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 motor assembly, a static vortex disc, a dynamic vortex disc and a support frame fixedly connected to the shell. The first thrust part is arranged in the back pressure chamber of the support frame, the crankshaft is provided with a first limiting part located in the back pressure chamber, the first thrust part is located between the first limiting part and the inner wall of the support frame opposite to the first limiting part, and is fixedly connected to the first limiting part or the inner wall of the support frame. When the compressor operates, the first thrust part acts on the first limiting part or the support frame under the magnetic pull of the motor assembly, so that the crankshaft can be limited relative to the support frame, the thrust of the support frame on the crankshaft is realized, and the wear between the crankshaft and the support frame is reduced through the first thrust part, thereby improving the stability of the crankshaft operation and the reliability of the compressor.

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, when a car is driving on the road, the unevenness of the road surface generates random impact forces on the car. Therefore, the horizontal compressor installed in the car will bear the transmitted random impact forces. Especially for horizontal compressors that use sliding bearings for shaft support of the main bearing, the crankshaft will move under the action of impact forces, resulting in accelerated shaft wear, poor crankshaft operation stability, and thus affecting the reliability of the compressor. 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 capable of limiting the crankshaft, improving the stability of crankshaft operation, and thus enhancing the 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, the moving scroll plate being connected to the crankshaft and capable of eccentric movement; and a support frame connected to the housing and located between the motor assembly and the moving scroll plate. The support frame is used to support the crankshaft, and the support frame is separated within the housing to form a motor cavity for accommodating the motor assembly; wherein, a back pressure chamber is formed within the support frame, the crankshaft is provided with a first limiting part within the back pressure chamber, and a first thrust part is provided within the back pressure chamber, the first thrust part being configured to be fixedly connected to one of the first limiting part or the inner wall of the support frame, such that when it abuts against the other of the first limiting part or the inner wall of the support frame, the end face of the rotor core near the support frame protrudes beyond the end face of the stator core.

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

[0008] By providing a first thrust portion in the back pressure chamber of the support frame, and a first limiting portion located in the back pressure chamber of the crankshaft, the first thrust portion is located between the first limiting portion and the support frame, which are positioned opposite each other on the inner wall of the first limiting portion, and is fixedly connected to the inner wall of the first limiting portion or the support frame. When the first thrust portion is configured to abut against the first limiting portion or the support frame, the end face of the rotor core near the support frame protrudes from the end face of the stator core. Therefore, when the compressor is running, under the magnetic pull of the motor assembly, the first thrust portion acts on the first limiting portion or the support frame, enabling the crankshaft to be limited relative to the support frame, thereby achieving thrust resistance of the support frame on the crankshaft. The first thrust portion also reduces wear between the crankshaft and the support frame, thereby improving the stability of crankshaft operation and thus enhancing the 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 first thrust portion is arranged circumferentially along the crankshaft and is fixedly connected to the inner wall of the support frame on the side facing the first limiting portion. The first limiting portion is arranged around the outer side of the crankshaft and abuts against the first thrust portion.

[0011] According to some embodiments of the present invention, the compressor further includes an oil guide channel for lubricating the mating surfaces between the first limiting portion and the first thrust portion.

[0012] According to some embodiments of the present invention, the first thrust portion separates a first cavity near the moving scroll and a second cavity away from the moving scroll within the back pressure chamber, the first cavity being in communication with the oil sump of the housing; the oil guiding channel is at least one first groove formed in the first limiting portion, the two ends of the first groove being respectively connected to the first cavity and the second cavity; and / or, the oil guiding channel is at least one second groove formed in the first thrust portion, the two ends of the second groove being respectively connected to the first cavity and the second cavity.

[0013] According to some embodiments of the present invention, a first channel is formed between the outer peripheral wall of the first limiting part and the inner wall of the first cavity, and a second channel is formed between the inner peripheral wall of the first thrust part and the outer peripheral wall of the crankshaft. The first channel and the second channel are respectively connected to the inlet and outlet of the oil guide channel. The angle between the oil inlet direction of the oil guide channel and the direction of the tangential velocity of the inlet of the oil guide channel relative to the crankshaft rotation is an obtuse angle.

[0014] According to some embodiments of the present invention, the compressor further includes a counterweight disposed on the crankshaft and housed within the motor cavity; the motor cavity is provided with a second thrust member, the second thrust member being configured to be fixedly connected to one of the outer walls of the counterweight or the support frame, and spaced apart from the other of the outer walls of the counterweight or the support frame.

[0015] According to some embodiments of the present invention, the compressor further includes a counterweight disposed on the crankshaft and housed within the motor cavity; the motor cavity is provided with a second thrust member, the second thrust member being configured to abut against the counterweight and the opposite sides of the support frame respectively when the counterweight collides with the support frame.

[0016] According to some embodiments of the present invention, the second thrust portion is fixedly connected to the outside of the support frame, and the counterweight is provided with an end wall spaced apart from the second thrust portion, the end wall being configured to abut against the second thrust portion when the counterweight collides with the support frame.

[0017] According to some embodiments of the present invention, along the axial direction of the crankshaft, the minimum clearance d between the end wall and the second thrust portion satisfies: 0mm < d ≤ 5mm.

[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] 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.

[0020] An air conditioning system according to a second aspect of the present invention includes the compressor described in the above embodiments.

[0021] The air conditioning system according to embodiments of the present invention has at least the following beneficial effects:

[0022] The compressor using the first aspect embodiment has a first thrust portion provided in the back pressure chamber of the support frame, and a first limiting portion provided in the crankshaft within the back pressure chamber. The first thrust portion is located between the first limiting portion and the support frame, which are positioned opposite each other on the inner wall of the first limiting portion, and is fixedly connected to the inner wall of the first limiting portion or the support frame. When the first thrust portion is configured to abut against the first limiting portion or 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 running, under the magnetic pull of the motor assembly, the first thrust portion acts on the first limiting portion or the support frame, enabling the crankshaft to be limited relative to the support frame, thereby achieving thrust resistance between the support frame and the crankshaft. The first thrust portion also reduces wear between the crankshaft and the support frame, thereby improving the stability of crankshaft operation and thus enhancing the reliability of the compressor.

[0023] A vehicle according to a third aspect of the present invention includes the air conditioning system described in the above embodiments.

[0024] 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

[0025] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0026] Figure 1 This is a cross-sectional schematic diagram of a compressor according to an embodiment of the present invention;

[0027] Figure 2 for Figure 1 An enlarged schematic diagram of the compressor's layout structure is shown.

[0028] Figure 3 for Figure 1 An enlarged schematic diagram of a portion of the motor assembly in the compressor shown;

[0029] Figure 4 for Figure 2 A sectional view of the central support frame;

[0030] Figure 5 for Figure 2 A cross-sectional view of one embodiment of the first thrust portion;

[0031] Figure 6 for Figure 5 The right view of the first thrust section shown;

[0032] Figure 7 for Figure 2 Right view of another embodiment of the first thrust member;

[0033] Figure 8 for Figure 2 A partial cross-sectional view of one embodiment of the crankshaft;

[0034] Figure 9 for Figure 2 A partial sectional view of another embodiment of the crankshaft;

[0035] Figure 10 for Figure 2 A cross-sectional view of the first bearing in the middle;

[0036] Figure 11 for Figure 2 Cross-sectional view of the central counterweight;

[0037] Figure 12 for Figure 11The right view of the counterweight shown;

[0038] Figure 13 for Figure 2 Left view of the second thrust section;

[0039] Figure 14 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention.

[0040] Icon labels:

[0041] Compressor 1000;

[0042] 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;

[0043] Support frame 200; back pressure chamber 210; first cavity 211; second cavity 212; first channel 213; second channel 214; first bearing 220; oil guide groove 221; air intake channel 230; through hole 240;

[0044] Compression assembly 300; moving scroll 310; stationary scroll 320; pressure reducing valve 321; compression chamber 330;

[0045] Motor assembly 400; stator 410; stator core 411; rotor 420; rotor core 421;

[0046] Crankshaft 500; Main shaft 510; Eccentric sleeve 520; First limiting part 530; Pin 540;

[0047] Counterweight 600; End wall thickness 610;

[0048] First thrust stop 700;

[0049] Second thrust stop 800;

[0050] Oil guide channel 900; first groove 910; second groove 920. Detailed Implementation

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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. The compressor, installed inside the vehicle, therefore bears the random impact forces transmitted from the vehicle. However, under the action of these impact forces, the crankshaft experiences axial movement, leading to accelerated shaft wear, poor crankshaft operating stability, and consequently affecting the reliability of the compressor.

[0058] To address the aforementioned problems, this invention proposes a compressor embodiment capable of limiting crankshaft movement, thereby improving crankshaft operational stability and ultimately enhancing compressor reliability. The compressor embodiment of this invention will be described below with reference to the accompanying drawings.

[0059] 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.

[0060] 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.

[0061] 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 part 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. A counterweight 600 is disposed within the motor cavity 111 and is fixedly connected to the main shaft 510. In this embodiment, the counterweight 600 is located between the motor assembly 400 and the support frame 200, and is used to counteract the imbalance of the eccentric sleeve 520. 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. 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 processes of intake, compression, and exhaust are completed in the compression chamber 330.

[0062] 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.

[0063] Reference Figure 2 As shown, the crankshaft 500 is provided with a first limiting part 530. 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, which is not specifically limited here. The first limiting part 530 is provided in the back pressure chamber 210. The first limiting part 530 can be a structure protruding on the outer wall of the crankshaft 500; the first limiting part 530 can also be a counterweight 600, that is, the counterweight 600 is fixedly connected to the part of the crankshaft 500 located in the back pressure chamber 210.

[0064] The back pressure chamber 210 is provided with a first thrust portion 700. The surface of the first thrust portion 700 has wear-resistant properties, which can reduce the frictional wear of components moving relative to the first thrust portion 700. The first thrust portion 700 can be a flat plate structure, an L-shaped structure, or a U-shaped structure. Therefore, the specific position of the first limiting portion 530 can be designed according to the specific structure of the first thrust portion 700. For example, if the first thrust portion 700 is a flat plate structure, the first limiting portion 530 is located on one side of the flat plate structure; or if the first thrust portion 700 is a U-shaped structure, the first limiting portion 530 is located in the groove of the U-shaped structure.

[0065] Reference Figure 1 and Figure 2 As shown, in one embodiment of the present invention, the first thrust portion 700 is fixedly connected to the inner wall of the support frame 200 opposite to the first limiting portion 530. The first thrust portion 700 may be connected by an interference fit or a fastener (e.g., a screw).

[0066] Reference Figure 2 and Figure 3 As shown, when the first thrust portion 700 is configured to abut against the first limiting portion 530, 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 first limiting portion 530 towards the rotor 420 to the limiting position (i.e., the position where the first limiting portion 530 abuts against the first thrust portion 700). 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.

[0067] Therefore, when the above requirements are met, the compressor 1000 operates, and the motor assembly 400 generates a magnetic pull (the direction of the magnetic pull is from the first limiting part 530 towards the rotor 420). Under the action of the magnetic pull of the motor assembly 400, the crankshaft 500 moves towards... Figure 1 The crankshaft 500 is offset to the left, and the first limiting part 530 can abut against the first thrust part 700 under the action of magnetic pull, so that the crankshaft 500 can be limited relative to the support frame 200, realizing the thrust of the support frame 200 on the crankshaft 500, thereby improving the stability of the crankshaft 500 operation. In addition, the first thrust part 700 reduces the friction loss between the first limiting part 530 and the inner wall of the support frame 200 during the rotation of the crankshaft 500.

[0068] Reference Figure 3As shown, for example, when the first thrust portion 700 abuts against the first limiting portion 530, 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.

[0069] It should be noted that in the initial state (non-working state) of the compressor 1000, the first limiting part 530 and the first thrust part 700 can be in a state of contact or in a state of separation.

[0070] Reference Figure 1 As 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.

[0071] 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.

[0072] 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.

[0073] In another embodiment of the present invention, the first thrust portion 700 is fixedly connected to the first limiting portion 530. When the compressor 1000 is running, the crankshaft 500 is pulled towards the motor assembly 400 by the magnetic force. Figure 1 The crankshaft 500 shifts to the left. Under the action of magnetic pull, the first limiting part 530 abuts against the inner wall of the support frame 200 through the first thrust part 700 during rotation, so that the crankshaft 500 can be limited relative to the support frame 200, thereby realizing the thrust of the support frame 200 on the crankshaft 500, thus improving the stability of the crankshaft 500 operation. At the same time, the first thrust part 700 also reduces the friction loss between the first limiting part 530 and the inner wall of the support frame 200 during the rotation of the crankshaft 500.

[0074] Reference Figure 5 and Figure 6 As shown, in this embodiment of the invention, the first thrust portion 700 is arranged circumferentially along the crankshaft 500. The first thrust portion 700 can be ring-shaped or composed of multiple arc-shaped blocks. (Refer to...) Figure 2 and Figure 4 As shown, the first thrust portion 700 is fixedly connected to the inner wall of the support frame 200 on the side facing the first limiting portion 530.

[0075] Reference Figure 2 and Figure 8 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 portion 530 is disposed around the outer side of the crankshaft 500. The first limiting portion 530 is configured as a plate-like structure with an arc cross-section, and it abuts against the first thrust portion 700. Therefore, the outer diameter of the shaft segment of the main shaft 510 connected to the first limiting portion 530 is D1, and the outer diameter of the first limiting portion 530 is D2, satisfying: D2 ≥ D1 + 1 mm. Therefore, within the above range, the first limiting portion 530 can meet the requirement of thrust limiting in cooperation with the first thrust portion 700.

[0076] Reference Figure 2 As shown, it can be understood that the compressor 1000 also includes an oil guide channel 900. The oil guide channel 900 is disposed in the back pressure chamber 210 and located on the lubricating oil flow path of the back pressure chamber 210. The oil guide channel 900 is used to allow lubricating oil to pass through the mating surface between the first limiting part 530 and the first thrust part 700, thereby lubricating the mating surface and reducing the friction coefficient between the first limiting part 530 and the first thrust part 700, further reducing friction loss.

[0077] Reference Figure 8 and Figure 9As shown, in one embodiment of the present invention, an oil guide channel 900 is provided in the first limiting part 530. The oil guide channel 900 is used to lubricate the mating surface of the first limiting part 530 facing the first thrust part 700. The oil guide channel 900 can pass through the hole of the first limiting part 530 along the axial direction of the crankshaft 500, for example, a straight hole or an oblique hole; or it can be arranged in the groove of the first limiting part 530 along the circumferential direction of the crankshaft 500.

[0078] Reference Figure 5 and Figure 6 As shown, in another embodiment of the present invention, an oil guide channel 900 is provided on the first limiting part 530. The oil guide channel 900 is used to lubricate the mating surface of the first thrust part 700 facing the first limiting part 530. The oil guide channel 900 can pass through the groove of the first thrust part 700 along the circumference of the crankshaft 500.

[0079] In addition, the oil guide channel 900 is also composed of the two embodiments described above, and will not be specifically limited here.

[0080] Reference Figure 2 and Figure 4 As shown in this embodiment of the invention, the first thrust portion 700 divides into a first cavity 211 and a second cavity 212 within the back pressure chamber 210. The side closer to the moving scroll 310 is the first cavity 211, and the side away from the moving scroll 310 is the second cavity 212. A first bearing 220 is installed in the second cavity 212, and the first cavity 211 is connected to the oil sump 121 of the housing 100. Under the action of pressure difference, lubricating oil flows from the first cavity 211 to the second cavity 212 with the assistance of the oil guide channel 900, that is, from the outside to the inside of the first thrust portion 700.

[0081] Reference Figure 8 and Figure 9 As shown, the oil guide channel 900 can be one or more first grooves 910 formed in the first limiting part 530, and the two ends of the first groove 910 are respectively connected to the first cavity 211 and the second cavity 212.

[0082] Reference Figure 5 and Figure 6 As shown, the oil guide channel 900 can be one or more second grooves 920 formed in the first thrust portion 700. The second grooves 920 are respectively connected to the outer peripheral wall and the inner peripheral wall of the first thrust portion 700, and the two ends of the second grooves 920 are respectively connected to the first cavity 211 and the second cavity 212.

[0083] Reference Figure 7As shown, in another embodiment of the present invention, the first thrust portion 700 has an oil guide channel 900 that is a groove provided on the end face of the first thrust portion 700. A first channel 213 is formed between the outer peripheral wall of the first limiting portion 530 and the inner wall of the first cavity 211, and a second channel 214 is formed between the inner peripheral wall of the first thrust portion 700 and the outer peripheral wall of the crankshaft 500. The first channel 213 and the second channel 214 are respectively connected to the inlet and outlet of the oil guide channel 900.

[0084] 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 first limiting portion 530 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 first limiting portion 530, and also promoting the entry of lubricating oil into the first bearing 220, improving the lubrication effect of the first bearing 220.

[0085] Reference Figure 10 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 second channel 214 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.

[0086] Reference Figure 2 As shown, it can be understood that a second thrust portion 800 is provided inside the motor cavity 111. The second thrust portion 800 is fixedly connected to the outer wall of the support frame 200, and the counterweight 600 is spaced apart from the second thrust portion 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 portion 800 on the outside of the support frame 200, the second thrust portion 800 can be fixed by interference fit or screw connection.

[0087] In this embodiment of the invention, the second thrust portion 800 is configured to abut against the opposite sides of the counterweight 600 and the support frame 200 respectively when the counterweight 600 collides with the support frame 200, thereby limiting the thrust of the counterweight 600 and the support frame 200.

[0088] Reference Figure 2 and Figure 4 As shown, the reason for the clearance between the counterweight 600 and the second thrust section 800 is that when the compressor 1000 is working normally, the counterweight 600 and the support frame 200 are in a disengaged state (i.e., not in contact). When the shaft system of the 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 the motor assembly 400, the constraint of the magnetic pull force on the shaft system fails, causing the crankshaft 500 to... Figure 1 As shown, the crankshaft 500 moves to the right. At this time, the support frame 200 contacts the counterweight 600 through the second thrust part 800 and prevents the counterweight 600 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.

[0089] By providing a first thrust portion 700 and a second thrust portion 800, the compressor 1000 can operate stably and reliably even when subjected to random impact forces from different directions.

[0090] In another embodiment, the second thrust portion 800 is fixedly connected to the counterweight 600, and the support frame 200 is spaced apart from the second thrust portion 800.

[0091] Reference Figure 2 and Figure 13 As shown, it can be understood that the second thrust member 800 is fixedly connected to the outside of the support frame 200. The outer side of the support frame 200 has a stepped structure, and the second thrust member 800 has a ring-shaped structure surrounding the step. (Refer to...) Figure 11 and Figure 12 As shown, the counterweight 600 is provided with an end wall 610, which is located at one end opposite to the second thrust portion 800. The end wall 610 and the second thrust portion 800 are spaced apart. The end wall 610 is configured to abut against the second thrust portion 800 when the counterweight 600 collides with the support frame 200.

[0092] Reference Figure 2As shown, it can be understood that along the axial direction of the crankshaft 500, the minimum clearance d between the end wall 610 and the second thrust portion 800 satisfies: 0mm < d ≤ 5mm. d cannot be equal to 0 because the end wall 610 and the second thrust portion 800 do not directly contact each other, avoiding contact between the counterweight 600 and the second thrust portion 800 during normal operation, which would cause frictional power loss in the compressor 1000. However, d cannot be greater than 5mm either. If the distance between the end wall 610 and the second thrust portion 800 is too large, effective thrust limiting cannot be achieved when subjected to an impact force opposite to the magnetic pull of the motor assembly 400.

[0093] Reference Figure 13 As 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).

[0094] 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).

[0095] 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.

[0096] The air conditioning system of this embodiment uses the compressor 1000 of the above embodiment. A first thrust portion 700 is provided in the back pressure chamber 210 of the support frame 200, and a first limiting portion 530 is provided in the crankshaft 500 located in the back pressure chamber 210. The first thrust portion 700 is located between the first limiting portion 530 and the support frame 200, which are positioned opposite each other on the inner wall of the first limiting portion 530, and is fixedly connected to the inner wall of the first limiting portion 530 or the support frame 200. When the compressor 1000 is running, under the magnetic pull of the motor assembly 400, the first thrust portion 700 acts on the first limiting portion 530 or the support frame 200, so that the crankshaft 500 can be limited relative to the support frame 200, thereby realizing the thrust of the support frame 200 on the crankshaft 500. The first thrust portion 700 reduces the wear between the crankshaft 500 and the support frame 200, thereby improving the stability of the crankshaft 500 operation and thus improving the reliability of the compressor 1000.

[0097] 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.

[0098] Reference Figure 14 As shown, a vehicle according to one embodiment of the present invention includes the air conditioning system of the above embodiment, and the air conditioning system includes the compressor 1000 of the above embodiment. The compressor 1000 of the above embodiment has a first thrust portion 700 provided in the back pressure chamber 210 of the support frame 200, and a first limiting portion 530 provided in the crankshaft 500 located in the back pressure chamber 210. The first thrust portion 700 is located between the first limiting portion 530 and the support frame 200, which are positioned opposite each other on the inner wall of the first limiting portion 530, and is fixedly connected to the inner wall of the first limiting portion 530 or the support frame 200. When the compressor 1000 is running, under the magnetic pull of the motor assembly 400, the first thrust portion 700 acts on the first limiting portion 530 or the support frame 200, so that the crankshaft 500 can be limited relative to the support frame 200, thereby realizing the thrust of the support frame 200 on the crankshaft 500. The first thrust portion 700 reduces the wear between the crankshaft 500 and the support frame 200, thereby improving the stability of the crankshaft 500 operation and thus improving the reliability of the compressor 1000.

[0099] 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.

[0100] 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, connected to the housing and located between the motor assembly and the moving scroll, the support frame is used to support the crankshaft, and the support frame divides a motor cavity within the housing for accommodating the motor assembly; The support frame forms a back pressure chamber, the crankshaft is provided with a first limiting part in the back pressure chamber, and a first thrust part is provided in the back pressure chamber. The first thrust part is configured to be fixedly connected to the inner wall of the support frame facing the first limiting part, and when it abuts against the first limiting part, the end face of the rotor core near the support frame protrudes from the end face of the stator core. The compressor also includes an oil guide channel, which is disposed in the back pressure chamber and located on the lubricating oil flow path of the back pressure chamber. The oil guide channel is used to lubricate the mating surfaces between the first limiting part and the first thrust part. The compressor further includes a counterweight disposed on the crankshaft and housed within the motor cavity; the motor cavity is provided with a second thrust member, which is configured to be fixedly connected to one of the outer walls of the counterweight or the support frame, and spaced apart from the other of the outer walls of the counterweight or the support frame.

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 first thrust portion is disposed along the circumference of the crankshaft, and the first limiting portion is disposed around the outer side of the crankshaft and abuts against the first thrust portion.

4. The compressor according to claim 1, characterized in that: The first thrust portion separates a first cavity near the moving scroll and a second cavity away from the moving scroll within the back pressure chamber; the first cavity is connected to the oil sump of the housing. The oil guiding channel is at least one first groove formed in the first limiting portion, and the two ends of the first groove are respectively connected to the first cavity and the second cavity; and / or, The oil guiding channel is at least one second groove formed in the first thrust portion, and the two ends of the second groove are respectively connected to the first cavity and the second cavity.

5. The compressor according to claim 4, characterized in that: A first channel is formed between the outer peripheral wall of the first limiting part and the inner wall of the first cavity, and a second channel is formed between the inner peripheral wall of the first thrust part and the outer peripheral wall of the crankshaft. The first channel and the second channel are respectively connected to the inlet and outlet of the oil guide channel. 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.

6. The compressor according to claim 1, characterized in that: The second thrust member is configured to abut against the counterweight and the opposite sides of the support frame when the counterweight collides with the support frame.

7. The compressor according to claim 1 or 6, characterized in that: The second thrust portion is fixedly connected to the outside of the support frame. The counterweight has an end wall spaced apart from the second thrust portion. The end wall is configured to abut against the second thrust portion when the counterweight collides with the support frame.

8. The compressor according to claim 7, characterized in that: Along the axial direction of the crankshaft, the minimum clearance d between the end wall and the second thrust portion satisfies: 0mm < d ≤ 5mm.

9. The compressor according to claim 1 or 6, 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.

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. An air conditioning system, characterized in that: Includes the compressor as described in any one of claims 1 to 10.

12. A vehicle, characterized in that: Includes the air conditioning system as described in claim 11.

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