CN213870268U

CN213870268U - Compressor and thermal management system

Info

Publication number: CN213870268U
Application number: CN202022220058.0U
Authority: CN
Inventors: 黄宁杰; 李炅; 邵春宇; 黄波
Original assignee: Hangzhou Sanhua Research Institute Co Ltd
Current assignee: Hangzhou Sanhua Research Institute Co Ltd
Priority date: 2020-09-30
Filing date: 2020-09-30
Publication date: 2021-08-03
Anticipated expiration: 2030-09-30

Abstract

The application discloses a compressor, which comprises a first shell, a second shell, a motor part, a compression part, a rotating shaft and a water jacket, wherein the water jacket comprises a water inlet part, a heat exchange part and a water outlet part; the second shell is provided with 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. The compressor of this application is including the water jacket that is used for cooling motor portion, and the motor portion of compressor can be cooled off to the water jacket, and the inlet air temperature of the refrigerant import of compression portion is low, and compressed refrigerant concentration is great, and the compression efficiency of compressor is high to the work efficiency of compressor is high. The application also discloses a thermal management system comprising the compressor.

Description

Compressor and thermal management system

Technical Field

The present application relates to the field of compressors and thermal management systems.

Background

A related art compressor, as shown in fig. 1, includes a casing, 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 comprises a stator and a rotor, and the compression part comprises an orbiting scroll and a fixed scroll. The rotor is connected with the movable scroll disk through a rotating shaft. The shell is provided with a refrigerant inlet and a refrigerant outlet, and refrigerant/refrigerant enters from the refrigerant inlet and then passes through the stator and the rotor. In the operation process of the compressor, the motor part generates heat, the controller of the compressor also generates heat, and the refrigerant cools the motor part and the controller. Meanwhile, the temperature of the refrigerant/refrigerant increases, the concentration of the refrigerant/refrigerant becomes lower at the same volume, and the amount of the refrigerant compressed by the compression portion becomes smaller, so that the working efficiency of the compressor is low.

SUMMERY OF THE UTILITY MODEL

The application aims to provide a compressor with high working efficiency.

One aspect of the present application provides a compressor, which includes a first housing, a second housing, a motor portion, a compression portion, a rotating shaft, and a water jacket, wherein the first housing includes a first inner cavity, the motor portion is accommodated in the first inner cavity, the second housing includes a second inner cavity, the compression portion is accommodated in the second inner cavity, and the first inner cavity and the second inner cavity are not communicated;

the motor portion comprises a core portion, the core portion comprises a stator and a rotor, the compression portion comprises a scroll portion, the scroll portion comprises an orbiting scroll and a fixed scroll, the rotor is connected with the orbiting scroll through a rotating shaft, the rotating shaft comprises a first portion and a second portion, the first portion is located in a first inner cavity and connected with the rotor, and the second portion is located in a second inner cavity and connected with the orbiting scroll;

the water jacket comprises a water inlet part, a heat exchange part and a water outlet part, the heat exchange part is positioned between the stator and the first shell, the water inlet part is communicated with the heat exchange part, the water outlet part is communicated with the heat exchange part, and the water inlet part and the water outlet part are connected to two opposite sides of the heat exchange part;

the second shell is provided with 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.

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

One aspect of 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:

a first housing having a first interior cavity;

the motor part is accommodated in the first inner cavity and comprises a core body part, and the core body part comprises a stator and a rotor;

the second shell is provided with a second inner cavity, the second shell is provided with 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 cavity;

the compression part is accommodated in the second inner cavity, the second inner cavity is not communicated with the first inner cavity, the compression part comprises a scroll part, the scroll part comprises a movable scroll and a fixed scroll, the refrigerant inlet is communicated with the second inner cavity, and the refrigerant outlet is communicated with the second inner cavity;

the rotating shaft is connected with the rotor and the movable scroll disc and comprises a first part and a second part, the first part is positioned in the first inner cavity and connected with the rotor, and the second part is positioned in the second inner cavity and connected with the movable scroll disc; and

the water jacket comprises a water inlet part, a heat exchange part and a water outlet part, the heat exchange part is positioned between the stator and the first shell, and the water inlet part and the water outlet part are connected to two opposite sides of the heat exchange part;

the heat management system comprises a refrigeration mode, wherein in the refrigeration mode, the refrigerant outlet, the first heat exchanger, the throttling device, the second heat exchanger and the refrigerant inlet are communicated to form a refrigerant loop, and the power device, the water inlet part of the compressor, the water outlet part of the compressor and the third heat exchanger are communicated to form a cooling liquid loop.

Compared with the prior art, the compressor of this application includes the water jacket that is used for cooling motor portion, and the motor portion of compressor can be cooled off to the water jacket, and the inlet air temperature of the refrigerant import of compression portion is low, and the refrigerant concentration of compression is great, and the compression efficiency of compressor is high to the work efficiency of compressor is high.

Drawings

Fig. 1 is a schematic view of a structure of a related art compressor;

FIG. 2 is a schematic view of a compressor according to an embodiment of the present application;

FIG. 3 is a schematic view of a compressor according to another embodiment of the present application;

FIG. 4 is a schematic perspective view of a portion of a compressor according to an embodiment of the present application;

FIG. 5 is an exploded view of a portion of the compressor in accordance with an embodiment of the present application;

FIG. 6 is an axial perspective cut-away schematic view of a portion of the structure of a compressor in accordance with an embodiment of the present application;

FIG. 7 is a schematic view of a radial perspective cut-away of a portion of the structure of a compressor in accordance with an embodiment of the present application;

FIG. 8 is a schematic perspective view of a water jacket according to an embodiment of the present application;

FIG. 9 is a schematic perspective view of an alternative perspective of the water jacket according to an embodiment of the present application;

FIG. 10 is a schematic perspective view of a water jacket according to yet another embodiment of the present application;

FIG. 11 is a schematic perspective view of another embodiment of a water jacket according to the present application;

FIG. 12 is a schematic perspective view of a water jacket according to yet another embodiment of the present application;

FIG. 13 is a perspective view of another embodiment of the water jacket of the present application;

FIG. 14 is a system diagram of a thermal management system of an embodiment of the present application in a first cooling mode or a defrost mode;

FIG. 15 is a system diagram of a thermal management system of an embodiment of the present application in a first heating mode;

FIG. 16 is a system diagram of a thermal management system according to an embodiment of the present application in a second heating mode;

FIG. 17 is a system diagram of a thermal management system according to an embodiment of the present application in a third heating mode;

FIG. 18 is a system diagram of a thermal management system according to an embodiment of the present application in a fourth heating mode;

FIG. 19 is a system diagram of a thermal management system according to an embodiment of the present application in a second cooling mode or defrost mode;

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;

FIG. 21 is a system diagram of a thermal management system according to another embodiment of the present application in a first cooling mode;

FIG. 22 is a system diagram of a thermal management system according to another embodiment of the present application in a second cooling mode;

FIG. 23 is a system diagram of a thermal management system according to another embodiment of the present application in a first heating mode;

FIG. 24 is a system diagram of a thermal management system according to another embodiment of the present application in a second heating mode;

FIG. 25 is a system diagram of a thermal management system according to another embodiment of the present application in a defrost or deicing mode;

FIG. 26 is a system diagram of a thermal management system according to yet another embodiment of the present application in a cooling mode;

FIG. 27 is a system diagram of a thermal management system in a heating mode according to yet another embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be described clearly and completely with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

As shown in fig. 2, the present application provides a compressor 10 including a first housing 11, a second housing 12, a motor portion 13, a compression portion 14, a rotating shaft 15, and a water jacket 16. The first housing 11 includes a first cavity 111, and the motor portion 13 is accommodated in the first cavity 111. The second housing 12 includes a second inner cavity 121, and the compressing portion 14 is accommodated in the second inner cavity 121, wherein the first inner cavity 111 and the second inner cavity 121 are not communicated.

The motor section 13 includes a core section 131, wherein the core section 131 includes a stator 132 and a rotor 133. The compression portion 14 includes a scroll portion 141 including an orbiting scroll 142 and a fixed scroll 143. The rotor 133 is connected to the orbiting scroll 142 by a rotation shaft 15, and the rotation shaft 151 includes a first portion 151 and a second portion 152, the first portion 151 being located in the first inner cavity 111 and connected to the rotor, and the second portion 152 being located in the second inner cavity and connected to the orbiting scroll 142.

As shown in fig. 4 to 7, the stator 132 includes a stator body 134, a winding groove 135, and a winding (not shown), the stator body 134 has a hollow cylindrical shape, the winding groove 135 is arranged along the circumference of the stator, and the winding is positioned and wound around the stator body 134 via the winding groove 135. The wire may be a copper wire of an enamel wire. The rotor 133 includes a rotor body 136 and a through hole 137, and the through hole 137 penetrates the rotor body 136 in the axial direction of the rotor body 136. The extending direction of the through hole 137 is parallel to the extending direction of the winding groove 135, and the weight of the rotor is reduced by the arrangement of the through hole 137, thereby facilitating the rotation and the light weight design of the rotor.

The water jacket 16 includes a water inlet portion 161, a heat exchanging portion 162, and a water outlet portion 163, and the heat exchanging portion 162 is located between the stator 132 and the first housing 11. The water inlet portion 161 is communicated with the heat exchanging portion 162, the water outlet portion 163 is communicated with the heat exchanging portion 162, and the water inlet portion 161 and the water outlet portion 163 are connected to opposite sides of the heat exchanging portion 162. The water inlet portion 161 has a water inlet 164, the water outlet portion 163 has a water outlet 165, the heat exchanging portion 163 has a flow passage 166, the water inlet 164 is communicated with one side of the flow passage 166, and the water outlet 165 is communicated with the other side of the flow passage 166. The water inlet 164 is used for the inflow of the cooling liquid, the water outlet 165 is used for the outflow of the cooling liquid, and the flow passage 166 of the heat exchanging part is used for the flow of the cooling liquid, thereby absorbing the heat of the motor part 13.

The second housing 12 has a refrigerant inlet 122 and a refrigerant outlet 123, the refrigerant inlet 122 is communicated with the second cavity 121, and the refrigerant outlet 123 is communicated with the second cavity 121. The refrigerant inlet 122 and the refrigerant outlet 123 are disposed at different sides of the scroll part 141, thereby facilitating the suction and discharge of the refrigerant by the compression part 14 and improving the compression efficiency. The windings on the motor 13 are energized to generate a magnetic field, the rotor 133 has magnetism, and under the driving of the magnetic field force of the stator 132 and the windings, the rotor 133 rotates to drive the rotating shaft 15 to rotate, the rotating shaft 15 further drives the movable scroll 142 to rotate, so as to cooperate with the fixed scroll 143 to compress the refrigerant/refrigerant entering from the refrigerant inlet 122, and the compressed refrigerant/refrigerant is discharged from the refrigerant outlet 123.

The first housing 11 and the second housing 12 have a gap therebetween, and the rotation shaft 15 includes a third portion 153, the third portion 153 being located at the gap between the first housing 11 and the second housing 12. Of course, in other embodiments, the first housing 11 and the second housing 12 may be integrally connected, there is no gap between the two housings, the integrally connected housings may have a baffle portion in the middle, or the two housings may be physically fixed together by bonding, welding, thermal welding, snap-fitting, etc., as long as they form two independent cavities to respectively accommodate the motor portion 13 and the compression portion 14. The third portion 153 is located between the first portion 151 and the second portion 152 in the axial direction of the rotating shaft 15. The first housing 11 and the second housing 12, which are separately provided, can provide the motor part 13 and the compression part 14 in two different first and second

inner cavities

111 and 121, respectively, so that the heat of the motor part 13 can be cooled or the waste heat can be recovered by cooling fluid flowing through the water jacket 16 alone. The refrigerant/refrigerant introduced into the compression part 14 from the refrigerant inlet 122 does not pass through the motor part 13, and thus, the shortage of poor compression efficiency of the compressor 10 due to high intake temperature of the compressor 10 caused by the refrigerant/refrigerant cooling motor part 13 can be reduced.

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.

As shown in fig. 2, the compressor 10 further includes a controller 18, the first housing 11 includes a first inner wall 112 and a first outer wall 113, the heat exchanging 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 to the first outer wall 113, and the controller 18 is closer to the water inlet portion 161 than the water outlet portion 163.

As shown in fig. 3, the controller 18 may not be integrated with the compressor 10, and the controller 18 may be integrated with the system control portion 19 to realize separation of the controller 18 from the compressor 10. The waste heat recovery or cooling is performed by the combination controller 18 and the system control section 19, and at the same time, the waste heat recovery or cooling is performed for the motor section 13 of the compressor 10.

As shown in fig. 5 to 7, the water jacket 16 is spirally wound around the stator 132 around the axial direction of the stator 132, and the water jacket 16 may be a flat pipe formed by extruding aluminum material, which is beneficial to better heat exchange performance and lower weight of the water jacket 16, so as to be suitable for light weight design of automobiles. Of course, the water jacket 16 may also be a microchannel flat tube structure similar to a microchannel heat exchanger, so that the water distribution is more uniform and the heat exchange performance is better. The heat exchanging part 162 has a serpentine shape.

As shown in fig. 8 and 9, the water jacket 16 may be wound around the stator 132 in a zigzag manner in the axial direction of the stator 132. The water inlet portion 161 and the water outlet portion 162 each extend outwardly substantially perpendicular to the vertical axis of the water jacket to facilitate connection to an external device, and the water inlet portion 161 and the water outlet portion 162 are disposed on opposite sides of the water jacket 16 in the vertical axis direction. The heat exchanging part 162 includes a plurality of sub-ring parts 1621 and at least one connection part 1622, the connection part 1622 connects two adjacent sub-ring parts 1621, and the connection part 1622 is disposed near the water inlet part 161 or the water outlet part 162. Adjacent two sub ring portions 1621 have a gap 1623 therebetween, and the gap 1623 extends in the circumferential direction of the water jacket 16.

As shown in fig. 10 and 11, the water jacket 16 may be wound around the stator 132 in a zigzag manner in the axial direction of the stator 132. The water inlet portion 161 and the water outlet portion 162 both extend outwardly substantially perpendicular to the vertical axis of the water jacket to facilitate connection to an external device, and the water inlet portion 161 and the water outlet portion 162 are disposed on the same side of the water jacket 16 in the vertical axis direction to facilitate connection to an external device. The heat exchanging 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, and the connecting portion 1622 is disposed near the water inlet portion 161 or the water outlet portion 162. Adjacent two sub ring portions 1621 have a gap 1623 therebetween, and the gap 1623 extends in the axial direction of the water jacket 16.

As shown in fig. 12 and 13, the water jacket 16 may be wound around the stator in an i-shape in the axial direction of the stator. The water inlet portion 161 and the water outlet portion 162 both extend outwardly substantially perpendicular to the vertical axis of the water jacket to facilitate connection to an external device, and the water inlet portion 161 and the water outlet portion 162 are disposed on different sides of the water jacket 16 in the vertical axis direction. The heat exchanging part 162 includes a plurality of sub ring portions 1621 and at least one connection portion 1622, the connection portion 1622 connects two adjacent sub ring portions 1621, and the connection portion 1622 is located between the two sub ring portions 1621 between the vertical axial directions. Adjacent two sub ring portions 1621 have a gap 1623 therebetween, and the gap 1623 extends in the circumferential direction of the water jacket 16.

As shown in fig. 14, a thermal management system 100 includes the compressor 10, the first heat exchanger 21, the second heat exchanger 22, the third heat exchanger 23, a throttling device, and a power plant. The compressor 10 is constructed as described above. In the figure, thick lines and arrows indicate the flow direction of the coolant or refrigerant, and thin lines indicate lines that can be connected but are not connected. The elements can be connected by pipelines or parts of the elements are integrated together to form each submodule.

In the illustrated embodiment, the power plant includes a first water pump 251, a second water pump 252 and a third water pump 253, and the battery, the motor and the passenger compartment coolant loop can be controlled by the three water pumps respectively, so that the control is more accurate. The first water pump 251, the second water pump 252, and the third water pump 253 may be electronic water pumps, which further improves the control accuracy. In alternative implementations, the battery water circuit and the motor water circuit may share a single water pump/power unit. Or at least two of the passenger cavity water loop, the battery water loop and the motor water loop share the same water pump/power device, which is not limited in the application.

The thermal management system 100 includes a cooling mode in which 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 communicated to form a refrigerant circuit. The power unit (first water pump 251), the water inlet portion 161 of the compressor 10, the water outlet portion 162 of the compressor 10, and the third heat exchanger 23 are communicated to form a coolant circuit. The heat management system comprises 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, and 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.

The third heat exchanger 23 is a low-temperature heat-dissipation water tank disposed outside the air-conditioning case 25, the first water pump 251 drives the cooling liquid to pass through the compressor 10 and bring the heat of the motor part 13 of the compressor to the third heat exchanger 23, and the cooling fan 26 drives the air flow to pass through the outer surface of the third heat exchanger 23, thereby cooling the cooling liquid inside the third heat exchanger 23 and cooling the motor part 13 of the compressor 10. In the related art, the motor unit 13 of the compressor 10 is cooled by the refrigerant/refrigerant, and the suction temperature of the compression unit 14 of the compressor is increased, so that the concentration of the refrigerant becomes relatively low, and thus, the compression efficiency of the compressor 10 is low.

In the present application, the motor unit 13 of the compressor 10 is innovatively cooled by using the cooling liquid loop in the thermal management system 100 of the electric vehicle, and compared with the related art that the motor unit is cooled by using the refrigerant/cooling medium, the intake temperature of the compression unit 14 is reduced, so that the concentration of the refrigerant becomes relatively high, and therefore, the compression efficiency of the compressor 14 is improved.

In the cooling mode, the thermal management system 100 operates as follows: the compressor 10 compresses the refrigerant into a high-temperature high-pressure gaseous refrigerant, the high-temperature 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 outdoor air, the high-temperature high-pressure refrigerant in the first heat exchanger 21 is condensed into a liquid refrigerant or a gas-liquid two-phase refrigerant, the refrigerant is throttled and depressurized by the first throttling device 35 to become a low-temperature low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, the refrigerant enters the second heat exchanger 22, the low-temperature low-pressure refrigerant in the second heat exchanger 22 absorbs heat of air in the air conditioning box 25 and evaporates into a gas state or a gas-liquid state, so that the temperature of the air in the air conditioning box 25 is reduced, and the air in the air conditioning box 25 enters a passenger cavity through an air door and a pipeline, so that refrigeration of the passenger cavity is realized. The first throttling means 35 may be an electronic expansion valve, a thermostatic expansion valve, or a capillary tube, and preferably, the first throttling means 35 is an electronic expansion valve, so that it is more precise and easy to control and adjust the flow rate of the refrigerant.

The thermal management system 100 includes a fourth heat exchanger 32 and a first dual-channel heat exchanger 33, and the first dual-channel heat exchanger 33 includes a first heat exchanging portion 331 and a second heat exchanging portion 332 which are not communicated with each other. As shown in fig. 15, the thermal management system 100 includes a battery preheating mode, in which the first water pump 251, the first heat exchanging portion 331, the water inlet portion 161 of the compressor 10, the water outlet portion 162 of the compressor 10, and the fourth heat exchanger 32 are communicated to form a coolant circuit. The fourth heat exchanger 32 can exchange heat with a power battery of the electric vehicle, the first water pump 251 drives the cooling liquid to flow between the fourth heat exchanger 32 and the water jacket 16 of the compressor 10, therefore, the heat of the motor part 13 of the compressor can be recovered to heat the battery or preheat the battery, so that the battery can work efficiently in a proper temperature range, the heat of the motor part 13 and/or the controller 18 of the compressor 10 can be fully recovered, the energy efficiency ratio (COP) of the thermal management system is improved, the intake air temperature of the compressor 10 is lowered, the concentration of the refrigerant entering the compressor is higher, and the working efficiency of the compressor 10 is also improved.

Referring to fig. 15, the battery warm-up mode is often performed simultaneously with the passenger compartment heating mode. The thermal management system further comprises a second dual channel heat exchanger 34, and the second dual channel heat exchanger 34 comprises a third heat exchanging part 341 and a fourth heat exchanging part 342 which are not communicated. At this time, the refrigerant outlet 123 of the compressor 10, the third heat exchanging portion 341, the first heat exchanger 21, the second expansion device 24, the first heat exchanger 21, and the refrigerant inlet 122 of the compressor 10 communicate with each other to form a refrigerant circuit. In the heating mode, the thermal management system 100 operates as follows: the compressor 10 compresses the refrigerant into a high-temperature high-pressure gaseous refrigerant, the high-temperature high-pressure gaseous refrigerant flows to the third heat exchanging portion 341 through the refrigerant outlet 123 of the compressor 10, the third heat exchanging portion 341 releases heat to the cooling liquid in the fourth heat exchanging portion 342, the high-temperature high-pressure refrigerant in the third heat exchanging portion 341 is condensed into a liquid refrigerant or a gas-liquid two-phase refrigerant, the refrigerant is throttled and depressurized by the second throttling device 24 to be changed into a low-temperature low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then the refrigerant enters the first heat exchanger 21, the low-temperature low-pressure refrigerant in the first heat exchanger 21 absorbs the heat of the air outside the vehicle and is evaporated into a gas state or a gas-liquid two state, and the gas-liquid two-phase refrigerant enters the refrigerant inlet 122 of the compressor 10 through the gas-liquid separator 36 to circulate. The second throttling device 24 may be a combination of an expansion throttle 241 and a check valve 242, and in the cooling mode, the refrigerant passes through the check valve 242 without passing through the expansion throttle 241, so that the second throttling device 24 is only in a full-pass state; in the heating mode, the refrigerant is blocked by the check valve 242 and passes through the expansion throttle valve 241, thereby performing a throttling and pressure reducing function of the refrigerant. The expansion throttle 241 may be an electronic expansion valve or a thermostatic expansion valve, preferably an electronic expansion valve, the flow control being more precise. Of course, the second throttle device 24 may also be a full-pass throttle valve, and one electronic expansion valve integrates the full-pass and throttle functions, reducing the number of valves and saving space.

The third water pump 253 of the power plant drives the coolant to flow into the fourth heat exchanging part 342 and the sixth heat exchanger 37 in sequence, and then returns to the third water pump 253 for circulation. The coolant in the fourth heat exchanging portion 342 is heated by the high-temperature and high-pressure refrigerant in the third heat exchanging portion 341, and then 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, and the heated air enters the passenger compartment through the air damper of the air conditioning box 25 and the pipeline, thereby heating the passenger compartment. The sixth heat exchanger 37 and the second heat exchanger are both arranged in the air-conditioning box 25, and the arrangement of the two relatively independent heat exchangers is beneficial to reducing the defect that the heat management system brings cold and hot impact to the heat exchangers in the air-conditioning box 25 when heating and refrigerating are switched. The coolant loop may also include an electric heater 38, such as a PTC electric heater, which may be heated by the electric heater 38 to directly heat the coolant when the thermal management system 100 absorbs insufficient heat from the outside air or cannot absorb heat at a lower temperature, so as to heat the passenger compartment, and the electric heater 38 increases the temperature range of the thermal management system 100.

As shown in fig. 16, the heat of the motor part 13 of the compressor 10 can be recycled to heat the passenger compartment. The thermal management system 100 further comprises a first flow control device 39, wherein the first flow control device 39 controls the cooling liquid flow path of the compressor 10 to be communicated with or closed off from the cooling liquid flow path of the sixth heat exchanger 37, when the cooling liquid flow path of the compressor 10 is communicated with the second heat exchanging part 332 of the fourth heat exchanger 32, and the sixth heat exchanger 37 is communicated with the first heat exchanging 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 alternative embodiment, the cooling fluid flow path of the compressor 10 may be communicated with the sixth heat exchanger 37 to form a cooling fluid circuit, and in this case, the heat of the motor 13 of the compressor 10 may be directly recovered to the passenger compartment through the cooling fluid circuit, so as to improve the heating efficiency and the compression efficiency of the compressor 10.

The thermal management system 100 further includes a fifth heat exchanger 40, where the fifth heat exchanger 40 may exchange heat with a driving motor of the electric vehicle, and the driving motor drives the electric vehicle to run. The power of the driving motor is about 2000W, and the power of the motor unit 13 of the compressor 10 is about 200 to 400W, but as shown in fig. 16, the cooling liquid flow path of the fifth heat exchanger 40 and/or the fourth heat exchanger 32 may be connected in series with the cooling liquid flow path of the compressor 10 and the cooling liquid flow path of the sixth heat exchanger 37, so that the residual heat of the compressor 10, the residual heat of the driving motor, and the residual heat of the power battery may be recovered to the passenger compartment to be heated, thereby further improving the heating efficiency of the thermal management system 100. Certainly, the thermal management system may further include an eighth heat exchanger 45, and the eighth heat exchanger 45 may exchange heat with at least one heat source that needs to dissipate heat, such as an inverter, a controller of a driving motor, a controller of an automatic driving, and the like, so that the thermal management of the entire vehicle is realized, and the energy efficiency of the thermal management system of the entire vehicle is further improved.

In the illustrated embodiment, the first flow control device 39 is a three-way valve, but may also be implemented by combining a plurality of stop valves, and the on-off control of the cooling liquid loop may be implemented by a four-way water valve. The thermal management system comprises 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 rate control device 41 is a four-way valve that can change the flow direction of the refrigerant by switching the communication relationship between four ports, but the second flow rate control device 41 may be a combination of a three-way valve and a stop valve/check valve, or a combination of a plurality of stop valves/check valves that can 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 cooling liquid loop flows to the third heat exchanger 23, so as to select whether to dissipate heat of the cooling liquid through air cooling, and the third flow control device 42 may also be a combination of a plurality of stop valves or check valves to achieve the same function. The fourth flow control device 43 in the illustrated embodiment is a four-way valve water valve that controls the battery coolant loop and the motor coolant in series or in parallel. Of course, the fourth flow control device 43 may be a three-way water valve and a shut-off/check valve combination, or a plurality of shut-off/check valve combinations to achieve the same function.

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

As shown in fig. 17, when the thermal management system 100 is in the heating mode, which allows the battery to be cooled quickly, it may also be cooled by the refrigerant circuit, and the thermal management system 100 includes a third two-flow heat exchanger 44 and a third throttling device 45. The third two-channel heat exchanger 44 includes a fifth heat exchanging portion 441 and a sixth heat exchanging portion 442, and the fifth heat exchanging portion 441 and the sixth heat exchanging portion 442 are not communicated with each other. The refrigerant passes through the third throttle valve device 45 and then becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid two-phase refrigerant, and then enters the fifth heat exchanging portion 441, the low-temperature and low-pressure refrigerant absorbs heat of the cooling liquid in the sixth heat exchanging portion 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 exchanging portion 442, the first heat exchanging portion 331, the fourth heat exchanger 32, and the fourth flow rate control device 43 are communicated to form a battery coolant circuit, and the coolant in the sixth heat exchanging portion 442 is cooled by the refrigerant in the fifth heat exchanging portion 441, thereby rapidly cooling the battery. The first water pump 251, the fourth flow control device 43, the water inlet portion 161 of the compressor 10, the water outlet portion 162 of the compressor 10, the fifth heat exchanger 40, and the third heat exchanger 23 are sequentially communicated to form a cooling liquid loop, and at this time, the heat of the motor portion 13 of the compressor 10 and the heat of the driving motor are dissipated through the third heat exchanger 23.

As shown in fig. 18, the waste heat of the compressor 10 can also exchange heat between the refrigerant and the cooling liquid, thereby achieving heat recovery. The compressor 10 is communicated with the cooling liquid circuit of the sixth heat exchanging portion 442, the refrigerant is throttled by the third throttling device 45 and then changed into a low-temperature and low-pressure liquid or gas-liquid two-phase refrigerant, and the low-temperature and low-pressure refrigerant in the fifth heat exchanging portion 441 absorbs the heat of the cooling liquid in the sixth heat exchanging portion 442, that is, the waste heat of the motor portion 13 of the compressor 10 can be absorbed. Of course, as shown in fig. 18, the fourth heat exchanger 32, the coolant flow path of the compressor 10, and the fifth heat exchanger 40 may be connected in series, so that the residual heat of the motor unit 13 of the compressor 10, the heat of the driving motor, and the power battery may be recovered to the refrigerant circuit through the third two-flow heat exchanger 44, thereby improving the heating efficiency of the thermal management system.

As shown in fig. 19, the battery may be cooled by the refrigerant in the cooling mode, the principle of cooling the battery coolant circuit by the refrigerant circuit in fig. 19 is similar to that in fig. 17, and the operation principle of the refrigerant is similar to that in fig. 14, and will not be described in detail here. Of course, the refrigerant circuits of the third throttling device 45 and the third two-channel heat exchanger 44 may be used to cool the power battery, the driving motor, and the motor portion 13 of the compressor 10, so that the cooling position of the motor portion 13 of the compressor 10 is shifted, and the intake temperature of the compressor may be lowered, thereby improving the compression efficiency of the compressor 10.

As shown in fig. 20, the thermal management system includes a dehumidification mode or a defogging mode, when the temperature difference between the interior and the exterior of the vehicle causes the front window of the vehicle to generate fog, the dehumidification mode may be started, the high-temperature and high-pressure refrigerant enters the third heat exchanging portion 341 through the pipeline from the refrigerant outlet 123 of the compressor 10, the high-temperature and high-pressure refrigerant in the third heat exchanging portion 341 heats the coolant in the fourth heat exchanging portion 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 then becomes the low-temperature and low-pressure refrigerant, and enters the second heat exchanger 22, and 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 be cooled by the second heat exchanger 22, the moisture in the air is condensed into condensed water to be discharged, and the condensed water is heated by the sixth heat exchanger 37 and then enters the passenger cavity or the front window glass through the air door and the pipeline, so that the dehumidification or defogging function is realized.

The thermal management system may also include a de-icing or defrost mode, in which the first heat exchanger 21 is used as an evaporator, the surface temperature reaches the dew point temperature, and the surface condensation water of the first heat exchanger 21 is condensed into frost or ice, often at lower temperatures in winter. The first heat exchanger 21 may be used 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 a cooling mode of the thermal management system. In the deicing mode or the defrosting mode, the refrigerant does not pass through the first heat exchanger 21, that is, the refrigerant circuit does not absorb heat in the air from the first heat exchanger 21, but absorbs heat from the motor unit of the power battery, the drive motor, or the compressor, or from the electric heater 38, and the difficulty of the first heat exchanger 21 being prone to frost at low temperatures may be reduced while recovering heat. In such a mode, the refrigerant may be implemented by a two-channel heat exchanger, a coolant flow channel of the two-channel heat exchanger is communicated with at least one of the fifth heat exchanger 40, the fourth heat exchanger 32 and the motor portion 13 of the compressor 10, and the refrigerant passing through the throttling device enters the refrigerant flow channel of the two-channel heat exchanger, so as to absorb heat in the coolant flow channel of the two-channel heat exchanger.

As shown in fig. 21, the thermal management system according to another embodiment of the present application 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 plant. The compressor 10 is constructed as described above.

In the illustrated embodiment, the power plant includes a first water pump 251 and a second water pump 252, and the battery and the motor coolant loop can be controlled separately by the two water pumps, so that the control is more accurate. The first water pump 251 and the second water pump 252 may be electronic water pumps, further improving the control accuracy. In alternative implementations, the battery water circuit and the motor water circuit may share a single water pump/power unit.

The thermal management system 100 includes a cooling mode in which 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 communicated to form a refrigerant circuit. The power unit (first water pump 251), the water inlet portion 161 of the compressor 10, the water outlet portion 162 of the compressor 10, and the third heat exchanger 23 are communicated to form a coolant circuit. The heat management system comprises an air conditioning box 25 and a cooling fan 26, and 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, and the front end module 31 is generally disposed at a position of the automobile near a front bumper.

The thermal management system 100 also includes a second flow control device 41, a fourth two-way 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 two-way heat exchanger 44, a fourth flow control device 43, a first valve control device 53 and a second valve control device 54 and a fourth throttling device 55. In the illustrated embodiment, the second flow control device 41 switches the flow direction of the refrigerant by a four-way valve, the fourth flow control device 43 switches the flow direction of the cooling liquid by a four-way valve, and the second flow control device 41 and the fourth flow control device 43 may be a combination of a plurality of 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 rate control device 43 includes a first communication port 431, a second communication port 432, a third communication port 433, and a fourth communication port 434. The third two-channel heat exchanger 44 includes a fifth heat exchanging portion 441 and a sixth heat exchanging portion 442, and the fifth heat exchanging portion 441 and the sixth heat exchanging portion 442 are not communicated with each other. The fourth two-channel heat exchanger 51 includes a seventh heat exchanging portion 511 and an eighth heat exchanging portion 512, and the seventh heat exchanging portion 511 and the eighth heat exchanging portion 512 are not communicated with each other. The third and fourth two-

channel heat exchangers

44 and 51 are used for heat exchange between the refrigerant and the cooling liquid, and may be plate heat exchangers, which have the advantages of light weight and high heat exchange efficiency. The plate heat exchanger is provided with a plurality of stacked plates, and the front surface and the back surface of each plate are respectively circulated with one of refrigerant and cooling liquid. Of course, when the refrigerant is a high-pressure refrigerant, such as CO2 high-pressure refrigerant, for high pressure resistance and explosion prevention, the third two-flow heat exchanger 44 and the fourth two-flow heat exchanger 51 may also be shell-and-tube heat exchangers in which microchannel flat tubes are arranged and the shell is surrounded by the tubes. Therefore, the inner micro-channel flat tubes in the shell-and-tube heat exchanger circulate the refrigerant, and the cooling liquid circulates between the shell and the flat tubes. The third throttling means 45 may be an electronic expansion valve, a thermostatic expansion valve, or a capillary tube, etc., and preferably, the third throttling means 45 is an electronic expansion valve, so that it is more accurate and easy to control and adjust the flow rate of the refrigerant. The fourth heat exchanger 32 is used for exchanging heat with a power battery of the electric vehicle, and the fifth heat exchanger 40 is used for exchanging heat with a driving 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 for controlling the on-off relationship between the coolant branches, and can also achieve the same function for a plurality of check valve/stop valve combinations. The Internal Heat Exchanger (Internal Heat Exchanger)52 is generally formed by stacking microchannel exchangers one on another, in which one path flows a high-pressure refrigerant and the other path flows a low-temperature refrigerant. The internal heat exchanger 52 may be integrated with the gas-liquid separator to form a gas-liquid separator with an internal heat exchanger, saving connecting piping.

As shown in fig. 21, in the cooling mode of the thermal management system, the first refrigerant flow route is: the refrigerant outlet 123 of the compressor 10, the second flow control device 41, the seventh heat exchanging portion 511, the first heat exchanger 21, the high-pressure side flow passage 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 path two is: the refrigerant outlet 123 of the compressor 10, the seventh heat exchanging portion 551, the first heat exchanger 21, the high-pressure side flow passage of the internal heat exchanger 52, the third throttling device 45, the sixth heat exchanging portion 442, the second flow rate control device 41, and the refrigerant inlet 122 of the compressor 10. The first heat exchanger 21 functions as a condenser, and the second heat exchanger 22, the sixth heat exchanger 37, and the sixth heat exchanging portion 442 of the third two-flow heat exchanger 44 function as an evaporator. Two heat exchangers are provided in the room in series with the second heat exchanger 22 and the sixth heat exchanger 37, so that the evaporation area of the refrigerant is increased, and thus, the cooling efficiency is improved.

The first cooling liquid flow route is as follows: the first water pump 251, the second communication port 432 of the fourth flow rate control device 43, the first communication port 431 of the fourth flow rate control device 43, the fifth heat exchanging part 441, and the fourth heat exchanger 32. The second cooling liquid flow path is as follows: the second water pump 252, the fifth heat exchanger 40, the eighth heat exchanging portion 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 portion 161 of the compressor 10, the water outlet portion 162 of the compressor 10, the fourth communication port 434 of the fourth flow rate control device 43, and the third communication port 433 of the fourth flow rate control device 43. In this way, the cooling position of the motor part 13 of the compressor 10 is shifted to the outdoor third heat exchanger 23, thereby reducing the suction temperature and improving the compression efficiency and the working efficiency of the compressor 10.

As shown in fig. 22, in the cooling mode, the thermal management system may bypass the third heat exchanger 23 through the first valve control device 53, so that the motor unit 13 of the compressor 10 may be cooled through the seventh heat exchanging part 511 and the eighth heat exchanging part 512 of the fourth two-channel heat exchanger 51.

As shown in fig. 23, the thermal management system is in the passenger compartment heating mode and the battery preheating mode, and the refrigerant flow paths are: the refrigerant outlet 123 of the compressor 10, the first connection 411, the fourth connection 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 exchanging portion 511, the second connection 412, the third connection 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 are used as condensers to release heat to the air in the air conditioning box 25, so that the heating of a passenger cavity is realized, at the moment, the fourth throttling device 55 is in a full-through state, and the sixth heat exchanger 37 and the second heat exchanger 22 are connected in series, so that the contact area between the condensers and the air can be increased, and the heating performance is improved. The first throttling device 35 is in a throttling shape, the refrigerant is throttled and depressurized by the first throttling device 35 and then changed into a low-temperature and low-pressure refrigerant, the low-temperature and low-pressure refrigerant enters the first heat exchanger 21, the first heat exchanger 21 serves as an evaporator to absorb heat in air, and the refrigerant in the seventh heat exchange portion 511 absorbs heat in a cooling liquid loop in the eighth heat exchange portion 512, so that energy recovery of compressor waste heat, battery waste heat and motor waste heat is realized, and the overall energy efficiency (COP) of the system is provided.

The cooling liquid flow path is as follows: the first water pump 251, the second communication port 432, the third communication port 433, the second water pump 252, the fifth heat exchanger 40, the eighth heat exchanging portion 512, the first valve port 531, the second valve port 532, the sixth valve port 543, the fifth valve port 542, the water inlet portion 161, the water outlet portion 162, the fourth communication port 434, the first communication port 431, the fifth heat exchanging portion 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 that the residual heat of the compressor 10 can be used as the residual heat of the battery. The heat of the compressor 10 may be recovered to the passenger compartment by the refrigerant of the seventh heat exchanging portion exchanging heat with the coolant of the eighth heat exchanging portion 512.

As shown in 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 may be connected in parallel through the fourth flow control device 43 and not connected to each other, the refrigerant circuit heats the battery, the motor coolant circuit b and the compressor coolant circuit e may be connected in series, and heat may be exchanged between the coolant flowing through the eighth heat exchanging portion 512 of the fourth two-channel heat exchanger 51 and the refrigerant of the seventh heat exchanging portion 511, thereby recovering heat.

As shown in fig. 24, the dehumidification or defogging mode of the thermal management system can be implemented by setting the fourth throttling device 55 in the throttling mode, i.e., the second heat exchanger 22 acts as an evaporator to absorb heat, the moisture in the air is condensed into condensed water to be separated out, and the sixth heat exchanger 37 acts as a condenser to heat the dry air and then blows the heated air into the passenger compartment or the front windshield through the damper in the air conditioning box 25 and the pipeline in the vehicle. The fourth throttle device 55 is thus a full-through throttle valve. The first throttle means 35 and the third throttle means 45 are two-way throttle valves.

As shown in fig. 25, in the deicing or defrosting mode of the thermal management system, 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 are connected in series, and in this case, the residual heat of the compressor 10, the residual heat of the drive motor, and the residual heat of the battery can be used to defrost or deice the outdoor first heat exchanger 21.

As shown in fig. 26, the thermal management system according to still 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 plant. The compressor 10 is constructed as described above.

In the illustrated embodiment, the power unit includes a first water pump 251, a second water pump 252, a third water pump 253, and a fourth water pump 254. Adopt four water pumps can control battery, motor, indoor heat exchanger's coolant liquid return circuit separately, consequently control more accurately. The first water pump 251, the second water pump 252, the third water pump 253, and the fourth water pump 254 may be electronic water pumps, which further improves the control accuracy. In alternative further embodiments, at least two of the battery water circuit, the motor water circuit, the indoor heat exchanger water circuit, and the compressor water circuit may share a water pump/power plant.

The thermal management system 100 includes a cooling mode in which 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 communicated to form a refrigerant circuit. The power unit (first water pump 251), the water inlet portion 161 of the compressor 10, the water outlet portion 162 of the compressor 10, and the third heat exchanger 23 are communicated to form a coolant circuit. The thermal management system includes an air-conditioning case 25 and a cooling fan (not shown), and the outdoor heat exchanger 21', the third heat exchanger 23, and the cooling fan are disposed outside the air-conditioning case 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 generally disposed near a front bumper of the automobile. The first heat exchanger 21 and the second heat exchanger 22 are both double-flow heat exchangers, and the first heat exchanger 21 includes a first refrigerant flow passage 221 and a first cooling liquid flow passage 222 which are not communicated with each other. The second heat exchanger 22 includes a second refrigerant flow passage 221 and a second cooling liquid flow passage 222 which are not communicated with each other.

The third heat exchanger 23 is a low-temperature heat dissipation water tank disposed outside the air conditioning case 25, the first water pump 251 drives the cooling liquid to pass through the compressor 10 and bring the heat of the motor part 13 of the compressor to the third heat exchanger 23, and the cooling fan drives the air flow to pass through the outer surface of the third heat exchanger 23, thereby cooling the cooling liquid inside the third heat exchanger 23 and cooling the motor part 13 of the compressor 10. In the related art, the motor unit 13 of the compressor 10 is cooled by the refrigerant/refrigerant, and the suction temperature of the compression unit 14 of the compressor is increased, so that the concentration of the refrigerant becomes relatively low, and thus, the compression efficiency of the compressor 10 is low.

In the cooling mode, the thermal management system 100 operates as follows: the compressor 10 compresses the refrigerant into a high-temperature and high-pressure gas refrigerant, the high-temperature and high-pressure gas 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 liquid refrigerant or gas-liquid two-phase refrigerant, and then after throttling and pressure reduction by the first throttling device 35, the refrigerant becomes a low-temperature 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 low-pressure refrigerant in the second refrigerant flow channel 221 absorbs the temperature of the cooling liquid in the second cooling liquid flow channel 222, thereby cooling the first indoor heat exchanger 62 to lower the temperature of the air in the air-conditioning case 25, and the air in the air-conditioning case 25 enters the passenger compartment through the damper and the duct, thereby achieving the refrigeration of the passenger compartment. The first throttling means 35 may be an electronic expansion valve, a thermostatic expansion valve, or a capillary tube, and preferably, the first throttling means 35 is an electronic expansion valve, so that it is more precise and easy to control and adjust the flow rate of the refrigerant.

First cooling liquid flow path: the fourth water pump 254, the second coolant flow path 222, and the first indoor heat exchanger 61 circulate. A second coolant flow path: the first water pump 251, the fourth heat exchanger 32, the second communication port 432 and the third communication port 433 of the fourth flow rate control device 43, 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 portion 161, the water outlet portion 162, the fourth communication port 434 of the fourth flow rate control device 43, and the first communication 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 driving motor can radiate heat to the third heat exchanger 23 outdoors in series, thereby improving the working efficiency of the compressor 10.

As shown in fig. 27, in the heating mode of the thermal management system, the refrigerant flow paths are: the refrigerant outlet 123 of the compressor 10, the first refrigerant passage 211, the outdoor heat exchanger 21', the first throttle device 35, the second refrigerant passage 222, and the gas-liquid separator 36. A first cooling liquid flow passage: a third water pump 253, a second indoor heat exchanger 62, and a first coolant flow path 212. A second cooling liquid flow channel: the first water pump 251, the fourth heat exchanger 32, the second communication port 432, the second communication 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 portion 161, the water outlet portion 162, the fourth communication port 434, the first communication port 431, and the second coolant flow path 222. Therefore, at least one of the water jacket 16 of the compressor 10, the fourth heat exchanger 32 of the power battery and the fifth heat exchanger 40 of the driving motor may be connected in series to the second cooling liquid flow passage 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 heat management system of the embodiment, only the cooling liquid enters the indoor heat exchanger in the air-conditioning box 25, no refrigerant enters the air-conditioning box, and the safety risk caused by refrigerant leakage is reduced.

Although the present application has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the application, and all changes, substitutions and alterations that fall within the spirit and scope of the application are to be understood as being covered by the following claims.

Claims

1. A compressor is characterized by comprising a first shell, a second shell, a motor part, a compression part, a rotating shaft and a water jacket, wherein the first shell comprises a first inner cavity, the motor part is accommodated in the first inner cavity, the second shell comprises a second inner cavity, the compression part is accommodated in the second inner cavity, and the first inner cavity is not communicated with the second inner cavity;

2. The compressor of claim 1, wherein the first housing and the second housing have a gap therebetween, and the rotary shaft includes a third portion between the first housing and the second housing, the third portion being between the first portion and the second portion in an axial direction of the rotary shaft.

3. The compressor of claim 2, wherein the compressor includes a first bearing disposed in the first interior cavity of the first housing and a second bearing disposed in the second interior cavity of the second housing, the first bearing being sleeved in the first portion and adjacent to the third portion, the second bearing being sleeved in the second portion and adjacent to the third portion, the first housing and the third portion being axially sealed, the second housing and the third portion being axially sealed.

4. The compressor of claim 1, further comprising a controller, wherein the first housing includes a first inner wall and a first outer wall, the heat exchanging portion of the water jacket is located between the first inner wall and the stator, and the controller is fixedly mounted to the first outer wall, and the controller is closer to the water inlet portion than to the water outlet portion.

5. The compressor of claim 1, wherein the water jacket is helically wound around the stator about an axial direction thereof;

or the water jacket is wound on the stator in a zigzag manner around the axial direction of the stator;

or the water jacket is wound on the stator in an I shape around 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 plant, the compressor comprising:

a first housing having a first interior cavity;

the heat management system is characterized by comprising a refrigeration mode, wherein in the refrigeration mode, the refrigerant outlet, the first heat exchanger, the throttling device, the second heat exchanger and the refrigerant inlet are communicated to form a refrigerant loop, and the power device, the water inlet part of the compressor, the water outlet part of the compressor and the third heat exchanger are communicated to form a cooling liquid loop.

7. The thermal management system of claim 6, comprising an air conditioning cabinet and a cooling fan, the third heat exchanger and the cooling fan being disposed outside the air conditioning cabinet, the cooling fan and the third heat exchanger being assembled together to form a front end module.

8. The thermal management system of claim 7, comprising a fourth heat exchanger, wherein the thermal management comprises a battery warm-up mode in which the power plant, the inlet section of the compressor, the outlet section of the compressor, and the fourth heat exchanger are in communication to form a coolant loop.

9. The thermal management system according to claim 8, further comprising a dual-channel heat exchanger, wherein the dual-channel heat exchanger comprises a first heat exchanging portion and a second heat exchanging portion which are not communicated, the thermal management system comprises a heating mode, in the heating mode, a refrigerant outlet of the compressor, the first heat exchanger, the throttling device, the second heat exchanging portion and a refrigerant inlet of the compressor are communicated to form a refrigerant loop, and the power device, the fourth heat exchanger, the first heat exchanging portion and a water outlet portion of the compressor are communicated to form a cooling liquid loop.

10. The heat management system according to claim 9, wherein the heat management system comprises a fifth heat exchanger, in the heating mode, the refrigerant outlet of the compressor, the first heat exchanger, the throttling device, the first heat exchanging portion and the refrigerant inlet of the compressor are communicated to form a refrigerant circuit, and the power device, the second heat exchanging portion, the fourth heat exchanger, the water inlet portion of the compressor, the water outlet portion of the compressor and the fifth heat exchanger are communicated to form a cooling liquid circuit.