Motor, power assembly of vehicle and vehicle

Abstract

The invention discloses a motor, a power assembly of a vehicle and the vehicle, and the motor comprises a rotor which is internally provided with a weight reduction cooling cavity; and the cooling pipe is arranged in the rotor, a cooling outlet is formed in the side wall of the cooling pipe, and the cooling outlet is communicated with the weight reduction cooling cavity. Therefore, the weight reduction cooling cavity is formed in the rotor, the cooling pipe is arranged in the rotor, the cooling outlet is formed in the side wall of the cooling pipe, and the cooling outlet is communicated with the weight reduction cooling cavity, so that cold air can enter the weight reduction cooling cavity through the cooling outlet, and the cold air is radially diffused outwards from the center of the rotor; therefore, the forced cooling of the rotor can be realized, the cooling effect of the rotor can be improved, and the structure of the motor can be simpler.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and more particularly to an electric motor, a powertrain of a vehicle, and a vehicle. Background Art

[0002] Vehicle drive motors have high requirements for rotational speed. High rotational speed leads to a decrease in efficiency and an increase in losses. Various losses generated during operation cause the motor components to heat up in the form of heat. The internal temperature rise of the motor directly affects the normal operation, service life, insulation system performance, and production cost of the motor. Therefore, it is necessary to cool and dissipate heat from the motor, especially the motor rotor.

[0003] In the related art, the motor rotor mostly forms a heat dissipation path through bearings or the air gap between the stator and rotor and structures such as the housing. However, on the one hand, there is relative sliding and frictional heat generation between the motor rotor bearing and the bearing housing, and their contact area is small, so the heat dissipation capacity is limited. On the other hand, the air gap between the stator and rotor is limited by the electromagnetic performance design, the air gap size is limited, and the equivalent heat dissipation coefficient of the air inside is small, and the heat dissipation area is limited, so the heat dissipation capacity is restricted. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. For this reason, an object of the present invention is to provide an electric motor with better cooling and heat dissipation capabilities.

[0005] The present invention further provides a powertrain of a vehicle.

[0006] The present invention further provides a vehicle.

[0007] The electric motor according to an embodiment of the present invention includes: a rotor, in which a weight-reducing cooling cavity is provided; a cooling pipe, which is arranged in the rotor, and a cooling outlet is arranged on the side wall of the cooling pipe, and the cooling outlet is communicated with the weight-reducing cooling cavity.

[0008] Thus, by providing a weight-reducing cooling cavity in the rotor, arranging the cooling pipe in the rotor, and providing a cooling outlet on the side wall of the cooling pipe to communicate the cooling outlet with the weight-reducing cooling cavity, cold air can enter the weight-reducing cooling cavity through the cooling outlet, and the cold air can diffuse radially outward from the center of the rotor, so as to realize forced cooling of the rotor, which can not only improve the cooling effect on the rotor, but also make the structure of the motor simpler.

[0009] In some examples of the present invention, there are a plurality of cooling outlets, and the plurality of cooling outlets are arranged at intervals in the axial direction of the cooling pipe, and the weight-reducing cooling cavity extends in the axial direction of the rotor to correspond to and communicate with the plurality of cooling outlets.

[0010] In some examples of the present invention, the plurality of axially spaced cooling outlets form a cooling outlet group, there are a plurality of such cooling outlet groups, and the plurality of cooling outlet groups are spaced apart in the circumferential direction of the cooling pipe. There are a plurality of weight-reducing cooling cavities, and the plurality of weight-reducing cooling cavities are spaced apart in the circumferential direction of the rotor body. The plurality of weight-reducing cooling cavities correspond one-to-one to the plurality of cooling outlet groups.

[0011] In some examples of the present invention, the rotor includes a rotating shaft and a rotor body. The rotor body is circumferentially disposed around the outside of the rotating shaft. The cooling pipe extends into the rotating shaft. The weight-reducing cooling cavity includes a weight-reducing groove and a first avoidance hole. The weight-reducing groove is disposed in the rotor body, and the first avoidance hole is opened on the side wall of the rotating shaft. The first avoidance hole is respectively communicated with the cooling outlet and the weight-reducing groove.

[0012] In some examples of the present invention, the weight-reducing cooling cavity further includes a second avoidance hole. The second avoidance hole is located on the inner circumferential wall of the rotor body and is respectively and correspondingly communicated with the weight-reducing groove and the first avoidance hole.

[0013] In some examples of the present invention, the motor further includes: a rotor end plate. The rotor end plate covers one axial end of the rotor. A through hole is provided on the rotor end plate. One side of the weight-reducing groove is open and communicated with the through hole.

[0014] In some examples of the present invention, the motor further includes: a housing. An electric motor chamber is provided in the housing. The rotor, the rotor end plate, and the cooling pipe are all disposed in the electric motor chamber. The housing is provided with an electric motor chamber air outlet, and the electric motor chamber air outlet is communicated with the through hole through the electric motor chamber.

[0015] In some examples of the present invention, there are a plurality of electric motor chamber air outlets, and the plurality of electric motor chamber air outlets are spaced apart on the housing.

[0016] In some examples of the present invention, the cooling pipe is fixedly connected to the housing by screwing; and / or fixedly connected by interference fit.

[0017] In some examples of the present invention, a compressor and a vortex tube are provided on the outside of the housing. The vortex tube has an air inlet, a hot air outlet, and a cold air outlet. The compressor is communicated with the air inlet, the hot air outlet is communicated with the outside, and the cold air outlet is communicated with the cooling pipe.

[0018] In some examples of the present invention, the motor further includes: a first connection pipeline, a second connection pipeline, and a third connection pipeline. The first connection pipeline is connected between the compressor and the air inlet. The second connection pipeline is connected between the hot air outlet and the outside. The third connection pipeline is connected between the cold air outlet and the cooling pipe.

[0019] The powertrain of a vehicle according to an embodiment of the present invention includes: the motor described above.

[0020] A vehicle according to an embodiment of the present invention includes: the powertrain of the vehicle described above.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. Description of the Drawings

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, where:

[0023] Figure 1 is a schematic diagram of a motor according to an embodiment of the present invention;

[0024] Figure 2 is a schematic diagram of the motor from another perspective according to an embodiment of the present invention;

[0025] Figure 3 is a partial exploded view of the motor according to an embodiment of the present invention;

[0026] Figure 4 is a partial schematic diagram of the motor according to an embodiment of the present invention.

[0027] Reference Signs:

[0028] 100, motor;

[0029] 10, housing; 11, motor chamber; 12, motor chamber air outlet; 13, motor air outlet; 14, motor chamber air inlet;

[0030] 20, rotor; 21, rotating shaft; 211, first avoidance hole; 22, rotor main body; 221, weight reduction groove; 222, second avoidance hole; 23, weight reduction cooling cavity;

[0031] 30, cooling pipe; 31, cooling outlet; 32, cooling outlet group;

[0032] 40, rotor end plate; 41, through hole;

[0033] 50, compressor;

[0034] 60, vortex tube; 61, air inlet; 62, hot air outlet; 63, cold air outlet;

[0035] 70, first connecting pipe; 71, second connecting pipe; 72, third connecting pipe; 80, stator. Detailed implementation manners

[0036] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0037] Reference will be made below Figures 1 - 4 to describe the motor 100 according to an embodiment of the present invention. The motor 100 can be applied to the powertrain of a vehicle, and the powertrain of the vehicle can be applied to a vehicle.

[0038] Combined with Figures 1 - 4 as shown, the motor 100 according to the present invention mainly includes: a rotor 20 and a cooling pipe 30. A weight-reducing cooling cavity 23 is provided inside the rotor 20. The cooling pipe 30 is arranged inside the rotor 20. A cooling outlet 31 is provided on the side wall of the cooling pipe 30, and the cooling outlet 31 is communicated with the weight-reducing cooling cavity 23.

[0039] Specifically, considering that when the motor 100 operates, the rotor 20 rotates relative to the stator 80, and various losses generated by the motor 100 will cause the rotor 20 to heat up in the form of heat, thereby affecting the normal operation of the rotor 20 and even the motor 100.

[0040] By arranging the cooling pipe 30 inside the rotor 20, the rotor 20 rotates relative to the cooling pipe 30, and a weight-reducing cooling cavity 23 is provided inside the rotor 20. A cooling outlet 31 is provided on the side wall of the cooling pipe 30, and the cooling outlet 31 is communicated with the weight-reducing cooling cavity 23. In this way, cold air can enter the weight-reducing cooling cavity 23 of the rotor 20 through the cooling outlet 31 of the cooling pipe 30, that is: the cold air can diffuse radially outward from the center of the rotor 20, and the cold air can exchange heat with the rotor 20, thereby realizing forced cooling of the rotor 20.

[0041] In this way, not only can the cooling effect on the rotor 20 be improved, the working performance and service life of the motor 100 can be improved, but also the structure of the motor 100 can be made simpler, the production of the motor 100 can be simple and convenient, and the production cost and the weight of the motor 100 will not or will be increased less.

[0042] Preferably, the cooling pipe 30 and the rotor 20 are coaxially arranged, which can effectively avoid abrasion caused by the contact between the cooling pipe 30 and the rotor 20, thereby improving the structural reliability of the motor 100 and ensuring the normal operation and cooling of the motor 100.

[0043] It should be noted that the weight-reducing cooling cavity 23 can also reduce the weight of the rotor 20, achieving a lightweight design of the rotor 20 and even the motor 100. In addition, the motor 100 can be a drive motor 100 or a generator 100, and no specific limitation is made here.

[0044] Thus, by arranging the weight-reducing cooling cavity 23 inside the rotor 20, arranging the cooling pipe 30 inside the rotor 20, and arranging a cooling outlet 31 on the side wall of the cooling pipe 30, and making the cooling outlet 31 communicate with the weight-reducing cooling cavity 23, cold air can enter the weight-reducing cooling cavity 23 through the cooling outlet 31, and the cold air can diffuse radially outward from the center of the rotor 20, so as to achieve forced cooling of the rotor 20, which can not only improve the cooling effect on the rotor 20, but also make the structure of the motor 100 simpler.

[0045] Combined with Figure 3 and Figure 4 As shown, there are multiple cooling outlets 31, and the multiple cooling outlets 31 are arranged at intervals in the axial direction of the cooling pipe 30. The weight-reducing cooling cavity 23 extends in the axial direction of the rotor 20 to communicate with the multiple cooling outlets 31 correspondingly.

[0046] Specifically, the multiple cooling outlets 31 are arranged at intervals in the axial direction of the cooling pipe 30, and the weight-reducing cooling cavity 23 extends in the axial direction of the rotor 20, so that the weight-reducing cooling cavity 23 corresponds to the multiple cooling outlets 31 of the cooling outlet group 32 in the axial direction. In this way, cold air can enter the corresponding weight-reducing cooling cavity 23 through the multiple axially spaced cooling outlets 31, so as to achieve cooling and heat dissipation of the rotor 20 in the axial direction, make the temperature gradient of the rotor 20 in the axial direction more uniform, and further improve the cooling and heat dissipation performance and the temperature uniformity of the rotor 20.

[0047] Furthermore, combined with Figure 3 and Figure 4 As shown, the multiple axially spaced cooling outlets 31 form a cooling outlet group 32. There are multiple cooling outlet groups 32, and the multiple cooling outlet groups 32 are arranged at intervals in the circumferential direction of the cooling pipe 30. There are multiple weight-reducing cooling cavities 23, and the multiple weight-reducing cooling cavities 23 are arranged at intervals in the circumferential direction of the rotor body 22. The multiple weight-reducing cooling cavities 23 correspond to the multiple cooling outlet groups 32 one by one. With such an arrangement, cold air can flow into the corresponding weight-reducing cooling cavity 23 through the multiple cooling outlet groups 32 arranged at intervals in the circumferential direction of the cooling pipe 30, so as to achieve cooling and heat dissipation of the rotor 20 in the circumferential direction, make the temperature gradient of the rotor 20 in the circumferential direction more uniform, and further improve the cooling and heat dissipation performance and the temperature uniformity of the rotor 20.

[0048] Combined with Figure 3As shown, the rotor 20 may mainly include a rotating shaft 21 and a rotor body 22. The rotor body 22 is circumferentially arranged around the outside of the rotating shaft 21. The cooling pipe 30 extends into the rotating shaft 21. The weight-reducing cooling cavity 23 includes a weight-reducing groove 221 and a first avoidance hole 211. The weight-reducing groove 221 is arranged in the rotor body 22, and the first avoidance hole 211 is opened on the side wall of the rotating shaft 21. Both sides of the first avoidance hole 211 are respectively communicated with the cooling outlet 31 and the weight-reducing groove 221.

[0049] Specifically, the rotating shaft 21 and the rotor body 22 rotate synchronously. By arranging the weight-reducing groove 221 on the rotor body 22, the weight of the rotor 20 can be reduced, realizing the lightweight design of the rotor 20 and even the motor 100.

[0050] Considering that when the rotor 20 rotates, the rotor body 22 generates heat. By extending the cooling pipe 30 into the rotating shaft 21 and opening the first avoidance hole 211 on the side wall of the rotating shaft 21, the first avoidance hole 211 extends axially on the rotating shaft 21 and both sides are respectively communicated with the cooling outlet 31 and the weight-reducing groove 221. In this way, the cold air flowing out from the cooling outlet 31 can flow into the weight-reducing groove 221 radially through the first avoidance hole 211, so that the weight-reducing groove 221 can be fully utilized to realize the forced cooling of the rotor body 22.

[0051] Furthermore, as shown in Figure 3 As shown, the weight-reducing cooling cavity 23 may further include a second avoidance hole 222. The second avoidance hole 222 is located on the inner peripheral wall of the rotor body 22 and both sides are respectively corresponding and communicated with the weight-reducing groove 221 and the first avoidance hole 211, that is: through the arrangement of the first avoidance hole 211 and the second avoidance hole 222, the communication between the weight-reducing groove 221 and the cooling outlet 31 can be realized. The first avoidance hole 211, the second avoidance hole 222 and the weight-reducing groove 221 correspond to each other radially. The cold air flowing out from the cooling outlet 31 can flow into the weight-reducing groove 221 through the first avoidance hole 211 and the second avoidance hole 222 in sequence. In this way, the flow of cold air in the radial direction of the rotor 20 can be realized, which can not only shorten the cold air flow path, reduce the cold air flow loss, improve the cooling efficiency, but also make the temperature gradient in the radial direction of the rotor 20 uniform and low, so as to further improve the cooling and heat dissipation performance and improve the temperature uniformity of the rotor 20.

[0052] As shown in Figure 2 and Figure 3 As shown, the motor 100 may further include a rotor end plate 40. The rotor end plate 40 covers one axial end of the rotor 20. A through hole 41 is arranged on the rotor end plate 40. One side of the weight-reducing groove 221 is open and communicated with the through hole 41.

[0053] Specifically, the rotor end plate 40 is disposed within the motor chamber 11 and covers one axial end of the rotor 20. The rotor end plate 40 can protect the rotor 20 by covering it, preventing foreign objects from entering the gap between the stator 80 and the rotor 20, and preventing the rotor 20 from being damaged by the erosion of foreign objects from the outside or the impact of external forces, thus ensuring the normal operation of the motor 100.

[0054] By providing a through-hole 41 in the rotor end plate 40 and arranging one side of the weight-reducing groove 221 to be open, the weight-reducing groove 221 is communicated with the through-hole 41. In this way, after the cold air in the weight-reducing groove 221 exchanges heat with the rotor 20 and cools down the rotor 20, it can overflow through the through-hole 41. This can not only ensure continuous cooling of the rotor 20 but also achieve the cooling effect on the rotor end plate 40 and the bearing, thereby further improving the heat dissipation and cooling performance of the motor 100.

[0055] Combined with Figures 1 - 4 As shown, the motor 100 may further include: a housing 10. A motor chamber 11 is provided within the housing 10. The rotor 20, the rotor end plate 40, and the cooling pipe 30 are all disposed within the motor chamber 11. The housing 10 is provided with an air outlet of the motor chamber 11, and the air outlet of the motor chamber 11 is communicated with the through-hole 41 through the motor chamber 11.

[0056] Specifically, the stator 80, the rotor 20, the rotor end plate 40, and the cooling pipe 30 are all disposed within the motor chamber 11. The housing 10 can protect the stator 80, the rotor 20, the rotor end plate 40, and the cooling pipe 30 by covering them, preventing the structures of the stator 80, the rotor 20, the rotor end plate 40, and the cooling pipe 30 from being damaged by the erosion of foreign objects from the outside or the impact of external forces, thereby improving the reliability of the motor 100.

[0057] Furthermore, after the cold air overflows from the through-hole 41, it will become hot air due to heat exchange with the rotor 20. The hot air will move upward in the motor chamber 11. By providing an air outlet 12 of the motor chamber at the upper end of the housing 10, the air outlet 12 of the motor chamber is communicated with the motor chamber 11, and the motor chamber 11 is also communicated with the through-hole 41, that is: the through-hole 41 is communicated with the air outlet 12 of the motor chamber. In this way, the hot air in the motor chamber 11 can flow into the air outlet 12 of the motor chamber and further converge into the motor air outlet 13, thereby discharging the hot air in the motor chamber 11, ensuring that the temperature in the motor chamber 11 is more uniform and ensuring that the temperature in the motor chamber 11 is relatively low, preventing heat accumulation in the motor chamber 11, and further improving the working performance of the motor 100.

[0058] Furthermore, combined with Figure 2 and Figure 3As shown, there are multiple air outlets 12 of the motor chamber. The multiple air outlets 12 of the motor chamber are arranged at intervals at the upper end of the housing 10. With such an arrangement, the hot air in the motor chamber 11 can flow out through the multiple air outlets 12 of the motor chamber, which can not only improve the efficiency of hot air discharge, but also further improve the gas temperature uniformity inside the motor chamber 11, thereby further improving the working performance of the motor 100.

[0059] Combined with Figure 4 As shown, the cooling pipe 30 is fixedly connected to the housing 10. Specifically, the cooling pipe 30 is embedded in the rotor 20 and coaxial. When the motor 100 works, the rotor 20 rotates and the cooling pipe 30 remains stationary. By fixedly connecting the cooling pipe 30 to the air outlet 12 of the motor chamber of the housing 10, on the premise that cold air can enter the inside of the cooling pipe 30 through the air outlet 12 of the motor chamber and flow through the cooling outlet 31 to the weight reduction groove 221 of the rotor 20 to realize the cooling effect on the rotor 20, the housing 10 can support the cooling pipe 30, reduce the axial deflection of the cooling pipe 30, and prevent the cooling pipe 30 from being eccentric, resulting in contact and wear between the cooling pipe 30 and the rotor 20, thereby improving the structural reliability of the motor 100 and ensuring the normal operation and cooling of the motor 100.

[0060] Furthermore, the cooling pipe 30 is fixedly connected to the housing 10 by thread connection or interference fit connection. Specifically, the cooling pipe 30 can be fixedly connected to the housing 10 by thread connection or interference fit with the housing 10. This can not only make the connection and fixation between the cooling pipe 30 and the housing 10 simpler and more convenient, improve the assembly efficiency, but also make the connection and fixation between the cooling pipe 30 and the housing 10 more stable and reliable, and can avoid insufficient introduction of cold air volume due to the connection failure between the cooling pipe 30 and the housing 10 caused by thermal shock, thereby further improving the reliability of the motor 100. It should be noted that the cooling pipe 30 and the housing 10 can also be connected and fixed in other ways, which are not specifically limited here.

[0061] Combined with Figure 1 As shown, a compressor 50 and a vortex tube 60 are arranged outside the housing 10. The vortex tube 60 has an air inlet 61, a cold air outlet 63 and a hot air outlet 62. The compressor 50 is connected to the air inlet 61, the hot air outlet 62 is connected to the outside, and the cold air outlet 63 is connected to the cooling pipe 30.

[0062] Specifically, the compressor 50 can compress air. The vortex tube 60 can separate cold air and hot air from the compressed air based on the Rankine vortex theory. By connecting the air inlet 61 of the compressor 50 and the vortex tube 60, the compressed air discharged from the compressor 50 can flow to the vortex tube 60, and the cold air and hot air can be separated under the action of the vortex tube 60. Among them, the hot air can flow to the outside through the hot air outlet 62 of the vortex tube 60, so that the hot air can be discharged from the motor 100, reducing the thermal impact of the hot air on the internal components of the motor 100. The cold air can flow to the gas flow channel in the housing 10 through the cold air outlet 63 of the vortex tube 60, and then flow into the cooling tube 30 through the motor chamber air inlet 14 on the housing 10. In this way, the cold air can be introduced into the interior of the motor 100 and further into the rotor 20 to achieve cooling and temperature reduction of the rotor 20.

[0063] Further, as shown in Figure 1 The motor 100 may further include: a first connection pipeline 70, a second connection pipeline 71, and a third connection pipeline 72. By connecting the first connection pipeline 70 between the compressor 50 and the air inlet 61, the first connection pipeline 70 can direct the gas flowing out of the compressor 50 to the vortex tube 60. By connecting the second connection pipeline 71 between the hot air outlet 62 and the outside, the second connection pipeline 71 can direct the hot air separated by the vortex tube 60 to the outside. By connecting the third connection pipeline 72 between the cold air outlet 63 and the cooling tube 30, the third connection pipeline 72 can direct the cold air separated by the vortex tube 60 to the motor 100, thereby ensuring the flow direction of the gas in the motor 100 and ensuring forced cooling of the rotor 20. Among them, when there are multiple rotors 20, the number of the third connection pipelines 72 can be multiple to correspond to the multiple rotors 20.

[0064] It should be noted that the cold air flow rate and temperature of the vortex tube 60 can be adjusted by adjusting the rotation speed of the compressor 50, so as to match the cooling requirements of the three operating conditions of the motor 100 under light load, medium load, and heavy load, and can accurately control the heat dissipation requirements of the motor 100 under different operating conditions to ensure the normal operation of the motor 100.

[0065] Specifically, when the motor 100 operates under a small load condition, the compressor 50 can be controlled to operate within a small rotational speed range to ensure that a certain amount of compressed air enters the vortex tube 60 and sufficient cold air is generated. The rotor 20 is forced air-cooled through the cooling pipe 30 to increase its operating life and reliability. When the motor 100 operates under a medium load condition, the compressor 50 can be controlled to operate within a normal rotational speed range to ensure sufficient cold air volume and ensure the forced air-cooling of the rotor 20 by the cooling pipe 30. When the motor 100 operates under a large load condition, the compressor 50 can be controlled to operate within a high rotational speed range to ensure the generation of the maximum cold air volume. At the same time, internal oil slinging cooling is combined to ensure sufficient cold air volume under low-speed and high-torque operation and ensure the forced air-cooling of the rotor 20 by the cooling pipe 30.

[0066] The powertrain of the vehicle according to the present invention may mainly include: the above-mentioned motor 100. Specifically, by applying the motor 100 to the powertrain of the vehicle, the working performance of the powertrain can be improved, and the working life of the powertrain can be extended.

[0067] The vehicle according to the present invention may mainly include: the above-mentioned powertrain of the vehicle. Specifically, by applying the powertrain to the vehicle, the driving performance of the vehicle can be improved, thereby enhancing the product competitiveness of the vehicle and improving the user experience.

[0068] In the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0069] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example.

[0070] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirits of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A motor, characterized in that, Comprising: A rotor (20), within which a weight-reducing cooling cavity (23) is provided; A cooling pipe (30), which is arranged within the rotor (20), and a cooling outlet (31) is provided on the side wall of the cooling pipe (30), and the cooling outlet (31) communicates with the weight-reducing cooling cavity (23).

2. The motor according to claim 1, characterized in that, There are a plurality of the cooling outlets (31), and the plurality of the cooling outlets (31) are spaced apart in the axial direction of the cooling pipe (30), and the weight-reducing cooling cavity (23) extends in the axial direction of the rotor (20) to correspondingly communicate with the plurality of the cooling outlets (31).

3. The motor according to claim 2, characterized in that, The plurality of axially spaced cooling outlets (31) form a cooling outlet group (32), and there are a plurality of the cooling outlet groups (32), and the plurality of the cooling outlet groups (32) are spaced apart in the circumferential direction of the cooling pipe (30), and there are a plurality of the weight-reducing cooling cavities (23), and the plurality of the weight-reducing cooling cavities (23) are spaced apart in the circumferential direction of the rotor body (22), and the plurality of the weight-reducing cooling cavities (23) correspond to the plurality of the cooling outlet groups (32) one by one.

4. The motor according to claim 1, characterized in that The rotor (20) includes a rotating shaft (21) and a rotor body (22), the rotor body (22) is circumferentially arranged around the outside of the rotating shaft (21), the cooling pipe (30) extends into the rotating shaft (21), the weight-reducing cooling cavity (23) includes a weight-reducing groove (221) and a first avoidance hole (211), the weight-reducing groove (221) is arranged within the rotor body (22), the first avoidance hole (211) is opened on the side wall of the rotating shaft (21), and the first avoidance hole (211) communicates with the cooling outlet (31) and the weight-reducing groove (221) respectively.

5. The motor according to claim 4, characterized in that The weight-reducing cooling cavity (23) further includes a second avoidance hole (222), and the second avoidance hole (222) is located on the inner peripheral wall of the rotor body (22) and correspondingly communicates with the weight-reducing groove (221) and the first avoidance hole (211) respectively.

6. The motor according to claim 4, wherein Further comprising: A rotor end plate (40), which covers one axial end of the rotor (20), and a through hole (41) is provided on the rotor end plate (40), and one side of the weight-reducing groove (221) is open and communicates with the through hole (41).

7. The motor according to claim 6, wherein, Further comprising: A housing (10), within which a motor chamber (11) is provided, the rotor (20), the rotor end plate (40) and the cooling pipe (30) are all arranged within the motor chamber (11), the housing (10) is provided with a motor chamber air outlet (12), and the motor chamber air outlet (12) communicates with the through hole (41) through the motor chamber (11).

8. The motor according to claim 7, characterized in that, There are a plurality of the motor chamber air outlets (12), and the plurality of the motor chamber air outlets (12) are spaced apart on the housing (10).

9. The motor according to claim 7, characterized in that, The cooling pipe (30) is fixedly connected to the housing (10) by screw connection; and / or interference fit connection.

10. The motor according to claim 7, characterized in that, A compressor (50) and a vortex tube (60) are provided outside the housing (10). The vortex tube (60) has an air inlet (61), a hot air outlet (62) and a cold air outlet (63). The compressor (50) is communicated with the air inlet (61), the hot air outlet (62) is communicated with the outside, and the cold air outlet (63) is communicated with the cooling pipe (30).

11. The motor according to claim 10, wherein It further includes: A first connection pipeline (70), a second connection pipeline (71) and a third connection pipeline (72). The first connection pipeline (70) is connected between the compressor (50) and the air inlet (61), the second connection pipeline (71) is connected between the hot air outlet (62) and the outside, and the third connection pipeline (72) is connected between the cold air outlet (63) and the cooling pipe (30).

12. A powertrain of a vehicle, characterized in that, It includes: The motor (100) according to any one of claims 1-11.

13. A vehicle, characterized in that, It includes: The powertrain of the vehicle according to claim 12.

Images