Thermal management system of vehicle and vehicle

Abstract

The invention discloses a thermal management system of a vehicle and the vehicle. The thermal management system of the vehicle comprises a condenser; an evaporator; the compressor is internally provided with a compression working cavity and a motor cavity which are isolated from each other, the motor cavity is provided with a second inlet and a second outlet, the second inlet is communicated with the refrigerant outlet of the condenser, and the second outlet is communicated with the refrigerant inlet of the evaporator. Therefore, the compression working cavity and the motor cavity are arranged in the compressor to be isolated from each other, and the condenser, the second inlet, the motor cavity and the second outlet are communicated with the evaporator, so that a refrigerant condensed by the condenser can independently dissipate heat of the motor cavity; the situation that the exhaust temperature is too high due to the fact that heat of the motor cavity affects the suction temperature of the compressor can be prevented, and therefore on the premise that the working reliability of the compressor is guaranteed, the system capacity can be effectively improved, system power consumption can be effectively reduced, and then the energy efficiency of a heat management system of the vehicle can be remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and more particularly to a thermal management system for a vehicle and a vehicle. Background Art

[0002] In the refrigeration cycle system of a vehicle, an electric motor in a compressor drives a crankshaft to rotate. A moving disk that moves linearly as the crankshaft rotates forms a working chamber with a stationary disk to suck in a low-temperature and low-pressure gaseous refrigerant, and compresses it into a high-temperature and high-pressure gaseous refrigerant. Then, the refrigerant enters the exhaust chamber of the compressor through an exhaust valve on the stationary disk assembly and is discharged from the compressor. During this process, the electric motor generates heat. To cool the internal electric motor, the refrigerant at the outlet of the evaporator is usually directly introduced around the electric motor, and after absorbing the heat generated by the electric motor, it enters the working chamber of the compressor.

[0003] In the prior art, since the refrigerant absorbs the heat of the electric motor, the suction temperature of the compressor increases, resulting in an increase in the exhaust temperature after compression by the compressor, a large indicated loss during the compression process, and an increase in the lubricating oil temperature, leading to a decrease in the lubrication and sealing performance of the compressor. Eventually, the thermodynamic performance of the compressor decreases, affecting the working reliability of the compressor. In addition, if there is too much liquid entrained in the refrigerant at the outlet of the evaporator and it does not completely evaporate after passing through the electric motor and enters the cylinder, it will cause a liquid hammer accident, making the refrigeration system unable to work properly. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. For this purpose, an object of the present invention is to provide a thermal management system for a vehicle, which can improve the working reliability of the compressor.

[0005] The present invention further provides a vehicle.

[0006] According to an embodiment of the present invention, the thermal management system for a vehicle includes: a condenser; an evaporator; a compressor, in which a compression working chamber and an electric motor chamber are isolated from each other. The compression working chamber is provided with a first inlet and a first outlet. The first inlet is communicated with the refrigerant outlet of the evaporator, and the first outlet is communicated with the refrigerant inlet of the condenser. The electric motor chamber is provided with a second inlet and a second outlet. The second inlet is communicated with the refrigerant outlet of the condenser, and the second outlet is communicated with the refrigerant inlet of the evaporator.

[0007] Thus, by isolating the compression working chamber and the motor chamber in the compressor and connecting the condenser, the second inlet, the motor chamber, the second outlet and the evaporator, the refrigerant condensed by the condenser can separately dissipate heat from the motor chamber, preventing the heat in the motor chamber from affecting the suction temperature of the compressor and thus causing the discharge temperature to be too high. Therefore, on the premise of ensuring the working reliability of the compressor, the present invention can effectively improve the system capacity, reduce the system power consumption, and thus significantly improve the energy efficiency of the vehicle's thermal management system.

[0008] In some examples of the present invention, the vehicle's thermal management system further includes a throttling member, which is connected between the second outlet and the refrigerant inlet of the evaporator.

[0009] In some examples of the present invention, the vehicle's thermal management system further includes a subcooler, which is connected between the throttling member and the second outlet.

[0010] In some examples of the present invention, the vehicle's thermal management system further includes a liquid storage member, the inlet of which is connected to the refrigerant outlet of the condenser, and the outlet of which is connected to the inlet of the motor chamber.

[0011] In some examples of the present invention, the liquid storage member includes a third inlet, a third outlet and a fourth outlet, the motor chamber includes a first cavity and a second cavity that are isolated from each other, the second inlet includes a gas inlet and a liquid inlet, the gas inlet is connected to the fourth outlet, the liquid inlet is connected to the third outlet, the second outlet includes a gas outlet and a liquid outlet, the first cavity is connected between the liquid inlet and the liquid outlet, and the second cavity is connected between the gas inlet and the gas outlet.

[0012] In an embodiment of the present invention, the stator is arranged in the first cavity, and the second cavity is arranged outside the first cavity and is isolated from the first cavity.

[0013] In some examples of the present invention, the liquid inlet and the liquid outlet are arranged radially opposite to each other on the compressor, and the gas inlet and the gas outlet are respectively arranged on the radial two sides of the compressor and are spaced apart axially on the compressor.

[0014] In some examples of the present invention, the projections of the liquid inlet and the liquid outlet in the radial direction are located between the gas inlet and the gas outlet.

[0015] In some examples of the present invention, the motor cavity includes a first cavity and a second cavity that are isolated from each other. The second inlet includes a first liquid inlet and a second liquid inlet. A first flow path is connected between the first liquid inlet and the refrigerant outlet of the condenser, and a second flow path is connected between the second liquid inlet and the refrigerant outlet of the condenser. At least one of the first flow path and the second flow path is provided with a flow regulating valve. The second outlet includes a first liquid outlet and a second liquid outlet. The first cavity is connected between the first liquid inlet and the first liquid outlet, and the second cavity is connected between the second liquid inlet and the second liquid outlet.

[0016] In an embodiment of the present invention, the stator is arranged in the first cavity, and the second cavity is arranged outside the first cavity and is isolated from the first cavity.

[0017] In some examples of the present invention, the first liquid inlet and the second liquid inlet are arranged radially opposite to each other on the compressor. The second liquid inlet and the second liquid outlet are respectively arranged on the radial two sides of the compressor, and the second liquid inlet and the second liquid outlet are axially spaced apart from each other on the compressor.

[0018] In some examples of the present invention, the projections of the first liquid inlet and the first liquid outlet in the radial direction are located between the second liquid inlet and the second liquid outlet.

[0019] The vehicle according to an embodiment of the present invention includes the above-described vehicle thermal management system.

[0020] The additional aspects and advantages of the present invention will be partially given in the following description, partially become apparent from the following description, or be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and be easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0022] Figure 1 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present invention;

[0023] Figure 2 is a schematic diagram of a vehicle thermal management system according to another embodiment of the present invention;

[0024] Figure 3 is a flow schematic diagram of a compressor according to an embodiment of the present invention;

[0025] Figure 4 is Figure 3 a schematic diagram of area A in;

[0026] Figure 5 is Figure 3 a sectional view taken along the B-B direction in

[0027] Figure 6 a schematic diagram of a gasket according to an embodiment of the present invention;

[0028] Figure 7 is a schematic diagram of a vehicle's thermal management system according to another embodiment of the present invention.

[0029] Reference numerals:

[0030] 100, thermal management system;

[0031] 10, condenser; 20, evaporator;

[0032] 30, compressor;

[0033] 31, compression mechanism; 311, first inlet; 312, first outlet;

[0034] 32, motor chamber; 321, second inlet; 3211, gas inlet; 3212, liquid inlet; 3213, first liquid inlet; 3214, second liquid inlet; 322, second outlet; 3221, gas outlet; 3222, liquid outlet; 3223, first liquid outlet; 3224, second liquid outlet; 323, first cavity; 324, first flow path; 325, second flow path; 326, flow regulating valve; 327, second cavity;

[0035] 33, housing; 34, drive motor; 341, stator; 342, rotor; 343, motor shaft;

[0036] 35, rear end cover; 36, gasket; 37, housing bracket; 38, shaft seal;

[0037] 40, throttle member; 50, subcooler;

[0038] 60, liquid storage member; 61, third inlet; 62, third outlet; 63, fourth outlet. Detailed Description of the Invention

[0039] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0040] Reference will be made below to Figures 1 - 7 describe the vehicle's thermal management system 100 according to an embodiment of the present invention. The vehicle's thermal management system 100 can be applied to a vehicle.

[0041] In combination with Figure 1 , Figure 2 and Figure 7As shown in the figure, the vehicle thermal management system 100 according to the present invention mainly includes: a condenser 10, an evaporator 20, and a compressor 30. Among them, the compressor 30 is provided with a compression working chamber and a motor chamber 32 that are isolated from each other. The compression working chamber is provided with a first inlet 311 and a first outlet 312. The first inlet 311 is communicated with the refrigerant outlet of the evaporator 20, and the first outlet 312 is communicated with the refrigerant inlet of the condenser 10. The motor chamber 32 is provided with a second inlet 321 and a second outlet 322. The second inlet 321 is communicated with the refrigerant outlet of the condenser 10, and the second outlet 322 is communicated with the refrigerant inlet of the evaporator 20.

[0042] Specifically, the compressor 30 includes a housing 33, a housing bracket 37, and a rear end cover 35. The housing 33, the housing bracket 37, and the rear end cover 35 jointly define the motor chamber 32. The motor chamber 32 is located inside the housing 33. The driving motor 34 is located in the motor chamber 32. The compression mechanism 31 is connected to the housing 33 and is located on the side of the housing bracket 37 away from the rear end cover 35. The driving motor 34 further includes a motor shaft 343. The motor shaft 343 passes through the housing bracket 37 and is connected to the compression mechanism 31. A shaft seal 38 is provided between the housing bracket 37 and the motor shaft 343 to isolate the motor chamber 32 and the compression working chamber, prevent the heat generated by the driving motor 34 from being transferred to the compression working chamber, further prevent the suction temperature of the compression mechanism 31 from rising, and ensure the reliability of the compressor 30.

[0043] Furthermore, the condenser 10 and the evaporator 20 are important heat exchange structures in the vehicle thermal management system 100. The high-temperature gas refrigerant can release heat and condense into a liquid refrigerant in the condenser 10. The liquid refrigerant then flows into the evaporator 20 and absorbs heat and evaporates, which can reduce the temperature in the vehicle occupant compartment, so as to realize the refrigeration of the vehicle thermal management system 100 for the vehicle occupant compartment and ensure the environmental comfort in the vehicle occupant compartment.

[0044] Furthermore, a compression working chamber and a motor chamber 32 are provided in the compressor 30. The compression working chamber is used to compress the refrigerant, convert the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant gas, and provide heat for the vehicle thermal management system 100. A compression mechanism 31 is provided in the compressor 30. The compression mechanism 31 includes a static disk assembly, a dynamic disk assembly, a dynamic disk bearing, and an eccentric sleeve. Among them, the paired chambers surrounded by the static disk assembly and the dynamic disk assembly are the compression working chambers. The motor chamber 32 is used to place the driving motor 34. The driving motor 34 can transmit power to the dynamic disk assembly, make the dynamic disk assembly rotate, and compress the refrigerant in the compression working chamber. Heat will be generated during the operation of the driving motor 34. Overheating of the driving motor 34 will limit the rotation speed of the driving motor 34 and affect the operating power of the compressor 30. Therefore, it is necessary to dissipate heat from the driving motor 34 in a timely manner.

[0045] Further, the compression working chamber and the motor chamber 32 are isolated from each other, which can prevent the refrigerant in the compression working chamber and the motor chamber 32 from flowing into each other, prevent the heat in the motor chamber 32 from entering the compression working chamber, and further prevent the suction temperature of the compression working chamber from rising, resulting in an excessively high discharge temperature of the compression working chamber. With such a setting, the indicated loss during the compression process of the compressor 30 can be significantly reduced, which is beneficial to reducing the discharge temperature of the compressor 30 and improving the lubrication effect of the lubricating oil in the vehicle's thermal management system 100, thereby improving the lubrication stability of each friction pair in the vehicle's thermal management system 100.

[0046] Further, the working chamber of the compressor 30 is provided with a first inlet 311 and a first outlet 312. The first inlet 311 is communicated with the refrigerant outlet of the evaporator 20, so that the low-temperature and low-pressure refrigerant gas flowing out of the refrigerant outlet of the evaporator 20 can enter the working chamber of the compressor 30. The first outlet 312 is connected to the refrigerant inlet of the condenser 10, so that the high-temperature and high-pressure refrigerant gas generated after being compressed in the compression working chamber can flow from the first outlet 312 to the condenser 10, so that the high-temperature and high-pressure refrigerant gas releases heat and condenses into a medium-temperature and high-pressure refrigerant in the condenser 10.

[0047] According to some embodiments of the present invention, in combination with Figure 1 As shown, the motor chamber 32 is provided with a second inlet 321 and a second outlet 322. The second inlet 321 is connected to the refrigerant outlet of the condenser 10, so that the high-pressure and medium-temperature refrigerant gas flowing out of the refrigerant outlet of the condenser 10 can enter the motor chamber 32 through the second inlet 321, so that the refrigerant absorbs the heat in the motor chamber 32. The second outlet 322 is connected to the refrigerant inlet of the evaporator 20. Compared with the prior art, the accumulator provided after the condenser 10 in the refrigeration cycle system is cancelled in the embodiments of the present invention, and the motor chamber 32 in the compressor 30 is used as the accumulator. In the entire refrigeration cycle, the motor chamber 32 is behind the condenser 10. With such a setting, not only can the refrigerant take away the heat in the motor chamber 32, but also the refrigeration cycle of the vehicle's thermal management system 100 can operate normally.

[0048] Further, in the embodiments of the present invention, the drive motor 34 is cooled and dissipated by using the liquid refrigerant condensed by the condenser 10. The liquid refrigerant condensed by the condenser 10 is the low-grade refrigerant in the vehicle's thermal management system 100. Compared with using the high-grade refrigerant evaporated by the evaporator 20 to cool the drive motor 34 in the prior art, the loss of the high-grade refrigerant in the vehicle's thermal management system 100 can be reduced, and the high-grade refrigerant evaporated by the evaporator 20 can directly flow into the compression working chamber to be compressed, which is beneficial to improving the energy efficiency of the vehicle's thermal management system 100.

[0049] Thus, by isolating the compression working chamber and the motor chamber 32 in the compressor 30 from each other, and connecting the condenser 10, the second inlet 321, the motor chamber 32, and the second outlet 322 to the evaporator 20, the refrigerant condensed by the condenser 10 can separately dissipate heat from the motor chamber 32, preventing the heat of the motor chamber 32 from affecting the suction temperature of the compressor 30 and thus causing the exhaust temperature to be too high. Therefore, on the premise of ensuring the working reliability of the compressor 30, the present invention can effectively improve the system capacity, reduce the system power consumption, and thus significantly improve the energy efficiency of the vehicle's thermal management system 100.

[0050] Combined with Figure 1 、 Figure 2 and Figure 7 As shown, the vehicle's thermal management system 100 further includes a throttle member 40, and the throttle member 40 is connected between the second outlet 322 and the refrigerant inlet of the evaporator 20. Specifically, the throttle member 40 can adjust the refrigerant flow rate and pressure in the vehicle's thermal management system 100. By arranging the throttle member 40 between the second outlet 322 and the refrigerant inlet of the evaporator 20, the high-pressure refrigerant flowing out of the second outlet 322 can be throttled and depressurized into low-pressure refrigerant, ensuring that the refrigerant entering the evaporator 20 is at low pressure. The decrease in the refrigerant pressure will lower the boiling point, improving the efficiency of the refrigerant absorbing heat and evaporating in the evaporator 20. This can not only accelerate the rate of temperature reduction in the vehicle occupant compartment, improve the refrigeration efficiency of the vehicle's thermal management system 100, but also increase the gasification rate of the refrigerant in the evaporator 20, preventing the refrigerant from carrying liquid into the compression working chamber and affecting the compression effect of the compressor 30, which is beneficial to reducing the occurrence probability of liquid hammer accidents and thus ensuring the reliability of the compressor 30.

[0051] Combined with Figure 1 、 Figure 2 and Figure 7 As shown, the vehicle's thermal management system 100 further includes a subcooler 50, and the subcooler 50 is connected between the throttle member 40 and the second outlet 322. Specifically, the subcooler 50 can further cool the refrigerant condensed by the condenser 10. By arranging the subcooler 50 between the throttle member 40 and the second outlet 322, the refrigerant flowing out of the motor chamber 32 can first flow into the subcooler 50 for cooling, reducing the temperature of the refrigerant flowing into the evaporator 20 through the throttle member 40, enabling the refrigerant to absorb more heat in the evaporator 20 and further reducing the temperature of the vehicle occupant compartment to meet the refrigeration requirements of the user for the vehicle's thermal management system 100. With this arrangement, not only can the refrigeration reliability of the vehicle's thermal management system 100 be ensured, but also the refrigerant condensed by the condenser 10 can dissipate heat from the motor chamber 32, thereby ensuring the working reliability of the compressor 30.

[0052] According to some other embodiments of the present invention, combined with Figure 2As shown, the vehicle's thermal management system 100 further includes a liquid storage member 60. The inlet of the liquid storage member 60 is connected to the refrigerant outlet of the condenser 10, and the outlet of the liquid storage member 60 is connected to the inlet of the motor chamber 32. Specifically, when the refrigerant in the condenser 10 is not fully condensed, there will be a situation where liquid refrigerant and gaseous refrigerant coexist. Connecting the refrigerant outlet of the condenser 10 to the inlet of the liquid storage member 60 allows the mixed-form refrigerant to flow from the condenser 10 into the liquid storage member 60. The liquid storage member 60 can provide a certain storage space for the refrigerant. Due to the different gravities of the gaseous refrigerant and the liquid refrigerant, they can be separated in the liquid storage member 60, with the gaseous refrigerant rising and the liquid refrigerant sinking. Setting the outlet of the liquid storage member 60 to be connected to the inlet of the motor chamber 32 enables the refrigerant in the liquid storage member 60 to flow into the motor chamber 32, so that the refrigerant passing through the condenser 10 can flow into the motor chamber 32, allowing the refrigerant cooled by condensation to dissipate heat from the motor chamber 32, thereby reducing the temperature of the motor chamber 32 and ensuring the working reliability of the compressor 30.

[0053] Combined with Figure 2 As shown, the liquid storage member 60 includes a third inlet 61, a third outlet 62, and a fourth outlet 63. The motor chamber 32 includes a first cavity 323 and a second cavity 327 that are isolated from each other. The second inlet 321 includes a gas inlet 3211 and a liquid inlet 3212. The gas inlet 3211 is connected to the fourth outlet 63, and the liquid inlet 3212 is connected to the third outlet 62. The second outlet 322 includes a gas outlet 3221 and a liquid outlet 3222. The first cavity 323 is connected between the liquid inlet 3212 and the liquid outlet 3222, and the second cavity 327 is connected between the gas inlet 3211 and the gas outlet 3221.

[0054] Specifically, the liquid storage member 60 includes a third inlet 61, which allows the mixed-form refrigerant in the condenser 10 to flow into the liquid storage member 60 from the third inlet 61. The gaseous refrigerant and the liquid refrigerant are separated from each other in the liquid storage and flow out of the liquid storage member 60 through different outlets respectively, so as to prevent the different-form refrigerants separated in the liquid storage member 60 from mixing again. In the embodiment of the present invention, the third outlet 62 is provided at the bottom of the liquid storage member 60, and the fourth outlet 63 is provided at the top of the liquid storage member 60, so that the liquid refrigerant can flow out from the third outlet 62 and the gaseous refrigerant can flow out from the fourth outlet 63, thereby separating the liquid refrigerant and the gaseous refrigerant in the liquid storage member 60.

[0055] Furthermore, the motor chamber 32 includes a first cavity 323 and a second cavity 327 that are isolated from each other. The first cavity 323 and the second cavity 327 are not connected, which can prevent the refrigerants in the first cavity 323 and the second cavity 327 from mixing, and further improve the heat absorption capacity of the refrigerant in the first cavity 323 and the second cavity 327 at the same time, so as to enhance the cooling effect of the refrigerant on the motor chamber 32.

[0056] Furthermore, the second inlet 321 includes a gas inlet 3211 and a liquid inlet 3212. The gas inlet 3211 and the liquid inlet 3212 are arranged at different positions of the compressor 30, so that the separated gas refrigerant and liquid refrigerant in the liquid storage member 60 can enter different positions of the motor chamber 32 respectively. The second outlet 322 includes a gas outlet 3221 and a liquid outlet 3222, which can make the refrigerants in different forms flowing into the motor chamber 32 flow out of the motor chamber 32 respectively, and then flow to the subcooler 50 for further cooling to ensure the normal operation of the vehicle's thermal management system 100. Such an arrangement can prevent the gas refrigerant and the liquid refrigerant from mixing in the motor chamber 32, ensure the independence of the heat exchange between the gas refrigerant and the motor chamber 32, and ensure the independence of the heat exchange between the liquid refrigerant and the motor chamber 32.

[0057] Furthermore, the liquid inlet 3212 is communicated with the third outlet 62, so that the liquid refrigerant can flow out of the liquid storage member 60 through the third outlet 62, and then flow into the motor chamber 32 through the liquid inlet 3212. The first cavity 323 in the motor chamber 32 is communicated between the liquid inlet 3212 and the liquid outlet 3222, which can make the liquid refrigerant enter the first cavity 323, absorb the heat in the first cavity 323, cool down the first cavity 323, and then flow out of the first cavity 323 from the liquid outlet 3222. The gas inlet 3211 is communicated with the fourth outlet 63, so that the gas refrigerant can flow out of the liquid storage member 60 through the fourth outlet 63, and then flow into the motor chamber 32 through the gas inlet 3211. The second cavity 327 in the motor chamber 32 is communicated between the gas inlet 3211 and the gas outlet 3221, which can make the gas refrigerant enter the second cavity 327, absorb the heat in the second cavity 327, cool down the second cavity 327, and then flow out of the second cavity 327 from the gas outlet 3221.

[0058] Combined with Figure 2 As shown, the stator 341 is arranged in the first cavity 323, and the second cavity 327 is arranged outside the first cavity 323 and is isolated from the first cavity 323. Specifically, the drive motor 34 includes a stator 341 and a rotor 342. The stator 341 is arranged around the outer periphery of the rotor 342 and defines the second cavity 327 with the housing 33. A first cavity 323 is formed between the stator 341 and the rotor 342. The second cavity 327 is arranged outside the first cavity 323 and is isolated from the first cavity 323. In this way, it is possible to prevent the first cavity 323 and the second cavity 327 from communicating while ensuring the normal operation of the stator 341 and the rotor 342 in the drive motor 34. In an embodiment of the present invention, the drive motor 34 further includes a gasket 36. The gasket 36 is arranged on the side of the first cavity 323 facing the rear end cover 35 to completely seal the first cavity 323, so as to isolate the first cavity 323 from the second cavity 327.

[0059] With such a setting, not only can the refrigerant after being condensed and cooled by the condenser 10 cool the motor cavity 32 in gaseous and liquid forms respectively, improving the heat dissipation efficiency of the stator 341 and the rotor 342 to ensure the heat dissipation reliability of the drive motor 34, but also the amount of liquid refrigerant agitated by the rotor 342 of the drive motor 34 can be reduced, preventing an increase in the rotational load of the rotor 342 of the drive motor 34. In this way, not only can the cooling effect of the motor cavity 32 be improved, but also it is beneficial to reduce the working load of the compressor 30 and improve the operating power of the compressor 30.

[0060] According to some embodiments of the present invention, in combination with Figure 2 As shown, the liquid inlet 3212 and the liquid outlet 3222 are radially opposite to each other on the compressor 30, and the gas inlet 3211 and the gas outlet 3221 are respectively arranged on the radial two sides of the compressor 30 and are axially spaced from each other on the compressor 30.

[0061] Specifically, the housing 33 of the compressor 30 can provide a stable and reliable setting position for the liquid inlet 3212 and the liquid outlet 3222. The liquid inlet 3212 and the liquid outlet 3222 are radially opposite to each other on the housing 33, which can enable the liquid inlet 3212 and the liquid outlet 3222 to be respectively arranged at the radial two ends of the first cavity 323 and communicate with the first cavity 323. In this way, the flow path of the liquid refrigerant in the first cavity 323 can be increased, enabling the liquid refrigerant to fully absorb heat from the stator 341 and being beneficial to improving the utilization rate of the liquid refrigerant.

[0062] Furthermore, the gas inlet 3211 and the gas outlet 3221 are respectively arranged on the radial two sides of the compressor 30 and are axially spaced from each other on the compressor 30. With such a setting, the flow distance of the gas refrigerant entering the second cavity 327 from the gas inlet 3211 can be increased, which can increase the contact duration between the gas refrigerant and the rotor 342, enabling the gas refrigerant to fully absorb the heat on the rotor 342 and improving the heat dissipation effect on the drive motor 34.

[0063] According to other embodiments of the present invention, the projections of the liquid inlet 3212 and the liquid outlet 3222 in the radial direction are located between the gas inlet 3211 and the gas outlet 3221. Specifically, the positions of the liquid inlet 3212 and the liquid outlet 3222 can also be set in the middle of the gas inlet 3211 and the gas outlet 3221, which can enable the liquid inlet 3212 and the liquid outlet 3222 to correspond to the middle position of the first cavity 323, enabling the liquid refrigerant to quickly contact the stator 341 of the drive motor 34 after flowing into the first cavity 323 from the liquid inlet 3212, so as to improve the heat absorption efficiency of the refrigerant for the stator 341 and the heat dissipation efficiency of the drive motor 34.

[0064] According to still some embodiments of the present invention, in combination with Figure 7 As shown, the motor cavity 32 includes a first cavity 323 and a second cavity 327 that are isolated from each other. The second inlet 321 includes a first liquid inlet 3213 and a second liquid inlet 3214. A first flow path 324 is connected between the first liquid inlet 3213 and the refrigerant outlet of the condenser 10. A second flow path 325 is connected between the second liquid inlet 3214 and the refrigerant outlet of the condenser 10. A flow regulating valve 326 is provided on at least one of the first flow path 324 and the second flow path 325. The second outlet 322 includes a first liquid outlet 3223 and a second liquid outlet 3224. The first cavity 323 is connected between the first liquid inlet 3213 and the first liquid outlet 3223. The second cavity 327 is connected between the second liquid inlet 3214 and the second liquid outlet 3224.

[0065] Specifically, the motor cavity 32 includes a first cavity 323 and a second cavity 327 that are isolated from each other. The first cavity 323 and the second cavity 327 are not connected, which can prevent the refrigerants in the first cavity 323 and the second cavity 327 from mixing. Furthermore, the heat absorption capacity of the refrigerants in the first cavity 323 and the second cavity 327 can be improved simultaneously, so as to improve the cooling effect of the refrigerant on the motor cavity 32.

[0066] Furthermore, the second inlet 321 is divided into a first liquid inlet 3213 and a second liquid inlet 3214. The first liquid inlet 3213 and the second liquid inlet 3214 are respectively connected to the refrigerant outlet of the condenser 10, so that the refrigerant condensed by the condenser 10 can flow into the motor cavity 32 along the first flow path 324 and the second flow path 325 respectively. A flow regulating valve 326 is provided on at least one of the first flow path 324 and the second flow path 325. The flow regulating valve 326 can adjust the flow rate of the refrigerant flowing through the flow regulating valve 326, so that the flow rates of the refrigerant condensed by the condenser 10 flowing into the motor cavity 32 along the first flow path 324 and the second flow path 325 can be adjusted.

[0067] According to some embodiments of the present invention, a flow regulating valve 326 is provided on the first flow path 324, and no flow regulating valve 326 is provided on the second flow path 325. The flow regulating valve 326 regulates the refrigerant flow rate on the first flow path 324, and the refrigerant flow rate on the second flow path 325 changes with the change of the refrigerant flow rate on the first flow path 324. According to some other embodiments of the present invention, no flow regulating valve 326 is provided on the first flow path 324, and a flow regulating valve 326 is provided on the second flow path 325. The flow regulating valve 326 regulates the refrigerant flow rate on the second flow path 325, and the refrigerant flow rate on the first flow path 324 changes with the change of the refrigerant flow rate on the second flow path 325. According to still some other embodiments of the present invention, flow regulating valves 326 are provided on both the first flow path 324 and the second flow path 325, so that the two flow regulating valves 326 can respectively regulate the refrigerant flow rate and pressure on the first flow path 324 and the second flow path 325.

[0068] Further, the second outlet 322 is divided into a first liquid outlet 3223 and a second liquid outlet 3224, so that the refrigerant in the motor cavity 32 can flow out from different outlets respectively, and thus the flow path of the refrigerant in the motor cavity 32 can be set. The first cavity 323 is connected between the first liquid inlet 3213 and the first liquid outlet 3223, so that part of the refrigerant condensed by the condenser 10 can flow into the first cavity 323 from the first liquid inlet 3213. After absorbing the heat in the first cavity 323, this part of the refrigerant flows out from the first liquid outlet 3223 and then flows to the subcooler 50. Another part of the refrigerant condensed by the condenser 10 flows into the second cavity 327 from the second liquid inlet 3214. After absorbing the heat in the second cavity 327, this part of the refrigerant flows out from the second liquid outlet 3224 and then flows to the subcooler 50 for further cooling.

[0069] Combined Figure 2 As shown, the stator 341 is arranged in the first cavity 323, and the second cavity 327 is arranged outside the first cavity 323 and is isolated from the first cavity 323. Specifically, the drive motor 34 includes a stator 341 and a rotor 342. The stator 341 is arranged around the outer periphery of the rotor 342, and a second cavity 327 is defined between the stator 341 and the housing 33. A first cavity 323 is formed between the stator 341 and the rotor 342. The second cavity 327 is arranged outside the first cavity 323 and is isolated from the first cavity 323. In this way, the communication between the first cavity 323 and the second cavity 327 can be prevented while ensuring the normal operation of the stator 341 and the rotor 342 in the drive motor 34. In the embodiment of the present invention, the drive motor 34 further includes a gasket 36. The gasket 36 is arranged on the side of the first cavity 323 facing the rear end cover 35 to completely seal the first cavity 323, so that the first cavity 323 can be isolated from the second cavity 327.

[0070] With such a setting, not only can the refrigerant cooled and temperature-reduced by the condenser 10 cool different cavities in the motor cavity 32 respectively, improving the heat dissipation efficiency of the stator 341 and the rotor 342 to ensure the heat dissipation reliability of the drive motor 34, but also the amount of refrigerant agitated by the rotor 342 of the drive motor 34 can be reduced, preventing the increase of the rotational load of the rotor 342 of the drive motor 34. In this way, not only can the cooling effect of the motor cavity 32 be improved, but also it is beneficial to reduce the working load of the compressor 30 and improve the operating power of the compressor 30.

[0071] According to some embodiments of the present invention, in combination with Figure 7 As shown, the first liquid inlet 3213 and the second liquid inlet 3214 are radially opposite to each other on the compressor 30. The second liquid inlets 3214 are respectively arranged on the two radial sides of the compressor 30, and the second liquid inlet 3214 and the second liquid outlet 3224 are axially spaced from each other on the compressor 30.

[0072] Specifically, the housing 33 of the compressor 30 can provide a stable and reliable installation position for the first liquid inlet 3213 and the first liquid outlet 3223. The first liquid inlet 3213 and the first liquid outlet 3223 are radially opposite to each other on the housing 33, which can make the first liquid inlet 3213 and the first liquid outlet 3223 respectively arranged at the two radial ends of the first cavity 323 and communicate with the first cavity 323. In this way, the flow path of the refrigerant in the first cavity 323 can be increased, enabling the refrigerant to fully absorb heat from the stator 341 and facilitating the improvement of the utilization rate of the liquid refrigerant.

[0073] Furthermore, the second liquid inlets 3214 and the second liquid outlets 3224 are respectively arranged on the two radial sides of the compressor 30 and are axially spaced from each other on the compressor 30. With such a setting, the flow distance of the refrigerant entering the second cavity 327 from the gas inlet 3211 can be increased, thereby increasing the contact duration between the refrigerant and the rotor 342, enabling the gas refrigerant to fully absorb the heat on the rotor 342 and improving the heat dissipation effect on the drive motor 34.

[0074] According to other embodiments of the present invention, the projections of the first liquid inlet 3213 and the first liquid outlet 3223 in the radial direction are located between the second liquid inlet 3214 and the second liquid outlet 3224. Specifically, the positions of the first liquid inlet 3213 and the first liquid outlet 3223 can also be set in the middle of the second liquid inlet 3214 and the second liquid outlet 3224, so that the first liquid inlet 3213 and the first liquid outlet 3223 can correspond to the middle position of the first cavity 323. After the refrigerant flows into the first cavity 323 from the first liquid inlet 3213, it can quickly contact the stator 341 of the drive motor 34, thereby improving the heat absorption efficiency of the refrigerant for the stator 341 and the heat dissipation efficiency of the drive motor 34.

[0075] According to an embodiment of the present invention, in combination with Figure 1 , Figure 2 and Figure 7 as shown, the compressor 30 further includes a suction chamber and a discharge chamber. The first inlet 311 is in communication with the suction chamber, the discharge chamber is in communication with the first outlet 312, and the compression working chamber is connected between the suction chamber and the discharge chamber. Specifically, the suction chamber, the compression working chamber, and the discharge chamber in the compressor 30 can be used for the suction, compression, and discharge of the compressor 30, and the suction chamber, the compression working chamber, and the discharge chamber are not always in communication. The first inlet 311 is in communication with the suction chamber, so that the refrigerant gas evaporated by the evaporator 20 can be sucked into the suction chamber through the first inlet 311. During the suction process of the compressor 30, the suction chamber is in communication with the compression working chamber, and the refrigerant in the suction chamber can enter the compression working chamber to be compressed. During the discharge process of the compressor 30, the compression working chamber is in communication with the discharge chamber, so that the compressed high-temperature and high-pressure refrigerant gas can flow to the discharge chamber. The discharge chamber is in communication with the first outlet 312, so that the refrigerant in the discharge chamber can flow out of the compressor 30 through the first outlet 312 and then flow to the condenser 10. With such a setting, the compressor 30 can provide high-temperature and high-pressure gas refrigerant to the vehicle's thermal management system 100 to participate in the refrigeration cycle, cool down the vehicle occupant compartment, and meet the temperature adjustment requirements of the user in the vehicle occupant compartment.

[0076] The vehicle according to the present invention may mainly include the above-mentioned vehicle thermal management system 100. In the vehicle thermal management system 100 in the embodiment of the present invention, the refrigerant condensed by the condenser 10 can be used to dissipate heat from the drive motor 34 in time, and the refrigerant flowing through the drive motor 34 will not enter the compression working chamber. This can not only increase the rotational speed of the drive motor 34 and improve the operating power of the compressor 30, but also prevent the suction temperature of the compressor 30 from being too high, which affects the discharge temperature of the compressor 30 from being too high, and is beneficial to improving the reliability of the compressor 30.

[0077] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0078] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0079] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that, comprising: a condenser (10); an evaporator (20); a compressor (30), in which a compression working chamber and a motor chamber (32) are isolated from each other. The compression working chamber is provided with a first inlet (311) and a first outlet (312). The first inlet (311) is communicated with the refrigerant outlet of the evaporator (20), and the first outlet (312) is communicated with the refrigerant inlet of the condenser (10). The motor chamber (32) is provided with a second inlet (321) and a second outlet (322). The second inlet (321) is communicated with the refrigerant outlet of the condenser (10), and the second outlet (322) is communicated with the refrigerant inlet of the evaporator (20).

2. The thermal management system for a vehicle according to claim 1, characterized in that, further comprising a throttle member (40), and the throttle member (40) is communicated between the second outlet (322) and the refrigerant inlet of the evaporator (20).

3. The thermal management system for a vehicle according to claim 2, characterized in that, further comprising a subcooler (50), and the subcooler (50) is communicated between the throttle member (40) and the second outlet (322).

4. The thermal management system for a vehicle according to claim 1, characterized in that, further comprising a liquid storage member (60). The inlet of the liquid storage member (60) is communicated with the refrigerant outlet of the condenser (10), and the outlet of the liquid storage member (60) is communicated with the inlet of the motor chamber (32).

5. The thermal management system for a vehicle according to claim 4, characterized in that, the liquid storage member (60) includes a third inlet (61), a third outlet (62) and a fourth outlet (63). The motor chamber (32) includes a first cavity (323) and a second cavity (327) isolated from each other. The second inlet (321) includes a gas inlet (3211) and a liquid inlet (3212). The gas inlet (3211) is communicated with the fourth outlet (63), and the liquid inlet (3212) is communicated with the third outlet (62). The second outlet (322) includes a gas outlet (3221) and a liquid outlet (3222). The first cavity (323) is communicated between the liquid inlet (3212) and the liquid outlet (3222), and the second cavity (327) is communicated between the gas inlet (3211) and the gas outlet (3221).

6. The thermal management system for a vehicle according to claim 5, characterized in that, the stator (341) is arranged in the first cavity (323), and the second cavity (327) is arranged outside the first cavity (323) and is isolated from the first cavity (323).

7. The thermal management system for a vehicle according to claim 5, characterized in that, The liquid inlet (3212) and the liquid outlet (3222) are arranged radially opposite to each other on the compressor (30), and the gas inlet (3211) and the gas outlet (3221) are respectively arranged on two radial sides of the compressor (30) and are axially spaced from each other on the compressor (30).

8. The vehicle thermal management system according to claim 7, wherein, the projections of the liquid inlet (3212) and the liquid outlet (3222) in the radial direction are located between the gas inlet (3211) and the gas outlet (3221).

9. The vehicle thermal management system according to claim 1, wherein, the motor cavity (32) includes a first cavity (323) and a second cavity (327) that are isolated from each other. The second inlet (321) includes a first liquid inlet (3213) and a second liquid inlet (3214). A first flow path (324) is connected between the first liquid inlet (3213) and the refrigerant outlet of the condenser (10). A second flow path (325) is connected between the second liquid inlet (3214) and the refrigerant outlet of the condenser (10). At least one of the first flow path (324) and the second flow path (325) is provided with a flow regulating valve (326). The second outlet (322) includes a first liquid outlet (3223) and a second liquid outlet (3224). The first cavity (323) is connected between the first liquid inlet (3213) and the first liquid outlet (3223), and the second cavity (327) is connected between the second liquid inlet (3214) and the second liquid outlet (3224).

10. The vehicle thermal management system according to claim 9, wherein, the stator (341) is arranged to be located in the first cavity (323), and the second cavity (327) is arranged outside the first cavity (323) and is isolated from the first cavity (323).

11. The vehicle thermal management system according to claim 9, wherein, the first liquid inlet (3213) and the second liquid inlet (3214) are arranged radially opposite to each other on the compressor (30). The second liquid inlet (3214) and the second liquid outlet (3224) are respectively arranged on two radial sides of the compressor (30), and the second liquid inlet (3214) and the second liquid outlet (3224) are axially spaced from each other on the compressor (30).

12. The vehicle thermal management system according to claim 11, wherein, the projections of the first liquid inlet (3213) and the first liquid outlet (3223) in the radial direction are located between the second liquid inlet (3214) and the second liquid outlet (3224).

13. A vehicle, wherein, comprises: the vehicle thermal management system (100) according to any one of claims 1-12.

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