Automobile air conditioning system based on air float centrifugal compressor

Abstract

The present application relates to a kind of automobile air conditioning systems based on gas bearing centrifugal compressor, comprising: gas bearing centrifugal compressor, it is configured to compress refrigerant;Condenser, it is communicated with the gas bearing centrifugal compressor;Throttling element, it is communicated with the condenser and heat exchange device;And heat exchange device, it is communicated with the throttling element and gas bearing centrifugal compressor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of heat management, and in particular to an automobile air conditioning system based on an air-floating centrifugal compressor. BACKGROUND

[0002] At present, an air conditioning system is an important guarantee for the comfort of automobile driving and riding. The air conditioning system currently used in new energy vehicles adopts a traditional electric scroll compressor. However, the electric scroll compressor has many shortcomings: the electric scroll compressor assembly has a large volume and high weight; the electric scroll compressor requires a small matching gap during operation of the dynamic scroll and the static scroll, and has high cleanliness requirements for other parts of the system, which results in poor reliability of the system. In order to improve the reliability, the compressor oil needs to be used for lubrication and sealing, which increases the cost of the compressor oil, and the development process needs to avoid the deposition of the compressor oil inside, thereby affecting the lubrication of the system. After the compressor oil enters the refrigeration system, it is mutually soluble with the refrigerant, which affects the heat exchange of the refrigerant and directly leads to a decrease of more than 5% in the refrigerating capacity of the system. Due to the presence of the compressor oil, accurate oil supplement needs to be performed on the system when replacing parts, which is not conducive to after-sales maintenance. Therefore, a new automobile air conditioning system is needed, and the compressor used in the automobile air conditioning system can avoid the above problems. SUMMARY

[0003] To solve at least part of the above problems in the prior art, the present application provides an automobile air conditioning system based on an air-floating centrifugal compressor, comprising:

[0004] an air-floating centrifugal compressor configured to compress a refrigerant;

[0005] a condenser in communication with the air-floating centrifugal compressor;

[0006] a throttling element in communication with the condenser and a heat exchange device; and

[0007] a heat exchange device in communication with the throttling element and the air-floating centrifugal compressor.

[0008] Further, the air-floating centrifugal compressor comprises:

[0009] a motor comprising:

[0010] a housing having a first chamber and a second chamber arranged at two ends inside the housing, and a rotor having a radial bearing arranged thereon, wherein the radial bearing is an air-floating bearing and is configured to support the rotor in the radial direction;

[0011] an impeller arranged at an end of the rotor and located in the first chamber and / or the second chamber;

[0012] an air inlet in communication with an air inlet of the first chamber;

[0013] an exhaust port in communication with the gas outlet of the second chamber;

[0014] a connecting pipe having two ends in communication with the gas outlet of the first chamber and the gas inlet of the second chamber, respectively;

[0015] Further, the gas-bearing centrifugal compressor further comprises:

[0016] a thrust disc arranged at the end of the rotor; and

[0017] a thrust bearing arranged at one side or both sides of the thrust disc, and is a gas-bearing bearing.

[0018] Further, the motor is a high-speed permanent magnet synchronous motor; and / or

[0019] the radial bearing is a foil dynamic pressure gas-bearing bearing; and / or

[0020] the impeller is a closed impeller; and / or

[0021] the impeller is fixed to the end of the rotor by a locking nut; and / or

[0022] an end cover is further arranged at the gas outlet of the first chamber and the second chamber; and / or

[0023] the first chamber or the second chamber comprises a plurality of impellers; and / or

[0024] a sealing structure is arranged at the shroud side of the impeller.

[0025] Further, the gas-bearing centrifugal compressor further comprises an inter-stage air supplement port arranged on the connecting pipe.

[0026] Further, it further comprises:

[0027] an air conditioner pipeline for circulating refrigerant, and in series connection with the gas-bearing centrifugal compressor, the condenser, the throttling element and the heat exchange device.

[0028] Further, the heat exchange device is configured to transfer heat between the refrigerant and the air, wherein the heat exchange device comprises a first fluid inlet and a first fluid outlet for the refrigerant to flow through, and a second fluid inlet and a second fluid outlet for the air to flow through.

[0029] Further, it further comprises:

[0030] an electronic fan installed on the condenser;

[0031] a blower in communication with the heat exchange device.

[0032] Further, the high-temperature and high-pressure gas refrigerant from the gas-bearing centrifugal compressor is condensed into a medium-temperature and high-pressure liquid through the condenser, and then throttled by the throttling element to become a low-temperature and low-pressure liquid into the heat exchange device, in which the refrigerant absorbs the heat of the air to become a low-temperature and low-pressure gas and return to the gas-bearing centrifugal compressor.

[0033] The air blower sucks in air and delivers it to the heat exchange device, in which the air absorbs heat from the refrigerant and its temperature drops to the expected temperature, and then is discharged from the second fluid outlet of the heat exchange device.

[0034] Further, the application further comprises:

[0035] a temperature sensor connected between the first fluid outlet of the heat exchange device and the air inlet of the gas-bearing centrifugal compressor and / or the air outlet of the gas-bearing centrifugal compressor and the inlet of the condenser;

[0036] a pressure sensor connected between the first fluid outlet of the heat exchange device and the air inlet of the gas-bearing centrifugal compressor and / or the air outlet of the gas-bearing centrifugal compressor and the inlet of the condenser.

[0037] The application has at least the following advantages: the application discloses a vehicle air conditioning system based on a gas-bearing centrifugal compressor, which comprises a gas-bearing centrifugal compressor, a condenser, a throttling element and a heat exchange device connected in sequence through air conditioning pipelines and forming a circulation loop. The gas-bearing centrifugal compressor adopts a gas-bearing bearing, so it does not need oil lubrication, saves the oil return pipeline and saves the cost of compressor oil. At the same time, since the shaft is not in contact with the bearing during the operation of the gas-bearing bearing, but the motor rotor is suspended by the gas film, the service life of the bearing can be increased by at least 1 times, and the reliability of the compressor and the thermal management system is improved. The use of the gas-bearing bearing does not use compressor oil, the heat exchange efficiency of the refrigerant is improved, and compared with the traditional system with compressor oil, the system refrigerating capacity is increased by more than 5%. When the parts are repaired and replaced in the after-sales market maintenance, the compressor oil no longer needs to be supplemented. Under the same cooling capacity, compared with the scroll compressor, the gas-bearing centrifugal compressor based on the high-speed permanent magnet synchronous motor reduces the volume by about 30% and the weight by about 50%, which can save more layout space for new energy vehicles and is also conducive to the lightweight of new energy vehicles. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to further illustrate the above and other advantages and features of the embodiments of the present application, more detailed description of the embodiments of the present application will be presented with reference to the accompanying drawings. It can be understood that these drawings only depict typical embodiments of the present application, and therefore should not be considered as limiting the scope thereof. In the drawings, the same or corresponding parts will be denoted by the same or similar reference numerals for the sake of clarity.

[0039] Figure 1A schematic diagram of an air conditioning system based on an air-float centrifugal compressor according to an embodiment of the present application is shown; and

[0040] Figure 2 A schematic diagram of a configuration of an air-float centrifugal compressor according to an embodiment of the present application is shown.

[0041] Figures 3a-3d Schematic diagrams of configurations of air-float centrifugal compressors according to other embodiments of the present application are shown, respectively.

[0042] Figures 4a-4d Schematic diagrams of configurations of different rotor systems in air-float centrifugal compressors according to embodiments of the present application are shown, respectively.

[0043] Figure 5 A schematic diagram of a structure of a small-capacity air-float centrifugal compressor according to an embodiment of the present application is shown; and

[0044] Figure 6 A sectional view of a small-capacity air-float centrifugal compressor according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0045] It should be noted that the components in the various drawings can be exaggerated for illustration purposes and are not necessarily drawn to scale.

[0046] In the present application, each embodiment is merely intended to illustrate the scheme of the present application and should not be understood as limiting.

[0047] In the present application, unless specifically indicated, the quantifier "one" does not exclude the scenario of multiple elements.

[0048] It should also be noted herein that, for the sake of clarity and simplicity, only a part of the components or assemblies can be shown in the embodiments of the present application, but a person of ordinary skill in the art can understand that, under the teaching of the present application, the required components or assemblies can be added according to the specific scenario as needed.

[0049] It should also be noted herein that, within the scope of the present application, the phrases "the same", "equal", "equal to" and the like do not mean that the two values are absolutely equal, but allow a certain reasonable error, that is, the phrases also cover "substantially the same", "substantially equal", "substantially equal to".

[0050] It should also be noted that in the description of the present application, the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first" and "second" are only for descriptive purposes and cannot be understood as indicating relative importance.

[0051] In addition, the embodiments of the present application describe the process steps in a specific order, but this is only for the convenience of distinguishing between steps and is not limited to the order of the steps. In different embodiments of the present application, the order of the steps can be adjusted according to the adjustment of the process.

[0052] In the present application, high temperature > medium temperature > low temperature, high pressure > low pressure.

[0053] Figure 1 A schematic diagram of an automobile air conditioning system based on a gas-bearing centrifugal compressor according to an embodiment of the present application is shown.

[0054] As shown in Figure 1 An automobile air conditioning system based on a gas-bearing centrifugal compressor includes an air conditioning pipeline 10, a gas-bearing centrifugal compressor 11, a condenser 12, a throttling element 13, and a heat exchange device 14. The air conditioning pipeline 10 is connected in series with the gas-bearing centrifugal compressor 11, the condenser 12, the throttling element 13, and the heat exchange device 14.

[0055] The air conditioning pipeline 10 is used to circulate refrigerant. The gas-bearing centrifugal compressor 11 is used to compress the refrigerant. The condenser 12 is in communication with the gas-bearing centrifugal compressor 11 and is used to condense the refrigerant. The high-temperature and high-pressure gas discharged by the gas-bearing centrifugal compressor 11 is condensed into medium-temperature and high-pressure liquid by the condenser. The throttling element 12 is in communication with the condenser 12 and the heat exchange device 14. The throttling element 12 functions to throttle the refrigerant, changing the medium-temperature and high-pressure refrigerant into low-temperature and low-pressure refrigerant. The throttling element 12 includes an electronic expansion valve, a capillary tube, a throttling tube, etc.

[0056] The heat exchange device 14 is in communication with the gas-bearing centrifugal compressor 11 and the throttling element 13, and is configured to transfer heat between the refrigerant and the air. In the heat exchange device 14, the refrigerant that has been throttled and expanded absorbs heat from the air, thereby cooling the air. The heat exchange device 14 includes a first fluid inlet and a first fluid outlet for the refrigerant to flow through, and a second fluid inlet and a second fluid outlet for the air to flow through. The heat exchange device 14 includes an evaporator.

[0057] The air conditioning system based on the gas-bearing centrifugal compressor for vehicle further comprises an electronic fan 15 installed on the condenser 12; and a blower 16 in communication with the second fluid inlet of the heat exchange device 14.

[0058] The air conditioning system based on the gas-bearing centrifugal compressor for vehicle further comprises a temperature sensor 17 connected between the first fluid outlet of the heat exchange device 14 and the gas inlet of the gas-bearing centrifugal compressor 11 and / or the gas outlet of the gas-bearing centrifugal compressor 11 and the inlet of the condenser 12; and a pressure sensor 18 connected between the first fluid outlet of the heat exchange device 14 and the gas inlet of the gas-bearing centrifugal compressor 11 and / or the gas outlet of the gas-bearing centrifugal compressor 11 and the inlet of the condenser 12. The temperature sensor 17 detects the temperature of the refrigerant, and the pressure sensor 18 detects the pressure of the refrigerant, for calculation of refrigeration demand and protection of compressor operation.

[0059] The connection relationship between the components in the above-mentioned vehicle thermal management system is as follows:

[0060] The gas outlet of the gas-bearing centrifugal compressor 11 is in communication with the inlet of the condenser 12; the outlet of the condenser 12 is in communication with the inlet of the throttling element 13; the outlet of the throttling element 13 is in communication with the first fluid inlet of the heat exchange device 14; the first fluid outlet of the heat exchange device 14 is in communication with the gas inlet of the gas-bearing centrifugal compressor 11; and the gas outlet of the blower 16 is in communication with the second fluid inlet of the heat exchange device 14.

[0061] When the above-mentioned air conditioning system based on the gas-bearing centrifugal compressor for vehicle is in operation, the gas-bearing centrifugal compressor 11 serves as the power source for the refrigerant circulation, and compresses the refrigerant in a centrifugal manner. The compressed refrigerant in the form of high-temperature and high-pressure gas is discharged from the gas-bearing centrifugal compressor 11 to the condenser 12. The electronic fan 15 sucks the air at normal temperature into the condenser fins, and the condenser 12 exchanges heat between the high-temperature and high-pressure refrigerant inside and the air, so that the refrigerant is condensed into medium-temperature and high-pressure liquid. Then the refrigerant enters the throttling element 13, which throttles the refrigerant. The throttled refrigerant expands rapidly and becomes low-temperature and low-pressure liquid, and enters the heat exchange device 14. Meanwhile, the blower 16 sucks the air and delivers it to the heat exchange device 14. In the heat exchange device 14, the refrigerant absorbs the heat of the air, and the refrigerant becomes low-temperature and low-pressure gas and returns to the gas-bearing centrifugal compressor 11. The air absorbs the heat of the refrigerant in the heat exchange device 14, and the temperature of the air decreases to the expected temperature and is discharged from the second fluid outlet of the heat exchange device 14. In the heat exchange device 14, the air flows in the opposite direction of the refrigerant, which improves the heat exchange efficiency.

[0062] In the embodiments of the present application, the term "main gas path" refers to the gas flow path in which the gas enters the compressor through the gas inlet, is compressed, and is discharged through the gas outlet. The term "high pressure side" refers to the side of the compressor in which the gas pressure is higher, i.e., the side on which the last stage impeller is located, and the term "low pressure side" refers to the side of the compressor relative to the high pressure side. Under normal conditions, the gas flows from the high pressure side to the low pressure side through the gas floating bearing and then returns to the main gas path.

[0063] Figure 2 and Figures 3a-3d The configuration diagrams of the gas floating centrifugal compressors in different embodiments of the present application are shown in Figures 1 to 3. As shown in the figures, in the embodiments of the present application, the gas floating centrifugal compressor comprises a motor and an impeller 200. The rotor system of the motor comprises a radial gas floating bearing 111. When the motor shaft rotates, the radial gas floating bearing absorbs gas to form a gas film to support the rotation of the rotor at a high speed. The thrust bearing (if any) also forms a gas film so that the thrust shaft is not in contact with the bearing, the bearing has little wear, and mechanical loss and noise can be greatly reduced or even eliminated. As shown in the figures, the impeller 200 is arranged at the end of the rotor 101 to compress the low-temperature and low-pressure refrigerant gas from the evaporator to form high-temperature and high-pressure refrigerant gas to be discharged into the condenser. Here, the terms "radial" and "axial" refer to the radial and axial directions of the rotor or its rotating shaft.

[0064] Figures 4a-4d The configuration diagrams of different rotor systems in the gas floating centrifugal compressors in the embodiments of the present application are shown in Figures 4 to 6. As shown in the figures, in the embodiments of the present application, the rotor system 101 comprises two radial bearings which are symmetrically distributed on the rotor with a certain spacing therebetween. In one embodiment of the present application, the radial bearings are foil-type dynamic pressure gas floating bearings. When gas is introduced into the bearing position, a gas film is formed to achieve the effect of gas floating.

[0065] In order to bear the axial thrust generated during the operation of the compressor, in one embodiment of the present application, the rotor system is further provided with a thrust disc 112 and a thrust bearing 113. The thrust disc 112 and the thrust bearing 113 are optional. As shown in the figures, the thrust disc 112 is arranged between the radial bearings 111 and the impeller 200. The thrust bearing 113 is arranged on the thrust disc 112. Figures 4a-4dAs shown, the thrust disk 112 can be located at any end of the rotor, or one thrust disk 112 can be located at each end of the rotor. When only one thrust disk is provided, a thrust bearing 113 can be provided on each side of the thrust disk 112, as shown in the figure. The working surfaces of the two thrust bearings 113 face the thrust disk 112, so they can withstand axial thrust in different directions. Specifically, the axial thrust directions that the two thrust bearings 113 can withstand are opposite. When two thrust disks are provided, a thrust bearing 113 can be provided on opposite sides of the two thrust disks 112, or on opposite sides, as shown in the figure. The working surfaces of the two thrust bearings 113 face the thrust disk 112, so they can withstand axial thrust in different directions. Specifically, the axial thrust directions that the two thrust bearings 113 can withstand are opposite. In one embodiment of the present invention, the thrust bearing is a foil-type hydrodynamic air bearing. When gas is introduced into the bearing position, an air film can be formed, thereby achieving an air flotation effect.

[0066] like Figure 2 and Figures 3a-3d As described above, in different embodiments of the present invention, single-stage, double-stage, or multi-stage impellers can be configured according to actual needs. Specifically, when only a single-stage impeller is configured, such as... Figure 2 and Figure 3a As shown, the impeller 200 can be located at either end of the rotor. The side with the impeller can be designated as the high-pressure side, and the side without the impeller as the low-pressure side. When two stages of impellers are provided, as... Figure 3b and 3c As shown, the two impellers can be respectively installed at both ends of the rotor, or both can be installed at any end of the rotor. When they are respectively installed at both ends of the rotor, the side with the first-stage impeller can be designated as the low-pressure side, and the side with the second-stage impeller can be designated as the high-pressure side. When both are installed at one end of the rotor, the side with the impeller can be designated as the high-pressure side, and the side without the impeller can be designated as the low-pressure side. Similarly, as... Figure 3d As shown, when multiple impellers are installed, the impellers can be equally or unequally distributed at both ends of the rotor, or all can be installed at any one end of the rotor. When they are distributed at both ends of the rotor, the side with the preceding impeller can be designated as the low-pressure side, and the side with the following impeller can be designated as the high-pressure side. When all impellers are installed at one end of the rotor, the side with the impellers can be designated as the high-pressure side, and the side without impellers can be designated as the low-pressure side. Based on this, as... Figure 2 and 3a-3d shows that when the rotor rotates, part of the high-pressure gas compressed by the impeller in the main gas path will enter the high-pressure side radial bearing under the action of pressure, then pass through the air gap between the motor stator and the rotor into the low-pressure side radial bearing, and return to the main gas path. When the thrust disc and thrust bearing are provided, the high-pressure gas will also form an air film through the thrust bearing to bear the axial thrust. In order to effectively reduce the axial thrust on the thrust bearing, in an embodiment of the application, the low-pressure side impeller and the high-pressure side impeller are arranged in a back-to-back manner, so that the axial thrust directions of the high-pressure side and low-pressure side impellers are opposite to each other to offset each other. In an embodiment of the application, the impeller is a closed impeller. In an embodiment of the application, the impeller is fixed to the rotor by a locking nut.

[0067] The specific structure and working principle of the gas-bearing centrifugal compressor in the embodiment of the application will be described in detail below with reference to the configuration as shown in Figure 3b It should be understood that the structure and working principle of the gas-bearing centrifugal compressor with other configurations are basically the same as those of the embodiment, and the difference is only in the number, position of the impeller and / or the number, position of the thrust disc, which will not be described here. The gas-bearing centrifugal compressor in the embodiment is suitable for thermal management and is a small cold load gas-bearing centrifugal compressor.

[0068] Figure 5 and Figure 6 respectively show the structural schematic diagram and the cross-sectional schematic diagram of a small cold load gas-bearing centrifugal compressor according to an embodiment of the application. As shown in the drawings, a small cold load gas-bearing centrifugal compressor comprises a motor 100, an impeller, an air inlet 301, an air outlet 302 and a connecting pipe 303.

[0069] The motor 100 comprises a rotor 101, a stator 102 and a shell 103. The stator 102 is fixed inside the shell 103, and the central axis of the rotor 101 coincides with the central axis of the stator 102. Two radial gas-bearing bearings 111 are arranged on the rotor 101, and a thrust disc 112 is arranged on the side close to the air inlet 301, and a gas-bearing thrust bearing 113 is arranged on each side of the thrust disc, and the two thrust bearings are oppositely arranged to respectively bear the axial thrust directed to the low-pressure side or the high-pressure side.

[0070] As shown in the figure, the two ends of the inside of the shell 103 are respectively provided with a first chamber and a second chamber. Among them, the air inlet of the first chamber is communicated with the air inlet 301 of the compressor, and the air inlet 301 can also be understood as the air inlet of the first chamber. The first chamber is provided with a first impeller 201, and the first impeller 201 is fixed to the first end of the rotor 101. The first chamber and the second chamber are provided with a connecting pipe 303, and the gas compressed by the first impeller 201 flows out from the air outlet of the first chamber, enters the connecting pipe 303, and then enters the second chamber through the air inlet of the second chamber. The second chamber is provided with a second impeller 202, and the second impeller 202 is fixed to the second end of the rotor 101. Most of the gas compressed by the second impeller 202 flows out from the air outlet of the second chamber, and the air outlet of the second chamber is communicated with the exhaust port 302 of the compressor, and the exhaust port 302 can also be understood as the air outlet of the second chamber. As shown in the figure, in the embodiment of the application, the air outlets of the first chamber and the second chamber are respectively provided with a first end cover 135 and a second end cover 136, and there is a gap between the first end cover 135, the second end cover 136 and the rotor 101. At the same time, there is a certain gap between the first end cover 135 and the first impeller 201, and the gas flowing through the gas bearing can return to the main gas path through this gap. There is also a certain gap between the second end cover 136 and the second impeller 202, and a part of the gas compressed by the second impeller 202 can enter the gas bearing through this gap under the action of pressure. In an embodiment of the application, the first impeller 201 and the second impeller 202 both adopt closed impellers. Compared with open impellers, closed impellers can effectively eliminate the secondary flow caused by the tip clearance of the blades from the pressure surface to the suction surface, thereby effectively improving the aerodynamic efficiency of the compressor. In an embodiment of the application, as shown, the first impeller 201 and the second impeller 202 adopt a back-to-back design, so that the axial thrust directions of the first and second impellers are opposite and offset each other, thereby effectively reducing the axial thrust on the thrust bearing. In an embodiment of the application, the first impeller 201 and the second impeller 202 are fixed to the rotor 101 through a first locking nut 211 and a second locking nut 221 respectively.

[0071] As shown in the figure, the outer side of the two ends of the motor is also respectively provided with a first compression shell 131 and a second compression shell 132. The first compression shell 131 and the first impeller 201 are provided with a first sealing ring 133, and the second compression shell 132 and the second impeller 202 are provided with a second sealing ring 134. The first and second sealing rings can significantly reduce the backflow effect from the outlet to the inlet of the first and second impellers, and can further improve the efficiency of the compressor.

[0072] In order to reduce the compression power consumption of the second impeller 202, in an embodiment of the application, an inter-stage air supplement hole 331 is further arranged on the connecting pipe 303 to access the exhaust gas from the economizer, so as to cool the gas compressed by the first impeller, thereby reducing the compression power consumption of the high-pressure impeller and improving the efficiency of the system.

[0073] In an embodiment of the application, the motor 100 is a high-speed permanent magnet synchronous motor, and the bearing is a non-contact bearing when working, so that the bearing can bear a higher rotating speed than a common ball bearing. According to the compressor Euler formula Δh=U2Cu2-U1Cu1, for a compressor with the same function, the greater the rotating speed, the smaller the radial dimension. Therefore, the use of the permanent magnet synchronous motor can improve the power density of the compressor.

[0074] As described above, the working principle of the air-floating centrifugal compressor is that the gas compressed by the second impeller enters the second radial bearing on the high-pressure side through the gap between the second impeller and the second end cover and the gap between the second end cover and the rotor, then enters the first radial bearing on the low-pressure side through the air gap between the stator and the rotor, then sequentially passes through the two thrust bearings through the gap between the thrust disc and the motor shell and the gap between the thrust disc and the first end cover, and finally sequentially passes through the gap between the first end cover and the rotor and the gap between the first impeller and the first end cover to enter the first chamber, i.e., the exhaust port of the first impeller, and returns to the main gas path to realize internal circulation. Compared with the static pressure air-floating bearing, the air-floating centrifugal compressor can omit the external air supplement channel, simplify the system structure, and improve the reliability.

[0075] Although some embodiments of the application have been described in this application, it is understood that those skilled in the art can make various modifications, substitutions and improvements without departing from the scope of the application. The appended claims are intended to define the scope of the application and thereby cover methods and structures within the scope of these claims and their equivalent transformations.

Claims

1. A vehicular air conditioning system based on an aerodynamic centrifugal compressor, characterized in that, The system comprises: a gas-bearing centrifugal compressor configured to compress refrigerant; a condenser in communication with the gas-bearing centrifugal compressor; a throttling element in communication with the condenser and a heat exchange device; and a heat exchange device in communication with the throttling element and the gas-bearing centrifugal compressor; the gas-bearing centrifugal compressor comprises: a motor comprising: a housing having a first chamber and a second chamber at opposite ends thereof; a rotor having a radial bearing disposed thereon, the radial bearing being a gas-bearing and configured to support the rotor in a radial direction; a stator fixed in the housing, and a central axis of the rotor coincides with a central axis of the stator, and a gap exists between the rotor and the stator; an impeller disposed at an end of the rotor and located in the first chamber and the second chamber; one impeller is disposed at each end of the rotor; a thrust disc disposed at each end of the rotor; a thrust bearing disposed on opposite sides or distal sides of the two thrust discs, and the thrust bearing is a gas-bearing; an air inlet in communication with an air inlet of the first chamber; an air outlet in communication with an air outlet of the second chamber; a connecting pipe in communication with an air outlet of the first chamber and an air inlet of the second chamber at opposite ends thereof; a first end cover and a second end cover are further disposed at the air outlets of the first chamber and the second chamber, respectively; a gap exists between the first end cover, the second end cover and the rotor, a gap exists between the first end cover and the first impeller, and a gap exists between the second end cover and the second impeller; a part of the gas compressed by the second impeller enters the gas-bearing under the action of pressure through the gap between the second end cover and the second impeller, the gap between the second end cover, the first end cover and the rotor, and flows through the gas-bearing and returns to the main gas path through the gap between the first end cover and the first impeller into the connecting pipe; the motor is a high-speed permanent magnet synchronous motor; the impeller is a closed impeller; a sealing structure is disposed on the cover side of the impeller.

2. The automobile air conditioning system based on the gas-bearing centrifugal compressor according to claim 1, wherein: the radial bearing is a foil dynamic pressure gas-bearing; the impeller is fixed to the end of the rotor by a locking nut; end covers are further disposed at the air outlets of the first chamber and the second chamber.

3. The automotive air conditioning system based on an air floatation centrifugal compressor according to claim 1, characterized in that, The gas-bearing centrifugal compressor further comprises an inter-stage air supplement port disposed on the connecting pipe.

4. The automotive air conditioning system based on an air floatation centrifugal compressor according to claim 1, characterized in that, Further comprising: an air conditioning pipeline for circulating refrigerant, and the gas-bearing centrifugal compressor, the condenser, the throttling element and the heat exchange device are connected in series.

5. The automotive air conditioning system based on an air floating centrifugal compressor according to claim 1, characterized by, The heat exchange device is configured to transfer heat between the refrigerant and the air, wherein the heat exchange device comprises a first fluid inlet and a first fluid outlet for the refrigerant to flow through, and a second fluid inlet and a second fluid outlet for the air to flow through.

6. The automotive air conditioning system based on an air floating centrifugal compressor according to claim 5, characterized in that, Further comprising: an electronic fan installed on the condenser; a blower in communication with the heat exchange device.

7. The automotive air conditioning system based on an air floating centrifugal compressor according to claim 6, characterized in that, The high-temperature and high-pressure gas refrigerant from the gas-bearing centrifugal compressor is condensed into a medium-temperature and high-pressure liquid by a condenser, and then throttled by a throttling element into a low-temperature and low-pressure liquid to enter a heat exchange device. In the heat exchange device, the refrigerant absorbs the heat of the air to become a low-temperature and low-pressure gas, and returns to the gas-bearing centrifugal compressor. The air blower sucks in air and delivers it to the heat exchange device. The air absorbs heat from the refrigerant in the heat exchange device, and the temperature of the air drops to the expected temperature, and then is discharged from the second fluid outlet of the heat exchange device.

8. The automotive air conditioning system based on an air floatation centrifugal compressor as claimed in claim 5 wherein, Also comprising: a temperature sensor connected between the first fluid outlet of the heat exchange device and the air inlet of the gas-bearing centrifugal compressor and between the air outlet of the gas-bearing centrifugal compressor and the inlet of the condenser; a pressure sensor connected between the first fluid outlet of the heat exchange device and the air inlet of the gas-bearing centrifugal compressor and between the air outlet of the gas-bearing centrifugal compressor and the inlet of the condenser.

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