Wheel drive assembly and drive system thereof

Abstract

Disclosed in the present application is a wheel drive assembly, comprising a ball-joint motor and a hub motor. The ball-joint motor comprises a stator, a rotor, and magnetic yokes; the stator comprises a rotating core and an iron core, the iron core being mounted on one side of the rotating core, a first coil being wound on the iron core, an assembly support being mounted the other side of the rotating core, and the rotor wrapping the iron core; a hemispherical recess of a first magnetic yoke and a hemispherical recess of a second magnetic yoke form a spherical recess, the rotor being assembled in the spherical recess, and the first magnetic yoke being provided with a clearance hole; the hub motor comprises an outer housing, an inner housing, and a drive electronic assembly, the first magnetic yoke and the second magnetic yoke being both fixedly connected to the inner housing.

Description

A wheel drive assembly and its drive system Technical Field

[0001] This application relates to the field of wheel drive technology, and in particular to a wheel drive assembly and its drive system. Background Technology

[0002] Traditional steering systems, whether hydraulic or electric power steering, typically transmit driver steering commands via linkages, rack and pinion mechanisms, or other mechanical components. Even in the widely adopted electronic power steering (EPS) systems of modern vehicles, while the steering force is assisted by an electric motor, the execution of the steering angle still relies on a complex mechanical linkage system. While there are technologies that use electronic control of wheel steering, these still require linkage mechanisms for transmission, leading to transmission losses. Furthermore, the linkage mechanisms themselves contain friction and backlash, resulting in energy loss and reduced steering precision.

[0003] There is a technology in the prior art that uses a ball-and-socket motor to directly act on the wheels for steering. However, this technology uses a complex connection mechanism with the vehicle suspension, which has many parts. This increases the unsprung mass and unsprung mass of the vehicle, affecting the response speed of the suspension system and the overall handling performance of the vehicle. Especially when applied to racing, this extra weight has a serious negative impact on vehicle performance. Specifically, it slows down the response speed of the suspension system, affects the overall handling performance of the vehicle, especially when cornering at high speeds, reduces the precision of operation, and may even lead to car accidents. Summary of the Invention

[0004] In order to overcome at least one of the defects described in the prior art, this application provides a wheel drive assembly and its drive system, which can solve the problem of energy loss caused by using a linkage structure for steering and the problem of reduced operating accuracy caused by using a ball joint motor for steering.

[0005] The technical solution adopted in this application to solve its problem is:

[0006] A wheel drive assembly, comprising:

[0007] A ball-and-socket motor includes a stator, a rotor, and a yoke. The stator includes a rotor core and an iron core. The iron core is mounted on one side of the rotor core, and a first coil is wound on the iron core. An assembly bracket is mounted on the other side of the rotor core. The rotor wraps around the iron core. The yoke includes a first yoke and a second yoke. Both the first yoke and the second yoke have hemispherical grooves. The hemispherical grooves of the first yoke and the second yoke form a spherical groove. The rotor is assembled in the spherical groove. The first yoke has clearance holes for the rotor core to pass through and for the rotor to rotate relative to the rotor core.

[0008] A hub motor, comprising an outer shell, a drive electromagnetic assembly, and an inner shell, wherein both the outer shell and the inner shell are cylindrical, and the drive electromagnetic assembly is disposed between the outer shell and the inner shell;

[0009] Both the first magnetic yoke and the second magnetic yoke are fixedly connected to the inner shell.

[0010] By adopting the above scheme, the structural design of the ball-and-socket motor allows the rotor to rotate freely relative to the stator. Through the cooperation of the first and second magnetic yokes, and by driving the hub motor to rotate synchronously, stable rotor positioning and effective torque transmission are achieved, avoiding torque loss that may exist in traditional motors. The hub motor places the drive electromagnetic components between the outer and inner housings, saving space and improving the integration of the entire drive system. This allows the motor to be directly installed inside the wheel, reducing transmission links and further improving energy conversion efficiency.

[0011] In some embodiments, the first magnetic yoke has a first flange on the side away from the second magnetic yoke, and the second magnetic yoke has a second flange on the side away from the first magnetic yoke. The first flange and the second flange form a mounting groove, and the inner housing is installed in the mounting groove, with both sides of the inner housing abutting against the first flange and the second flange, respectively.

[0012] By adopting the above scheme, the flange design of the first and second magnetic yokes forms a mounting groove for mounting the inner housing. The above structure simplifies the connection process between the hub motor and the ball joint motor, and improves the assembly efficiency and structural stability.

[0013] In some embodiments, the driving electromagnetic assembly has multiple sets of second coils, which are divided into multiple columns along the space between the outer shell and the inner shell and are evenly distributed. There is a gap between adjacent columns of second coils, and magnets are evenly distributed in the gap.

[0014] By adopting the above scheme, since the design of the second coil itself will have gaps, magnets can be placed in these gaps. The presence of the magnets optimizes the magnetic flux path, ensuring a uniform distribution of the magnetic field around the second coil, thereby improving electromagnetic conversion efficiency. Adjusting the magnetic poles of the magnets according to the actual magnetic field allows for precise control of the direction and magnitude of the magnetic flux, thus enhancing power output.

[0015] Furthermore, placing a magnet in the gap between the second coils enhances the electromagnetic coupling between them. When current flows through the second coil, the resulting magnetic field interacts with the magnet's magnetic field, more effectively converting it into mechanical energy, thus increasing power and expanding the application of this wheel drive assembly in the automotive field. Simultaneously, adjusting the magnet's poles allows for a more concentrated magnetic flux, generating greater torque within the same volume—an increase in torque density. This is particularly important for miniaturized and lightweight wheel drive assemblies.

[0016] Furthermore, by flexibly adjusting the magnetic poles of the magnet, the output characteristics of the motor can be fine-tuned, such as response speed, maximum torque, and continuous power, thereby optimizing the dynamic performance of the drive system. The optimized magnetic flux path and enhanced electromagnetic coupling mean that, under the same conditions, the motor can generate higher power output with lower current consumption, thus achieving the goal of energy saving.

[0017] In addition, because the magnetic flux distribution is more uniform, local overheating can be reduced, which helps to reduce the heat loss of the motor, improve overall efficiency and extend service life. The uniform magnetic field distribution also helps to reduce the noise and vibration of the motor during operation and improve driving comfort.

[0018] In some embodiments, the iron core is divided into multiple stages, with the multiple stages of iron cores arranged at equal intervals along the axial direction of the rotating core, and each stage of iron core is powered independently.

[0019] By employing the above scheme and selecting symmetrical iron cores for operation, each of the multiple iron cores can independently receive power. Each iron core stage, through a control circuit, precisely selects which core segments to engage and which to remain stationary, thereby altering the rotor's magnetic flux path and adjusting the phase. When a specific core segment is activated, it generates a magnetic field that attracts or repels the rotor, causing it to change position or rotation direction within the spherical slots. By selectively activating different cores, the rotor's trajectory and rotation angle can be precisely controlled, enabling refined control of wheel steering and drive. The independent power supply characteristic of the multi-stage iron cores not only improves control flexibility but also enhances the system's response speed.

[0020] In some embodiments, a flexible sealing cover is provided at the clearance hole, the iron core passes through the flexible sealing cover, and the flexible sealing cover is sealed to the contact part of the iron core.

[0021] By adopting the above solution, a tight seal is formed between the flexible sealing cover and the iron core contact area. Even during the rotation of the rotor and yoke relative to the stator, it effectively prevents external impurities such as dust and moisture from entering the spherical groove, ensuring internal cleanliness, reducing wear and corrosion, and extending the service life of the components. Because the flexible sealing cover effectively isolates the external environment, it reduces the frequency of maintenance for internal components, decreases maintenance costs and downtime, and improves the reliability and economy of the entire drive system.

[0022] In some embodiments, a support frame is provided between the stator and the rotor, and the inner wall and outer wall of the support frame are respectively attached to the stator and the rotor.

[0023] By adopting the above solution, the support frame ensures the precise positioning of the rotor within the spherical groove, maintaining rotor stability even at high speeds or under high loads, reducing swaying and offset, and improving the motor's operational stability.

[0024] In some embodiments, the support frame is provided with a plurality of non-magnetic balls.

[0025] By adopting the above solution, the use of non-magnetic ball bearings can significantly reduce friction between the support frame and the rotor, reduce wear, and extend the service life of the drive components. Because the presence of the ball bearings reduces the contact area and converts sliding friction into rolling friction, the frictional force is greatly reduced, improving the motor's rotational efficiency. This allows more electrical energy to be converted into mechanical energy, improving the overall efficiency of the drive system and reducing heat generated by friction. Furthermore, the non-magnetic ball bearings help reduce eddy current effects, reducing heat generation caused by current, aiding in motor heat dissipation, maintaining the motor within its optimal operating temperature range, and greatly improving the safety of the radial motor.

[0026] In addition, due to reduced friction and wear, the use of non-magnetic ball bearings reduces the need for regular maintenance, extends maintenance cycles, and reduces maintenance costs and downtime.

[0027] In some embodiments, the first coil is made of copper wire with a circular cross-section.

[0028] By adopting the above scheme, compared with flat wire, the copper wire with a circular cross-section has a larger gap between the copper wires when making the first coil. Due to the larger gap, the heat dissipation channel is more unobstructed, the air flow rate is faster, and the heat generated by the coil can be carried away more effectively.

[0029] In some embodiments, the first magnetic yoke and the second magnetic yoke are fixedly connected by tie bolts.

[0030] By adopting the above solution, since this wheel drive assembly will be used in the field of racing, the use of tie bolts for tying can resist the reaction force of turning at high speeds.

[0031] In some embodiments, the mounting bracket is arranged in a V-shape at the end of the rotating core.

[0032] By adopting the above solution, the mounting bracket is designed in a V-shape and placed at the end of the pivot. This structure effectively reduces unsprung weight, and the V-shaped mounting bracket reduces material usage while maintaining structural strength, thus reducing overall weight. This significantly improves the vehicle's suspension system response speed and handling performance. Especially in the field of racing, this design that reduces unsprung weight can significantly reduce the load on the suspension system during high-speed cornering, improve vehicle handling precision and stability, avoid handling lag caused by additional weight, and thus reduce the risk of accidents.

[0033] This application also provides a drive system including the above-described wheel drive components, wherein two, four, or six wheel drive components are provided.

[0034] By adopting the above scheme, the drive system can be equipped with 2, 4 or 6 wheel drive components, which can be flexibly configured according to vehicle type and performance requirements to meet different application scenarios from sedans to high-performance sports cars.

[0035] In summary, the wheel drive assembly and drive system provided in this application have the following technical advantages:

[0036] 1. The structural design of the ball-and-socket motor allows the rotor to rotate freely relative to the stator. Through the cooperation of the first and second magnetic yokes, and by driving the hub motor to rotate synchronously, stable rotor positioning and effective torque transmission are achieved, avoiding torque loss that may exist in traditional motors. The hub motor places the drive electromagnetic components between the outer and inner housings, saving space and improving the integration of the entire drive system. This allows the motor to be directly installed inside the wheel, reducing transmission links and further improving energy conversion efficiency.

[0037] 2. The flanged design of the first and second magnetic yokes forms a mounting groove for mounting the inner housing. The above structure simplifies the connection process between the hub motor and the ball joint motor, and improves assembly efficiency and structural stability. Attached Figure Description

[0038] Figure 1 is a cross-sectional view of the wheel drive assembly in the assembly state of Embodiment 1 of this application;

[0039] Figure 2 is a cross-sectional view of the ball-and-socket motor of Embodiment 1 of this application;

[0040] Figure 3 is a cross-sectional exploded structural diagram of the wheel drive assembly of Embodiment 1 of this application;

[0041] Figure 4 is a cross-sectional view of the magnetic yoke and hub motor of Embodiment 1 of this application;

[0042] Figure 5 is a schematic diagram of the four-wheeled vehicle setup in Embodiment 1 of this application;

[0043] Figure 6 is a cross-sectional structural diagram of the hub motor of Embodiment 1 of this application applied to a two-wheeled trolley;

[0044] Figure 7 is a side view of the hub motor of Embodiment 1 of this application applied to a two-wheeled trolley.

[0045] Figure 8 is a side view of the plug-in board of Embodiment 1 of this application.

[0046] The meanings of the reference numerals in the attached drawings are as follows: 11. Rotor core; 12. Iron core; 13. Rotor; 14. First magnetic yoke; 141. Clearance hole; 142. First flange; 15. Second magnetic yoke; 151. Second flange; 16. Support frame; 17. Non-magnetic magnetic bead; 18. Flexible sealing cover; 19. Hemispherical groove; 191. Spherical groove; 2. Hub motor; 21. Outer shell; 22. Drive electronic components; 23. Inner shell; 24. Magnet; 3. Assembly bracket; 4. Hub; 5. Tie bolt; 6. Connecting structural plate; 61. Insertion block; 7. Insertion interface. Embodiments of the present invention

[0047] In the description of this application, it should be noted that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0048] Referring to Figures 1-4, this application discloses a wheel drive assembly, including a ball-and-socket motor and a hub motor 2. The ball-and-socket motor includes a stator, a rotor 13, and a yoke. The stator includes a rotor core 11 and an iron core 12. The iron core 12 is mounted on one side of the rotor core 11, and a first coil is wound on the iron core 12. A mounting bracket 3 is mounted on the other side of the rotor core 11. The rotor 13 wraps around the iron core 12. The yoke includes a first yoke 14 and a second yoke 15. Both the first yoke 14 and the second yoke 15 are provided with hemispherical grooves 19. The hemispherical grooves 19 of the first yoke 14 and the second yoke 15 form a spherical groove 191. The rotor 13 is assembled in the spherical groove 191. The yoke 14 is provided with a clearance hole 141 for the rotor core 11 to pass through and for the rotor 13 to rotate relative to the rotor core 11. The hub motor 2 includes an outer shell 21, a drive electromagnetic assembly and an inner shell 23. Both the outer shell 21 and the inner shell 23 are cylindrical. The drive electromagnetic assembly is located between the outer shell 21 and the inner shell 23. The first magnetic yoke 14 has a first flange 142 on the side away from the second magnetic yoke 15, and the second magnetic yoke 15 has a second flange 151 on the side away from the first magnetic yoke 14. The first flange 142 and the second flange 151 form a mounting groove. The inner shell 23 is installed in the mounting groove, and the two sides of the inner shell 23 abut against the first flange 142 and the second flange 151 respectively.

[0049] Specifically, the ball-and-socket motor includes a stator, a rotor 13, and a yoke. The motor includes a rotating core 11 and an iron core 12. The iron core 12 is mounted on one side of the rotating core 11, and a first coil is wound on the iron core 12. An assembly bracket 3 is mounted on the other side of the rotating core 11. The assembly bracket 3 is used to connect with the vehicle's suspension. The iron core 12 is spherical. The rotor 13 wraps around the iron core 12 and is also spherical. The yoke includes a first yoke 14 and a second yoke 15. Both the first yoke 14 and the second yoke 15 have a hemispherical groove. The first yoke 14 and the second yoke 15 are joined together to form a spherical groove 191. The rotor 13 is located in the spherical groove 191. The first yoke 14 has a clearance hole 141. The clearance hole 141 is used to prevent the rotating core 11 from passing through and to provide rotation space for the rotating core 11 when the rotor 13 and the yoke rotate synchronously. The first magnetic yoke 14 and the second magnetic yoke 15 are both fixedly connected to the stator. The magnetic yokes (first magnetic yoke 14 and second magnetic yoke 15) can rotate with the rotation of the stator, thereby realizing the rotation of the stator and the magnetic yoke relative to the iron core 12. In this embodiment, the iron core 12 is composed of several silicon steel sheets. Using silicon steel sheets as the material of the iron core 12 can significantly improve the performance of the motor and the transformer. With its high magnetic permeability and low iron loss characteristics, silicon steel sheets effectively reduce hysteresis and eddy current losses, and improve electromagnetic conversion efficiency. The hub motor 2 includes an outer shell 21, an inner shell 23, and a drive electromagnetic assembly. Both the outer shell 21 and the inner shell 23 are cylindrical. The drive electromagnetic assembly is located between the outer shell 21 and the inner shell 23. The first magnetic yoke 14 has a first flange 142 on the side away from the second magnetic yoke 15, and the second magnetic yoke 15 has a second flange 151 on the side away from the first magnetic yoke 14. The first flange 142 and the second flange 151 form a mounting groove. The inner shell 23 is installed in the mounting groove, and the two sides of the inner shell 23 abut against the first flange 142 and the second flange 151, respectively, which ensures that the hub motor 2 will rotate synchronously during the rotation of the magnetic yoke.

[0050] The working principle of the above structure:

[0051] Under the action of the drive electromagnetic component, the outer casing 21 of the hub motor 2 rotates around the drive electromagnetic component, thereby driving the wheel hub 4 mounted on the hub motor 2 to rotate, thus enabling the vehicle to move. When steering is required, after the stator is energized, the rotor 13 is affected by the specific magnetic field of the stator, completing the rotation of the rotor 13. When the rotor 13 rotates, the magnetic yoke and the hub motor 2 rotate with the rotor 13, thereby achieving wheel steering.

[0052] In some implementations, the ball-and-socket motor and hub motor 2 can be radial motors, which can provide stronger power compared to axial motors.

[0053] In this embodiment, the silicon steel sheet of the hub motor 2 is configured with the opening for binding the coil facing outward, thereby achieving the effect of the coil opening outward. This results in a tangential force being generated after power is supplied, which drives the outer casing 21 to rotate. More importantly, by driving the outer casing 21 to rotate through the tangential force, compared with the prior art of using a motor to drive the wheel axle to rotate, since the radius of the hub motor 2 is larger than the radius of the axle, its lever arm is longer and the power generated is more sufficient, thereby improving the driving force.

[0054] In this embodiment, to improve the power of the hub motor 2, the drive electromagnetic assembly has multiple sets of second coils. These second coils are arranged in multiple columns along the space between the outer shell 21 and the inner shell 23, and are evenly distributed. There is a gap between adjacent columns of second coils, and magnets 24 are evenly distributed in the gaps. It should be noted that the magnetic poles of the magnets 24 can be adjusted according to the magnetic field inside the hub motor 2 to indirectly enhance the output power of the hub motor 2. Specifically, in this embodiment, the magnetic poles of the magnets 24 are adjusted to be the same as the magnetic poles of the second coils, so that they reinforce each other and generate a greater electromagnetic force, thereby improving the power output.

[0055] In the wheel drive assembly, the combination of the second coil and magnet 24, through a designed gap layout, improves electromagnetic conversion efficiency and power output performance. Specifically, the placement of magnet 24 within the gap of the second coil optimizes the magnetic flux path and ensures the uniformity of the magnetic field distribution. This not only improves the efficiency of electromagnetic conversion but also allows for precise control of the direction and magnitude of the magnetic flux, thereby enhancing power output. By adjusting the magnetic poles of magnet 24, fine-tuning of the magnetic field characteristics can be achieved, making the magnetic flux more concentrated, thus generating a higher torque density within the same volume—that is, outputting greater torque per unit volume. This is particularly important in the realm of racing, where ultimate performance is pursued. Simultaneously, the flexible adjustment capability of the magnetic poles allows the motor to respond quickly according to actual needs, optimizing output characteristics such as response speed, maximum torque, and continuous power, thereby comprehensively improving the dynamic performance of the drive system. Furthermore, the optimized magnetic flux path and enhanced electromagnetic coupling mean that the motor can generate higher power output with lower current consumption under the same conditions, achieving a higher energy efficiency ratio and realizing energy saving and emission reduction. In summary, by placing the magnet 24 in the gap of the second coil, this wheel drive assembly not only improves power output and torque density, but also optimizes dynamic performance and improves energy efficiency, providing a powerful drive solution for racing cars and other high-performance vehicles.

[0056] In this embodiment, to precisely match the power required for wheel steering, the iron core 12 is divided into multiple stages. These stages are evenly spaced along the axial direction of the rotor core 11, and each stage is independently powered. Specifically, by selecting symmetrical iron cores 12 for operation, each stage can independently receive power. The control circuit precisely selects which iron core segments participate in the operation and which remain stationary, thereby changing the magnetic flux path of the rotor 13 and adjusting the phase. When a specific iron core segment is activated, it generates a magnetic field that attracts or repels the rotor 13, causing it to change position or rotation direction within the spherical slot 191. By selectively activating different iron cores 12, the movement trajectory and rotation angle of the rotor 13 can be precisely controlled, thus achieving precise control of wheel steering and drive. The independent power supply characteristic of the multi-stage iron cores 12 not only improves control flexibility but also enhances the system's response speed. For example, when rapid steering is required, i.e., greater torque is needed, multiple sets of symmetrical iron cores 12 can be driven simultaneously, or only two sets with higher torque can be driven. When greater torque is not required, fewer sets of iron cores 12 can be activated, or only two iron cores 12 with lower torque can be activated. This optimizes energy utilization and supply, especially in the field of racing, where it can effectively optimize energy supply and provide better performance.

[0057] More importantly, the rotation of the primary or secondary iron core 12 in the middle will not cause the hub motor 2 to rotate, but it will drive the rotor 13 to rotate, thereby driving the hub 4 to roll forward, providing some power supplement to a certain extent.

[0058] In this embodiment, a flexible sealing cover 18 is provided at the clearance hole 141. The iron core 12 passes through the flexible sealing cover 18, and the contact area between the flexible sealing cover 18 and the iron core 12 is sealed. The tight seal formed between the flexible sealing cover 18 and the contact area between the iron core 12 effectively prevents external impurities such as dust and moisture from entering the spherical groove 191, even during the rotation of the rotor 13 and the yoke relative to the stator. This ensures internal cleanliness, reduces wear and corrosion, and extends the service life of the components. Because the flexible sealing cover 18 effectively isolates the external environment, it reduces the frequency of maintenance of internal components, decreases maintenance costs and downtime, and improves the reliability and economy of the entire drive system.

[0059] The material of the flexible sealing cover 18 is not limited here. It can be made of a material that can rotate with the rotor 13 without affecting its sealing effect and has a certain degree of weather resistance.

[0060] In this embodiment, a support frame 16 is provided between the stator and the rotor 13. The inner and outer walls of the support frame 16 are respectively fitted to the stator and the rotor 13. The support frame 16 can ensure the precise positioning of the rotor 13 within the spherical groove 191, maintaining the stability of the rotor 13 even under high-speed rotation or high load, reducing sway and offset, and improving the operating stability of the motor. The support frame 16 is made of non-magnetic material. In this embodiment, carbon fiber is used to make the support frame 16, ensuring its advantages of low weight and high strength, which can meet the high standards of speed and maneuverability in the field of racing.

[0061] Based on the support frame 16, multiple non-magnetic balls are evenly distributed on the support frame 16. The use of non-magnetic balls significantly reduces friction between the support frame 16 and the rotor 13, reducing wear and extending the service life of the drive components. Because the balls reduce the contact area and convert sliding friction into rolling friction, the frictional force is greatly reduced, improving the motor's rotational efficiency. This allows more electrical energy to be converted into mechanical energy, improving the overall efficiency of the drive system and reducing heat generated by friction. Furthermore, the non-magnetic material of the balls helps reduce eddy current effects, reducing heat generation caused by current, aiding in motor heat dissipation and maintaining the motor within its optimal operating temperature range.

[0062] In addition, due to reduced friction and wear, the use of non-magnetic ball bearings reduces the need for regular maintenance, extends maintenance cycles, and reduces maintenance costs and downtime.

[0063] Similarly, a support frame 16 and non-magnetic balls are also provided between the drive electromagnetic component of the hub motor 2 and the inner housing 23 to reduce friction.

[0064] In some embodiments, in order to improve the heat dissipation performance of the wheel drive assembly, the first coil uses copper wire with a circular cross-section. Compared with flat wire, copper wire with a circular cross-section has a larger gap between the copper wires when making the first coil. Due to the larger gap, the heat dissipation channel is more unobstructed, the air flow rate is faster, and the heat generated by the coil can be carried away more effectively.

[0065] In some embodiments, the second coil is also wound with copper wire of a circular cross-section. Currently, the combination of hub motor 2 and ball-and-socket motor cannot be well applied in automobiles. One of the main technical obstacles is heat dissipation performance. With the support frame 16, non-magnetic ball bearings, and copper wire of a circular cross-section used to wind the first and second coils, the heat dissipation performance can keep the temperature within a safe range at 150 km / h.

[0066] In some embodiments, to improve the connection strength between the first magnetic yoke 14 and the second magnetic yoke 15, the first magnetic yoke 14 and the second magnetic yoke 15 are fixedly connected by tie bolts. This is mainly because the wheel drive assembly will be used in racing, and using tie bolts can resist the reaction force of steering at high speeds. The specific arrangement of the tie bolts 5 can be set as needed. Specifically, four bolts can be evenly distributed around the axis of the rotating core 11, or other numbers can be selected depending on the situation. The specific number can be determined based on the connection strength required by the application environment.

[0067] In this embodiment, the mounting bracket 3 is V-shaped and positioned at the end of the rotating core 11. Specifically, the mounting bracket 3 is designed in a V-shape and placed at the end of the rotating core 11. This structure effectively reduces unsprung weight, and the V-shaped mounting bracket 3 reduces material usage while maintaining structural strength, thereby reducing the overall weight. This has a significant effect on improving the response speed and handling performance of the vehicle's suspension system. Especially in the field of racing, this design that reduces unsprung weight can significantly reduce the load on the suspension system during high-speed cornering, improve the vehicle's handling precision and stability, avoid handling lag caused by additional weight, and thus reduce the risk of accidents.

[0068] This application also provides a drive system including the aforementioned wheel drive components, wherein the wheel drive components are arranged in two, four, or six configurations. The drive system can be equipped with two, four, or six wheel drive components, allowing for flexible configuration based on vehicle type and performance requirements to meet different applications ranging from sedans to high-performance sports cars.

[0069] Furthermore, when multiple wheels are used, the magnetic poles of the driven wheels can be changed to achieve active power generation. Compared to kinetic energy recovery systems, active power generation is more effective and can significantly extend the driving range. From a carbon reduction perspective, this active power generation technology not only improves the energy efficiency of electric vehicles but also indirectly promotes the development of low-carbon transportation. On the one hand, higher energy recovery efficiency means that vehicles can rely less on traditional electricity for power supply, reducing the consumption of fossil fuels and greenhouse gas emissions. On the other hand, improving the energy efficiency of electric vehicles through technological innovation and encouraging more consumers to switch to electric vehicles helps accelerate the electrification process in the transportation sector, promotes the overall transformation of society towards a low-carbon economy, and has a positive impact on achieving global emission reduction goals.

[0070] Referring to Figure 5, all four wheels of the vehicle are equipped with the wheel drive assembly of this application, and the specific configuration of the driving wheel and the driven generator wheel can be selected according to the specific usage.

[0071] In addition, the hub motor of this application can also be used in two-wheeled electric vehicles. As shown in Figures 6-8, the hub motor 2 and the hub 4 are provided with corresponding plug interfaces 7. The transmission connection between the two is completed by inserting the plug block 61 on the connecting structure plate 6 into the plug interface 7, so that the two can roll synchronously, thereby achieving the effect of driving or generating electricity.

Claims

1. A wheel drive assembly, comprising: A ball-and-socket motor, comprising a stator, a rotor (13), and a yoke, wherein the stator comprises a rotor core (11) and an iron core (12), the iron core (12) being mounted on one side of the rotor core (11) and having a first coil wound on it, and an assembly bracket (3) being mounted on the other side of the rotor core (11), the rotor (13) wrapping around the iron core (12), and the yoke comprising a first yoke (14) and a second yoke (15), wherein the first yoke... Both the first magnetic yoke (14) and the second magnetic yoke (15) are provided with hemispherical grooves (19). The hemispherical grooves (19) of the first magnetic yoke (14) and the hemispherical grooves (19) of the second magnetic yoke (15) form a spherical groove (191). The rotor (13) is assembled in the spherical groove (191). The first magnetic yoke (14) is provided with a clearance hole (141) for the rotor core (11) to pass through and for the rotor (13) to rotate relative to the rotor core (11). Hub motor (2), the hub motor (2) includes an outer shell (21), a drive electromagnetic component and an inner shell (23), the outer shell (21) and the inner shell (23) are both cylindrical, and the drive electromagnetic component is disposed between the outer shell (21) and the inner shell (23); The first magnetic yoke (14) and the second magnetic yoke (15) are both fixedly connected to the inner shell (23).

2. A wheel drive assembly according to claim 1, wherein, The first magnetic yoke (14) has a first flange (142) on the side away from the second magnetic yoke (15), and the second magnetic yoke (15) has a second flange (151) on the side away from the first magnetic yoke (14). The first flange (142) and the second flange (151) form a mounting groove. The inner shell (23) is installed in the mounting groove, and the two sides of the inner shell (23) abut against the first flange (142) and the second flange (151) respectively.

3. A wheel drive assembly according to claim 1, wherein, The driving electromagnetic component has multiple sets of second coils, which are divided into multiple columns along the space between the outer shell (21) and the inner shell (23) and are evenly distributed. There is a gap between two adjacent columns of second coils, and magnets (24) are evenly distributed in the gap.

4. A wheel drive assembly according to claim 1, wherein, The iron core (12) is divided into multiple levels, and the multiple levels of iron core (12) are arranged at equal intervals along the axial direction of the rotating core (11), and each level of iron core (12) is powered independently.

5. A wheel drive assembly according to claim 1, wherein, A flexible sealing cover (18) is provided at the clearance hole (141), the iron core (12) is provided through the flexible sealing cover (18), and the flexible sealing cover (18) is sealed to the contact part of the iron core (12).

6. A wheel drive assembly according to any one of claims 1-5, wherein, A support frame (16) is provided between the stator and the rotor (13), and the inner wall and outer wall of the support frame (16) are respectively attached to the stator and the rotor (13).

7. A wheel drive assembly according to claim 6, wherein, The support frame (16) is evenly distributed with multiple non-magnetic balls.

8. A wheel drive assembly according to claim 1, wherein, The first coil uses copper wire with a circular cross-section.

9. A wheel drive assembly according to claim 1, wherein, The first magnetic yoke (14) and the second magnetic yoke (15) are fixedly connected by tie bolts.

10. A drive system, wherein, Includes the wheel drive assembly according to any one of claims 1-9, wherein the wheel drive assembly is provided in two, four, or six.

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