Compressor and thermal management system

Abstract

The present application discloses a compressor, which includes a first shell, a second shell, a motor part, a compression part, a rotating shaft and a water jacket, wherein the water jacket includes a water inlet, a heat exchange part and a water outlet, wherein the heat exchange part is located between the stator and the first shell, wherein the water inlet is connected to the heat exchange part, wherein the water outlet is connected to the heat exchange part, wherein the water inlet and the water outlet are connected to opposite sides of the heat exchange part; wherein the second shell has a refrigerant inlet and a refrigerant outlet, wherein the refrigerant inlet is connected to a second inner cavity, wherein the refrigerant outlet is connected to the second inner cavity. The compressor of the present application includes a water jacket for cooling the motor part, wherein the water jacket can cool the motor part of the compressor, wherein the inlet temperature of the refrigerant inlet of the compression part is low, wherein the concentration of the compressed refrigerant is large, wherein the compression efficiency of the compressor is high, and thus the working efficiency of the compressor is high. The present application also discloses a thermal management system including the above-mentioned compressor.

Description

Technical Field

[0001] The present invention relates to the field of compressors and thermal management systems. Background Art

[0002] like Figure 1 The compressor of the related technology shown includes a shell, a motor part and a compression part. The motor part and the compression part are accommodated in the same inner cavity of the same shell. The motor part includes a stator and a rotor, and the compression part includes a movable scroll and a fixed scroll. The rotor and the movable scroll are connected by a rotating shaft. The shell is provided with a refrigerant inlet and a refrigerant outlet, and the refrigerant / refrigerant enters from the refrigerant inlet and passes through the stator and the rotor. During the operation of the compressor, the motor part will heat up, and the controller of the compressor will also heat up, and the refrigerant / refrigerant cools the motor part and the controller. At the same time, the temperature of the refrigerant / refrigerant rises, the concentration of the refrigerant / refrigerant decreases under the same volume, and the amount of refrigerant compressed by the compression part decreases, so that the working efficiency of the compressor is low. Summary of the invention

[0003] The purpose of the present application is to provide a compressor with higher working efficiency.

[0004] On one hand, the present application provides a compressor, which includes a first shell, a second shell, a motor part, a compression part, a rotating shaft and a water jacket, wherein the first shell includes a first inner cavity, the motor part is accommodated in the first inner cavity, the second shell includes a second inner cavity, the compression part is accommodated in the second inner cavity, and the first inner cavity and the second inner cavity are not connected;

[0005] The motor part includes a core part, the core part includes a stator and a rotor, the compression part includes a scroll part, the scroll part includes a movable scroll and a fixed scroll, the rotor is connected to the movable scroll through a rotating shaft, the rotating shaft includes a first part and a second part, the first part is located in the first inner cavity and connected to the rotor, and the second part is located in the second inner cavity and connected to the movable scroll;

[0006] The water jacket comprises a water inlet, a heat exchange part and a water outlet, the heat exchange part is located between the stator and the first shell, the water inlet is communicated with the heat exchange part, the water outlet is communicated with the heat exchange part, and the water inlet and the water outlet are connected to opposite sides of the heat exchange part;

[0007] The second shell has a refrigerant inlet and a refrigerant outlet. The refrigerant inlet is communicated with the second inner cavity, and the refrigerant outlet is communicated with the second inner cavity.

[0008] Another object of the present application is to provide a thermal management system having the above compressor.

[0009] In one aspect, the present application provides a thermal management system, which includes a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a throttling device, and a power device, wherein the compressor includes:

[0010] A first shell having a first inner cavity;

[0011] A motor part, the motor part is accommodated in the first inner cavity, the motor part includes a core part, and the core part includes a stator and a rotor;

[0012] A second shell, wherein the second shell has a second inner cavity, and the second shell has a refrigerant inlet and a refrigerant outlet, wherein the refrigerant inlet is connected to the second inner cavity, and the refrigerant outlet is connected to the second cavity;

[0013] A compression part, the compression part is accommodated in the second inner cavity, the second inner cavity is not connected with the first inner cavity, the compression part includes a scroll part, the scroll part includes a movable scroll and a fixed scroll, the refrigerant inlet is connected with the second inner cavity, and the refrigerant outlet is connected with the second inner cavity;

[0014] a rotating shaft, the rotating shaft connecting the rotor and the movable scroll, the rotating shaft comprising a first portion and a second portion, the first portion being located in the first inner cavity and connected to the rotor, the second portion being located in the second inner cavity and connected to the movable scroll; and

[0015] A water jacket, the water jacket comprising a water inlet, a heat exchange part and a water outlet, the heat exchange part is located between the stator and the first shell, and the water inlet and the water outlet are connected to opposite sides of the heat exchange part;

[0016] Among them, the thermal management system includes a cooling mode. In the cooling mode, the refrigerant outlet, the first heat exchanger, the throttling device, the second heat exchanger, and the refrigerant inlet are connected to form a refrigerant circuit, and the power device, the water inlet of the compressor, the water outlet of the compressor, and the third heat exchanger are connected to form a coolant circuit.

[0017] Compared with the related art, the compressor of the present application includes a water jacket for cooling the motor part, the water jacket can cool the motor part of the compressor, the intake temperature of the refrigerant inlet of the compression part is low, the compressed refrigerant concentration is large, the compression efficiency of the compressor is high, and thus the working efficiency of the compressor is high. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of a related art compressor;

[0019] Figure 2 It is a structural schematic diagram of a compressor according to an embodiment of the present application;

[0020] Figure 3 is a structural schematic diagram of a compressor in another embodiment of the present application;

[0021] Figure 4 It is a three-dimensional schematic diagram of a partial structure of a compressor according to an embodiment of the present application;

[0022] Figure 5 is an exploded schematic diagram of a partial structure of a compressor according to an embodiment of the present application;

[0023] Figure 6 is an axial stereoscopic cross-sectional schematic diagram of a partial structure of a compressor according to an embodiment of the present application;

[0024] Figure 7 is a radial stereoscopic cross-sectional schematic diagram of a partial structure of a compressor according to an embodiment of the present application;

[0025] Figure 8 It is a schematic diagram of the three-dimensional structure of a water jacket according to an embodiment of the present application;

[0026] Fig. 9 is a schematic diagram of the three-dimensional structure of a water jacket in another perspective of an embodiment of the present application;

[0027] Fig.10 It is a schematic diagram of the three-dimensional structure of a water jacket in another embodiment of the present application;

[0028] Fig.11 is a schematic diagram of the three-dimensional structure of a water jacket according to another embodiment of the present application from another perspective;

[0029] Fig.12 It is a schematic diagram of the three-dimensional structure of a water jacket in yet another embodiment of the present application;

[0030] Fig.13 is a schematic diagram of the three-dimensional structure of a water jacket in another embodiment of the present application from another perspective;

[0031] Fig.14 is a system diagram of a thermal management system in an embodiment of the present application in a first cooling mode or a defrosting mode;

[0032] Fig.15 is a system diagram of a thermal management system in a first heating mode according to an embodiment of the present application;

[0033] Fig.16 is a system diagram of the thermal management system of the embodiment of the present application in the second heating mode;

[0034] Fig.17 is a system diagram of the thermal management system of the embodiment of the present application in the third heating mode;

[0035] Fig.18 is a system diagram of the thermal management system of the embodiment of the present application in the fourth heating mode;

[0036] Fig.19 is a system diagram of the thermal management system of the embodiment of the present application in the second refrigeration mode or the defrost mode;

[0037] Fig. 20 is a system diagram of a thermal management system in a dehumidification or defogging mode according to an embodiment of the present application;

[0038] Fig.21 is a system diagram of a thermal management system in another embodiment of the present application in a first cooling mode;

[0039] Fig. 22 is a system diagram of a thermal management system in another embodiment of the present application in a second cooling mode;

[0040] Fig.23 is a system diagram of a thermal management system in another embodiment of the present application in a first heating mode;

[0041] Fig.24 is a system diagram of a thermal management system in another embodiment of the present application in a second heating mode;

[0042] Fig.25 is a system diagram of a thermal management system in another embodiment of the present application in a defrosting or ice-melting mode;

[0043] Fig.26 is a system diagram of a thermal management system in a cooling mode according to another embodiment of the present application;

[0044] Fig. 27 This is a system diagram of a thermal management system in a heating mode according to another embodiment of the present application. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] like Figure 2 As shown, the present application provides a compressor 10, which includes a first shell 11, a second shell 12, a motor part 13, a compression part 14, a rotating shaft 15 and a water jacket 16. The first shell 11 includes a first inner cavity 111, and the motor part 13 is accommodated in the first inner cavity 111. The second shell 12 includes a second inner cavity 121, and the compression part 14 is accommodated in the second inner cavity 121, wherein the first inner cavity 111 and the second inner cavity 121 are not connected.

[0047] The motor part 13 includes a core part 131, wherein the core part 131 includes a stator 132 and a rotor 133. The compression part 14 includes a scroll part 141, wherein the scroll part includes a movable scroll 142 and a fixed scroll 143. The rotor 133 is connected to the movable scroll 142 through a rotating shaft 15, and the rotating shaft 151 includes a first part 151 and a second part 152, wherein the first part 151 is located in the first inner cavity 111 and connected to the rotor, and the second part 152 is located in the second inner cavity and connected to the movable scroll 142.

[0048] like Figures 4 to 7 As shown, the stator 132 has a stator body 134, a winding groove 135 and a winding (not shown), the stator body 134 is in a hollow cylindrical shape, the winding groove 135 is arranged along the circumference of the stator, and the winding is positioned and wound on the stator body 134 through the winding groove 135. The winding can be an enameled copper wire. The rotor 133 includes a rotor body 136 and a through hole 137, and the through hole 137 penetrates the rotor body 136 along the axial direction of the rotor body 136. The extension direction of the through hole 137 is parallel to the extension direction of the winding groove 135. The provision of the through hole 137 reduces the weight of the rotor, thereby facilitating the rotation of the rotor and lightweight design.

[0049] The water jacket 16 includes a water inlet 161, a heat exchange part 162 and a water outlet 163. The heat exchange part 162 is located between the stator 132 and the first shell 11. The water inlet 161 is in communication with the heat exchange part 162, and the water outlet 163 is in communication with the heat exchange part 162. The water inlet 161 and the water outlet 163 are connected to opposite sides of the heat exchange part 162. The water inlet 161 has a water inlet 164, the water outlet 163 has a water outlet 165, and the heat exchange part 163 has a flow channel 166. The water inlet 164 is in communication with one side of the flow channel 166, and the water outlet 165 is in communication with the other side of the flow channel 166. The water inlet 164 is used for the coolant to flow in, the water outlet 165 is used for the coolant to flow out, and the flow channel 166 of the heat exchange part is used for the coolant to flow, thereby absorbing the heat of the motor part 13.

[0050] The second shell 12 has a refrigerant inlet 122 and a refrigerant outlet 123, the refrigerant inlet 122 is connected to the second inner cavity 121, and the refrigerant outlet 123 is connected to the second inner cavity 121. The refrigerant inlet 122 and the refrigerant outlet 123 are arranged on different sides of the vortex part 141, which is conducive to the suction and discharge of the refrigerant by the compression part 14, and improves the compression efficiency. The winding on the motor part 13 is energized to generate a magnetic field, and the rotor 133 is magnetic. Driven by the magnetic field force of the stator 132 and the winding, the rotor 133 rotates and drives the rotating shaft 15 to rotate. The rotating shaft 15 further drives the vortex 142 to rotate, thereby cooperating with the fixed vortex 143 to compress the refrigerant / refrigerant entering from the refrigerant inlet 122, and the compressed refrigerant / refrigerant is discharged from the refrigerant outlet 123.

[0051] There is a gap between the first shell 11 and the second shell 12, and the rotating shaft 15 includes a third part 153, and the third part 153 is located at the gap between the first shell 11 and the second shell 12. Of course, in other embodiments, the first shell 11 and the second shell 12 can also be connected as a whole, and there is no gap between the two shells. The connection as a whole can be that a baffle is provided in the middle of the integrated shell, or the two shells are physically fixed together by bonding, welding, hot melt welding, snap fit, etc., as long as two independent inner cavities are formed to accommodate the motor part 13 and the compression part 14 respectively. In the axial direction of the rotating shaft 15, the third part 153 is located between the first part 151 and the second part 152. The first shell 11 and the second shell 12 are separately arranged, and the motor part 13 and the compression part 14 can be respectively arranged in two different first inner cavities 111 and the second inner cavity 121. Therefore, the heat of the motor part 13 can be cooled by the coolant in the water jacket 16 flow channel to cool the motor part 13 or recover the waste heat. The refrigerant / coolant entering the compression part 14 from the refrigerant inlet 122 does not pass through the motor part 13. Therefore, the disadvantage of the poor compression efficiency of the compressor 10 caused by the high intake temperature of the compressor 10 caused by cooling the motor part 13 by the refrigerant / coolant can be reduced.

[0052] The compressor 10 includes a first bearing 171 and a second bearing 172. The first bearing 171 is disposed in the first inner cavity 111 of the first housing 11, and the second bearing 172 is disposed in the second inner cavity 121 of the second housing 12. The first bearing 171 is sleeved on the first portion 151 and is close to the third portion 153, and the second bearing 172 is sleeved on the second portion 152 and is close to the third portion 153. The first housing 11 and the third portion 153 are axially sealed, and the second housing 12 and the third portion 153 are axially sealed.

[0053] like Figure 2 As shown, the compressor 10 also includes a controller 18, the first shell 11 includes a first inner wall 112 and a first outer wall 113, the heat exchange portion 162 of the water jacket 16 is located between the first inner wall 112 and the stator 132, the controller 18 is fixedly mounted on the first outer wall 113, and the controller 18 is closer to the water inlet 161 than the water outlet 163.

[0054] like Figure 3 As shown, the controller 18 may not be integrated with the compressor 10, and the controller 18 may also be integrated with the system control part 19 to separate the controller 18 from the compressor 10. The waste heat recovery or cooling is performed by combining the controller 18 and the system control part 19, and the waste heat recovery or cooling of the motor part 13 of the compressor 10 is performed at the same time.

[0055] like Figures 5 to 7As shown, the water jacket 16 is spirally wound around the axial direction of the stator 132, and the water jacket 16 can be a flat tube formed by extrusion of aluminum material, which is conducive to the better heat exchange performance and lower weight of the water jacket 16, so as to be suitable for the lightweight design of the automobile. Of course, the water jacket 16 can also be a microchannel flat tube structure similar to a microchannel heat exchanger, so that the water volume distribution is more uniform and the heat exchange performance is better. The heat exchange part 162 is a serpentine spiral.

[0056] like Figure 8 and Fig. 9 As shown, the water jacket 16 can also be wound around the stator 132 in a zigzag shape around the axial direction of the stator 132. The water inlet 161 and the water outlet 162 both extend outward substantially perpendicularly to the vertical axis of the water jacket, so as to facilitate connection to external equipment, and the water inlet 161 and the water outlet 162 are arranged on opposite sides of the vertical axis of the water jacket 16. The heat exchange portion 162 includes a plurality of sub-ring portions 1621 and at least one connecting portion 1622, the connecting portion 1622 connecting two adjacent sub-ring portions 1621, and the connecting portion 1622 is arranged close to the water inlet 161 or the water outlet 162. There is a gap 1623 between two adjacent sub-ring portions 1621, and the gap 1623 extends along the circumferential direction of the water jacket 16.

[0057] like Fig.10 and Fig.11 As shown, the water jacket 16 can also be wound around the stator 132 in a Z-shape in the axial direction of the stator 132. The water inlet 161 and the water outlet 162 both extend outward approximately perpendicular to the vertical axis of the water jacket, so as to facilitate connection to external equipment, and the water inlet 161 and the water outlet 162 are arranged on the same side of the vertical axis of the water jacket 16, so as to facilitate connection to external equipment. The heat exchange portion 162 includes a plurality of sub-ring portions 1621 and at least one connecting portion 1622, the connecting portion 1622 connecting two adjacent sub-ring portions, and the connecting portion 1622 is arranged close to the water inlet 161 or the water outlet 162. There is a gap 1623 between two adjacent sub-ring portions 1621, and the gap 1623 extends along the axial direction of the water jacket 16.

[0058] like Fig.12 and Fig.13 As shown, the water jacket 16 can also be wound around the stator in an I-shaped shape in the axial direction of the stator. The water inlet 161 and the water outlet 162 both extend outward approximately perpendicular to the vertical axis of the water jacket, so as to facilitate connection to external equipment, and the water inlet 161 and the water outlet 162 are arranged on different sides of the vertical axis of the water jacket 16. The heat exchange portion 162 includes a plurality of sub-ring portions 1621 and at least one connecting portion 1622, the connecting portion 1622 connects two adjacent sub-ring portions 1621, and the connecting portion 1622 is located between the two sub-ring portions 1621 in the vertical axial direction. There is a gap 1623 between two adjacent sub-ring portions 1621, and the gap 1623 extends along the circumferential direction of the water jacket 16.

[0059] like Fig.14 As shown, a thermal management system 100 includes the above-mentioned compressor 10, a first heat exchanger 21, a second heat exchanger 22, a third heat exchanger 23, a throttling device and a power device. The structure of the compressor 10 is as described above. The thick lines and arrows in the figure indicate the flow direction of the coolant or refrigerant, and the thin lines indicate the pipelines that can be connected but are not connected. The various components can be connected by pipelines, or some parts can be integrated together to form various submodules.

[0060] In the illustrated embodiment, the power device includes a first water pump 251, a second water pump 252, and a third water pump 253. The use of three water pumps can control the battery, motor, and passenger compartment coolant circuits respectively, so the control is more precise. The first water pump 251, the second water pump 252, and the third water pump 253 can be electronic water pumps to further improve the control accuracy. In other optional implementations, the battery water circuit and the motor water circuit can also share a water pump / power device. Alternatively, at least two of the passenger compartment water circuit, the battery water circuit, and the motor water circuit share the same water pump / power device, and the present application is not limited to this.

[0061] The thermal management system 100 includes a cooling mode. In the cooling mode, the refrigerant outlet 123, the first heat exchanger 21, the throttling device (the first throttling device 35), the second heat exchanger 22, and the refrigerant inlet 122 are connected to form a refrigerant circuit. The power device (the first water pump 251), the water inlet 161 of the compressor 10, the water outlet 162 of the compressor 10, and the third heat exchanger 23 are connected to form a coolant circuit. The thermal management system includes an air conditioning box 25 and a cooling fan 26. The third heat exchanger 23 and the cooling fan 26 are arranged outside the air conditioning box 25. The first heat exchanger 21, the cooling fan 26 and the third heat exchanger 25 are assembled together to form a front-end module 31.

[0062] The third heat exchanger 23 is a low-temperature heat dissipation water tank disposed outside the air conditioning box 25. The first water pump 251 drives the coolant to pass through the compressor 10 and brings the heat of the compressor motor part 13 to the third heat exchanger 23. The cooling fan 26 drives the air flow to pass through the outer surface of the third heat exchanger 23, thereby cooling the coolant inside the third heat exchanger 23, thereby cooling the motor part 13 of the compressor 10. In the related art, the motor part 13 of the compressor 10 is cooled by the refrigerant / coolant, which increases the suction temperature of the compression part 14 of the compressor, so that the concentration of the refrigerant becomes relatively thin, and therefore, the compression efficiency of the compressor 10 is low.

[0063] The present application innovatively utilizes the coolant circuit in the electric vehicle thermal management system 100 to cool the motor part 13 of the compressor 10. Compared with the related art of using refrigerant / coolant cooling, the intake temperature of the compression part 14 is reduced, so that the concentration of the refrigerant becomes relatively large, which is beneficial to improving the compression efficiency of the compressor 14.

[0064] In cooling mode, the working principle of the thermal management system 100 for cooling the passenger compartment is as follows: the compressor 10 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure gaseous refrigerant flows to the first heat exchanger 21 through the refrigerant outlet 123 of the compressor 10. The first heat exchanger 21 releases heat to the outdoor air. The high-temperature and high-pressure refrigerant in the first heat exchanger 21 is condensed into a liquid refrigerant or a gas-liquid two-phase refrigerant, and then after throttling and reducing the pressure by the first throttling device 35, it becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then enters the second heat exchanger 22. The low-temperature and low-pressure refrigerant in the second heat exchanger 22 absorbs the heat of the air in the air-conditioning box 25 and evaporates into a gas or a gas-liquid two-phase state, thereby reducing the air temperature in the air-conditioning box 25. The air in the air-conditioning box 25 enters the passenger compartment through the damper and the pipe, thereby realizing passenger compartment cooling. The first throttling device 35 can be a throttling device such as an electronic expansion valve, a thermal expansion valve or a capillary tube. Preferably, the first throttling device 35 is an electronic expansion valve, so that the control and adjustment of the flow rate of the refrigerant is more accurate and easy.

[0065] The thermal management system 100 includes a fourth heat exchanger 32 and a first dual-flow heat exchanger 33. The first dual-flow heat exchanger 33 includes a first heat exchange portion 331 and a second heat exchange portion 332 that are not connected. Fig.15 As shown, the thermal management system 100 includes a battery preheating mode. In the battery preheating mode, the first water pump 251, the first heat exchange part 331, the water inlet 161 of the compressor 10, the water outlet 162 of the compressor 10, and the fourth heat exchanger 32 are connected to form a coolant loop. The fourth heat exchanger 32 can exchange heat with the power battery of the electric vehicle. The first water pump 251 drives the coolant to flow between the fourth heat exchanger 32 and the water jacket 16 of the compressor 10. Therefore, the heat of the compressor motor part 13 can be recovered to heat the battery or preheat the battery, so that the battery can work efficiently within a suitable temperature range. The heat of the motor part 13 of the compressor 10 and / or the controller 18 can be fully recovered, which improves the energy efficiency ratio (COP) of the thermal management system, and the intake temperature of the compressor 10 becomes lower, and the refrigerant concentration entering the compressor is greater, thereby also improving the working efficiency of the compressor 10.

[0066] Ginseng Fig.15As shown, the battery preheating mode is often performed simultaneously with the passenger compartment heating mode. The thermal management system also includes a second dual-channel heat exchanger 34, which includes a third heat exchange portion 341 and a fourth heat exchange portion 342 that are not connected. At this time, the refrigerant outlet 123 of the compressor 10, the third heat exchange portion 341, the first heat exchanger 21, the second throttling device 24, the first heat exchanger 21, and the refrigerant inlet 122 of the compressor 10 are connected to form a refrigerant circuit. In the heating mode, the working principle of the thermal management system 100 for cooling the passenger compartment is as follows: the compressor 10 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure gaseous refrigerant flows to the third heat exchange part 341 through the refrigerant outlet 123 of the compressor 10. The third heat exchange part 341 releases heat to the coolant in the fourth heat exchange part 342. The high-temperature and high-pressure refrigerant in the third heat exchange part 341 is condensed into a liquid refrigerant or a gas-liquid two-phase refrigerant, and then after throttling and reducing the pressure by the second throttling device 24, it becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then enters the first heat exchanger 21. The low-temperature and low-pressure refrigerant in the first heat exchanger 21 absorbs the heat of the air outside the vehicle and evaporates into a gas or a gas-liquid two-phase state, and then passes through the gas-liquid separator 36 to enter the refrigerant inlet 122 of the compressor 10 for circulation. The second throttling device 24 can be a combination of an expansion throttling valve 241 and a one-way valve 242. In the cooling mode, the refrigerant passes through the one-way valve 242 but not the expansion throttling valve 241, so that the second throttling device 24 is only in a full-pass state; in the heating mode, the refrigerant is cut off by the one-way valve 242, so that it passes through the expansion throttling valve 241 to achieve the throttling and pressure reduction function of the refrigerant. The expansion throttling valve 241 can be an electronic expansion valve or a thermal expansion valve, preferably an electronic expansion valve, so that the flow control is more precise. Of course, the second throttling device 24 can also be a full-pass throttling valve. An electronic expansion valve integrates the full-pass and throttling functions, which reduces the number of valves and saves space.

[0067] The third water pump 253 of the power device drives the coolant to flow into the fourth heat exchange part 342 and the sixth heat exchanger 37 in sequence, and then returns to the third water pump 253 for circulation. After the coolant in the fourth heat exchange part 342 is heated by the high-temperature and high-pressure refrigerant in the third heat exchange part 341, it enters the sixth heat exchanger 37. The sixth heat exchanger 37 heats the air introduced by the blower (not shown) in the air conditioning box 25. The heated air enters the passenger compartment through the air damper and pipeline of the air conditioning box 25, thereby achieving heating of the passenger compartment. The sixth heat exchanger 37 and the second heat exchanger are both arranged in the air conditioning box 25. The two relatively independent heat exchangers are arranged, which is conducive to reducing the deficiency of cold and heat shock brought to the heat exchanger in the air conditioning box 25 when the thermal management system switches between heating and cooling. The coolant circuit can also be provided with an electric heater 38, such as a PTC electric heater. When the temperature is relatively low and the thermal management system 100 does not absorb enough heat from the outside air or is unable to absorb heat, the coolant can be directly heated by the electric heater 38, thereby heating the passenger compartment. The provision of the electric heater 38 increases the operating temperature range of the thermal management system 100.

[0068] Please refer to Fig.16 As shown, the heat of the motor part 13 of the compressor 10 can also be recycled to heat the passenger compartment. The thermal management system 100 also includes a first flow control device 39, which controls the coolant flow path of the compressor 10 to be connected or closed with the coolant flow path of the sixth heat exchanger 37. When connected, the coolant flow path of the compressor 10 is connected with the second heat exchange part 332 of the fourth heat exchanger 32, and the sixth heat exchanger 37 is connected with the first heat exchange part 332 of the fourth heat exchanger 32, so that the waste heat of the compressor 10 is recovered to the sixth heat exchanger 37 through the fourth heat exchanger 32 for heating the passenger compartment. Of course, in an optional implementation, the coolant flow path of the compressor 10 can also be connected with the sixth heat exchanger 37 to form a coolant loop. At this time, the heat of the motor part 13 of the compressor 10 can be directly recovered to the passenger compartment through the coolant loop, thereby improving the heating efficiency and the compression efficiency of the compressor 10.

[0069] The thermal management system 100 further includes a fifth heat exchanger 40, which can exchange heat with a drive motor of the electric vehicle, and the drive motor drives the electric vehicle. The power of the drive motor is about 2000W, and the power of the motor part 13 of the compressor 10 is about 200-400W. Fig.16As shown, the coolant flow path of the fifth heat exchanger 40 and / or the fourth heat exchanger 32 can also be connected in series with the coolant flow path of the compressor 10 and the coolant flow path of the sixth heat exchanger 37. Therefore, the waste heat of the compressor 10, the waste heat of the drive motor, and the waste heat of the power battery can be recovered to the passenger compartment for heating, thereby further improving the heating efficiency of the thermal management system 100. Of course, the thermal management system can also include an eighth heat exchanger 45, which can exchange heat with at least one heat source that needs to dissipate heat, such as an inverter, a controller of a drive motor, and a controller of an automatic driving, thereby realizing thermal management of the entire vehicle, which will further improve the energy efficiency of the thermal management system of the entire vehicle.

[0070] In the illustrated embodiment, the first flow control device 39 is a three-way valve, which can also be realized by a combination of multiple shut-off valves, and the on-off control of the coolant circuit can be realized by a four-way water valve. The thermal management system includes a second flow control device 41, a third flow control device 42 and a fourth flow control device 43. In the illustrated embodiment, the second flow control device 41 is a four-way valve, which can change the flow direction of the refrigerant by switching the connection relationship of four interfaces. Of course, the second flow control device 41 can also be formed by a combination of a three-way valve and a shut-off valve / check valve, or a combination of multiple shut-off valves / check valves to achieve the same function. In the illustrated embodiment, the third flow control device 42 is a three-way water valve. The third flow control device 42 controls whether the coolant circuit flows to the third heat exchanger 23, thereby selecting whether to dissipate heat to the coolant through air cooling. The third flow control device 42 can also be a combination of multiple shut-off valves or check valves to achieve the same function. In the illustrated embodiment, the fourth flow control device 43 is a four-way valve water valve, which controls the battery coolant circuit and the motor coolant in series or in parallel. Of course, the fourth flow control device 43 can also be a combination of a three-way water valve and a stop valve / check valve, or a combination of multiple stop valves / check valves to achieve the same function.

[0071] In the illustrated embodiment, the thermal management system includes a gas-liquid separator 36 to separate the gaseous refrigerant from the liquid refrigerant of the refrigerant. The provision of the gas-liquid separator 36 reduces the risk factor of liquid hammering caused by the liquid refrigerant entering the compressor 10. Of course, in some thermal management systems, the gas-liquid separator 36 may not be provided separately, for example, the compressor 10 includes a gas-liquid separation device, or the compressor 10 is resistant to liquid hammering.

[0072] like Fig.17As shown, when the thermal management system 100 is in the heating mode, the battery is cooled quickly, and the cooling can also be performed through the refrigerant circuit. The thermal management system 100 includes a third double-channel heat exchanger 44 and a third throttling device 45. The third double-channel heat exchanger 44 includes a fifth heat exchange part 441 and a sixth heat exchange part 442, and the fifth heat exchange part 441 and the sixth heat exchange part 442 are not connected. After passing through the third throttling valve device 45, the refrigerant becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then enters the fifth heat exchange part 441. The low-temperature and low-pressure refrigerant absorbs the heat of the coolant in the sixth heat exchange part 442 and evaporates into a gaseous refrigerant or a gas-liquid two-phase refrigerant, and then flows into the compressor 10 after passing through the gas-liquid separator 36. The second water pump 252, the sixth heat exchange part 442, the first heat exchange part 331, the fourth heat exchanger 32, and the fourth flow control device 43 are connected to form a battery coolant loop, and the coolant in the sixth heat exchange part 442 is cooled by the refrigerant in the fifth heat exchange part 441, thereby quickly cooling the battery. The first water pump 251, the fourth flow control device 43, the water inlet 161 of the compressor 10, the water outlet 162 of the compressor 10, the fifth heat exchanger 40, and the third heat exchanger 23 are sequentially connected to form a coolant loop, at which time the heat of the motor part 13 of the compressor 10 and the heat of the drive motor are dissipated through the third heat exchanger 23.

[0073] like Fig.18 As shown, the waste heat of the compressor 10 can also be recovered by exchanging heat between the refrigerant and the coolant. The compressor 10 is connected to the coolant circuit of the sixth heat exchange part 442. The refrigerant is throttled by the third throttling device 45 and becomes a low-temperature and low-pressure liquid or a gas-liquid two-phase refrigerant. The low-temperature and low-pressure refrigerant in the fifth heat exchange part 441 absorbs the heat of the coolant in the sixth heat exchange part 442, thereby absorbing the waste heat of the motor part 13 of the compressor 10. Of course, as Fig.18 As shown, the fourth heat exchanger 32, the coolant flow path of the compressor 10, and the fifth heat exchanger 40 can also be connected in series, so that the waste heat of the motor part 13 of the compressor 10, the heat of the drive motor and the power battery can be recovered to the refrigerant circuit through the third double-flow heat exchanger 44, thereby improving the heating efficiency of the thermal management system.

[0074] like Fig.19 As shown, in cooling mode, refrigerant can also be used to cool the battery. Fig.19 The principle and application of using refrigerant circuit to cool the battery coolant circuit Fig.17 Similarly, refrigerants work on the same principle as Fig.14Of course, the refrigerant circuit of the third throttling device 45 and the third double-flow heat exchanger 44 can also be used to cool the power battery, the drive motor, and the motor part 13 of the compressor 10, and the cooling position of the motor part 13 of the compressor 10 is moved, and the intake temperature of the compressor can also be reduced, thereby improving the compression efficiency of the compressor 10.

[0075] like Fig. 20 As shown, the thermal management system includes a dehumidification mode or a defogging mode. When the temperature difference between the indoor and outdoor of the car causes the front windshield of the car to be misted, the dehumidification mode can be activated, and the high-temperature and high-pressure refrigerant enters the third heat exchange part 341 through the pipeline from the refrigerant outlet 123 of the compressor 10. The high-temperature and high-pressure refrigerant in the third heat exchange part 341 heats the coolant in the fourth heat exchange part 342, so that the sixth heat exchanger 37 releases heat to the air in the air conditioning box 25. The refrigerant is throttled by the first throttling device 35 and becomes a low-temperature and low-pressure refrigerant and enters the second heat exchanger 22. The second heat exchanger 22 absorbs the heat of the air in the air conditioning box 25. The humid air in the air conditioning box 25 is driven by the blower to first pass through the second heat exchanger 22 to cool down the moisture in the air and condense it into condensed water for discharge, and then passes through the sixth heat exchanger 37 to heat it and then passes through the damper and pipeline to enter the passenger compartment or the front windshield, so that the dehumidification or defogging function is realized.

[0076] The thermal management system may also include a deicing or defrosting mode. In this mode, when the temperature is often low in winter, the outdoor first heat exchanger 21 acts as an evaporator, and the surface temperature reaches the dew point temperature, and the condensed water on the surface of the first heat exchanger 21 condenses into frost or ice. The refrigeration mode of the thermal management system may be used to use the first heat exchanger 21 as a condenser to defrost or de-ice the surface of the first heat exchanger 21 through a high-temperature and high-pressure refrigerant. In addition, in the deicing or defrosting mode, the refrigerant may not pass through the first heat exchanger 21, that is, the refrigerant circuit does not absorb heat from the air from the first heat exchanger 21, but absorbs heat from the power battery, the drive motor, the motor part of the compressor, or from the electric heater 38, thereby recovering heat and reducing the difficulty of the first heat exchanger 21 being easily frosted under low temperature conditions. In such a mode, the refrigerant can be realized through a double-channel heat exchanger, the coolant flow channel of the double-channel heat exchanger is connected to at least one of the fifth heat exchanger 40, the fourth heat exchanger 32, and the motor part 13 of the compressor 10, and the refrigerant after passing through the throttling device enters the refrigerant flow channel of the double-channel heat exchanger, thereby absorbing the heat in the coolant flow channel of the double-channel heat exchanger.

[0077] like Fig.21 FIG. 2 is a thermal management system according to another embodiment of the present application, which includes a compressor 10, a first heat exchanger 21, a second heat exchanger 22, a third heat exchanger 23, a throttling device and a power device. The structure of the compressor 10 is as described above.

[0078] In the illustrated embodiment, the power device includes a first water pump 251 and a second water pump 252. The use of two water pumps can control the battery and motor coolant circuits respectively, so the control is more precise. The first water pump 251 and the second water pump 252 can be electronic water pumps to further improve the control accuracy. In other optional implementations, the battery water circuit and the motor water circuit can also share a water pump / power device.

[0079] The thermal management system 100 includes a cooling mode. In the cooling mode, the refrigerant outlet 123, the first heat exchanger 21, the throttling device (the first throttling device 35), the second heat exchanger 22, and the refrigerant inlet 122 are connected to form a refrigerant circuit. The power device (the first water pump 251), the water inlet 161 of the compressor 10, the water outlet 162 of the compressor 10, and the third heat exchanger 23 are connected to form a coolant circuit. The thermal management system includes an air conditioning box 25 and a cooling fan 26. The third heat exchanger 23, the first heat exchanger 21, and the cooling fan 26 are arranged outside the air conditioning box 25. The first heat exchanger 21, the cooling fan 26, and the third heat exchanger 23 are assembled together to form a front end module 31, which is usually arranged near the front bumper of the car.

[0080] The third heat exchanger 23 is a low-temperature heat dissipation water tank disposed outside the air conditioning box 25. The first water pump 251 drives the coolant to pass through the compressor 10 and brings the heat of the compressor motor part 13 to the third heat exchanger 23. The cooling fan 26 drives the air flow to pass through the outer surface of the third heat exchanger 23, thereby cooling the coolant inside the third heat exchanger 23, thereby cooling the motor part 13 of the compressor 10. In the related art, the motor part 13 of the compressor 10 is cooled by the refrigerant / coolant, which increases the suction temperature of the compression part 14 of the compressor, so that the concentration of the refrigerant becomes relatively thin, and therefore, the compression efficiency of the compressor 10 is low.

[0081] The present application innovatively utilizes the coolant circuit in the electric vehicle thermal management system 100 to cool the motor part 13 of the compressor 10. Compared with the related art of using refrigerant / coolant cooling, the intake temperature of the compression part 14 is reduced, so that the concentration of the refrigerant becomes relatively large, which is beneficial to improving the compression efficiency of the compressor 14.

[0082] In cooling mode, the working principle of the thermal management system 100 for cooling the passenger compartment is as follows: the compressor 10 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure gaseous refrigerant flows to the first heat exchanger 21 through the refrigerant outlet 123 of the compressor 10. The first heat exchanger 21 releases heat to the outdoor air. The high-temperature and high-pressure refrigerant in the first heat exchanger 21 is condensed into a liquid refrigerant or a gas-liquid two-phase refrigerant, and then after throttling and reducing the pressure by the first throttling device 35, it becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then enters the second heat exchanger 22. The low-temperature and low-pressure refrigerant in the second heat exchanger 22 absorbs the heat of the air in the air-conditioning box 25 and evaporates into a gas or a gas-liquid two-phase state, thereby reducing the air temperature in the air-conditioning box 25. The air in the air-conditioning box 25 enters the passenger compartment through the damper and the pipe, thereby realizing passenger compartment cooling. The first throttling device 35 can be a throttling device such as an electronic expansion valve, a thermal expansion valve or a capillary tube. Preferably, the first throttling device 35 is an electronic expansion valve, so that the control and adjustment of the flow rate of the refrigerant is more accurate and easy.

[0083] The thermal management system 100 also includes a second flow control device 41, a fourth double-flow heat exchanger 51, an internal heat exchanger 52, a third throttling device 45, a fourth heat exchanger 32, a fifth heat exchanger 40, a sixth heat exchanger 37, a third double-flow heat exchanger 44, a fourth flow control device 43, a first valve control device 53, a second valve control device 54 and a fourth throttling device 55. In the illustrated embodiment, the second flow control device 41 is a four-way valve to realize the flow direction switching of the refrigerant, and the fourth flow control device 43 is a four-way water valve to realize the flow direction switching of the coolant. The second flow control device 41 and the fourth flow control device 43 can also be a combination of multiple stop valves / check valves or a combination of a three-way valve and a stop valve / check valve. The second flow control device 41 includes a first interface 411, a second interface 412, a third interface 413 and a fourth interface 414. The fourth flow control device 43 includes a first connecting port 431, a second connecting port 432, a third connecting port 433 and a fourth connecting port 434. The third double-channel heat exchanger 44 includes a fifth heat exchange part 441 and a sixth heat exchange part 442, and the fifth heat exchange part 441 and the sixth heat exchange part 442 are not connected. The fourth double-channel heat exchanger 51 includes a seventh heat exchange part 511 and an eighth heat exchange part 512, and the seventh heat exchange part 511 and the eighth heat exchange part 512 are not connected. The third double-channel heat exchanger 44 and the fourth double-channel heat exchanger 51 are used for heat exchange between refrigerant and coolant, and can be a plate heat exchanger, which has the advantages of light weight and high heat exchange efficiency. The plate heat exchanger has a plurality of stacked plates, and one of the refrigerant and the coolant flows on the front and back sides of the plate. Of course, when the refrigerant selects a high-pressure refrigerant, such as CO2 high-pressure refrigerant, in order to resist high pressure and explosion, the third double-channel heat exchanger 44 and the fourth double-channel heat exchanger 51 can also use a shell and tube heat exchanger with a microchannel flat tube inside and a shell surrounded by a shell outside. In this way, the refrigerant circulates through the internal microchannel flat tubes in the shell and tube heat exchanger, and the coolant circulates between the shell and the flat tubes. The third throttling device 45 can be a throttling device such as an electronic expansion valve, a thermal expansion valve or a capillary tube. Preferably, the third throttling device 45 is an electronic expansion valve, so that the control and regulation of the flow rate of the refrigerant is more accurate and easy. The fourth heat exchanger 32 is used to exchange heat with the power battery of the electric vehicle, and the fifth heat exchanger 40 is used to exchange heat with the drive motor of the electric vehicle. In the illustrated embodiment, the first valve control device 53 and the second valve control device 54 are three-way valves, wherein the first valve control device 53 includes a first valve port 531, a second valve port 532 and a third valve port 533, and the second valve control device 54 includes a fourth valve port 541, a fifth valve port 542 and a sixth valve port 543. The first valve control device 53 and the second valve control device 54 are used to control the on-off relationship between the coolant branches, and can also be a combination of multiple one-way valves / stop valves to achieve the same function. The internal heat exchanger 52 is usually formed by stacking microchannel heat exchangers, one of which flows high-pressure refrigerant and the other flows low-temperature refrigerant.The internal heat exchanger 52 can be integrated with the gas-liquid separator to form a gas-liquid separator with an internal heat exchanger, saving connecting pipelines.

[0084] like Fig.21 As shown, in the cooling mode of the thermal management system, the refrigerant flow route 1 is: the refrigerant outlet 123 of the compressor 10, the second flow control device 41, the seventh heat exchange part 511, the first heat exchanger 21, the high-pressure side flow channel of the internal heat exchanger 52, the first throttling device 35, the second heat exchanger 22, the fourth throttling device 55, the sixth heat exchanger 37, the second flow control device 41, and the refrigerant inlet 122 of the compressor 10. The refrigerant flow route 2 is: the refrigerant outlet 123 of the compressor 10, the seventh heat exchange part 551, the first heat exchanger 21, the high-pressure side flow channel of the internal heat exchanger 52, the third throttling device 45, the sixth heat exchange part 442, the second flow control device 41, and the refrigerant inlet 122 of the compressor 10. The first heat exchanger 21 acts as a condenser, and the second heat exchanger 22, the sixth heat exchanger 37, and the sixth heat exchange part 442 of the third double-flow heat exchanger 44 act as an evaporator. The room has two heat exchangers, the second heat exchanger 22 and the sixth heat exchanger 37, which are arranged in series, thereby increasing the evaporation area of ​​the refrigerant, and thus the refrigeration efficiency is improved.

[0085] The first coolant flow route is: the first water pump 251, the second connecting port 432 of the fourth flow control device 43, the first connecting port 431 of the fourth flow control device 43, the fifth heat exchange part 441, and the fourth heat exchanger 32. The second coolant flow route is: the second water pump 252, the fifth heat exchanger 40, the eighth heat exchange part 512, the first valve port 531 of the first valve control device 53, the third valve port 533 of the first valve control device 53, the third heat exchanger 23, the sixth valve port 543 of the second valve control device 54, the fifth valve port 542 of the second valve control device 54, the water inlet 161 of the compressor 10, the water outlet 162 of the compressor 10, the fourth connecting port 434 of the fourth flow control device 43, and the third connecting port 433 of the fourth flow control device 43. In this way, the cooling position of the motor part 13 of the compressor 10 is transferred to the third heat exchanger 23 outdoors, thereby reducing the suction temperature and improving the compression efficiency and working efficiency of the compressor 10.

[0086] like Fig. 22 As shown, in the cooling mode, the thermal management system can also bypass the third heat exchanger 23 through the first valve control device 53, so that the motor part 13 of the compressor 10 can also be cooled through the seventh heat exchange part 511 and the eighth heat exchange part 512 of the fourth double-flow heat exchanger 51.

[0087] like Fig.23As shown, the thermal management system is in the passenger compartment heating mode and the battery preheating mode, and the refrigerant flow path is: the refrigerant outlet 123 of the compressor 10, the first interface 411, the fourth interface 414, the sixth heat exchanger 37, the fourth throttling device 55, the second heat exchanger 22, the first throttling device 35, the high-pressure side flow channel of the internal heat exchanger 52, the first heat exchanger 21, the seventh heat exchange part 511, the second interface 412, the third interface 413, the gas-liquid separator 36, the low-pressure side flow channel of the internal heat exchanger 52, and the refrigerant inlet 122 of the compressor 10. The high-temperature and high-pressure refrigerant compressed by the compressor 10 enters the sixth heat exchanger 37 and the second heat exchanger 22. The sixth heat exchanger 37 and the second heat exchanger 22 act as condensers to release heat to the air in the air-conditioning box 25, thereby achieving heating of the passenger compartment. At this time, the fourth throttling device 55 is in a full-pass state. The six heat exchangers 37 and the second heat exchanger 22 are connected in series, which can increase the contact area between the condenser and the air, thereby improving the heating performance. The first throttling device 35 is in a throttling state. After the refrigerant is throttled and reduced in pressure by the first throttling device 35, the refrigerant becomes a low-temperature and low-pressure refrigerant and enters the first heat exchanger 21. The first heat exchanger 21 acts as an evaporator to absorb heat from the air. Further, the refrigerant in the seventh heat exchange part 511 absorbs heat from the coolant circuit in the eighth heat exchange part 512, thereby achieving energy recovery of the compressor waste heat, battery waste heat, and motor waste heat, providing the overall energy efficiency (COP) of the system.

[0088] The coolant flow path is: the first water pump 251, the second connecting port 432, the third connecting port 433, the second water pump 252, the fifth heat exchanger 40, the eighth heat exchange part 512, the first valve port 531, the second valve port 532, the sixth valve port 543, the fifth valve port 542, the water inlet 161, the water outlet 162, the fourth connecting port 434, the first connecting port 431, the fifth heat exchange part 441, and the fourth heat exchanger 32. The heat of the motor part 13 of the compressor 10 is connected in series to the battery circuit, so the waste heat of the compressor 10 can be used for the battery waste heat. The heat of the compressor 10 can also be exchanged with the refrigerant of the seventh heat exchange part through the coolant of the eighth heat exchange part 512, so that the waste heat of the compressor 10 is recovered to the passenger compartment.

[0089] like Fig.24 In the heating mode, when the battery needs to be heated quickly, the battery coolant circuit a and the motor coolant circuit b can also be connected in parallel through the fourth flow control device 43, without being connected to each other. The refrigerant circuit heats the battery, and the motor coolant circuit b and the compressor coolant circuit e are connected in series. Heat can be exchanged between the coolant flowing in the eighth heat exchange part 512 of the fourth double-flow heat exchanger 51 and the refrigerant in the seventh heat exchange part 511, thereby realizing heat recovery.

[0090] like Fig.24As shown, the dehumidification or defogging mode of the thermal management system can be achieved by setting the fourth throttling device 55 to the throttling mode, that is, the second heat exchanger 22 acts as an evaporator to absorb heat, and the moisture in the air condenses into condensed water and precipitates out, and the sixth heat exchanger 37 acts as a condenser to heat the dry air and then blow it into the passenger compartment or the front windshield through the damper in the air conditioning box 25 and the pipeline in the car to achieve air dehumidification or glass defogging. Therefore, the fourth throttling device 55 is a full-pass throttle valve. The first throttling device 35 and the third throttling device 45 are two-way throttle valves.

[0091] like Fig.25 As shown, the de-icing or defrosting mode of the thermal management system can be achieved by connecting the coolant flow path c of the outdoor third heat exchanger 23, the coolant flow path a of the battery, the coolant flow path b of the motor, and the coolant flow path e of the compressor in series. At this time, the waste heat of the compressor 10, the waste heat of the drive motor, and the waste heat of the battery can be used to defrost or de-ice the outdoor first heat exchanger 21.

[0092] like Fig.26 As shown, a thermal management system of another embodiment of the present application includes a compressor 10, a first heat exchanger 21, an outdoor heat exchanger 21', a second heat exchanger 22, a third heat exchanger 23, a throttling device and a power device. The structure of the compressor 10 is as described above.

[0093] In the illustrated embodiment, the power device includes a first water pump 251, a second water pump 252, a third water pump 253 and a fourth water pump 254. The use of four water pumps can control the coolant circuits of the battery, the motor, and the indoor heat exchanger respectively, so the control is more precise. The first water pump 251, the second water pump 252, the third water pump 253 and the fourth water pump 254 can be electronic water pumps to further improve the control accuracy. In other optional implementations, at least two of the battery water circuit, the motor water circuit, the indoor heat exchanger water circuit, and the compressor water circuit can also share a water pump / power device.

[0094] The thermal management system 100 includes a cooling mode. In the cooling mode, the refrigerant outlet 123, the outdoor heat exchanger 21', the throttling device (the first throttling device 35), the second heat exchanger 22, and the refrigerant inlet 122 are connected to form a refrigerant circuit. The power device (the first water pump 251), the water inlet 161 of the compressor 10, the water outlet 162 of the compressor 10, and the third heat exchanger 23 are connected to form a coolant circuit. The thermal management system includes an air conditioning box 25 and a cooling fan (not shown), and the outdoor heat exchanger 21', the third heat exchanger 23 and the cooling fan are arranged outside the air conditioning box 25. The outdoor heat exchanger 21', the cooling fan and the third heat exchanger 23 are assembled together to form a front-end module, which is usually arranged near the front bumper of the car. The first heat exchanger 21 and the second heat exchanger 22 are both double-channel heat exchangers, and the first heat exchanger 21 includes a first refrigerant flow channel 221 and a first coolant flow channel 222 that are not connected. The second heat exchanger 22 includes a second refrigerant flow channel 221 and a second coolant flow channel 222 which are not connected.

[0095] The third heat exchanger 23 is a low-temperature heat dissipation water tank disposed outside the air conditioning box 25. The first water pump 251 drives the coolant to pass through the compressor 10 and brings the heat of the compressor motor part 13 to the third heat exchanger 23. The cooling fan drives the air flow to pass through the outer surface of the third heat exchanger 23, thereby cooling the coolant inside the third heat exchanger 23, thereby cooling the motor part 13 of the compressor 10. In the related art, the motor part 13 of the compressor 10 is cooled by the refrigerant / coolant, which increases the suction temperature of the compression part 14 of the compressor, so that the concentration of the refrigerant becomes relatively thin, and therefore, the compression efficiency of the compressor 10 is low.

[0096] The present application innovatively utilizes the coolant circuit in the electric vehicle thermal management system 100 to cool the motor part 13 of the compressor 10. Compared with the related art of using refrigerant / coolant cooling, the intake temperature of the compression part 14 is reduced, so that the concentration of the refrigerant becomes relatively large, which is beneficial to improving the compression efficiency of the compressor 14.

[0097] In cooling mode, the working principle of the thermal management system 100 for cooling the passenger compartment is as follows: the compressor 10 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure gaseous refrigerant flows to the outdoor heat exchanger 21' through the refrigerant outlet 123 of the compressor 10. The outdoor heat exchanger 21' releases heat to the outdoor air. The high-temperature and high-pressure refrigerant in the outdoor heat exchanger 21' is condensed into a liquid refrigerant or a gas-liquid two-phase refrigerant, and then after throttling and reducing the pressure by the first throttling device 35, it becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then enters the second refrigerant flow channel 221 of the second heat exchanger 22. The low-temperature and low-pressure refrigerant in the second refrigerant flow channel 221 absorbs the temperature of the coolant in the second coolant flow channel 222, thereby cooling the first indoor heat exchanger 62, thereby reducing the air temperature in the air-conditioning box 25, and the air in the air-conditioning box 25 enters the passenger compartment through the damper and the pipeline, thereby realizing passenger compartment cooling. The first throttling device 35 can be a throttling device such as an electronic expansion valve, a thermal expansion valve or a capillary tube. Preferably, the first throttling device 35 is an electronic expansion valve, so that the control and adjustment of the flow rate of the refrigerant is more accurate and easy.

[0098] Coolant flow path 1: the fourth water pump 254, the second coolant flow channel 222, and the first indoor heat exchanger 61 circulate. Coolant flow path 2: the first water pump 251, the fourth heat exchanger 32, the second connecting port 432 of the fourth flow control device 43, the third connecting port 433, the second water pump 252, the fifth heat exchanger 40, the first valve control device 53, the third heat exchanger 23, the second valve control device 54, the water inlet 161, the water outlet 162, the fourth connecting port 434 of the fourth flow control device 43, and the first connecting port 431. Therefore, the water jacket 16 of the compressor 10 and at least one of the fourth heat exchanger 32 of the power battery and the fifth heat exchanger 40 of the drive motor can be connected in series to the third heat exchanger 23 outdoors to dissipate heat, thereby improving the working efficiency of the compressor 10.

[0099] like Fig. 27As shown, in the heating mode of the thermal management system, the refrigerant flow path is: the refrigerant outlet 123 of the compressor 10, the first refrigerant flow path 211, the outdoor heat exchanger 21', the first throttling device 35, the second refrigerant flow path 222, and the gas-liquid separator 36. Cooling liquid flow path 1: the third water pump 253, the second indoor heat exchanger 62, and the first cooling liquid flow path 212. Cooling liquid flow path 2: the first water pump 251, the fourth heat exchanger 32, the second connecting port 432, the second connecting port 431, the second water pump 252, the fifth heat exchanger 40, the first valve control device 53, the second valve control device 54, the water inlet 161, the water outlet 162, the fourth connecting port 434, the first connecting port 431, and the second cooling liquid flow path 222. Therefore, the water jacket 16 of the compressor 10 and at least one of the fourth heat exchanger 32 of the power battery and the fifth heat exchanger 40 of the drive motor can be connected in series to the second coolant flow channel 222 for waste heat recovery, thereby improving the working efficiency of the compressor 10 and the energy efficiency of the thermal management system. In the thermal management system of this embodiment, only the coolant enters the indoor heat exchanger in the air-conditioning box 25, and no refrigerant enters the air-conditioning box, reducing the safety risk caused by refrigerant leakage.

[0100] The above is only a preferred embodiment of the present application and does not constitute any form of limitation to the present application. Although the present application has been disclosed as a preferred embodiment as above, it is not intended to limit the present application. Any technician familiar with the profession can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present application. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still falls within the scope of the technical solution of the present application.

Claims

1. A compressor, characterized in that: It includes a first shell, a second shell, a motor part, a compression part, a rotating shaft and a water jacket, wherein the first shell includes a first inner cavity, the motor part is accommodated in the first inner cavity, the second shell includes a second inner cavity, the compression part is accommodated in the second inner cavity, and the first inner cavity and the second inner cavity are not connected; The motor part includes a core part, the core part includes a stator and a rotor, the compression part includes a scroll part, the scroll part includes a movable scroll and a fixed scroll, the rotor is connected to the movable scroll through a rotating shaft, the rotating shaft includes a first part and a second part, the first part is located in the first inner cavity and connected to the rotor, and the second part is located in the second inner cavity and connected to the movable scroll; The water jacket comprises a water inlet, a heat exchange part and a water outlet, the heat exchange part is located between the stator and the first shell, the water inlet is communicated with the heat exchange part, the water outlet is communicated with the heat exchange part, and the water inlet and the water outlet are connected to opposite sides of the heat exchange part; The second shell has a refrigerant inlet and a refrigerant outlet. The refrigerant inlet is communicated with the second inner cavity, and the refrigerant outlet is communicated with the second inner cavity.

2. The compressor according to claim 1, characterized in that There is a gap between the first shell and the second shell. The rotating shaft includes a third portion. The third portion is located between the first shell and the second shell. In the axial direction of the rotating shaft, the third portion is located between the first portion and the second portion.

3. The compressor according to claim 2, characterized in that The compressor includes a first bearing and a second bearing, the first bearing is arranged in the first inner cavity of the first shell, the second bearing is arranged in the second inner cavity of the second shell, the first bearing is sleeved in the first part and close to the third part, the second bearing is sleeved in the second part and close to the third part, the first shell and the third part are axially sealed, and the second shell and the third part are axially sealed.

4. The compressor according to claim 1, characterized in that The compressor also includes a controller, the first shell includes a first inner wall and a first outer wall, the heat exchange part of the water jacket is located between the first inner wall and the stator, the controller is fixedly installed on the first outer wall, and the controller is closer to the water inlet than the water outlet.

5. The compressor according to claim 1, characterized in that The water jacket is spirally wound around the stator in the axial direction of the stator; Alternatively, the water jacket is wound around the stator in a Z-shape in the axial direction of the stator; Alternatively, the water jacket is wound around the stator in an I-shape in the axial direction of the stator.

6. A thermal management system, comprising a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a throttling device and a power device, wherein the compressor comprises: A first shell having a first inner cavity; A motor part, the motor part is accommodated in the first inner cavity, the motor part includes a core part, and the core part includes a stator and a rotor; A second shell, wherein the second shell has a second inner cavity, and the second shell has a refrigerant inlet and a refrigerant outlet; A compression part, the compression part is accommodated in the second inner cavity, the second inner cavity is not connected with the first inner cavity, the compression part includes a scroll part, the scroll part includes a movable scroll and a fixed scroll, the refrigerant inlet is connected with the second inner cavity, and the refrigerant outlet is connected with the second inner cavity; a rotating shaft, the rotating shaft connecting the rotor and the movable scroll, the rotating shaft comprising a first portion and a second portion, the first portion being located in the first inner cavity and connected to the rotor, the second portion being located in the second inner cavity and connected to the movable scroll; and A water jacket, the water jacket comprising a water inlet, a heat exchange part and a water outlet, the heat exchange part is located between the stator and the first shell, and the water inlet and the water outlet are connected to opposite sides of the heat exchange part; Among them, the thermal management system includes a cooling mode. In the cooling mode, the refrigerant outlet, the first heat exchanger, the throttling device, the second heat exchanger, and the refrigerant inlet are connected to form a refrigerant circuit, and the power device, the water inlet of the compressor, the water outlet of the compressor, and the third heat exchanger are connected to form a coolant circuit.

7. The thermal management system according to claim 6, characterized in that: The thermal management system includes an air conditioning box and a cooling fan. The third heat exchanger and the cooling fan are arranged outside the air conditioning box. The cooling fan and the third heat exchanger are assembled together to form a front end module.

8. The thermal management system according to claim 7, characterized in that: The thermal management system includes a fourth heat exchanger, and the thermal management system includes a battery preheating mode. In the battery preheating mode, the power device, the water inlet of the compressor, the water outlet of the compressor, and the fourth heat exchanger are connected to form a coolant circuit.

9. The thermal management system according to claim 8, characterized in that: The thermal management system also includes a dual-flow heat exchanger, which includes a first heat exchange part and a second heat exchange part that are not connected. The thermal management system includes a heating mode. In the heating mode, the refrigerant outlet of the compressor, the first heat exchanger, the throttling device, the second heat exchange part, and the refrigerant inlet of the compressor are connected to form a refrigerant circuit, and the power device, the fourth heat exchanger, the first heat exchange part, and the water outlet of the compressor are connected to form a coolant circuit.

10. The thermal management system according to claim 9, characterized in that: The thermal management system includes a fifth heat exchanger. In the heating mode, the refrigerant outlet of the compressor, the first heat exchanger, the throttling device, the first heat exchange part, and the refrigerant inlet of the compressor are connected to form a refrigerant circuit, and the power device, the second heat exchange part, the fourth heat exchanger, the water inlet of the compressor, the water outlet of the compressor, and the fifth heat exchanger are connected to form a coolant circuit.

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