8) is provided with an oil inlet hole (812) and an oil drain hole (813) which are connected to the first oil chamber. Oil flows into the first oil chamber from the oil inlet hole (812). The oil inlet hole (812) and the oil drain hole (813) are sealed by screws and gaskets. When the motor starts to rotate, the oil flows in the rotating motor and enters the second oil chamber and the third oil chamber to lubricate and cool the speed reduction mechanism (4), the first bearing (31), the second bearing (55), the third bearing (37), the fourth bearing (57), and the positioning bearing (51). The oil drain hole (813) is used to drain the oil.

11. The hub reduction motor according to claim 1, characterized in that The plurality of hub water channels (71) are arranged in parallel along the axial direction of the hub (7) and are evenly distributed in a ring shape, and the guide grooves (85) on the front end cover (8) and the guide grooves on the rear end cover (9) are arranged in a staggered manner.

12. The hub reduction motor according to claim 1, characterized in that A cooling channel (511) is formed through the motor output shaft (5), an output positioning block (512) is formed at one end of the motor output shaft (5), a receiving chamber (513) in communication with the cooling channel (511) is formed in the output positioning block (512), the inner wall of the receiving chamber (513) is bent to form a sixth positioning step, a fan (514) is fixed in the receiving chamber (513), the side surface of the fan (514) is in contact with the sixth positioning step, a guiding inclined surface (515) is formed at the end of the inner wall of the cooling channel (511), the guiding inclined surface (515) forms a bell mouth at the end of the cooling channel (511), when the motor output shaft (5) rotates, the fan (514) is driven to rotate synchronously, when the fan (514) rotates, wind is generated, and the wind enters the cooling channel (511) through the bell mouth.

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