JPWO2020066339A1 - Cooling structure of vehicle motor - Google Patents

Abstract

In the cooling structure of a vehicle motor, a compressor (50; ...) that compresses air and compressed air supplied from the compressor (50; ...) are warmed and cooled around the vehicle motor (30; ...). A straight-tube vortex tube (60; ...) that separates and discharges each, and a cooling duct (70; ...) that guides the cold air discharged from the vortex tube (60; ...) to the vehicle motor (30; ...). ) And, By arranging, it is possible to efficiently cool the electric motor and further improve the power consumption rate of the electric motor.

Description

The present invention relates to a cooling structure of a vehicle electric motor mounted on a vehicle and rotating a driving wheel of the vehicle.

Since a large current flows through the coil used in the vehicle motor, the amount of heat generated is large.
If the amount of heat generated is large, the power consumption rate of the electric motor becomes large and the electric motor is adversely affected. Therefore, it is required to cool the electric motor for vehicles.

Therefore, an example in which a forced fan is provided to blow cooling air to the motor to cool it (see, for example, Patent Document 1) and an example in which heat is dissipated from a case for accommodating the motor to cool it (see, for example, Patent Document 2). There is.

Japanese Unexamined Patent Publication No. 2006-50809 Japanese Unexamined Patent Publication No. 2013-129338

In Patent Document 1, a transmission case accommodating a drive motor and a power transmission mechanism is provided with an intake port for introducing outside air as cooling air by a forced fan and an exhaust port for discharging the outside air, and the intake port and the exhaust port are the stator of the drive motor. The drive motor is cooled by allowing outside air to flow through the gap between the stator and the rotor so as to communicate with each other through the gap between the rotor and the rotor.

Further, in Patent Document 2, the case body and the cover are joined to form a storage chamber for accommodating the electric motor and the controller, and heat from the joint portion of the case body near the rear wheel to the joint portion of the cover away from the rear wheel is generated. It is equipped with a heat transfer promoting unit such as a seal member having excellent heat transfer characteristics that promotes heat transfer, and cools the electric motor by lowering the temperature in the accommodation room by heat dissipation from the heat transfer promoting unit and the cover.

In the motor cooling structure disclosed in Patent Document 1, the introduced outside air passes through the gap between the stator and the rotor of the drive motor to cool the motor, and the outside air is used as the cooling air, and the heat source is used. The cooling efficiency of the motor is not always good because the outside air is not directly blown to a certain stator.

Since Patent Document 2 utilizes heat dissipation from the heat transfer promoting portion and the cover, the cooling efficiency of the electric motor is inferior to that of the one that positively cools the electric motor by cooling air or the like.

The present invention has been made in view of this point, and an object thereof is to provide a cooling structure for a vehicle electric motor capable of efficiently cooling an electric motor to further improve the power consumption rate of the electric motor. It is in the point of offering.

In order to achieve the above object, the present invention
In the cooling structure of a vehicle motor that is mounted on a vehicle and rotates the drive wheels of the vehicle.
Around the vehicle motor,
A compressor that compresses air,
A straight tubular vortex tube that separates the compressed air supplied from the compressor into warm air and cold air and discharges them respectively.
A cooling duct that guides the cold air discharged from the vortex tube to the vehicle motor, and
Provide a cooling structure for a vehicle motor, characterized in that

According to this configuration, the vortex tube separates the compressed air supplied from the compressor into warm air and cold air and discharges them respectively, and the discharged cold air is guided to the vehicle motor by the cooling duct, so that the cold air is directly supplied to the motor. The stator and rotor can be efficiently cooled to further improve the power consumption rate of the vehicle motor.

In addition, a compressor, a straight-tube vortex tube, and a cooling duct are arranged around the vehicle motor, and can be integrated around the vehicle motor to form a compact cooling structure, resulting in miniaturization and miniaturization. The assembleability is also good.

In a preferred embodiment of the invention
It has a reduction gear mechanism that decelerates the power of the vehicle motor and transmits it to the drive wheels.

According to this configuration, since it has a reduction gear mechanism that decelerates the power of the vehicle motor and transmits it to the drive wheels, it is possible to suppress the power required for the vehicle motor and reduce the size.

In a preferred embodiment of the invention
The vehicle motor is a radial gap type AC motor in which a stator coil and a rotor are arranged in the radial direction.
The cooling duct injects cold air toward the stator coil of the AC motor.

According to this configuration, the vehicle motor is a radial gap type AC motor in which the stator coil and rotor are arranged in the radial direction, and the cooling duct injects cold air toward the stator coil of the AC motor. Cold air is directly injected into the stator coil, which generates a large amount of heat, to efficiently cool the vehicle motor, and the power consumption rate of the vehicle motor can be further improved.

In a preferred embodiment of the invention
The cooling duct has an arc-shaped distribution pipe portion curved in an arc shape on the downstream side.
The arc-shaped distribution pipe portion has a plurality of injection ports opened in one axial direction of the central axis of the curved arc of the arc-shaped distribution pipe portion.
The arc-shaped split piping portion is adjacent to the stator coil of the vehicle motor, and is arranged so that the injection port faces the side surface of the stator coil.

According to this configuration, the arc-shaped dividing pipe portion formed on the downstream side of the cooling duct has a plurality of injection ports opened in one axial direction of the central axis of the arc of the arc-shaped dividing piping portion. Since the arc-shaped split piping section is adjacent to the stator coil of the vehicle motor and is arranged with the injection port facing the side surface of the stator coil, cold air is discharged from a plurality of injection ports toward the stator coil arranged in an annular shape. Since it is injected, cold air is directly injected toward the stator coil that generates the most heat, and it is possible to efficiently and effectively cool the vehicle motor and further improve the power consumption rate of the vehicle motor. can.

In a preferred embodiment of the invention
The vortex tube is directed in parallel with the motor output shaft and is integrally provided around the outer periphery of the motor case of the vehicle motor.

According to this configuration, the vortex tube is oriented parallel to the motor output shaft and is integrally provided around the outer periphery of the motor case of the vehicle motor. Therefore, the vortex tube is compactly provided in the motor case and the vortex tube is provided. The cooling system passage that supplies the cold air discharged from the cooling duct to the arcuate division pipe portion of the cooling duct can be shortened as much as possible.

In a preferred embodiment of the invention
The compressor is an electric compressor integrally equipped with a compressor motor.

According to this configuration, since the compressor is an electric compressor integrally equipped with a compressor motor, the compressor is driven and controlled regardless of the output torque of the vehicle motor to change the supply amount of compressed air. The cooling performance via the vortex tube can be controlled, and when the load on the vehicle motor increases and the heat generation is large, the cooling performance can be improved and the heat generation can be suppressed.

In a preferred embodiment of the invention
The compressed air inlet of the vortex tube is connected to the compressed air discharge port of the compressor and is fixed to the outer periphery of the compressor case of the compressor. Make up the body.

According to this configuration, the compressed air inlet of the vortex tube is connected to the compressed air discharge port of the compressor and is fixed to the outer periphery of the compressor case of the compressor, and the vortex tube is assembled together with the compressor to cool air. Since the supply substructure is configured, the vortex tube is integrated into the electric compressor in advance to make the cold air supply substructure compact, so that it can be used with various vehicle motors and around the vehicle motor. Can be easily disposed of to cool the vehicle motor.
That is, the cooling duct that guides the cold air to the vehicle motor can be connected to the cold air outlet of the tube on the cold air side, and the cold air supply substructure can be easily attached and used at the optimum position around the vehicle motor. It is excellent in assembling property and can reduce the cost.

In a preferred embodiment of the invention
The compressor is provided at the shaft end of the motor output shaft and is driven by the vehicle motor.

According to this configuration, the compressor is provided at the shaft end of the motor output shaft and is driven by the vehicle motor. Therefore, the vehicle motor is used as the power source for driving the compressor, and a separate dedicated power source is used. A compressor is provided at the shaft end of the motor output shaft, and the compressor can be compactly configured with a simple structure with a small number of parts.

In a preferred embodiment of the invention
The vortex tube is along a straight line connecting both ends of the cooling duct and a parallel straight line deviated in the direction of the central axis of the arc-shaped dividing pipe portion with respect to the cooling duct curved in a substantially U shape. Placed and placed
The cold air discharge port of the vortex tube is connected to the upstream duct of the cooling duct, and the compressed air introduction port of the vortex tube is connected to the compressed air discharge port of the compressor.

According to this configuration, the vortex tube is parallel to the cooling duct curved in a substantially U shape, with the straight line connecting both ends of the cooling duct and the arc-shaped dividing pipe portion shifted in the direction of the central axis of the arc. Since it is arranged along a straight line, the cooling duct and vortex tube can be assembled compactly, and the cooling duct rotates around the central axis of the arc of the arcuate branching pipe facing the outer stator on the downstream side of the cooling duct. By swirling the vortex tube that is in the above positional relationship with the cooling duct, the compressed air of the vortex tube is positioned at the optimum position for connection to the compressed air discharge port of the compressor provided at the shaft end of the electric motor output shaft. The introduction port can be easily arranged, and the cooling passage can be shortened.

In a preferred embodiment of the invention
The arc-shaped distribution pipe portion is arranged between the compressor and the stator coil.

According to this configuration, since the arc-shaped dividing pipe section is arranged between the compressor and the stator coil, the arc-shaped dividing piping section is located on the shaft end side of the motor output shaft with respect to the outer stator of the vehicle motor. The vortex tube and compressor can be centrally arranged to reduce the size of the cooling structure and shorten the cooling passage.

In a preferred embodiment of the invention
An intake air cleaner is disposed on the opposite side of the compressor from the vehicle motor.

According to this configuration, since the intake air cleaner is arranged on the side opposite to the vehicle electric motor with respect to the compressor, the intake air cleaner is placed on the side of the compressor provided on the shaft end side of the motor output shaft and the shaft end is further extended. Since the intake air cleaner is arranged, the intake air cleaner can filter dust and the like that are rolled up from the road surface and supply the compressor to the compressor, so that the durability of the compressor can be improved.

In a preferred embodiment of the invention
A bearing case that pivotally supports the drive axle of the drive wheel is arranged inside the wheel hub fixed to the drive axle.
The vehicle motor, the compressor, the vortex tube, and the cooling duct are housed in the bearing case.

According to this configuration, the bearing case that supports the drive axle of the drive wheel is arranged inside the wheel hub that is fixed to the drive axle, and the vehicle electric motor, compressor, vortex tube, and cooling duct are arranged in the bearing case. The power mechanism including the power source and the cooling structure are centrally arranged inside the wheel hub of the drive wheel.

In a preferred embodiment of the invention
A swing case with the front part pivotally supported by the vehicle body frame and extending rearward is provided swingably with the drive wheels pivotally supported at the rear part.
The vehicle electric motor, the compressor, the vortex tube, and the cooling duct are mounted on the swing case.

According to this configuration, a swing case whose front portion is pivotally supported by the vehicle body frame and extends rearward is provided swingably by supporting the drive wheels at the rear portion, and the swing case is equipped with a vehicle electric motor and a compressor. Since the vortex tube and the cooling duct are mounted, the vehicle electric motor can be effectively used in the swinging swing case where the front part is pivotally supported by the vehicle body frame and extends rearward and the drive wheel is pivotally supported at the rear part. By arranging the including power mechanism and cooling structure, it is possible to prevent the swing case from becoming large.

In a preferred embodiment of the invention
The vehicle motor is provided at the rear of the swing case with its motor output shaft oriented in the left-right vehicle width direction.
The vortex tube is oriented in the front-rear direction and is arranged in front of the vehicle motor in the swing case.

According to this configuration, a vehicle motor is provided at the rear of the long swing case in the front-rear direction with the motor output shaft oriented in the left-right vehicle width direction, and a vortex is provided in the space in front of the vehicle motor in the swing case. Since the tubes are oriented in the front-rear direction, the space in front of the vehicle motor in the long swing case can be effectively used and the long vortex tubes can be efficiently placed in the front-rear direction. , It is possible to prevent the swing case from becoming large.

In a preferred embodiment of the invention
A motor control device for controlling the vehicle motor is mounted on the swing case.
The cooling duct has a branch pipe portion for shunting cold air.
A branch pipe having one end connected to the branch pipe portion inserts the other end into the motor control device.

According to this configuration, the motor control device that controls the vehicle motor is mounted on the swing case, and the cold air discharged from the vortex tube is diverted by the branch pipe portion of the cooling duct and supplied to the motor control device. Cold air can be distributed and supplied from one vortex tube mounted in a space-efficient manner to the vehicle motor and motor control device mounted on the vehicle, and both the vehicle motor and motor control device can be efficiently cooled at the same time. ..

In a preferred embodiment of the invention
A cushion is interposed between the rear portion of the swing case and the rear frame above the swing case of the vehicle body frame.
The vortex tube is provided so as to face in the vertical direction adjacent to the front portion of the stator coil of the vehicle motor provided at the rear portion of the swing case.
In the vortex tube, a long warm air side tube portion that discharges warm air from the end portion and a short cold air side tube portion that discharges cold air from the end portion extend in opposite directions to each other.
The warm-up side tube portion projects upward from the swing case and is located in front of the cushion.

According to this configuration, the vortex tube provided in the rear part of the swing case and directed in the vertical direction adjacent to the front part of the stator coil of the vehicle electric motor has a warm-up side tube portion extending upward and a cushion. Since it is located in the front, the vortex tube that points in the vertical direction reduces the size of the swing case in the vehicle width direction, while the warm air outlet of the warm air side tube is covered by the rear cushion, simplifying the protective structure of the vortex tube. can do.

In a preferred embodiment of the invention
The compressor is arranged above the plane including the drive axle of the drive wheel and the shaft support portion of the swing case with respect to the vehicle body frame.

According to this configuration, the compressor is located above the plane including the drive axle of the drive wheels and the shaft support for the body frame of the swing case, so that the compressor is protected from external forces from below by the swing case. At the same time, the bank angle of the motorcycle is secured.

In a preferred embodiment of the invention
The power of the vehicle electric motor arranged apart from the drive axle of the drive wheel is transmitted to the drive axle via the endless member.

According to this configuration, the power of the vehicle electric motor arranged apart from the drive axle of the drive wheel is transmitted to the drive axle via the endless member, so that the heavy vehicle electric motor vibrates. It is possible to reduce the weight of the drive wheel side supported by the cushion by separating it from the drive wheel, reduce the load on the cushion, and easily secure good cushioning property.

In a preferred embodiment of the invention
The vortex tube is directed in parallel with the motor output shaft of the vehicle motor and is integrally provided around the outer periphery of the motor case of the vehicle motor.

According to this configuration, the vortex tube is oriented parallel to the motor output shaft and is integrally provided around the outer periphery of the motor case of the vehicle motor, so that the vortex tube is compactly provided in the motor case.

In the present invention, the compressed air supplied from the compressor is separated into warm air and cold air by the vortex tube and discharged, and the discharged cold air is introduced into the electric motor case of the vehicle motor by the cooling duct, so that the cold air can be generated. It is possible to efficiently cool the stator and rotor of the direct motor to further improve the power consumption rate of the vehicle motor.
In addition, a compressor, a tubular vortex tube, and a cooling duct are arranged around the vehicle motor around the vehicle motor, and the cooling structure can be integrated into the vehicle motor to form a compact cooling structure. It is easy to assemble and is easy to assemble.

It is an overall side view of the electric motorcycle which concerns on 1st Embodiment of this invention. It is a side view of the main part of the electric motorcycle. It is a vertical cross section of the same main part. It is a perspective view of the main part. It is a top view which shows the electric compressor and the vortex tube shown in the cross section. It is a vertical sectional view of a vortex tube. It is a perspective view of a cooling duct. It is an exploded perspective view of the cooling duct for a vehicle motor. It is a side view of the main part of the electric motorcycle which shows the modification of the 1st Embodiment. It is a side view of the main part of the electric motorcycle which concerns on 2nd Embodiment of this invention. It is a vertical cross section of the same main part. It is a perspective view of the main part of the electric motorcycle. It is a side view of the main part of the electric motorcycle which concerns on 3rd Embodiment of this invention. It is a vertical cross section of the same main part. It is a side view of the main part of the electric motorcycle which concerns on 4th Embodiment of this invention. It is a vertical cross section of the same main part. 6 is a vertical cross section of a main part of an electric motorcycle according to a fifth embodiment of the present invention. 6 is a vertical cross section of a main part of an electric motorcycle according to a sixth embodiment of the present invention. It is a side view of the main part of the motor of the electric motorcycle on the vehicle side. 6 is a vertical cross section of a main part of an electric motorcycle according to a seventh embodiment of the present invention. It is an enlarged vertical sectional view of a main part of the electric motorcycle on the motor side for a vehicle. It is an enlarged side view of the main part. It is a front view of the cold air supply substructure which concerns on 8th Embodiment of this invention. It is a side view of the same cold air supply substructure with a partial cross section. It is another side view of the same cold air supply substructure with a partial cross section. It is sectional drawing of the main part of the electric four-wheeled vehicle which concerns on 9th Embodiment of this invention.

Hereinafter, the first embodiment according to the present invention will be described with reference to FIGS. 1 to 8.
FIG. 1 is a side view of an electric motorcycle 1 which is a saddle-mounted vehicle according to a first embodiment to which the present invention is applied.
In the description of the present specification, the front-rear, left-right directions are based on the usual reference that the straight-ahead direction of the electric motorcycle 1 according to the present embodiment is the front, and in the drawings, FR is the front and RR is the rear. , LH indicates the left side, and RH indicates the right side.

As shown in FIG. 1, the vehicle body frame 2 of the electric motorcycle 1 has a down frame 4 extending downward from the head pipe 3 and a lower end portion of the down frame 4 that is slightly lowered while branching in the left and right vehicle width directions. It consists of a pair of left and right lower frames 5, 5 extending to the rear of the vehicle, and seat rails (rear frames) 6, 6 extending diagonally backward from the rear ends of the lower frames 5, 5.

A handle 8 is provided at the upper end of the steering shaft 7 rotatably supported by the head pipe 3, and a pair of left and right front forks 9 and 9 connected to the lower end of the steering shaft 7 extend forward and downward, and the front fork 9 , The front wheel 10 is rotatably supported at the lower end of 9.
On the other hand, the pivot plates 11 and 11 are fixed to the inclined portions that bend and extend diagonally upward at the rear portions of the lower frames 5 and 5, and are attached to the pivot shafts (shaft branch) 12 erected between the left and right pivot plates 11 and 11. A pair of left and right hanger brackets 20h and 20h protruding forward from the front end of the swing case 20 are pivotally supported, and the swing case 20 is provided so as to be swingable up and down.

The swing case 20 is a case that is biased to the left in the left-right vehicle width direction and is long in the front-rear direction. Has been done.
A rear cushion 13 is interposed between the bracket 20b at the rear end of the swing case 20 and the bracket 6b at the rear of the seat rail 6 which is the upper rear frame of the swing case 20.
The battery 14 is mounted on the left and right lower frames 5 and 5 supported by the lower frames 5.

The vehicle body frame 2 is covered with the vehicle body cover 18.
A seat 19 is provided on the center cover portion 18c that covers the seat rail 6 of the vehicle body cover 18.
Further, step portions 18s and 18s are provided on the left and right lower frames 5 and 5, and the battery cover portion 18b covers the battery 14 mounted between the step portions 18s and 18s from above.

The swing case 20 extending rearward on the left side in the vehicle width direction from the front portion pivotally supported by the pivot shaft 12 bends to the left at the peripheral edges of the side wall 20A and the side wall 20A having long vertical faces in the front-rear direction. The outline is formed by the outer peripheral wall 20B, and the left end opening surface of the outer peripheral wall 20B is a mating surface 20Bf that faces the same vertical plane. Covers.

With reference to FIG. 3, the mating surface of the case cover 21 is aligned with the mating surface 20Bf of the outer peripheral wall 20B of the swing case 20, and the left side of the swing case 20 is covered with the case cover 21 to form an inner space inside. A vehicle motor 30 for traveling the vehicle is arranged at the rear.

The vehicle motor 30 is a radial gap type AC motor in which a stator coil and a rotor are arranged in the radial direction. An inner rotor 32 is integrally provided on the motor output shaft 31, and an annular outer stator 33 is provided on the outer periphery of the inner rotor 32. Is covered.
The motor output shaft 31 is oriented in the left-right vehicle width direction, and the outer stator 33 surrounding the inner rotor 32 is fixed to the swing case 20.
The stator coil 33c is wound around the stator core of the outer stator 33.
The inner rotor 32 and the outer stator 33 are housed in the motor case 34.

The motor output shaft 31 has a cylindrical shape, and is pivotally supported by a clutch output shaft 40 penetrating the inside thereof via bearings so as to be relatively rotatable.
The clutch output shaft 40 is pivotally supported by the swing case 20 via the bearing 40a, and the left end is pivotally supported by the case cover 21 via the bearing 40b.
A starting clutch 35 is provided between the left end of the clutch output shaft 40 and the left end of the motor output shaft 31.

The starting clutch 35 is a centrifugal clutch, and the clutch inner 36 is attached to the left end of the electric motor output shaft 31, the clutch outer 37 is attached to the left end of the clutch output shaft 40, and the electric motor output shaft 31 exceeds a predetermined rotation speed. Then, the clutch shoe 36a of the clutch inner 36 swings against the spring 36s and comes into contact with the inner peripheral surface of the clutch outer 37 to rotate the clutch outer 37 integrally and transmit power to the clutch output shaft 40.

A speed reducer chamber 41c, which is covered with a speed reducer cover 22 and houses a speed reduction gear mechanism 41, is formed on the rear right side surface of the side wall 20A of the swing case 20.
The clutch output shaft 40 penetrates the bearing 40a to the right and protrudes into the speed reducer chamber 41c.
The reduction gear mechanism 41 is configured as a two-axis reduction mechanism via an intermediate shaft 42 between the clutch output shaft 40 and the rear axle 16 that supports the rear rear wheel 15.

The intermediate large-diameter gear 42b fitted to the intermediate shaft 42 meshes with the small-diameter gear 40s formed on the clutch output shaft 40.
The intermediate small diameter gear 42s formed on the intermediate shaft 42 meshes with the rear axle large diameter gear 16b in the speed reducer chamber 41c of the rear axle 16.

The rear axle 16 is pivotally supported by the swing case 20 and the reducer cover 22 via bearings 16a and 16c, and the wheel 15w of the rear wheel 15 is fitted in a portion protruding to the right of the reducer cover 22 of the rear axle 16. Be worn.
Therefore, the rotation of the clutch output shaft 40 is decelerated by two axes through the meshing of the small diameter gear 40s of the reduction gear mechanism 41 and the intermediate large diameter gear 42b and the meshing of the intermediate small diameter gear 42s and the rear axle large diameter gear 16b. It is transmitted to 16 and the rear wheel 15 is rotated.

With reference to FIGS. 2 and 3, the electric two-wheeled vehicle 1 has a PCU (PCU) for controlling a vehicle motor 30 and the like on the left and right wide front parts where the left and right hanger brackets 20h and 20h of the swing case 20 project forward. Power Control Unit) 17 is installed.

The electric motorcycle 1 is provided with a cooling structure for cooling the vehicle motor 30.
This cooling structure consists of a compressor 50 that compresses air, a straight tubular vortex tube 60 that separates the compressed air supplied from the compressor 50 into warm air and cold air, and discharges the compressed air from the vortex tube 60. It is composed of a cooling duct 70 that introduces cold air into the electric motor case 34 of the electric motor 30 for vehicles.
As shown in FIGS. 2 to 4, the compressor 50, the vortex tube 60, and the cooling duct 70 forming the cooling structure are arranged around the vehicle electric motor 30.

Referring to FIG. 5, the compressor 50 is a turbo-type centrifugal compressor that rotates an impeller 51 to send out compressed air by centrifugal force, and a rotating shaft 52 of the impeller 51 drives and rotates an electric motor 55 for the compressor. The electric compressor 50 that is the axis.

The compressor case 53 of the electric compressor 50 is divided into a compressor side space for accommodating the impeller 51 and an electric motor side space for accommodating the compressor 55 by a partition wall 53s formed inside a cylindrical shape, and has a rotating shaft. 52 is pivotally supported and penetrates the partition wall 53s via the bearing 52a.

The compressor side space of the compressor case 53 is covered by the compressor case cover 54.
The compressor case cover 54 has a cylindrical suction cylinder portion 54i facing the end of the rotating shaft 52.
It has a spiral discharge cylinder portion 53e that bulges below the compressor case 53.
The space on the motor side of the compressor case 53 is closed by the motor cover 56, and the end portion of the rotating shaft 52 is pivotally supported by the motor cover 56 via the bearing 52b.

When the impeller 51 of the compressor 50 is rotated via the rotating shaft 52 by driving the compressor motor 55, outside air is sucked into the center of the compressor side space from the suction cylinder portion 54i, and the rotating impeller 51 moves in the centrifugal direction. The air that has been pushed and compressed is discharged from the discharge cylinder portion 53e.

As shown in FIGS. 2 and 4, the electric compressor 50 is mounted in the center of the swing case 20 in the front-rear direction with the rotation shaft 52 oriented in the left-right vehicle width direction.
The spiral discharge cylinder portion 53e that bulges below the compressor case 53 of the electric compressor 50 is open toward the rear.

The compressed air introduction connecting pipe 64 of the vortex tube 60 is connected to the discharge tube portion 53e of the electric compressor 50, and the compressed air is introduced into the vortex tube 60.
With reference to FIG. 6, the vortex tube 60 has a straight tubular tube body 61.

The tube main body 61 includes a long warm air side tube portion 61a having a coaxial tube center axis Lc and a short cold air side tube portion 61b having an enlarged diameter.
The cold air side tube portion 61b has an introduction cylinder portion 61bj protruding from the side wall in a direction perpendicular to the tube center axis Lc.
The introduction connection pipe 64 is connected to the introduction cylinder portion 61bj of the cold air side tube portion 61b.

Therefore, the discharge tube portion 53e of the compressor 50 and the introduction tube portion 61bj of the vortex tube 60 are connected by the introduction connection pipe 64 and communicate with each other, so that the air compressed by the compressor 50 is the cold air side tube of the vortex tube 60. Introduced in section 61b.

A nozzle 62 is fitted in the cold air side tube portion 61b of the vortex tube 60, a swivel chamber 61c is formed on the outer periphery of the nozzle 62, and the inside of the inner peripheral surface of the nozzle 62 is the opening end surface of the discharge cylinder portion 53e. The cold air discharge port 62h is opened toward the direction.
The compressed air introduced from the compressor 50 enters the swirling chamber 61c and is ejected by the nozzle 62 toward the peripheral wall of the swirling chamber 61c in the tangential direction to form a vortex flow.
The ejected compressed air becomes a vortex and enters the warm air side tube portion 61a communicating with the swirl chamber 61c.

A control valve 63 is fitted to the end of the warm air side tube portion 61a.
Further, a warm air exhaust pipe 65 is fitted externally to the end of the warm air side tube portion 61a, and the open end of the warm air exhaust pipe 65 serves as a warm air exhaust port 65h.

The compressed air ejected from the swirl chamber 61c moves in the warm air side tube portion 61a as a vortex along the inner surface of the cylinder toward the control valve 63.
When this vortex flow of air reaches the control valve 63, a part of the flow passes between the control valve 63 and the inner peripheral surface of the warm air side tube portion 61a and goes out from the warm air discharge port 65h of the warm air exhaust pipe 65. It is discharged as warm air.

On the other hand, the remaining air whose flow is blocked by the control valve 63 is pushed back to the tube center axis Lc of the warm air side tube portion 61a, swirls along the tube center axis Lc, becomes a vortex, and faces the nozzle 62 toward the nozzle 62. It passes through the inside and is discharged from the cold air discharge port 62h.

Therefore, in the warm air side tube portion 61a, a vortex flow that moves toward the control valve 63 along the inner surface of the cylinder and a vortex flow that moves in the opposite direction toward the nozzle 62 along the tube center axis Lc are formed.

The two air vortices inside and outside the inner vortex along the tube central axis Lc in the warm air side tube portion 61a and the outer vortex flow along the inner surface of the cylinder of the warm air side tube portion 61a rotate in the same direction at the same angular velocity and rotate with each other. As they move in opposite directions, a violent turbulence occurs at the boundary between the two vortices, heat is transferred from the inner vortex to the outer vortex, and the air in the outer vortex is warm (dotted chain arrow in FIG. 6). (Shown) and discharged from the warm air discharge port 65h, and the vortex air flowing inside becomes cold air (indicated by the broken line arrow in FIG. 6) and is discharged from the cold air discharge port 62h.

As described above, in the vortex tube 60, the compressed air introduced into the introduction cylinder portion 61bj of the cold air side tube portion 61b is warmed up by the above action in the warm air side tube portion 61a between the swivel chamber 61c and the control valve 63. It is configured so that it separates from the cold air and is discharged in opposite directions.

The vortex tube 60 is arranged adjacent to the rear of the electric compressor 50 with the warm air discharge port 65h facing upward and the cold air discharging port 62h facing downward in the vertical direction, and is an introduction connection facing forward. The discharge cylinder portion 53e in which the pipe 64 faces the rear of the electric compressor 50 is connected to each other by the introduction connecting pipe 64.

A cold air supply pipe 75 attached to the cooling duct 70 is connected to the cold air discharge port 62h facing downward of the vortex tube 60, and the cold air discharged from the cold air discharge port 62h of the vortex tube 60 connects to the cold air supply pipe 75. It is supplied to the cooling duct 70 via.

With reference to FIG. 7, the cooling duct 70 includes a linear refrigerant introduction pipe portion 71 on the upstream side and an arc-shaped split pipe portion 72 on the downstream side thereof, and the arc-shaped split pipe portion 72 on the downstream side thereof. A linear refrigerant introduction pipe 71 is formed extending in the tangential direction of the curved arc of the circle, and the cold air supply pipe 75 is connected to the side surface of the refrigerant introduction pipe 71.

With reference to FIG. 7, the cooling duct 70 is a metal pipe, and is compressed in the axial direction of the central axis C of the arc of the arcuate distribution pipe portion 72 and press-formed flat to form a flat rectangular cross section.
A plurality of injection ports 72j opened in one axial direction of the central axis C of the curved arc are provided on one side surface of the flatly formed arc-shaped dividing pipe portion 72 on the same arc.

With reference to FIG. 3, the arcuate branching pipe portion 72 of the cooling duct 70 aligns the central axis C of the arc with the central axis of the electric motor output shaft 31 of the vehicle electric motor 30 for the vehicle, so that the vehicle electric motor 30 is aligned with the central axis of the electric motor output shaft 31. The injection port 72j is arranged between the outer stator 33 and the start clutch 35 so as to be adjacent to the outer stator 33 and face the outer stator 33 with the injection port 72j facing the side surface of the outer stator 33.

As shown in FIGS. 7 and 8, in the cooling duct 70 having a flat rectangular cross-sectional shape, a mounting stay portion 71x pressed onto a flat plate is formed at the end of the refrigerant introduction pipe portion 71, and an arc-shaped distribution pipe is formed. In the portion 72, a flat plate-shaped mounting stay portion 72y is projected from the central portion of the outer periphery of the curved arc, and a flat plate-shaped mounting stay portion 72z is formed at the end portion.
Mounting holes 71xh, 72yh, and 72zh are provided in the mounting stay portions 71x, 72y, and 72z of the cooling duct 70, respectively.

An introduction port 71h is drilled in the same side surface of the refrigerant introduction pipe portion 71 as the side surface where the injection port 72j of the cooling duct 70 is formed, and as shown in FIG. 7, the cold air supply pipe 75 is connected to the introduction port 70h. ..
With reference to FIG. 7, the cold air supply pipe 75 protrudes in the axial direction of the central axis C from the connection portion with the cooling duct 70, and then bends at a substantially right angle and extends upward.

As shown in FIG. 8, three mounting columns 20x, 20y, and 20z are formed so as to project to the left from the rear inner surface of the side wall 20A of the swing case 20 along the outer peripheral surface of the outer stator 33 of the vehicle motor 30. There is.
Bolt female screw holes 20xh, 20yh, 20zh are formed in each mounting column 20x, 20y, 20z.
The mounting columns 20x, 20y, and 20z are associated with the mounting holes 71xh, 72yh, and 72zh of the mounting stays 71x, 72y, and 72z of the cooling duct 70, respectively, and the bolt 73 is passed through the mounting holes 71xh, 72yh, 72zh. The cooling duct 70 is attached to the side wall 20A of the swing case 20 by screwing and fastening the bolts to the female screw holes 20xh, 20yh, and 20zh.

In the cooling duct 70 thus attached, with reference to FIG. 8, the arc-shaped distribution pipe portion 72 faces the outer stator 33 of the vehicle electric motor 30, and the injection port 72j is opened on the right side surface of the arc-shaped distribution pipe portion 72. Is arranged toward the side surface of the outer stator 33.

The refrigerant introduction pipe portion 71 of the cooling duct 70 extends diagonally upward from the arc-shaped distribution pipe portion 72, and the cold air supply pipe 75 is connected to the right side surface of the refrigerant introduction pipe portion 71 and extends upward. There is.
The upper end of the cold air supply pipe 75 is connected to the cold air side tube portion 61b of the vortex tube 60, and the cold air supply pipe 75 supplies the cold air discharged from the cold air discharge port 62h to the cooling duct 70.

With reference to FIGS. 2 and 4, in the vertical direction, the spiral discharge tube portion 53e bulging below the compressor case 53 of the electric compressor 50 mounted on the upper peripheral wall 20Buu of the swing case 20. Since the lower cold air side tube portion 61b of the directional vortex tube 60 is connected via the introduction connection tube 64, the lower cold air side tube portion 61b is located at the height position of the upper peripheral wall 20Buu of the swing case 20. , Penetrating the upper wall of the case cover 21.

Therefore, as shown in FIGS. 2 and 4, the warm air side tube portion 61a above the cold air side tube portion 61b of the vortex tube 60 projects upward from the swing case 20 and the case cover 21 and is exposed to the outside. There is.
As shown in FIGS. 2 and 3, the warm air side tube portion 61a protruding from the information of the vortex tube 60 is formed by the bracket 20b at the rear end of the swing case 20 and the bracket 6b at the rear of the seat rail 6 of the vehicle body frame 2. It is located in front of the rear cushion 13 that is interposed between them.

Further, as shown in FIG. 2, the electric compressor 50 mounted on the swing case 20 is mounted on the upper peripheral wall 20Bu of the swing case 20 and holds the rear axle 16 of the rear wheel 15 and the front end of the swing case 20. It is arranged above the plane P including the pivot shaft 12 that supports the shaft and the rear axle 16 of the rear wheel 15 at the rear of the swing case 20.

In a motorcycle that runs on an internal combustion engine equipped with a swing case, an air cleaner was mounted on the upper peripheral wall 20Bu of the swing case 20, but in an electric motorcycle, an air cleaner is no longer necessary, and the swing case 20 with an air cleaner The electric compressor 50 can be arranged by utilizing the empty space above the upper peripheral wall 20Bu.
Since the electric compressor 50 is mounted on the upper peripheral wall 20Bu of the swing case 20, it is possible to prevent the ingress of water such as mud splashes and rain.

In the first embodiment of the cooling structure for the vehicle motor according to the present invention, the following effects are obtained.
With reference to FIG. 4, the air compressed by the rotation of the impeller 51 driven by the compressor motor 55 in the electric compressor 50 is cooled by the vortex tube 60 from the discharge tube portion 53e via the introduction connecting pipe 64. When introduced into the introduction tube portion 61bj of the side tube portion 61b, the warm air and the cold air are separated, and the cold air is supplied from the cold air discharge port 62h facing downward to the cooling duct 70 via the cold air supply pipe 75, while the cold air is supplied to the cooling duct 70. The warm air is discharged to the outside from the warm air discharge port 65h of the warm air side tube portion 61a extending upward.

As shown in FIGS. 3 and 4, the cold air supplied to the cooling duct 70 is filled in the arc-shaped dividing pipe portion 72, and the outer stator of the vehicle electric motor 30 is filled from the injection port 72j of the arc-shaped dividing pipe portion 72. Since the injection is directed toward the side surface of the stator coil 33c of 33, cold air is directly injected toward the stator coil 33c, which generates the largest amount of heat, and the vehicle electric motor 30 is efficiently and effectively cooled to the vehicle. The power consumption rate of the electric motor 30 can be further improved.

As shown in FIGS. 2 to 4, an electric compressor 50, a straight tubular vortex tube 60, and a cooling duct 70 are arranged around the vehicle motor 30 around the vehicle motor 30 to form a vehicle. The cooling structure can be compactly configured around the motor 30 for miniaturization, and the assembly performance is also good.

As shown in FIG. 3, since it has a reduction gear mechanism 41 that decelerates the power of the vehicle motor 30 and transmits it to the rear wheels 15 that are the drive wheels, the power required for the vehicle motor is suppressed to reduce the size. be able to.

As shown in FIGS. 2, 3 and 7, the arc-shaped dividing pipe portion 72 formed on the downstream side of the cooling duct 70 is located in the axial direction of one of the central axes C of the arc of the arc-shaped dividing pipe portion 72. It has a plurality of injection ports 72j that are open toward the vehicle, and the arc-shaped distribution pipe portion 72 has a central axis C aligned with the motor output shaft 31 of the vehicle motor 30 and is adjacent to the outer stator 33 of the vehicle motor 30. Since the injection port 72j is arranged toward the side surface of the stator coil 33c of the outer stator 33, cold air is injected from the plurality of injection ports 72j toward the stator coil 33c of the outer stator 33 arranged in an annular shape. , Cold air is directly injected toward the stator coil 33c, which generates the most heat, and the vehicle motor 30 can be efficiently and effectively cooled, and the power consumption rate of the vehicle motor 30 can be further improved. ..

As shown in FIG. 5 and the like, since the compressor 50 is an electric compressor 50 integrally equipped with the compressor motor 55, the compressor 50 is driven and controlled for compression regardless of the output torque of the vehicle motor 30. The cooling performance via the vortex tube 60 can be controlled by changing the amount of air supplied, and when the load of the vehicle motor 30 increases and the heat generation is large, the cooling performance can be increased and the heat generation can be suppressed.

As shown in FIGS. 1 and 2, a swing case 20 whose front portion is pivotally supported by the vehicle body frame 2 and extends rearward is provided at the rear portion with a rear wheel 15 which is a drive wheel pivotally supported and swingably provided. Since the vehicle motor 30, compressor 50, vortex tube 60, and cooling duct 70 are mounted on the swing case 20, the front part is pivotally supported by the vehicle body frame 2 and the rear wheel 15 is extended rearward. It is possible to prevent the swing case 20 from becoming large by arranging a power mechanism including a vehicle motor 30 and a cooling structure by effectively utilizing the inside of the swinging swing case 20 that supports the shaft.

As shown in FIGS. 1 to 3, a vortex tube provided in the rear portion of the swing case 20 and oriented in the vertical direction adjacent to the front portion of the stator coil 33c of the outer stator 33 of the vehicle electric motor 30. In 60, since the warm air side tube portion 61a extends upward and is located in front of the rear cushion 13, the temperature of the warm air side tube portion 61a is reduced while the swing case is miniaturized in the vehicle width direction by the vertically oriented vortex tube 60. The air outlet is covered by the rear rear cushion 13, which simplifies the protective structure of the vortex tube 60.

As shown in FIG. 2, the compressor 50 is from a plane P including a rear axle (driving axle) 16 of the rear wheel (driving wheel) 15 and a pivot shaft 12 which is a shaft support for the vehicle body frame 2 of the swing case 20. Is also arranged on the upper side, so that the compressor 50 is protected by the swing case 20 against external force from below, and the bank angle of the electric motorcycle 1 is secured.

A modified example of the first embodiment of the present invention is shown in FIG. 9 and described.
As the reference numeral of the member in this modification, the reference numeral of the member in the previous example shown in FIGS. 1 to 8 is used.

The modified example shown in FIG. 9 has almost the same basic structure as the previous example, but the bracket 20b of the swing case 20 to which the lower end of the rear cushion 13 is pivotally supported is located above the vehicle motor 30 and swings. The pivot shaft 12 that projects from the outer peripheral wall 20B of the case 20 and supports the front end of the swing case 20 is located at a position lower than the rear axle 16 of the rear wheel 15, and is with the rear axle 16 of the rear wheel 15. It is different from the previous example that the plane P including the pivot axis 12 is inclined forward and downward.

Therefore, as shown in FIG. 9, the compressor 50 is positioned so as to be sandwiched between the lower end shaft branch of the rear cushion 13 and the pivot shaft 12, and avoids the ingress of water such as mud splashes and rain as much as possible. be able to.

Next, the second embodiment according to the present invention will be described with reference to FIGS. 10 to 12.
The second embodiment is an electric two-wheeled vehicle provided with a swing case 220 having a vehicle motor 230 at the rear, and has a rear axle 216 of the rear wheel 215 coaxially with the motor output shaft 231 of the vehicle motor 230. be.
With reference to FIG. 11, a bearing 216a is interposed between the small diameter end portion 231e at the right end of the motor output shaft 231 and the left end recess 216e of the coaxial rear axle 216, and the motor output shaft 231 and the rear axle 216 are mutually connected. They are arranged coaxially on the left and right so that they can rotate relative to each other.
Further, the rear axle 216 is pivotally supported by the speed reducer cover 222 described later via the bearing 216c.

A reduction gear mechanism 241 which is a two-axis reduction mechanism via an intermediate shaft 242 is interposed between the coaxial motor output shaft 231 and the rear axle 216.
That is, the intermediate large-diameter gear 242b fitted to the intermediate shaft 242 meshes with the small-diameter gear 231s formed on the motor output shaft 231.
The intermediate small diameter gear 242s formed on the intermediate shaft 242 meshes with the rear axle large diameter gear 216b in the speed reducer chamber 241c of the rear axle 216.
The reduction gear mechanism 241 is covered with the reduction gear cover 222.

In the second embodiment, the turbo type centrifugal compressor 250 is provided at the left end of the motor output shaft 231 of the vehicle motor 230 and is driven by the vehicle motor 230.
That is, the motor output shaft 231 is the rotation shaft of the impeller 251 of the compressor 250.

The structure is such that the arc-shaped distribution pipe portion 272 of the cooling duct 270 is arranged facing the side surface of the outer stator 233 of the vehicle motor 230.
The cooling duct 270 includes a refrigerant introduction pipe portion (upstream duct) 271 and an arc-shaped distribution pipe portion 272 that are almost the same as the cooling duct 70, but the side surface of the refrigerant introduction pipe portion 271 to which the cold air supply pipe 275 is connected is. The side surface on which the injection port 272j is formed is opposite to the side surface.

With reference to FIGS. 10 and 11, the cold air supply pipe 275 extends at a right angle from the connection portion on the side surface of the refrigerant introduction pipe portion 271 in the axial direction of the central axis C of the arc of the arcuate distribution pipe portion 272. In the side view of FIG. 10, it extends in a direction overlapping the end of the arcuate branching pipe portion 272.
With reference to FIG. 10, the cooling duct 270 is curved in a substantially U shape by the arcuate dividing pipe portion 272 and the refrigerant introduction pipe portion 271 forming an arc having a circumference angle of about 270 degrees. The cold air supply pipe 275 is arranged along a straight line connecting both ends of the 270 and a parallel straight line L deviated in the direction of the central axis C. Seems to form a ring.

A cold air side tube portion 261b having a cold air discharge port 262h of the tube body 261 of the vortex tube 260 is connected to the end of the cold air supply pipe 275 via a connecting pipe 266 (see FIG. 10).
With reference to FIGS. 10 and 11, the cold air supply pipe 275 and the straight tubular vortex tube 260 are connected in a straight line back and forth, so that the vortex tube 260 is relative to the cooling duct 270 which is curved in a substantially U shape. The cooling duct 270 is arranged along a substantially horizontal straight line connecting both ends at substantially the same height and a parallel straight line L deviated in the direction of the central axis C of the arc of the arc-shaped dividing pipe portion 272.

In the side view of FIG. 10, the cold air side tube portion 261b overlaps with the end portion of the arcuate branch pipe portion 272, and the warm air side tube portion 261a of the vortex tube 260 extends in the extension direction of the cold air supply pipe 275, and is viewed from the side view. The cooling duct 270 and the cold air supply pipe 275, which are formed in an annular shape, protrude from the annular shape and protrude in the tangential direction of the annular shape.

The cooling duct 270 is attached to the swing case 220 in a posture in which the arcuate piping portion 272 of the cooling duct 270 faces the side surface of the outer stator 233 of the vehicle motor 230 and both ends of the cooling duct 270 are located on the upper side. The vortex tube 260 is attached through the left case cover 221 (see FIGS. 11 and 12).
A plurality of injection ports 272j formed on the right side surface of the arc-shaped distribution pipe portion 272 are open toward the side surface of the outer stator 233.

When the cooling duct 270 is attached to the swing case 220 in this way, as shown in FIG. 10, the cold air supply pipe 275 is located above the cooling duct 270 and at substantially the same height as the upper part of the vehicle motor 130 in the front-rear direction. Arranged oriented and connected to the cold air supply pipe 275, the vortex tube 260 extends rearward and penetrates the left case cover 221.

With reference to FIG. 10, the compressor 150 provided at the left end of the motor output shaft 231 of the vehicle motor 230 is located below the cold air supply pipe 275 and has a spiral shape that bulges behind the compressor case 253. The discharge cylinder portion 253e is open upward, and the introduction cylinder portion 261bj protruding downward from the cold air side tube portion 261b of the vortex tube 260 is connected to the discharge cylinder portion 253e via the introduction connection pipe 264.

Therefore, the motor output shaft 231 that is rotated by the drive of the vehicle motor 230 rotates the rear wheels 215 via the reduction gear mechanism 241 and also rotates the impeller 251 of the compressor 250, and the compressed air is discharged from the discharge cylinder portion. The compressed air is introduced from 253e into the cold air side tube portion 261b via the introduction tube portion 261bj of the vortex tube 260, the compressed air is separated into the warm air and the cold air in the warm air side tube portion 261a, and the warm air is the warm air of the warm air side tube portion 261a. The cold air is discharged rearward from the exhaust pipe 265, and the cold air is discharged from the cold air side tube portion 261b into the front cold air supply pipe 275, and is supplied from the cold air supply pipe 275 to the cooling duct 270.

The cold air supplied to the cooling duct 270 is filled in the arc-shaped distribution pipe portion 272 and is injected from the injection port 272j of the arc-shaped distribution pipe portion 272 toward the side surface of the outer stator 233 of the vehicle motor 230. Cold air is directly injected toward the stator coil 233c, which generates the largest amount of heat, and the vehicle electric motor 230 can be efficiently and effectively cooled, so that the power consumption rate of the vehicle electric motor 230 can be further improved.

In the second embodiment of the cooling structure of the vehicle electric motor according to the present invention, the effects described below are particularly exhibited.
As shown in FIG. 11, since the compressor 250 is provided at the shaft end of the motor output shaft 131 and is driven by the vehicle motor 230, the vehicle motor 230 is used as the power source for driving the compressor 150. However, a compressor 250 is provided at the shaft end of the motor output shaft 231 without the need for a separate power source, and the compressor 250 can be compactly configured with a simple structure with a small number of parts.

As shown in FIGS. 10 and 11, the vortex tube 260 has a straight line connecting both ends of the cooling duct 270 and the center of the arc of the arc-shaped dividing pipe portion 272 with respect to the cooling duct 270 curved in a substantially U shape. Since it is arranged along a parallel straight line L deviated in the direction of the axis C, the cooling duct 270 and the vortex tube 260 are compactly assembled.

Further, since the vortex tube 260 has a relative positional relationship with respect to the cooling duct 270 as described above, the central axis C of the arc of the arc-shaped dividing pipe portion 272 facing the outer stator 233 on the downstream side of the cooling duct 270 is used. By turning the vortex tube 260, which is in a relative positional relationship with the cooling duct 270, as the cooling duct 270 rotates in the center, the exhaust tube portion (compressed air discharge) of the compressor 250 provided at the shaft end of the electric motor output shaft 131. The introduction tube portion (compressed air introduction port) 261bj of the vortex tube 160 can be easily arranged at the optimum position for connection with respect to the outlet) 253e, and the cooling passage can be shortened.

Depending on the position of the discharge tube portion (compressed air discharge port) 253e of the compressor 250, for example, the vortex tube 260 is attached to each position as shown by the two-dot chain line in FIG.
FIG. 12 shows an example in which the vortex tube 260 attached through the left case cover 221 protrudes upward, downward, and forward from the rear portion of the left case cover 221 other than the rear part by a two-dot chain line.

As shown in FIG. 11, since the arc-shaped distribution pipe portion 272 of the cooling duct 270 is arranged between the compressor 250 and the stator coil 233c of the outer stator 233 of the vehicle motor 230, the vehicle motor 230 On the shaft end side (left side) of the motor output shaft 231 with respect to the outer stator 233, the arcuate piping section 272, the vortex tube 260, and the compressor 250 are centrally arranged to reduce the size of the cooling structure and the cooling passage. It can be shortened.

Next, a third embodiment according to the present invention will be described with reference to FIGS. 13 and 14.
The third embodiment is an electric two-wheeled vehicle provided with a swing case 320 having a vehicle motor 330 at the rear, and is a rear axle of the rear wheel 315 coaxially with the motor output shaft 331 and the clutch output shaft 340 of the vehicle motor 330. It has 316.

The motor output shaft 331 has a cylindrical shape, and is pivotally supported by a clutch output shaft 340 penetrating the inside thereof via bearings so as to be relatively rotatable.
The clutch output shaft 340 is pivotally supported by the swing case 320 via the bearing 340a, and the left end is pivotally supported by the case cover 321 via the bearing 340b.
A starting clutch 335 is provided between the left end of the clutch output shaft 340 and the left end of the motor output shaft 331.

The start clutch 335 is a centrifugal clutch, and the clutch inner 336 is attached to the left end of the electric motor output shaft 331, the clutch outer 337 is attached to the left end of the clutch output shaft 340, and the electric motor output shaft 331 exceeds a predetermined rotation speed. Then, the clutch shoe 336a of the clutch inner 336 swings against the spring 336s and comes into contact with the inner peripheral surface of the clutch outer 337 to rotate the clutch outer 337 integrally and transmit power to the clutch output shaft 340.

A speed reducer chamber 341c is formed on the rear right side of the side wall of the swing case 320, which is covered with a speed reducer cover 322 and in which the speed reduction gear mechanism 341 is housed.
With reference to FIG. 14, a bearing 316a is interposed between the small diameter end portion 340e at the right end of the clutch output shaft 340 and the left end concave portion 316e of the coaxial rear axle 316, and the clutch output shaft 340 and the rear axle 316 are placed on each other. They are arranged coaxially on the left and right so that they can rotate relative to each other.

A reduction gear mechanism 341, which is a two-axis reduction mechanism via an intermediate shaft 342, is interposed between the coaxial clutch output shaft 340 and the rear axle 316.
That is, the intermediate large-diameter gear 342b fitted to the intermediate shaft 342 meshes with the small-diameter gear 340s formed on the motor output shaft 331.
The intermediate small diameter gear 342s formed on the intermediate shaft 242 mesh with the rear axle large diameter gear 316b in the speed reducer chamber 341c of the rear axle 316.

In the third embodiment, the piston type compressor 350 is attached by inserting the lower half portion into the upper part of the outer peripheral wall 320B of the swing case 320.
With reference to FIG. 14, in the piston type compressor 350, the cylindrical compressor case 351 is composed of a large-diameter cylinder portion 351a and a small-diameter cylinder portion 351b via a step portion, and the small-diameter cylinder portion 351b projecting to the front side. A connection port 351bh is formed in the cylinder 351bh, and a bottomed cylindrical cylinder 352 is fitted to the large-diameter cylinder portion 351a on the rear side in contact with the step portion, and the piston 353 can be slid back and forth in the cylinder 352. Fitted in.

A reduced diameter discharge cylinder port 352h is formed on the bottom wall 352b on the front side of the cylinder 352, and a discharge valve 354 urged rearward by the spring 354s closes the discharge cylinder port 352h so as to be openable and closable from the front.
The piston 353 that slides in the cylinder 352 has a communication hole 353h that communicates the compression space 350S on the front side between the bottom wall 352b of the cylinder 352 and the outer space on the rear side opposite to the bottom wall 352b.

A suction valve 355, which is a one-way valve, is arranged on the inner space side surface of the piston 353 so as to abut and close the communication hole 353h, and the substrate 355b is arranged so as to be in contact with the outer space side surface of the piston 353. A connecting rod 355c, which is provided and connects the suction valve 355 and the substrate 355b, is provided so as to penetrate the piston 353.
The distance between the suction valve 355 and the substrate 355b connected by the connecting rod 355c is larger than the front-rear width of the piston 353, and the suction valve 355 and the substrate 355b move back and forth by a certain distance with respect to the piston 353.

Therefore, when the piston 353 moves backward from the state shown in FIG. 14, the suction valve 355 opens the communication hole 353h, the piston 353 pushes the substrate 355b, and moves backward together with the suction valve 355 via the connecting rod 355c. Then, the outside air is sucked into the compression space 350S between the bottom wall 352b of the cylinder 352 through the communication hole 353h.
After that, when the piston 353 moves forward, it comes into contact with the suction valve 355, closes the communication hole 353h, and pushes the suction valve 355 forward, so that the air sucked into the compressed space 350S is compressed and becomes a certain air pressure. , The discharge valve 354 opens the discharge tube port 352h against the spring 354s, and the compressed air is discharged from the discharge tube port 352h.

A cam mechanism for reciprocating the piston 353 is provided, and the cam 357 is fitted to the cam rotation shaft 356 rotatably supported by the speed reducer cover 322.
The cam rotation shaft 356 is provided with a small diameter gear 356s that meshes with an intermediate large diameter gear 342b fitted to the intermediate shaft 342 of the reduction gear mechanism 341.
Therefore, when the clutch output shaft 340 rotates via the start clutch 335 by driving the vehicle motor 330, the cam rotation shaft 356 rotates together with the cam 357 via the intermediate large-diameter gear 342b.

The cam 357 is composed of a peripheral wall portion 357a having an egg-shaped annular cam shape and a bottom wall portion 357b that closes one opening of the peripheral wall portion 357a, and the bottom wall portion 357b is perpendicular to the cam rotation axis 356. It is fitted in.
On the other hand, a driven rod 358 connected to the end of the piston shaft portion 353a of the piston 353 in the piston type compressor 350 via a pin 359 pivotally supports a pair of front and rear adjacent rollers 358a and 358b via bearings. The pair of rollers 358a and 358b sandwich the peripheral wall portion 357a of the cam 357 from both the outer and inner sides to form a cam mechanism.

Therefore, when the cam 357 rotates, the rollers 358a and 358b that sandwich the rotating peripheral wall portion 357a of the cam 357 from inside and outside rotate, and reciprocate back and forth together with the driven rod 358 according to the egg-shaped cam shape of the peripheral wall portion 357a. do.
The reciprocating movement of the driven rod 358 reciprocates the piston shaft portion 353a connected to the driven rod 358 back and forth together with the piston 353.

When the piston 353 of the piston type compressor 350 reciprocates by the cam mechanism in this way, compressed air is discharged from the discharge cylinder port 352h of the cylinder 352 and discharged from the connection port 351bh as described above.

On the other hand, the vortex tube 360 is arranged in the front-rear direction in front of the vehicle motor 330 inside the long swing case 320 and the case cover 321 in the front-rear direction.
The vortex tube 360 is provided diagonally below the piston type compressor 350 with the long warm air side tube portion 361a and warm air exhaust pipe 365 of the tube body 361 on the front side and the short cold air side tube portion 361b on the rear side. There is.

Introducing the vortex tube 360 The introduction tube 361bj and the connection port 351bh of the piston type compressor 350 are connected, and the compressed air is introduced into the vortex tube 360.
The cold air supply pipe 375 attached to the cooling duct 370 is connected to the cold air discharge port 362h facing the rear of the vortex tube 360, and the cold air discharged from the cold air discharge port 362h of the vortex tube 360 connects to the cold air supply pipe 375. It is supplied to the cooling duct 370 via.

The cooling duct 370 includes a refrigerant introduction pipe portion 371 and an arc-shaped distribution pipe portion 372 that are substantially the same as the cooling duct 70, and the arc-shaped distribution pipe on the same side as the side surface of the refrigerant introduction pipe portion 371 to which the cold air supply pipe 375 is connected. A plurality of injection ports 372j are formed on the side surface of the portion 372.

With reference to FIG. 14, the arcuate part piping portion 372 of the cooling duct 370 is located between the outer stator 333 of the vehicle electric motor 330 and the start clutch 335 and faces the outer stator 333 adjacent to the outer stator 333, and the side surface of the outer stator 333. The injection port 372j is arranged so as to face.

The refrigerant introduction pipe portion 371 of the cooling duct 370 extends diagonally upward from the arc-shaped distribution pipe portion 372, and the cold air supply pipe 375 is connected to the right side surface of the refrigerant introduction pipe portion 371 and extends forward. There is.
The front end of the cold air supply pipe 375 is connected to the cold air side tube portion 361b of the vortex tube 360, and the cold air supply pipe 375 supplies the cold air discharged from the cold air discharge port 362h to the cooling duct 370.

The cold air supplied to the cooling duct 370 is filled in the arc-shaped distribution pipe portion 372 and is injected from the injection port 372j of the arc-shaped distribution pipe portion 372 toward the side surface of the outer stator 333 of the vehicle motor 330. Cold air is directly injected toward the stator coil 333c, which generates the largest amount of heat, and the vehicle electric motor 330 can be efficiently and effectively cooled, so that the power consumption rate of the vehicle electric motor 330 can be further improved.

In the third embodiment of the cooling structure of the vehicle electric motor according to the present invention, the effects described below are particularly exhibited.
As shown in FIGS. 13 and 14, a vehicle motor 330 is provided at the rear of the long swing case 320 in the front-rear direction with the motor output shaft 331 oriented in the left-right vehicle width direction, and is provided in the swing case 320. Since the vortex tube 360 is oriented and arranged in the front-rear direction in the space in front of the vehicle motor 330, the space in front of the vehicle motor 330 in the long swing case 320 can be effectively used in the front-rear direction. The long vortex tube 360 can be efficiently arranged, and the swing case 320 can be prevented from becoming large.

As shown in FIG. 13, since the piston type compressor 350 is attached by inserting the lower half portion into the upper part of the outer peripheral wall 320B of the swing case 320, the piston type compressor 350 is attached to an external force from below. It is protected by the swing case 320, and the bank angle of the electric motorcycle is secured.

Next, a fourth embodiment according to the present invention will be described with reference to FIGS. 15 and 16.
The fourth embodiment is an electric two-wheeled vehicle provided with a swing case 420 having a vehicle motor 430 at the rear, and is a rear axle of the rear wheel 415 coaxial with the motor output shaft 431 and the clutch output shaft 440 of the vehicle motor 430. It has 416 and has substantially the same structure as the third embodiment.

The fourth embodiment differs from the third embodiment in that the compressor is a scroll type compressor 450 instead of a piston type, and there is no cooling duct provided with an arcuate branching pipe. Other structures are the same as those in the third embodiment.
Therefore, in the fourth embodiment, for the same structure as that of the third embodiment, the same member is designated with a reference numeral in which the third digit 3 of the reference numeral is replaced with 4. Since the explanation is duplicated, it is omitted.

In the scroll type compressor 450, the main rotation shaft 452 and the sub rotation shaft 453 are rotatably supported in parallel in the left and right vehicle width directions in the compressor case 451, and the main rotation shaft 452 and the sub rotation shaft are supported. In 453, a timing belt 454 is laid between pulleys 452p and 453p having the same diameter fitted to each other, and the 453 rotates in the same direction at the same rotation speed.

The main rotating shaft 452 has an eccentric shaft end portion 452r eccentric to the left end, and a swivel scroll member 455 is pivotally supported on the eccentric shaft end portion 452r via a bearing 452b so as to be rotatable relative to the eccentric shaft end portion 452r.
The swivel scroll 455s of the swivel scroll member 455 is loosely fitted to the fixed scroll 456s of the fixed scroll member 456 fixed to the compressor case 451.

The sub-rotating shaft 453 has an eccentric shaft end portion 453r eccentric to the left end, and an outer fitting member 455r is externally fitted to the eccentric shaft end portion 453r via a bearing 453b. Are connected together.

Therefore, the eccentric shaft end portion 452r of the main rotating shaft 452 and the eccentric shaft end portion 453r of the auxiliary rotating shaft 453 swivel in the same phase, and the swivel scroll member 455 is pivotally supported by the eccentric shaft end portion 452r via the bearing 452b. Is integrally connected to the eccentric shaft end portion 453a with the outer fitting member 455r pivotally supported via the bearing 453b, so that the swivel scroll 455s swivels without rotating.

A crescent shape confined between the fixed scroll 456s and the swivel scroll 455s from the suction port 456i at the center of the fixed scroll member 456 by swiveling the swivel scroll 455s loosely fitted to the fixed scroll 456s without rotating. As the compression chamber moves outward, the air gradually becomes smaller, and the air is compressed and discharged as compressed air from the discharge port 451e formed in the upper part of the compressor case 451 which is the outer circumference of the fixed scroll 456s. ..

On the right side of the main rotating shaft 452, a small diameter gear 452s that meshes with the intermediate large diameter gear 442b fitted to the intermediate shaft 442 of the reduction gear mechanism 441 is provided.
Therefore, in the scroll compressor 450, the main rotating shaft 452 rotates through the meshing of the intermediate large-diameter gear 442b and the small-diameter gear 452s by driving the vehicle electric motor 430, so that the turning scroll 455s turns and discharges. Compressed air is discharged from port 451e.

On the other hand, the vortex tube 460 is arranged in the front-rear direction in front of the vehicle motor 430 inside the long swing case 420 and the case cover 421 in the front-rear direction.
The vortex tube 460 is scroll-type compressed with the long warm air side tube portion 461a and the warm air exhaust pipe 465 on the front side and the short cold air side tube portion 461b on the rear side, as in the third embodiment. It is installed diagonally below the machine 450.

The introduction connection pipe 464 connects the introduction tube portion 461bj of the vortex tube 460 and the discharge port 451e of the scroll type compressor 450.
A straight tubular cold air supply pipe 475 protrudes rearward through the connecting pipe 466 to the cold air discharge port 462h facing the rear of the vortex tube 460, and the cold air supply pipe 475 has the outer stator 433 of the vehicle motor 430 at the rear end. It is fitted in the front part of the peripheral wall of the covering electric motor case 434.

Therefore, driven by the vehicle motor 430, the clutch output shaft 440 rotates via the start clutch 435, and the main rotary shaft 452 of the scroll type compressor 450 rotates through the meshing of the intermediate large diameter gear 442b and the small diameter gear 452s. By rotating, the swivel scroll 455s swivels, and compressed air is discharged from the discharge port 451e to the introduction connection pipe 464, guided to the vortex tube 460, and introduced into the introduction cylinder portion 461bj of the vortex tube 460.

The compressed air introduced into the vortex tube 460 is separated into warm air and cold air in the warm air side tube portion 461a, the warm air is discharged forward from the warm air exhaust pipe 465 of the warm air side tube portion 461a, and the cold air is discharged forward from the cold air side tube portion 461b. It is supplied to the rear cold air supply pipe 475 and introduced into the motor case 434. By cooling the inside of the motor case 434, the heat generation of the stator coil 433c of the outer stator 433 of the vehicle motor 430 is suppressed, and the vehicle motor 330 Can be efficiently and effectively cooled to further improve the power consumption rate of the vehicle motor 330.

In the fourth embodiment of the cooling structure of the vehicle electric motor according to the present invention, the effects described below are particularly exhibited.
As shown in FIGS. 13 and 14, a vehicle motor 430 is provided at the rear of the long swing case 420 in the front-rear direction, with the motor output shaft 431 oriented in the left-right vehicle width direction, and is provided in the swing case 420. Since the vortex tube 460 is oriented in the front-rear direction in the space in front of the vehicle motor 430, the space in front of the vehicle motor 430 in the long swing case 420 can be effectively used in the front-rear direction. The long vortex tube 460 can be efficiently arranged, and the swing case 420 can be prevented from becoming large.

As shown in FIG. 13, since the scroll compressor 450 is attached by inserting the lower half portion into the upper part of the outer peripheral wall 420B of the swing case 420, the scroll compressor 450 is attached to an external force from below. It is protected by the swing case 420, and the bank angle of the electric motorcycle is secured.
The scroll compressor 450 does not require a valve, has less torque fluctuation, has less noise and vibration, and is compact but highly efficient.

In the fourth embodiment, the vortex tube 460 into which the compressed air of the scroll type compressor 450 is introduced directly introduces cold air into the motor case 434 to cool the vehicle motor 430, but the third embodiment is described above. As in the embodiment, it can also be applied to a cooling duct 370 in which cold air is injected from an injection port of an arcuate division pipe portion 372 facing the outer stator 333 of the vehicle motor 330 to cool the vehicle.

In applying the scroll compressor 450 and the vortex tube 460, the scroll compressor 450 and the vortex tube 460 can be applied to the swing case 420 in a state of being attached to substantially the same positions shown in FIGS. 10 and 11.
That is, the vortex tube 460 is arranged in front of the vehicle motor 430 inside the long swing case 420 and the case cover 421 in the front-rear direction, and the vortex tube 460 is arranged diagonally upward of the vortex tube 460. 450 is located, and the introduction connection pipe 464 connects the two.

Then, with reference to FIG. 14, the cold air supply pipe extending rearward from the cold air discharge port 462h facing the rear of the vortex tube 460 is an arcuate branch pipe facing the outer stator 433 of the vehicle electric motor 430. If it is connected to the refrigerant introduction pipe of the cooling duct having a part from the right side, the vortex tube 460 to which the compressed air is supplied by the scroll type compressor 450 discharges the cold air from the cold air discharge port to the cold air supply pipe and the cooling duct. By supplying the air to the side surface of the outer stator 433 of the vehicle electric motor 430, cold air is injected from the injection port of the arcuate pipe section, and the vehicle electric motor 430 can be cooled efficiently and effectively.

Next, a fifth embodiment according to the present invention will be described with reference to FIG.
The fifth embodiment is the same vehicle as the fourth embodiment, and is an electric two-wheeled vehicle provided with a swing case 520 having a vehicle motor 530 at the rear thereof with reference to FIG. 17, and is a vehicle electric motor 530. It has a rear axle 516 of the rear wheel 515 coaxially with the clutch output shaft 540 of the motor output shaft 431 and the start clutch 535.
The rotation of the clutch output shaft 540 is decelerated by the reduction gear mechanism 541 and transmitted to the rear axle 516.

In addition, the scroll compressor 550 is attached by inserting the lower half into the upper part of the outer peripheral wall of the swing case 520, and the vortex tube 560 is placed in the space in front of the vehicle motor 530 in the swing case 520 in the front-rear direction. It is arranged so as to be oriented toward.
The vortex tube 560 is provided diagonally below the scroll compressor 550 with the long warm air side tube portion 561a and warm air exhaust pipe 565 of the tube body 561 on the front side and the short cold air side tube portion 561b on the rear side. There is.

A cooling duct 570 projects rearward through a connecting pipe 566 to the cold air discharge port 562h facing the rear of the vortex tube 560, and the cooling duct 570 covers the rear end of the outer stator 533 of the vehicle motor 530 of the motor case 534. It is fitted in the front part of the peripheral wall.
A PCU (Power Control Unit) 517 that controls a vehicle motor 530 and the like is mounted on the left and right wide front parts where the left and right hanger brackets 520h and 520h of the swing case 520 project forward.

The cooling duct 570 has a straight pipe portion 570a protruding rearward and a branch pipe portion 570b branching to the right from the straight pipe portion 570a, and the branch pipe 580 having one end connected to the branch pipe portion 570b faces forward. , Is inserted in the case of PCU517.

Therefore, the compressed air introduced into the vortex tube 560 is separated into warm air and cold air in the warm air side tube portion 561a, the warm air is discharged forward from the warm air exhaust pipe 565 of the warm air side tube portion 561a, and the cold air is discharged to the cold air side tube. It is supplied from the portion 561b to the rear cooling duct 570 via the connecting pipe 566.

The cold air supplied to the cooling duct 570 is introduced into the motor case 534 by the straight tube portion 570a to cool the vehicle motor 530, and at the same time, the cold air diverted to the branch pipe portion 570b is introduced into the case of the PCU 517 by the branch pipe portion 580. Introduced in, it is possible to cool a heat generating member such as a substrate of PCU517.

Cool air is distributed and supplied from one vortex tube 560 mounted in a space-efficient manner to the vehicle motors 530 and PCU517 mounted on the swing case 520, and both the vehicle motors 530 and PCU517 are efficiently cooled at the same time. Can be done.

Next, the sixth embodiment according to the present invention will be described with reference to FIGS. 18 and 19.
In the sixth embodiment, the rear wheel 615 and the rear axle 616 are pivotally supported together with the reduction gear mechanism 641 at the rear of the swing case (not shown), and the vehicle motor is separated from the rear axle 616 at the front of the swing case. It is a cooling structure of the vehicle motor 630 in the electric two-wheeled vehicle on which the 630 is mounted.

The reduction gear mechanism 641 is configured as a two-axis reduction mechanism via an intermediate shaft 642 between the input shaft 640 of the reduction gear mechanism 641 and the rear axle 616 that supports the rear rear wheel 615.
The intermediate large-diameter gear 642b fitted to the intermediate shaft 642 meshes with the small-diameter gear 640s formed on the input shaft 640.
The intermediate small diameter gear 642s formed on the intermediate shaft 642 meshes with the rear axle large diameter gear 616b in the speed reducer chamber 641c of the rear axle 616.

Therefore, the rotation of the input shaft 640 is decelerated by two axes through the meshing of the small diameter gear 640s of the reduction gear mechanism 641 and the intermediate large diameter gear 642b and the meshing of the intermediate small diameter gear 642s and the rear axle large diameter gear 616b. The rear wheel 615 is rotated by being transmitted to.

On the other hand, the vehicle motor 630 is mounted on the front of the swing case with the motor output shaft 631 oriented in the left-right vehicle width direction, and is driven to the left end of the motor output shaft 631 protruding to the left of the vehicle motor 630. A pulley 631p is provided.
A driven pulley 640p is provided at the left end of the input shaft 640 of the reduction gear mechanism 641, and a V-belt 645 is laid between the drive pulley 631p of the electric motor output shaft 631 and the driven pulley 640p of the input shaft 640 for vehicles. The power of the electric motor 630 is transmitted to the reduction gear mechanism 641.

In the sixth embodiment, the turbo type centrifugal compressor 650 is provided at the right end of the motor output shaft 631 of the vehicle motor 630 and is driven by the vehicle motor 630.
That is, the motor output shaft 631 is the rotation shaft of the impeller 651 of the compressor 650.

The structure is such that the arcuate piping portion 672 of the cooling duct 670 is arranged facing the left side surface of the outer stator 633 of the vehicle motor 630.
The cooling duct 670 includes a refrigerant introduction pipe portion 671 and an arc-shaped distribution pipe portion 672, which are almost the same as the cooling duct 70, and the arc-shaped distribution pipe portion 672 has an injection port 672j for injecting cold air toward the outer stator 633. It is formed.

The vortex tube 660, which is connected to the refrigerant introduction pipe portion 671 of the cooling duct 670 via the cold air supply pipe 675, is oriented in the left-right vehicle width direction and parallel to the motor output shaft 631, and is an outer stator in the motor case 634. It is built in front of the 633.
In the vortex tube 660, the cold air side tube portion 661b located on the left side of the warm air side tube portion 661a is connected to the cold air supply pipe 675 extending to the right from the refrigerant introduction pipe portion 671 of the cooling duct 670.

The compressor 650 provided at the right end of the motor output shaft 631 of the vehicle motor 630 has a spiral discharge tube portion 653e that bulges above the compressor case 653 and is open toward the front, and the vortex tube 660. The introduction cylinder portion 661bj protruding upward from the cold air side tube portion 661b is connected to the discharge cylinder portion 253e via the introduction connection pipe 664.

Therefore, the electric motor output shaft 631 rotated by the drive of the vehicle electric motor 630 rotates the impeller 651 of the compressor 650, and the compressed air is discharged from the discharge tube portion 653e to the cold air side of the vortex tube 660 via the introduction connecting pipe 664. Introduced into the tube section 661b, the compressed air is separated into warm air and cold air in the warm air side tube section 661a, the warm air is discharged to the right from the warm air exhaust pipe 665 of the warm air side tube section 661a, and the cold air is discharged to the right from the cold air side tube. It is discharged from the part 661b into the cold air supply pipe 675 on the left side, and is supplied from the cold air supply pipe 675 to the cooling duct 670.

The cold air supplied to the cooling duct 670 is filled in the arc-shaped distribution pipe portion 672 and is injected from the injection port 672j of the arc-shaped distribution pipe portion 672 toward the side surface of the outer stator 633 of the vehicle motor 630. Cold air is directly injected toward the stator coil 633c, which generates the largest amount of heat, and the vehicle electric motor 630 can be efficiently and effectively cooled, so that the power consumption rate of the vehicle electric motor 630 can be further improved.

In the sixth embodiment of the cooling structure of the vehicle electric motor according to the present invention, the effects described below are particularly exhibited.
The power of the vehicle motor 630, which is arranged forward away from the rear axle 616 of the rear wheel (driving wheel) 615, is transferred to the rear reduction gear mechanism 641 and the rear axle 616 via the V-belt 645, which is an endless member. Since it is transmitted, the heavy vehicle motor 630 is provided on the swing center side of the swing case, the weight on the swinging rear wheel 615 side can be reduced, and the load on the rear cushion is reduced. , It is easy to secure good cushioning.

A turbo-type centrifugal compressor 650 is provided at the right end of the motor output shaft 631 of the vehicle motor 630, and the vortex tube 660 is oriented in the left-right vehicle width direction and is in a position parallel to the motor output shaft 631. Built in front of the outer stator 633 inside, the cooling duct 670 is located along the sides of the outer stator 633, so the compressor 650, vortex tube 660 and cooling duct 670 are centralized around the vehicle motor 630. The cooling structure is compactly configured and miniaturized.

Next, a seventh embodiment according to the present invention will be described with reference to FIGS. 20 to 22.
In the seventh embodiment, similarly to the sixth embodiment, the rear wheel 715 and the rear axle 716 are pivotally supported together with the reduction gear mechanism 741 at the rear portion of the swing case (not shown), and the rear wheel 715 and the rear axle 716 are pivotally supported at the front portion of the swing case. It is a cooling structure of the vehicle motor 730 in an electric two-wheeled vehicle in which the vehicle motor 730 is mounted away from the rear axle 716.

The reduction gear mechanism 741 is the same as the reduction gear mechanism 641 of the sixth embodiment. Therefore, the reduction gear mechanism 741 is a rear axle 716 that supports the input shaft 740 and the rear rear wheel 715 of the reduction gear mechanism 741. The intermediate large-diameter gear 742b fitted to the intermediate shaft 742 meshes with the small-diameter gear 740s formed on the input shaft 740, and is configured as a two-axis reduction mechanism via the intermediate shaft 742. The intermediate small diameter gear 742s formed in the above meshes with the rear axle large diameter gear 716b in the speed reducer chamber 741c of the rear axle 716.

On the other hand, the vehicle electric motor 730 is mounted on the front part of the swing case with the electric motor output shaft 731 oriented in the left-right vehicle width direction, and is driven to the left end of the electric motor output shaft 731 protruding to the left of the vehicle electric motor 730. A pulley 731p is provided.
A driven pulley 741p is provided at the left end of the input shaft 740 of the reduction gear mechanism 741, and a V-belt 745 is laid between the drive pulley 731p of the electric motor output shaft 731 and the driven pulley 741p of the input shaft 740 for vehicles. The power of the electric motor 730 is transmitted to the reduction gear mechanism 741.

The structure is such that the arc-shaped distribution pipe portion 772 of the cooling duct 770 is arranged facing the left side surface of the outer stator 733 of the vehicle motor 730.
The cooling duct 770 includes a refrigerant introduction pipe portion 771 and an arc-shaped distribution pipe portion 772, which are almost the same as the cooling duct 70, and the arc-shaped distribution pipe portion 772 has an injection port 772j for injecting cold air toward the outer stator 733. It is formed.

The vortex tube 760, which is connected to the refrigerant introduction pipe portion 671 of the cooling duct 770 via the cold air supply pipe 775, is oriented in the left-right vehicle width direction and is in a position parallel to the motor output shaft 731, and is an outer stator in the motor case 734. It is built in front of the 733.
In the vortex tube 760, the cold air side tube portion 761b located on the left side of the warm air side tube portion 761a is connected to the cold air supply pipe 775 extending to the right from the refrigerant introduction pipe portion 771 of the cooling duct 770.

In the seventh embodiment, the turbo centrifugal compressor 750 is driven by the compressor electric motor 755.
With reference to FIG. 21, the compressor 750 is an electric compressor 750 in which the rotation shaft 752 of the impeller 751 is the drive rotation shaft of the compressor electric motor 755.

The compressor case 753 of the electric compressor 750 is divided into a compressor side space accommodating the impeller 751 and an electric motor side space accommodating the compressor electric motor 755 by a partition wall 753s formed inside a cylindrical shape, and has a rotating shaft. The 752 is axially supported and penetrates the partition wall 753s via the bearing 752a.

The compressor side space of the compressor case 753 is covered by the compressor case cover 754.
The compressor case cover 754 has a cylindrical suction cylinder portion 754i facing the end of the rotating shaft 752.
It has a spiral discharge cylinder portion 753e that bulges below the compressor case 753.
The space on the motor side of the compressor case 753 is closed by the motor cover 756, and the end portion of the rotating shaft 752 is pivotally supported by the motor cover 756 via the bearing 752b.

When the impeller 751 of the compressor 750 is rotated via the rotating shaft 752 by the drive of the compressor motor 755, the outside air is sucked into the center of the compressor side space from the suction cylinder portion 754i, and the rotating impeller 751 centrifuges. The air that has been pushed and compressed is discharged from the discharge cylinder portion 753e.

As shown in FIG. 20, the electric compressor 750 directs the rotary shaft 752 in the left-right vehicle width direction, in front of the vehicle motor 730, and in front of the vortex tube 760 incorporated in front of the outer stator 733. Placed next to each other.
The spiral discharge cylinder portion 753e that bulges below the compressor case 753 of the electric compressor 750 opens toward the rear.

The compressed air introduction connection pipe 764 of the vortex tube 760 is connected to the discharge tube portion 753e of the electric compressor 750, and the compressed air is introduced into the vortex tube 760.
Therefore, when the impeller 751 is rotated by the drive of the electric compressor 750, the compressed air is introduced from the discharge tube portion 753e into the cold air side tube portion 761b of the vortex tube 760 via the introduction connecting pipe 764, and the compressed air is warmed up. Warm air and cold air are separated in the side tube portion 761a, the warm air is discharged to the right from the warm air exhaust pipe 765 of the warm air side tube portion 761a, and the cold air is discharged from the cold air side tube portion 761b into the cold air supply pipe 775 on the left side. It is discharged and supplied from the cold air supply pipe 775 to the cooling duct 770.

The cold air supplied to the cooling duct 770 is filled in the arc-shaped distribution pipe portion 772 and is injected from the injection port 772j of the arc-shaped distribution pipe portion 772 toward the side surface of the outer stator 733 of the vehicle motor 730. Cold air is directly injected toward the stator coil 733c, which generates the largest amount of heat, and the vehicle electric motor 730 can be efficiently and effectively cooled, so that the power consumption rate of the vehicle electric motor 730 can be further improved.

In the seventh embodiment of the cooling structure of the vehicle electric motor according to the present invention, the effects described below are particularly exhibited.
The power of the vehicle motor 730, which is arranged forward away from the rear axle 616 of the rear wheel (driving wheel) 715, is transmitted to the rear reduction gear mechanism 741 and the rear axle 616 via the V-belt 745, which is an endless member. Since it is transmitted, the heavy vehicle motor 730 can be provided on the swing center side of the swing case to reduce the weight on the swinging rear wheel 715 side, and the load on the rear cushion is reduced. , It is easy to secure good cushioning.

Since the compressor is an electric compressor 750 equipped with a compressor motor 755 integrally, the electric compressor 750 is driven and controlled regardless of the output torque of the vehicle motor 730 to change the supply amount of compressed air and vortex. The cooling performance via the tube 760 can be controlled, and when the load of the vehicle motor 730 increases and the heat generation is large, the cooling performance can be improved and the heat generation can be suppressed.

Next, an eighth embodiment according to the present invention will be described with reference to FIGS. 23 to 25.
In the eighth embodiment, the vortex tube 860 is integrally assembled with the electric compressor 850 integrally equipped with the compressor electric motor 855 to form the cold air supply small assembly 880.

The electric compressor 850 is a turbo-type centrifugal compressor, and the rotary shaft 852 of the impeller 851 is the drive rotary shaft of the compressor 855.
The compressor case 853 of the electric compressor 850 is divided into a compressor side space for accommodating the impeller 851 and an electric motor side space for accommodating the compressor 855 by a partition wall 853s formed inside a cylindrical shape, and has a rotating shaft. The 852 is axially supported and penetrates the partition wall 53s via the bearing 852a.

The compressor side space of the compressor case 853 is covered by the compressor case cover 854.
The compressor case cover 854 has a cylindrical suction cylinder portion 854i facing the end of the rotating shaft 52.
It has a spiral discharge cylinder portion 853e that bulges below the compressor case 853.
The space on the motor side of the compressor case 853 is closed by the motor cover 856, and the end portion of the rotating shaft 852 is pivotally supported by the motor cover 856 via the bearing 852b.

When the impeller 851 of the compressor 850 is rotated via the rotating shaft 852 by the drive of the compressor motor 855, the outside air is sucked into the center of the compressor side space from the suction cylinder portion 854i, and the rotating impeller 851 is used in the centrifugal direction. The air that has been pushed and compressed is discharged from the discharge cylinder portion 853e.

The compressed air introduction connection pipe 864 of the vortex tube 860 is connected to the discharge tube portion 853e of the electric compressor 850, and the compressed air is introduced into the vortex tube 860.
In the vortex tube 860, the straight tubular tube body 861 consists of a long warm air side tube portion 861a and a short cold air side tube portion 861b, and the warm air side tube portion 861a has a mounting bracket 867 protruding laterally. Has been done.

The tube body 861 of this vortex tube 860 is parallel to the rotation axis 852 of the impeller 851 of the electric compressor 850, the cold air side tube part 861b is in the impeller 851, and the warm air side tube part 861a is in the axial direction to the compressor motor 855. With the tube body 861 along the outer peripheral surface of the compressor case 853, the mounting bracket 867 is in contact with the mounting seat (not shown) on the compressor case 853 side, and fastened with two bolts 868. By doing so, the vortex tube 860 is integrally attached to the electric compressor 850 to form a compact cold air supply substructure 880.

When attaching the vortex tube 860 to the electric compressor 850, the introduction tube portion 861bj of the cold air side tube portion 861b is connected to the discharge tube portion 853e of the electric compressor 850 via the introduction connection pipe 864.
Mounting boss portions 853b are formed so as to project at four locations on the outer peripheral surface of the compressor case 853 of the cold air supply small assembly 880.

By driving the electric compressor 850, the air compressed by the rotating impeller 851 is discharged from the discharge tube portion 853e and introduced into the vortex tube 860 via the introduction connection pipe 864. The compressed air is separated into warm air and cold air in the warm air side tube portion 861a, the warm air is discharged from the warm air exhaust pipe 865 of the warm air side tube portion 861a, and the cold air is discharged from the cold air discharge port 862h of the cold air side tube portion 861b. do.

In the eighth embodiment of the cooling structure of the vehicle electric motor according to the present invention, the following effects are obtained.
The vortex tube 860 has its introduction cylinder (compressed air inlet) 861bj connected to the exhaust cylinder (compressed air discharge port) 853e of the electric compressor 850 and is fixed to the outer periphery of the compressor case 853 of the electric compressor 850. Then, since the cold air supply subassembly 880 is assembled integrally with the electric compressor 850, the vortex tube 860 is integrally subassembled with the electric compressor 850 in advance to compactly configure the cold air supply subassembly. This makes it possible to easily dispose of the vehicle motors around the vehicle motors in accordance with various vehicle motors to cool the vehicle motors.

That is, the cooling duct that guides the cold air to the vehicle motor is connected to the cold air discharge port 62h of the cold air side tube portion 761b of the vortex tube 860, and the compact cold air supply substructure 880 is easily placed in the optimum position around the vehicle motor. It can be attached to and used, and it is possible to improve the ease of assembly and reduce the cost.

Since it is an electric compressor 850 equipped with a compressor motor 855 integrally, the electric compressor 850 is driven and controlled regardless of the output torque of the vehicle motor to change the amount of compressed air supplied via the vortex tube 860. It is possible to control the cooling performance, and when the load on the vehicle motor increases and the heat generation is large, the cooling performance can be improved and the heat generation can be suppressed.

Next, a ninth embodiment of the present invention will be described with reference to FIG.
In the ninth embodiment, each drive wheel 910 of the electric four-wheeled vehicle is equipped with a vehicle motor 930, and the vehicle motor 930 is an in-hole arranged inside the wheel hub 912 of the drive wheel 910. It is a motor.

The wheel hub 912 is fixed to the flange portion 911f of the axle (drive axle) 911, and the tire 913 is externally fitted to the rim 912r formed on the outer periphery of the wheel hub 912 to form the drive wheel 910.
A shaft end member 911E composed of a small diameter portion and a large diameter portion is fitted to the inner end portion of the axle 911.
The shaft end member 911E has a flat cylindrical shape in which a small diameter portion is fitted to the axle 911 and a large diameter portion has a recess formed inside.
The small diameter portion of the shaft end member 911E fitted to the axle 911 is pivotally supported by the bearing case 920 via the bearing 911c.
The bearing case 920 is disposed inside the wheel hub 912.
The vehicle electric motor 930, reduction gear mechanism 941, compressor 950, vortex tube 960, and cooling duct 970 are housed in the bearing case 920.

A bearing 911a is interposed between the small diameter end 931e of the axle 911 side end of the motor output shaft 931 and the recess of the large diameter portion of the shaft end member 911E fitted to the coaxial axle 911, and the motor output shaft. The 931 and the axle 911 are arranged coaxially side by side so that they can rotate relative to each other.

A reduction gear mechanism 941 which is a two-axis reduction mechanism via an intermediate shaft 942 is interposed between the coaxial motor output shaft 931 and the axle 911.
That is, the intermediate large-diameter gear 942b fitted to the intermediate shaft 942 meshes with the small-diameter gear 931s formed on the motor output shaft 931.
The intermediate small diameter gear 942s formed on the intermediate shaft 942 meshes with the axle large diameter gear 911b of the axle 911.

A turbo centrifugal compressor 950 is provided at the end of the motor output shaft 931 of the vehicle motor 930 and is driven by the vehicle motor 930.
That is, the motor output shaft 931 is the rotation shaft of the impeller 951 of the compressor 950.

The structure is such that the arc-shaped distribution pipe portion 972 of the cooling duct 970 is arranged facing the side surface of the outer stator 233 of the vehicle electric motor 930 on the reduction gear mechanism 941 side.
The cooling duct 970 includes a refrigerant introduction pipe portion 971 and an arc-shaped distribution pipe portion 972, and the arc-shaped distribution pipe portion 972 is formed with an injection port 972j that opens toward the outer stator 233.

A vortex tube 960 having a straight tubular tube body 961 oriented parallel to the motor output shaft 931 of the vehicle motor 930 is arranged between the vehicle motor 930 and the inner peripheral surface of the bearing case 920.
In the cold air side tube portion 961b of the vortex tube 960, the cold air discharge port 962h faces the refrigerant introduction pipe portion 971 of the cooling duct 970, and the cold air discharge port 962h and the refrigerant introduction pipe portion 971 are connected by the cold air supply pipe 975. There is.

In the compressor 950 provided at the left end of the motor output shaft 931 of the vehicle motor 930, the spiral discharge tube portion 953e bulging behind the compressor case 953 opens toward the vortex tube 960, and the vortex The introduction cylinder portion 961bj protruding from the cold air side tube portion 961b of the tube 960 is connected to the discharge cylinder portion 953e via the introduction connection pipe 964.

The bearing case 920 includes a speed reducer case portion 920a that covers the reduction gear mechanism 941, a cooling duct case portion 920b that covers the cooling duct 970, and an electric motor case portion 920c that covers the vehicle motor 930 and forms the compressor case 953.
The case cover 921 covers the motor case portion 920c of the bearing case 920 from the axial side.

The compressor case cover 954 covers the impeller 951 in the compressor case 953 of the compressor 950, and the compressor case cover 954 is provided with a suction cylinder portion 954i.
A bowl-shaped intake air cleaner 990 is provided so as to cover the compressor case cover 954.
The intake air cleaner 990 is located on the opposite side of the vehicle electric motor 930 with respect to the compressor 950, and is arranged in the case cover 921, and the outside air introduction pipe 921a is projected from the case cover 921.

Therefore, the motor output shaft 931 that is rotated by the drive of the vehicle motor 930 rotates the drive wheel 910 via the reduction gear mechanism 941 and also rotates the impeller 951 of the compressor 950 to take the outside air from the outside air introduction pipe 921a. The air introduced into the cover 921, passing through the intake air cleaner 990, and filtered is sucked from the suction cylinder portion 954i of the compressor case cover 954 and compressed by the rotation of the impeller 951.

The compressed air is introduced from the discharge tube portion 953e through the introduction connection pipe 964 to the introduction tube portion 961bj of the vortex tube 960 into the cold air side tube portion 961b, and the compressed air is introduced into the warm air side tube portion 961a. Separately, warm air is discharged from the warm air exhaust pipe 965 of the warm air side tube portion 961a, cold air is discharged from the cold air side tube portion 961b into the cold air supply pipe 975, and is supplied from the cold air supply pipe 275 to the cooling duct 970.

The cold air supplied to the cooling duct 970 is filled in the arc-shaped dividing pipe section 972 and is injected from the injection port 972j of the arc-shaped dividing piping section 972 toward the side surface of the outer stator 933 of the vehicle motor 930. Cold air is directly injected toward the stator coil 933c, which generates the largest amount of heat, and the vehicle electric motor 930 can be efficiently and effectively cooled, so that the power consumption rate of the vehicle electric motor 930 can be further improved.

In the ninth embodiment of the cooling structure of the vehicle electric motor according to the present invention, the following effects are particularly exhibited.
The bearing case 920 that supports the axle 911 of the drive wheel 910 is arranged inside the wheel hub 912 fixed to the axle 911, and the vehicle electric motor 930, the compressor 950, the vortex tube 960, and the cooling are contained in the bearing case 920. Since the duct 970 is housed, the power mechanism including the power source and the cooling structure are centrally arranged inside the wheel hub 912 of the drive wheel 910.

Since the intake air cleaner 990 is arranged on the opposite side of the vehicle electric motor 930 with respect to the compressor 950, the intake air cleaner 990 is placed on the side where the shaft end of the compressor 950 provided on the shaft end side of the motor output shaft 931 is further extended. The intake air cleaner 990 will be arranged, and the intake air cleaner 990 can filter dust and the like that are rolled up from the road surface and supply the compressor 950, so that the durability of the compressor 950 can be improved.

Although the cooling structure of the vehicle motor according to the first to ninth embodiments of the present invention has been described above, the aspect of the present invention is not limited to the above-described embodiment, and is within the scope of the gist of the present invention. It includes those implemented in a variety of embodiments.

1 ... Electric motorcycle, 2 ... Body frame, 3 ... Head pipe, 4 ... Down frame, 5 ... Lower frame, 6 ... Seat rail, 7 ... Steering shaft, 8 ... Handle, 9 ... Front fork,
10 ... front wheels, 11 ... pivot plates, 12 ... pivot shafts, 13 ... rear cushions, 14 ... batteries, 15 ... rear wheels, 16 ... rear axles, 17 ... PCU (Power Control Unit), 18 ... body covers, 19 ... seats ,
20 ... swing case, 21 ... case cover, 22 ... reducer cover,
30 ... vehicle motor, 31 ... motor output shaft, 32 ... inner rotor, 33 ... outer stator, 33c ... stator coil, 34 ... motor case, 35 ... start clutch, 36 ... clutch inner, 37 ... clutch outer,
40 ... Clutch output shaft, 41 ... Reduction gear mechanism, 42 ... Intermediate shaft,
50 ... Compressor (electric compressor), 51 ... Impeller, 52 ... Rotating shaft, 53 ... Compressor case, 53e ... Discharge cylinder, 54 ... Compressor case cover, 54i ... Suction cylinder, 55 ... Compressor motor , 56 ... Motor cover,
60 ... Vortex tube, 61 ... Tube body, 61a ... Warm side tube part, 61b ... Cold air side tube part, 61bj ... Introduction tube part, 62 ... Nozzle, 62h ... Cold air outlet, 63 ... Control valve, 64 ... Introduction connection pipe , 65 ... Warm air exhaust pipe, 65h ... Warm air outlet,
70 ... Cooling duct, 71 ... Refrigerant introduction pipe, 71x ... Mounting stay, 72 ... Arc-shaped branching pipe, 72j ... Injection port, 72y, 72z ... Mounting stay, 73 ... Bolt, 75 ... Cold air supply pipe,
215 ... rear wheel, 216 ... rear axle, 220 ... swing case, 221 ... left case cover, 222 ... reducer cover,
230 ... Vehicle motor, 231 ... Motor output shaft, 232 ..., 233 ... Outer stator, 241 ... Reduction gear mechanism, 242 ... Intermediate shaft,
250 ... Compressor, 251 ... Impeller, 253 ... Compressor case, 253e ... Discharge tube,
260 ... Vortex tube, 261 ... Tube body, 261a ... Warm air side tube part, 261b ... Cold air side tube part, 261bj ... Introduction tube part, 262 ... Nozzle, 262h ... Cold air exhaust port, 265 ... Warm air exhaust pipe,
270 ... Cooling duct, 271 ... Refrigerant introduction pipe, 272 ... Arc-shaped branch pipe, 272j ... Injection port, 274 ..., 275 ... Cold air supply pipe,
315 ... rear wheel, 316 ... rear axle, 320 ... swing case, 321 ... case cover, 322 ... reducer cover,
330 ... Vehicle motor, 331 ... Motor output shaft, 332 ... Inner rotor, 333 ... Outer stator, 333c ... Stator coil, 335 ... Start clutch, 340 ... Clutch output shaft, 341 ... Reduction gear mechanism, 342 ... Intermediate shaft,
350 ... Piston type compressor, 351 ... Compressor case, 352 ... Cylinder, 352h ... Discharge tube port, 353 ... Piston, 353h ... Communication hole, 354 ... Discharge valve, 355 ... Suction valve, 356 ... Cam rotation shaft, 357 ... Cam , 358 ... driven rod, 358a, 358b ... roller, 359 ... pin,
360 ... vortex tube, 361 ... tube body, 361a ... warm air side tube part, 361b ... cold air side tube part, 361bj ... introduction tube part, 362h ... cold air outlet, 364 ... introduction connection pipe, 365 ... warm air exhaust pipe,
370 ... Cooling duct, 371 ... Refrigerant introduction pipe, 372 ... Arc-shaped distribution pipe, 372j ... Injection port, 375 ... Cold air supply pipe,
415 ... rear wheel, 416 ... rear axle, 420 ... swing case, 421 ... case cover, 422 ... reducer cover,
430 ... vehicle motor, 431 ... motor output shaft, 432 ... inner rotor, 433 ... outer stator, 433c ... stator coil, 435 ... start clutch, 440 ... clutch output shaft, 441 ... reduction gear mechanism, 442 ... intermediate shaft,
450 ... Scroll compressor, 451 ... Compressor case, 451i ... Suction port, 451e ... Discharge port, 452 ... Main rotary shaft, 452a ... Eccentric shaft end, 452s ... Small diameter gear, 453 ... Secondary rotary shaft, 453a ... Eccentric Shaft end, 454 ... Timing belt, 455 ... Swivel scroll member, 455s ... Swivel scroll, 456 ... Fixed scroll member, 456s ... Fixed scroll,
460 ... Vortex tube, 461 ... Tube body, 461a ... Warm air side tube part, 461b ... Cold air side tube part, 461bj ... Introduction tube part, 562h ... Cold air outlet, 564 ... Introduction connection pipe, 465 ... Warm air exhaust pipe,
466 ... connection pipe, 475 ... cold air supply pipe,
515 ... rear wheel, 516 ... rear axle, 517 ... PCU, 520 ... swing case, 521 ... case cover, 522 ... reducer cover,
530 ... Vehicle motor, 531 ... Motor output shaft, 532 ... Inner rotor, 533 ... Outer stator, 533c ... Stator coil, 535 ... Start clutch, 540 ... Clutch output shaft, 541 ... Reduction gear mechanism, 542 ... Intermediate shaft,
550 ... Scroll compressor,
560 ... Vortex tube, 561 ... Tube body, 561a ... Warm side tube part, 561b ... Cold air side tube part, 561bj ... Introduction tube part, 562h ... Cold air outlet, 564 ... Introduction connection pipe, 465 ... Warm air exhaust pipe,
570 ... Cooling duct, 570a ... Straight tube pipe, 570b ... Branch pipe, 571 ... Refrigerant introduction pipe, 572 ... Arc-shaped branch pipe, 572j ... Injection port, 575 ... Cold air supply pipe, 580 ... Branch pipe,
615 ... rear wheel, 616 ... rear axle, 622 ... reducer cover,
630 ... vehicle motor, 631 ... motor output shaft, 631p ... drive pulley, 632 ... inner rotor, 633 ... outer stator, 633c ... stator coil, 634 ... motor case, 640 ... input shaft, 640p ... driven pulley, 641 ... reduction gear Mechanism, 642 ... Intermediate shaft, 645 ... V-belt,
650 ... Compressor, 651 ... Impeller, 652 ... Rotating shaft, 653 ... Compressor case, 653e ... Discharge tube, 654 ... Compressor case cover, 654i ... Suction tube,
660 ... Vortex tube, 661 ... Tube body, 661a ... Warm side tube part, 661b ... Cold air side tube part, 661bj ... Introduction tube part, 664 ... Introduction connection tube,
670 ... Cooling duct, 671 ... Refrigerant introduction pipe, 672 ... Arc-shaped distribution pipe, 672j ... Injection port, 675 ... Cold air supply pipe,
715 ... rear wheel, 716 ... rear axle, 722 ... reducer cover,
730 ... vehicle motor, 731 ... motor output shaft, 731p ... drive pulley, 732 ... inner rotor, 733 ... outer stator, 733c ... stator coil, 734 ... motor case, 740 ... input shaft, 740p ... driven pulley, 741 ... reduction gear Mechanism, 742 ... Intermediate shaft, 745 ... V-belt,
750 ... Compressor (electric compressor), 751 ... Impeller, 752 ... Rotating shaft, 753 ... Compressor case, 753e ... Discharge tube, 754 ... Compressor case cover, 754i ... Suction tube,
760 ... Vortex tube, 761 ... Tube body, 761a ... Warm side tube part, 761b ... Cold air side tube part, 761bj ... Introduction tube part, 764 ... Introduction connection tube,
770 ... Cooling duct, 771 ... Refrigerant introduction pipe, 772 ... Arc-shaped distribution pipe, 772j ... Injection port, 775 ... Cold air supply pipe,
850 ... Compressor (electric compressor), 851 ... Impeller, 852 ... Rotating shaft, 853 ... Compressor case, 853e ... Discharge tube, 854 ... Compressor case cover, 854i ... Suction tube, 855 ... Compressor motor , 856 ... Motor cover,
860 ... Vortex tube, 861 ... Tube body, 861a ... Warm side tube part, 861b ... Cold air side tube part, 861bj ... Introduction tube part, 862 ... Nozzle, 862h ... Cold air outlet, 863 ... Control valve, 864 ... Introduction connection tube , 865 ... Warm air exhaust pipe, 865h ... Warm air outlet,
910 ... drive wheels, 911 ... axles, 911E ... shaft end members, 912 ... wheel hubs, 913 ... tires,
920 ... bearing case, 921 ... case cover,
930 ... Vehicle motor, 931 ... Motor output shaft, 933 ... Outer stator, 933c ... Stator coil, 941 ... Reduction gear mechanism, 942 ... Intermediate shaft,
950 ... Compressor, 951 ... Impeller, 953 ... Compressor case, 953e ... Discharge tube, 954 ... Compressor case cover,
960 ... Vortex tube, 961 ... Tube body, 961a ... Warm side tube part, 961b ... Cold air side tube part, 961bj ... Introduction tube part, 962h ... Cold air outlet, 964 ... Introduction connection pipe, 965 ... Warm air exhaust pipe,
970 ... Cooling duct, 971 ... Refrigerant introduction pipe, 972 ... Arc-shaped branch pipe, 972j ... Injection port, 974 ..., 975 ... Cold air supply pipe,
990 ... Intake air cleaner.

Claims (19)

In the cooling structure of the vehicle motor that is mounted on the vehicle and rotates the drive wheels (15; ...) of the vehicle, in the vicinity of the vehicle motor (30; ...),
A compressor (50;…) that compresses air,
A straight tubular vortex tube (60; ...) that separates the compressed air supplied from the compressor (50; ...) into warm air and cold air and discharges them respectively.
A cooling duct (70; ...) that guides the cold air discharged from the vortex tube (60; ...) to the vehicle motor (30; ...), and
A cooling structure for a vehicle motor, characterized in that The vehicle electric motor according to claim 1, further comprising a reduction gear mechanism (41; ...) that decelerates the power of the vehicle electric motor (30; ...) and transmits the power to the drive wheels (15; ...). Cooling structure. The vehicle motor (30; ...) Is a radial gap type AC motor in which a stator coil and a rotor are arranged in the radial direction.
The vehicle according to claim 1 or 2, wherein the cooling duct (70; ...) injects cold air toward the stator coil (33c; ...) of the AC motor (30; ...). Cooling structure of the electric motor. The cooling duct (70; 270; 670; 770; 970) has an arcuate distribution pipe portion (72; 272; 672; 772; 972) that curves in an arcuate manner on the downstream side.
The arc-shaped dividing pipe section (72; 272; 672; 772; 972) is one of the central axes (C) of the curved arc of the arc-shaped dividing piping section (72; 272; 672; 772; 972). It has multiple injection ports (72j; 672j; 772j; 972j) that open in the direction.
The arc-shaped branch piping section (72; 272; 672; 772; 972) is adjacent to the stator coil (33c; 233c; 633c; 733c; 933c) of the vehicle motor (30; 230; 630; 730; 930). 3. The third aspect of the present invention is characterized in that the injector coil (33c; 233c; 633c; 733c; 933c) is disposed with the injection port (72j; 272j; 672j; 772j; 972j) facing the side surface. Cooling structure for vehicle motors. The vortex tube (660; 760; 960) is oriented in parallel with the motor output shaft (631; 731; 931), and the motor case (634; 734; 920c) of the vehicle motor (630; 730; 930). The cooling structure for a vehicle motor according to claim 4, wherein the cooling structure is integrally provided around the outer periphery of the vehicle. The fourth aspect of claim 4, wherein the compressor (50; 750; 850) is an electric compressor (50; 750; 850) integrally including a compressor motor (55; 755; 855). Cooling structure for vehicle motors. The vortex tube (860) has its compressed air inlet (861bj) connected to the compressed air discharge port (853e) of the compressor (850) and is outside the compressor case (853) of the compressor (850). The cooling structure for a vehicle electric motor according to claim 6, wherein the cooling structure is fixed to the surroundings and is integrally assembled with the compressor (850) to form a cold air supply small assembly (880). The compressor (250; 650; 950) is provided at the shaft end of the motor output shaft (231; 631; 931) and is driven by the vehicle motor (230; 630; 930). The cooling structure for a vehicle motor according to claim 4. The vortex tube (260) has a straight line connecting both ends of the cooling duct (270) and the center of the arc-shaped dividing pipe portion (272) with respect to the cooling duct (270) curved in a substantially U shape. Arranged along a parallel straight line deviated in the direction of axis (C),
The cold air discharge port (262h) of the vortex tube (260) is connected to the upstream duct (271) of the cooling duct (270).
The cooling structure for a vehicle motor according to claim 8, wherein the compressed air introduction port (261bj) of the vortex tube (260) is connected to the compressed air discharge port (253e) of the compressor (250). .. The vehicle electric motor according to claim 8 or 9, wherein the arc-shaped branching pipe portion (272) is arranged between the compressor (250) and the stator coil (233c). Cooling structure. The vehicle according to any one of claims 8 to 10, wherein an intake air cleaner (990) is disposed on the opposite side of the compressor (950) from the vehicle motor (930). Cooling structure of the electric motor. A bearing case (920) that pivotally supports the drive axle (911) of the drive wheel (910) is disposed inside the wheel hub (912) fixed to the drive axle (911).
8. Claim 8 to claim that the vehicle motor (930), the compressor (950), the vortex tube (960), and the cooling duct (970) are housed in the bearing case (920). Item 16. The cooling structure for a vehicle motor according to any one of items 11. A swing case (20; ...) whose front part is pivotally supported by the vehicle body frame (2) and extends rearward is provided swingably by supporting the drive wheels (15; ...) at the rear part.
The vehicle electric motor (30; ...), the compressor (50; ...), the vortex tube (60; ...), and the cooling duct (70; ...) are mounted on the swing case (20; ...). The cooling structure for a vehicle electric motor according to any one of claims 3 to 11, characterized in that. The vehicle motor (330; 430; 530) is provided at the rear of the swing case (320; 420; 520) with its motor output shaft (331) oriented in the left-right vehicle width direction.
The vortex tube (360; 460; 560) is oriented in the front-rear direction and is arranged in front of the vehicle motor (330; 430; 530) in the swing case (320; 420; 520). The cooling structure for a vehicle electric motor according to claim 13. The motor control device (517) for controlling the vehicle motor (530) is mounted on the swing case (520).
The cooling duct (570) has a branch pipe portion (570b) for shunting cold air.
13. The thirteenth or fourteenth aspect of the present invention, wherein the branch pipe (580) having one end connected to the branch pipe portion (570b) has the other end inserted into the motor control device (517). Cooling structure for vehicle motors. A cushion (13) is interposed between the rear portion of the swing case (20) and the rear frame (6) above the swing case (20) of the vehicle body frame (2).
The vortex tube (60) is provided so as to face in the vertical direction adjacent to the front portion of the stator coil (33c) of the vehicle electric motor (30) provided at the rear portion of the swing case (20).
In the vortex tube (60), a long warm air side tube portion (61a) that discharges warm air from the end portion and a short cold air side tube portion (61b) that discharges cold air from the end portion are vertically opposite to each other. Extend,
The cooling of a vehicle electric motor according to claim 13, wherein the warm-up side tube portion (61a) protrudes upward from the swing case (20) and is located in front of the cushion (13). structure. The compressor (50) is above a plane (P) including a drive axle (16) of the drive wheels (15) and a shaft support (12) of the swing case (20) with respect to the vehicle body frame (2). The cooling structure for a vehicle electric motor according to claim 16, wherein the cooling structure is arranged in the vehicle. The power of the vehicle motor (630; 730) disposed apart from the drive axle (616; 716) of the drive wheel (615; 715) is driven by the drive axle (645; 745) via an endless member (645; 745). (616; 716) The cooling structure for a vehicle motor according to any one of claims 1 to 11, characterized in that it is transmitted to (616; 716). The vortex tube (660; 760; 960) is directed in parallel with the motor output shaft (631; 731; 931) of the vehicle motor (630; 730; 930), and the vehicle motor (630; 730; 930) is directed. The cooling structure for a vehicle motor according to claim 1 or 2, wherein the motor case (634; 734; 920c) is integrally provided around the outer periphery of the motor case (634; 734; 920c).

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