Wheel hub motor and drive-steering module

Abstract

The present invention relates to a wheel hub motor (1) for a wheel of a vehicle, comprising an electric motor and a disc brake (2). The electric motor comprises a rotor (3) and a stator (4). The disc brake (2) comprises a brake caliper (5) and a brake disc (6), wherein the brake caliper (5) comprises a brake actuator (7) for actuating the brake caliper (5), said brake actuator projecting from the brake caliper (5) in the axial direction of the electric motor. The aim is to achieve a reduction in structural height without significantly reducing the braking torque of the disc brake. According to the invention, the brake disc (6) is arranged outside the stator (4) in the axial direction, and the brake actuator (7) is arranged entirely or partially within the stator (4) in the axial direction. A drive-steering module comprising such a wheel hub motor (1) is also provided, along with a connected steering arrangement that is configured to enable the wheel to be steered over a large angle range.

Description

[0001] Description

[0002] Wheel hub motor and drive-steering module

[0003] The present invention relates to a wheel hub motor (also called an in-wheel motor) for a wheel of a vehicle, comprising an electric motor and a disc brake. The electric motor comprises a rotor and a stator. The disc brake comprises a brake caliper and a brake disc. The brake caliper comprises a brake actuator protruding from the brake caliper in the axial direction of the electric motor for actuating the brake caliper. The invention further relates to a drive-steering module for a vehicle, comprising such a wheel hub motor.

[0004] Such a wheel hub motor is known, for example, from WO 2019 / 139545. The brake disc is arranged concentrically within the rotor and stator. A bearing system is arranged within the brake disc and connects one axial end of the rotor to a stator plate and a steering knuckle at the other axial end of the wheel hub motor. The stator plate surrounds the brake disc at the sections of the brake disc not covered by the axially projecting brake caliper and brake actuator.

[0005] GB 2479898 A discloses another wheel hub motor with a disc brake. However, in this case, the disc brake is not axially overlapping the rotor or stator, but rather located at one axial end of the wheel hub motor. Two brake actuators are used, which, offset by 180°, engage the brake disc from the radial inside.

[0006] Two other wheel hub motors with disc brakes are known from DE 10 2012 020 816 A1. The disc brake is arranged axially offset relative to the rotor and stator of the electric motor. In one variant, the disc brake is arranged axially inside the wheel rim and the electric motor is arranged axially outside it, while in another variant, the reverse configuration is implemented. Other wheel hub motors with integrated braking systems are known, for example, from US 9,387,758 B2 and US 2015 / 0137669 A1, although hydraulic drum brakes are used in these cases.

[0007] Further wheel hub motors with integrated wheel brakes are known from DE 10 2019 116 264 A1 and DE 10 2013 202 809 A1.

[0008] Wheel hub motors in vehicles are widely used, for example, in electric scooters or aircraft wheels, as they are particularly efficient and allow for extremely space-saving designs. For cars and other vehicles, such wheel hub motors with integrated friction brakes also fundamentally allow for a significant redesign of the vehicle body and enable new control and steering concepts with large steering angles, which would hardly be possible in a space-efficient manner with a central motor for two- or four-wheel drive. To fully utilize such concepts, however, it is still necessary to further reduce the axial height of the wheel hub motor.

[0009] However, the state-of-the-art solutions either have a large overall height or lead to a significant reduction in the braking torque provided by the disc brake due to a reduction in the size of the brake disc.

[0010] The invention is therefore based on the object of providing a wheel hub motor of the type mentioned above which enables a compact axial height without the braking torque provided by the disc brake having to be significantly reduced.

[0011] According to the invention, this object is achieved by a wheel hub motor having the features of claim 1 and by a drive-steering module according to claim 17. A wheel hub motor according to the invention for a wheel of a vehicle is accordingly provided, comprising an electric motor and a disc brake, wherein the electric motor comprises a rotor and a stator, wherein the disc brake comprises a brake caliper and a brake disc, and wherein the brake caliper comprises a brake actuator protruding from the brake caliper in the axial direction of the electric motor for actuating the brake caliper, characterized in that the brake disc is arranged outside the stator in the axial direction and the brake actuator is arranged completely or partially inside the stator in the axial direction.The rotor comprises two concentrically arranged permanent magnet groups, with a first permanent magnet group arranged radially inside the stator and a second permanent magnet group arranged radially outside the stator. The brake actuator is arranged so as to overlap the permanent magnets of the electric motor in the axial direction.

[0012] This design allows for more efficient use of installation space than in the prior art while still providing a relatively strong braking effect from the disc brake. This is possible because the brake disc is arranged axially outside the stator, meaning there is no need to reduce the brake disc radius or the reduction is at least smaller. Because the brake actuator is arranged inside the wheel hub motor, i.e. completely or partially within the stator, it does not protrude axially outwards. This reduces the maximum axial extent (installation height) of the wheel hub motor and makes it significantly easier to use the wheel hub motor for a wide variety of body and steering arrangements, particularly in conjunction with steering arrangements with large maximum steering angles.

[0013] When reference is made to "axial direction" or "axial" in this application, this refers to the direction parallel to the drive rotation axis of the wheel hub motor. Similarly, "radial direction" or "radial" refers to the direction or distance perpendicular to the drive rotation axis of the wheel hub motor. Finally, "polar direction" or "polar" refers to a tangential direction of rotation around the drive rotation axis. These three groups of designations therefore correspond to cylindrical coordinates.

[0014] Preferably, the brake disc does not overlap the rotor or stator in the axial direction, but rather adjoins the rotor in the axial direction or is attached to an axial end face of the rotor. This ensures the greatest possible radial expansion of the brake disc and, despite the internal arrangement of the brake caliper, allows a relatively large friction surface and thus a relatively large maximum braking torque to be provided compared to the solution according to WO 2019 / 139545A1. There, the brake caliper was left radially on the outside of the brake disc, but the overall disc brake was reduced in size in order to be able to arrange it axially inside the rotor and stator.

[0015] Preferably, the brake actuator is arranged so that it overlaps the stator windings of the electric motor in the axial direction. As previously described, this ensures a lower overall height, since the axial space used by the drive section of the electric motor is also partially used by the disc brake.

[0016] The terms "rotor" and "stator" are to be interpreted narrowly within the scope of this application and refer only to the elements that are directly involved in generating the drive torque of the electric motor, for example, to which the permanent magnets and stator windings are attached or which support them. Therefore, an axle hub, even if formed integrally with the stator, would not be considered part of the stator in its entirety, but only the section that is directly surrounded by or adjacent to the rotor (e.g., in a drive housing). Accordingly, a wheel rim would not be considered part of the rotor, but only those rotating elements to which permanent magnets are attached or which support them.

[0017] Preferred embodiments and further developments of the invention can be found in the respective subclaims. In a preferred embodiment, the brake caliper engages the brake disc from the radial inside. The fact that the brake caliper engages the brake disc from the radial inside leads to a somewhat poorer maximum braking torque for the same brake disc size compared to engaging from the radial outside, since the friction surface must be reduced for geometric reasons. Surprisingly, however, the combination of features according to the invention makes it possible to keep this disadvantage to a minimum and, in return, to achieve a significant reduction in the maximum axial extent of the wheel hub motor. Since the brake caliper engages the brake disc from the radial inside, it is easier to arrange the brake actuator, which protrudes from the brake caliper in an axial direction, completely or partially within the rotor and / or completely or partially within the stator.Alternatively, it is also possible for the brake calliper to grip the brake disc radially from the outside.

[0018] Preferably, the brake actuator generates clamping force electromechanically. In this case, the disc brake is an electromechanical disc brake, and not a hydraulic disc brake. The power supply lines of an electromechanical disc brake are mechanically more flexible than the high-pressure hydraulic lines of a hydraulic brake and can therefore be bent more easily, for example, to facilitate the use of the wheel hub motor in a drive-steering module with a large maximum steering angle.

[0019] According to a preferred embodiment of the invention, the wheel hub motor comprises a wheel rim, wherein the brake actuator is arranged in the axial direction and in the radial direction within the wheel rim. The axial extension of the wheel rim provides a frame within which the brake actuator can be readily arranged, for example without there being a risk of collision with or a geometric restriction for elements of a steering arrangement with a large maximum steering angle to be connected to the wheel hub motor. The brake disc is preferably arranged in the axial direction within the wheel rim. Here, too, the axial extension of the wheel rim provides a frame within which the brake disc can be readily arranged, for example without there being a risk of collision with or a geometric restriction for elements of a steering arrangement with a large maximum steering angle to be connected to the wheel hub motor.Alternatively, the brake disc can protrude from the wheel rim by less than 5 cm in the axial direction.

[0020] In one embodiment, the entire disc brake protrudes less than 10 cm beyond the wheel rim in the axial direction, preferably less than 5 cm beyond the wheel rim, and is particularly preferably arranged entirely within the wheel rim in the axial direction. Here, for example, one axial side of the brake caliper or the brake disc can partially protrude beyond the axial extent of the wheel rim.

[0021] The wheel hub motor preferably comprises a central steering knuckle housing in which power supply lines and / or coolant lines and / or signal lines are routed to the wheel hub motor. This allows the corresponding lines to be routed to the wheel hub motor in a protected manner, particularly in a drive-steering module with a large maximum steering angle. The coolant lines can be cooling water lines. It should be noted here that, unlike hydraulic brake lines, coolant lines typically only transport fluid under low pressure and are therefore mechanically significantly more flexible and can therefore better withstand severe bending.

[0022] In one embodiment, the wheel hub motor comprises a central steering knuckle housing, with the brake caliper connected to a radial outer side of the steering knuckle housing. If the brake caliper engages the brake disc from the inside, this embodiment allows for a stable attachment of the brake caliper together with the brake actuator. At the same time, space remains free in the circumferential direction at the same axial position as the brake actuator, which can be used for other purposes (e.g., for an electronics unit) to reduce the overall height.

[0023] In a further preferred embodiment, the wheel hub motor includes at least one electronics unit, preferably comprising an inverter of the electric motor, which is arranged overlapping the brake actuator in the axial direction but offset in the polar direction. This allows for particularly efficient use of the installation space. Preferably, the electronics unit further comprises an electronics housing, which is preferably connected to a radial outer side of a steering knuckle housing or is part of the steering knuckle housing.

[0024] Preferably, the electronics unit is offset from the brake actuator by at least 90°, preferably by at least 150°, particularly preferably by 180°±10°, in the polar direction. The described angular distances refer to the geometric center of the electronics unit and the geometric center of the brake actuator. This configuration has the advantage that the brake actuator (and the brake caliper), as a heat source, is arranged as far as possible from the electronics unit, which is itself a heat source and sensitive to heat. This facilitates cooling of the electronics unit.

[0025] The rotor preferably comprises a drive chamber housing which forms a drive chamber in which the permanent magnets of the electric motor are arranged, the stator being surrounded by the drive chamber housing on both sides in the axial direction and on the inside and outside in the radial direction. The drive chamber housing can comprise an outer drive chamber housing and an inner drive chamber housing, which are preferably connected by a circumferential static sealing element. The drive chamber housing can have an asymmetrical, hollow U-shaped cross-section radially, with the stator arranged therein also having a corresponding asymmetrical U-shaped cross-section radially. The permanent magnets of the electric motor and the stator windings of the electric motor are then preferably arranged in the region of the radially outer leg of the "U" of the rotor and stator. The rotor comprises two concentrically arranged groups of permanent magnets.A first permanent magnet group is arranged radially inside the stator, and a second permanent magnet group is arranged radially outside the stator. This allows for a particularly high drive torque despite the low overall height.

[0026] For example, the first permanent magnet group can be arranged on a radial outer side of the drive chamber inner housing and the second permanent magnet group can be arranged on a radial inner side of the drive chamber outer housing.

[0027] In a preferred embodiment, the brake actuator and / or the electronics unit are located partially at the same height in the axial direction and radially inward from the drive chamber. This design allows for the drive chamber (in particular the part of the drive chamber containing the permanent magnets and stator windings) to be arranged as far radially outward as possible in a space-saving design in order to achieve a high drive torque while simultaneously efficiently utilizing the installation space located radially further inward at the same axial height.

[0028] Preferably, two ball bearings are arranged between the rotor and the stator, each of the ball bearings being combined with a sealing strip to provide a dynamic seal. The sealing strips preferably provide a seal for the drive chamber (optionally together with a circumferential static sealing element between an outer drive chamber housing and an inner drive chamber housing), in particular to prevent the ingress of dirt particles (e.g., from the disc brake). Alternatively, simple ball bearings without sealing strips can be used. While this is less effective in preventing the ingress of dirt particles, it tends to result in a bearing with a lower braking effect.

[0029] In one embodiment, two ball bearings are arranged between the rotor and the stator, with one ball bearing located on the radial outer side of the stator and one ball bearing located on the radial inner side of the stator. This design allows for a very stable mounting of the rotor on the stator despite a low overall height.

[0030] It is preferred if at least one double ball bearing is arranged between the rotor and the stator, preferably two double ball bearings are arranged, wherein the double ball bearing comprises two partial ball bearings arranged one behind the other in the axial direction. Such double ball bearings can have a smaller radial extension while having the same axial extension as a single ball bearing, thus saving installation space.

[0031] Preferably, the brake disc is attached to an axial end of the drive chamber housing, which represents an axially inner end of the rotor. This allows the brake disc to be as large as possible in the radial direction, and the disc brake can provide a high maximum braking torque. The axially inner end of the rotor here refers to the end of the rotor or wheel motor facing the vehicle or a steering arrangement.

[0032] The object according to the invention is also achieved by a drive-steering module for a vehicle, comprising a wheel hub motor according to one of the preceding embodiments and a steering arrangement connected to the wheel hub motor, which steering arrangement is designed to connect the wheel hub motor to a vehicle body and to provide independent steerability of a wheel comprising the wheel hub motor in an angular range of at least ± 60°, preferably of at least ± 75° and particularly preferably of at least ± 90°. The wheel hub motor according to the invention is particularly suitable for use with such a steering arrangement with a large maximum steering angle, since the wheel hub motor has a particularly low overall height. In particular, the extension of the wheel hub motor in the axial direction is essentially determined by the extension of the wheel rim. Depending on the embodiment, only the brake caliper orThe brake disc must protrude less than 10 cm (preferably less than 5 cm) beyond the wheel rim in the axial direction. This allows for a stable design of the steering assembly without causing a collision between the steering assembly and the wheel hub motor (e.g., the disc brake) at large steering angles.

[0033] Further details of the invention emerge from the description of the illustrated embodiments and the appended claims.

[0034] The drawing shows:

[0035] Fig. 1 shows a schematic cross section of an embodiment of a wheel hub motor according to the invention.

[0036] In the following detailed description of preferred embodiments, like reference numerals designate substantially identical parts in or on these embodiments. However, to better illustrate the invention, the preferred embodiments illustrated in the figures are not always drawn to scale.

[0037] Fig. 1 shows a schematic cross section through a wheel hub motor 1 according to the invention for a wheel of a vehicle, comprising an electric motor and a disc brake 2. The electric motor comprises a rotor 3 and a stator 4.

[0038] The disc brake 2 includes a brake caliper 5 and a brake disc 6.

[0039] The brake caliper 5 comprises a brake actuator 7 that protrudes from the brake caliper 5 in the axial direction of the electric motor and actuates the brake caliper 5. The brake actuator 7 is arranged so as to overlap the rotor 3 and the stator 4 in the axial direction. The brake caliper 5 engages the brake disc 6 from the radial inside. The brake actuator 7 is arranged inside the wheel hub motor 1 and does not protrude outward.

[0040] The brake actuator 7 is arranged with permanent magnets 8, 9 of the electric motor and stator windings 10 of the electric motor overlapping in the axial direction. The rotor 3 comprises a drive chamber housing 11, 12, which forms a drive chamber 13 in which the permanent magnets 8, 9 of the electric motor are arranged. The stator 4 is surrounded by the drive chamber housing 11, 12 in the axial direction on both sides and in the radial direction from the inside and outside. The drive chamber housing 11, 12 here comprises a drive chamber outer housing 11 and a drive chamber inner housing 12, which are connected by a circumferential static sealing element 13A. The drive chamber housing 11, 12 has an asymmetric hollow U-shaped cross-section radially. The stator 4 also has an asymmetrical U-shaped cross-section radially, the radially outer leg 14 of which is therefore slightly longer than the radially inner leg 15.The stator windings 10 of the electric motor are arranged in the region of the radially outer leg of the stator 4.

[0041] The permanent magnets 8, 9 are designed as two concentrically arranged, rotating permanent magnet groups 8, 9. A first permanent magnet group 8 is arranged radially inside the stator 4 on a radial outer side of the drive chamber inner housing 12, and a second permanent magnet group 9 is arranged radially outside the stator 4 on a radial inner side of the drive chamber outer housing 11.

[0042] An electronics unit 16 (here comprising an inverter 17 of the electric motor) is arranged partially at the same height as the brake actuator 7 in the axial direction, but offset in the polar direction. This allows for particularly efficient use of the installation space. The electronics unit 16 further includes an electronics housing 18, which is connected to a radial outer side of a steering knuckle housing 19 or is part of the steering knuckle housing 19.

[0043] The electronics unit 16 is offset by 180° from the brake actuator 7. The described angular distance refers to the geometric center of the electronics unit and the geometric center of the brake actuator. This design has the advantage that the brake actuator 7 and the brake caliper 5, as a heat source, are arranged as far as possible from the electronics unit 16, which is itself a heat source and sensitive to heat. This facilitates the cooling of the electronics unit 16. The brake actuator 7 and the electronics unit 16 are located partially at the same height in the axial direction and are radially inward from the drive chamber 13.

[0044] Two ball bearings 20, 21 are arranged between the rotor 3 and the stator 4, each of the ball bearings 20, 21 being combined with a sealing strip to provide a dynamic seal. The sealing strips provide a seal for the drive chamber 13 together with the sealing element 13A between the drive chamber outer housing 11 and the drive chamber inner housing 12, in particular to prevent the penetration of dirt particles, e.g. from the disc brake. One ball bearing 21 bears against a radial outer side of the stator 4, and one ball bearing 20 bears against a radial inner side of the stator 4, in particular against the radially inner leg 15. The ball bearings 20, 21 are designed as double ball bearings, each of which comprises two partial ball bearings 22, 23 arranged one behind the other in the axial direction.

[0045] The disc brake 2 is preferably an electromechanical disc brake, and in particular not a hydraulic disc brake. The power supply lines of an electromechanical disc brake are mechanically more flexible than the high-pressure hydraulic lines of a hydraulic brake and can therefore be bent more easily, for example, to facilitate the use of the wheel hub motor 1 in a drive-steering module with a large maximum steering angle.

[0046] Power supply lines 24, coolant lines 25, and signal lines (not explicitly shown) are routed to the wheel hub motor 1 in the central steering knuckle housing 19. This allows the corresponding lines to be routed to the wheel hub motor 1 in a protected manner, particularly in a drive-steering module with a large maximum steering angle.

[0047] The brake caliper 5 is connected to a radial outer side of the steering knuckle housing 19. Since the brake caliper 5 engages the brake disc 6 from the inside, this embodiment allows for a stable attachment of the brake caliper 5 together with the brake actuator 7. Alternatively, it is also possible for the brake caliper 5 to engage the brake disc 6 from the radial outside.

[0048] The brake disc 6 is fixed to an axial end of the drive chamber housing 11, 12, which represents an axially inner end of the rotor 3.

[0049] The wheel hub motor 1 comprises a wheel rim 26, on which a tire 27 is mounted. The brake actuator 7 is arranged axially and radially within the wheel rim 26. The axial extension of the wheel rim 26 provides a frame within which the brake actuator 7 can be readily arranged without, for example, a risk of collision with or a geometric restriction for elements of a steering arrangement with a large maximum steering angle to be connected to the wheel hub motor 1. The brake disc 6 is arranged axially within the wheel rim 26. However, the brake disc can also protrude from the wheel rim 26 in the axial direction, for example, by less than 5 cm.

[0050] The disc brake 2 protrudes slightly beyond the wheel rim 26 in the axial direction, preferably by less than 5 cm. One axial side of the brake caliper 5 partially protrudes beyond the axial extent of the wheel rim 26, which, however, usually represents little limitation to the steering arrangement to be connected.

[0051] List of reference symbols

[0052] 1 wheel hub motor

[0053] 2 disc brakes

[0054] 3 Rotor

[0055] 4 Stator

[0056] 5 brake caliper

[0057] 6 brake disc

[0058] 7 Brake actuator

[0059] 8 permanent magnets

[0060] 9 permanent magnets

[0061] 10 stator windings

[0062] 11 Drive compartment housing, drive compartment outer housing

[0063] 12 Drive compartment housing, drive compartment inner housing

[0064] 13 Drive room

[0065] 13A Sealing element

[0066] 14 radial outer leg

[0067] 15 radial inner leg

[0068] 16 Electronic unit

[0069] 17 inverters

[0070] 18 electronics housings

[0071] 19 Steering knuckle housing

[0072] 20 ball bearings

[0073] 21 ball bearings

[0074] 22 partial ball bearings

[0075] 23 partial ball bearings

[0076] 24 power supply line

[0077] 25 coolant line

[0078] 26 wheel rim

[0079] 27 tires

Claims

Patent claims 1 . Wheel hub motor (1) for a wheel of a vehicle, comprising an electric motor and a disc brake (2), wherein the electric motor comprises a rotor (3) and a stator (4), wherein the disc brake (2) comprises a brake caliper (5) and a brake disc (6), and wherein the brake caliper (5) comprises a brake actuator (7) protruding from the brake caliper (5) in the axial direction of the electric motor for actuating the brake caliper (5), characterized in that the brake disc (6) is arranged outside the stator (4) in the axial direction and the brake actuator (7) is arranged completely or partially inside the stator (4) in the axial direction, wherein the rotor (3) comprises two concentrically arranged permanent magnet groups (8, 9), and wherein a first permanent magnet group (8) is arranged radially inside the stator (4) and a second permanent magnet group (9) is arranged radially outside the stator (4), and wherein the brake actuator (7) is connected to the permanent magnets (8,9) of the electric motor is arranged overlapping in the axial direction., 2. Wheel hub motor (1) according to claim 1, characterized in that the brake calliper (5) engages around the brake disc (6) from the radial inside.

3. Wheel hub motor (1) according to one of the preceding claims, characterized in that the brake actuator (7) generates clamping force electromechanically.

4. Wheel hub motor (1) according to one of the preceding claims, characterized in that the wheel hub motor (1) comprises a wheel rim (26), wherein the brake actuator (7) is arranged in the axial direction and in the radial direction within the wheel rim (26).

5. Wheel hub motor (1) according to claim 4, characterized in that the brake disc (6) is arranged in the axial direction within the wheel rim (26).

6. Wheel hub motor (1) according to claim 4 or 5, characterized in that the entire disc brake (2) protrudes in the axial direction by less than 10 cm beyond the wheel rim (26), preferably protrudes by less than 5 cm beyond the wheel rim (26) and particularly preferably is arranged completely within the wheel rim (26) in the axial direction.

7. Wheel hub motor (1) according to one of the preceding claims, characterized in that the wheel hub motor (1) comprises a central steering knuckle housing (19) in which power supply lines (24) and / or coolant lines (26) and / or signal lines are guided to the wheel hub motor (1).

8. Wheel hub motor (1) according to one of the preceding claims, characterized in that the wheel hub motor (1) comprises a central steering knuckle housing (19), wherein the brake caliper (5) is connected to a radial outer side of the steering knuckle housing (19).

9. Wheel hub motor (1) according to one of the preceding claims, characterized in that the wheel hub motor includes at least one electronic unit (16), preferably comprising an inverter (17) of the electric motor, which is arranged overlapping the brake actuator (7) in the axial direction but offset in the polar direction.

10. Wheel hub motor (1) according to claim 9, characterized in that the electronic unit (16) is arranged offset in the polar direction relative to the brake actuator (7) by at least 90°, preferably by at least 150°, particularly preferably by 180°±10°.

11. Wheel hub motor (1) according to one of the preceding claims, characterized in that the rotor (3) comprises a drive chamber housing (11, 12) which forms a drive chamber (13) in which the permanent magnets (8, 9) of the electric motor are arranged, the stator (4) being surrounded by the drive chamber housing (11, 12) in the axial direction from both sides and in the radial direction from the inside and from the outside.

12. Wheel hub motor (1) according to claim 11, characterized in that the brake actuator (7) and / or the electronic unit (16) are located partly at the same height in the axial direction and radially inward from the drive chamber (13).

13. Wheel hub motor (1) according to one of the preceding claims, characterized in that two ball bearings (20, 21) are arranged between the rotor (3) and the stator (4), each of the ball bearings (20, 21) being combined with a sealing strip to provide a dynamic seal.

14. Wheel hub motor (1) according to one of the preceding claims, characterized in that two ball bearings (20, 21) are arranged between the rotor (3) and the stator (4), wherein one ball bearing (21) bears against a radial outer side of the stator (4) and one ball bearing (20) bears against a radial inner side of the stator (4).

15. Wheel hub motor (1) according to one of the preceding claims, characterized in that at least one double ball bearing (20, 21) is arranged between the rotor (3) and the stator (4), preferably two double ball bearings (20, 21) are arranged, wherein the double ball bearing (20, 21) comprises two partial ball bearings (22, 23) arranged one behind the other in the axial direction.

16. Wheel hub motor (1) according to one of claims 11 to 15, characterized in that the brake disc (6) is fastened to an axial end of the drive chamber housing (11, 12), which represents an axially inner end of the rotor (3).

17. Drive-steering module for a vehicle, comprising a wheel hub motor (1) according to one of the preceding claims and a steering arrangement connected to the wheel hub motor (1), which is designed to connect the wheel hub motor (1) to a vehicle body and to provide independent steerability of a wheel comprising the wheel hub motor (1) in an angular range of at least ± 60°, preferably of at least ± 75° and particularly preferably of at least ± 90°.

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