Compressor, air conditioning system and vehicle

Abstract

The application discloses a compressor, an air conditioning system and a vehicle, and relates to the technical field of compressors, wherein the compressor comprises a shell, a crankshaft, a counterweight, a motor assembly, a static vortex disc, a dynamic vortex disc and a support frame connected to the shell. The counterweight of the crankshaft is arranged in a back pressure chamber of the support frame, the back pressure chamber is provided with a first thrust portion, the first thrust portion is configured to abut against both sides opposite to the counterweight and the support frame, the end face of the rotor core close to one end of the support frame protrudes from the stator core, therefore, when the compressor is powered on, the first thrust portion abuts against both sides opposite to the counterweight and the support frame under the magnetic pull of the motor assembly, so that the support frame realizes the thrust limiting of the crankshaft; the crankshaft is provided with a first limiting portion in a motor cavity, the motor cavity is provided with a second thrust portion, the second thrust portion can abut against both sides opposite to the first limiting portion and the support frame when the first limiting portion collides with the support frame due to the impact force of the external environment, and the displacement of the crankshaft in the direction of the dynamic vortex disc is limited.

Description

Technical Field

[0001] This invention relates to the field of compressor technology, and in particular to a compressor, an air conditioning system, and a vehicle. Background Technology

[0002] In related technologies, horizontal compressors are commonly used in automotive air conditioning systems. For horizontal compressors where the main bearings are supported by sliding bearings, the crankshaft is pulled by the magnetic force of the motor assembly and achieves axial positioning under the action of this magnetic force. However, when a car is driving, uneven road surfaces generate random impact forces on the vehicle. The horizontal compressor installed in the car will bear these transmitted random impact forces, causing axial movement of the crankshaft. Especially when the direction of the impact force is opposite to and greater than the magnetic force, there is a possibility of the moving scroll colliding with the stationary scroll, affecting the compressor's operational reliability. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a compressor that can suppress axial movement of the crankshaft and avoid collision between the moving scroll and the stationary scroll, thereby improving the operational reliability of the compressor.

[0004] The present invention also proposes an air conditioning system having the above-mentioned compressor.

[0005] The present invention also proposes a vehicle having the above-mentioned air conditioning system.

[0006] A compressor according to a first aspect of the present invention includes: a housing; a crankshaft disposed within the housing; a motor assembly disposed within the housing and used to drive the crankshaft to rotate, the motor assembly including a rotor core and a stator core, the rotor core being fixedly connected to the crankshaft and the stator core being fixedly connected to the housing; a stationary scroll plate connected to the housing; a moving scroll plate disposed within the housing and connected to the crankshaft for eccentric movement; and a support frame connected to the housing and located between the motor assembly and the moving scroll plate, the support frame forming a back pressure chamber, the support frame supporting the crankshaft, and the support frame having a partition within the housing for accommodating the crankshaft. The motor assembly includes a motor cavity; a counterweight disposed on the crankshaft and housed within the back pressure chamber; wherein the back pressure chamber contains a first thrust portion located between the counterweight and the support frame, and configured such that when it abuts against the opposing sides of the counterweight and the support frame, the end face of the rotor core near the support frame protrudes beyond the end face of the stator core; the crankshaft contains a first limiting portion within the motor cavity, and a second thrust portion located between the first limiting portion and the support frame, and configured such that when the first limiting portion collides with the support frame, it abuts against the opposing sides of the first limiting portion and the support frame respectively.

[0007] The compressor according to embodiments of the present invention has at least the following beneficial effects:

[0008] By placing the counterweight of the crankshaft in the back pressure chamber of the support frame, and providing a first thrust portion within the back pressure chamber, the first thrust portion is positioned between the counterweight and the support frame. When the first thrust portion is configured to abut against the opposing sides of the counterweight and the support frame, the end face of the rotor core near the support frame protrudes beyond the end face of the stator core. Therefore, when the compressor is powered on, under the magnetic pull of the motor assembly, the first thrust portion abuts against the opposing sides of the counterweight and the support frame, thereby achieving thrust limiting of the crankshaft by the support frame, suppressing axial movement of the crankshaft, and reducing frictional losses between the counterweight and the support frame. The crankshaft has a first limiting portion within the motor cavity, and a second thrust portion within the motor cavity. The second thrust portion abuts against the opposing sides of the first limiting portion and the support frame when the crankshaft is subjected to external impact forces causing the first limiting portion to collide with the support frame, limiting the displacement of the crankshaft in the direction of the moving scroll, thereby preventing the moving scroll connected to the crankshaft from colliding with the stationary scroll, reducing frictional losses between the first limiting portion and the support frame, and improving the operational reliability of the compressor.

[0009] According to some embodiments of the present invention, the distance by which the end face of the rotor core near the support frame protrudes from the end face of the stator core is L, where L satisfies: 0.5mm≤L≤10mm.

[0010] According to some embodiments of the present invention, the support frame is provided with a second limiting portion on the side facing the motor cavity, and the second thrust portion is configured to be fixedly connected to one of the first limiting portion or the second limiting portion, and spaced apart from the other of the first limiting portion or the second limiting portion.

[0011] According to some embodiments of the present invention, the second thrust portion is fixedly connected to the second limiting portion, and along the axial direction of the crankshaft, the minimum gap d between the first limiting portion and the second thrust portion satisfies: 0.5mm≤d≤5mm.

[0012] According to some embodiments of the present invention, the second thrust portion is arranged circumferentially along the crankshaft, and an oil passage is formed at the center of the second thrust portion, through which the back pressure chamber is connected to the motor cavity.

[0013] According to some embodiments of the present invention, the counterweight is provided with a third limiting part, the support frame is provided with a fourth limiting part in the back pressure chamber, and the first thrust part is configured to be fixedly connected to one of the third limiting part or the fourth limiting part, and abut against the other of the third limiting part or the fourth limiting part.

[0014] According to some embodiments of the present invention, the first thrust portion is fixedly connected to the fourth limiting portion, and the compressor further includes an oil guide channel for lubricating the mating surfaces between the third limiting portion and the first thrust portion.

[0015] According to some embodiments of the present invention, the oil guiding channel is at least one first groove formed in the third limiting portion; and / or, the oil guiding channel is at least one second groove formed in the first thrust portion.

[0016] According to some embodiments of the present invention, the angle between the oil inlet direction of the oil guide channel and the direction of the tangential velocity of the oil guide channel inlet relative to the crankshaft rotation is an obtuse angle.

[0017] According to some embodiments of the present invention, the first thrust portion is made of resin material; and / or, the first thrust portion is made of metal and its surface is covered with a resin layer.

[0018] According to some embodiments of the present invention, the second thrust portion is made of resin material; and / or, the second thrust portion is made of metal and its surface is covered with a resin layer.

[0019] An air conditioning system according to a second aspect of the present invention includes the compressor described in the above embodiments.

[0020] The air conditioning system according to embodiments of the present invention has at least the following beneficial effects:

[0021] The compressor using the first aspect embodiment has a crankshaft counterweight disposed in the back pressure chamber of a support frame. A first thrust bearing is provided in the back pressure chamber, located between the counterweight and the support frame. When the first thrust bearing is configured to abut against the opposing sides of the counterweight and the support frame, the end face of the rotor core near the support frame protrudes beyond the end face of the stator core. Therefore, when the compressor is energized, the first thrust bearing abuts against the opposing sides of the counterweight and the support frame under the magnetic pull of the motor assembly, thereby achieving thrust limiting of the support frame on the crankshaft. The crankshaft is positioned to suppress axial movement and reduce frictional losses between the counterweight and the support frame. The crankshaft has a first limiting part and a second thrust part in the motor cavity. The second thrust part can abut against the opposing sides of the first limiting part and the support frame when the crankshaft is subjected to external impact force that causes the first limiting part to collide with the support frame, thereby limiting the displacement of the crankshaft in the direction of the moving scroll, thus preventing the moving scroll connected to the crankshaft from colliding with the stationary scroll, and reducing frictional losses between the first limiting part and the support frame, thereby improving the operating reliability of the compressor.

[0022] A vehicle according to a third aspect of the present invention includes the air conditioning system described in the above embodiments.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0025] Figure 1 This is a cross-sectional schematic diagram of a compressor according to an embodiment of the present invention;

[0026] Figure 2 for Figure 1 An enlarged schematic diagram of a portion of the compressor's structure is shown.

[0027] Figure 3 for Figure 1 An enlarged schematic diagram of a portion of the motor assembly in the compressor shown;

[0028] Figure 4 for Figure 2 A sectional view of the central support frame;

[0029] Figure 5 for Figure 2 A cross-sectional view of one embodiment of the first thrust portion;

[0030] Figure 6 for Figure 5 The right view of the first thrust section shown;

[0031] Figure 7 for Figure 2 Right view of another embodiment of the first thrust member;

[0032] Figure 8 for Figure 2 Cross-sectional view of the central counterweight;

[0033] Figure 9 for Figure 8 The right view of the counterweight shown;

[0034] Figure 10 for Figure 2 A sectional view of the center crankshaft;

[0035] Figure 11 for Figure 2 A partial sectional view of another embodiment of the crankshaft;

[0036] Figure 12 for Figure 2 Left view of the second thrust section;

[0037] Figure 13 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention.

[0038] Icon labels:

[0039] Compressor 1000;

[0040] Housing 100; Low-pressure housing 110; Motor cavity 111; Bearing housing 112; Second bearing 113; Inlet 114; High-pressure housing 120; Oil sump 121; Oil-gas separator 122; Outlet 123;

[0041] Support frame 200; back pressure chamber 210; first bearing 220; oil guide groove 221; air intake channel 230; through hole 240; second limiting part 250; fourth limiting part 260;

[0042] Compression assembly 300; moving scroll 310; stationary scroll 320; pressure reducing valve 321; compression chamber 330;

[0043] Motor assembly 400; stator 410; stator core 411; rotor 420; rotor core 421;

[0044] Crankshaft 500; Main shaft 510; Eccentric sleeve 520; First limiting part 530; Pin 540;

[0045] Counterweight 600; Third limiting part 610;

[0046] First thrust stop 700;

[0047] Second thrust bearing 800; Oil passage 810;

[0048] Oil guide channel 900; second groove 920. Detailed Implementation

[0049] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0050] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0051] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features or their sequential relationship.

[0052] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0053] The compressor is the power source of the air conditioning system. The compressor's compression components compress the refrigerant, and the compressed refrigerant is discharged into the air conditioning system. After the refrigerant releases heat in the condenser and absorbs heat in the evaporator, it flows back to the compressor, thus forming the refrigerant cycle of the air conditioning system.

[0054] Compressors are generally classified into vertical compressors and horizontal compressors according to their installation method. A compressor includes a motor assembly, a compression assembly, and a crankshaft. In a vertical compressor, the crankshaft is arranged vertically, and the motor assembly and compression assembly are spaced apart vertically; in a horizontal compressor, the crankshaft is arranged horizontally, and the motor assembly and compression assembly are spaced apart horizontally.

[0055] Taking horizontal compressors as an example, horizontal compressors are widely used in vehicles, such as passenger cars and commercial vehicles, as the power source for the vehicle's air conditioning system. During vehicle operation, uneven roads and driver actions (such as rapid acceleration and braking) generate random impact forces on the vehicle. Since the compressor is installed inside the vehicle, it will bear these random impact forces, causing axial movement of the crankshaft. Especially when the direction of the impact force is opposite to and greater than the magnetic pull force, there is a possibility of the moving scroll colliding with the stationary scroll, affecting the compressor's operational reliability.

[0056] To address the aforementioned problems, this invention proposes a compressor embodiment that can suppress axial movement of the crankshaft and prevent collision between the moving and stationary scroll plates, thereby improving the compressor's operational reliability. The compressor embodiment of this invention will be described below with reference to the accompanying drawings.

[0057] Reference Figure 1As shown, the compressor 1000 of this embodiment includes a housing 100, a support frame 200, a compression assembly 300, and a motor assembly 400. The housing 100 includes a low-pressure housing 110 and a high-pressure housing 120. A motor cavity 111 is formed within the low-pressure housing 110, and the motor assembly 400 is installed within the motor cavity 111. An oil sump 121 is provided in the lower part of the high-pressure housing 120. The high-pressure housing 120 includes an oil-gas separator 122, which separates the mixture of refrigerant and lubricating oil discharged from the compression assembly 300, and then collects the lubricating oil into the oil sump 121. The support frame 200 is fixedly connected to the low-pressure housing 110, for example, using fasteners such as screws or pins; alternatively, the support frame 200 can be an integral structure with the housing 100, and an opening for installing the motor assembly 400 is provided in the middle of the low-pressure housing 110. A back pressure chamber 210 is formed within the support frame 200, and the support frame 200 and the low-pressure housing 110 separate the motor cavity 111. The compression assembly 300 includes a moving scroll 310 and a stationary scroll 320, and a compression chamber 330 is formed between the moving scroll 310 and the stationary scroll 320. The exhaust port of the compression chamber 330 is connected to the oil-gas separator 122. The stationary scroll 320 is fixedly connected to the support frame 200. In this embodiment, the stationary scroll 320 is formed as part of the housing 100 and is located between the low-pressure housing 110 and the high-pressure housing 120. The moving scroll 310 is located within the stationary scroll 320. A pressure reducing valve 321 is also provided within the stationary scroll 320. The pressure reducing valve 321 connects the oil sump 121 and the back pressure chamber 210. The lubricating oil in the oil sump 121 is transported to the back pressure chamber 210 through the pressure reducing valve 321. Since the pressure in the high-pressure housing 120 is greater than the pressure in the back pressure chamber 210, differential pressure oil supply can be achieved.

[0058] In another embodiment, the high-pressure housing 120 is fixedly connected to the support frame 200, the stationary scroll 320 is installed inside the high-pressure housing 120, and the moving scroll 310 is also installed inside the high-pressure housing 120.

[0059] Reference Figure 1 and Figure 2As shown, the compressor 1000 of this embodiment further includes a crankshaft 500 and a counterweight 600. The crankshaft 500 is disposed within the housing 100 and includes a main shaft 510 and an eccentric sleeve 520. The eccentric sleeve 520 is mounted to the end of the main shaft 510 by a pin 540. As another embodiment, the crankshaft 500 can also be an integral structure, that is, the main shaft 510 and the eccentric part are an integral structure. A portion of the main shaft 510 is located within the motor cavity 111, and the motor assembly 400 is used to drive the main shaft 510 to rotate. The motor assembly 400 includes a rotor 420 and a stator 410. The stator 410 includes a stator core 411, which is fixedly connected to the low-pressure housing 110. The rotor 420 includes a rotor core 421, which is fixedly connected to the main shaft 510 and located within the stator 410. Another part of the main shaft 510 is located within the back pressure chamber 210. The main shaft 510 is supported by the support frame 200, and the eccentric sleeve 520 is connected to one end of the main shaft 510 located in the back pressure chamber 210. A counterweight 600 is disposed within the back pressure chamber 210 and is fixedly connected to the main shaft 510. In this embodiment, the counterweight 600 is located between the support frame 200 and the moving scroll 310, and is used to counteract the imbalance of the eccentric sleeve 520. The fact that the counterweight 600 is disposed within the back pressure chamber 210 allows for better control of the axial dimension of the compressor 1000 compared to its placement within the motor cavity 111 in related technologies. When the compressor 1000 is working, the motor assembly 400 drives the main shaft 510 to rotate around the central axis, thereby driving the eccentric sleeve 520 to rotate eccentrically. The eccentric sleeve 520 is connected to the moving scroll 310 and drives the moving scroll 310 to move eccentrically. During the periodic movement of the moving scroll 310 relative to the stationary scroll 320, the compression chamber 330 completes the process of intake, compression and exhaust.

[0060] To meet the support requirements of the crankshaft 500, a first bearing 220 for supporting one end of the main shaft 510 is installed in the back pressure chamber 210. The first bearing 220 is a sliding bearing. In addition, a bearing housing 112 is provided in the low pressure housing 110. The other end of the main shaft 510 is installed in the bearing housing 112 through a second bearing 113. The second bearing 113 is a rolling bearing.

[0061] Reference Figure 2 As shown, a first thrust member 700 is provided inside the back pressure chamber 210. The surface of the first thrust member 700 has wear-resistant properties, which can reduce the frictional wear of components that move relative to the first thrust member 700. Generally, the support frame 200 is made of aluminum alloy, which has low hardness and poor wear resistance. Therefore, by installing the wear-resistant first thrust member 700 on the inner wall of the support frame 200, the first thrust member 700 can be fixed by interference fit or screw connection.

[0062] Reference Figure 2 and Figure 3As shown, the first thrust portion 700 is located between the counterweight 600 and the support frame 200. When the first thrust portion 700 is configured to abut against the counterweight 600 and the support frame 200 on opposite sides, the end face of the rotor core 421 near the support frame 200 protrudes beyond the end face of the stator core 411. It is understood that in actual measurement, the compressor 1000 needs to be in its initial state (non-working state), at which point the crankshaft 500 can move axially. Then, the crankshaft 500 is pushed from the counterweight 600 towards the rotor 420 to the limit position (i.e., the position where the first thrust portion 700 abuts against the counterweight 600 and the support frame 200). Finally, it is measured whether the end face of the rotor core 421 near the support frame 200 protrudes beyond the end face of the stator core 411. If so, the condition is satisfied; otherwise, it is not satisfied.

[0063] Therefore, when the above requirements are met, the compressor 1000 is in operation with power on. The motor assembly 400 generates a magnetic pull (the direction of the magnetic pull is from the counterweight 600 towards the rotor 420) and abuts against the counterweight 600 and the opposing sides of the support frame 200 under the action of the magnetic pull. In one embodiment of the present invention, the first thrust portion 700 is installed on the inner wall of the support frame 200. During the rotation of the crankshaft 500, the counterweight 600 is driven to rotate, and the counterweight 600 abuts against the first thrust portion 700 during the rotation. In another embodiment of the present invention, the first thrust portion 700 is installed on the counterweight 600, and the counterweight 600 pushes against the inner wall of the support frame 200 through the first thrust portion 700 during the rotation. Both of the above embodiments can achieve the thrust limiting of the support frame 200 on the crankshaft 500, suppress the axial movement of the crankshaft 500, and reduce the frictional loss between the counterweight 600 and the support frame 200.

[0064] Reference Figure 3 As shown, for example, when the rotor core 421 is set to abut against the counterweight 600 and the support frame 200 on opposite sides, the distance L from the end face of the rotor core 421 near the support frame 200 to the end face of the stator core 411 is 0.5mm to 10mm. When L meets the above parameter range, the motor assembly 400 can generate sufficient magnetic pull during operation without wasting the axial space of the compressor 1000. When L is less than 0.5mm, the motor assembly 400 cannot generate sufficient magnetic pull; while when L is greater than 10mm, the axial dimension of the motor assembly 400 is too large, affecting the spatial layout of the compressor 1000.

[0065] It should be noted that in the initial state (non-working state) of the compressor 1000, the counterweight 600 and the first thrust part 700 can be in a close contact state or a spaced-out state.

[0066] Reference Figure 1As shown, the low-pressure housing 110 is provided with a suction port 114, which is used to draw in refrigerant from the air conditioning system into the compressor 1000. The refrigerant is drawn into the motor cavity 111 through the suction port 114. The bearing housing 112 can be located directly below or near the suction port 114. After the refrigerant is drawn into the motor cavity 111, the lubricating oil carried by the refrigerant can lubricate the second bearing 113.

[0067] The refrigerant flow direction of the compressor 1000 in this embodiment of the invention is as follows: Figure 1 As shown by the dotted lines in the diagram. Specifically: the refrigerant enters the motor cavity 111 through the suction port 114, and enters the air inlet of the compression assembly 300 through the suction channel 230 of the support frame 200. The refrigerant is compressed in the compression cavity 330, and enters the oil-gas separator 122 through the air outlet of the compression assembly 300. Finally, it is discharged through the outlet 123 of the high-pressure housing 120.

[0068] The lubricating oil flow direction of the compressor 1000 in this embodiment of the invention is as follows: Figure 1 and Figure 2 As shown by the dotted line in the diagram. Specifically: the lubricating oil in the oil sump 121 enters the back pressure chamber 210 through the pressure reducing valve 321, then enters the first bearing 220 through the mating surface between the first thrust part 700 and the first limiting part 530, and then enters the motor cavity 111 through the through hole 240 of the support frame 200. The lubricating oil in the motor cavity 111 and the lubricating oil entering through the suction port 114 enter the air inlet of the compression assembly 300 through the air intake channel 230 of the support frame 200, and enters the oil-gas separator 122 through the air outlet of the compression assembly 300. Finally, the separated lubricating oil drips back to the oil sump 121.

[0069] Reference Figure 1 and Figure 2 As shown, the crankshaft 500 has a first limiting part 530 within the motor cavity 111. The first limiting part 530 is fixedly connected to the crankshaft 500 by means of interference fit (e.g., heat fitting, press fitting, etc.) or welding, or it can be integrally manufactured with the crankshaft 500; no specific limitation is made here. The first limiting part 530 can be a protruding annular structure on the outer wall of the crankshaft 500. A second thrust part 800 is provided within the motor cavity 111. The surface of the second thrust part 800 has wear-resistant properties, which can reduce the frictional wear of components that move relative to the second thrust part 800. Generally, the support frame 200 is made of aluminum alloy, which has low hardness and poor wear resistance. Therefore, by installing the wear-resistant second thrust part 800 on the outer wall of the support frame 200, the second thrust part 800 can be fixed by interference fit or screw connection. The second thrust portion 800 is located between the first limiting portion 530 and the support frame 200, and is configured to abut against the opposite sides of the first limiting portion 530 and the support frame 200 respectively when the first limiting portion 530 collides with the support frame 200.

[0070] In one embodiment of the present invention, the second thrust portion 800 is installed on the outer wall of the support frame 200. During the rotation of the crankshaft 500, the first limiting portion 530 is driven to rotate. When the crankshaft 500 is subjected to an external impact force in the direction of the moving scroll 310, the first limiting portion 530 can abut against the second thrust portion 800 during rotation, thereby limiting the displacement of the crankshaft 500 in the direction of the moving scroll 310, thereby preventing the moving scroll 310 connected to the crankshaft 500 from colliding with the stationary scroll 320, and reducing the frictional loss between the first limiting portion 530 and the support frame 200. In another embodiment of the present invention, the second thrust portion 800 is installed on the first limiting portion 530. When the crankshaft 500 is subjected to an external impact force in the direction of the moving scroll 310, the first limiting portion 530 can abut against the second thrust portion 800 through the second thrust portion 800, limiting the displacement of the crankshaft 500 in the direction of the moving scroll 310, thereby preventing the moving scroll 310 connected to the crankshaft 500 from colliding with the stationary scroll 320, and also reducing the frictional loss between the first limiting portion 530 and the support frame 200. Both of the above embodiments can ensure the operational stability of the compressor 1000 under special operating conditions and prevent the moving scroll 310 and the stationary scroll 320 from colliding due to the axial displacement of the crankshaft 500.

[0071] Reference Figure 2 and Figure 10 As shown, in this embodiment of the invention, the main shaft 510 is supported on the support frame 200 by a first bearing 220. A first limiting part 530 is arranged around the outside of the crankshaft 500. The first limiting part 530 is configured as a plate-like structure with an arc cross-section and abuts against the second thrust part 800. Therefore, the outer diameter of the shaft segment of the main shaft 510 that connects to the first limiting part 530 and passes through the first thrust part 700 is D1, and the outer diameter of the first limiting part 530 is D2, satisfying: D2≥D1+1mm. Therefore, within the above range, the first limiting part 530 can meet the requirement of thrust limiting in cooperation with the second thrust part 800.

[0072] Reference Figure 2 and Figure 4As shown, the support frame 200 has a second limiting part 250 on the side facing the motor cavity 111, and the second limiting part 250 is opposite to the first limiting part 530. The second thrust part 800 is an annular structure and is arranged around the outer periphery of the crankshaft 500. The second thrust part 800 is fixedly connected to the second limiting part 250. The second limiting part 250 can be a groove, and the second limiting part 250 is snapped into the groove, which can save space in the motor cavity 111, thereby reducing the axial dimension of the compressor 1000. The second limiting part 250 can also be a step, and the inner hole of the second thrust part 800 is snapped into the step. The first limiting part 530 and the second thrust part 800 are spaced apart; when the compressor 1000 is working normally, the first limiting part 530 and the support frame 200 are in a disengaged state (i.e., not in contact). When the shaft system of compressor 1000 is excited by an external force, and the axial impact force generated by the external force is greater than the magnetic pull force generated by motor assembly 400, the constraint of the magnetic pull force on the shaft system fails, causing crankshaft 500 to... Figure 1 As shown, the crankshaft 500 moves to the right. At this time, the support frame 200 contacts the first limiting part 530 through the second thrust part 800 and prevents the first limiting part 530 from continuing to move to the right, thereby limiting the crankshaft 500 from continuing to move to the right, suppressing the collision between the moving scroll 310 and the stationary scroll 320, and improving the operational reliability of the compressor 1000.

[0073] In another embodiment, the second thrust portion 800 is fixedly connected to the first limiting portion 530, and the second thrust portion 800 and the second limiting portion 250 are spaced apart.

[0074] Reference Figure 2 As shown, it can be understood that the second thrust portion 800 is arranged circumferentially along the crankshaft 500, and an oil passage 810 is formed at the center of the second thrust portion 800. The back pressure chamber 210 is connected to the motor cavity 111 through the oil passage 810. The second limiting portion 250 is a groove communicating with the through hole 240 and is located at the end of the through hole 240 facing the motor cavity 111. Therefore, the structural size of the second thrust portion 800 in this embodiment is smaller, which can reduce the material used in the second thrust portion 800, save costs, and make the shaft system arrangement more compact. Along the axial direction of the crankshaft 500, the minimum gap d between the first limiting portion 530 and the second thrust portion 800 satisfies: 0.5mm≤d≤5mm. d cannot be less than 0.5mm because a certain gap needs to be maintained between the first limiting portion 530 and the second thrust portion 800; otherwise, the first limiting portion 530 will block the oil passage 810, affecting the oil supply from the back pressure chamber 210 to the motor cavity 111. However, d cannot be greater than 5mm. If the distance between the first limiting part 530 and the second thrust part 800 is too large, it will be unable to achieve effective thrust limiting when subjected to an impact force opposite to the magnetic pull force of the motor assembly 400.

[0075] Reference Figure 5 and Figure 6As shown, the first thrust portion 700 of this embodiment of the invention is arranged along the circumference of the crankshaft 500. The first thrust portion 700 may be ring-shaped or composed of multiple arc-shaped blocks.

[0076] Reference Figure 2 , Figure 8 and Figure 9 As shown, it can be understood that the counterweight 600 is provided with a third limiting part 610, which is a protrusion provided around at least a portion of the outer periphery of the crankshaft 500. (Refer to...) Figure 2 and Figure 4 As shown, the support frame 200 has a fourth limiting part 260 in the back pressure chamber 210, and the first thrust part 700 is installed in the fourth limiting part 260. The fourth limiting part 260 can be a groove, and the first thrust part 700 is engaged with the groove; the fourth limiting part 260 can also be a step, and the first thrust part 700 is engaged with the outside of the step. Therefore, the third limiting part 610 abuts against the first thrust part 700 under the magnetic pull of the motor assembly 400, thereby improving the stability of the crankshaft 500 during operation.

[0077] In another embodiment, the third limiting part 610 can also be a groove, with the first thrust part 700 installed inside the groove; correspondingly, the fourth limiting part 260 is a step. Therefore, the first thrust part 700 abuts against the fourth limiting part 260 under the magnetic pull of the motor assembly 400, thereby improving the stability of the crankshaft 500 during operation.

[0078] Reference Figure 2 and Figure 5 As shown, the first thrust portion 700 is fixedly connected to the fourth limiting portion 260. The compressor 1000 also includes an oil guide channel 900, which is used to lubricate the mating surfaces between the third limiting portion 610 and the first thrust portion 700.

[0079] In one embodiment of the present invention, the oil guide channel 900 is one or more first grooves formed in the third limiting portion 610, and the first grooves are located on the side of the third limiting portion 610 facing the first bearing 220. Alternatively, the oil guide channel 900 is a hole that passes through the third limiting portion 610 along the axial direction of the crankshaft 500, such as a straight hole or an oblique hole.

[0080] Reference Figure 6 and Figure 7As shown, in another embodiment of the present invention, the oil guiding channel 900 is one or more second grooves 920 formed in the first thrust portion 700. The second grooves 920 are located on the side of the first thrust portion 700 facing the counterweight 600. The inlet of the second groove 920 is located on the outer side of the first thrust portion 700, and the outlet is located on the inner side of the first thrust portion 700. Under the action of pressure difference, lubricating oil flows from the inlet to the outlet with the assistance of the oil guiding channel 900, that is, from the outer side to the inner side of the first thrust portion 700.

[0081] Continue to refer to Figure 7 As shown, the oil inlet direction of the oil guide channel 900 is a, and the direction of the tangential velocity of the inlet of the oil guide channel 900 relative to the crankshaft 500 is b, satisfying that the included angle φ between a and b is an obtuse angle. Since the first thrust portion 700 is fixedly connected to the support frame 200 in this embodiment, the rotation direction of the first thrust portion 700 relative to the crankshaft 500 is opposite to the rotation direction of the crankshaft 500. That is, the inlet of the oil guide channel 900 is stationary, and the direction of the tangential velocity of the inlet of the oil guide channel 900 relative to the crankshaft 500 is opposite to the direction of the tangential velocity of the crankshaft 500. When the included angle φ between a and b is an obtuse angle, the counterweight 600 can promote the passage of lubricating oil through the oil guide channel 900 during rotation, improving the lubrication effect between the mating surfaces of the first thrust portion 700 and the counterweight 600, and also promoting the entry of lubricating oil into the first bearing 220, improving the lubrication effect of the first bearing 220.

[0082] In addition, the oil guide channel 900 is also composed of the two embodiments described above, and will not be specifically limited here.

[0083] Reference Figure 11 As shown, the first bearing 220 is a sliding bearing, and the sliding bearing is provided with an oil guide groove 221, which extends axially along the crankshaft 500. Combined with... Figure 2 and Figure 4 It is understood that the two ends of the oil guide groove 221 are connected to the through hole 240 and the back pressure chamber 210 respectively, thereby realizing the flow of lubricating oil from the back pressure chamber 210 to the motor cavity 111. It is understood that multiple oil guide grooves 221 can be provided, and multiple oil guide grooves 221 are arranged at intervals along the circumference of the crankshaft 500.

[0084] Reference Figure 12As shown, in one embodiment of the present invention, the second thrust portion 800 is made of resin material, which is a wear-resistant material. The resin material can be one or a combination of PTFE (polytetrafluoroethylene), PPS (polyphenylene sulfide), and PEEK (polyetheretherketone). In another embodiment of the present invention, the second thrust portion 800 is made of metal and its surface is covered with a resin layer. The resin layer is generally attached to the metal surface by means of spraying or other methods. The resin layer is a wear-resistant resin material, which can be one or a combination of PTFE (polytetrafluoroethylene), PPS (polyphenylene sulfide), and PEEK (polyetheretherketone).

[0085] Reference Figure 5 As shown, in one embodiment of the present invention, the first thrust portion 700 is made of resin material, which is a wear-resistant material. The resin material can be one or a combination of PTFE (polytetrafluoroethylene), PPS (polyphenylene sulfide), and PEEK (polyetheretherketone). In another embodiment of the present invention, the first thrust portion 700 is made of metal and its surface is covered with a resin layer. The resin layer is generally attached to the metal surface by means of spraying or other methods. The resin layer is a wear-resistant resin material, which can be one or a combination of PTFE (polytetrafluoroethylene), PPS (polyphenylene sulfide), and PEEK (polyetheretherketone).

[0086] An air conditioning system according to one embodiment of the present invention includes the compressor 1000 of the above embodiments. The air conditioning system also includes a condenser, an evaporator, and a throttling device. The refrigerant circulation of the air conditioning system is as follows: the compressor 1000 discharges high-temperature, high-pressure refrigerant; the high-temperature, high-pressure refrigerant releases heat through the condenser, then passes through the throttling device to form low-temperature, low-pressure refrigerant; the low-temperature, low-pressure refrigerant absorbs heat through the evaporator and then re-enters the compressor 1000 for compression. When the air conditioning system needs cooling, the indoor unit is configured as an evaporator, and a fan drives airflow through the evaporator to blow cold air; when the air conditioning system needs heating, the indoor unit is configured as a condenser, and a fan drives airflow through the condenser to blow hot air.

[0087] The air conditioning system in this embodiment uses the compressor 1000 of the above embodiment. The counterweight 600 of the crankshaft 500 is placed within the back pressure chamber 210 of the support frame 200. A first thrust-stopping part 700 is provided within the back pressure chamber 210, located between the counterweight 600 and the support frame 200. Under the magnetic pull of the motor assembly 400, the first thrust-stopping part 700 abuts against the opposing sides of the counterweight 600 and the support frame 200, thereby achieving thrust-stopping and limiting of the crankshaft 500 by the support frame 200, suppressing axial movement of the crankshaft 500, and reducing friction between the counterweight 600 and the support frame 200. The crankshaft 500 has a first limiting part 530 in the motor cavity 111 and a second thrust part 800 in the motor cavity 111. The second thrust part 800 can abut against the first limiting part 530 and the opposite sides of the support frame 200 when the crankshaft 500 is subjected to external impact force and the first limiting part 530 collides with the support frame 200, thereby limiting the displacement of the crankshaft 500 in the direction of the moving scroll 310, thereby preventing the moving scroll 310 connected to the crankshaft 500 from colliding with the stationary scroll 320, and reducing the frictional loss between the first limiting part 530 and the support frame 200, thus improving the operational reliability of the compressor 1000.

[0088] The air conditioning system of this invention adopts all the technical solutions of the compressor 1000 of the above embodiments, and therefore has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0089] Reference Figure 13 As shown, a vehicle according to an embodiment of the present invention includes the air conditioning system of the above embodiments, and the air conditioning system includes the compressor 1000 of the above embodiments. Using the compressor 1000 of the above embodiments, by placing the counterweight 600 of the crankshaft 500 in the back pressure chamber 210 of the support frame 200, and providing a first thrust-stopping part 700 in the back pressure chamber 210, the first thrust-stopping part 700 is located between the counterweight 600 and the support frame 200. The first thrust-stopping part 700 can abut against the counterweight 600 and the opposing sides of the support frame 200 under the magnetic pull of the motor assembly 400, thereby achieving thrust-stopping and limiting of the crankshaft 500 by the support frame 200, suppressing axial movement of the crankshaft 500, and reducing frictional loss between the counterweight 600 and the support frame 200; the crankshaft... The compressor 1000 has a first limiting part 530 and a second thrust part 800 in the motor cavity 111. The second thrust part 800 can abut against the first limiting part 530 and the opposite sides of the support frame 200 when the crankshaft 500 is subjected to external impact force and the first limiting part 530 collides with the support frame 200, thereby limiting the displacement of the crankshaft 500 in the direction of the moving scroll 310, thereby preventing the moving scroll 310 connected to the crankshaft 500 from colliding with the stationary scroll 320, and reducing the frictional loss between the first limiting part 530 and the support frame 200, thus improving the operational reliability of the compressor 1000.

[0090] Since the vehicle of this embodiment adopts all the technical solutions of the air conditioning system of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0091] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A compressor, characterized in that, include: case; The crankshaft is disposed within the housing; A motor assembly, disposed within the housing and used to drive the crankshaft to rotate, the motor assembly includes a rotor core and a stator core, the rotor core being fixedly connected to the crankshaft, and the stator core being fixedly connected within the housing; A stationary vortex disk is connected to the housing; A moving scroll is disposed within the housing and is connected to the crankshaft for eccentric motion; A support frame is connected to the housing and located between the motor assembly and the moving scroll. A back pressure chamber is formed within the support frame. The support frame is used to support the crankshaft. The support frame also divides the housing into a motor cavity for accommodating the motor assembly. A counterweight is disposed on the crankshaft and housed in the back pressure chamber; The back pressure chamber is provided with a first thrust portion, which is located between the counterweight and the support frame. The first thrust portion is configured such that when it abuts against the opposite sides of the counterweight and the support frame, the end face of the rotor core near the support frame protrudes from the end face of the stator core. The crankshaft is provided with a first limiting portion in the motor cavity and a second thrust portion in the motor cavity. The second thrust portion is located between the first limiting portion and the support frame and is configured such that when the first limiting portion collides with the support frame, it can abut against the opposite sides of the first limiting portion and the support frame respectively.

2. The compressor according to claim 1, characterized in that: The distance by which the end face of the rotor core near the support frame protrudes beyond the end face of the stator core is L, where L satisfies: 0.5mm≤L≤10mm.

3. The compressor according to claim 1 or 2, characterized in that: The support frame is provided with a second limiting part on the side facing the motor cavity. The second thrust part is configured to be fixedly connected to one of the first limiting part or the second limiting part, and is spaced apart from the other of the first limiting part or the second limiting part.

4. The compressor according to claim 3, characterized in that: The second thrust member is fixedly connected to the second limiting member. Along the axial direction of the crankshaft, the minimum gap d between the first limiting member and the second thrust member satisfies: 0.5mm≤d≤5mm.

5. The compressor according to claim 4, characterized in that: The second thrust portion is arranged circumferentially along the crankshaft, and an oil passage is formed at the center of the second thrust portion. The back pressure chamber is connected to the motor cavity through the oil passage.

6. The compressor according to claim 1, characterized in that: The counterweight is provided with a third limiting part, the support frame is provided with a fourth limiting part in the back pressure chamber, and the first thrust part is configured to be fixedly connected to one of the third limiting part or the fourth limiting part, and abut against the other of the third limiting part or the fourth limiting part.

7. The compressor according to claim 6, characterized in that: The first thrust portion is fixedly connected to the fourth limiting portion, and the compressor also includes an oil guide channel for lubricating the mating surfaces between the third limiting portion and the first thrust portion.

8. The compressor according to claim 7, characterized in that: The oil guiding channel is at least one first groove formed in the third limiting portion; and / or, the oil guiding channel is at least one second groove formed in the first thrust portion.

9. The compressor according to claim 7, characterized in that: The angle between the oil inlet direction of the oil guide channel and the direction of the tangential velocity of the oil guide channel inlet relative to the crankshaft rotation is an obtuse angle.

10. The compressor according to claim 1, characterized in that: The first thrust portion is made of resin material; and / or the first thrust portion is made of metal and its surface is covered with a resin layer.

11. The compressor according to claim 1, characterized in that: The second thrust portion is made of resin material; and / or, the second thrust portion is made of metal and its surface is covered with a resin layer.

12. An air conditioning system, characterized in that: Includes the compressor as described in any one of claims 1 to 11.

13. A vehicle, characterized in that: Includes the air conditioning system as described in claim 12.

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