Hub motor for riding equipment

Abstract

The utility model discloses a wheel hub motor for riding equipment, which comprises a middle shaft, a motor body, a speed reducer, a hub ring and a chain wheel, the motor body and the speed reducer are sleeved on the middle shaft, the middle shaft is arranged on the hub ring in a penetrating manner, and the chain wheel is sleeved on one end of the middle shaft positioned on the outer side of the hub ring; the hub ring is provided with a sealing cavity, the motor body is located in the sealing cavity, the speed reducer is located in the sealing cavity and is in transmission connection with the motor body, a plurality of heat dissipation blades are formed on the inner side wall of the hub ring, and the heat dissipation blades synchronously rotate along with the hub ring to dissipate heat of the motor body. The sealing cavity is arranged in the hub ring, so that air flow in the sealing cavity flows to form a closed-loop air flow loop, and an air flow path in the closed-loop air flow loop is at least partially formed by the inner side wall of the hub ring. According to the utility model, the waterproof problem can be solved on the basis of ensuring the heat dissipation efficiency.

Description

TECHNICAL FIELD

[0001] The utility model relates to wheel hub motor technical field, especially a kind of wheel hub motor for cycling equipment. BACKGROUND

[0002] The motor body in wheel hub motor is placed in hub ring, wherein motor body needs to reserve avoidance space in radial direction to prevent interference between stator and rotor in rotating process and hub ring. But under the premise of compact volume requirement, the avoidance space must be designed small. Heat production site in hub ring interior is concentrated at stator and rotor, after the conduction of stator and rotor shell, heat is transferred to avoidance space, poor flowability, small heat dissipation volume, only through the heat dissipation of hub ring part corresponding to avoidance space radial direction, poor efficiency, leading to the problem that motor body is prone to high temperature rise.

[0003] In order to solve the problem that the heat dissipation efficiency of wheel hub motor is poor, leading to the problem that motor body is prone to high temperature rise in prior art, air inlet for sucking external air into stator and rotor shell and air outlet for discharging internal air outside are respectively arranged at both ends of stator and rotor shell. When working, the fins on stator and rotor shell drive airflow to flow, external air enters air inlet to take away heat generated by stator and rotor, and is discharged from air outlet, to dissipate heat by the exchange of internal and external air. However, since the scheme adopts the design that external airflow and internal airflow are communicated, it cannot solve the problem of waterproofing. UTILITY MODEL CONTENTS

[0004] In view of the deficiencies of prior art, the utility model provides a kind of wheel hub motor for cycling equipment, which can ensure the heat dissipation efficiency and solve the problem of waterproofing.

[0005] The utility model is implemented by the following technical solutions:

[0006] A kind of wheel hub motor for cycling equipment, including middle shaft, motor body, speed reducer, hub ring and tooth disc, the motor body and speed reducer are set on the middle shaft, the middle shaft is arranged in the hub ring, and the tooth disc is set on one end of the hub ring outside the middle shaft;

[0007] The hub ring has a sealed cavity, and the motor body is located in the sealed cavity, and the speed reducer is located in the sealed cavity and is in transmission connection with the motor body, wherein,

[0008] A plurality of heat dissipation blades are formed on the inner side wall of the hub ring, and the heat dissipation blades flow under the synchronous rotation of the hub ring, so that the airflow in the sealed cavity flows to form a closed-loop airflow circuit, wherein the airflow path in the closed-loop airflow circuit is at least partially formed by the inner side wall of the hub ring.

[0009] Further, a through hole is formed between the end of the motor body away from the speed reducer and the hub ring, and the closed-loop airflow circuit comprises a first path or a second path opposite to the first path in the running direction; under the action of the heat dissipation blades, when the airflow moves along the first path, the airflow first moves along the inner wall of the hub ring to the left, changes direction through the left side wall of the hub ring, and then moves to the through hole, enters the through hole, and sequentially passes through the internal cavities of the motor body and the speed reducer, and then moves along the inner wall of the hub ring to the heat dissipation blades again.

[0010] Further, the closed-loop airflow circuit comprises a third path; under the action of the heat dissipation blades, when the airflow moves along the third path, the airflow first moves along the inner wall of the hub ring to the left side of the motor body, changes direction through the left side wall of the hub ring, and then fills in the gap formed between the left side wall of the hub ring and the left side wall of the motor body; when the airflow is blocked, the airflow flows back to the heat dissipation blades again, and at this time, the airflow is stratified, the backflow airflow is close to the side of the motor body and continues to flow to the right end of the speed reducer, and then flows along the first branch and the second branch at the right end of the speed reducer.

[0011] When the airflow flows along the first branch, the airflow moves along the outer side of the speed reducer to the right side wall of the hub ring, changes direction through the right side wall of the hub ring, and then flows back along the inner wall of the hub ring to the heat dissipation blades;

[0012] When the airflow flows along the second branch, the airflow flows through the internal cavities of the speed reducer and the motor body, is blocked, flows back to the outer side of the speed reducer, and merges with the airflow on the first branch.

[0013] Further, the distance d1 between the inner wall of the hub ring and the outer peripheral wall of the motor body is 3-4 mm, and the distance d between the inner wall of the hub ring and the outer peripheral wall of the speed reducer is 0.5-1.5 mm.

[0014] Further, the heat dissipation blades can be in the form of rib strips and / or arc-shaped impellers.

[0015] Further, the overall length of the heat dissipation blades extends along the axial direction, and the left end of the heat dissipation blades is arranged close to the left side wall of the hub ring or directly extends to the left side wall of the hub ring.

[0016] Further, the heat dissipation blades and the hub ring are integrally injection molded.

[0017] Further, the motor body comprises a rotor, a stator and a stator support, the rotor is coaxially sleeved on the shaft, the stator is sleeved on the rotor, the stator support is wrapped on the stator, and the stator support is integrally formed by injection molding.

[0018] Further, a plurality of the heat dissipation blades are circumferentially distributed on the inner side wall of the hub ring, the stator support is formed with a avoiding space corresponding to the position of the heat dissipation blade, and the heat dissipation blade is at least partially accommodated in the avoiding space.

[0019] Further, the reducer comprises a first sun gear and a first planet carrier, the first sun gear is integrated on the output portion of the rotor, and a bearing chamber for mounting a support bearing is formed between the outer side wall of the output portion of the rotor and the first planet carrier.

[0020] Further, the rotor comprises a rotor support and a rotor body matched with the outer peripheral surface of the rotor support, the first sun gear is integrated on the rotor support, and the bearing chamber is formed between the rotor support and the first planet carrier.

[0021] Further, the reducer further comprises a ring gear, and the ring gear and the stator support are integrally formed by injection molding.

[0022] Further, the reducer further comprises a first planetary gear, the first planetary gear is rotatably arranged on the first planet carrier, and the first planetary gear is simultaneously meshed with the first sun gear and the ring gear.

[0023] Further, the reducer further comprises a second sun gear, a second planetary gear and a second planet carrier, the second sun gear is integrally formed on the side of the first planet carrier away from the first planetary gear, the second planetary gear is rotatably arranged on the second planet carrier, and the second planetary gear is simultaneously meshed with the second sun gear and the ring gear.

[0024] Further, the first planet carrier, the first planetary gear, the second planetary gear and the second planet carrier are all made of plastic material.

[0025] Further, at least one first bearing is arranged between the rotor support and the shaft, the support bearing is arranged between the rotor support and the first planet carrier, and the support bearing is also arranged between the second planet carrier and the shaft, so as to rotatably connect the rotor and the reducer on the shaft.

[0026] Further, the motor body can drive the reducer to rotate the hub ring, or the hub ring is driven to rotate by the pedal force.

[0027] Compared with existing technologies, the advantages of this utility model are:

[0028] 1. By forming multiple heat dissipation blades on the inner wall of the hub ring, these blades create a closed-loop airflow circuit within the sealed cavity of the hub motor as the hub ring rotates. At least a portion of this closed-loop airflow circuit is formed on the inner wall of the hub ring. As the hub rotates, the heat dissipation blades direct the concentrated airflow from the stator and rotor to other areas, allowing the hot airflow to act on various parts of the inner wall of the hub ring, thereby increasing the heat dissipation area and efficiency. Compared to existing technologies that rely on air inlets and outlets for air exchange, this application effectively solves the waterproofing problem.

[0029] 2. A clearance space is formed by the stator bracket corresponding to the position of the heat dissipation fins. The heat dissipation fins are at least partially housed in the clearance space. The clearance space is formed by completely or partially omitting the side wall of the stator bracket. This not only reduces the weight of the hub motor but also reduces the radial dimension of the hub motor, thereby achieving miniaturization and weight reduction of the hub motor.

[0030] 3. By setting the splice of adjacent stator cores at the yoke of a single-tooth core, and combining the injection molding process to wrap the shell on the stator component, the strength of the spliced ​​stator component can be guaranteed, and the length of the stator core teeth will not be increased, thus satisfying the characteristics of compact structure and small size.

[0031] 4. The end face of the housing facing the reducer is completely hollowed out, reducing the axial dimension of the hub motor.

[0032] 5. By eliminating the end face of the housing facing the reducer, on the one hand, the first-stage planetary carrier of the reducer can extend into the gap between the rotor and stator components, eliminating the need for stator support and thus reducing the axial dimension of the hub motor; on the other hand, it ensures that the cavity of the motor body and the cavity of the reducer are connected, and the heat of the stator and rotor in the motor body can be transferred to the cavity of the reducer. This increases the heat dissipation space, and the rotation of the rotor components and the planetary gears can also drive airflow, which can improve the heat dissipation volume and flow rate, thereby improving the heat dissipation efficiency.

[0033] 6. The rotor has a first-stage sun gear and a bearing housing for mounting the support bearing is formed between the rotor and the first-stage planetary carrier, which compensates for the lack of support from the stator support and makes the concentricity between the first-stage reducer and the motor body high.

[0034] 7. By using injection molding to integrally mold the gear ring and the housing, the introduction of a locking part between the gear ring and the housing is eliminated, which compensates for the heat dissipation space, saves costs, reduces the weight and axial dimension of the hub motor, and meets the requirements for lightweight hub motors.

[0035] 8. The first drive unit of the first one-way actuator is connected to the secondary planetary carrier on the reducer via injection molding, eliminating the need for mounting brackets and reducing installation space. Furthermore, the absence of locking components simplifies the installation process and reduces the space required, resulting in a compact hub motor structure that meets lightweight requirements. The first driven unit of the first one-way actuator engages with the mounting base via a spline, ensuring multi-point and uniform circumferential force distribution on the driven unit. This prevents misalignment of the first drive unit and driven unit in the circumferential direction, which would affect their meshing action. Additionally, the spline structure guides the driven unit as it is pushed away from or closer to the first drive unit axially. Moreover, no additional auxiliary structures are needed to fix the driven unit to the mounting base, further reducing installation space and cost, resulting in a more compact hub motor structure.

[0036] 9. By placing the PCB circuit board inside the hub, and integrating all the wires on the PCB circuit board, which can then be directly led out via pins, this replaces the existing technology where the circuit board is externally placed on the frame, requiring multiple wires to be led out of the hub, resulting in a messy and complex process. Moving some functions of the motor controller to the terminal block optimizes the spatial layout of the motor controller and makes better use of the motor's spatial structure. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the hub motor structure;

[0038] Figure 2 This is a cross-sectional view of the hub motor;

[0039] Figure 3 This is a cross-sectional view of a hub motor according to an embodiment of the present invention;

[0040] Figure 4 This is a cross-sectional view of a hub motor according to another embodiment of the present invention;

[0041] Figure 5 Exploded views of the stator and reducer;

[0042] Figure 6 This is a schematic diagram of the hub ring structure;

[0043] Figure 7 Schematic diagram of the hub motor section Figure 1 ;

[0044] Figure 8 Schematic diagram of the hub motor section Figure 2 ;

[0045] Figure 9 This is a structural schematic diagram of the stator component;

[0046] Figure 10 Structure diagram of stator core;

[0047] Figure 11 Structure diagram of single tooth core;

[0048] Figure 12 Structure diagram of rotor core;

[0049] Figure 13 Structure diagram of core punching sheet;

[0050] Figure 14 Structure diagram of hub motor partial structure explosion Figure 1 ;

[0051] Figure 15 Structure diagram of hub motor partial structure explosion Figure 2 ;

[0052] Figure 16 Structure diagram of hub motor partial structure explosion Figure 3 ;

[0053] Figure 17 Structure diagram of hub motor partial structure explosion Figure 4 ;

[0054] Figure 18 Partial exploded view of hub motor;

[0055] Figure 19 Structure diagram of external terminal;

[0056] Figure 20 Partial exploded view of hub motor;

[0057] Figure 21 Structure diagram of control unit;

[0058] Figure 22 Exploded view of control unit;

[0059] Figure 23 Structure diagram of base body.

[0060] 100, center shaft; 200, motor body; 210, rotor member; 213, rotor support; 214, first bearing; 215, rotor body; 211, support bearing; 212, bearing chamber; 240, rotor core; 241, core lamination; 242, magnetic steel slot; 243, weight-removing hole; 244, shaft hole; 245, notch; 220, stator member; 221, stator core; 222, single-tooth core; 223, yoke portion; 224, recess; 225, protrusion; 226, tooth body; 227, tooth portion; 228, stator winding; 230, stator support; 231, avoidance space; 232, second end face; 233, mounting block; 234, limiting block; 235, first end face; 300, speed reducer; 301, primary sun gear; 302, primary planet carrier; 303, ring gear; 304, primary planet gear; 305, secondary sun gear; 306, secondary planet gear; 307, secondary planet carrier; 308, protrusion; 400, hub ring; 401, heat dissipation blade; 410, first one-way clutch; 411, first driving portion; 414, first wedge-shaped sawtooth; 412, first driven portion; 415, second wedge-shaped sawtooth; 416, second spline; 413, elastic member; 420, tower base; 430, second bearing; 440, second one-way clutch; 490, sealing cavity; 491, mounting base body; 492, first spline; 500, control unit; 510, PCB circuit board; 511, mounting hole; 520, lead terminal; 521, pin; 522, input terminal; 523, output terminal; 530, base body; 531, injection molding slot; 532, injection molding hole; 533, through hole; 534, positioning slot; 535, connecting protrusion; 536, weight-reducing slot; 540, injection molding member; 590, power supply line; 591, signal line; 592, external terminal; 593, positioning protrusion; X, first path; Y, second path; W, third path; W1, first branch; W2, second branch. DETAILED DESCRIPTION

[0061] The utility model discloses a further non-restrictive detailed description of the technical scheme of the utility model with the preferred embodiment and its drawings. In the description of the utility model, it is understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" is based on the orientation or positional relationship shown in the drawings. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can be explicitly or implicitly included at least one feature. In the description of the utility model, the meaning of "multiple" is at least two, for example, two, three, etc., unless otherwise explicitly specified. The examples described below by referring to the drawings are exemplary, and are intended to explain the utility model, and cannot be understood as limiting the utility model.

[0062] As Figures 1-8 The utility model discloses a kind of hub motors of riding equipment, including center shaft 100, motor body 200, speed reducer 300, hub ring 400 and tooth disc (not shown in drawing), motor body 200, speed reducer 300 are set on center shaft 100.Hub ring 400 has sealed cavity 490, motor body 200 is located in sealed cavity 490, speed reducer 300 is located in sealed cavity 490 and is transmission connection with motor body 200, center shaft 100 is arranged in hub ring 400, and its located on the one end outside hub ring 400 and is set with tooth disc. In the present application, motor body 200 can drive speed reducer 300 to drive hub ring 400 to rotate, or tooth disc is driven under the driving of pedal force to drive hub ring 400 to rotate.

[0063] As Figure 5 Indicated, motor body 200 includes rotor piece 210, stator piece 220 and stator support 230, rotor piece 210 is coaxially set on center shaft 100, stator piece 220 is set on rotor piece 210, stator support 230 is wrapped on stator piece 220, and stator support 230 is integrally formed by injection molding, stator support 230 is replaced by PPS or modified nylon from existing metal aluminum material, weight is reduced, and meet the lightweight design requirement.

[0064] The reducer 300 comprises a planet carrier and a gear ring 303, and the gear ring 303 and the stator support 230 are integrally formed by injection molding. It is worth noting that the two ends of the planet carrier are provided with support bearings 211 to ensure that the reducer 300 can normally operate under the driving of the rotor member 210. In one of the possible implementation manners, the outer side wall of the output part of the rotor member 210 and the planet carrier form a bearing chamber 212 for mounting the support bearing 211.

[0065] By integrally forming the stator support 230 and the gear ring 303 by injection molding, the stator support 230 no longer needs to form a support end face, thereby reducing the installation size of the motor in the axial direction, and in addition, the concentricity between the stator support 230 and the gear ring 303 can be ensured, avoiding the disadvantages of low concentricity caused by separate installation, and without the need to introduce an installation structure, thereby not needing to consider the space occupied by the installation structure, reducing the installation space of the motor, and the process is relatively simple.

[0066] In combination Figure 8 , the installation size of the motor in the axial direction is small. Specifically, the end face of the stator support 230 towards the reducer 300 is a first end face 235, the inner side wall of the gear ring 303 forms a gear slot, and the left end of the gear slot is arranged towards the first end face 235. In one of the possible implementation manners, the left end of the gear slot extends to the first end face 235 in the axial direction. In the process of integrally forming by injection molding, the support end face of the stator support 230 towards the gear ring 303 does not need to be designed, and the reduction of the installation size in the axial direction is at least the thickness of the support end face.

[0067] In combination Figure 2 , the right end face of the rotor support 213 and the left end face of the planet carrier are provided with the support bearing 211 in the axial direction, and in one of the possible implementation examples, the structure on the planet carrier is used to replace the support end face that must be provided on the original stator support, thereby supporting the above-mentioned stator support 230 towards the support end face of the gear ring 303 without design, and the reduction of the installation size in the axial direction is at least the thickness of the support end face. In addition, in the present embodiment, the end face of the support bearing 211 towards the motor body 200 extends into the cavity of the motor body 200 in the axial direction beyond the first end face 235, further reducing the installation size in the axial direction.

[0068] Referring to Figure 6 , the inner side wall of the hub ring 400 forms a plurality of heat dissipation blades 401, and specifically, the heat dissipation blades 401 can be in the form of ribs and / or arc-shaped impellers, and the plurality of heat dissipation blades 401 are arranged in a circumferential direction. The left end of the heat dissipation blade 401 is arranged adjacent to the left side wall of the hub ring 400 or directly extends to the left side wall, and the overall length extends in the axial direction to correspond to the stator member 220 of the motor body 200. In one of the possible implementation manners, the heat dissipation blade 401 and the hub ring 400 can be integrally formed by injection molding.

[0069] The heat dissipation vane 401 follows the synchronous rotation of the hub ring 400, so that the air flow in the sealed cavity 490 of the wheel hub motor flows to form a closed loop air flow circuit, wherein the air flow path in the closed loop air flow circuit is at least partially formed by the inner side wall of the hub ring 400. During the rotation of the heat dissipation vane 401 following the hub ring 400, the air flow concentrated at the stator and rotor can be blown to other spaces, so that the hot air flow can act on the inner side wall of the hub ring 400, thereby increasing the heat dissipation area and improving the heat dissipation efficiency. Compared with the prior art, the air exchange between the inside and outside is realized by means of the air inlet and the air outlet, which effectively solves the problem of waterproofing.

[0070] In an embodiment of the present application, in order to facilitate the closed loop air flow circuit to form a smoother loop, a through hole is formed between the end of the motor body 200 away from the speed reducer 300 and the hub ring 400, and the through hole is communicated with the inside of the motor body 200 and the inside of the speed reducer 300. Figure 2 and Figure 3 A through hole is formed in the left end of the motor body 200, and the closed loop air flow circuit includes a first path X or a second path opposite to the first path X in the running direction. Under the action of the heat dissipation vane 401, when the air flow moves along the first path X, the air flow first moves left along the inner wall of the hub ring 400, changes direction through the left side wall of the hub ring 400, and then moves to the through hole. The air flow enters the through hole and sequentially passes through the internal cavity of the motor body 200 and the internal cavity of the speed reducer 300. After the air flow comes out of the internal cavity of the speed reducer 300, the air pressure at the heat dissipation vane 401 is relatively small, and the air flow moves along the inner wall of the hub ring 400 to the heat dissipation vane 401, and circulates repeatedly. Figure 2 and Figure 4, the end of the motor body 200 away from the reducer 300 is not provided with a through hole between the hub 400, the closed-loop airflow circuit includes a third path W, under the action of the heat dissipation blade 401, when the airflow moves along the third path W, the airflow first adheres to the inner wall of the hub 400 and moves to the left side of the motor body 200, and after the change of direction at the left side wall of the hub 400, it is filled in the gap formed between the left side wall of the hub 400 and the left side wall of the motor body 200, and when the airflow is blocked, it flows back to the heat dissipation blade 401, at this time, the airflow is stratified, the backflow airflow adheres to one side of the motor body 200 and continues to flow to the right end of the reducer 300, and flows along the first branch W1 and the second branch W2 at the right end of the reducer 300 respectively; when the airflow flows along the first branch W1, the airflow moves along the outside of the reducer 300 to the right side wall of the hub 400, after the change of direction at the right side wall of the hub 400, it flows back to the inner wall of the hub 400 and moves to the heat dissipation blade 401; when the airflow flows along the second branch W2, the airflow flows through the internal cavity of the reducer 300 and the internal cavity of the motor body 200, and then flows back to the outside of the reducer 300 and merges with the airflow on the first branch W1. Among them, the first branch W1 concentrates heat in a larger space, and continuously contacts the side wall and end face of the hub 400, thereby accelerating the heat dissipation efficiency. And when the airflow flows along the first branch W1 quickly, a negative pressure will be formed at the end 310 of the reducer 300, thereby being able to exert a certain suction force on the airflow flowing into the cavity along the second branch W2, so that the overall circuit flows smoothly while accelerating the heat dissipation efficiency. In addition, the outside of the end 310 of the reducer 300 is in communication with the cavity of the hub 400, which means that the internal cavity and the external cavity of the motor body 200 are in communication, and according to the flowability of the airflow, the heat can be effectively transferred out and to the hub 400, thereby improving the heat dissipation.

[0071] As shown in Figure 3 , the distance between the inner wall of the hub 400 and the outer peripheral wall of the reducer 300 is relatively small, which can accelerate the airflow and improve the heat dissipation effect. In the present embodiment, the distance d1 between the inner wall of the hub 400 and the outer peripheral wall of the motor body 200 is 3-4mm, and the distance d between the inner wall of the hub 400 and the outer peripheral wall of the reducer 300 is 0.5-1.5mm. The smaller distance can accelerate the airflow and improve the heat dissipation effect.

[0072] In combination with Figure 5 and Figure 6 , a plurality of heat dissipation blades 401 are circumferentially and uniformly distributed on the inner side wall of the hub 400, and the stator support 230 forms a relief space 231 corresponding to the position of the heat dissipation blade 401, and the heat dissipation blade 401 is at least partially accommodated in the relief space 231. The relief space 231 is formed by completely or partially omitting the thickness of the stator support 230 in the radial direction.

[0073] As shown in Figures 9-13 , the stator 220 comprises a stator core 221, which is designed in a splicing manner and is composed of a plurality of single tooth cores 222, and the splicing position of adjacent stator cores 221 is located at the yoke portion 223 of the single tooth core 222, wherein one yoke portion 223 is formed with a protrusion 225, and the corresponding position of the other adjacent yoke portion 223 is formed with a recess 224, and the protrusion 225 is press-fitted in the recess 224 to form the splicing of the two adjacent stator cores 221. In addition, the stator support 230 is wrapped on the stator 220 by combining the injection molding process, which can further ensure the strength of the stator 220 after splicing, and will not increase the length of the tooth portion 227, meet the compact and small characteristics of the structure, and further meet the compact and small design characteristics of the whole motor.

[0074] In the present application, the protrusion and recess 225 can be semicircular, V-shaped, zigzag or other shapes. It is also worth noting that the splicing of the recess 224 and the protrusion 225 can also be fixed by using glue, welding and the like.

[0075] The stator core 221 is composed of a plurality of single tooth cores 222.

[0076] As shown in Figure 11 , the single tooth core 222 further comprises a tooth body 226 extending in the radial direction and a tooth portion 227, the tooth body 226 is connected between the yoke portion 223 and the tooth portion 227, and the tooth portion 227 is located on the side of the yoke portion 223 close to the axis of the stator core 221.

[0077] As shown in Figure 9 , the stator 220 further comprises a stator winding 228, the stator winding 228 is wound on the tooth body 226, and the ratio of the winding length of the stator winding 228 to the length of the tooth body 226 in the radial direction is 0.85-0.98, and the plurality of single tooth cores 222 wound with the stator winding 228 are spliced by the yoke portion 223 of the single tooth core 222. When the user installs the stator 220, the stator winding 228 is wound on a single tooth body 226, and then a plurality of stator cores 221 are spliced to form the stator 220. During the winding process, the space on both sides of the tooth body 226 is completely released, which is different from the whole circle winding which needs to give a certain avoidance space for the winding mechanical equipment. Therefore, the splicing mode of the present application reduces the gap between the two adjacent single tooth cores 222 to 2-3mm after winding and splicing, and effectively increases the slot fill rate by 8% under the condition that the space remains unchanged.

[0078] As shown in Figure 2 and Figure 5 , the rotor 210 comprises a rotor body 215 and a rotor support 213, and the rotor body 215 is sleeved on the outer peripheral wall of the rotor support 213.

[0079] As Figure 12 shown, the rotor body 215 includes a rotor core 240 composed of a plurality of core punching sheets 241. The punching and stacking in the manner of rotation can reduce the balance of the rotor body 215 itself, save the time of line dynamic balance (the size of the core punching sheet 241 may be larger or smaller when punching, if directly stacked in one direction in the circumferential direction, the entire rotor body 215 will be offset on one side, the single-side dynamic balance will be too large, but this rotation method will ensure that each core punching sheet 241 is at an angle with the previous one, and the part with poor size will also be offset. After one rotation, the part with poor size will be evenly distributed around the circle. This method will ensure that the balance at each point in the circumferential direction of the rotor body 215 is basically consistent, and the overall dynamic balance will be smaller.

[0080] As Figure 13 shown, the core punching sheet 241 is provided with a plurality of magnetic steel grooves 242, and the plurality of magnetic steel grooves 242 are distributed at intervals along the circumferential direction of the core punching sheet 241.

[0081] The side of the tooth portion 227 towards the rotor member 210 is treated with an angle cutting, and the outer circumferential surface of the rotor core 240 is also treated with an angle cutting. The purpose is to optimize the magnetic density waveform of the air gap between the rotor and the stator, so that the overall magnetic density waveform tends to be sinusoidal, so as to effectively improve the efficiency and reduce the noise.

[0082] A plurality of weight-removing holes 243 are also provided on the core punching sheet 241, and the weight-removing holes 243 are arranged between adjacent magnetic steel grooves 242 and close to the outer edge of the core punching sheet 241. During the rotation of the rotor member 210, the centrifugal force at the outer edge is large, and the appropriate weight-removing hole 243 can effectively reduce the centrifugal force, thereby reducing the rotor runout and vibration, reducing the noise, and ensuring the stability. The size of the adjacent two magnetic steel grooves 242 close to the outer edge is relatively large, so it is more suitable for the design of larger size weight-removing hole 243. In addition, the weight-removing hole 243 is provided in multiple numbers, which can reduce the use of materials, reduce the cost and weight, and the weight-removing hole 243 is symmetrically arranged about the radial direction of the rotor, which can ensure that the weights on the two symmetric sides are approximately consistent, ensure the stability during the rotation of the motor, and reduce the runout and vibration.

[0083] The shaft hole 244 of the core punching sheet 241 is provided with a plurality of notches 245, and after the plurality of core punching sheets 241 are laminated and formed into the rotor core 240, the notch 245 of at least one core punching sheet 241 does not overlap (or at least partially staggered) with the projection of the notch 245 of any other core punching sheet 241 in the axial direction. In the embodiment, by providing the notch 245 on the shaft hole 244 of the core punching sheet 241, the notch 245 defect caused by the process can be uniformly distributed in the circumferential direction of the rotor support 213 after the notch 245 is arranged and laminated in the axial direction of the rotor support 213 and connected with the rotor support 213 by interference fit, thereby avoiding the concentration of defects of the notch. The rotor core provided by the utility model can reduce or eliminate the run-out problem of the rotor support 213 after being pressed into the rotor core due to the notch by arranging the notch 245 on the shaft hole 244 and staggering the arrangement of the notch 245 during laminated forming.

[0084] As shown in Figure 5 and Figure 7 , in order to reduce the weight and cost, the stator support 230 is partially or completely hollow (corresponding to the above-mentioned avoiding space 231) corresponding to the position of the stator core 221, and the partially or completely hollow part can accommodate at least part of the heat dissipation blade 401, thereby reducing the radial size of the wheel hub motor.

[0085] As shown in Figure 7 , the end surface of the stator support 230 away from the reducer 300 is a second end surface 232, and the second end surface 232 of the stator support 230 is over-molded. Specifically, the left end surface of the stator support 230 is over-molded.

[0086] As shown in Figure 8 , the end surface of the stator support 230 facing the reducer 300 is completely hollow, which saves the original support end surface for bearing installation and reduces the axial size of the wheel hub motor.

[0087] As shown in Figure 2 , Figure 14 and Figure 15 , the reducer 300 includes a first sun gear 301 and a first planet carrier 302, and the first sun gear 301 is integrated on the output part of the rotor member 210.

[0088] Specifically, the rotor member 210 includes a rotor support 213, the primary sun gear 301 is integrated on the rotor support 213, and the bearing chamber 212 is formed between the rotor support 213 and the planet carrier. In this embodiment, the planet carrier includes a primary planet carrier 302 and a secondary planet carrier 307. Specifically, the bearing chamber 212 is formed between the rotor support 213 and the primary planet carrier 302. The support function of the stator support is saved, and the concentricity between the primary reduction of the speed reducer 300 and the motor body 200 is high. In addition, the support bearing 211 is arranged between the rotor support 213 and the primary planet carrier 302, and the support bearing 211 is also arranged between the secondary planet carrier 307 and the middle shaft 100, so as to rotate the rotor member 210 and the speed reducer 300 on the middle shaft 100.

[0089] In addition, at least one first bearing 214 is arranged between the rotor support 213 and the middle shaft 100, so that the rotor support 213 can rotate relative to the middle shaft 100, and the primary sun gear 301 is formed at one end of the rotor support 213 close to the speed reducer 300, and the bearing chamber 212 is formed between the rotor support 213 and the primary planet carrier 302. In an implementable manner, a plurality of protrusions 308 are formed on the side of the primary planet carrier 302 facing the rotor member 210, at least one protrusion 308 is arranged between two primary planet gears 304, the protrusion 308 is located outside the rotor support 213, and the rotor support 213 and the protrusion 308 jointly form a corresponding bearing chamber 212.

[0090] The rotor member 210 further includes a rotor body 215 matched with the outer circumferential surface of the rotor support 213, the axial length of the rotor body 215 is smaller than the axial length of the stator member 220, and the projection of the above-mentioned protrusion 305 in the radial direction is at least partially located on the stator member 220. By saving the end surface of the stator support 230 facing the speed reducer 300, on the one hand, the primary planet carrier 302 of the speed reducer 300 can extend into the gap between the rotor member 210 and the stator member 220, the support of the stator support is saved, the axial size of the wheel hub motor is reduced, and the stability of the transmission process of each component of the speed reducer 300 can be ensured; on the other hand, the cavity of the motor body 200 and the cavity of the speed reducer 300 are communicated, during the working process, the heat generated in the motor body 200 by the rotor and the stator can be transferred to the cavity of the speed reducer 300, on the one hand, the heat dissipation space is increased, on the other hand, under the rotation of the rotor member 210 and the rotation of the planet gear, the airflow can also flow, the heat dissipation volume and the flow rate can be improved, and the heat dissipation efficiency is improved.

[0091] The speed reducer 300 further includes a gear ring 303, the gear ring 303 and the stator support 230 are integrally formed by injection molding, so that the introduction of the locking part between the gear ring 303 and the stator support 230 is not needed, the heat dissipation space is compensated, the cost is saved, the weight and the axial size of the wheel hub motor are reduced, and the light weight requirement of the wheel hub motor is met.

[0092] The reducer 300 further comprises a primary planetary gear 304 which is arranged to rotate freely on the primary planetary carrier 302 and which is in gear engagement with both the primary sun gear 301 and the ring gear 303. It is worth noting that the primary planetary carrier 302 is required to effectively ensure the stable engagement between the primary planetary gear 304 and the ring gear 303. In the prior art, the primary planetary carrier 304 is provided with a protrusion which is rotatably connected to the housing of the reducer 300 through a bearing, so as to ensure the concentricity of the primary planetary carrier 304 during rotation, thereby ensuring the stable engagement between the primary planetary gear 304 and the ring gear 303. In the present application, the bearing chamber 212 arranged on the housing of the reducer 300 is transferred to the rotor 210, which not only ensures the concentricity, but also saves the introduction of the left housing of the reducer 300, thereby further achieving the purpose of reducing the axial size of the hub motor.

[0093] The reducer 300 further comprises a secondary sun gear 305, a secondary planetary gear 306 and a secondary planetary carrier 307. The secondary sun gear 305 is integrally formed on the side of the primary planetary carrier 302 which is away from the primary planetary gear 304. The secondary planetary gear 306 is arranged to rotate freely on the secondary planetary carrier 307 and is in gear engagement with both the secondary sun gear 305 and the ring gear 303.

[0094] The output end of the secondary planetary carrier 307 is provided with a first one-way clutch 410 between the hub ring 400. The motor body 200 can drive the reducer 300 to rotate, thereby driving the hub ring 400 to rotate through the first one-way clutch 410. In this process, the first one-way clutch 410 is in a locked state.

[0095] The primary planetary carrier 302, the primary planetary gear 304, the secondary planetary gear 306 and the secondary planetary carrier 307 are all made of plastic material.

[0096] As Figure 2 , Figure 15 , Figure 16 and Figure 17As shown, the first one-way clutch 410 includes a first driving part 411, a first driven part 412 and an elastic member 413, the first driving part 411 is integrally formed with the output end of the speed reducer 300 by injection molding, the first driven part 412 is sleeved on the mounting base 491 integrally formed with the hub 400, one end of the elastic member 413 abuts against the hub 400 and the other end abuts against the first driven part 412; when the first driving part 411 rotates counterclockwise, the first one-way clutch 410 is defined as a locked state, the first driving part 411 and the first driven part 412 synchronously rotate after meshing with each other, the speed reducer 300 transmits the output torque of the motor body 200 to the first driving part 411, the first driving part 411 drives the first driven part 412 to synchronously rotate, and the first driven part 412 drives the hub 400 to synchronously rotate; when the first driving part 411 rotates clockwise, the elastic member 413 is compressed, the first one-way clutch 410 is defined as an unlocked state, the first driving part 411 and the first driven part 412 cannot mesh, the first driven part 412 intermittently moves away from the first driving part 411 along the axial direction of the elastic member 413 under the action of the first driving part 411, and the first one-way clutch 410 cannot transmit the output torque of the motor body 200 to the hub 400. The first driving part 411 is connected to the secondary planet carrier 307 of the speed reducer 300 in an integrally formed manner by injection molding, thereby eliminating the introduction of the mounting bracket, reducing the installation space, and eliminating the introduction of the locking member, thereby reducing the installation space, simplifying the installation process, making the structure of the hub motor compact and meeting the requirements of lightweight.

[0097] As shown in Figure 17 The first driving part 411 is formed with a first wedge-shaped sawtooth 414 on the side facing the first driven part 412, and the first driven part 412 is formed with a second wedge-shaped sawtooth 415 on the side facing the first driving part 411, when the first one-way clutch 410 is in the locked state, the first wedge-shaped sawtooth 414 and the second wedge-shaped sawtooth 415 mesh with each other.

[0098] As shown in Figure 16As shown, the outer periphery of the mounting base 491 is provided with a first spline 492, and the inner ring of the first driven part 412 is provided with a second spline 416. The first spline 492 and the second spline 416 are provided with a plurality of splines and are arranged in a staggered manner. The side walls of two adjacent first splines 492 are formed with a groove body matched with the second spline 416. The first driven part 412 is circumferentially engaged through the first spline 492 and the second spline 416. When the first one-way clutch 410 is in the locked state, the circumferential limiting of the spline structure can drive the hub 400 to rotate circumferentially. In addition, by arranging the spline, the first driven part 412 is subjected to multi-point force, and the circumferential force is uniform, thereby avoiding the position of the first driving part 411 and the first driven part 412 in the circumferential direction from being dislocated, which affects the meshing action of the first driving part 411 and the first driven part 412. In addition, the spline structure plays a guiding role in the process of pushing the first driven part 412 away from or close to the first driving part 411 in the axial direction. Since the first driven part 412 and the mounting base 491 do not need additional auxiliary structures for fixation, the installation space is reduced, the cost is reduced, and the structure of the hub motor is more compact. Therefore, the first driving part 411 and the first driven part 412 of the first one-way clutch 410 in the embodiment do not need additional auxiliary structures for fixation, and the reliability of the structure of the entire first one-way clutch 410 is improved.

[0099] As shown in Figure 2 and Figure 15 , the hub motor further comprises a tower base 420, the tower base 420 is connected between the middle shaft 100 and the hub 400 through at least one second bearing 430, the tooth disc is sleeved on the outer circumferential surface of the tower base 420, and the tower base 420 and the hub 400 are provided with a second one-way clutch 440. The user can drive the tooth disc to rotate by pedaling the pedal, the tooth disc drives the tower base 420 to rotate synchronously, and the tower base 420 drives the hub 400 to rotate through the second one-way clutch 440. At this time, the second one-way clutch 430 is in the locked state, and the first one-way clutch 410 is in the unlocked state. It is worth noting that the states of the first one-way clutch 410 and the second one-way clutch 430 are always different during riding.

[0100] As shown in Figures 18-23 , the hub motor further comprises a control unit 500, the control unit 500 comprises a PCB circuit board 510 and a lead terminal 520, the PCB circuit board 510 is arranged inside the hub 400, and the power supply line 590 and the signal line 591 in the hub motor are integrated on the PCB circuit board 510. The input end of the lead terminal 520 is connected to the PCB circuit board 510, and the output end is connected to the external terminal 592.

[0101] In one embodiment, the lead terminal 520 comprises a plurality of jacks, the input end of the jack is connected to the PCB circuit board 510, and the output end of the jack is used to connect the external terminal 592.

[0102] In another embodiment, the lead-out terminal 520 includes a plurality of pins 521, the input end 522 of the pin 521 is connected with the PCB circuit board 510, and the output end 523 of the pin 521 is exposed outside the hub ring 400 for connecting with the external terminal 592. By arranging the PCB circuit board 510 inside the hub ring 400, and integrating all wires on the PCB circuit board 510, then directly leading out through the pins 521, the wires in the prior art are led out of the hub, which is messy and complicated. By moving part of the function of the motor controller to the wiring board, the spatial layout of the motor controller is optimized, and the space structure of the motor is reasonably utilized.

[0103] As shown in Figure 22 , the lead-out terminal 520 further includes a base 530 and an injection molding part 540, and the injection molding part 540 is used to fix the pins 521 on the base 530.

[0104] As shown in Figure 23 , the base 530 is provided with an injection molding groove 531 and a plurality of injection molding holes 532, the plurality of injection molding holes 532 are distributed in a circumferential direction and extend in an axial direction, so as to ensure the accuracy of injection molding of the injection molding part 540, the plurality of pins 521 correspond to the plurality of injection molding holes 532 one by one, the pins 521 pass through the injection molding holes 532, and the input end 522 and the output end 523 of the pin 521 are exposed outside the base 530 and the injection molding part 540. By arranging the injection molding groove 531 and the injection molding holes 532, the accuracy of injection molding of the injection molding part 540 can be ensured, and the accuracy of connection of the pins 521 can be ensured, so that the probability of bending of the pins 521 is very small even after long-term use, and the service life is long. In specific production, the base 530 and the pins 521 are placed in a mold for integrated injection molding, and the fixing process is simple. The base 530 is made of aluminum alloy ADC12 or powder metallurgy die casting, which is light in weight and light in weight. The pins 521 are made of red copper gold-plated material, which ensures efficient connection. The injection molding part 540 is made of flame-retardant nylon or other related insulating materials.

[0105] The axial both sides of the injection molding part 540 do not exceed the axial both sides of the base 530, so as to avoid affecting the axial installation direction of the base 530 by the injection molding part 540.

[0106] The base 530 is provided with a through hole 533 matched with the central shaft 100.

[0107] The outer side wall of the base 530 is provided with a positioning groove 534, and the external terminal 592 is provided with a positioning protrusion 593 matched with the positioning groove 534, so as to facilitate positioning and avoid rotation of the external terminal 592 relative to the base 530.

[0108] The outer side wall of the base 530 is further provided with a connecting protrusion 535 fixedly connected with the stator support 230 on the motor body 200.

[0109] The connecting protrusion 535 is provided with a plurality of lightening grooves 536 to meet the lightweight design, and the plurality of lightening grooves 536 are evenly distributed in the circumferential direction on the connecting protrusion 535.

[0110] The PCB circuit board 510 is in a circular ring shape and is fixed on the stator support 230 of the motor body 200. The PCB circuit board 510 is in a circular ring shape, and after the UVW three-phase lines of the stator are led out, there is no need to lead to a specific connection point, and the shortest distance "near principle" is directly electrically connected on the PCB circuit board 510. The circular ring design makes the installation process and wiring more convenient and effective.

[0111] The power supply line 590 of the motor body 200 is axially inserted into the PCB circuit board 510 and is electrically connected with the PCB circuit board 510.

[0112] As shown in Figure 20 The stator support 230 is axially provided with a mounting block 233, and the PCB circuit board 510 has a mounting hole 511, and the inner wall forming the mounting hole 511 is attached to the outer side surface of the mounting block 233.

[0113] As shown in Figure 20 The stator support 230 is axially provided with a limiting block 234, and the PCB circuit board 510 is at least partially attached to the end surface of the limiting block 234 to ensure that the position of the PCB circuit board 510 after installation does not tilt.

[0114] The ratio of the axial projection area of the attached part of the PCB circuit board 510 and the limiting block 234 to the axial projection area of the PCB circuit board 510 is 0.3-0.35.

[0115] The above-described embodiments only express several embodiments of the present application, and the description is more specific and detailed, but it cannot be understood as limiting the scope of the present application. It should be noted that for ordinary skilled persons in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A wheel hub motor for a cycling device, characterized by, The application relates to a motor, which comprises a shaft (100), a motor body (200), a speed reducer (300), a hub ring (400) and a toothed disc, the motor body (200) and the speed reducer (300) are sleeved on the shaft (100), the shaft (100) penetrates through the hub ring (400), and the end of the shaft (100) located outside the hub ring (400) is sleeved with the toothed disc; The hub ring (400) has a sealed cavity (490), the motor body (200) is located in the sealed cavity (490), the speed reducer (300) is located in the sealed cavity (490) and is in transmission connection with the motor body (200), wherein, A plurality of heat dissipation blades (401) are formed on the inner side wall of the hub ring (400), the heat dissipation blades (401) are synchronously rotated with the hub ring (400), so that the airflow in the sealed cavity (490) flows to form a closed-loop airflow circuit, and the airflow path in the closed-loop airflow circuit is at least partially formed by the inner side wall of the hub ring (400).

2. The wheel hub motor according to claim 1, characterized in that A through hole is formed between the end of the motor body (200) away from the speed reducer (300) and the hub ring (400), the closed-loop airflow circuit comprises a first path (X) or a second path opposite to the first path (X) in the running direction, under the action of the heat dissipation blades (401), when the airflow moves along the first path (X), the airflow firstly moves along the inner wall of the hub ring (400) to the left, is changed in direction through the left side wall of the hub ring (400) and then moves to the through hole, enters the through hole and sequentially passes through the internal cavity of the motor body (200) and the internal cavity of the speed reducer (300), and then moves along the inner wall of the hub ring (400) to the heat dissipation blades (401) again.

3. The wheel hub motor according to claim 1, characterized in that, The closed-loop airflow circuit comprises a third path (W), under the action of the heat dissipation blades (401), when the airflow moves along the third path (W), the airflow firstly moves along the inner wall of the hub ring (400) to the left side of the motor body (200), is changed in direction through the left side wall of the hub ring (400) and then fills in the gap formed between the left side wall of the hub ring (400) and the left side wall of the motor body (200), and when the airflow is hindered, the airflow flows back to the heat dissipation blades (401) again, at this moment, the airflow is layered, the backflowing airflow is close to the side of the motor body (200) and continues to flow to the right end of the speed reducer (300) and flows along a first branch (W1) and a second branch (W2) at the right end of the speed reducer (300) respectively; When the airflow flows along the first branch (W1), the airflow moves along the outer side of the speed reducer (300) to the right side wall of the hub ring (400), is changed in direction through the right side wall of the hub ring (400) and then flows back to the heat dissipation blades (401) along the inner wall of the hub ring (400). When the airflow flows along the second branch (W2), the airflow flows through the inner cavity of the speed reducer (300), is blocked after flowing through the inner cavity of the motor body (200), flows back to the outside of the speed reducer (300), and merges with the airflow on the first branch (W1).

4. The wheel hub motor according to claim 2 or 3, characterized in that The distance d1 between the inner wall of the hub ring (400) and the outer peripheral wall of the motor body (200) is 3-4 mm, and the distance d between the inner wall of the hub ring (400) and the outer peripheral wall of the speed reducer (300) is 0.5-1.5 mm.

5. The in-wheel motor according to claim 1, characterized by The heat dissipation blades (401) can be in the form of ribs and / or arc-shaped impellers.

6. The in-wheel motor according to claim 1, characterized by The overall length of the heat dissipation blades (401) extends along the axial direction, and the left end of the heat dissipation blades (401) is arranged adjacent to the left side wall of the hub ring (400) or directly extends to the left side wall of the hub ring (400).

7. The in-wheel motor according to claim 1, characterized by The heat dissipation blades (401) and the hub ring (400) are integrally injection molded.

8. The in-wheel motor according to claim 1, characterized by The motor body (200) comprises a rotor member (210), a stator member (220), and a stator support (230), the rotor member (210) is coaxially sleeved on the middle shaft (100), the stator member (220) is sleeved on the rotor member (210), and the stator support (230) is wrapped on the stator member (220), and the stator support (230) is integrally formed by injection molding.

9. The wheel hub motor according to claim 8, characterized in that A plurality of heat dissipation blades (401) are circumferentially distributed on the inner side wall of the hub ring (400), the stator support (230) is formed with a avoiding space (231) corresponding to the position of the heat dissipation blades (401), and the heat dissipation blades (401) are at least partially accommodated in the avoiding space (231).

10. The wheel hub motor of claim 8, wherein, The speed reducer (300) comprises a first sun gear (301) and a first planetary carrier (302), the first sun gear (301) is integrated on the output portion of the rotor member (210), and a bearing chamber (212) for mounting a support bearing (211) is formed between the outer side wall of the output portion of the rotor member (210) and the first planetary carrier (302).

11. The wheel hub motor according to claim 10, characterized in that The rotor member (210) comprises a rotor support (213) and a rotor body (215) matched with the outer peripheral surface of the rotor support (213), the first sun gear (301) is integrated on the rotor support (213), and the bearing chamber (212) is formed between the rotor support (213) and the first planetary carrier (302).

12. The wheel hub motor of claim 11, wherein, The speed reducer (300) further comprises a ring gear (303), and the ring gear (303) and the stator support (230) are integrally formed by injection molding.

13. The wheel hub motor of claim 12, wherein, The speed reducer (300) further comprises a first planetary gear (304), and the first planetary gear (304) is arranged to rotate on the first planetary carrier (302), and the first planetary gear (304) is simultaneously gear-engaged with the first sun gear (301) and the ring gear (303).

14. The wheel hub motor of claim 13, wherein, The reducer (300) further comprises a second-stage sun gear (305), a second-stage planet gear (306) and a second-stage planet carrier (307), the second-stage sun gear (305) is integrally formed on the side of the first-stage planet carrier (302) away from the first-stage planet gear (304), the second-stage planet gear (306) is rotatably arranged on the second-stage planet carrier (307), and the second-stage planet gear (306) is simultaneously in gear engagement with the second-stage sun gear (305) and the ring gear (303).

15. The wheel hub motor of claim 14, wherein, The first-stage planet carrier (302), the first-stage planet gear (304), the second-stage planet gear (306) and the second-stage planet carrier (307) are all made of plastic.

16. The wheel hub motor of claim 14, wherein, At least one first bearing (214) is arranged between the rotor support (213) and the middle shaft (100), the support bearing (211) is arranged between the rotor support (213) and the first-stage planet carrier (302), and the support bearing (211) is also arranged between the second-stage planet carrier (307) and the middle shaft (100), so that the rotor (210) and the reducer (300) are rotatably sleeved on the middle shaft (100).

17. The in-wheel motor according to claim 1, characterized by The motor body (200) can drive the reducer (300) to rotate the hub ring (400), or the hub ring (400) is driven to rotate by the pedal force.

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