wheel hub motor

Abstract

The utility model discloses a kind of wheel hub motors. The wheel hub motor includes motor shell, stator assembly, rotor assembly, speed reducer and rotating adjusting piece;Stator assembly includes the stator shell and stator winding structure in the motor shell;Rotor assembly includes first shaft body and rotor structure, and stator winding structure is surrounded in the outer circumferential side of rotor structure;Speed reducer includes with input wheel body and output wheel body, and output wheel body is connected with motor shell;Rotating adjusting piece is between first shaft body and rotor structure, to have locking state and release state;When being in locking state, rotating adjusting piece locks and connects first shaft body and rotor structure;When being in release state, rotating adjusting piece drives first shaft body and rotor structure and is separated and set. The wheel hub motor provided by the utility model can better avoid reverse power generation phenomenon, so that the stator assembly is not easy to be damaged, and the internal electronic components of the stator can be better protected, and the entire wheel hub motor can be better protected.

Description

Technical Field

[0001] This utility model relates to the technical field of motors, specifically to a hub motor. Background Technology

[0002] A hub motor is a drive system that integrates the core power components, such as the drive motor, reduction gear, and braking system, inside the wheel hub. When applied to vehicles, such as electric bicycles, hub motors allow users to pedal when the electric bicycle is powered off or low on power. In this case, the user provides rotational force to the reduction gear, causing it to rotate, which in turn drives the motor's rotor assembly, creating a reverse power generation effect. However, this method not only results in high damping forces during riding, making it difficult to ride, but it can also damage the electronic components on the stator circuit board, ultimately damaging the entire hub motor. Utility Model Content

[0003] In order to solve the above-mentioned technical problems, the main purpose of this utility model is to provide a hub motor, which aims to solve the problem that when a user rides the wheel independently in the event of a power outage, the traditional hub motor not only has high riding damping, but is also prone to damage to the entire hub motor.

[0004] To achieve the above objectives, this utility model proposes a hub motor, including a motor housing;

[0005] The stator assembly includes a stator housing disposed within the motor housing and a stator winding structure disposed within the stator housing;

[0006] The rotor assembly includes a first shaft and a rotor structure sleeved on the outer periphery of the first shaft, wherein the stator winding structure surrounds the outer periphery of the rotor structure.

[0007] The speed reduction device includes an input wheel connected to the first shaft and an output wheel connected to the input wheel in a transmission manner, wherein the output wheel is connected to the motor housing;

[0008] A rotation adjustment element is disposed between the first shaft and the rotor structure, having a locked state and a released state;

[0009] When in the locked state, the rotation adjustment member locks the first shaft and the rotor structure together; when in the released state, the rotation adjustment member drives the first shaft and the rotor structure to separate.

[0010] Optionally, the rotation adjustment component is configured as a one-way clutch, with the inner ring side of the one-way clutch sleeved on the outer side of the first shaft and the outer ring side of the one-way clutch sleeved on the inner side of the rotor structure.

[0011] When the stator assembly is energized, it can drive the rotor structure to rotate, and the one-way clutch is in the locked state, so that the rotor structure can drive the first shaft to rotate together; when the stator assembly is de-energized, the motor housing is rotated by external force, which can drive the output wheel to rotate, so that the input wheel and the first shaft can rotate together, and trigger the one-way clutch to switch to the released state, so that the first shaft and the rotor structure are separated, and the rotor structure is in a stationary state.

[0012] Optionally, the rotor assembly further includes a first bearing and a second bearing sleeved on the first shaft, the first bearing being disposed on the stator housing and located in front of the second bearing, and the reduction device being disposed close to the second bearing;

[0013] The rotor assembly further includes a third bearing disposed on the stator housing, the third bearing being sleeved on the outside of the rotor structure, and the second bearing being sleeved on the inside of the rotor structure.

[0014] Optionally, the one-way clutch and the second bearing are arranged side by side along the axial direction of the first shaft; or,

[0015] The one-way clutch and the second bearing are integrally formed.

[0016] Optionally, the rotor structure includes a rotor disk and a rotor bushing sleeved between the rotor disk and the first shaft, wherein the second bearing and the one-way clutch are both sleeved between the first shaft and the rotor bushing.

[0017] The rotation of the rotor disk drives the rotation of the rotor bushing, and under the action of the second bearing and the one-way clutch, it can drive the first shaft to rotate as well.

[0018] Optionally, the rotor bushing has a first rotating section and a second rotating section connected axially along the first shaft. The first rotating section is sleeved between the first shaft and the rotor disk. The inner ring side of the second rotating section is sleeved on the outside of the second bearing and the one-way clutch, and the outer ring side of the second rotating section is sleeved inside the third bearing.

[0019] Optionally, the one-way clutch and the second bearing are integrally configured to form an integrated kit;

[0020] On a radial orthogonal projection along the first shaft, the projection of the third bearing lies within the projection of the integrated kit; and / or,

[0021] The axial outer end face of the integrated kit is flush with the axial outer end face of the stator housing.

[0022] Optionally, the reduction gear is configured as a double planetary gear structure; the input gear is configured as a sun gear, and the output gear is configured as an internal gear ring.

[0023] The sun gear is located outside the stator housing and is coaxially connected to the first shaft. The internal gear ring is located on the side of the sun gear facing away from the stator housing and is sleeved on the inner side of the motor housing.

[0024] Optionally, the motor housing includes a main motor housing and a rear motor cover connected to the main motor housing. The main motor housing is box-shaped and has a first opening that is axially aligned with the first shaft and faces rearward. The rear motor cover is disposed at the first opening and extends at least partially into the main motor housing to fit around the outer side of the internal gear ring. The first bearing is disposed on the front sidewall of the main motor housing, and the third bearing is disposed on the rear motor cover.

[0025] Optionally, the stator housing includes a stator main housing and a stator rear cover connected to the stator main housing. The stator main housing is box-shaped and has a second opening that is axially arranged along the first shaft and faces rearward. The stator rear cover is disposed over the second opening.

[0026] The hub motor also includes a fourth bearing, which is sleeved between the front sidewall of the motor main housing and the front sidewall of the stator main housing. The first bearing and the fourth bearing are located on the front and rear sides of the front sidewall of the motor main housing, respectively.

[0027] The technical solution provided by this utility model has the following beneficial effects:

[0028] The hub motor provided by this utility model includes a motor housing, a stator assembly, a rotor assembly, a reduction gear, and a rotation adjustment component. The stator winding structure surrounds the outer periphery of the rotor structure, forming a radial air gap between them. During normal operation of the hub motor, current flows through the stator windings, creating magnetic flux between the stator windings and the magnets of the rotor structure. This alternating current drives the rotor structure to rotate, thereby rotating the first shaft. The first shaft then drives the input wheel of the reduction gear to rotate. Under the transmission action of the input and output wheels, the rotation of the output wheel drives the motor housing to rotate. The motor housing is adapted to connect to the wheel, and the rotation of the motor housing drives the wheel to rotate, propelling the vehicle forward. Furthermore, by incorporating a rotation adjustment mechanism, the connection or separation between the first shaft and the rotor structure can be adjusted. When the hub motor is operating normally, the rotation adjustment mechanism is locked, ensuring that the rotation of the rotor structure drives the first shaft to rotate, thereby driving the wheel to rotate. When the hub motor is de-energized, if an external force drives the reduction gear to rotate, causing the first shaft to rotate, the rotation adjustment mechanism can separate the first shaft and the rotor structure, keeping the rotor structure stationary and preventing reverse power generation. This better protects the electronic components inside the stator and the entire hub motor. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0030] Figure 1 A schematic diagram of an embodiment of a hub motor provided by this utility model;

[0031] Figure 2 for Figure 1 A cross-sectional structural diagram of the hub motor described in the figure;

[0032] Figure 3 for Figure 1 An exploded view of the hub motor described in the figure.

[0033] Explanation of icon numbers:

[0034] 100-Hub motor; 1-Motor housing; 11-Motor main housing; 12-Motor rear cover; 2-Stator assembly; 21-Stator housing; 211-Stator main housing; 212-Stator rear cover; 22-Stator winding structure; 3-Rotor assembly; 31-First shaft; 32-Rotor structure; 321-Rotor disc; 322-Rotor bushing; 4-Reduction gear; 41-Input wheel; 411-Sun gear; 42-Output wheel; 421-Internal gear ring; 5-Rotation adjustment component; 51-One-way clutch; 61-First bearing; 62-Second bearing; 63-Third bearing; 64-Fourth bearing.

[0035] The realization of the purpose, functional characteristics and excellent effects of this utility model will be further explained below in conjunction with specific embodiments and accompanying drawings. Detailed Implementation

[0036] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0037] It should be noted that if the embodiments of this utility model involve directional indication, the directional indication is only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0038] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0039] This utility model provides a hub motor 100. For details, please refer to [link / reference needed]. Figures 1 to 2In this embodiment, the hub motor 100 includes a motor housing 1, a stator assembly 2, a rotor assembly 3, a reduction gear 4, and a rotation adjustment member 5. The stator assembly 2 includes a stator housing 21 disposed within the motor housing 1, and a stator winding structure 22 disposed within the stator housing 21. The rotor assembly 3 includes a first shaft 31 and a rotor structure 32 sleeved on the outer periphery of the first shaft 31, with the stator winding structure 22 surrounding the outer periphery of the rotor structure 32. The reduction gear 4 includes an input wheel 41 connected to the first shaft 31 and an output wheel 42 drivenly connected to the input wheel 41, with the output wheel 42 connected to the motor housing 1. The rotation adjustment member 5 is disposed between the first shaft 31 and the rotor structure 32, having a locked state and a released state. In the locked state, the rotation adjustment member 5 locks the first shaft 31 and the rotor structure 32; in the released state, the rotation adjustment member 5 drives the first shaft 31 and the rotor structure 32 to separate.

[0040] In this embodiment, as Figure 2 As shown, the stator winding structure 22 surrounds the outer periphery of the rotor structure 32, forming a radial air gap between them. When the hub motor 100 is operating normally, current flows through the stator windings, creating magnetic flux between the stator windings and the magnets of the rotor structure 32. This alternating current drives the rotor structure 32 to rotate, which in turn drives the first shaft 31 to rotate. The first shaft 31 then drives the input wheel 41 of the reduction gear 4 to rotate. Under the transmission action of the input wheel 41 and the output wheel 42, the rotation of the output wheel 42 drives the motor housing 1 to rotate. The motor housing 1 is adapted to connect to the wheel, and the rotation of the motor housing 1 drives the wheel to rotate, propelling the vehicle forward. Furthermore, by providing a rotation adjustment component 5, the connection or separation between the first shaft 31 and the rotor structure 32 can be adjusted. When the hub motor 100 is working normally, the rotation adjustment component 5 is in a locked state, locking the first shaft 31 and the rotor structure 32. This allows the rotation of the rotor structure 32 to drive the first shaft 31 to rotate, thereby driving the wheel to rotate. When the hub motor 100 is de-energized, if an external force drives the reduction device 4 to rotate, which in turn drives the first shaft 31 to rotate, the rotation adjustment component 5 can drive the first shaft 31 and the rotor structure 32 to separate, thereby keeping the rotor structure 32 stationary and preventing reverse power generation. This better protects the electronic components inside the stator and the entire hub motor 100.

[0041] The motor housing 1 is roughly cylindrical in shape to cover the stator housing 21 and the outside of the reduction gear 4. The motor housing 1 also forms the housing of the reduction gear 4, eliminating the need for a separate reduction housing. This results in a more compact structure and a smaller overall size of the hub motor 100.

[0042] Preferably, combined with Figure 2 and Figure 3 As shown, the motor housing 1 includes a main motor housing 11 and a rear motor cover 12 connected to the main motor housing 11. The main motor housing 11 is box-shaped and has a first opening axially along the first shaft 31 and facing rearward. The rear motor cover 12 is placed over the first opening. The rear motor cover 12 is connected to the main motor housing 11 by screws or bolts. This allows the rear motor cover 12 to be easily removed from the main motor housing 11, facilitating the assembly of the stator assembly 2, rotor assembly 3, and reduction gear 4 into the motor housing 1.

[0043] The motor main housing 11 has a front sidewall and a peripheral sidewall surrounding one side of its front sidewall. The front sidewall of the motor main housing 11 is generally flat, and the peripheral sidewall of the motor main housing 11 is annular and protrudes from the rear side of its front sidewall. When the hub motor 100 is operating normally, the first shaft 31 is arranged horizontally, and the front sidewall of the motor main housing 11 and the rear cover 12 of the motor are arranged opposite each other in the front-rear direction, with the front sidewall of the motor main housing 11 located in front of the rear cover 12. Unless otherwise specified, all descriptions of orientations in this invention shall be based on the above orientations.

[0044] The shape of the stator housing 21 matches the shape of the motor main housing 11. The stator housing 21 is also roughly cylindrical. Along the radial direction of the first shaft 31, the stator housing 21 and the motor housing 1 are spaced apart, so that the motor housing 1 is less likely to interfere with the stator housing 21 when it rotates.

[0045] Specifically, in combination Figure 2 and Figure 3 As shown, the stator housing 21 includes a stator main housing 211 and a stator rear cover 212 connected to the stator main housing 211. The stator main housing 211 is box-shaped and has a second opening axially along the first shaft 31 and facing rearward. The stator rear cover 212 is fitted over the second opening. The stator rear cover 212 can also be connected to the stator main housing 211 by screws or bolts. This makes the stator rear cover 212 easy to install and remove, thereby facilitating the installation of the stator assembly 2 and the rotor assembly 3 inside the stator main housing 211.

[0046] The stator main housing 211 also has a front sidewall and a peripheral sidewall surrounding one side of its front sidewall. The front sidewall of the stator main housing 211 is generally flat, and the peripheral sidewall of the stator main housing 211 is annular and protrudes from the rear side of its front sidewall. The front sidewall of the stator main housing 211 and the front sidewall of the motor main housing 11 are spaced apart relative to each other in the front-rear direction, and the stator rear cover 212 and the motor rear cover 12 are spaced apart relative to each other in the front-rear direction. The reduction gear 4 is disposed in the gap between the stator rear cover 212 and the motor rear cover 12.

[0047] Moreover, such as Figure 2 As shown, the rotor assembly 3 also includes a first bearing 61 and a second bearing 62 sleeved on the first shaft 31, with the first bearing 61 located in front of the second bearing 62. The first bearing 61 is disposed on the front sidewall of the stator housing 21, such that one end of the first shaft 31 is rotatably mounted on the front sidewall of the stator housing 21. The reduction gear 4 is disposed near the second bearing 62 and located outside the stator housing 21. At least a portion of the first shaft 31 extends out of the stator rear cover 212 to connect with the input wheel 41 of the reduction gear 4. Alternatively, the reduction gear 4 is provided with an input shaft, which is coaxially connected to the first shaft 31 and then connected to the input wheel 41.

[0048] The rotor assembly 3 also includes a third bearing 63 disposed on the stator housing 21. The third bearing 63 is sleeved on the outer side of the rotor structure 32, and the second bearing 62 is sleeved on the inner side of the rotor structure 32. Specifically, the third bearing 63 is disposed on the stator rear cover 212, and the second bearing 62 is located inside the third bearing 63 and is concentrically arranged with the third bearing 63, so that the other end of the first shaft 31 is rotatably disposed on the stator rear cover 212, and the rotor structure 32 is rotatably disposed on the stator rear cover 212.

[0049] As for the rotation adjustment component 5, it is mainly used to adjust the connection relationship between the first shaft 31 and the rotor structure 32, so that when the rotor structure 32 rotates first, it can drive the first shaft 31 to rotate, and when the first shaft 31 rotates first, the rotor structure 32 cannot rotate and remains stationary.

[0050] In one embodiment, the rotation adjustment member 5 can be configured as a one-way braking member. The one-way braking member is controlled to operate by detecting the working state of the rotor structure 32 and / or the first shaft 31 and / or the reduction gear 4. For example, if the detection member detects that the rotor structure 32 is stationary while the reduction gear 4 is rotating, the one-way braking member can be controlled to operate to keep the rotor structure 32 stationary.

[0051] Preferably, such as Figure 2As shown, the rotation adjustment component 5 is configured as a one-way clutch 51. The inner ring of the one-way clutch 51 is sleeved on the outer side of the first shaft 31, and the outer ring of the one-way clutch 51 is sleeved on the inner side of the rotor structure 32. When the stator assembly 2 is energized, it drives the rotor structure 32 to rotate, and the one-way clutch 51 is locked, allowing the rotor structure 32 to drive the first shaft 31 to rotate as well. When the stator assembly 2 is de-energized, the motor housing 1 rotates under external force, which drives the output wheel 42 to rotate, allowing the input wheel 41 and the first shaft 31 to rotate together. This triggers the one-way clutch 51 to switch to the released state, separating the first shaft 31 from the rotor structure 32, and placing the rotor structure 32 in a stationary state. This prevents the rotor structure 32 from rotating and causing current to form in the coils of the stator assembly 2, which could lead to the electronic components on the stator circuit board becoming energized and damaged. This better protects the stator assembly 2 and the entire hub motor 100.

[0052] Specifically, when the hub motor 100 is operating normally, current flows through the windings of the stator assembly 2, forming a radial magnetic flux between the stator assembly 2 and the rotor assembly 3. This drives the stator assembly 2 to rotate at high speed, thereby rotating the first shaft 31 and the entire reduction gear 4, allowing the motor housing 1 to rotate and drive the wheel to rotate. When the hub motor 100 is de-energized, there is no current in the windings of the stator assembly 2, and no magnetic flux can be formed between the stator assembly 2 and the rotor assembly 3. At this time, the rotor assembly 3 is stationary. When the hub motor 100 is used in an electric bicycle, the user can ride by pedaling. In this case, the wheel is driven by the user, and the rotation of the wheel drives the output wheel 42 of the reduction gear 4 to rotate, which in turn causes the input wheel 41 to rotate, and thus the first shaft 31 connected to the input wheel 41 to rotate. At this time, since the user's riding speed is much lower than the speed when the hub motor 100 is driving, the rotation speed of the first shaft 31 is also much lower than the rotation speed of the first shaft 31 when the hub motor 100 is working normally. This allows the one-way clutch 51 to switch to the released state, so that when the first shaft 31 rotates, the rotor structure 32 is in a free state and will not rotate with the first shaft 31, thus remaining stationary and avoiding reverse power generation, thereby better protecting the stator assembly 2 and the entire hub motor 100.

[0053] It is understandable that when the input wheel 41 is not directly connected to the first shaft 31, for example, when the input wheel 41 is connected to the first shaft 31 via an input shaft, at least a portion of the input shaft can extend into the inner ring side of the rotor structure 32, the inner ring side of the one-way clutch 51 can be sleeved on the outer side of the input shaft, and the outer ring side of the one-way clutch 51 can be sleeved on the inner side of the rotor structure 32. Thus, by adjusting the connection relationship between the rotor structure 32 and the input shaft, it is also possible to achieve a stationary state for the rotor structure 32 when the input shaft rotates.

[0054] In one embodiment, the one-way clutch 51 and the second bearing 62 are arranged side by side along the axial direction of the first shaft 31. The one-way clutch 51 and the second bearing 62 are arranged adjacent to each other, or the one-way clutch 51 and the second bearing 62 may be arranged at intervals along the axial direction of the first shaft 31.

[0055] In another embodiment, the one-way clutch 51 and the second bearing 62 are integrally formed. Integrating the one-way clutch 51 and the second bearing 62 together, sharing an inner and outer ring, effectively reduces the overall weight. Furthermore, it makes the structure of the one-way clutch 51 and the second bearing 62 more compact, occupying less space, thereby effectively reducing the axial dimension of the hub motor 100 and making the overall size of the hub motor 100 smaller.

[0056] Among them, such as Figure 2 As shown, the rotor structure 32 includes a rotor disk 321 and a rotor bushing 322 sleeved between the rotor disk 321 and the first shaft 31. A second bearing 62 and a one-way clutch 51 are both sleeved between the first shaft 31 and the rotor bushing 322. Rotation of the rotor disk 321 drives the rotor bushing 322 to rotate, and under the action of the second bearing 62 and the one-way clutch 51, the first shaft 31 can rotate as well. After long-term use, if the rotor bushing 322 wears out, it can be disassembled separately for maintenance and replacement without replacing the entire rotor structure 32, thus reducing maintenance costs. Furthermore, the rotor bushing 322 is easier to manufacture individually to better fit the one-way clutch 51 and the mounting connections of the various bearings.

[0057] Furthermore, the rotor bushing 322 has a first rotating section and a second rotating section connected axially along the first shaft 31. The first rotating section is sleeved between the first shaft 31 and the rotor disk 321, the inner ring side of the second rotating section is sleeved on the outside of the second bearing 62 and the one-way clutch 51, and the outer ring side of the second rotating section is sleeved inside the third bearing 63. Both the first and second rotating sections are generally cylindrical, and the inner diameter of the first rotating section is smaller than the inner diameter of the second rotating section, so that a stepped portion is formed at the transition connection between the first and second rotating sections. The stepped portion abuts against the rear end face of the rotor disk 321, and a groove is provided on the inner side of the first rotating section, the groove being located at the front end of the first rotating section. The rotor assembly 3 also includes a locking sleeve, which is sleeved on the first shaft 31 and located within the groove. The locking sleeve and the stepped portion together restrict the axial movement of the rotor structure 32.

[0058] When the one-way clutch 51 and the second bearing 62 are integrally arranged, they can form an integrated assembly. On the radial projection of the first shaft 31, the projection of the third bearing 63 lies within the projection of the integrated assembly, meaning the axial thickness of the third bearing 63 is less than or equal to the axial thickness of the integrated assembly. Furthermore, the axial outer end face of the integrated assembly is flush with the axial outer end face of the stator housing 21, making the axial structure of the second bearing 62, the third bearing 63, and the one-way clutch 51 more compact and occupying less space overall in the axial direction.

[0059] The reduction gear 4 is located outside the stator housing 21 and inside the motor housing 1. Specifically, the reduction gear 4 is a double planetary gear structure. The input gear 41 is a sun gear 411, and the output gear 42 is an internal gear ring 421. The sun gear 411 is located outside the stator housing 21 and is coaxially connected to the first shaft 31. The internal gear ring 421 is located on the side of the sun gear 411 facing away from the stator housing 21 and is fitted inside the motor housing 1. Furthermore, the reduction gear 4 also includes multiple planetary gears. The rotation of the first shaft 31 drives the sun gear 411 to rotate, and the internal gear ring 421 can rotate under the transmission action of the multiple planetary gears, thereby driving the motor housing 1 to rotate as well, thus realizing the rotation of the wheel.

[0060] Moreover, such as Figure 2 As shown, the hub motor 100 also includes a fourth bearing 64. The fourth bearing 64 is sleeved between the front sidewall of the motor main housing 11 and the front sidewall of the stator main housing 211. The first bearing 61 and the fourth bearing 64 are located on the front and rear sides of the front sidewall of the motor main housing 11, respectively. A first protruding ring is provided on the outer side of the front sidewall of the stator main housing 211, and the fourth bearing 64 is sleeved on the inner side of the first protruding ring. A second protruding ring is provided on the inner side of the front sidewall of the motor main housing 11, and the second protruding ring is sleeved on the inner side of the fourth bearing 64, so that the motor housing 1 can rotate relative to the stator housing 21. A third protruding ring is provided on the inner side of the front sidewall of the stator main housing 211, and the first bearing 61 is sleeved on the inner side of the third protruding ring, so as to rotatably mount the first shaft 31 onto the stator housing 21. This allows the front end of the motor housing 1 to be rotatably connected to the stator housing 21, and the rear end of the motor housing 1 to be connected to the internal gear ring 421, thereby enabling the motor housing 1 to rotate stably and ensuring that the wheel is more stable when rotating.

[0061] In addition, a first fixed shaft and a second fixed shaft are respectively provided on the front and rear sides of the motor housing 1. The first fixed shaft and the second fixed shaft are used to connect to the front fork and rear fork of the electric bicycle, respectively, to fix the entire hub motor 100 to the electric bicycle. Moreover, a cassette base assembly is provided on one side of the second fixed shaft. One end of the cassette base assembly is adapted to connect to the flywheel, and the other end is connected to the motor rear cover 12 via a ratchet. When the pedal is manually pressed to rotate the flywheel, the cassette base assembly can transmit the rotational power of the flywheel to the hub motor 100, thereby driving the motor housing 1 to rotate around the main shaft and drive the wheel to rotate.

[0062] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structure made using the contents of the present utility model specification and drawings, or directly or indirectly applied to other related technical fields, are similarly included within the patent protection scope of the present utility model.

Claims

1. A hub motor, characterized in that, include: Motor housing; The stator assembly includes a stator housing disposed within the motor housing and a stator winding structure disposed within the stator housing; The rotor assembly includes a first shaft and a rotor structure sleeved on the outer periphery of the first shaft, wherein the stator winding structure surrounds the outer periphery of the rotor structure. The speed reduction device includes an input wheel connected to the first shaft and an output wheel connected to the input wheel in a transmission manner, wherein the output wheel is connected to the motor housing; A rotation adjustment element is disposed between the first shaft and the rotor structure, having a locked state and a released state; When in the locked state, the rotation adjustment member locks the first shaft and the rotor structure together; when in the released state, the rotation adjustment member drives the first shaft and the rotor structure to separate.

2. The hub motor as described in claim 1, characterized in that, The rotation adjustment component is configured as a one-way clutch, with the inner ring side of the one-way clutch sleeved on the outer side of the first shaft and the outer ring side of the one-way clutch sleeved on the inner side of the rotor structure. When the stator assembly is energized, it can drive the rotor structure to rotate, and the one-way clutch is in the locked state, so that the rotor structure can drive the first shaft to rotate together; when the stator assembly is de-energized, the motor housing is rotated by external force, which can drive the output wheel to rotate, so that the input wheel and the first shaft can rotate together, and trigger the one-way clutch to switch to the released state, so that the first shaft and the rotor structure are separated, and the rotor structure is in a stationary state.

3. The hub motor as described in claim 2, characterized in that, The rotor assembly also includes a first bearing and a second bearing sleeved on the first shaft. The first bearing is disposed on the stator housing and located in front of the second bearing. The reduction device is disposed close to the second bearing. The rotor assembly further includes a third bearing disposed on the stator housing, the third bearing being sleeved on the outside of the rotor structure, and the second bearing being sleeved on the inside of the rotor structure.

4. The hub motor as described in claim 3, characterized in that, The one-way clutch and the second bearing are arranged side by side along the axial direction of the first shaft; or... The one-way clutch and the second bearing are integrally formed.

5. The hub motor as described in claim 3, characterized in that, The rotor structure includes a rotor disk and a rotor bushing sleeved between the rotor disk and the first shaft. The second bearing and the one-way clutch are both sleeved between the first shaft and the rotor bushing. The rotation of the rotor disk drives the rotation of the rotor bushing, and under the action of the second bearing and the one-way clutch, it can drive the first shaft to rotate as well.

6. The hub motor as described in claim 5, characterized in that, The rotor bushing has a first rotating section and a second rotating section connected along the axial direction of the first shaft. The first rotating section is sleeved between the first shaft and the rotor disk. The inner ring side of the second rotating section is sleeved on the outside of the second bearing and the one-way clutch. The outer ring side of the second rotating section is sleeved inside the third bearing.

7. The hub motor as described in claim 3, characterized in that, The one-way clutch and the second bearing are integrally configured to form an integrated kit; On a radial orthogonal projection along the first shaft, the projection of the third bearing lies within the projection of the integrated kit; and / or, The axial outer end face of the integrated kit is flush with the axial outer end face of the stator housing.

8. The hub motor as described in claim 3, characterized in that, The reduction gear is configured as a double planetary gear structure; the input gear is configured as a sun gear; the output gear is configured as an internal gear ring. The sun gear is located outside the stator housing and is coaxially connected to the first shaft. The internal gear ring is located on the side of the sun gear facing away from the stator housing and is sleeved on the inner side of the motor housing.

9. The hub motor as described in claim 8, characterized in that, The motor housing includes a main motor housing and a rear motor cover connected to the main motor housing. The main motor housing is box-shaped and has a first opening that is axially aligned with the first shaft and faces rearward. The rear motor cover is disposed at the first opening and extends at least partially into the main motor housing to fit around the outer side of the internal gear ring. The first bearing is disposed on the front sidewall of the main motor housing, and the third bearing is disposed on the rear motor cover.

10. The hub motor as described in claim 9, characterized in that, The stator housing includes a stator main housing and a stator rear cover connected to the stator main housing. The stator main housing is box-shaped and has a second opening that is axially arranged along the first shaft and facing rearward. The stator rear cover is disposed over the second opening. The hub motor also includes a fourth bearing, which is sleeved between the front sidewall of the motor main housing and the front sidewall of the stator main housing. The first bearing and the fourth bearing are located on the front and rear sides of the front sidewall of the motor main housing, respectively.

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