Method for operating a motor vehicle, motor vehicle, electric machine and air conditioning device for a motor vehicle

Abstract

The invention relates to a method for operating a motor vehicle (1), comprising an electric machine (2) forming a drive device and an air conditioning device (8) for air conditioning of a passenger compartment (9), wherein a refrigerant present in the air conditioning device (8) is compressed by means of a compressor (13) of the air conditioning device (8), wherein the internal pressure in an interior space (21) of the electric machine (2) in which a rotor (6) is rotatably mounted is reduced by means of the compressor (13).

Description

Technical Field

[0001] The present invention relates to a method for operating a motor vehicle, the motor vehicle including an electric motor forming a power unit and an air conditioning unit for conditioning the air in the passenger compartment, wherein a refrigerant present in the air conditioning unit is compressed by means of a compressor of the air conditioning unit. Background Technology

[0002] Modern motor vehicles typically include an air conditioning system, which regulates the air present in the passenger compartment. This air conditioning system often integrates a refrigeration circuit or system with a compressor for refrigerant.

[0003] Furthermore, electric motors are increasingly used as power sources in modern motor vehicles. In electric or hybrid vehicles, the electric motor can generate driving torque and, when necessary, braking torque. However, at these speeds, especially at high speeds, the high air friction losses generated by the motor rotor, for example, hinder the achievement of the longest possible driving range.

[0004] To address this issue, existing technologies have proposed methods to reduce the internal pressure within the motor, such as references CN 1 08 462 294 A, CN 1 08 667 214 A, or CN 2 12 435 523 U. Summary of the Invention

[0005] The purpose of this invention is to provide an improved solution for reducing air friction losses caused by the motor rotor.

[0006] In the type of motor vehicle described at the beginning, according to the present invention, this objective is achieved by means of a compressor reducing the internal pressure in the internal space of the motor, in which a rotor is rotatably supported.

[0007] This invention is particularly based on the idea of ​​synergistically utilizing the compressor present in an air conditioning unit, not only for the purpose of conditioning the air in the passenger compartment, but also for reducing the internal pressure in the motor. Thus, a separate pump is not required to reduce the internal pressure, thereby saving additional components, which is advantageous in terms of required structural space, total weight, and cost.

[0008] The motor of a motor vehicle is connected to an electric energy storage device, which can also be called a power battery or energy storage unit. The energy storage device stores or can store the energy needed to drive the motor vehicle. The motor converts the electrical energy provided by the energy storage device into the kinetic energy of the motor vehicle. For this purpose, the motor is connected to the motor's powertrain, which transmits driving torque, or braking torque when necessary, between the motor and the wheels of the motor.

[0009] In addition to the rotor, the motor also includes a stator, wherein the aforementioned energy conversion is achieved by means of electromagnetic interaction between excitation coils and, possibly, permanent magnets (present on both the rotor and the stator). Preferably, the motor includes a housing. The rotor and stator may be arranged within the housing. The stator is arranged to be fixed in position relative to the housing, while the rotor is rotatably supported within the housing. It is conceivable that the interior of the fluid-sealed or gas-sealed housing forms an internal space.

[0010] During operation, the occupants of a motor vehicle are typically located in the passenger compartment (also known as the passenger cabin). The air in the passenger compartment can be conditioned by means of an air conditioning system. This specifically means that the temperature of the airflow introduced into the passenger compartment, and, if necessary, the humidity, can be regulated by the air conditioning system. For this purpose, air can be drawn in from outside the vehicle and / or from the passenger compartment, and subsequently, an airflow is formed. The air conditioning system can implement a cooling system, particularly a cooling circuit. A compressor can be integrated or can be integrated into this cooling system or cooling circuit. The refrigerant circulates within the cooling circuit and, if necessary, undergoes multiple phase changes from liquid to gas and vice versa. Other components, such as expansion valves, liquefiers, and / or evaporators, can be integrated into the cooling circuit. A heat exchanger can be integrated into the cooling circuit to transfer heat from the airflow to the refrigerant; if necessary, this heat exchanger is an evaporator.

[0011] Preferably, the compressor is a fluid pump by means of which gas, i.e., air and / or gaseous refrigerant and / or liquid refrigerant present in the internal space, can be transported. The energy required to operate the compressor, or more generally, to operate the components of the air conditioning unit, can be provided by means of an accumulator.

[0012] According to the present invention, a control signal is generated by means of a control device, which causes the compressor to operate in either an air conditioning mode or a pressure-reducing mode. In the air conditioning mode, the compressor compresses the refrigerant, while in the pressure-reducing mode, the compressor reduces the internal pressure. Preferably, the control signal generated by the control device causes at least one step of the method according to the present invention to be performed. It is conceivable that the compressor in air conditioning mode only compresses the refrigerant and is therefore not used to reduce the internal pressure. It is also conceivable that the compressor in pressure-reducing mode is only used to reduce the internal pressure and is therefore not used to compress the refrigerant. However, a hybrid mode is also conceivable in principle, in which the compressor compresses the refrigerant while simultaneously reducing the internal pressure.

[0013] Preferably, at least one piece of operational information relating to the current state and / or future state of the motor vehicle is determined, wherein a control signal is generated based on the at least one piece of operational information. The operational information may relate to the current state and / or future state of the motor and / or air conditioning unit. Therefore, the at least one piece of operational information represents the basis for determining whether the current control operation involves reducing internal pressure by means of the compressor, compressing the refrigerant, or both simultaneously.

[0014] One type of operational information may be pressure information, which relates to the current internal pressure and / or future internal pressure. That is, the energy loss caused by the rotor's rotational motion is related to the internal pressure, where, in principle, the higher the internal pressure, the greater the energy loss. To obtain pressure information, signals acquired using a pressure sensor device can be used. Therefore, the sensor signal can be transmitted to a control device, whereby the sensor signal displays pressure information or determines pressure information based on the sensor signal.

[0015] Alternatively, it is conceivable that one type of operating information, or operational information, is speed information regarding the current and / or future speed of the rotor. That is, in addition to internal pressure, energy loss due to the rotor's rotational motion is also related to the rotor's current speed, where, in principle, the higher the speed, the greater the energy loss. This speed information can exist within the vehicle control range. That is, the specific value of the motor's current speed can be known within the vehicle control range, and this specific value is transmitted to the control device as speed information. Within the vehicle control range, the future speed of the motor can also be known, for example, if a higher speed phase is known to be approaching based on the planned driving route, where this information can be used to determine speed information related to the future speed.

[0016] Particularly preferably, the condition for pressure reduction is checked by means of a control device and based on at least one piece of operating information. The condition for pressure reduction to be met or to be met is only defined as follows: based on at least one piece of operating information, it is currently appropriate to reduce the internal pressure. This is achieved by the control device generating and outputting a control signal to switch the compressor to pressure reduction mode or maintain pressure reduction mode. That is, if the pressure reduction condition is met, reducing the internal pressure is considered advantageous or appropriate. For example, if based on at least one piece of operating information, the energy loss generated in the rotor is not negligible or sufficiently significant, then the pressure reduction condition can be considered met.

[0017] If, based on pressure information, the current and / or future internal pressure exceeds the pressure limit, and / or, based on speed information, the current and / or future rotor speed exceeds the speed limit, then the pressure reduction condition is considered met or can be met. The corresponding limits can be fixed or preset, or determined as needed. That is, the pressure limit can be preset based on speed information such that, given the pressure limit and the corresponding speed, reducing the internal pressure is appropriate. Similarly, the speed limit can be preset based on pressure information such that, given the speed limit and the corresponding pressure, reducing the internal pressure is appropriate. Therefore, if, particularly during energy accounting, it is determined from at least one piece of operating information that the energy required to operate the compressor to reduce the internal pressure is less than the energy loss generated in the rotor, especially the expected energy loss, then the pressure reduction condition is considered met or can be met, i.e., reducing the internal pressure is appropriate. Corresponding limits can be preset based on additional information such that, when these limits are exceeded, the expected energy loss generated in the rotor exceeds the energy required to reduce the internal pressure by means of the compressor.

[0018] The motor vehicle may include a valve device that can be switched from an air conditioning state to a depressurization state and vice versa by means of a control signal. In the air conditioning state, the valve device integrates the compressor into a cooling system that guides the coolant to achieve the air conditioning mode. In the depressurization state, the compressor is connected to the interior space by means of the valve device to achieve the depressurization mode. The valve device may include at least one valve, the position of which can be controlled by a control signal. The valve may be electrically controlled, i.e., controlled directly by a control signal. The valve may also be hydraulically or pneumatically controlled, wherein the corresponding hydraulic or pneumatic system can be controlled by a control signal.

[0019] Particularly preferably, the valve assembly has an inlet valve and an outlet valve. The inlet valve may have an outlet connected to the suction-side inlet of the compressor. Furthermore, the inlet valve may have two inlets, one connected to the interior space and the other connected to a coolant line of the cooling system upstream of the compressor. The outlet valve may have an inlet connected to the pressure-side outlet of the compressor. Furthermore, the outlet valve may have two outlets, one connected to a discharge line for discharging gas drawn from the interior space by means of the compressor, and the other connected to a coolant line of the cooling system downstream of the compressor. The inlet valve and / or outlet valve are preferably directly connected upstream or downstream of the compressor. The gas drawn from the interior space can be discharged into the surrounding environment of the vehicle by means of the discharge line. A filter device may be present in the area of ​​the discharge line, by means of which, for example, oil present in the gas (which serves as a coolant and / or lubricant for the motor and is therefore present in the interior space) can be filtered out or separated from the gas.

[0020] The present invention also relates to an electric motor for a motor vehicle, which can be used as a power unit for the motor vehicle, wherein the motor vehicle includes an air conditioning unit for conditioning the air in the passenger compartment, wherein a compressor of the air conditioning unit can compress a refrigerant present in the air conditioning unit. According to the invention, the objective of the electric motor is achieved by having an interface for connecting the motor to a compressor, thereby reducing the internal pressure in the internal space of the motor, in which a rotor is rotatably supported. All the advantages, features, and aspects explained in conjunction with the method according to the invention can also be transferred to the electric motor according to the invention, and vice versa.

[0021] The motor interface can be a connector or fitting. Connectors (such as air hoses) can be used to connect the compressor to the motor via the motor interface.

[0022] Furthermore, the present invention relates to an air conditioning unit for a motor vehicle, by means of which the air conditioning unit can regulate the air in the passenger compartment of the motor vehicle, wherein a compressor of the air conditioning unit can compress a refrigerant present in the air conditioning unit, wherein the motor vehicle includes an electric motor forming a power unit. According to the invention, the objective of the air conditioning unit is achieved by having an interface for connecting the electric motor to the compressor, thereby reducing the internal pressure in the internal space of the electric motor, in which a rotor is rotatably supported. All the advantages, features, and aspects of combining the method according to the invention and / or the electric motor according to the invention can also be transferred to the air conditioning unit according to the invention, and vice versa.

[0023] The interface of the air conditioning unit can be a connector or fitting. The described connectors (e.g., air hoses) can be used to connect the air conditioning unit, specifically the compressor, to the motor via the interface.

[0024] Finally, the present invention also relates to a motor vehicle comprising an electric motor forming a power unit and an air conditioning unit for conditioning the air in the passenger compartment, wherein a compressor of the air conditioning unit can compress a refrigerant present in the air conditioning unit. According to the invention, the objective of the motor vehicle is achieved by means of a compressor, in which the internal pressure in the internal space of the electric motor, in which a rotor is rotatably supported, can be reduced. All advantages, features, and aspects explained in conjunction with the method according to the invention and / or the electric motor according to the invention and / or the air conditioning unit according to the invention can also be transferred to the motor vehicle according to the invention, and vice versa. Attached Figure Description

[0025] Other advantages and details of the invention will become apparent from the embodiments explained below and from the accompanying drawings, which schematically illustrate:

[0026] Figure 1 A schematic top view of a motor vehicle according to an embodiment of the present invention is shown. The motor vehicle includes an electric motor according to an embodiment of the present invention and an air conditioning unit according to an embodiment of the present invention.

[0027] Figure 2 It shows the relationship with Figure 1 The illustration shows the same motor vehicle, with the compressor in air conditioning mode.

[0028] Figure 3 It shows the relationship with Figure 1 The illustration shows the same motor vehicle, where the compressor is in pressure reduction mode, and

[0029] Figure 4 A flowchart of the method according to the invention based on one embodiment is shown. Figures 1 to 3 This method is applied to motor vehicles. Detailed Implementation

[0030] Figure 1 A schematic top view of a motor vehicle 1 according to an embodiment of the present invention is shown. The motor vehicle 1 includes an electric motor 2 according to an embodiment, which forms a power unit and is connected to an energy storage device 3 or a power battery. The electric motor 2 includes a housing 4 and a stator 5 disposed within the housing and a rotor 6 rotatably supported. In order to transmit the driving torque generated by means of energy from the energy storage device 3 to the wheels of the motor vehicle 1, the shaft of the electric motor 2, specifically the rotor 6, is connected to the power transmission system 7 of the motor vehicle 1.

[0031] Furthermore, the motor vehicle 1 includes an air conditioning unit 8 for conditioning the air in the passenger compartment 9, where the occupants of the motor vehicle 1 are located during operation. The air conditioning unit 8 includes or forms a cooling system 10, which is designed as a cooling loop in which a coolant circulates. A heat exchanger 11 is integrated into the cooling loop, through which heat is transferred from an airflow 12 to be introduced into the passenger compartment 9 to the refrigerant. Currently, the air forming the airflow 12 is drawn in from outside the motor vehicle 1, and additionally or alternatively, this air may also come from the passenger compartment 9. Furthermore, a compressor 13 is integrated into the cooling loop, by means of which the refrigerant is compressed and driven to circulate in the cooling loop. Other components 14 of the cooling loop (such as an expansion valve, a liquefier, and / or the like) are also included. Figure 1 It is symbolically pointed out in the text.

[0032] Furthermore, the vehicle 1 includes a control device 14, which generates a control signal 15 that causes the compressor 13 to operate in either air conditioning mode or depressurization mode. For this purpose, the control signal 15 is output to a valve device 16, specifically to its input valve 17 and output valve 18, the valve positions of which can be adjusted by the control signal 15. Thus, the control signal 15 causes the valve device 16 to enter air conditioning mode, thereby causing the compressor 13 to enter air conditioning mode. Additionally, the control signal 15 also causes the valve device 16 to enter depressurization mode, thereby causing the compressor 13 to enter depressurization mode.

[0033] Figure 2 and Figure 3 It shows the relationship with Figure 1 The illustration shows the same motor vehicle 1, in which compressor 13 is located... Figure 2 The room is in air conditioning mode, and Figure 3 It is in decompression mode. Figure 2 and Figure 3 In the diagram, the piping that is disconnected from (or more precisely, not connected to) the compressor 13 by means of valve device 16 is represented by dotted lines. For clarity, in Figure 2 and Figure 3 Reference numerals are not shown in the accompanying drawings, which are referred to in this context. Figure 1 .

[0034] Now for reference Figure 2This is the air conditioning mode. In this state, the compressor 13 is integrated into the cooling system 10 via a valve device 16 to regulate the airflow in the passenger compartment 9. For this purpose, the suction-side inlet of the compressor 13 is connected to a coolant line 19 of the cooling system 10 upstream of the compressor 13, which connects the heat exchanger 11 to the compressor 13. The pressure-side outlet of the compressor 13 is connected to a coolant line 20 of the cooling system 10 downstream of the compressor 13, which connects the compressor 13 to the heat exchanger 11.

[0035] Now for reference Figure 3 This is the depressurization mode. In this state, the compressor 13 is connected to the internal space 21 of the motor 2 via the valve device 16, and the rotor 6 is rotatably supported in this internal space, which is realized through the interior of the housing 4. For this purpose, the suction-side inlet of the compressor 13 is connected to the pipe 22 leading to the internal space 21. The pressure-side outlet of the compressor 13 is connected to the discharge pipe 23, through which the gas drawn from the internal space 21 by the compressor 13 can be discharged to the surrounding environment of the vehicle 1. Therefore, by means of the compressor 13 in depressurization mode, the internal pressure present in the internal space 21 can be reduced, thereby reducing or avoiding energy loss due to air friction due to the rotation of the rotor 6.

[0036] In summary, if based on Figures 1 to 3 The input valve 17 includes two inlets, one connected to a conduit 22 leading to the interior space 21, and the other connected to a refrigerant conduit 19 upstream of the compressor 13. Additionally, the input valve 17 includes an outlet connected to the suction-side inlet of the compressor 13. The output valve 18 includes an inlet and two outlets, the inlet connected to the pressure-side outlet of the compressor 13, one outlet connected to a discharge conduit 23, and the other connected to a refrigerant conduit 20 downstream of the compressor 13. In the air-conditioning state of the valve assembly 16, the input valve 17 connects the refrigerant conduit 19 to the suction-side inlet of the compressor 13, and the output valve 18 connects the pressure-side outlet of the compressor 13 to the refrigerant conduit 20. In the depressurization state of the valve assembly 16, the input valve 17 connects conduit 22 to the suction-side inlet of the compressor 13, and the output valve 18 connects the pressure-side outlet of the compressor 13 to the discharge conduit 23.

[0037] To connect the motor 2 to the air conditioning unit 8, that is, to connect the interior space 21 to the pipe 22, the motor 2 has an interface 24, and the air conditioning unit 8 has an interface 25. These two interfaces are connected by means of a connector 26. Interfaces 24 and 25 are connecting parts that are connected by means of connectors 26 designed as air hoses.

[0038] The following is for reference. Figure 4 , Figure 4 A flowchart of a method according to the invention, based on one embodiment, is shown. The method, including steps 27 to 30, is according to... Figures 1 to 3 The method is performed in the described motor vehicle 1. The control device 14 is configured to perform the method and is connected to the corresponding components via signal lines.

[0039] In the first step 27, operating information 31, namely pressure information 32 and rotational speed information 33, is determined. Pressure information 32 relates to the current internal pressure and / or possible future internal pressure present in the internal space 21. To determine pressure information 32, the measurement signal from pressure sensor device 34 is transmitted to control device 14. Rotational speed information 33 relates to the current rotational speed of rotor 6 and / or possible future rotational speed. To determine rotational speed information 33, the corresponding information is retrieved from the vehicle control system (by which the operation of motor 2 is controlled) and transmitted to control device 14.

[0040] In the next step 28, the control device 14 checks whether the pressure reduction condition is met based on the operating information 31. If the internal pressure exceeds a preset pressure limit based on the pressure information 32, the pressure reduction condition is met. Alternatively, if the rotational speed exceeds a preset rotational speed limit based on the rotational speed information 33, the pressure reduction condition is met. Specifically, if the energy required to operate the compressor 13 to reduce the internal pressure is less than the energy loss occurring on the rotor 5, based on the operating information 31, the pressure reduction condition is met. Two conceivable specific variations related to this are described below, and energy calculations are performed within the range of these variations.

[0041] According to the first variant, the speed limit is determined based on the pressure information 32 such that when there is an internal pressure based on the pressure information 32, exceeding the speed limit will result in the expected energy loss on the rotor 6 exceeding the energy required to reduce the internal pressure by means of the compressor 13.

[0042] According to the second variation, the pressure limit is determined based on the rotational speed information 33 such that when there is a rotational speed of rotor 6 based on the rotational speed information 33, the pressure exceeds the pressure limit, causing the expected energy loss on rotor 6 to exceed the energy required to reduce the internal pressure by means of compressor 13.

[0043] For steps 29 and 30, it is assumed that compressor 13 is currently in air conditioning mode. Therefore, if the pressure reduction condition is met, control signal 15 is generated in step 29 such that valve device 16 switches from air conditioning state to pressure reduction state, and thus compressor 13 switches to pressure reduction mode. Otherwise, if the pressure reduction condition is not met, step 29 and the generation of control signal 15 are skipped in step 30, thus keeping compressor 13 in air conditioning mode. Afterward, the method restarts from the beginning, re-acquiring or updating operating information 31.

[0044] Finally, let's examine the case where compressor 13 is currently in pressure-reducing mode, in conjunction with steps 29 and 30. In this situation, if the pressure-reducing conditions are not met, control signal 15 is generated in step 29, causing valve device 16 to switch from pressure-reducing state to air-conditioning state, and thus causing compressor 13 to switch to air-conditioning state. Otherwise, if the pressure-reducing conditions are met, step 30 is equivalent to skipping step 29 and the generation of control signal 15, thus keeping compressor 13 in pressure-reducing mode. Subsequently, the method restarts from the beginning, re-acquiring or updating operating information 31.

Claims

1. A method for operating a motor vehicle (1), the motor vehicle comprising an electric motor (2) forming a power unit and an air conditioning unit (8) for conditioning the air in a passenger compartment (9), wherein, The refrigerant present in the air conditioning unit (8) is compressed by means of the compressor (13) of the air conditioning unit (8), wherein the internal pressure in the internal space (21) of the motor (2) is reduced by means of the compressor (13), in which the rotor (6) is rotatably supported.

2. The method according to claim 1, characterized in that, A control signal (15) is generated by means of a control device (14), which causes the compressor (13) to operate in air conditioning mode or in pressure reduction mode. In air conditioning mode, the compressor compresses the refrigerant, and in pressure reduction mode, the compressor reduces the internal pressure.

3. The method according to claim 2, characterized in that, Determine at least one piece of operational information (31) relating to the current state and / or future state of the motor vehicle (1), wherein a control signal (15) is generated based on the at least one piece of operational information (31).

4. The method according to claim 3, characterized in that, One of the operating information (31) or operating information (31) is pressure information (32) obtained, particularly by means of a signal from a pressure sensor device (34), which relates to the current internal pressure and / or future internal pressure.

5. The method according to claim 3 or 4, characterized in that, One of the operating information (31) or operating information (31) is—especially in the range of vehicle control—speed information (33), which relates to the current speed and / or future speed of the rotor (6).

6. The method according to any one of claims 3 to 5, characterized in that, By means of the control device (14) and by checking whether the pressure reduction condition is met according to the at least one operating information (31), if it is determined according to the at least one operating information (31) that it is appropriate to reduce the internal pressure, then the pressure reduction condition is met or can be met, wherein the control device (14) generates and outputs a control signal (15) to switch the compressor (13) to the pressure reduction mode or keep it in the pressure reduction mode.

7. The method according to claim 6 and any one of claims 4 or 5, characterized in that, If, based on the pressure information (32), the current internal pressure and / or future internal pressure exceed the pressure limit, and / or, based on the speed information (33), the current speed and / or future speed of the rotor (6) exceed the speed limit, then the pressure reduction condition is met or can be met.

8. The method according to claim 6 or 7, characterized in that, If it is determined from the at least one piece of operating information (31) that the energy required to operate the compressor (13) to reduce the internal pressure is less than the energy loss occurring in the rotor (6), then the pressure reduction condition is met or can be met.

9. The method according to any one of claims 2 to 8, characterized in that, The motor vehicle (1) includes a valve device (16) which can be switched from an air-conditioning state to a depressurization state by means of a control signal (15), and vice versa. In the air-conditioning mode, the compressor (13) is integrated into the cooling system (10) that guides the coolant by means of the valve device (16) in the air-conditioning state. In the depressurization mode, the compressor (13) is connected to the interior space (21) by means of the valve device (16) in the depressurization state.

10. The method according to claim 9, characterized in that, The valve assembly (16) has an input valve (17) and an output valve (18), wherein the input valve (17) has an outlet connected to the suction side inlet of the compressor (13) and two inlets, one of which is connected to the internal space (21) and the other inlet is connected to the coolant line (19) of the cooling system (10) upstream of the compressor (13), wherein the output valve (18) has an inlet connected to the pressure side outlet of the compressor (13) and two outlets, one of which is connected to a discharge line (23) for discharging gas drawn from the internal space (21) by means of the compressor (13) and the other outlet is connected to the coolant line (20) of the cooling system (10) downstream of the compressor (13).

11. An electric motor (2) for a motor vehicle (1), the electric motor being capable of being used as a power device for the motor vehicle (1), wherein, The motor vehicle (1) includes an air conditioning unit (8) for conditioning the air in the passenger compartment (9), wherein the compressor (13) of the air conditioning unit (8) can compress the refrigerant present in the air conditioning unit (8), wherein the motor (2) has an interface (24) for connecting the motor (2) to the compressor (13), thereby reducing the internal pressure in the internal space (21) of the motor (2) by means of the compressor (13), in which a rotor (6) is rotatably supported.

12. An air conditioning unit (8) for a motor vehicle (1), wherein the air conditioning unit (8) can regulate the air in the passenger compartment (9) of the motor vehicle (1), wherein, The compressor (13) of the air conditioning unit (8) can compress the refrigerant present in the air conditioning unit (8), wherein the motor vehicle (1) includes an electric motor (2) forming a power device, wherein the air conditioning unit (8) has an interface (25) for connecting the electric motor (2) to the compressor (13), thereby reducing the internal pressure in the internal space (21) of the electric motor (2) by means of the compressor (13), in which a rotor (6) is rotatably supported.

13. A motor vehicle (1) comprising an electric motor (2) forming a power unit and an air conditioning unit (8) for conditioning the air in a passenger compartment (9), wherein, The compressor (13) of the air conditioning unit (8) can compress the refrigerant present in the air conditioning unit (8), wherein the compressor (13) can reduce the internal pressure in the internal space (21) of the motor (2), in which the rotor (6) is rotatably supported.

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