Hub motor and vehicle

Abstract

The utility model provides a wheel hub motor and a vehicle, belonging to the technical field of vehicle parts, the wheel hub motor of the utility model comprises a motor housing, a wheel hub bearing, and a stator support and a rotary transformer arranged in the motor housing. Wherein the stator support is arranged on the hub bearing in a sleeving mode, an installation cavity is defined between the stator support and the hub bearing, the rotary transformer is arranged in the installation cavity, a stator of the rotary transformer is connected with the stator support, and a rotor of the rotary transformer is connected with the hub bearing. A first limiting part is arranged on the stator support, a second limiting part is arranged between the hub bearing and the motor shell, the first limiting part is used for limiting the axial displacement of a stator of the rotary transformer, and the second limiting part is used for limiting the axial displacement of a rotor of the rotary transformer. According to the hub motor provided by the utility model, the internal space of the hub motor can be fully utilized, the structural compactness and integration of the hub motor are improved, the overall axial occupied space of the hub motor can be reduced, and more space can be provided for the arrangement of other parts.

Description

Technical Field

[0001] This utility model relates to the field of vehicle component technology, and in particular to a hub motor. It also relates to a vehicle equipped with the hub motor. Background Technology

[0002] In-wheel motor technology is an electric vehicle drive technology that integrates components such as motors and inverters within the wheel rim. Its advantage lies in transferring the drive system, originally located above the suspension springs, to the wheel rim below the suspension springs. This allows for independent control of the drive wheels and frees up space previously occupied by the drive system for passenger seating and motor placement, significantly increasing the freedom of vehicle space design. Vehicles equipped with highly integrated in-wheel motors can reduce overall vehicle weight and transmission losses compared to traditional vehicles. While in-wheel motors offer numerous advantages, some drawbacks limit their widespread application in the electric vehicle field. For example, the relatively large axial space occupied by in-wheel motors results in lower overall structural integration, hindering powertrain upgrades. Utility Model Content

[0003] In view of this, the present invention aims to propose a hub motor with a relatively compact structure that can reduce the axial space occupied.

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] A hub motor includes a motor housing, a hub bearing, and a stator support and a rotary transformer disposed within the motor housing;

[0006] The stator support is sleeved on the hub bearing and forms an installation cavity between them. The rotary transformer is disposed in the installation cavity, and the stator of the rotary transformer is connected to the stator support, while the rotor of the rotary transformer is connected to the hub bearing.

[0007] The stator support is provided with a first limiting part, and the hub bearing and the motor housing are provided with a second limiting part. The first limiting part is used to limit the axial displacement of the stator of the rotary transformer, and the second limiting part is used to limit the axial displacement of the rotor of the rotary transformer.

[0008] Furthermore, the stator support includes a support body mounted on the hub bearing, and a resolver stator cover plate mounted at one end of the support body.

[0009] The resolver stator cover is annular, and the first limiting part includes a first protrusion on the resolver stator cover and a shoulder on the support body. The first protrusion and the shoulder respectively abut against both sides of the stator of the resolver.

[0010] Furthermore, the rotor of the rotary transformer is sleeved on the inner ring of the hub bearing;

[0011] The second limiting part includes a second protrusion on the motor housing and a flange on the outer wall of the inner ring, the second protrusion and the flange respectively abutting against both sides of the rotor of the rotary transformer.

[0012] Furthermore, the stator of the rotary transformer is connected to the stator support via a flat key; and / or,

[0013] The rotor of the rotary transformer is connected to the inner ring of the hub bearing by a flat key.

[0014] Furthermore, the stator support is provided with cooling water channels and two pipes connected to the cooling water channels, and at least one of the pipes includes a first pipe section, a second pipe section, and an intermediate pipe section disposed between the two.

[0015] The first pipe segment is connected to the stator support, the intermediate pipe segment extends radially along the stator support to the middle of the hub bearing, and the second pipe segment extends axially along the hub bearing.

[0016] Furthermore, the two pipelines have the same structure, and the stator support is provided with a connecting bracket;

[0017] The connecting frame is used to connect with the vehicle body suspension, and a through hole is provided on the connecting frame for the second pipe section to pass through.

[0018] Furthermore, the connecting frame includes an adapter cylinder extending circumferentially along the hub bearing, and a blocking plate disposed at one end of the adapter cylinder;

[0019] The adapter tube has a notch for the intermediate pipe section to pass through, and the through hole is provided on the plug plate.

[0020] Furthermore, the two pipelines are arranged adjacent to each other and connected to the stator support via the same fixing plate.

[0021] Furthermore, the cooling water channel is annular, arranged along the circumference of the wheel hub bearing.

[0022] Compared with the prior art, this utility model has the following advantages:

[0023] The hub motor described in this utility model, by forming a mounting cavity between the stator bracket and the hub bearing, and placing the rotary transformer in the mounting cavity, can make full use of the internal space of the hub motor, improve its structural compactness and integration, reduce the overall axial space occupied by the hub motor, and provide more space for the arrangement of other vehicle components; in addition, the setting of the first limiting part and the second limiting part can ensure the stability of the rotary transformer, which is conducive to ensuring the working performance of the hub motor.

[0024] In addition, the stator support consists of a support body sleeved on the hub bearing and a resolver stator cover plate located at one end of the support body. This split design allows the support body and the resolver stator cover plate to be relatively independent yet mutually compatible, which helps to achieve the positioning of the stator of the rotary transformer. The first limiting part includes a first protrusion on the resolver stator cover plate and a shoulder on the support body. The structure is simple and easy to design and implement.

[0025] The rotor of the rotary transformer is fitted onto the inner ring of the hub bearing, allowing it to rotate synchronously with the hub bearing, thus enabling accurate sensing of changes in the rotor's position and angle. The second limiting part includes a second protrusion on the motor housing and a flange on the outer wall of the inner ring, resulting in a simple structure that is easy to manufacture. Because the keyed connection offers high positioning accuracy, connecting the stator and stator support of the rotary transformer via a keyed connection, or connecting the rotor of the rotary transformer to the inner ring of the hub bearing via a keyed connection, both ensure the accuracy and stability of torque transmission between the two connected components and facilitate assembly and disassembly of the two components.

[0026] Secondly, the pipeline includes a first pipe section, a second pipe section, and an intermediate pipe section located between the two. The intermediate pipe section extends radially along the stator support to the middle of the wheel hub bearing, and the second pipe section extends axially along the wheel hub bearing. This not only improves the heat dissipation effect on the middle of the wheel hub bearing, but also allows the pipeline to be arranged at the center of the wheel, which can solve the problems of tight space near the vehicle suspension and structural constraints such as steering tie rods and upper and lower control arms, and makes the installation of the wheel hub motor more convenient.

[0027] By setting a connecting bracket on the stator support for connection with the vehicle suspension, and setting a through hole on the connecting bracket for the second pipe section to pass through, a stable connection between the hub motor and the vehicle suspension can be ensured. The through hole setting allows the connecting bracket to achieve the function of connecting with the vehicle suspension without obstructing the cooling system pipeline. At the same time, the connecting bracket can also provide support for the second pipe section, which helps to improve the installation stability of the pipeline.

[0028] Furthermore, the adapter tube in the connecting frame extends circumferentially along the wheel hub bearing, allowing the adapter tube to wrap around the wheel hub bearing, which can improve the connection strength between the stator bracket and the vehicle body suspension; the notch setting allows the intermediate tube section to pass smoothly through the adapter tube, while the blocking plate can prevent dust, debris and other objects from entering the interior of the adapter tube.

[0029] In addition, the adjacent arrangement of the two pipes makes their layout on the stator support more compact, which can effectively save space and avoid occupying too much unnecessary space due to the excessively dispersed distribution of the pipes; and the two pipes are connected to the stator support through the same fixing plate, which makes the installation operation simpler and faster than installing the two pipes separately.

[0030] By designing the cooling channels as annular rings along the circumference of the wheel hub bearing, the coolant can dissipate heat from the wheel hub bearing more evenly during circulation, avoiding localized overheating. Moreover, the coolant can circulate continuously along the annular channels without the need for complex turning or branching operations, which helps reduce the resistance that may occur during the circulation process, allowing the coolant to flow more smoothly and thus improving heat dissipation efficiency.

[0031] In addition, another objective of this utility model is to provide a vehicle equipped with a hub motor as described above.

[0032] The vehicle described in this utility model, by setting the hub motor as described above, can make full use of the internal space of the hub motor, improve its structural compactness and integration, reduce the overall axial space occupied by the hub motor, provide more space for the arrangement of other vehicle components, and facilitate the overall vehicle layout. Attached Figure Description

[0033] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0034] Figure 1 This is a schematic diagram of the hub motor described in an embodiment of the present invention;

[0035] Figure 2 for Figure 1 Sectional view of line AA in the middle;

[0036] Figure 3 for Figure 2 Enlarged view of section C;

[0037] Figure 4 This is an assembly state diagram of the stator support, connecting frame, and pipelines described in an embodiment of this utility model;

[0038] Figure 5 for Figure 1 Sectional view of the middle BB line;

[0039] Figure 6 This is a schematic diagram of the connecting frame described in an embodiment of the present utility model.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1. Motor housing; 2. Stator bracket; 3. Piping; 4. Connecting frame; 5. Hub bearing; 6. Rotary transformer; 7. Mounting plate; K. Mounting cavity; P. Notch;

[0042] 101. Second protrusion; 1011. Cooling water channel; 1012. Radial channel;

[0043] 201. Support body; 2011. Shoulder; 202. Resolver stator cover plate; 2021. First protrusion;

[0044] 401, Adapter sleeve; 4011, Outward flange; 4012, Connecting ring; 402, Blocking plate;

[0045] 501, Flange;

[0046] 601. Stator of a rotary transformer; 602. Rotor of a rotary transformer. Detailed Implementation

[0047] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0048] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., 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 utility model 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 utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0050] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0051] Given that existing hub motors occupy a large axial space, resulting in poor overall structural integration and hindering power system upgrades, this embodiment proposes a novel hub motor, comprising a motor housing 1, a hub bearing 5, and a stator support 2 and a rotary transformer 6 housed within the motor housing 1.

[0052] The stator support 2 is mounted on the hub bearing 5, forming a mounting cavity K between them. The rotary transformer 6 is located within the mounting cavity K, with its stator 601 connected to the stator support 2 and its rotor connected to the hub bearing 5. Furthermore, the stator support 2 has a first limiting part, and the hub bearing 5 and the motor housing 1 have a second limiting part. The first limiting part restricts the axial displacement of the stator 601 of the rotary transformer, and the second limiting part restricts the axial displacement of the rotor 602 of the rotary transformer.

[0053] In this embodiment, the hub motor utilizes the internal space of the hub motor by forming a mounting cavity K between the stator bracket 2 and the hub bearing 5, and housing the rotary transformer 6 within this cavity K. This improves the motor's compactness and integration, reduces the overall axial space occupied by the hub motor, and provides more space for the arrangement of other vehicle components. Furthermore, the first and second limiting parts ensure the stability of the rotary transformer 6, thus guaranteeing the working performance of the hub motor.

[0054] Based on the above overview, an exemplary structure of the hub motor in this embodiment is described below. Figures 1 to 3 As shown, the arrangement of the stator and rotor of the motor can be referenced from existing technology for the specific structure of the rotary transformer 6. Generally, the rotor steel sleeve is thermally fitted into the motor housing 1, the rotor magnet assembly is attached to the inner ring of the rotor steel sleeve, and the rotor retaining ring is attached to the inner ring of the motor housing 1 to fix the rotor steel sleeve and rotor magnet assembly. The stator winding is inserted into the stator support 2. This part of the structure can be referenced from existing technology; here, the main focus is on the location of the rotary transformer 6 and its connection relationship with other components.

[0055] As a preferred embodiment, combined with Figure 2 and Figure 3 As shown in the figure, the stator support 2 in this embodiment includes a support body 201 mounted on the hub bearing 5, and a resolver stator cover plate 202 mounted at one end of the support body 201. Wherein, combined with Figure 3 and Figure 4As shown, the support body 201 is generally circular, forming a groove with one open end, and a through hole at the bottom of the groove, through which it is fitted onto the outer ring of the hub bearing 5. In this embodiment, the stator support 2 consists of the support body 201 and a resolver stator cover plate 202 located at one end of the support body 201. This split design allows the support body 201 and the resolver stator cover plate 202 to be relatively independent yet mutually compatible, which helps to more accurately position the stator 601 of the resolver.

[0056] In addition, such as Figure 2 and Figure 3 As shown, the resolver stator cover 202 is annular. The first limiting portion includes a first protrusion 2021 on the resolver stator cover 202 and a shoulder 2011 on the support body 201. The first protrusion 2021 and the shoulder 2011 respectively abut against both sides of the stator 601 of the resolver. In one specific embodiment, the resolver stator cover 202 is bolted to the stator support 2. The first protrusion 2021 is annular along the edge of the central hole of the resolver stator cover 202. This design not only facilitates the disassembly and assembly of the resolver stator cover 202, but also provides a more uniform abutment force on one side of the stator 601 of the resolver, making the axial force on the stator more balanced and helping to maintain the stability of the stator.

[0057] Correspondingly, the shoulder 2011 provided on the support body 201 is also annularly arranged along the circumference of the stator 601 of the rotary transformer, so as to provide a more uniform abutment force on the other side of the stator 601 of the rotary transformer. In addition, the first limiting part includes a first protrusion 2021 provided on the stator cover plate 202 of the rotary transformer and a shoulder 2011 provided on the support body 201, which also has the advantages of simple structure and easy design and implementation.

[0058] In this regard, it is understandable that, in addition to being a continuous ring along the circumference of the stator 601 of the rotary transformer, the first protrusion 2021 and the shoulder 2011 can also be configured as multiple discontinuous separate parts.

[0059] Continue to refer to Figure 2 and Figure 3 As shown, in this embodiment, the rotor 602 of the rotary transformer is fitted onto the inner ring of the hub bearing 5. The second limiting part includes a second protrusion 101 provided on the motor housing 1 and a flange 501 provided on the outer wall of the inner ring. The second protrusion 101 and the flange 501 respectively abut against both sides of the rotor 602 of the rotary transformer.

[0060] In this embodiment, the rotor 602 of the rotary transformer is fitted onto the inner ring of the hub bearing 5, allowing it to rotate synchronously with the rotation of the hub bearing 5, thereby accurately sensing changes in the rotor's position, angle, and other information. The second limiting part includes a second protrusion 101 on the motor housing 1 and a flange 501 on the outer wall of the inner ring, which has a simple structure and is easy to manufacture.

[0061] In order to improve the uniformity of force distribution in various parts of the rotor 602 of the rotary transformer, as a preferred embodiment, both the second protrusion 101 and the flange 501 are annular rings arranged circumferentially along the rotor 602 of the rotary transformer. However, it is understandable that, in addition to being a continuous annular ring arranged circumferentially along the stator 601 of the rotary transformer, it is also feasible to design the second protrusion 101 and the flange 501 as multiple discontinuous separate parts.

[0062] Furthermore, in a preferred embodiment, the stator 601 of the rotary transformer is connected to the stator support 2 via a flat key, and the rotor 602 of the rotary transformer is connected to the inner ring of the hub bearing 5 via a flat key. In this case, the stator 601 of the rotary transformer is assembled on the stator support 2 via a hole-shaft clearance fit, while the rotor 602 of the rotary transformer and the inner ring of the hub bearing 5 have a transition fit. Because the flat key connection has high positioning accuracy, during installation, the fit between the flat key and the keyway can accurately determine the relative positions between the stator 601 and the stator support 2, and between the rotor 602 and the inner ring of the hub bearing 5, which helps to ensure the measurement accuracy of the rotary transformer 6.

[0063] Furthermore, the stator 601 of the rotary transformer is connected to the stator support 2 by a flat key, and the rotor 602 of the rotary transformer is connected to the inner ring of the hub bearing 5 by a flat key. This helps to ensure the accuracy and stability of torque transmission between the two connected components, and also facilitates the disassembly and assembly of the two components.

[0064] It is understandable that the stator 601 of the rotary transformer and the stator support 2 can be connected by other conventional methods besides the flat key connection. Similarly, the rotor 602 of the rotary transformer and the inner ring of the hub bearing 5 can be connected by other conventional methods besides the flat key connection.

[0065] Furthermore, the stator support 2 is provided with a cooling water channel 1011 and two pipes 3 communicating with the cooling water channel 1011. At least one of the pipes 3 includes a first pipe section, a second pipe section, and an intermediate pipe section located between the two. The first pipe section is connected to the stator support 2, the intermediate pipe section extends radially along the stator support 2 to the middle of the hub bearing 5, and the second pipe section extends axially along the hub bearing 5. One of the two pipes 3 is used to supply water to the cooling water channel 1011, and the other pipe 3 is used to allow water to flow out of the cooling water channel 1011.

[0066] This design has two advantages. First, it allows pipe 3 to be arranged at the center of the wheel, solving the problems of limited space near the vehicle suspension and structural constraints such as steering tie rods and upper and lower control arms, making the installation of the wheel hub motor more convenient. Second, the intermediate pipe section extends radially along the wheel hub bearing 5, allowing the coolant to be closer to the core area of ​​the wheel hub bearing 5, so as to better absorb the heat generated by the bearing during operation, thereby achieving more effective heat dissipation for the wheel hub bearing 5.

[0067] Combination Figure 2 , Figure 4 As shown in Figure 5, in a preferred embodiment, the two pipes 3 have the same structure, that is, both pipes 3 include a first pipe section, a second pipe section, and an intermediate pipe section. This arrangement facilitates standardized production, reduces production costs, and improves production efficiency. Furthermore, as shown in Figure 5... Figure 4 As shown, the stator bracket 2 is provided with a connecting bracket 4, which is used to connect with the vehicle body suspension, and the connecting bracket 4 is provided with a through hole for the second pipe section to pass through. Moreover, there are two through holes, one for each of the two pipes 3.

[0068] By setting up the connecting bracket 4, a direct connection can be established between the hub motor and the vehicle suspension, making the hub motor installation in the vehicle more stable and enabling it to better withstand various impacts and vibrations from the road surface during vehicle operation. The through-hole design ensures that the connecting bracket 4, while connecting to the vehicle suspension, does not obstruct the cooling system piping 3. Additionally, the connecting bracket 4 also provides support for the second pipe section, improving the installation stability of piping 3. Furthermore, to enhance performance, a sealing ring is provided at the edge of the through-hole and fitted onto the second pipe section.

[0069] Combination Figure 4 and Figure 6 As shown in the illustration, in one specific embodiment, the connecting frame 4 includes an adapter cylinder 401 extending circumferentially along the hub bearing 5, and a blocking plate 402 disposed at one end of the adapter cylinder 401. Furthermore, the adapter cylinder 401 has a notch P for an intermediate pipe section to pass through, and a through hole is disposed on the blocking plate 402. To reduce space occupation and improve overall aesthetics, such as... Figure 4 and Figure 6 As shown, the outer diameter of the adapter cylinder 401 gradually decreases in the direction away from the stators. In addition, to facilitate the entry of the intermediate pipe section of the two pipes 3 into the adapter cylinder 401, the notch P extends axially along the adapter cylinder 401 and extends a certain length circumferentially along the adapter cylinder 401.

[0070] Furthermore, as a further implementation method, such as Figure 4 and Figure 6 As shown, the end of the adapter cylinder 401 away from the blocking plate 402 is provided with an outward flange 4011. The outward flange 4011 not only improves the structural strength of the adapter cylinder 401 but also facilitates connection with the stator support 2. Furthermore, as a specific embodiment, the adapter cylinder 401 is connected to the stator support 2 by bolts, and multiple bolts are spaced apart circumferentially along the adapter cylinder 401 to improve connection strength.

[0071] In addition, continue to refer to Figure 4 and Figure 6 As shown, relative to the outer flange 4011, the other end of the adapter cylinder 401 is provided with a connecting ring 4012, and four connecting blocks are provided at intervals on the connecting ring 4012. Each connecting block is provided with a connecting hole for connecting to the vehicle body suspension. The aforementioned blocking plate 402 is connected to the connecting ring 4012 by screws. Furthermore, as a preferred embodiment, such as... Figure 1 and Figure 4 As shown, the two pipes 3 are arranged adjacent to each other and are connected to the stator support 2 through the same fixing plate 7.

[0072] The advantage of this design is that it allows for a more compact layout of the two pipes 3 on the stator support 2, effectively saving space and avoiding unnecessary space occupation due to the pipes 3 being too widely distributed. Furthermore, the two pipes 3 are connected to the stator support 2 via the same fixing plate 7, which simplifies and speeds up the installation process compared to installing each pipe 3 independently. For example, Figure 1 As shown in the figure, as a specific embodiment, the fixing plate 7 of this embodiment is rectangular and connected to two pipes 3, and the fixing plate 7 is screwed onto the stator bracket 2.

[0073] In this embodiment, as Figure 4 and Figure 5 As shown, the cooling channel 1011 is annular, arranged along the circumference of the hub bearing 5. This arrangement allows the coolant to dissipate heat from the hub bearing 5 more evenly during circulation, preventing localized overheating. Furthermore, the coolant can circulate continuously along the annular channel without the need for complex turning or branching operations, helping to reduce resistance during circulation and allowing for smoother flow, thereby improving heat dissipation efficiency.

[0074] Furthermore, to further improve the cooling effect, such as Figure 5 As shown, the cooling water channel 1011 is positioned near the edge of the stator support 2 to provide a larger cooling area. At this point, for easy connection to the two pipes 3, as shown... Figure 5 As shown, corresponding to the two pipes 3, a radial channel 1012 is provided on the stator support 2, which extends radially along the stator support 2. The radial channel 1012 is L-shaped, with one end connected to the cooling water channel 1011 and the other end connected to the pipe 3 via a plug.

[0075] Based on the above overall description, the hub motor of this embodiment, by adopting the above structure, can make full use of its internal space, save axial space, make its structure more compact, and facilitate more arrangement space for other components. In addition, placing the second section of the two pipes 3 in the middle of the hub bearing 5 can effectively solve the problem of limited space near the vehicle suspension and the structural constraints of steering tie rods, upper and lower control arms, etc., making the installation of the hub motor more convenient.

[0076] In addition, this embodiment also relates to a vehicle equipped with the above-described hub motor.

[0077] In this embodiment, the vehicle, by setting the hub motor as described above, can make full use of the internal space of the hub motor, improve its structural compactness and integration, reduce the overall axial space occupied by the hub motor, provide more space for the arrangement of other vehicle components, and facilitate the overall vehicle layout.

[0078] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A hub motor, characterized in that: It includes a motor housing (1), a hub bearing (5), and a stator support (2) and a rotary transformer (6) disposed within the motor housing (1); The stator support (2) is sleeved on the hub bearing (5) and forms an installation cavity (K) between them. The rotary transformer (6) is located in the installation cavity (K), and the stator (601) of the rotary transformer is connected to the stator support (2). The rotor of the rotary transformer (6) is connected to the hub bearing (5). The stator support (2) is provided with a first limiting part, and the hub bearing (5) and the motor housing (1) are provided with a second limiting part. The first limiting part is used to limit the axial displacement of the stator (601) of the rotary transformer, and the second limiting part is used to limit the axial displacement of the rotor (602) of the rotary transformer.

2. The hub motor according to claim 1, characterized in that: The stator support (2) includes a support body (201) mounted on the hub bearing (5) and a resolver stator cover plate (202) mounted at one end of the support body (201); The resolver stator cover plate (202) is annular. The first limiting part includes a first protrusion (2021) on the resolver stator cover plate (202) and a shoulder (2011) on the support body (201). The first protrusion (2021) and the shoulder (2011) respectively abut against both sides of the stator (601) of the resolver.

3. The hub motor according to claim 1, characterized in that: The rotor (602) of the rotary transformer is sleeved on the inner ring of the hub bearing (5); The second limiting part includes a second protrusion (101) provided on the motor housing (1) and a flange (501) provided on the outer wall of the inner ring. The second protrusion (101) and the flange (501) respectively abut against both sides of the rotor (602) of the rotary transformer.

4. The hub motor according to claim 1, characterized in that: The stator (601) of the rotary transformer is connected to the stator support (2) by a flat key; and / or, The rotor (602) of the rotary transformer is connected to the inner ring of the hub bearing (5) by a flat key.

5. The hub motor according to any one of claims 1 to 4, characterized in that: The stator support (2) is provided with a cooling water channel (1011) and two pipes (3) connected to the cooling water channel (1011), and at least one of the pipes (3) includes a first pipe section, a second pipe section, and an intermediate pipe section between the two. The first pipe segment is connected to the stator support (2), the intermediate pipe segment extends radially along the stator support (2) to the middle part of the hub bearing (5), and the second pipe segment extends axially along the hub bearing (5).

6. The hub motor according to claim 5, characterized in that: The two pipes (3) have the same structure, and the stator support (2) is provided with a connecting frame (4); The connecting frame (4) is used to connect with the vehicle body suspension, and the connecting frame (4) is provided with a through hole for the second pipe section to pass through.

7. The hub motor according to claim 6, characterized in that: The connecting frame (4) includes an adapter cylinder (401) extending circumferentially along the hub bearing (5), and a blocking plate (402) disposed at one end of the adapter cylinder (401); The adapter tube (401) has a notch (P) for the intermediate pipe section to pass through, and the through hole is provided on the plug plate (402).

8. The hub motor according to claim 5, characterized in that: The two pipes (3) are arranged adjacent to each other and connected to the stator support (2) through the same fixing plate (7).

9. The hub motor according to claim 5, characterized in that: The cooling water channel (1011) is an annular structure arranged along the circumference of the hub bearing (5).

10. A vehicle, characterized in that: The vehicle is equipped with a hub motor as described in any one of claims 1 to 9.

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