Double-rotor hub motor for electric vehicle

Abstract

The utility model relates to a double-rotor hub motor for an electric vehicle, which comprises a hub, an outer rotor, a first stator, a second stator and an inner rotor, the outer rotor, the first stator, the second stator and the inner rotor are positioned in the hub, the outer rotor is connected with the hub, the first stator is positioned in the outer rotor, the second stator is positioned in the first stator, and the inner rotor is positioned in the second stator. The inner rotor is movably installed on the motor shaft and drives the hub to rotate through the speed reducing mechanism, and the speed reducing mechanism is connected with a rotary positioning structure. During normal riding (both torque and speed are taken into consideration), the first power participates in work; when the torque is needed, the second power participates in work; when the electric vehicle climbs, accelerates urgently and needs large torque output, the first power and the second power participate in work at the same time; the dual-motor power not only can participate in work independently, but also can work simultaneously, so that the motors meet the requirements for speed, mileage and torque simultaneously, the power adjustment is flexible, and the requirements for dynamic property and economy of the electric vehicle are met.

Description

Technical Field

[0001] This utility model relates to a dual-rotor hub motor for electric vehicles, belonging to the field of hub motor technology. Background Technology

[0002] Electric vehicles, including electric bicycles, electric motorcycles, and electric cars, serve as transportation tools. In poor road conditions, insufficient power can hinder their normal operation. For example, when a hub motor directly drives the wheel hub, the motor's torque cannot be amplified. Under heavy loads or on steep inclines, insufficient power can easily lead to insufficient power, forcing the rider to dismount and push the vehicle. Conversely, if the hub motor's peak torque is high enough to meet the vehicle's climbing and acceleration requirements, the actual operating conditions of the electric vehicle will mostly be in the low torque range, resulting in low torque load rate and low efficiency, affecting the vehicle's range. In other words, there is a conflict between power and economy. Current single-motor hub motors do not have sufficient torque density to resolve this conflict between power and economy in hub motor electric vehicles. Utility Model Content

[0003] The purpose of this invention is to address the shortcomings of existing technologies by providing a dual-rotor hub motor for electric vehicles that meets the requirements of power and economy for electric vehicles.

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

[0005] A dual-rotor hub motor for electric vehicles includes a hub, and further includes an outer rotor, a first stator, a second stator, and an inner rotor located within the hub. The outer rotor is connected to the hub, the first stator is located within the outer rotor, the second stator is located within the first stator, and the inner rotor is located within the second stator. The inner rotor is movably mounted on a motor shaft, and the inner rotor drives the hub to rotate through a reduction mechanism. A rotation positioning structure is connected to the reduction mechanism.

[0006] As a further optimization of the above technical solution, it also includes a first end cover located on the side of the hub. The rotary positioning structure is an overrunning clutch. The inner ring of the overrunning clutch is sleeved and fixed on the motor shaft. The reduction mechanism includes a sun gear, a ring gear, and several planet gears. The sun gear is mounted on the motor shaft through a bearing and is connected to the inner rotor. The planet gears mesh with the sun gear and simultaneously mesh with the inner circumferential surface of the ring gear. The ring gear is fixed on the inner circumferential surface of the first end cover. All the planet gears are hinged to the outer ring of the overrunning clutch, and the overrunning clutch causes all the planet gears to rotate in one direction.

[0007] As a further optimization of the above technical solution: the outer rotor includes a magnetic ring, and the first end cover and the second end cover are respectively fixed on the two end faces of the magnetic ring.

[0008] As a further optimization of the above technical solution: the side of the wheel hub is integrally formed with a quick-release connection part, the wheel hub is sleeved on the outside of the magnetic ring, and the first screw fixes the quick-release connection part to the second end cover.

[0009] As a further optimization of the above technical solution: the hub is annular, the inner circumferential surface of the hub is provided with a plurality of first mounting protrusions, the outer circumferential surface of the magnetic ring is provided with a plurality of second mounting protrusions, and the second screw fixes the second mounting protrusions to the first mounting protrusions.

[0010] As a further optimization of the above technical solution, it also includes a bracket, which is located between the first stator and the second stator. The bracket has a bracket side plate on its side, and a sealing cover is fixedly placed on the bracket side plate. A receiving cavity is formed between the sealing cover and the bracket side plate. A labyrinth flow channel is provided in the receiving cavity. An air inlet and an oil outlet are connected to the labyrinth flow channel. The oil outlet is located at the bottom of the labyrinth flow channel, and the air inlet is located on the side of the labyrinth flow channel. An exhaust hole communicating with the labyrinth flow channel is formed on the top of the sealing cover. An exhaust pipe is connected to the exhaust hole. An exhaust channel is formed on the motor shaft. The end of the exhaust pipe communicates with the exhaust channel. The outlet of the exhaust channel is located outside the motor.

[0011] As a further optimization of the above technical solution: the labyrinth channel is also provided with an exhaust collection port corresponding to the exhaust hole, and the exhaust collection port is located at the top of the labyrinth channel.

[0012] Compared with existing technologies, in this invention, the outer rotor and the first stator constitute the first power source, which is an outer rotor motor structure. The second stator, the inner rotor, and the reduction mechanism constitute the second power source, which is an inner rotor geared motor structure. The two are independent of each other, forming a dual-motor power mode. During normal riding (balancing torque and speed), the first power source is sufficient. When torque is required, the second power source is sufficient. When the electric vehicle needs high torque output, such as climbing hills or rapid acceleration, both the first and second power sources operate simultaneously. The dual-motor power can operate independently or simultaneously, allowing the motors to simultaneously meet the demands for speed, mileage, and torque. The power adjustment is flexible and meets the needs of electric vehicles. The vehicle meets the demands of power and economy; the overrunning clutch positions the planetary gears in one direction, ensuring they can only rotate in one direction, preventing interference between the outer and inner rotors when they rotate independently; the quick-release connection or the design of the first and second mounting protrusions enables quick mounting and dismounting of the wheel hub without disassembling the entire motor, facilitating tire replacement; the quick mounting and dismounting of the wheel hub also allows for easy resizing, accommodating different wheel sizes; the increased volume of hot air inside the motor enters the labyrinth flow channel through the air inlet; the small gas volume causes the air to rise within the labyrinth flow channel and pass sequentially through the exhaust manifold, exhaust hole, exhaust pipe, and exhaust passage before finally being discharged outside the motor, ensuring a balance of pressure inside and outside the motor. Attached Figure Description

[0013] Figure 1 This is a cross-sectional structural diagram of Embodiment 1 of this utility model.

[0014] Figure 2 This is an exploded structural diagram of Embodiment 1 of this utility model.

[0015] Figure 3 This is a three-dimensional structural diagram of the bracket in this utility model.

[0016] Figure 4 This is a three-dimensional structural diagram of Embodiment 2 of this utility model. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0018] Example 1:

[0019] like Figure 1-3As shown, a dual-rotor hub motor for electric vehicles includes a hub 1, and further includes an outer rotor 3, a first stator 4, a second stator 5, and an inner rotor 6 located within the hub 1. The outer rotor 3 is connected to the hub 1, and the first stator 4 is located inside the outer rotor 3. The second stator 5 is located inside the first stator 4, and the inner rotor 6 is located inside the second stator 5. The inner rotor 6 is movably mounted on a motor shaft 7. The inner rotor 6 drives the hub 1 to rotate through a reduction mechanism 8, and a rotation positioning structure is connected to the reduction mechanism 8.

[0020] The above technical solution also includes a first end cover 10 located on the side of the hub 1. The rotational positioning structure is an overrunning clutch 9, which can be directly purchased from the market. The inner ring of the overrunning clutch 9 is sleeved and fixed on the motor shaft 7. The reduction mechanism 8 includes a sun gear 81, a ring gear 82, and several planet gears 83. The sun gear 81 is mounted on the motor shaft 7 via bearings and is connected to the inner rotor 6. The planet gears 83 mesh with the sun gear 81 and simultaneously mesh with the inner circumferential surface of the ring gear 82, which is fixed to the inner circumferential surface of the first end cover 10. All planet gears 83 are hinged to the outer ring of the overrunning clutch 9, which positions the revolution direction of all planet gears 83, ensuring that all planet gears 83 can only rotate in one direction.

[0021] In the above technical solution: the outer rotor 3 includes a magnetic ring 31, and a first end cover 10 and a second end cover 11 are fixed to the two end faces of the magnetic ring 31 respectively.

[0022] In the above technical solution: the side of the hub 1 is integrally formed with a quick-release connecting part 101. The hub 1 is sleeved on the outside of the magnetic ring 31. The first screw fixes the quick-release connecting part 101 to the second end cover 11, completing the installation of the hub 1 and connecting the hub 1 to the outer rotor. The quick-release connecting part 101 enables quick installation and quick removal of the hub 1. Loosening the first screw allows the hub 1 to be removed without disassembling the entire motor, facilitating tire replacement. At the same time, the quick installation and quick removal of the hub 1 allows for easy resizing of the hub 1, making it suitable for hubs of different sizes.

[0023] When the coil on the first stator 4 is energized individually, the outer rotor 3 drives the hub 1 to rotate, and the first end cover 10 and the gear ring 82 rotate synchronously. Simultaneously, all planetary gears 83 and the overrunning clutch 9 are also driven to rotate. At this time, the planetary gears 83 revolve around the sun gear 81, while the sun gear 81 remains stationary. When the coil on the second stator 5 is energized individually, the inner rotor 6 drives the sun gear 81 to rotate synchronously. The rotation of the sun gear 81 causes the planetary gears 83 to rotate. Since the overrunning clutch 9 is stationary at this time and prevents the planetary gears 83 from revolving in the opposite direction, the rotation of all planetary gears 83 simultaneously drives the gear ring 82 to rotate, thereby driving the first end cover 10, the magnetic ring 31, the second end cover 11, and the hub 1 to rotate. When the coils on the first stator 4 and the second stator 5 are energized simultaneously, the outer rotor 3, the inner rotor 6, and the reduction mechanism 8 simultaneously drive the hub 1 to rotate, outputting a large torque. The overrunning clutch 9 ensures that the outer rotor 3 and the inner rotor 6 do not interfere with each other when rotating individually.

[0024] The outer rotor 3 and the first stator 4 constitute the first power source, which is an external rotor motor structure. The second stator 5, the inner rotor 6, and the reduction mechanism 8 constitute the second power source, which is an inner rotor geared motor structure. The two are independent of each other, forming a dual-motor power mode. During normal riding (balancing torque and speed), the first power source is sufficient; when torque is needed, the second power source is sufficient; when the electric vehicle needs high torque output, such as climbing hills or rapid acceleration, both the first and second power sources operate simultaneously. The dual-motor power system can operate independently or simultaneously, allowing the motors to simultaneously meet the demands for speed, range, and torque. The power adjustment is flexible, satisfying the needs of both power and economy in electric vehicles.

[0025] The above technical solution also includes a bracket 12, which is located between the first stator 4 and the second stator 5. Specifically, the bracket 12 is a stator bracket. A bracket side plate 126 is provided on the side of the bracket 12, and a sealing cover 13 is fixedly mounted on the bracket side plate 126, forming a receiving cavity between the sealing cover 13 and the bracket side plate 126. A labyrinth flow channel 121 is provided within the receiving cavity, and an air inlet 122 and an oil outlet 123 are connected to the labyrinth flow channel 121. An exhaust hole 131 communicating with the labyrinth flow channel 121 is formed on the top of the sealing cover 13, and an exhaust pipe is connected to the exhaust hole 131. An exhaust channel 71 is formed on the motor shaft 7, and the end of the exhaust pipe communicates with the exhaust channel 71. The outlet of the exhaust channel 71 is located outside the motor. Figure 1 An exhaust pipe is concealed within. The labyrinthine flow channel 121 also has an exhaust collection port 127 corresponding to the exhaust hole 131, facilitating gas collection and discharge from the exhaust hole 131. For example... Figure 3 As shown, the oil drain port 123 is located at the bottom of the labyrinth channel 121, the air intake port 122 is located on the side of the labyrinth channel 121, and the exhaust manifold 127 is located at the top of the labyrinth channel 121. Figure 3The bracket 12 is positioned inside the motor. Since the bracket 12 does not rotate with the motor, the bracket 12 remains stationary. Figure 3 The state shown.

[0026] In the above technical solution: the exhaust hole 131 is specifically a threaded hole, the exhaust pipe is interference-fitted with the head of a screw, and the screw shank is threaded onto the exhaust hole 131, connecting the exhaust pipe and the exhaust hole 131. A ventilation channel is formed inside the screw, connecting the exhaust hole 131 and the exhaust pipe.

[0027] The cooling oil level inside the motor is located below the air inlet 122. As the motor rotates, the cooling oil is spun around for cooling, and simultaneously enters the reduction gear 8 to lubricate the sun gear 81, ring gear 82, and planetary gears 83. The heat generated during motor operation heats the air inside the motor, causing the heated air volume to slowly increase. The hot air enters the labyrinth flow channel through the air inlet 122. Due to its small volume, the air rises in the labyrinth flow channel and passes sequentially through the exhaust manifold 127, exhaust hole 131, exhaust pipe, and exhaust passage 71 before finally exiting the motor, ensuring pressure balance inside and outside the motor. Because the cooling oil is located below the air inlet 122, and the air inlet 122 is a side opening, it is difficult for the cooling oil to enter the labyrinth flow channel 121 during the spun-around process. Even if the cooling oil does enter the labyrinth flow channel 121 through the air inlet 122, it can flow out through the oil outlet 123 and re-participate in the spun-around cooling process, thus preventing cooling oil leakage.

[0028] Example 2:

[0029] The technical solution of this embodiment is basically the same as that of Embodiment 1, except that: Figure 4 As shown, the hub 1 is annular, and its inner circumferential surface has several first mounting protrusions 102. The outer circumferential surface of the magnetic ring 31 has several second mounting protrusions 311. A second screw fixes the second mounting protrusions 311 to the first mounting protrusions 102, thereby fixing the hub 1 to the outside of the magnetic ring 31, completing the quick installation of the hub 1. The first mounting protrusions 102 and the second mounting protrusions 311 enable quick installation and removal of the hub 1. Loosening the second screw allows for removal of the hub 1 without disassembling the entire motor, facilitating tire replacement. Simultaneously, the quick installation and removal of the hub 1 allows for easy resizing, making it suitable for hubs of different sizes.

[0030] The preferred embodiments of this utility model have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of this utility model without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of this utility model through logical analysis, reasoning, or limited experimentation on the basis of existing technology should fall within the protection scope of this utility model.

Claims

1. A dual rotor wheel hub motor for electric vehicles comprising a wheel hub (1) characterized in that The outer rotor (3) is connected with the hub (1), the first stator (4) is located in the outer rotor (3), the second stator (5) is located in the first stator (4), the inner rotor (6) is located in the second stator (5), the inner rotor (6) is movably mounted on the motor shaft (7), the inner rotor (6) drives the hub (1) to rotate through the speed reduction mechanism (8), and the speed reduction mechanism (8) is connected with the rotary positioning structure.

2. The dual rotor wheel hub motor for electric vehicle according to claim 1, characterized in that The rotary positioning structure is a overrunning clutch (9), the inner ring of the overrunning clutch (9) is fixed on the motor shaft (7), the speed reduction mechanism (8) comprises a sun gear (81), a ring gear (82) and a plurality of planetary gears (83), the sun gear (81) is mounted on the motor shaft (7) through a bearing, the sun gear (81) is connected with the inner rotor (6), the planetary gears (83) are meshed with the sun gear (81), and the planetary gears (83) are also meshed with the inner circumferential surface of the ring gear (82); the ring gear (82) is fixed on the inner circumferential surface of the first end cover (10), all the planetary gears (83) are hinged on the outer ring of the overrunning clutch (9), and the overrunning clutch (9) enables all the planetary gears (83) to perform one-way revolution.

3. The dual rotor wheel hub motor for electric vehicle of claim 2, wherein The outer rotor (3) comprises a magnetic conducting ring (31), and the two end faces of the magnetic conducting ring (31) are respectively fixed with the first end cover (10) and the second end cover (11).

4. The dual rotor wheel hub motor for electric vehicle of claim 3, wherein The side surface of the hub (1) is integrally formed with a quick release connecting portion (101), the hub (1) is sleeved outside the magnetic conducting ring (31), and the quick release connecting portion (101) is fixed with the second end cover (11) through a first screw.

5. The dual rotor wheel hub motor for electric vehicle of claim 3, wherein The hub (1) is annular, the inner circumferential surface of the hub (1) is provided with a plurality of first mounting protrusions (102), the outer circumferential surface of the magnetic conducting ring (31) is provided with a plurality of second mounting protrusions (311), and the second mounting protrusions (311) are fixed with the first mounting protrusions (102) through a second screw.

6. The dual rotor wheel hub motor for electric vehicle of claim 1, wherein The support (12) is located between the first stator (4) and the second stator (5), and the side of the support (12) is provided with a support side plate (126), a sealing cover (13) is fixed on the support side plate (126), and a containing cavity is formed between the sealing cover (13) and the support side plate (126). A labyrinth flow channel (121) is arranged in the containing cavity, an air inlet (122) and an oil outlet (123) are connected to the labyrinth flow channel (121), the oil outlet (123) is located at the bottom of the labyrinth flow channel (121), the air inlet (122) is located at the side of the labyrinth flow channel (121), an exhaust hole (131) in communication with the labyrinth flow channel (121) is formed at the top of the sealing cover (13), an exhaust pipe is connected to the exhaust hole (131), an exhaust passage (71) is formed in the motor shaft (7), the end of the exhaust pipe is in communication with the exhaust passage (71), and the outlet of the exhaust passage (71) is located outside the motor.

7. The dual rotor wheel hub motor for electric vehicle of claim 6, wherein The labyrinth flow channel (121) is further provided with an exhaust collection port (127) corresponding to the exhaust hole (131), and the exhaust collection port (127) is located at the top of the labyrinth flow channel (121).

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