Automobile air conditioner compressor

Abstract

The utility model provides an automobile air conditioner compressor. The automobile air conditioner compressor comprises a motor shell seat, a controller box body connected with the motor shell seat, a stator assembly and a rotor, the stator assembly comprises a stator silicon steel sheet and a coil winding arranged on the stator silicon steel sheet; the motor also comprises an isolator which is arranged between the stator assembly and the rotor, is connected between the motor housing seat and the controller box body, and is disposed at a connection interface between the isolator and the motor housing seat and a connection interface between the isolator and the controller box body. The isolator, the motor shell base, the controller box body and the first sealing ring jointly define a sealing cavity for isolating the stator assembly from the environment where the rotor is located, and the stator assembly is contained in the sealing cavity. According to the utility model, through the combination of the isolation body, the motor shell seat, the controller box body and the first sealing ring, a static sealing cavity which completely wraps the stator assembly is constructed. And insulation reduction and short circuit risks caused by medium erosion are effectively avoided.

Description

Technical Field

[0001] This utility model relates to air compressors, and more particularly to an automotive air conditioning compressor. Background Technology

[0002] With the rapid development of the automotive industry towards electrification and intelligentization, the air conditioning system of electric vehicles plays a crucial role. Its core component, the electric compressor, directly affects the vehicle's energy efficiency and driving comfort. Unlike the compressors in traditional gasoline vehicles, which are driven by the engine belt, electric vehicle air conditioning compressors are typically directly driven by an internal motor. The motor's operating environment is directly exposed to a mixture of refrigerant and lubricating oil. This unique operating environment poses a significant challenge to the reliability of the motor, particularly the insulation performance of the stator windings and their electrical connections.

[0003] Refrigerants, especially newer environmentally friendly ones, may contain liquid components under certain operating conditions, which can corrode or swell the enameled wire insulation layer of the motor stator. Simultaneously, the lubricating oil circulating inside the compressor and its various additives may also react chemically or physically with the insulating materials, leading to a decline in insulation performance over time. Furthermore, the motor winding leads and their terminals connecting to the external controller, as critical electrical connection points, are also exposed to the refrigerant and lubricating oil environment, making them more susceptible to insulation weakening or even short-circuit faults due to media intrusion, corrosion, or vibration. This can lead to motor burnout, compressor failure, and severely impact driving safety and user experience. Therefore, effectively protecting the electric compressor motor stator and its electrical connections from the harmful effects of refrigerant and lubricating oil, and improving its insulation reliability and service life, has become a pressing technical challenge in this field.

[0004] To address the aforementioned challenges, existing technologies have explored various approaches. For example, Chinese patent application CN110332118A discloses a compressor with a guide ring groove. The design includes a housing (containing a motor cavity and a bearing cavity), a rotor mounted within the housing (whose shaft passes through the bearing cavity and is located within the motor cavity), and a seal fitted around the outer circumference of the shaft. This seal isolates the motor cavity from the bearing cavity and has a guide ring groove formed on its inner wall surface corresponding to the shaft. The underlying principle is that the high-speed rotation of the shaft drives the surrounding refrigerant gas to rotate, and the centrifugal force generated by the guide ring groove throws the gas out, thereby preventing the refrigerant gas from entering the bearing cavity and blowing away the lubricating oil, thus protecting the bearing.

[0005] However, the technical solution disclosed in CN110332118A has obvious technical problems. Its structural design and operating principle cannot effectively solve the insulation challenges faced by the stator and its lead connection parts. The specific analysis is as follows: First, the seal and its guide ring groove of this prior art are located at the interface between the rotating shaft and the housing (or specific components). Its main function is to manage the gas flow between the bearing cavity and the motor cavity, protecting the bearing lubrication. However, for compressor motors, the core components that truly withstand high voltage and have extremely high insulation requirements are the stationary stator and its windings. The sealing structure of this prior art is located at the shaft and does not form any effective physical barrier around the stator. The stator body and its leads are still completely immersed in or exposed to the environment of the motor cavity filled with refrigerant and lubricating oil. Second, this prior art relies on the dynamic airflow management effect (centrifugal force throwing out gas) generated by the high-speed rotation of the shaft. This effect is almost ineffective in preventing the intrusion of liquids (liquid refrigerant or lubricating oil) in a low-speed, stationary state, and also cannot prevent the long-term penetration of gaseous refrigerant and oil mist. Therefore, the structural position of the seal (on the shaft, rather than surrounding the stator) and its working principle (dynamic airflow management, rather than static physical isolation) determine that it is fundamentally unable to prevent refrigerant and lubricating oil from contacting the stator windings and lead connections, and naturally cannot solve the fundamental problems such as decreased insulation performance, chemical corrosion, and electrical short circuits caused by this.

[0006] In summary, existing technologies such as CN110332118A primarily focus on protecting bearing lubrication. Their dynamic shaft sealing structure, in terms of location, principle, and objective, cannot provide effective, comprehensive, and static physical isolation protection for the motor stator and its critical electrical connections. Therefore, it cannot fundamentally solve the risks of insulation failure and shortened lifespan faced by the stator during long-term operation in a refrigerant / lubricating oil environment. Thus, there is an urgent need to develop a new structural solution that can reliably and completely isolate the stator and its lead connection areas from the refrigerant and lubricating oil environment inside the compressor, thereby significantly improving the insulation performance and long-term operational reliability of the electric compressor. Utility Model Content

[0007] The purpose of this invention is to provide an automotive air conditioning compressor that solves the technical problems of reduced insulation performance, insufficient reliability, and shortened lifespan of the stator assembly and its lead wire connection parts in the prior art due to direct exposure to refrigerant and lubricating oil environment by constructing a sealed cavity structure that completely isolates the motor stator assembly.

[0008] To achieve the above objectives, the present invention provides an automotive air conditioning compressor, comprising a motor housing, a controller housing connected to the motor housing, a stator assembly, and a rotor; the stator assembly includes stator silicon steel sheets and coil windings disposed on the stator silicon steel sheets; it further includes: an isolator disposed between the stator assembly and the rotor, and connected between the motor housing and the controller housing; and at least one first sealing ring disposed at the connection interface between the isolator and the motor housing and at the connection interface between the isolator and the controller housing; the isolator, the motor housing, the controller housing, and the first sealing ring together define a sealed cavity that isolates the stator assembly from the environment in which the rotor is located, and the stator assembly is housed within the sealed cavity.

[0009] A key isolator is added and connected to the motor housing and controller housing, two main structural components. A first sealing ring then seals the interfaces between these static components, cleverly constructing a physically completely enclosed static sealed cavity. The isolator acts as a core barrier, separating the stator assembly (including the stator silicon steel sheets and coil windings) from the rotor, which is exposed to the refrigerant / lubricating oil environment. The motor housing and controller housing form the outer boundary of the sealed cavity. The first sealing ring ensures the sealing at the joints of all components. The synergistic effect of these four elements completely encloses the stator assembly within this independent, clean sealed cavity, physically isolating it from contact with conductive or corrosive refrigerant and lubricating oil. This structure directly prevents fluid media from intruding into the stator region, thereby significantly improving the insulation performance of the stator assembly, avoiding insulation degradation or short-circuit risks caused by media influence, effectively solving the problem of poor stator insulation in existing technologies, and greatly extending the compressor's service life by protecting the coil windings and silicon steel sheets from chemical corrosion and physical impact.

[0010] Preferably, the isolator is a hollow cylindrical shape with inner and outer walls; the left end face of the isolator mates with the right end face of the motor housing, and the right end face of the isolator mates with the left end face of the controller housing; the isolator covers the rotor, and there is a gap between the inner wall of the isolator and the outer surface of the rotor. This preferred embodiment further clarifies the specific shape of the isolator (hollow cylindrical shape) and its precise spatial relationship with other key components. The hollow cylindrical shape of the isolator allows it to effectively cover the rotor, and the gap maintained between its inner wall and the outer surface of the rotor ensures that the rotor can rotate freely without interference. At the same time, its clearly defined left and right end faces mate with the motor housing and the controller housing respectively, providing a clear interface for the setting of the first sealing ring and forming a stable basis for forming the sealing cavity. This structure makes the isolator a continuous physical barrier, reliably separating the stator assembly and the rotor's working environment. In addition, the cylindrical thin-walled design also optimizes the motor magnetic circuit and reduces the effective magnetic gap.

[0011] Preferably, the rotor is disposed in the inner cavity of the isolator and mounted on a main shaft; the stator assembly is disposed on the outer side of the isolator, radially outside the rotor, and enclosed by a sealed cavity. This further clarifies the specific topological structure of the "inner rotor, outer stator assembly" relative to the isolator. The rotor, located inside the isolator, can directly contact the refrigerant and lubricating oil flowing through the compressor, ensuring its normal heat dissipation and lubrication requirements are met. The stator assembly (including stator silicon steel sheets and coil windings) is located outside the isolator, completely protected by the sealed cavity. This internal and external separation arrangement is key to achieving high-level insulation protection for the stator assembly without sacrificing the heat dissipation and lubrication performance of the motor (especially the rotor). Furthermore, although the stator assembly and rotor are physically separated by the isolator, they can still achieve electromagnetic coupling through the isolator wall, enabling non-contact torque transmission and ensuring normal compressor operation.

[0012] Preferably, the motor housing is generally cup-shaped or cylindrical, with its right end mates with the left end face of the isolator, and its left end connects to the right end of an intermediate body; the controller housing is generally box-shaped or cup-shaped, with its left end face mates with the right end face of the isolator; the motor housing and controller housing are axially mated, together forming part of the outer boundary of the sealed cavity. This further defines the structural features and assembly relationship of the motor housing and controller housing, which constitute the "outer shell" of the sealed cavity. Their specific shapes (cup-shaped, cylindrical, box-shaped) and precise mating surface design not only accommodate the internal components of the motor and controller but also tightly integrate with both ends of the isolator, jointly forming the axial and radial outer boundaries of the sealed cavity. The motor housing is also connected to the intermediate body inside the compressor, ensuring the rigidity and stability of the entire structure.

[0013] Preferably, the first sealing ring is annular; a second sealing ring is disposed in a groove at the mating interface between the left end face of the isolator and the right end face of the motor housing; the first sealing ring is disposed in a groove at the mating interface between the right end face of the isolator and the left end face of the controller housing. This specifically defines the shape (annular) and installation method (disposed in a groove) of the key sealing element—the first sealing ring—and precisely indicates its installation position: located on the two key static mating surfaces of the isolator and the motor housing, and the isolator and the controller housing. By placing elastic sealing rings in the grooves at these interfaces, their compressive deformation fills any possible tiny gaps, effectively preventing refrigerant and lubricating oil from leaking from the component joints to the stator side, ensuring the static sealing integrity of the sealing cavity. This is a necessary measure to ensure that the stator assembly truly isolates itself from the external environment and achieves the expected insulation protection effect.

[0014] Preferably, the device also includes a three-phase stator lead wire in the form of a wire bundle extending from the coil windings of the stator assembly, the stator three-phase lead wire passing through the wall of the isolator; it also includes a three-phase terminal disposed within the controller housing, the end of the stator three-phase lead wire after passing through the isolator being connected to the three-phase terminal. The stator three-phase lead wire provides the necessary path for transmitting electrical energy or signals. It must pass through the wall of the sealed cavity (in this case, the isolator wall), therefore, special sealing treatment is required at this point to maintain the cavity's airtightness. The lead wire ends are connected to the three-phase terminal within the controller housing, completing the electrical connection from the stator assembly to the external controller. By incorporating the lead wire passage and connection area into the overall sealing or boundary protection considerations, this invention can more comprehensively protect the entire stator electrical system, further improving overall insulation reliability.

[0015] This invention constructs a static sealed cavity that completely encloses the stator assembly (including the coil windings and stator silicon steel sheets) through a combination of an isolator, a motor housing, a controller housing, and a first sealing ring. This structure fundamentally prevents refrigerant and lubricating oil from contacting the stator assembly and its lead connections, effectively avoiding insulation degradation and short-circuit risks caused by media erosion. It significantly improves the compressor's insulation performance and service life, solving the problem that existing sealing structures in the prior art cannot effectively protect the stator assembly. Attached Figure Description

[0016] Figure 1 This is a cross-sectional structural diagram of an automotive air conditioning compressor according to one embodiment of the present invention.

[0017] Figure 2 This is a schematic diagram of the sealed cavity of an automotive air conditioning compressor according to one embodiment of the present invention. Detailed Implementation

[0018] The following will be combined with the appendix Figure 1 and attached Figure 2 The technical solution of this utility model will be further described in detail below. It should be noted that these drawings are all schematic diagrams, intended to illustrate the basic structure and principle of this utility model, and are not drawn to scale. The shape, size, or relative position of some components may be simplified or schematically represented.

[0019] Reference Figure 1 and Figure 2 The present invention provides an automotive air conditioning compressor, which aims to solve the problems of poor insulation performance and short lifespan of the motor stator assembly in the prior art due to being in the environment of refrigerant and lubricating oil through a unique sealing structure design.

[0020] The automotive air conditioning compressor includes a main structural component, a motor housing 7, and a controller housing 13 connected and fixed to the motor housing 7. The compressor contains a motor section for generating electromagnetic torque, including a stator assembly and a rotor 9. The stator assembly mainly consists of stator silicon steel sheets 8 (typically a laminated structure) and coil windings 6 arranged and wound on the stator silicon steel sheets 8. A key improvement of this invention is the inclusion of an isolator 10, which is physically positioned between the stator assembly (specifically, its inner side) and the rotor 9 (located inside the isolator), serving as a crucial barrier. The isolator 10 is not independent but structurally connected between the motor housing 7 and the controller housing 13, becoming part of the motor area structure. To ensure isolation, at least one first sealing ring 11 is provided at both the connection interface between the isolator 10 and the motor housing 7, and at the connection interface between the isolator 10 and the controller housing 13. With this structural layout, the isolator 10, motor housing 7, controller housing 13, and the crucial first sealing ring 11 work together to define and enclose a physically completely sealed static cavity 25 (see reference). Figure 2 The stator assembly, which includes the stator silicon steel sheets 8 and the coil windings 6 as a whole, is completely housed or installed inside this sealed cavity 25, thereby achieving complete isolation between the stator assembly and the internal working environment of the compressor, which is filled with refrigerant and lubricating oil and contains the rotor 9.

[0021] The core innovation of this invention lies in the sealed cavity structure, which is jointly constructed by the isolator 10, the motor housing 7, the controller housing 13, and the first sealing ring 11. It no longer relies on dynamic sealing or localized protection, but instead provides a fully enclosed, static physical protective layer for the stator assembly. The isolator 10 directly blocks the fluid passage between the stator assembly and the rotor 9; the motor housing 7 and the controller housing 13 form the robust outer wall of the cavity; and the first sealing ring 11 blocks any potential leakage paths at the joints of static components. This "combination punch" design prevents corrosive or conductive refrigerants, lubricating oils, and their mixtures from contacting the stator assembly (coil windings 6 and stator silicon steel sheets 8) and its insulation layer. The direct physical effect is to prevent media intrusion, fundamentally improving the insulation resistance of the stator system and avoiding faults such as leakage and short circuits caused by insulation degradation. Simultaneously, it protects materials such as the coil windings 6 from chemical corrosion and the physical impact of liquid refrigerant, significantly slowing down the aging process and thus greatly extending the reliable operating life of the motor and even the entire compressor.

[0022] Furthermore, referring to Figure 1 and Figure 2In this embodiment, the isolator 10 is preferably designed as a hollow cylinder with relatively thin walls, having both inner and outer walls. The structural fit is as follows: the left end face of the isolator 10 (facing the inside of the compressor) fits tightly with the right end face (or corresponding mating surface) of the motor housing 7; while the right end face of the isolator 10 (facing the external controller of the compressor) fits with the left end face (or corresponding mating surface) of the controller housing 13. Spatially, the isolator 10 covers the outer periphery of the rotor 9, like a sleeve. Importantly, a certain annular gap is maintained between the inner wall of the isolator 10 and the outer surface of the rotor 9 to ensure that they do not contact each other.

[0023] The hollow cylindrical thin-walled structure of the isolator 10 not only spatially encloses the rotor 9, forming a clear inner and outer separation interface, but its specific end-face mating relationship also provides a structural basis for the installation and sealing function of the first sealing ring 11. The gap between the inner wall and the rotor 9 is necessary, ensuring that the rotor 9 can rotate at high speed without obstruction within the isolator 10. The thin-walled design also helps to reduce the effective magnetic gap between the stator and rotor, which may have a positive impact on optimizing motor performance (such as improving efficiency or power density).

[0024] More specifically, refer to Figure 1 This embodiment employs a specific motor topology. The rotor 9 is disposed within the inner cavity of the isolator 10, fixedly mounted on the main shaft 20, and rotates together with the main shaft 20. The stator assembly, comprising the stator silicon steel sheets 8 and the coil windings 6, is disposed outside the isolator 10 (i.e., within the annular space formed between the outer circumference of the isolator 10 and the inner wall of the motor housing 7 in the figure). Therefore, radially, the stator assembly is located outside the rotor 9. The stator assembly is completely enclosed and protected by the aforementioned sealed cavity formed by the isolator 10, the motor housing 7, the controller housing 13, and the first sealing ring 11.

[0025] This "inner rotor, outer stator assembly" layout relative to the isolator 10 is crucial. It allows the rotor 9 to remain immersed in the refrigerant and lubricating oil flowing through the compressor, just like in a conventional structure, thus achieving sufficient cooling and lubrication to ensure efficient motor operation and component lifespan. Meanwhile, the stator assembly (coil windings 6 and stator silicon steel sheets 8), which have extremely high insulation requirements, is safely placed within a sealed cavity outside the isolator 10, protected from harmful media. The isolator 10 is typically made of non-magnetic or weakly magnetic materials, allowing magnetic fields to penetrate it, ensuring that the stator assembly and rotor 9 can still generate and transmit torque through electromagnetic induction to drive the compressor.

[0026] Reference Figure 1To construct a robust sealed cavity, the structures of the motor housing 7 and the controller housing 13 have been adapted for fit. The motor housing 7 is generally cup-shaped or cylindrical, with its right end (the end closer to the controller) precisely forming a mating interface with the left end face of the isolator 10. Its left end (the end extending into the compressor) connects to the right end of another major structural component inside the compressor—the intermediate body 5—together forming the main structure of the compressor. The controller housing 13 is also typically designed as a box-shaped or cup-shaped structure to house electronic components such as the controller, with its left end face (the end facing the motor) forming a mating interface with the right end face of the isolator 10. During assembly, the motor housing 7 and the controller housing 13 are axially mated or fastened together by bolts or other means, together forming part of the radial outer boundary and axial end cover of the sealed cavity (excluding the inner wall provided by the isolator 10).

[0027] The motor housing 7 and the controller housing 13 are not only shells housing their respective internal components (such as the rotor 9 and the controller 23), but also, through precise fitting with the isolator 10, together form the external physical boundary of the stator sealing cavity. Their axial connection also defines the axial range of the sealing cavity. The connection between the motor housing 7 and the intermediate body 5 ensures the installation stability and rigidity of the entire motor and sealing structure. Without the coordinated operation of these two components, the isolator 10 alone cannot form a closed cavity.

[0028] Reference Figure 2 To ensure that the cavity formed by the multiple components truly achieves a "sealing" effect, in this embodiment, the first sealing ring 11 is preferably an elastic annular seal (e.g., an O-ring) and is securely installed in a pre-set groove. Specifically, a groove for accommodating the sealing ring is formed at the interface between the left end face of the isolator 10 and the right end face of the motor housing 7, and the second sealing ring 19 is installed there. Similarly, a corresponding groove is also formed at the interface between the right end face of the isolator 10 and the left end face of the controller housing 13, and the first sealing ring 11 is installed there.

[0029] Even with high precision machining of metal parts, microscopic gaps inevitably exist between their static mating surfaces. The first sealing ring 11 utilizes its own elasticity to fill these gaps after assembly under pressure, forming a reliable static sealing surface. These two sealing rings, respectively located at both ends of the isolator 10, effectively prevent refrigerant and lubricating oil from leaking along the two critical mating surfaces: the isolator 10 and the motor housing 7, and the isolator 10 and the controller housing 13.

[0030] Reference Figure 1In order for the stator assembly sealed within the cavity to accept external control and output energy, the issue of electrical connection also needs to be addressed. Therefore, this embodiment also includes a stator three-phase lead wire 12, typically in the form of a wire bundle, extending from the coil windings 6 of the stator assembly. To transmit electrical energy to or obtain signals from the stator assembly, this bundle of stator three-phase lead wires 12 must pass through a component constituting the wall of the sealed cavity; in this embodiment, it passes through the wall of the isolator 10 (typically at its right end wall or flange). At the far right end of the compressor, inside the controller housing 13, is a three-phase terminal 14, which serves as an interface for connection to an external power source or control unit. The ends of the stator three-phase lead wires 12, after exiting the isolator 10, are connected to this three-phase terminal 14.

[0031] The stator three-phase leads 12 form an electrical bridge connecting the inside and outside of the sealed cavity. The structure through which they pass through the wall of the isolator 10 is a special design point. This passage itself must employ reliable sealing measures (as shown in the figure, but which is essential, such as glass-bonded terminals) to maintain the integrity of the sealed cavity; otherwise, it will become a leakage point, compromising the entire sealing design. The leads ultimately connect to the three-phase terminals 14 inside the controller housing 13, completing the electrical path between the stator assembly and the control system. Including the area where the leads pass through and connect in the sealing or protection considerations makes this solution provide more comprehensive protection for the stator electrical system.

[0032] Specifically, in this embodiment, refer to Figure 1 In addition to the key sealing components mentioned above, this automotive air conditioning compressor also includes other cooperating components. The exhaust port 1 is located on the upper left side of the compressor housing, roughly in the shape of a tubular interface, positioned on the upper end of the housing. The compressed, high-temperature, high-pressure refrigerant is discharged into the air conditioning system through this port. Adjacent to the upper right side of the exhaust port 1 is the stationary disc 2, fixed inside the housing. It is annular or disc-shaped with a flow channel structure and cooperates with the moving disc 3 below to form a compression chamber. The moving disc 3 is located to the right and slightly below the stationary disc 2, also disc-shaped, with a structure that mates with the stationary disc 2, and a central shaft hole. The moving disc 3 is supported on the intermediate body 5 by an intermediate bearing 4, allowing it to move eccentrically relative to the stationary disc 2 to complete the intake, compression, and discharge of gas. The intermediate bearing 4, annular in shape, is installed between the moving disc 3 and the intermediate body 5, providing low-friction support for the movement of the moving disc 3. The intermediate body 5 is an important structural component, roughly cylindrical or block-shaped, located to the right rear of the moving plate 3, extending through to the vicinity of the motor housing 7. It includes the mounting hole for the intermediate body bearing 4. The left end of the motor housing 7 connects to the right end of the intermediate body 5. The interior of the motor housing 7 forms the mounting position for the rotor 9.

[0033] The motor housing 7 defines the space for mounting the stator assembly and accommodating the outer side of the isolator 10. A main shaft 20 passes through the compressor, on which a rotor 9 is fixedly mounted; the rotor 9 is cylindrical and rotates within the inner cavity of the isolator (10). The main shaft (20) is also driveably connected to the moving disc (3) (e.g., via an eccentric structure) to drive the moving disc (3). The stator assembly, mainly composed of stator silicon steel sheets 8 and coil windings 6 wound around them, is stationary outside the isolator 10, located within the motor housing 7, and enclosed by a sealed cavity 25.

[0034] At the interfaces connecting the isolator 10 to the motor housing 7 and the controller housing 13 at both ends, a first sealing ring 11 is provided. The stator three-phase lead-out wires 12, drawn from the coil windings 6 of the stator assembly, pass through the wall of the isolator 10 and connect to the three-phase terminals 14 installed inside the controller housing 13. The controller housing 13 is located at the far right end of the compressor and houses the controller 23 (usually a circuit board or module), which serves as the core for motor drive and control. To encapsulate and protect the controller 23, a controller cover 24 is installed at the right end opening of the controller housing 13. At the left end of the compressor, there may also be a rear cover 15, a valve plate limiting plate 16 for limiting valve plate stroke, a main balance block 17 for balancing the inertial forces of moving parts, a shaft seal 18 located at the point where the main shaft 20 exits the housing to prevent refrigerant leakage, and a second sealing ring 19 that may be used in conjunction with the shaft seal. The main shaft 20 is the compressor's main rotary drive shaft, on which a sliding bearing 21, serving as a drive bearing, is mounted for support. Furthermore, the compressor should also have... Figure 1 The air intake 22, which is clearly marked in location but is functionally necessary, is used to draw in low-pressure refrigerant gas from the outside that needs to be compressed.

[0035] Through the aforementioned specific structure, this utility model ingeniously constructs an all-around static sealed cavity surrounding the stator assembly (including the coil winding 6 and the stator silicon steel sheet 8), effectively isolating the stator assembly and its lead connection parts from the corrosion and influence of refrigerant and lubricating oil. This significantly improves the insulation reliability and service life of the electric vehicle air conditioning compressor, while ensuring the normal cooling and lubrication of other compressor components (such as the rotor and bearings). The above description is only a preferred embodiment of this utility model and does not limit the scope of implementation of this utility model. That is, all equivalent changes and modifications made within the scope defined by the claims of this utility model should still fall within the protection scope of this utility model.

Claims

1. An automotive air conditioning compressor, comprising a motor housing (7), a controller housing (13) connected to the motor housing (7), a stator assembly, and a rotor (9); the stator assembly comprising stator silicon steel sheets (8) and coil windings (6) disposed on the stator silicon steel sheets (8); characterized in that, Also includes: An isolator (10) is disposed between the stator assembly and the rotor (9) and connected between the motor housing (7) and the controller housing (13); and At least one first sealing ring (11) is provided at the connection interface between the isolator (10) and the motor housing (7) and at the connection interface between the isolator (10) and the controller housing (13); The isolator (10), the motor housing (7), the controller housing (13), and the first sealing ring (11) together define a sealed cavity that isolates the stator assembly from the environment in which the rotor (9) is located, and the stator assembly is housed within the sealed cavity.

2. The automotive air conditioning compressor according to claim 1, characterized in that, The isolator (10) is a hollow cylindrical shape with an inner wall and an outer wall; the left end face of the isolator (10) is engaged with the right end face of the motor housing (7), and the right end face of the isolator (10) is engaged with the left end face of the controller housing (13); the isolator (10) covers the periphery of the rotor (9), and there is a gap between the inner wall of the isolator (10) and the outer surface of the rotor (9).

3. The automotive air conditioning compressor according to claim 2, characterized in that, The rotor (9) is disposed in the inner cavity of the isolator (10) and mounted on a main shaft (20); the stator assembly is disposed on the outer side of the isolator (10), radially outside the rotor (9), and is covered by the sealing cavity.

4. The automotive air conditioning compressor according to claim 3, characterized in that, The motor housing (7) is generally cup-shaped or cylindrical, with its right end fitting with the left end face of the isolator (10), and its left end connected to the right end of an intermediate body (5); the controller housing (13) has a box-shaped or cup-shaped structure, with its left end face fitting with the right end face of the isolator (10); the motor housing (7) and the controller housing (13) are axially connected, together forming part of the outer boundary of the sealed cavity.

5. The automotive air conditioning compressor according to claim 4, characterized in that, The first sealing ring (11) is annular; a second sealing ring (19) is disposed in the groove at the interface between the left end face of the isolator (10) and the right end face of the motor housing (7); the first sealing ring (11) is disposed in the groove at the interface between the right end face of the isolator (10) and the left end face of the controller housing (13).

6. The automotive air conditioning compressor according to claim 5, characterized in that, It also includes a stator three-phase lead wire (12) in the form of a wire bundle, which is drawn from the coil winding (6) of the stator assembly and passes through the wall of the isolator (10); it also includes a three-phase terminal (14) disposed in the controller housing (13), and the end of the stator three-phase lead wire (12) after passing through the isolator (10) is connected to the three-phase terminal (14).

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