A fault detection device for automotive air conditioning compressors

Abstract

This invention provides a fault detection device for an automotive air conditioning compressor, relating to the field of automotive air conditioning compressor testing technology. It includes a housing, within which a control structure and two multimeters are installed. A fan is mounted on the lower side of the housing, and a blowing structure and three wiring structures are mounted on one side of the housing. The wiring structures correspond to the control structure and the multimeters, and the blowing structure corresponds to the wiring structures. Each wiring structure has a connector, a first snap-fit ​​structure between the connector and the wiring structure, an insulation structure inside the connector, and a second snap-fit ​​structure between the connector and the insulation structure. In this invention, by installing the control structure and two multimeters inside the housing, the resistance between the terminals can be detected using the two multimeters, improving detection efficiency. Furthermore, by using the wiring structures for detection, only one wiring is required; by sequentially using different multimeters to test the resistance data between different terminals, rewiring is unnecessary.

Description

Technical Field

[0001] This invention relates to the field of automotive air conditioning compressor testing technology, specifically to a fault detection device for automotive air conditioning compressors. Background Technology

[0002] As a core component of a vehicle's refrigeration system, the stability and reliability of the automotive air conditioning compressor are crucial for improving passenger comfort. The compressor compresses low-temperature, low-pressure gaseous refrigerant, converting it into a high-temperature, high-pressure gas to power the refrigeration cycle. This process is similar to a heart pumping blood, ensuring the refrigerant circulates within the system, thus cooling the vehicle interior. When a current automotive air conditioning compressor malfunctions, its resistance is typically tested using a multimeter. Existing automotive air conditioning compressors usually include start terminals, run terminals, and a common terminal. Normally, the resistance between any two terminals is roughly equal. A significant difference indicates a potential compressor malfunction. However, most existing multimeters can only measure the resistance between two terminals, obtaining one reading. To measure the resistance between the other two terminals, rewiring is required, necessitating multiple manual tests with the multimeter to obtain a single set of data, making the process cumbersome.

[0003] Therefore, the present invention provides a fault detection device for automotive air conditioning compressors. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the present invention aims to provide a fault detection device for automotive air conditioning compressors, solving the problems mentioned in the background section. This invention utilizes different multimeters sequentially to measure the resistance between different terminals, eliminating the need for rewiring. Furthermore, it can measure the resistance between any two of the three terminals, reducing the complexity of testing and improving efficiency. By starting the compressor after blowing air, the device can determine the integrity of its internal circuitry, thus expanding its detection range and improving its adaptability. Selective installation of connectors can change the detection method, allowing for different tests to determine compressor malfunctions and ensuring accurate results. Alternatively, the device can directly run the compressor and use a temperature detection structure to measure the temperature at the compressor terminals, determining malfunctions based on compressor vibration and overheating. This further enhances the device's detection methods, making it more flexible and ensuring effective detection.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a fault detection device for an automotive air conditioning compressor, comprising a housing, inside which a control structure and two multimeters are installed; a fan is installed on the lower side of the housing; a blowing structure and three wiring structures are installed on one side of the housing; the wiring structures correspond to the control structure and the multimeters; the blowing structure corresponds to the wiring structures; a connector is installed on the wiring structure; a first snap-fit ​​structure is installed between the connector and the wiring structure; an insulating structure is installed inside the connector; a second snap-fit ​​structure is installed between the connector and the insulating structure; a third snap-fit ​​structure is installed between the insulating structure and the wiring structure; a connecting terminal is installed on the connector; an insulating plate is installed on one side of the connector; an elastic telescopic structure is installed between the insulating plate and the connector; a conductive structure is installed on one of the insulating plates, corresponding to the wiring structure; the conductive structure corresponds to the other insulating plate; and a temperature detection structure is installed on the insulating plate.

[0006] Furthermore, a touch screen is fixed on the outer casing, and the control structure includes a controller. The controller is connected to the multimeter and the fan via a data cable. The controller corresponds to the wiring structure. A power supply line is fixed on one side of the outer casing. The power supply line is connected to the touch screen, the controller, and the fan. The power supply line corresponds to the wiring structure.

[0007] Furthermore, the wiring structure includes a start terminal connection line connected to the power supply line, an operation terminal connection line connected to the controller, and a common terminal connection line. The wiring structure also includes a first wire sleeve, a second wire sleeve, and a third wire sleeve, with the start terminal connection line, the operation terminal connection line, and the common terminal connection line corresponding to the first wire sleeve, the second wire sleeve, and the third wire sleeve, respectively.

[0008] Furthermore, the wiring structure also includes a first connecting wire, a second connecting wire, a third connecting wire, and a fourth connecting wire that are respectively connected to the two multimeters. The first connecting wire corresponds to the first wire sleeve, the second and third connecting wires both correspond to the second wire sleeve, and the fourth connecting wire corresponds to the third wire sleeve.

[0009] Furthermore, the blowing structure includes multiple fixed sleeves, which correspond to the first, second, and third wire sleeves. A connecting pipe is fixed between two fixed sleeves. An air chamber is opened inside the fixed sleeve and is connected to the connecting pipe. Multiple main air pipes are fixed at the air outlet of the blower, and multiple branch air pipes are fixed on the main air pipes. The multiple branch air pipes are respectively connected to multiple air chambers away from the connector. Multiple blowing holes are opened on the fixed sleeve near the connector.

[0010] Furthermore, the first snap-fit ​​structure includes a plurality of first snap-fit ​​blocks fixed on the first wire sleeve, the second wire sleeve and the third wire sleeve, and the connector includes a first conductive plate, in which a plurality of first snap-fit ​​slots are formed, the first snap-fit ​​slots corresponding to the first snap-fit ​​blocks.

[0011] Furthermore, the insulating structure includes multiple insulating blocks, and multiple first sliding grooves are formed on the first conductive plate. The insulating blocks are slidably connected to the first sliding grooves. The second snap-fit ​​structure includes multiple second snap-fit ​​blocks, and multiple second snap-fit ​​slots are formed in the first sliding grooves. The second snap-fit ​​slots correspond to the second snap-fit ​​blocks.

[0012] Furthermore, the third snap-fit ​​structure includes a third snap-fit ​​block fixed to the ends of the start terminal connection line, the run terminal connection line, the common terminal connection line, the first connection line, the second connection line, the third connection line, and the fourth connection line. A third snap-fit ​​groove is provided on the insulating block, and the third snap-fit ​​groove corresponds to the third snap-fit ​​block. The third snap-fit ​​block is in contact with the insulating block by a conductive material.

[0013] Furthermore, the conductive structure includes a conductive rod fixed to an insulating plate, a conductive block fixed inside an insulating block corresponding to the second connecting line, the conductive rod corresponding to the conductive block, the conductive block in contact with a third locking block, a second conductive plate fixed inside an insulating plate corresponding to the second and third wire sleeves, the second conductive plate in contact with the conductive rod, a fifth connecting line fixed between the two second conductive plates, and a connecting terminal fixedly connected to the first conductive plate.

[0014] Furthermore, the elastic telescopic structure includes a first telescopic rod and two second telescopic rods. The first telescopic rod is located on a first conductive plate connected to a third wire sleeve, and the two second telescopic rods are respectively located on the first conductive plate connected to the first wire sleeve and the second wire sleeve. The first telescopic rod is made of conductive material, and the second telescopic rods are made of insulating material. Both the first and second telescopic rods include a first rod body and a second rod body. The first rod body is fixedly connected to the first conductive plate, and the second rod body is rotatably connected to an insulating plate. The insulating plate is made of insulating material. A second sliding groove is formed inside the first rod body, and the second sliding groove corresponds to the second rod body. A spring is fixed between the second sliding groove and the second rod body. The temperature detection structure includes a temperature sensor fixed on the insulating plate.

[0015] The beneficial effects of this invention are:

[0016] 1. The control structure and two multimeters are installed inside the casing. The resistance between the terminals can be tested by the two multimeters, which improves the testing efficiency. The test can be performed by wiring, which only requires wiring once. The resistance data between different terminals can be tested by turning on different multimeters in sequence, so there is no need to rewire. Furthermore, the resistance data between any two of the three terminals can be tested, which reduces the tediousness of the test and improves the work efficiency.

[0017] 2. A fan is installed on the lower side of the casing, and a blowing structure is installed on one side of the casing. A first snap-fit ​​structure is installed between the connector and the wiring structure. The blowing structure can blow air onto the compressor terminals to prevent dust residue on the compressor terminals from causing poor contact between the compressor terminals and the connecting terminals, thus improving the detection effect and ensuring the success of the detection. After the connector is unplugged, the blowing structure can be used for air blowing detection. The compressor can be started after air blowing to determine whether the internal circuit of the compressor is intact, thereby expanding the detection range of the device and improving its adaptability. By selectively installing connectors, the detection method can be changed, so that different detection methods can be used to determine whether the compressor is faulty, ensuring the accuracy of the detection results.

[0018] 3. By installing a temperature detection structure on the insulation board, the compressor can be directly operated through the control structure and wiring structure. The temperature detection structure detects the temperature at the compressor terminals, and the compressor can be judged to be faulty based on whether the compressor vibrates and overheats. This further increases the detection methods of the device, making the device more flexible to use, ensuring the detection effect of the device, and allowing for simulated operation testing of the car air conditioning compressor without starting the car, thus expanding the applicability of the device. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall assembly three-dimensional structure of a fault detection device for an automotive air conditioning compressor according to the present invention.

[0020] Figure 2 This is a schematic diagram of the assembly structure of the outer casing and the second sleeve in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0021] Figure 3 This is a schematic diagram of the assembly structure of the housing, controller, and multimeter in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0022] Figure 4 This is a schematic diagram of the assembly cross-sectional structure of the second sleeve and the fixing sleeve in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0023] Figure 5 This is a schematic diagram of the assembly cross-sectional structure of the fixing sleeve and connecting pipe in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0024] Figure 6 This is a schematic diagram of the assembly cross-sectional structure of the wiring structure in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0025] Figure 7 This is a three-dimensional structural diagram of the first conductive plate in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0026] Figure 8 This is a schematic diagram of the assembly cross-sectional structure of the first conductive plate in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0027] Figure 9 This is a three-dimensional structural diagram of the assembly of the first conductive plate and the connecting terminal in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0028] Figure 10 This is a schematic diagram of the assembly structure of the second conductive plate and conductive rod in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0029] Figure 11 This is a three-dimensional structural diagram of the assembly of the fifth connecting line and the second conductive plate in a fault detection device for an automotive air conditioning compressor according to the present invention.

[0030] In the diagram: 1. Outer casing; 2. Controller; 3. Multimeter; 4. Fan; 5. Power supply line; 6. Start terminal connection line; 7. Run terminal connection line; 8. Common terminal connection line; 9. First connection line; 10. Second connection line; 11. Third connection line; 12. Fourth connection line; 13. First wire sleeve; 14. Second wire sleeve; 15. Third wire sleeve; 16. Fixing sleeve; 17. Main air pipe; 18. Branch air pipe; 19. Air chamber; 20. Connecting pipe; 21. Air blowing hole; 22. Connector; 23. First locking block; 24. First slot; 25. First conductive plate; 26. First slide groove; 27. Insulating block; 28. Second locking block; 29. ​​Second slot; 30. Third locking block; 31. Third slot; 32. First telescopic rod; 33. Second telescopic rod; 34. First rod body; 35. Second rod body; 36. Second slide groove; 37. Spring; 38. Second conductive plate; 39. Fifth connecting wire; 40. Conductive rod; 41. Connecting terminal; 42. Insulating plate; 43. Touch screen; 44. Conductive block; 45. Temperature sensor. Detailed Implementation

[0031] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0032] Please see Figures 1 to 11This invention provides a technical solution: a fault detection device for an automotive air conditioning compressor, comprising a housing 1, inside which a control structure and two multimeters 3 are installed; a fan 4 is installed on the lower side of the housing 1; a blowing structure and three wiring structures are installed on one side of the housing 1; the wiring structures correspond to the control structure and the multimeters 3; the blowing structure corresponds to the wiring structure; a connector 22 is installed on the wiring structure; a first snap-fit ​​structure is installed between the connector 22 and the wiring structure; an insulating structure is installed inside the connector 22; a second snap-fit ​​structure is installed between the connector 22 and the insulating structure; a third snap-fit ​​structure is installed between the insulating structure and the wiring structure; a connecting terminal 41 is installed on the connector 22; an insulating plate 42 is installed on one side of the connector 22; an elastic telescopic structure is installed between the insulating plate 42 and the connector 22; a conductive structure is installed on one of the insulating plates 42, corresponding to the wiring structure and the other insulating plate 42; and a temperature detection structure is installed on the insulating plate 42.

[0033] In this embodiment, a touch screen display 43 is fixed on the outer casing 1. The control structure includes a controller 2, which is connected to a multimeter 3 and a fan 4 via a data cable. The controller 2 corresponds to the wiring structure. A power supply line 5 is fixed on one side of the outer casing 1. The power supply line 5 is connected to the touch screen display 43, the controller 2, and the fan 4. The power supply line 5 corresponds to the wiring structure.

[0034] Specifically, controller 2 has the same structure as the electric compressor controller for automotive air conditioning disclosed in patent CN102979712A. It can supply power to the automotive air conditioning compressor through power supply line 5 and start the automotive air conditioning compressor through controller 2, thereby simulating operation. It can determine whether the compressor is faulty by judging whether the automotive air conditioning compressor vibrates or overheats. The resistance between the two terminals of the automotive air conditioning compressor can be directly displayed on the touch screen 43, which is convenient for comparison. Fault information can be directly displayed on the touch screen 43, making detection more convenient.

[0035] The wiring structure includes a start terminal connection line 6 connected to the power supply line 5, a running terminal connection line 7 connected to the controller 2, and a common terminal connection line 8. The wiring structure also includes a first wire sleeve 13, a second wire sleeve 14, and a third wire sleeve 15. The start terminal connection line 6, the running terminal connection line 7, and the common terminal connection line 8 correspond to the first wire sleeve 13, the second wire sleeve 14, and the third wire sleeve 15, respectively. The wiring structure also includes a first connecting line 9, a second connecting line 10, a third connecting line 11, and a fourth connecting line 12, which are respectively connected to the two multimeters 3. The first connecting line 9 corresponds to the first wire sleeve 13, the second connecting line 10 and the third connecting line 11 both correspond to the second wire sleeve 14, and the fourth connecting line 12 corresponds to the third wire sleeve 15.

[0036] Specifically, the power supply line 5 is connected to the start terminal of the car air conditioning compressor via the start terminal connection line 6. The run terminal connection line 7 and the common terminal connection line 8 are connected to the controller 2. The start terminal and run terminal are connected to one of the multimeters 3 via the first connection line 9 and the second connection line 10. The run terminal and common terminal are connected to another multimeter 3 via the third connection line 11 and the fourth connection line 12. Thus, the resistance between the start terminal and the run terminal, and between the run terminal and the common terminal, can be tested by the two multimeters 3 respectively. By judging whether there is a huge difference in resistance, it is possible to determine whether the car air conditioning compressor is faulty. There is no need to repeat the wiring, which reduces the tediousness of the testing wiring and improves the testing efficiency. In addition, the cables can be protected by the first wire sleeve 13, the second wire sleeve 14 and the third wire sleeve 15 to prevent multiple cables from getting tangled together, which facilitates the organization and storage of the device.

[0037] The blower structure includes multiple fixed sleeves 16, which correspond to the first wire sleeve 13, the second wire sleeve 14 and the third wire sleeve 15. A connecting pipe 20 is fixed between two fixed sleeves 16. An air chamber 19 is opened inside the fixed sleeve 16 and is connected to the connecting pipe 20. Multiple main air pipes 17 are fixed at the air outlet of the blower 4. Multiple branch air pipes 18 are fixed on the main air pipes 17. The multiple branch air pipes 18 are respectively connected to multiple air chambers 19 away from the connector 22. Multiple air holes 21 are opened on the fixed sleeve 16 near the connector 22.

[0038] Specifically, starting the blower 4 blows air into the main air pipe 17. The air enters the branch pipe 18 through the main air pipe 17, then enters the connecting pipe 20 through the air chamber 19, and finally exits from the air blowing hole 21. When the connector 22 is installed, the resistance is measured to determine if there is a fault. By blowing air directly onto the terminals of the car air conditioning compressor, dust on the surface of the terminals can be blown away, preventing poor contact due to dust and ensuring the accuracy of fault detection results. When the connector 22 is removed, the car air conditioning compressor can be tested by blowing air directly onto it. If the car air conditioning compressor can start after blowing air, it indicates that the internal circuit of the car air conditioning compressor is intact. If the car air conditioning compressor still cannot work normally, the capacitor may be damaged. If it still cannot work normally after replacing the capacitor, the compressor itself may be damaged. This allows for the determination of whether the car air conditioning compressor is faulty. Different testing methods can be implemented by whether the connector 22 is installed or not, and the testing method can be changed as needed to improve the flexibility of the device.

[0039] The first snap-fit ​​structure includes a plurality of first snap-fit ​​blocks 23 fixed on the first wire sleeve 13, the second wire sleeve 14 and the third wire sleeve 15. The connector 22 includes a first conductive plate 25, and a plurality of first snap-fit ​​slots 24 are provided in the first conductive plate 25, the first snap-fit ​​slots 24 corresponding to the first snap-fit ​​blocks 23.

[0040] Specifically, when installing connector 22, the first locking block 23 is inserted into the first locking slot 24 within the first conductive plate 25, causing the first locking slot 24 and the first locking block 23 to engage, thereby connecting the wire sleeve to the first conductive plate 25 for resistance monitoring. When disassembling connector 22, the first conductive plate 25 is pulled, causing the first locking slot 24 and the first locking block 23 to disengage, allowing connector 22 to be disassembled. Disassembly is relatively simple and convenient, making it easy to change the detection method and increasing the flexibility of the device. Different connector 22 positions can be selectively changed, allowing selective use of a particular multimeter 3 to test the resistance between the start terminal and the common terminal. Even if one of the multimeters 3 is damaged or has no power, the device can still be used normally, thus extending its service life.

[0041] The insulating structure includes multiple insulating blocks 27. Multiple first sliding grooves 26 are formed on the first conductive plate 25. The insulating blocks 27 are slidably connected to the first sliding grooves 26. The second snap-fit ​​structure includes multiple second snap-fit ​​blocks 28. Multiple second snap-fit ​​slots 29 are formed in the first sliding grooves 26. The second snap-fit ​​slots 29 correspond to the second snap-fit ​​blocks 28. The second snap-fit ​​blocks 28 are made of elastic material. The third snap-fit ​​structure includes a third snap-fit ​​block 30 fixed to the ends of the start terminal connecting line 6, the run terminal connecting line 7, the common terminal connecting line 8, the first connecting line 9, the second connecting line 10, the third connecting line 11, and the fourth connecting line 12. A third snap-fit ​​slot 31 is formed on the insulating block 27. The third snap-fit ​​slot 31 corresponds to the third snap-fit ​​block 30. The third snap-fit ​​block 30 is in contact with the conductive material.

[0042] Specifically, when installing connector 22, the third locking block 30 is inserted into the third locking slot 31 to connect the connecting wire to the insulating block 27. Then, the insulating block 27 is slid within the first sliding groove 26, allowing the second locking block 28 to move from one second locking slot 29 to another. When the insulating block 27 completely occupies the first sliding groove 26, the connecting wire is not in contact with the first conductive plate 25, and the terminal is not energized. The insulating block 27 can be selectively slid as needed, allowing part of the connecting wire to enter the first sliding groove 26, where it contacts the first conductive plate 25, energizing the terminal and enabling fault detection. The detection method varies depending on the type of insulating block 27 being slid, making it more convenient to use. Furthermore, the two terminals being measured can be changed, allowing the use of two multimeters 3 to measure the resistance between any two of the three terminals, making measurement more convenient and expanding the applicability of the device.

[0043] The conductive structure includes a conductive rod 40 fixed on an insulating plate 42, a conductive block 44 fixed inside an insulating block 27 corresponding to the second connecting line 10, the conductive rod 40 corresponding to the conductive block 44, the conductive block 44 in contact with the third locking block 30, a second conductive plate 38 fixed inside an insulating plate 42 corresponding to the second wire sleeve 14 and the third wire sleeve 15, the second conductive plate 38 in contact with the conductive rod 40, a fifth connecting line 39 fixed between the two second conductive plates 38, and a connecting terminal 41 fixedly connected to the first conductive plate 25.

[0044] Specifically, when measuring the resistance between the start terminal and the common terminal, the insulating plate 42 is rotated, causing the conductive rod 40 to rotate and come into contact with the conductive block 44. At this time, the start terminal is connected through the first connecting line 9, and the common terminal is connected through the second connecting line 10, the conductive block 44, the conductive rod 40, the second conductive plate 38, the fifth connecting line 39, another second conductive plate 38, the first telescopic rod 32, the first conductive plate 25, and the connecting terminal 41. The resistance between the start terminal and the common terminal can be detected without additional wiring, making the test more convenient and reducing the complexity of wiring. Furthermore, during wiring, the running terminal is not energized due to the obstruction of the insulating block 27, thus ensuring the test results.

[0045] The elastic telescopic structure includes a first telescopic rod 32 and two second telescopic rods 33. The first telescopic rod 32 is located on a first conductive plate 25 connected to a third wire sleeve 15. The two second telescopic rods 33 are respectively located on the first conductive plate 25 connected to a first wire sleeve 13 and a second wire sleeve 14. The first telescopic rod 32 is made of conductive material, and the second telescopic rods 33 are made of insulating material. Both the first telescopic rod 32 and the second telescopic rod 33 include a first rod body 34 and a second rod body 35. The first rod body 34 is fixedly connected to the first conductive plate 25, and the second rod body 35 is rotatably connected to an insulating plate 42. The insulating plate 42 is made of insulating material. A second sliding groove 36 is opened in the first rod body 34, and the second sliding groove 36 corresponds to the second rod body 35. A spring 37 is fixed between the second sliding groove 36 and the second rod body 35. The temperature detection structure includes a temperature sensor 45 fixed on the insulating plate 42.

[0046] Specifically, when the connecting terminal 41 is hung on the wiring terminal, the spring 37 pushes the second rod 35 to move, thereby pushing the insulating plate 42 so that the insulating plate 42 comes into contact with the wiring terminal, thus clamping the wiring terminal and ensuring the stability of the connecting terminal 41. This ensures the stability of the device during wiring measurement, prevents it from falling, and ensures the accuracy of the test results. When the car air conditioning compressor is running, the insulating plate 42 is in direct contact with the wiring terminal, which can provide a good heat conduction effect. The temperature sensor 45 can then detect the temperature at the wiring terminal, and the heat generated can be used to determine whether the car air conditioning compressor is damaged.

[0047] Workflow: When measuring resistance, the connecting terminal 41 is hung on the terminal block. At this time, the spring 37 pushes the second rod 35 to move, thereby pushing the insulating plate 42 so that it contacts the terminal block, thus clamping the terminal block. Then, the sliding insulating block 27 is pressed, causing it to slide within the first groove 26, allowing the second locking block 28 to move from one second slot 29 to the other. When the insulating block 27 completely occupies the first groove 26, the connecting wire is not in contact with the first conductive plate 25, and therefore the terminal block is not energized. This can be selectively applied as needed. Sliding the insulating block 27 allows a portion of the connecting wire to enter the first sliding groove 26. At this point, the connecting wire contacts the first conductive plate 25, energizing the terminals. The voltage between the starting terminal and the running terminal, and between the running terminal and the common terminal, can then be monitored using a multimeter 3. When monitoring the voltage between the starting terminal and the common terminal is required, rotating the insulating plate 42 causes the conductive rod 40 to rotate, bringing it into contact with the conductive block 44. This connects the first connecting wire 9 to the starting terminal, and the second connecting wire 10, conductive block 44, conductive rod 40, and the first conductive plate 25 then connect to the common terminal. The second conductive plate 38, the fifth connecting wire 39, another second conductive plate 38, the first telescopic rod 32, the first conductive plate 25, the connecting terminal 41, and the common terminal are connected to detect the resistance between the start terminal and the common terminal. When performing a blowing test, pulling the first conductive plate 25 causes the first slot 24 and the first locking block 23 to lose their engagement, allowing the connector 22 to be disassembled. Then, starting the fan 4 allows air to be blown into the main air pipe 17. The air enters the branch air pipe 18 through the main air pipe 17, then enters the connecting pipe 20 through the air chamber 19, and finally exits from the blowing hole 21. When the air blowing test is performed, similar to the resistance test, the insulating block 27 corresponding to the starting terminal connection line 6, the running terminal connection line 7, and the common terminal connection line 8 is slid to connect the starting terminal connection line 6, the running terminal connection line 7, and the common terminal connection line 8 to the starting terminal, the running terminal, and the common terminal, respectively, so that the power can be turned on and the compressor can be operated. The temperature at the terminal is detected by the temperature sensor 45. The condition of the air conditioning compressor can be judged based on the heat generated. The fault can also be judged based on whether the air conditioning compressor vibrates and the noise level.

[0048] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A fault detection device for an automotive air conditioning compressor comprising a housing (1), characterized in that, The outer casing (1) is equipped with a control structure and two multimeters (3). A fan (4) is installed on the lower side of the outer casing (1). A blowing structure and three wiring structures are installed on one side of the outer casing (1). The wiring structures correspond to the control structure and the multimeters (3). The blowing structure corresponds to the wiring structure. A connector (22) is installed on the wiring structure. A first snap-fit ​​structure is installed between the connector (22) and the wiring structure. An insulating structure is installed inside the connector (22). A second snap-fit ​​structure is installed between the connector (22) and the insulating structure. A third snap-fit ​​structure is installed between the insulating structure and the wiring structure. A connection terminal (41) is installed on the connector (22). An insulating plate (42) is installed on one side of the connector (22). An elastic telescopic structure is installed between the insulating plate (42) and the connector (22). A conductive structure is installed on one of the insulating plates (42). The conductive structure corresponds to the wiring structure. The conductive structure corresponds to the other insulating plate (42). A temperature detection structure is installed on the insulating plate (42). A touch screen (43) is fixed on the outer shell (1). The control structure includes a controller (2). The controller (2) is connected to the multimeter (3) and the fan (4) via a data cable. The controller (2) corresponds to the wiring structure. A power supply line (5) is fixed on one side of the outer shell (1). The power supply line (5) is connected to the touch screen (43), the controller (2) and the fan (4). The power supply line (5) corresponds to the wiring structure. The wiring structure includes a start terminal connection line (6) connected to the power supply line (5), an operation terminal connection line (7) connected to the controller (2), and a common terminal connection line (8). The wiring structure also includes a first wire sleeve (13), a second wire sleeve (14), and a third wire sleeve (15). The start terminal connection line (6), the operation terminal connection line (7), and the common terminal connection line (8) correspond to the first wire sleeve (13), the second wire sleeve (14), and the third wire sleeve (15), respectively. The wiring structure also includes a first connection line (9), a second connection line (10), a third connection line (11), and a fourth connection line (12) connected to two multimeters (3), respectively. The first connection line (9) corresponds to the first wire sleeve (13), the second connection line (10) and the third connection line (11) both correspond to the second wire sleeve (14), and the fourth connection line (12) corresponds to the third wire sleeve (15). The first snap-fit ​​structure includes multiple first snap-fit ​​blocks (23) fixed on the first wire sleeve (13), the second wire sleeve (14) and the third wire sleeve (15). The connector (22) includes a first conductive plate (25). Multiple first snap-fit ​​slots (24) are provided in the first conductive plate (25). The first snap-fit ​​slots (24) correspond to the first snap-fit ​​blocks (23). The insulating structure includes multiple insulating blocks (27), and multiple first sliding grooves (26) are provided on the first conductive plate (25). The insulating blocks (27) are slidably connected to the first sliding grooves (26). The second snap-fit ​​structure includes multiple second snap-fit ​​blocks (28), and multiple second snap-fit ​​slots (29) are provided in the first sliding grooves (26). The second snap-fit ​​slots (29) correspond to the second snap-fit ​​blocks (28). The third snap-fit ​​structure includes a third snap-fit ​​block (30) fixed to the ends of the start terminal connection line (6), the run terminal connection line (7), the common terminal connection line (8), the first connection line (9), the second connection line (10), the third connection line (11), and the fourth connection line (12). A third snap-fit ​​groove (31) is provided on the insulating block (27). The third snap-fit ​​groove (31) corresponds to the third snap-fit ​​block (30). The third snap-fit ​​block (30) is in contact with the conductive material. The conductive structure includes a conductive rod (40) fixed on an insulating plate (42), a conductive block (44) fixed inside an insulating block (27) corresponding to the second connecting line (10), the conductive rod (40) and the conductive block (44) corresponding to each other, the conductive block (44) contacting the third locking block (30), a second conductive plate (38) fixed inside an insulating plate (42) corresponding to the second wire sleeve (14) and the third wire sleeve (15), the second conductive plate (38) contacting the conductive rod (40), a fifth connecting line (39) fixed between the two second conductive plates (38), and a connecting terminal (41) fixedly connected to the first conductive plate (25). The elastic telescopic structure includes a first telescopic rod (32) and two second telescopic rods (33). The first telescopic rod (32) is located on the first conductive plate (25) connected to the third wire sleeve (15), and the two... Each of the second telescopic rods (33) is located on the first conductive plate (25) connected to the first wire sleeve (13) and the second wire sleeve (14). The first telescopic rod (32) is made of conductive material, and the second telescopic rod (33) is made of insulating material. Both the first telescopic rod (32) and the second telescopic rod (33) include a first rod body (34) and a second rod body (35). The first rod body (34) is fixedly connected to the first conductive plate (25), and the second rod body (35) is rotatably connected to the insulating plate (42). The insulating plate (42) is made of insulating material. A second sliding groove (36) is provided in the first rod body (34). The second sliding groove (36) corresponds to the second rod body (35). A spring (37) is fixed between the second sliding groove (36) and the second rod body (35). The temperature detection structure includes a temperature sensor (45) fixed on the insulating plate (42).

2. A fault detection device for an automotive air conditioning compressor as set forth in claim 1, characterized in that: The blowing structure includes multiple fixed sleeves (16), which correspond to the first wire sleeve (13), the second wire sleeve (14) and the third wire sleeve (15). A connecting pipe (20) is fixed between two fixed sleeves (16). An air chamber (19) is opened in the fixed sleeve (16), and the air chamber (19) is connected to the connecting pipe (20). Multiple main air pipes (17) are fixed at the air outlet of the blower (4). Multiple branch air pipes (18) are fixed on the main air pipes (17). The multiple branch air pipes (18) are respectively connected to multiple air chambers (19) far away from the connector (22). Multiple blowing holes (21) are opened on the fixed sleeve (16) close to the connector (22).

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