Electric vehicle drive structure

Abstract

The utility model discloses an electric motor car drive structure, this structure takes the main shaft as the core, and the main shaft outer ring fixed coil, and the coil is equipped with a plurality of stator, and the coil outer surface rotationally arranged rotor, and the rotor wraps stator, coil and main shaft, and the rotor outer ring fixed wheel hub to drive tire rotation. Rotor left side fixed punch brake disc is used for braking heat dissipation, and right side fixed passive heat dissipation spare, and it is by strip aluminium fin, annular aluminium fin and constitutes sector chamber, and the chamber is inlayed aluminium nitride heat conduction block, and the heat conduction block is provided with diamond transparent hole and increases with air contact area, and improves the heat dissipation effect. The main shaft both ends are connected with electric motor car rear axle support through sealing bearing, and the rotor left and right side wall through -hole also installs the sealing bearing of adaptation and is connected with the main shaft. This drive structure will drive, brake and heat dissipation function integration, and each component collaborative work realizes electric motor car efficient drive, reliable braking and good heat dissipation, prolongs the life.

Description

Technical Field

[0001] This utility model relates to the field of battery wheel hub motor technology, specifically to a drive structure for electric vehicles. Background Technology

[0002] In the field of traditional electric vehicle drive systems, common drive structures have many limitations. Early electric vehicles mostly used independent drive motors, with the motor connected to the rear axle via a transmission device. This structure is not only bulky and occupies a lot of space, resulting in poor internal layout and hindering overall vehicle design optimization, but it also adds extra transmission components such as chains and gears. These components generate energy losses during operation, reducing drive efficiency. Furthermore, the wear and tear on these transmission components is relatively severe, requiring frequent maintenance and replacement, increasing operating costs. Regarding heat dissipation, traditional drive structures typically rely on simple heat sinks or fans. Heat sinks have limited cooling effectiveness, especially under prolonged high-load operation or high-temperature environments, failing to dissipate the heat generated by the drive components in time. This leads to excessively high component temperatures, performance degradation, and even potential malfunctions, shortening service life. While fans can improve airflow to some extent, they consume electrical energy and are prone to damage in harsh environments, resulting in low reliability. Therefore, those skilled in the art propose an electric vehicle drive structure to address the above problems. Utility Model Content

[0003] The purpose of this utility model is to provide a technical solution for an electric vehicle drive structure to overcome the shortcomings mentioned in the background art. To address the drawbacks and defects of the background art, this technical solution includes the following: a main shaft, a coil fixed to the outer surface of the main shaft, a plurality of stators arranged around the outer edge of the coil, a rotor rotatably mounted on the outer surface of the coil, enclosing the stators, coil, and main shaft, and a hub fixed to the outer surface of the rotor, with a tire fixed to the outer rim of the hub. A perforated brake disc is fixedly connected to the left side wall of the rotor, and a passive heat sink is fixedly connected to the right side wall of the rotor. The passive heat dissipation component includes multiple strip-shaped aluminum fins arranged in a ring array and fixed on the right side wall of the rotor, as well as two annular aluminum fins fixed on the strip-shaped aluminum fins. Multiple fan-shaped chambers arranged in a ring array are spaced between the annular aluminum fins and the strip-shaped aluminum fins, and aluminum nitride heat-conducting blocks are embedded and fixed inside each of the fan-shaped chambers. Several diamond-shaped through holes are opened inside each of the aluminum nitride heat-conducting blocks.

[0004] As a preferred embodiment of this utility model: the side of the strip aluminum fin near the right sidewall of the rotor is connected by welding, and the right side surface of the rotor is provided with multiple grooves for the strip aluminum fin to be embedded.

[0005] As a preferred embodiment of this utility model, the left sidewall of the aluminum nitride heat-conducting block is in contact with the right sidewall of the rotor.

[0006] As a preferred embodiment of this utility model, the rhomboid through holes penetrate the aluminum nitride heat-conducting block from both sides to increase the contact surface area between the aluminum nitride heat-conducting block and the air.

[0007] As a preferred embodiment of this utility model, through holes are provided on both the left and right side walls of the rotor for the two sections of the main shaft to pass through.

[0008] As a preferred embodiment of this utility model: the main shaft located outside the rotor is connected to the rear axle bracket of the electric scooter via bearings.

[0009] As a preferred embodiment of this utility model, sealed bearings adapted to the main shaft are installed in the through holes on the left and right side walls of the rotor.

[0010] The technical effects and advantages provided by this utility model in the above technical solution are as follows: In this electric vehicle drive structure, the stator and coils are integrated between the main shaft and rotor, resulting in a compact and space-saving design that facilitates the overall layout of the electric vehicle. The rotor's rotation drives the tires, achieving efficient propulsion. The perforated brake discs increase airflow during braking, enhancing heat dissipation, reducing weight, and lowering rotational inertia for faster and smoother braking. The passive cooling components are cleverly designed, with strip-shaped aluminum fins, annular aluminum fins, and aluminum nitride heat-conducting blocks working in tandem. The diamond-shaped perforations on the heat-conducting blocks increase the contact area with air, and the rotor's rotation drives airflow, accelerating heat dissipation and effectively reducing the drive structure temperature. This prevents performance degradation or damage due to overheating and extends service life. Simultaneously, sealed bearings connect the main shaft to the rear axle bracket and rotor, preventing impurities from entering and ensuring stable operation of all components, thus improving the reliability of the drive structure. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0012] Figure 1 This is a schematic diagram of the left side of the hub motor; Figure 2 This is a schematic diagram of the right side of the hub motor; Figure 3 This is an exploded view of the hub motor; Figure 4 This is a schematic diagram of the passive heat sink on the right side of the hub motor.

[0013] Explanation of reference numerals in the attached figures: 1. Tire; 2. Drilled brake disc; 3. Passive heat dissipation components; 3-1. Strip aluminum fins; 3-2. Annular aluminum fins; 3-3. Fan-shaped chamber; 3-4. Aluminum nitride heat-conducting block; 3-5. Diamond-shaped through hole; 4. Rotor; 5. Coil; 6. Stator; 7. Main shaft. Detailed Implementation

[0014] To provide a clearer explanation and illustration of the technical solution and implementation of this utility model, several preferred specific embodiments for implementing the technical solution of this utility model are described below. The following description is merely exemplary and not intended to limit the scope, application, or use of this disclosure. It should be understood that in all these drawings, the same or similar reference numerals indicate the same or similar parts and features. The various drawings only schematically illustrate the concept and principle of the embodiments of this disclosure and do not necessarily show the specific dimensions and proportions of the various embodiments of this disclosure. The technical solution of this utility model will be clearly and completely described below in conjunction with embodiments of this utility model. Obviously, the described embodiments are only a part of the embodiments of this utility model.

[0015] The electric vehicle drive structure is constructed with a main shaft 7 as its core component. Both ends of the main shaft 7 extend to the outside of the rotor 4 and are securely connected to the rear axle bracket of the electric scooter via sealed bearings. This connection method ensures the stability of the main shaft 7 during rotation, while the sealed bearings effectively prevent dust, moisture, and other impurities from entering and affecting the performance of internal components. A ring-shaped coil 5 is fixed to the outer surface of the main shaft 7, tightly wound around it, providing the foundation for the subsequent electromagnetic induction process. Multiple stators 6 are evenly arranged around the outside of the coil 5. The stators 6 cooperate with the coil 5; when current flows through the coil 5, an electromagnetic force is generated between them, driving the rotor 4 to rotate. The rotor 4 is mounted on the outer surface of the coil 5, completely enclosing the stators 6, coil 5, and main shaft 7, forming a compact drive unit. A hub is fixed to the outer surface of the rotor 4, and the hub is connected to the tire 1. When the rotor 4 rotates, the hub drives the tire 1 to rotate, thus enabling the electric vehicle to move. A perforated brake disc 2 is fixedly connected to the left side wall of the rotor 4. The perforated brake disc 2 has multiple holes evenly distributed on it. These holes not only help reduce the weight of the brake disc itself, but also increase airflow during braking and improve heat dissipation. When the electric vehicle needs to brake, the braking system clamps the perforated brake disc 2, using friction to stop the rotor 4 from rotating, thereby achieving vehicle deceleration and stopping.

[0016] A passive heat sink 3 is fixedly connected to the right side wall of the rotor 4. The passive heat sink 3 consists of multiple strip-shaped aluminum fins 3-1 and two annular aluminum fins 3-2. The strip-shaped aluminum fins 3-1 are arranged in an annular array and fixed to the right side wall of the rotor 4 by welding. To enhance connection stability, multiple grooves are provided on the right surface of the rotor 4 for the strip-shaped aluminum fins 3-1 to be embedded. After the strip-shaped aluminum fins 3-1 are embedded in the grooves, the welded parts are more secure and can effectively transfer the heat generated by the rotor 4. The two annular aluminum fins 3-2 are fixed on the strip-shaped aluminum fins 3-1, and multiple fan-shaped chambers 3-3 arranged in an annular array are spaced apart from the strip-shaped aluminum fins 3-1. Each fan-shaped chamber 3-3 has an aluminum nitride heat-conducting block 3-4 embedded inside. The left side wall of the aluminum nitride heat-conducting block 3-4 is in close contact with the right side wall of the rotor 4, which can quickly absorb the heat generated by the rotor 4 during rotation. The aluminum nitride heatsink 3-4 has several diamond-shaped through-holes 3-5 inside, which penetrate the aluminum nitride heatsink 3-4 from both sides, greatly increasing the surface area of ​​the aluminum nitride heatsink 3-4 in contact with the air. When the rotor 4 rotates, it drives the passive heat sink 3 to rotate as well. At this time, the air flows in the fan-shaped chamber 3-3, and makes full contact with the aluminum nitride heatsink 3-4 through the diamond-shaped through-holes 3-5, carrying away the heat and thus achieving a highly efficient passive heat dissipation effect.

[0017] Both sides of the rotor 4 have through holes for the two sections of the main shaft 7 to pass through. After passing through the through holes, the main shaft 7 is connected to the rotor 4 via sealed bearings. This design ensures that the main shaft 7 and the rotor 4 can rotate relative to each other while preventing external impurities from entering the rotor 4. During the operation of the electric vehicle, the main shaft 7 remains relatively stationary, serving as the core support for the entire drive structure, while components such as the stator 6, coil 5, and rotor 4 rotate around the main shaft 7. When the electric vehicle starts, current flows into the coil 5, generating electromagnetic induction between the coil 5 and the stator 6, forming a rotating magnetic field. The rotor 4 begins to rotate under the influence of this rotating magnetic field, driving the tire 1 to rotate through the hub, thus propelling the electric vehicle forward. During operation, the rotor 4 continuously generates heat, and the perforated brake disc 2 also generates a large amount of heat during braking. At this time, the passive heat dissipation component 3 comes into play. The strip-shaped aluminum fins 3-1, the annular aluminum fins 3-2, and the aluminum nitride heat-conducting block 3-4 work together to dissipate heat into the air, ensuring that the drive structure operates stably at a suitable temperature. When braking is required, the braking system acts on the perforated brake disc 2, causing the rotor 4 to stop rotating, thus slowing down or stopping the electric vehicle. The entire drive structure is compact and reasonable, with each component working together to achieve efficient driving and reliable braking of the electric vehicle, while also possessing good heat dissipation performance, extending the service life of the drive structure.

[0018] Based on the above-described preferred technical solution, the workflow of this technical solution is explained as follows: When the electric vehicle starts, current flows into the coil 5 fixed on the outer surface of the main shaft 7. The coil 5 generates electromagnetic induction with multiple stators 6 evenly distributed on the outer side, forming a rotating magnetic field. The rotor 4, which is mounted on the outer surface of the coil 5 and encloses the stators 6, coil 5, and main shaft 7, begins to rotate under the action of the rotating magnetic field. When the rotor 4 rotates, it drives the hub fixed on its outer surface to rotate, and the hub then drives the tire 1 to rotate, propelling the electric vehicle forward. The two ends of the main shaft 7 extend to the outside of the rotor 4 and are securely connected to the rear axle bracket of the electric vehicle scooter through sealed bearings, maintaining relative stillness as the support core during driving. When the electric vehicle needs to brake, the braking system clamps the perforated brake disc 2 fixed on the left side wall of the rotor 4. The evenly distributed holes on the perforated brake disc 2 increase airflow, and the friction force stops the rotor 4 from rotating, thereby achieving vehicle deceleration and stopping. During the electric vehicle's operation, the rotor 4 continuously generates heat, which is then released from the bearings fixed on the right side wall of the rotor 4. The dynamic heat sink 3 plays a role, while the passive heat sink 3 contains strip-shaped aluminum fins 3-1 arranged in a ring array and welded to the right side wall of the rotor 4 (the right side surface of the rotor 4 has multiple grooves for them to be embedded in). These strip-shaped aluminum fins 3-1 absorb part of the heat from the rotor 4. Two ring-shaped aluminum fins 3-2 fixed to the strip-shaped aluminum fins 3-1 and the strip-shaped aluminum fins 3-1 are spaced apart to form multiple fan-shaped chambers 3-3 arranged in a ring array. Aluminum nitride heat-conducting blocks 3-4 are embedded and fixed in the fan-shaped chambers 3-3, with their left side wall in contact with the right side wall of the rotor 4. The rotor 4 quickly absorbs heat. Several diamond-shaped through holes 3-5 running through the aluminum nitride heat-conducting block 3-4 increase its contact surface area with air. The rotation of the rotor 4 drives the passive heat dissipation component 3 to rotate. Air flows in the fan-shaped chamber 3-3 and fully contacts the aluminum nitride heat-conducting block 3-4 through the diamond-shaped through holes 3-5 to carry away heat, thus achieving passive heat dissipation. Through holes are opened on the left and right side walls of the rotor 4 for the two sections of the main shaft 7 to pass through. The main shaft 7 passes through the through holes and is connected to the rotor 4 through a sealed bearing to prevent external impurities from entering the interior of the rotor 4.

[0019] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. An electric vehicle drive structure, comprising a main shaft (7), characterized in that: A coil (5) is fixed on the outer surface of the main shaft (7). A plurality of stators (6) are arranged on the outer side of the coil (5). A rotor (4) is rotatably arranged on the outer surface of the coil (5) to enclose the stators (6), the coil (5) and the main shaft (7). A hub is fixed on the outer surface of the rotor (4), and a tire (1) is fixed on the outer ring of the hub. A perforated brake disc (2) is fixedly connected to the left side wall of the rotor (4), and a passive heat sink (3) is fixedly connected to the right side wall of the rotor (4). The passive heat sink (3) includes multiple strip aluminum fins (3-1) arranged in a ring array and fixed on the right side wall of the rotor (4), and two annular aluminum fins (3-2) fixed on the strip aluminum fins (3-1). Multiple fan-shaped chambers (3-3) arranged in a ring array are spaced between the annular aluminum fins (3-2) and the strip aluminum fins (3-1), and aluminum nitride heat-conducting blocks (3-4) are embedded and fixed inside the fan-shaped chambers (3-3). Several diamond-shaped through holes (3-5) are opened inside the aluminum nitride heat-conducting blocks (3-4).

2. The electric vehicle drive structure according to claim 1, characterized in that: The side of the strip aluminum fin (3-1) near the right sidewall of the rotor (4) is connected by welding, and the right side surface of the rotor (4) is provided with multiple grooves for the strip aluminum fin (3-1) to be embedded.

3. The electric vehicle drive structure according to claim 1, characterized in that: The left sidewall of the aluminum nitride heat-conducting block (3-4) is in contact with the right sidewall of the rotor (4).

4. The electric vehicle drive structure according to claim 1, characterized in that: The diamond-shaped through holes (3-5) all penetrate the aluminum nitride heat-conducting block (3-4) from both sides, which is used to increase the contact surface area between the aluminum nitride heat-conducting block (3-4) and the air.

5. The electric vehicle drive structure according to claim 1, characterized in that: The rotor (4) has through holes on both sides for the two sections of the main shaft (7) to pass through.

6. The electric vehicle drive structure according to claim 1, characterized in that: The main shaft (7) located outside the rotor (4) is connected to the rear axle bracket of the electric scooter via bearings.

7. The electric vehicle drive structure according to claim 1, characterized in that: Sealed bearings adapted to the main shaft (7) are installed in the through holes on the left and right side walls of the rotor (4).

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