WO2023108920A1 - 轮毂电机及电动自行车 - Google Patents

轮毂电机及电动自行车 Download PDF

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Publication number
WO2023108920A1
WO2023108920A1 PCT/CN2022/079375 CN2022079375W WO2023108920A1 WO 2023108920 A1 WO2023108920 A1 WO 2023108920A1 CN 2022079375 W CN2022079375 W CN 2022079375W WO 2023108920 A1 WO2023108920 A1 WO 2023108920A1
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WO
WIPO (PCT)
Prior art keywords
gear
retaining ring
planetary
rotor
housing
Prior art date
Application number
PCT/CN2022/079375
Other languages
English (en)
French (fr)
Inventor
黄玮
范清泉
刘海量
王洪晓
Original Assignee
广东威灵电机制造有限公司
威灵（芜湖）电机制造有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202123195608.9U external-priority patent/CN216625499U/zh
Priority claimed from CN202111546732.7A external-priority patent/CN114221484A/zh
Application filed by 广东威灵电机制造有限公司, 威灵（芜湖）电机制造有限公司 filed Critical 广东威灵电机制造有限公司
Publication of WO2023108920A1 publication Critical patent/WO2023108920A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/28—Layout of windings or of connections between windings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/16—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears

Definitions

  • the present disclosure relates to the technical field of electric bicycles, in particular to hub motors and electric bicycles.
  • the hub motor of the electric bicycle is composed of a motor, a motor shaft and a casing to drive the electric bicycle forward.
  • Hub motors are often mounted on the rear wheels of electric bicycles. Most hub motors are directly driven by the rotor of the motor to advance the wheels.
  • large torque means large volume, heavy weight and high cost.
  • the hub motor also has a reducer placed inside the hub motor, but the deceleration mechanism is actually a simple planetary structure application, which can only play a role of one-stage deceleration, and its deceleration is relatively small, and it cannot meet the requirements of high load and low cost. Require.
  • the present disclosure aims to solve at least one of the technical problems existing in the prior art. For this reason, the present disclosure proposes an in-wheel motor, which can reduce the weight of the motor, thereby reducing the cost.
  • the present disclosure also proposes an electric bicycle having the above-mentioned hub motor.
  • the hub motor includes a central shaft, a casing, a motor and a reduction mechanism, the casing is rotatably connected to the central shaft through a first bearing and a second bearing; the motor is arranged on the Inside the casing, the motor includes a rotor and a stator, the stator is fixedly connected to the central shaft, and the rotor is rotationally connected to the central shaft through a third bearing; the reduction mechanism includes a primary planetary reduction system and a secondary A planetary reduction system, the first-stage planetary reduction system includes a first sun gear, a first ring gear, a first planetary gear, and a first planet carrier, the first sun gear is connected to the rotor, and the first ring gear is fixed In the housing, the first planetary gear meshes with the first sun gear and the first ring gear respectively; the two-stage planetary reduction system includes a second sun gear, a second ring gear, and a second planetary gear , the second planetary carrier,
  • the in-wheel motor according to the embodiment of the present disclosure has at least the following beneficial effects: the maximum transmission ratio of the reduction mechanism using the first-stage planetary reduction system and the second-stage planetary reduction system can be greater than 20, which can greatly reduce the demand for motor power and torque, At the same time, the transmission ratio can be adjusted to match electric bicycles with different power and torque requirements without changing the power and torque of the motor. Furthermore, the weight of the motor can be reduced, thereby achieving the purpose of reducing costs.
  • the rotor includes a permanent magnet, and the material of the permanent magnet is ferrite.
  • the first ring gear and the second ring gear are integrated, or the first ring gear and the second ring gear are connected by splines.
  • the rotor is provided with a first retaining ring facing the housing, and the housing is provided with a second retaining ring facing the rotor, along the axial direction of the central shaft, the first A retaining ring and the second retaining ring are at least partially interlaced, a grease sealing cavity is formed between the rotor and the housing, and the speed reduction mechanism is located in the grease sealing cavity.
  • the second retaining ring is located between the first retaining ring and the central shaft.
  • the first retaining ring is located between the second retaining ring and the central shaft.
  • a receiving groove is provided on the end surface of the first retaining ring facing the housing, and part of the second retaining ring is located in the receiving groove.
  • the stator includes a winding, and the winding adopts an aluminum wire with a non-circular cross-section.
  • the cross section of the aluminum wire is square.
  • An electric bicycle according to an embodiment of the second aspect of the present disclosure includes the in-wheel motor of the embodiment of the first aspect of the present disclosure.
  • the electric bicycle according to the embodiment of the present disclosure has at least the following beneficial effects: the maximum transmission ratio of the reduction mechanism using the first-stage planetary reduction system and the second-stage planetary reduction system can be greater than 20, which can greatly reduce the demand for motor power and torque, At the same time, the transmission ratio can be adjusted to match electric bicycles with different power and torque requirements without changing the power and torque of the motor. Furthermore, the weight of the motor can be reduced, thereby achieving the purpose of reducing costs.
  • FIG. 1 is a schematic diagram of an electric bicycle according to an embodiment of the present disclosure
  • Fig. 2 is a schematic structural diagram of an in-wheel motor in the related art shown in Fig. 1;
  • FIG. 3 is a schematic structural diagram of an in-wheel motor according to an embodiment of the present disclosure shown in FIG. 1;
  • FIG. 4 is a cross-sectional view of the in-wheel motor of the embodiment of the present disclosure shown in FIG. 1;
  • Fig. 5 is an exploded view of the reduction mechanism shown in Fig. 4;
  • Fig. 6 is a partial enlarged view of place A in Fig. 4;
  • Fig. 7 is a partial view of cooperation between the first retaining ring and the second retaining ring in other embodiments of the present disclosure.
  • Fig. 8 is a partial view of cooperation between the first retaining ring and the second retaining ring in some other embodiments of the present disclosure.
  • 101 vehicle frame; 102, front wheel; 103, rear wheel; 104, hub motor;
  • 201 motor; 202, casing; 203, central shaft; 204, first bearing; 205, second bearing; 206, stator; 207, rotor;
  • orientation descriptions such as the orientation or positional relationship indicated by up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the drawings, and only In order to facilitate the description of the present disclosure and simplify the description, it does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and thus should not be construed as limiting the present disclosure.
  • Power-assisted electric bicycle is a new type of two-wheeled vehicle, which belongs to a kind of bicycle. It uses batteries as an auxiliary power source, is equipped with a motor, and has a power auxiliary system. It can realize the integration of human riding and motor-assisted driving. .
  • the installation position of the motor is mainly divided into two types, one is the middle, that is, the motor is installed in the middle of the body, that is, the motor at the bottom bracket position, called the middle motor.
  • the middle motor is connected to the frame, and is connected to the rear wheel through the chain to transmit power.
  • the other is installed in the hub of the bicycle, called a hub motor.
  • the wheel hub motor integrates the motor inside the hub. After the power is turned on, the motor converts electrical energy into mechanical energy, thereby driving the wheel to rotate and driving the vehicle forward.
  • the hub motor is usually installed on the rear wheel, especially for sports models, because the rear triangle is more stable and reliable in terms of structural strength than the front fork.
  • the structure of the hub motor is relatively simple, usually composed of a metal shell, a shaft, a coil, and a magnetic steel, while the mid-mounted motor is more complicated.
  • the motor itself there are clutches, differentials (speed changers), flywheels, and transmissions. structures such as chains. Since the hub motor omits the transmission structure, its power conversion efficiency and driving performance below low speed (60km/h) are stronger than that of the mid-mounted motor. With the same battery and power, the hub motor can run farther. With its mature design and relatively low price, hub motors account for more than half of electric-assisted bicycles.
  • gear motors motors with teeth also known as gear motors (often a planetary gear design) and motors without gears also known as direct drive motors.
  • the planetary gear acts like a lever in the motor. It can reduce the speed and amplify the output torque, so that the small and light motor can also have a strong power output.
  • the internal structure of the gearless hub motor is relatively traditional, there is no complex planetary reduction device, and it directly relies on electromagnetic conversion to generate mechanical energy to drive the vehicle.
  • a gearless hub motor may not have a clutch inside (this type of motor is also known as a direct drive).
  • the electric bicycle in the embodiment of the present disclosure includes a vehicle frame 101 , a front wheel 102 , a rear wheel 103 and a hub motor 104 , and the hub motor 104 is arranged on the rear wheel 103 .
  • the hub motor 104 can directly drive the rear wheel 103 to rotate, thereby driving the entire electric bicycle forward. That is, electric bicycles are purely electric vehicles.
  • the in-wheel motor 104 is also arranged on the front wheel 102 .
  • the electric bicycle in the embodiment of the present disclosure also includes components such as pedals, pedal crankshafts, and transmission chains. to the wheels to transmit the boosting effect to the wheels.
  • the power of the pedal is transmitted to the wheel, which finally drives the wheel to rotate. That is, the rider can achieve the purpose of riding by stepping on the pedals, and the in-wheel motor 104 plays the role of auxiliary driving. That is, the electric bicycle can also be used as a bicycle or a power-assisted bicycle.
  • some in-wheel motors 104 are composed of a motor 201 , a housing 202 , a central shaft 203 , a first bearing 204 and a second bearing 205 .
  • the motor 201 is composed of a stator 206 and a rotor 207 , the stator 206 is fixedly connected to the casing 202 , and the rotor 207 is fixedly connected to the central shaft 203 .
  • the housing 202 is connected to the central shaft 203 through the first bearing 204 and the second bearing 205 respectively, so that the housing 202 can freely rotate around the central shaft 203 .
  • the hub motor 104 of the embodiment of the present disclosure includes a central shaft 203, a housing 202, a motor 201, a first sun gear 301, a first ring gear 302, and a first planetary gear 303 , the first planet carrier 304, the second sun gear 305, the second ring gear 306, the second planet gear 307 and the second planet carrier 308, the motor 201 includes a stator 206 and a rotor 207, the stator 206 is fixedly connected with the center shaft 203, and the rotor 207 is connected to the central shaft 203 through a third bearing (not shown in the figure), and the rotor 207 can freely rotate around the central shaft 203 .
  • the fixing method of the stator 206 and the central shaft 203 may be a spline connection or a key connection.
  • first sun gear 301, the first ring gear 302, the first planetary gear 303 and the first planet carrier 304 form a first-stage planetary reduction system
  • the second sun gear 305, the second ring gear 306, the second planet The wheel 307 and the second planet carrier 308 form a two-stage planetary reduction system
  • the first-stage planetary reduction system and the two-stage planetary reduction system form a reduction mechanism.
  • the first sun gear 301 is rotatably connected to the central shaft 203, and the first sun gear 301 is used as an input end connected to the output end of the motor 201, that is, the first sun gear 301 is connected with the rotor 207, so that the motor 201 can drive the first sun gear.
  • Wheel 301 rotates.
  • the rotor 207 is fixedly connected to the first sun gear 301.
  • One embodiment of this connection is a bolt connection.
  • Another embodiment of this connection is to overmold the first sun gear 301 and the rotor 207, and the structure of the overmolding The number of parts can be reduced to reduce costs and reduce axial dimensions.
  • the first sun gear 301 meshes with the first planetary gear 303
  • the first planetary gear 303 meshes with the first ring gear 302
  • the first ring gear 302 is fixedly connected with the housing 202
  • the first planet carrier 304 is connected with the input of the two-stage planetary reduction system
  • the ends are connected, and then the power can be transmitted to the two-stage planetary reduction system through the first planet carrier 304 .
  • the number of the first planetary gears 303 can be 3, 4 or 5, and the multiple first planetary gears 303 are evenly arranged around the center of the first sun gear 301 as the axis.
  • the first-stage planetary reduction system also includes a first planetary shaft 501, and the first planetary gear 303 is rotatably connected to the first planetary carrier 304 through the first planetary shaft 501, that is, the first planetary shaft 501 Fixedly connected to the first planet carrier 304, the first planetary gear 303 is rotatably connected to the first planetary shaft 501; or, the first planetary shaft 501 is rotatably connected to the first planetary carrier 304, and the first planetary wheel 303 is fixedly connected to the first planetary shaft shaft 501 .
  • the first sun gear 301 can sequentially drive the first planetary gear 303 and the first planet carrier 304 to rotate, and then the first planet carrier 304 can drive the two-stage planetary reduction system to rotate.
  • both the first sun gear 301 and the first planetary gear 303 are configured by spur gears.
  • the first ring gear 302 also adopts straight teeth.
  • the first sun gear 301 and the first planetary gear 303 adopt helical gears, and correspondingly, the first ring gear 302 also adopts helical gears.
  • the setting of the helical gear can make the first-stage planetary reduction system bear a larger load, improve the overload capacity of the first-stage planetary reduction system, reduce noise and make the movement more stable.
  • the second sun gear 305 acts as an input end and is fixedly connected to the first planet carrier 304 so that the first planet carrier 304 can drive the second sun gear 305 to rotate.
  • the second sun gear 305 and the first planet carrier 304 are fixedly connected by means of bolt connection, spline connection, interference connection, welding, etc., and can even be directly processed into one body.
  • the two-stage planetary reduction system also includes a second planetary shaft 502, and the second planetary gear 307 is rotatably connected to the second planetary carrier 308 through the second planetary shaft 502, that is, the second planetary shaft 502 Fixedly connected to the second planetary carrier 308, the second planetary gear 307 is rotatably connected to the second planetary shaft 502; or, the second planetary shaft 502 is rotatably connected to the second planetary carrier 308, and the second planetary wheel 307 is fixedly connected to the second planetary shaft 502 shaft 502 .
  • the second sun gear 305 is rotatably connected to the central shaft 203, the second planetary gear 307 meshes with the second sun gear 305, and meshes with the second ring gear 306 at the same time, the second ring gear 306 is fixed on the housing 202, and the second planet carrier 308 and The central shaft 203 is fixedly connected, and the second planet carrier 308 and the central shaft 203 may be connected by splines or keys.
  • the number of the second planetary gears 307 can be 3, 4 or 5, and the multiple second planetary gears 307 are evenly arranged around the center of the second sun gear 305 as the axis.
  • the second sun gear 305 can sequentially drive the second planetary gear 307 and the second ring gear 306 to rotate, and then the second ring gear 306 can drive the casing 202 to rotate.
  • the first ring gear 302 and the second ring gear 306 can be used as a whole, and can also be fixedly connected by splines, that is, the first ring gear 302 and the second ring gear 306 are connected to the casing 202 as an output structure, which is the casing 202 transmission power.
  • the inner diameters of the first ring gear 302 and the second ring gear 306 may be different or the same.
  • first ring gear 302 and the second ring gear 306 are connected to the housing 202, including the direct connection of the first ring gear 302 and the second ring gear 306 to the housing 202, and the indirect connection to the housing 202 through an intermediate piece. As long as the power can be transmitted to the casing 202 for output.
  • both the second sun gear 305 and the second planetary gear 307 are configured by spur gears.
  • the second ring gear 306 also adopts straight teeth.
  • the second sun gear 305 and the second planetary gear 307 adopt helical gears, and correspondingly, the second ring gear 306 also adopts helical gears.
  • the setting of helical teeth can make the first-stage planetary reduction system bear a larger load, improve the overload capacity of the first-stage planetary reduction system, reduce noise and make the movement more stable.
  • first sun gear 301 and the second sun gear 305 are connected to the central shaft 203 through needle bearings or ball bearings, so that the first sun gear 301 and the second sun gear 305 can freely rotate around the central shaft 203 .
  • the maximum transmission ratio of the reduction mechanism can be greater than 20, which can greatly reduce the power and torque requirements of the motor 201.
  • the transmission ratio can be adjusted to match electric bicycles with different power and torque requirements without changing the power and torque of the motor 201. .
  • the weight of the motor 201 can be reduced, thereby achieving the purpose of reducing costs.
  • a grease-sealing chamber 601 is formed between the rotor 207 and the housing 202 , and the speed reduction mechanism is located in the grease-sealing chamber 601 .
  • the first sun gear 301, the first planetary gear 303, the first ring gear 302, the second sun gear 305, the second ring gear 306 and the second planetary gear 307 rotate at high speed, due to the centrifugal force, the grease will Therefore, a first retaining ring 602 is provided on the rotor 207, and a second retaining ring 603 is provided on the housing 202.
  • the first retaining ring 602 faces the housing 202
  • the second retaining ring 603 faces the rotor 207
  • the ring 602 and the second retaining ring 603 form the side wall of the grease sealing chamber 601 to prevent grease leakage.
  • the first retaining ring 602 and the second retaining ring 603 are arranged in a staggered manner. , can block the grease that is flung away, and promote the grease to stay in the grease chamber 601 to ensure that the reduction mechanism has sufficient lubrication.
  • the first retaining ring 602 and the second retaining ring 603 are close to each other Moreover, there is no contact, and the independent rotation of the rotor 207 and the casing 202 is not affected.
  • the stator 206 of the hub motor 104 pushes the rotor 207 to rotate through the electromagnetic force
  • the rotor 207 drives the housing 202 to rotate through the reduction mechanism
  • the housing 202 drives the wheel of the electric vehicle to rotate through the rim to realize the electric motor. car driving.
  • the deceleration mechanism is located in the grease chamber 601 between the rotor 207 and the housing 202. Grease is stored in the grease chamber 601, and the grease is coated on the surface of the deceleration mechanism to provide lubrication.
  • the first retaining ring 602 of the rotor 207 and the housing 202 The second retaining ring 603 is staggered in the axial direction to form a blocking structure, which can prevent the grease from being thrown out of the grease chamber 601, so that the grease remains in the grease chamber 601 to lubricate the deceleration mechanism, improve the lubrication effect, and avoid the deceleration mechanism. Reliability problems such as wear and failure occur due to insufficient lubrication, so as to improve the operation reliability of the in-wheel motor 104 and improve the use reliability of the electric vehicle.
  • the first retaining ring 602 and the second retaining ring 603 are arranged in a staggered manner, and the staggered length dimension is defined as L, and L is the first gear
  • the overlapping length of the ring 602 and the second retaining ring 603 is set to L ⁇ 0.1mm.
  • the staggered length dimension L is set at 0.1mm or above, An effective barrier is formed to prevent grease from leaking from the gap between the first retaining ring 602 and the second retaining ring 603 .
  • the first retaining ring 602 is located outside the second retaining ring 603 , and the second retaining ring 603 is closer to the central shaft 203 .
  • the first retaining ring 602 and the second retaining ring 603 are staggered, which can limit the grease that is thrown away, so that the lubrication
  • the grease stays in the sealing cavity 601.
  • the diameter of the inner wall of the first retaining ring 602 is defined as D1
  • the diameter of the outer wall of the second retaining ring 603 is defined as D2.
  • the second retaining ring 603 may also be located outside the first retaining ring 602 , and the first retaining ring 602 is closer to the central axis 203 .
  • the first retaining ring 602 After the grease is thrown away, it first contacts the first retaining ring 602, and then contacts the second retaining ring 603, and the first retaining ring 602 and the second retaining ring 603 are staggered, which can limit the grease that is thrown away, so that the lubrication Grease remains in the sealant cavity 601.
  • the first retaining ring 602 has two side plates, and an accommodating groove 801 is formed between the two side plates.
  • the accommodating groove 801 is located on the end surface of the first retaining ring 602 facing the housing 202 .
  • the first retaining ring 602 and the second retaining ring 603 are arranged in a staggered manner, part of the second retaining ring 603 extends into the receiving groove 801, and the first retaining ring 602 and the second retaining ring 603 cooperate to form a double barrier, which can more effectively block Grease flung off.
  • the second retaining ring 603 partially protrudes into the receiving groove 801, and a continuously curved gap is formed between the first retaining ring 602 and the second retaining ring 603, which is similar to a labyrinth seal structure and helps to reduce the probability of grease leakage .
  • the rotor 207 includes permanent magnets, and the permanent magnets are made of ferrite.
  • the wheel hub motors on the market are direct drive motors.
  • the windings are made of copper conductors, and the permanent magnets are made of rare earth permanent magnet materials.
  • the cost of raw materials for copper and rare earth permanent magnets is high, especially Rare earth permanent magnets are rare metals, and the cost of raw materials is even more expensive. Therefore, the use of copper windings and rare earth permanent magnets in hub motors will result in high motor costs and a waste of rare metal resources.
  • the permanent magnet material in the embodiment of the present disclosure is ferrite, which replaces the rare earth permanent magnet material, which can effectively reduce costs and save rare metal resources.
  • the winding of the stator 206 usually adopts a round wire winding, and the winding slot fill rate of the round wire winding is low.
  • the power density of the in-wheel motor 104 and Efficiency is low, and this type of in-wheel motor 104 is used in electric bicycles to accelerate the consumption of battery life, so there is a great demand for the improvement of the energy efficiency of the motor 201 .
  • the stator 206 includes a winding and a stator core.
  • the stator core is generally cut from a silicon steel sheet, and the cut silicon steel sheet is processed into a coiled stator core.
  • the splitting cutting method In order to improve the utilization rate of the silicon steel sheet , it is necessary to design the splitting cutting method in advance when cutting. If the teeth of the stator core are provided with tooth shoes, when cutting the stator core, the splitting cutting method must be designed according to the tooth shoes, but no matter how optimized , In the case of toothed shoes, the material utilization rate of the silicon steel sheet can only reach 70% at most, which is difficult to further improve.
  • the stator iron core of the embodiment of the present disclosure adopts the tooth part of the toothless shoe, which optimizes the material cutting method, thereby improving the material utilization rate of the silicon steel sheet.
  • the teeth are set in a straight tooth shape, the winding does not need to be wound on the teeth, and the winding can be completed by using tooling outside, the operation space is large, and the fullness of the winding slot can be effectively improved.
  • the winding uses aluminum wires with non-circular cross-sections, such as aluminum wires with a square cross-section, and the teeth adopt a straight-toothed structure.
  • the cross-section of the teeth is also square.
  • the aluminum wires of the winding match the shape of the teeth, and the aluminum wires are tightly Fitting on the outer wall of the tooth portion makes the arrangement of the aluminum wires more compact, thereby improving the winding slot filling rate of the stator 206, and improving the power density and Efficiency, the in-wheel motor 104 is applied to the electric vehicle, which helps to improve the battery life of the electric vehicle.

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  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
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Abstract

一种轮毂电机及电动自行车，其中轮毂电机(104)，包括中轴(203)、外壳(202)、电机(201)和减速机构，电机(201)包括转子(207)和定子(206)，定子(206)与中轴(203)固定连接，转子(207)通过第三轴承与中轴(203)转动连接；减速机构包括一级行星减速***和二级行星减速***，一级行星减速***包括第一太阳轮(301)、第一齿圈(302)、第一行星轮(303)、第一行星架(304)，第一太阳轮(302)连接转子(207)，第一齿圈(302)固定于外壳(202)；二级行星减速***包括第二太阳轮(305)、第二齿圈(306)、第二行星轮(307)、第二行星架(308)，第二太阳轮(305)固定连接于第一行星架(304)，第二齿圈(306)固定于外壳(202)，第二行星架(308)与中轴(203)固定连接。

Description

轮毂电机及电动自行车
相关申请的交叉引用
本申请要求于2021年12月16日提交的申请号为202111546732.7、名称为“轮毂电机及电动自行车”，以及于2021年12月16提交的申请号为202123195608.9、名称为“轮毂电机及电动自行车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及电动自行车技术领域，特别涉及轮毂电机及电动自行车。
背景技术
相关技术中，电动自行车的轮毂电机是由电机、电机轴、外壳组成用于驱动电动自行车前进。轮毂电机常装设于电动自行车的后轮。轮毂电机大多由电机转子直接驱动车轮前进，在自行车启动、大负载时电机均需要提供很大的扭矩，对电机而言扭矩大意味着体积大、重量重、成本高。轮毂电机也有将减速机置于轮毂电机内部，但其减速机构中实际是简单的行星结构应用，其只能起到一级减速作用，其减速比较小，且其不能满足高承载、低成本的要求。
发明内容
本公开旨在至少解决现有技术中存在的技术问题之一。为此，本公开提出一种轮毂电机，能够减小电机重量，从而起到降低成本的目的。
本公开还提出一种具有上述轮毂电机的电动自行车。
根据本公开的第一方面实施例的轮毂电机，包括中轴、外壳、电机和减速机构，所述外壳通过第一轴承和第二轴承与所述中轴转动连接；所述电机设于所述外壳内，所述电机包括转子和定子，所述定子与所述中轴固定连接，所述转子通过第三轴承与所述中轴转动连接；所述减速机构包括一级行星减速***和二级行星减速***，所述一级行星减速***包括第一太阳轮、第一齿圈、第一行星轮、第一行星架，所述第一太阳轮连接所述转子，所述第一齿圈固定于所述外壳，所述第一行星轮分别与所述第一太阳轮、所述第一齿圈啮合；所述二级行星减速***包括第二太阳轮、第二齿圈、第二行星轮、第二行星架，所述第二太阳轮固定连接于所述第一行星架，所述第二齿圈固定于所述外壳，所述第二行星轮分别与所述第二太阳轮、所述第二齿圈啮合，所述第二行星架与所述中轴固定连接。
根据本公开实施例的轮毂电机，至少具有如下有益效果：使用包括一级行星减速***和二级行星减速***的减速机构的最大传动比可大于20，可以大大降低对电机功率和扭矩 的需求，同时可以在不改变电机功率和扭矩的情况下，通过调整传动比来匹配不同功率和扭矩要求的电动自行车。进而能够减小电机重量，从而起到降低成本的目的。
根据本公开的一些实施例，所述转子包括永磁体，所述永磁体的材质为铁氧体。
根据本公开的一些实施例，所述第一齿圈和所述第二齿圈为一体结构，或所述第一齿圈和所述第二齿圈通过花键连接。
根据本公开的一些实施例，所述转子设有朝向所述外壳的第一挡圈，所述外壳设有朝向所述转子的第二挡圈，沿所述中轴的轴向，所述第一挡圈和所述第二挡圈至少部分交错，所述转子和所述外壳之间形成封脂腔，所述减速机构位于所述封脂腔内。
根据本公开的一些实施例，所述第二挡圈位于所述第一挡圈与所述中轴之间。
根据本公开的一些实施例，所述第一挡圈位于所述第二挡圈与所述中轴之间。
根据本公开的一些实施例，所述第一挡圈朝向所述外壳的端面设置有容纳槽，部分所述第二挡圈位于所述容纳槽中。
根据本公开的一些实施例，所述定子包括绕组，所述绕组采用截面为非圆形的铝导线。
根据本公开的一些实施例，所述铝导线的截面为方形。
根据本公开的第二方面实施例的电动自行车，包括本公开的第一方面实施例的轮毂电机。
根据本公开实施例的电动自行车，至少具有如下有益效果：使用包括一级行星减速***和二级行星减速***的减速机构的最大传动比可大于20，可以大大降低对电机功率和扭矩的需求，同时可以在不改变电机功率和扭矩的情况下，通过调整传动比来匹配不同功率和扭矩要求的电动自行车。进而能够减小电机重量，从而起到降低成本的目的。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
下面结合附图和实施例对本公开做进一步的说明，其中：
图1为本公开实施例的电动自行车的示意图；
图2为图1示出的相关技术中的轮毂电机的结构简图；
图3为图1示出的本公开实施例的轮毂电机的结构简图；
图4为图1示出的本公开实施例的轮毂电机的剖视图；
图5为图4示出的减速机构的***图；
图6为图4中A处的局部放大视图；
图7为本公开另一些实施例中第一挡圈和第二挡圈配合的局部视图；以及
图8为本公开另一些实施例中第一挡圈和第二挡圈配合的局部视图。
附图标记：
101、车架；102、前轮；103、后轮；104、轮毂电机；
201、电机；202、外壳；203、中轴；204、第一轴承；205、第二轴承；206、定子；207、转子；
301、第一太阳轮；302、第一齿圈；303、第一行星轮；304、第一行星架；305、第二太阳轮；306、第二齿圈；307、第二行星轮；308、第二行星架；
501、第一行星轴；502、第二行星轴；
601、封脂腔；602、第一挡圈；603、第二挡圈；
801、容纳槽。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本公开，而不能理解为对本公开的限制。
在本公开的描述中，需要理解的是，涉及到方位描述，例如上、下、前、后、左、右等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
在本公开的描述中，若干的含义是一个或者多个，多个的含义是两个以上，大于、小于、超过等理解为不包括本数，以上、以下、以内等理解为包括本数。如果有描述到第一、第二只是用于区分技术特征为目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量或者隐含指明所指示的技术特征的先后关系。
本公开的描述中，除非另有明确的限定，设置、安装、连接等词语应做广义理解，所属技术领域技术人员可以结合技术方案的具体内容合理确定上述词语在本公开中的具体含义。
助力电动自行车从第一台产品上市销售至今，发展了二十多年，现今已经形成一个巨大的产业。电动自行车不仅用作代步工具，而且也作为运动工具深受广大骑行爱好者的青睐。
助力电动自行车，是一种新型二轮车辆，属于自行车的一种，以电池作为辅助动力来源，安有电机，并具备动力辅助***，能实现人力骑行和电机助动一体化的新型交通工具。
在助力电动自行车领域，电机安装位置主要分为两种，一种是中置，即电机安装在车身的中间位置，即五通位置的电机，称为中置电机。中置电机与车架连接，并通过链条与后轮进行连接而传递动力，同时电机的两侧安装有脚踏，在电机没有电源的情况下，骑行人员可以通过脚踏实现人力骑行，阻力和正常的自行车没有差别。
另外一种则是安装在自行车的轮毂中，称为轮毂电机。轮毂电机顾名思义就是将电机马达整合在花鼓内部，通电后电机将电能转化为机械能，从而带动车轮旋转，驱动车辆前进。通常都会将轮毂电机安装在后轮，尤其是运动车型，因为相比于前叉，后三角在结构强度上要更加稳定可靠。
轮毂电机的结构比较简单，通常由金属外壳，转轴，线圈，磁钢几部分组成，而中置电机就比较复杂，除了电机本身外，还有离合器，差速器(变速装置)，飞轮，传动链条等结构。由于轮毂电机省去了传动结构，它在低速(60km/h)以下的电能转化效率和驱动性能要比中置电机强。同样的电池和电量，轮毂电机可以跑得更远一些。轮毂电机凭借成熟的设计方案和相对低廉的价格、占据了电助力自行车的大半壁江山。
轮毂电机有两种类型：有齿电机也称为齿轮电机(通常是行星齿轮设计)和无齿电机也称直驱式电机。行星齿轮在电机里起到类似杠杆作用，它能够降低转速，放大输出力矩，使小巧轻量的电机也能有强劲的动力输出。无齿轮毂电机的内部结构比较传统，没有复杂的行星减速装置，直接依靠电磁转化产生机械能来驱动车辆。无齿轮毂电机的内部可能没有离合装置(此类电机也被称为直接驱动式)。
参照图1所示，本公开实施例的电动自行车包括车架101、前轮102、后轮103和轮毂电机104，轮毂电机104设置在后轮103上。轮毂电机104可以直接驱动后轮103转动，从而带动整个电动自行车前进。即电动自行车为纯电动的车辆。
需要说明的是，在另外一些实施例中，轮毂电机104还设置在前轮102上。
需要说明的是，在另外一些实施例中，本公开实施例的电动自行车还包括脚踏板、脚踏曲轴和传动链等部件，脚踏曲柄连接脚踏板，并通过链条等传动连接件连接于车轮，以将助力作用传递至车轮。骑行人员在脚踩脚踏板时，将脚踏的动力传递至车轮，最终带动车轮转动。即骑行人员可以通过踏动脚踏板，达到骑行的目的，而轮毂电机104起到辅助驱动的作用。即电动自行车还可以作为自行车、助力自行车使用。
参照图2所示，可以理解的是，相关技术中，一些轮毂电机104由电机201、外壳202、中轴203、第一轴承204和第二轴承205组成。其中电机201由定子206和转子207组成，定子206与外壳202固定连接，转子207与中轴203固定连接。外壳202分别通过第一轴承204和第二轴承205与中轴203连接，使外壳202可绕中轴203自由旋转。
参照图2可以看出，相关技术中的电动车是由轮毂电机104的定子206、转子207直接驱动行驶的，在启动、大负载时电机201均需要提供很大的扭矩，对电机201而言扭矩大意味着体积大，也就意味着重量重用料多，进而导致成本很高。
参照图3和图4所示，可以理解的是，本公开实施例的轮毂电机104包括中轴203、外壳202、电机201、第一太阳轮301、第一齿圈302、第一行星轮303、第一行星架304、第二太阳轮305、第二齿圈306、第二行星轮307和第二行星架308，电机201包括定子206和转子207，定子206与中轴203固定连接，转子207通过第三轴承(图中未示出)与中轴203连接，转子207可绕中轴203自由旋转。其中，定子206与中轴203的固定方式可为花键连接，也可为键连接。
可以理解的是，第一太阳轮301、第一齿圈302、第一行星轮303和第一行星架304组成一级行星减速***，第二太阳轮305、第二齿圈306、第二行星轮307和第二行星架308组成二级行星减速***，一级行星减速***和二级行星减速***组成了减速机构。
其中，第一太阳轮301转动连接于中轴203，第一太阳轮301作为输入端，连接电机201的输出端，即第一太阳轮301与转子207连接，以使得电机201能够带动第一太阳轮301转动。转子207与第一太阳轮301固定连接，该连接的一种实施方式是螺栓连接，该连接的另一种实施方式是将第一太阳轮301与转子207包塑成型，包塑成型的结构方式可减少零件的数量从而降低成本、减小轴向尺寸。
第一太阳轮301与第一行星轮303啮合，第一行星轮303与第一齿圈302啮合，第一齿圈302与外壳202固定连接，第一行星架304与二级行星减速***的输入端连接，进而能通过第一行星架304将动力传递至二级行星减速***。第一行星轮303的数量可为3个或4个或5个，多个第一行星轮303以第一太阳轮301中心为轴线均匀地布置一圈。
参照图5所示，可以理解的是，一级行星减速***还包括第一行星轴501，第一行星轮303通过第一行星轴501转动连接于第一行星架304，即第一行星轴501固定连接于第一行星架304，第一行星轮303转动连接于第一行星轴501；或者，第一行星轴501转动连接于第一行星架304，第一行星轮303固定连接于第一行星轴501。当电机201运行时，则能通过第一太阳轮301依次带动第一行星轮303和第一行星架304转动，进而通过第一行星架304带动二级行星减速***转动。
在本实施例中，第一太阳轮301、第一行星轮303均采用直齿轮设置。相对应的，第一齿圈302同样采用直齿设置。应当理解，在其他实施例中，第一太阳轮301、第一行星轮303采用斜齿轮设置，相对应的，第一齿圈302上同样采用斜齿设置。其中，通过斜齿 设置能使得一级行星减速***承受更大的载荷，能提高一级行星减速***的过载能力，降低噪音以及使得运动更加的平稳。
可以理解的是，第二太阳轮305作为输入端，固定连接于第一行星架304，以使得第一行星架304能够带动第二太阳轮305转动。例如第二太阳轮305与第一行星架304通过螺栓连接、花键连接、过盈连接、焊接等方式固定连接，甚至可以直接加工成一体。
参照图5所示，可以理解的是，二级行星减速***还包括第二行星轴502，第二行星轮307通过第二行星轴502转动连接于第二行星架308，即第二行星轴502固定连接于第二行星架308，第二行星轮307转动连接于第二行星轴502；或者，第二行星轴502转动连接于第二行星架308，第二行星轮307固定连接于第二行星轴502。第二太阳轮305转动连接于中轴203，第二行星轮307与第二太阳轮305啮合，同时与第二齿圈306啮合，第二齿圈306固定于外壳202，第二行星架308与中轴203固定连接，第二行星架308与中轴203的连接方式可为花键连接，也可通过键进行连接。第二行星轮307的数量可为3个或4个或5个，多个第二行星轮307以第二太阳轮305中心为轴线均匀地布置一圈。
当电机201运行时，则能通过第二太阳轮305依次带动第二行星轮307和第二齿圈306转动，进而通过第二齿圈306带动外壳202转动。第一齿圈302和第二齿圈306可以作为一个整体，也可通过花键固定连接，也即，第一齿圈302和第二齿圈306共同作为输出结构与外壳202连接，为外壳202传动动力。其中，第一齿圈302和第二齿圈306的内径可不同，也可相同。
需要说明的是，第一齿圈302和第二齿圈306与外壳202连接，包括第一齿圈302和第二齿圈306与外壳202直接连接，也包括通过中间件与外壳202间接连接，只要能将动力传递至外壳202进行输出即可。
在本实施例中，第二太阳轮305、第二行星轮307均采用直齿轮设置。相对应的，第二齿圈306同样采用直齿设置。应当理解，在其他实施例中，第二太阳轮305、第二行星轮307采用斜齿轮设置，相对应的，第二齿圈306上同样采用斜齿设置。其中，通过斜齿设置能使得一级行星减速***承受更大的载荷，能提高一级行星减速***的过载能力，降低噪音以及使得运动更加的平稳。
可以理解的是，第一太阳轮301和第二太阳轮305通过滚针轴承或球轴承与中轴203连接，使得第一太阳轮301和第二太阳轮305可以绕中轴203自由旋转。
本公开实施例的轮毂电机104的传动比为i＝K1*K2+K1+K2，其中，K1为第一齿圈302齿数与第一太阳轮301齿数的比值，K2第二齿圈306齿数与第二太阳轮305齿数的比值。减速机构的最大传动比可大于20，可以大大降低对电机201功率和扭矩的需求，同时可以 在不改变电机201功率和扭矩的情况下，通过调整传动比来匹配不同功率和扭矩要求的电动自行车。进而能够减小电机201重量，从而起到降低成本的目的。
相关技术中，带有齿轮减速器的轮毂电机104在电动车上未被大批量使用的原因之一，就是齿轮减速器因润滑不良造成齿轮磨损、失效的风险大，而润滑不良的主要影响因素是润滑脂不足或失效，从而导致带有齿轮减速器的轮毂电机104可靠性差。
参照图6至图8所示，可以理解的是，转子207和外壳202之间形成封脂腔601，减速机构位于封脂腔601内。考虑到第一太阳轮301、第一行星轮303、第一齿圈302、第二太阳轮305、第二齿圈306和第二行星轮307高速旋转时，由于离心力的作用，会将润滑脂甩离，导致润滑不足，因此在转子207上设置第一挡圈602，外壳202上设置第二挡圈603，第一挡圈602朝向外壳202，第二挡圈603朝向转子207，第一挡圈602和第二挡圈603组成封脂腔601的侧壁，起到防止润滑脂外漏的作用，在中轴203的轴向上，第一挡圈602和第二挡圈603为交错布置，能够阻挡被甩离的润滑脂，促使润滑脂留在封脂腔601内，保证减速机构具有充足的润滑，在中轴203的径向上，第一挡圈602和第二挡圈603相互靠近而且不接触，不影响转子207和外壳202各自的独立旋转。
在本实施例中，轮毂电机104运行时，轮毂电机104的定子206通过电磁力作用推动转子207旋转，转子207通过减速机构驱动外壳202旋转，外壳202通过轮辋带动电动车的车轮转动，实现电动车的行驶。减速机构位于转子207与外壳202之间的封脂腔601内，封脂腔601中储存润滑脂，润滑脂涂覆在减速机构的表面以提供润滑，转子207的第一挡圈602与外壳202的第二挡圈603在轴向上交错，形成阻挡结构，能够防止润滑脂被甩出封脂腔601，使得润滑脂留在封脂腔601中以润滑减速机构，提升润滑效果，避免减速机构因润滑不足而发生磨损、失效等可靠性问题，提高轮毂电机104的运行可靠性，提高电动车的使用可靠性。
参照图6所示，可以理解的是，在中轴203的轴向上，第一挡圈602和第二挡圈603为交错布置，而且交错的长度尺寸定义为L，L即为第一挡圈602和第二挡圈603重叠的长度，设定L≥0.1mm，考虑到第一挡圈602与第二挡圈603是不接触的，交错的长度尺寸L设定在0.1mm或以上，形成有效的阻挡，防止润滑脂从第一挡圈602与第二挡圈603之间的缝隙漏走。
参照图6所示，可以理解的是，在中轴203的径向上，第一挡圈602位于第二挡圈603的外侧，第二挡圈603更加靠近中轴203。润滑脂被甩离后，先接触第二挡圈603，再接触第一挡圈602，而且第一挡圈602与第二挡圈603是交错的，能够限制被甩离的润滑脂，使得润滑脂留在封脂腔601内。
可以理解的是，第一挡圈602的内壁直径定义为D1，第二挡圈603的外壁直径定义为D2，考虑到轮毂电机104运行时，转子207和外壳202均是高速旋转的，而且转子207和外壳202转速不同，因而D1和D2满足(D1-D2)/≥0.5mm，才能保证第一挡圈602与第二挡圈603在旋转时不会发生摩擦碰撞，此外D1和D2满足(D1-D2)/≤2.0mm，才能提供有效的阻挡，有利于减少润滑脂从封脂腔601中漏走，经过推算设定为1mm≤D1-D2≤4mm，第一挡圈602与第二挡圈603之间的缝隙既能防止润滑脂漏走，又不会产生干涉摩擦。
参照图7所示，可以理解的是，在中轴203的径向上，也可以是第二挡圈603位于第一挡圈602的外侧，第一挡圈602更加靠近中轴203。润滑脂被甩离后，先接触第一挡圈602，再接触第二挡圈603，而且第一挡圈602与第二挡圈603是交错的，能够限制被甩离的润滑脂，使得润滑脂留在封脂腔601中。
参照图8所示，可以理解的是，第一挡圈602具有两个边板，在两个边板之间形成容纳槽801，容纳槽801位于第一挡圈602朝向外壳202的端面，由于第一挡圈602和第二挡圈603为交错布置，部分第二挡圈603伸入容纳槽801中，第一挡圈602和第二挡圈603配合组成双层阻挡，能够更加有效的阻挡被甩离的润滑脂。此外，第二挡圈603部分伸进容纳槽801中，第一挡圈602和第二挡圈603之间形成连续弯曲的缝隙，类似于迷宫密封结构，有助于降低润滑脂漏走的概率。
相关技术中，转子207包括永磁体，永磁体的材质为铁氧体。目前市场上的轮毂电机为直驱电机，为了输出较大的扭矩和保证电机效率，绕组均采用铜材导体，永磁体均为稀土永磁材料，铜材和稀土永磁的原材料成本高，尤其是稀土永磁为稀有金属，原材料成本更是昂贵，因此轮毂电机采用铜材绕组和稀土材料永磁体会造成电机成本过高，且浪费稀有金属资源。而本公开实施例的永磁体材料为铁氧体，替代了稀土永磁材料，可以有效降低成本，节约稀有金属资源。
相关技术中，在轮毂电机104中，定子206的绕线通常采用圆线绕组，圆线绕组的绕线槽满率较低，在定子206体积不变的条件下，轮毂电机104的功率密度和效率均较低，此类轮毂电机104应用在电动自行车中，加快消耗电池的续航能力，因而对电机201能效的提升有极大的需求。
可以理解的是，定子206包括绕组和定子铁芯，定子铁芯一般采用硅钢片裁切而成，将裁切出的硅钢片加工成卷绕式的定子铁芯，为了提高硅钢片的利用率，在裁切时需要提前设计拼料裁切方式，如果定子铁芯的齿部设置有齿靴，在切割定子铁芯时，必须要根据齿靴去设计拼料裁切方式，但是无论如何优化，在有齿靴的情况下，硅钢片的材料利用率 最多也只能达70％，很难进一步提升。本公开实施例的定子铁芯采用无齿靴的齿部，优化拼料裁切方式，进而提高硅钢片的材料利用率。
可以理解的是，齿部设置为直齿状，绕组无须在齿部上绕线，可以在外部利用工装完成绕线，操作空间大，能够有效提高绕线槽满率。此外，绕组采用非圆形截面的铝导线，比如正方形截面的铝导线，而齿部采用直齿形结构，比如齿部的截面同样为正方形，绕组的铝导线匹配齿部的形状，铝导线紧密贴合在齿部的外壁，使得铝导线的排布更为紧密，因而提高了定子206的绕线槽满率，在定子206的体积不变的情况下，提升了轮毂电机104的功率密度和效率，轮毂电机104应用于电动车，有助于提升电动车的续航能力。
上面结合附图对本公开实施例作了详细说明，但是本公开不限于上述实施例，在所属技术领域普通技术人员所具备的知识范围内，还可以在不脱离本公开宗旨的前提下作出各种变化。

Claims (10)

  1. 轮毂电机，包括：
    中轴；
    外壳，通过第一轴承和第二轴承与所述中轴转动连接；
    电机，设于所述外壳内，所述电机包括转子和定子，所述定子与所述中轴固定连接，所述转子通过第三轴承与所述中轴转动连接；以及
    减速机构，包括一级行星减速***和二级行星减速***，其中，所述一级行星减速***包括第一太阳轮、第一齿圈、第一行星轮、第一行星架，所述第一太阳轮连接所述转子，所述第一齿圈固定于所述外壳，所述第一行星轮分别与所述第一太阳轮、所述第一齿圈啮合；所述二级行星减速***包括第二太阳轮、第二齿圈、第二行星轮、第二行星架，所述第二太阳轮固定连接于所述第一行星架，所述第二齿圈固定于所述外壳，所述第二行星轮分别与所述第二太阳轮、所述第二齿圈啮合，所述第二行星架与所述中轴固定连接。
  2. 根据权利要求1所述的轮毂电机，其中，所述转子包括永磁体，所述永磁体的材质为铁氧体。
  3. 根据权利要求1所述的轮毂电机，其中，所述第一齿圈和所述第二齿圈为一体结构，或所述第一齿圈和所述第二齿圈通过花键连接。
  4. 根据权利要求1所述的轮毂电机，其中，所述转子设有朝向所述外壳的第一挡圈，所述外壳设有朝向所述转子的第二挡圈，沿所述中轴的轴向，所述第一挡圈和所述第二挡圈至少部分交错，所述转子和所述外壳之间形成封脂腔，所述减速机构位于所述封脂腔内。
  5. 根据权利要求4所述的轮毂电机，其中，所述第二挡圈位于所述第一挡圈与所述中轴之间。
  6. 根据权利要求4所述的轮毂电机，其中，所述第一挡圈位于所述第二挡圈与所述中轴之间。
  7. 根据权利要求4所述的轮毂电机，其中，所述第一挡圈朝向所述外壳的端面设置有容纳槽，部分所述第二挡圈位于所述容纳槽中。
  8. 根据权利要求1所述的轮毂电机，其中，所述定子包括绕组，所述绕组采用截面为非圆形的铝导线。
  9. 根据权利要求8所述的轮毂电机，其中，所述铝导线的截面为方形。
  10. 电动自行车，包括权利要求1至9任一项所述的轮毂电机。
PCT/CN2022/079375 2021-12-16 2022-03-04 轮毂电机及电动自行车 WO2023108920A1 (zh)

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CN207059751U (zh) * 2017-06-28 2018-03-02 吉林大学 一种重载车辆用电动轮总成装置及汽车
CN108242866A (zh) * 2016-12-23 2018-07-03 博世汽车部件(苏州)有限公司 轮毂电机
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WO2014072344A1 (de) * 2012-11-06 2014-05-15 Technische Universität München Nabenschaltung für ein fahrrad
CN106385135A (zh) * 2016-10-11 2017-02-08 眭华兴 一种节能型电动自行车轮毂电机
CN108242866A (zh) * 2016-12-23 2018-07-03 博世汽车部件(苏州)有限公司 轮毂电机
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