Compressor anti-collision structure and compressor for vehicle-mounted refrigerator

Abstract

The invention provides a compressor anti-collision structure and a compressor for a vehicle-mounted refrigerator. The compressor anti-collision structure comprises a base which is provided with at least one first connecting structure; the anti-collision sleeve comprises an anti-collision body and a second connecting structure, the second connecting structure is connected with the anti-collision body, the second connecting structure is connected with the first connecting structure, the first part of the anti-collision body surrounds the second connecting structure, and the first part of the anti-collision body and the second connecting structure are arranged in a spaced mode; the first part of the anti-collision body is located on the outer side of the peripheral face of the base, and the surface of the side, away from the base, of the first part of the anti-collision body serves as a first anti-collision face. The problem that in the prior art, a vehicle-mounted refrigerator is large in noise is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle-mounted refrigerator technology, and more specifically, to a compressor anti-collision structure and a compressor for vehicle-mounted refrigerators. Background Technology

[0002] Car refrigerator compressors typically use reciprocating compressors. These compressors work by using the reciprocating motion of a piston within a cylinder to compress the refrigerant, thus achieving cooling. However, due to the unique environment of a vehicle, the bumps, vibrations, and various road conditions during driving pose significant challenges to the operation of car refrigerator compressors. Specifically, the severe vibrations generated during vehicle movement cause relative movement between the compressor core and its casing, leading to metal parts colliding with each other. This not only produces harsh metallic impact noise, affecting the comfort of the driver and passengers, but also, over time, generates fine metallic dust at the points of impact.

[0003] Once these metal dust particles form, they will inevitably flow through the compressor's internal lubrication system to the compressor's moving parts, such as pistons, crankshafts, and connecting rods, leading to a series of serious consequences: after entering the moving parts, the metal dust will accelerate the wear of these parts and shorten the compressor's service life; more seriously, in some cases, the metal dust may accumulate and jam the moving parts, causing the compressor to malfunction or even fail completely.

[0004] In other words, existing technology for in-vehicle refrigerators suffers from excessive noise. Summary of the Invention

[0005] The main objective of this invention is to provide a compressor anti-collision structure and a compressor for vehicle refrigerators, so as to solve the problem of high noise in existing vehicle refrigerators.

[0006] To achieve the above objectives, according to one aspect of the present invention, a compressor anti-collision structure is provided, comprising: a base having at least one first connecting structure; at least one anti-collision sleeve, the anti-collision sleeve including an anti-collision body and a second connecting structure, the second connecting structure being connected to the anti-collision body and the first connecting structure, a first portion of the anti-collision body surrounding the second connecting structure and spaced apart from the second connecting structure, the first portion of the anti-collision body being located outside the outer periphery of the base, and the surface of the first portion of the anti-collision body away from the base serving as a first anti-collision surface.

[0007] Furthermore, the base has a reinforcing rib extending in a first direction, the reinforcing rib extending circumferentially along the base, and the reinforcing rib being close to the outer circumferential surface of the base relative to the first connecting structure; the anti-collision sleeve has a limiting groove, a portion of the reinforcing rib is located in the limiting groove, and the first portion of the anti-collision body serves as the groove wall of the limiting groove and abuts against the reinforcing rib.

[0008] Furthermore, the anti-collision body includes: a first anti-collision section, which abuts against a reinforcing rib; a second anti-collision section, which is connected to the first anti-collision section; and a third anti-collision section, which is connected to the second anti-collision section and abuts against a reinforcing rib. The first and third anti-collision sections are located on opposite sides of the reinforcing rib. The first, second, and third anti-collision sections form a limiting groove. A second connecting structure is connected to the second anti-collision section, and the second connecting structure is spaced apart from both the first and third anti-collision sections. The third anti-collision section serves as the first part of the anti-collision body.

[0009] Furthermore, the height of the third anti-collision section is greater than the height of the reinforcing rib, while the height of the first anti-collision section is less than or equal to the height of the reinforcing rib.

[0010] Furthermore, the first anti-collision section includes at least one or more sub-anti-collision sections. When there are multiple sub-anti-collision sections, the multiple sub-anti-collision sections are spaced apart along the extension direction of the reinforcing rib.

[0011] Furthermore, the first anti-collision section includes: a first sub-anti-collision section, one end of which is connected to the second anti-collision section; a second sub-anti-collision section, one end of which is connected to the second anti-collision section, both the first and second sub-anti-collision sections abut against the reinforcing ribs, and the first and second sub-anti-collision sections are spaced apart; the third anti-collision section is an arc-shaped section, and along the extension direction of the arc-shaped section, the third anti-collision section has a first end and a second end, the first end and the second end are respectively located on both sides of the central axis of the arc-shaped section, and the first and second sub-anti-collision sections are respectively located on both sides of the central axis of the arc-shaped section.

[0012] Furthermore, the second anti-collision section has a raised portion that protrudes in a direction away from the second connecting structure, and the side surface of the raised portion away from the second connecting structure serves as the second anti-collision surface.

[0013] Furthermore, the second anti-collision section has a limiting recess on the side opposite to the raised portion, and the second connecting structure is located within the limiting recess.

[0014] Furthermore, the base has multiple corners, at least one corner is provided with a reinforcing rib, and the outer wall of the reinforcing rib is flush with the outer peripheral surface of the corner. The number of corners provided with reinforcing ribs is the same as the number of anti-collision sleeves.

[0015] Furthermore, one of the first connecting structure and the second connecting structure is a connecting hole, and the other of the first connecting structure and the second connecting structure is a connecting post; and / or the base has a boss, and the first connecting structure is disposed on the boss.

[0016] According to another aspect of the present invention, a compressor for a vehicle refrigerator is provided, including the compressor anti-collision structure described above.

[0017] According to the technical solution of the present invention, the compressor anti-collision structure includes a base and at least one anti-collision sleeve. The base has at least one first connecting structure. The anti-collision sleeve includes an anti-collision body and a second connecting structure. The second connecting structure is connected to the anti-collision body and to the first connecting structure. A first part of the anti-collision body surrounds the second connecting structure and is spaced apart from it. The first part of the anti-collision body is located on the outer side of the outer peripheral surface of the base, and the surface of the first part of the anti-collision body away from the base serves as a first anti-collision surface.

[0018] By setting a first connecting structure on the base and a second connecting structure on the anti-collision sleeve, the anti-collision sleeve and the base are connected through the first and second connecting structures, forming a stable connection structure. This ensures a stable connection between the anti-collision sleeve and the base, allowing the anti-collision sleeve to effectively protect the base. The first part of the anti-collision body surrounds the second connecting structure and is located on the outer periphery of the base. When the compressor vibrates due to vehicle movement, the surface furthest from the base acts as the first anti-collision surface, absorbing the impact energy first, reducing the possibility of metal-to-metal collisions and thus lowering metal-to-metal impact noise. Simultaneously, due to the buffering effect between the first anti-collision surface and the base, even minor metal-to-metal collisions effectively suppress the generation of metal debris, preventing debris from entering moving parts with the lubricating oil and causing wear or jamming. This ensures the reliability of the compressor operation, extends its service life, and achieves smooth operation and low-noise operation of the vehicle refrigerator compressor. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 A schematic diagram of a compressor anti-collision structure according to an optional embodiment of the present invention is shown;

[0021] Figure 2 It shows Figure 1 An exploded view of the anti-collision structure of the compressor from one angle;

[0022] Figure 3 It shows Figure 1A structural diagram of the base at one angle;

[0023] Figure 4 It shows Figure 1 A structural diagram of the middle anti-collision sleeve at one angle;

[0024] Figure 5 It shows Figure 1 A structural diagram of the middle anti-collision sleeve from another angle.

[0025] The above figures include the following reference numerals:

[0026] 10. Base; 11. First connecting structure; 12. Reinforcing rib; 13. Corner; 14. Boss; 20. Anti-collision sleeve; 21. Limiting groove; 30. Anti-collision body; 31. First anti-collision section; 311. First sub-anti-collision section; 312. Second sub-anti-collision section; 32. Second anti-collision section; 321. Raised part; 322. Second anti-collision surface; 323. Mounting surface; 33. Third anti-collision section; 331. First end; 332. Second end; 34. Limiting recess; 40. Second connecting structure; 50. First anti-collision surface. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0028] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0029] In this invention, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not intended to limit this invention.

[0030] To address the issue of excessive noise in existing vehicle-mounted refrigerators, this invention provides a compressor anti-collision structure and a compressor for vehicle-mounted refrigerators.

[0031] like Figures 1 to 5As shown, the compressor anti-collision structure includes a base 10 and at least one anti-collision sleeve 20. The base 10 has at least one first connecting structure 11. The anti-collision sleeve 20 includes an anti-collision body 30 and a second connecting structure 40. The second connecting structure 40 is connected to the anti-collision body 30 and to the first connecting structure 11. A first part of the anti-collision body 30 surrounds the second connecting structure 40 and is spaced apart from it. The first part of the anti-collision body 30 is located on the outer side of the outer peripheral surface of the base 10, and the surface of the first part of the anti-collision body 30 away from the base 10 serves as a first anti-collision surface 50.

[0032] By setting a first connecting structure 11 on the base 10 and a second connecting structure 40 on the anti-collision sleeve 20, the anti-collision sleeve 20 and the base 10 are connected by the first connecting structure 11 and the second connecting structure 40, forming a stable connection structure. This ensures a stable connection between the anti-collision sleeve 20 and the base 10, allowing the anti-collision sleeve 20 to effectively protect the base 10. The first part of the anti-collision body 30 surrounds the second connecting structure 40 and is located on the outer side of the outer circumference of the base 10. When the compressor vibrates due to vehicle shaking, the surface away from the base 10 acts as the first anti-collision surface 50, which first contacts and absorbs the impact energy, reducing the possibility of metal collisions and thus reducing metal impact noise. Simultaneously, due to the buffering effect between the first anti-collision surface 50 and the base 10, even slight metal collisions effectively suppress the generation of metal debris, preventing debris from entering moving parts with lubricating oil and causing wear or jamming. This ensures the reliability of the compressor operation, extends its service life, and achieves smooth operation and low-noise operation of the vehicle refrigerator compressor.

[0033] It should be noted that the outer side of the outer circumferential surface of the base 10 refers to the outer side of the outer circumferential surface of the base 10 in the horizontal direction, which can be understood as the outer side of the circumferential side of the base 10.

[0034] In some alternative embodiments, please refer to Figure 2The base 10 has a reinforcing rib 12 extending in a first direction. The reinforcing rib 12 extends circumferentially along the base 10 and is closer to the outer circumferential surface of the base 10 relative to the first connecting structure 11. The anti-collision sleeve 20 has a limiting groove 21. A portion of the reinforcing rib 12 is located within the limiting groove 21, and a first portion of the anti-collision body 30 serves as the groove wall of the limiting groove 21 and abuts against the reinforcing rib 12. In this embodiment, the base 10 is equipped with a reinforcing rib 12 that extends in the first direction and is distributed circumferentially along the base 10. Its position is closer to the outer circumferential surface of the base 10 relative to the first connecting structure 11. The anti-collision sleeve 20 integrates the limiting groove 21, and the design allows a portion of the reinforcing rib 12 to be embedded within the limiting groove 21. The first portion of the anti-collision body 30 serves as the groove wall of the limiting groove 21, directly contacting the reinforcing rib 12 and forming a limiting effect. This design achieves a stable assembly positioning. When the vehicle shakes during operation, the anti-collision sleeve 20 effectively absorbs and disperses impact energy. Through its tight fit with the reinforcing rib 12, it significantly reduces the relative vibration between the core and the housing, reduces direct collisions between metal parts, and thus greatly reduces collision noise. Simultaneously, it prevents the generation of metal debris, protects the internal moving parts of the compressor from damage, and improves overall operational stability and service life. Obviously, in other embodiments not shown in the figure, the structure of the reinforcing rib 12 and the limiting groove 21 can also be adjusted accordingly to adapt to different compressor models and vehicle environments, ensuring the wide applicability and high efficiency of the anti-collision structure.

[0035] In some alternative embodiments, please refer to Figure 4The anti-collision body 30 includes a first anti-collision segment 31, a second anti-collision segment 32, and a third anti-collision segment 33. The first anti-collision segment 31 abuts against the reinforcing rib 12; the second anti-collision segment 32 is connected to the first anti-collision segment 31; the second anti-collision segment 32 is connected to the third anti-collision segment 33, and the third anti-collision segment 33 abuts against the reinforcing rib 12. The first anti-collision segment 31 and the third anti-collision segment 33 are located on opposite sides of the reinforcing rib 12. The first anti-collision segment 31, the second anti-collision segment 32, and the third anti-collision segment 33 form a limiting groove 21. A second connecting structure 40 is connected to the second anti-collision segment 32, and the second connecting structure 40 is spaced apart from both the first anti-collision segment 31 and the third anti-collision segment 33. The third anti-collision segment 33 serves as the first part of the anti-collision body 30. In this embodiment, the anti-collision body 30 includes the first anti-collision segment 31, the second anti-collision segment 32, and the third anti-collision segment 33. The first anti-collision section 31 abuts against the reinforcing rib 12, and the third anti-collision section 33 also abuts against the reinforcing rib 12. Both sections are located on opposite sides of the reinforcing rib 12, forming a symmetrical distribution to effectively limit the vibration amplitude of the base 10 within the housing. The first anti-collision section 31, the second anti-collision section 32, and the third anti-collision section 33 form a limiting groove 21. The second anti-collision section 32 connects to the first anti-collision section 31 and the third anti-collision section 33, but is spaced apart from the second connecting structure 40. The third anti-collision section 33, as the first part of the anti-collision body 30, works together with the first anti-collision section 31, and through cooperation with the reinforcing rib 12, effectively constrains the vibration of the mechanism. This design allows the anti-collision structure to absorb impact energy through elastic deformation during vehicle operation, reducing the generation of metal debris, thereby significantly reducing collision noise and effectively preventing debris from entering moving parts, avoiding jamming failures, and ultimately improving the compressor's lifespan and operational reliability. In other embodiments, the shape and connection method of the anti-collision body 30 can be adjusted according to specific needs to achieve similar effects.

[0036] For some alternative implementation sets, please refer to Figure 4 and Figure 5 The second anti-collision section 32 has a mounting surface 323, which serves as the bottom surface of the limiting groove 21. The reinforcing rib 12 is fitted with at least a portion of the mounting surface 323.

[0037] For details, please refer to Figure 4 and Figure 5 The first anti-collision section 31 is located inside the reinforcing rib 12, the third anti-collision section 33 is located outside the reinforcing rib 12, and the second anti-collision section 32 is located on the side of the reinforcing rib 12 away from the base 10, that is, the second anti-collision section 32 is located above the reinforcing rib 12, so as to protect the base 10 in multiple directions.

[0038] In some alternative embodiments, the base 10 is a cylinder seat.

[0039] In some alternative embodiments, please refer to Figure 2 The height of the third anti-collision section 33 is greater than the height of the reinforcing rib 12. Designing the height of the third anti-collision section 33 to be greater than the height of the reinforcing rib 12 helps to extend the protection range of the third anti-collision section 33. This allows the third anti-collision section 33 to not only protect the reinforcing rib 12, but also partially fit against the outer peripheral surface of the base 10, so that the third anti-collision section 33 can protect the base 10.

[0040] In some alternative embodiments, please refer to Figure 2 The height of the first anti-collision section 31 is less than or equal to the height of the reinforcing rib 12. This setting can avoid the interference fit between the first anti-collision section 31 and the base 10, and can avoid the risk of the anti-collision sleeve 20 and the reinforcing rib 12 detaching due to the force applied by the base 10 to the first anti-collision section 31. This setting can ensure that the sleeve 20 can move with the reinforcing rib 12 within the fitting range between the anti-collision sleeve 20 and the reinforcing rib 12, effectively reducing the risk of the two detaching. At the same time, this setting is conducive to the fit between the reinforcing rib 12 and the limiting groove 21, reducing the gap between the two.

[0041] In this embodiment, the height of the third anti-collision section 33 is designed to exceed the height of the reinforcing rib 12, while the height of the first anti-collision section 31 is set to be no higher than the height of the reinforcing rib 12. This height difference design allows the anti-collision structure to form a closer contact with the reinforcing rib 12 at the tail of the cylinder seat during assembly, thereby improving the positioning accuracy and stability of the anti-collision structure.

[0042] In some alternative embodiments, the first anti-collision section 31 includes at least one or more sub-anti-collision sections. When there are multiple sub-anti-collision sections, they are spaced apart along the extending direction of the reinforcing rib 12. In this embodiment, the first anti-collision section 31 includes at least one or more sub-anti-collision sections, and when multiple sub-anti-collision sections exist, they are spaced apart along the extending direction of the reinforcing rib 12. This design not only enhances the overall stability of the anti-collision structure but also more effectively disperses impact force through a distributed collision absorption mechanism, reducing the risk of single-point impact. The spaced layout between the sub-anti-collision sections allows the elastic material to undergo local deformation when impacted. This deformation helps to further attenuate vibration energy, thereby reducing hard contact between the core and the housing and avoiding the resulting metal debris and collision noise. At the same time, the multi-segmented first anti-collision section 31 provides more contact points during assembly, enhancing the fit with the reinforcing rib 12 and ensuring reliable fixation of the anti-collision structure under various operating conditions, thus improving the operational stability and service life of the entire vehicle refrigerator compressor. Of course, in this embodiment, the specific number and layout of the sub-anti-collision sections of the first anti-collision section 31 can be adjusted and optimized according to the actual size and vibration characteristics of the compressor to achieve the best anti-collision and noise reduction effect. In other embodiments not shown in the figure, more complex or simpler sub-anti-collision section configurations can be explored, and even the shape and size of the sub-anti-collision sections can be changed to adapt to different application scenarios and installation space requirements. Through such improvements, the adaptability and efficiency of the anti-collision structure can be further improved, ensuring the high performance and long lifespan of the compressor in the vehicle environment.

[0043] In some alternative embodiments, please refer to Figure 4The first anti-collision section 31 includes a first sub-anti-collision section 311 and a second sub-anti-collision section 312. One end of the first sub-anti-collision section 311 is connected to the second anti-collision section 32. One end of the second sub-anti-collision section 312 is connected to the second anti-collision section 32. Both the first sub-anti-collision section 311 and the second sub-anti-collision section 312 abut against the reinforcing rib 12, and the first sub-anti-collision section 311 and the second sub-anti-collision section 312 are spaced apart. The third anti-collision section 33 is an arc-shaped section. Along the extension direction of the arc-shaped section, the third anti-collision section 33 has a first end 331 and a second end 332. The first end 331 and the second end 332 are located on both sides of the central axis of the arc-shaped section, and the first sub-anti-collision section 311 and the second sub-anti-collision section 312 are located on both sides of the central axis of the arc-shaped section. In this embodiment, the first anti-collision section 31 is further subdivided into a first sub-anti-collision section 311 and a second sub-anti-collision section 312, both ends of which are connected to the second anti-collision section 32 and both are in contact with the reinforcing rib 12, distributed at intervals to enhance the stability of the structure. The third anti-collision section 33 is designed as an arc-shaped section, with a first end 331 and a second end 332, which are distributed on both sides of the central axis of the arc-shaped section. The first sub-anti-collision section 311 and the second sub-anti-collision section 312 are also located on both sides of the central axis, forming a balanced support layout. This technical solution, through the distribution of multiple anti-collision sections and customized structural design, can effectively absorb and disperse impact forces from different directions, reduce metal collisions caused by vibration of the compressor during vehicle operation, thereby reducing noise and avoiding the generation of metal dust, protecting the internal moving parts of the compressor from damage, and improving overall reliability and service life. Meanwhile, the curved section increases the flexibility of the contact surface with the housing, allowing the anti-collision structure to better buffer impacts through its elastic deformation. This further reduces the rigid contact between the compressor core and the housing, ensuring stable operation and quiet operation of the compressor under complex driving conditions. In other embodiments not shown, the shape and position of the first sub-anti-collision section 311 and the second sub-anti-collision section 312, as well as the curvature of the third anti-collision section 33, can be adjusted according to the specific design of the compressor and the actual driving conditions of the vehicle to achieve the best anti-collision limiting effect.

[0044] In some alternative embodiments, please refer to Figure 1 and Figure 2The second anti-collision section 32 has a raised portion 321 that extends away from the second connecting structure 40. The surface of the raised portion 321 away from the second connecting structure 40 serves as the second anti-collision surface 322. In this embodiment, the second anti-collision section 32 is designed with a raised portion 321 that extends away from the second connecting structure 40, and the surface of the raised portion 321 away from the second connecting structure 40 constitutes the second anti-collision surface 322. The introduction of this structure enhances the impact resistance of the anti-collision structure in a specific direction. When the compressor encounters bumps or vibrations during vehicle travel, the raised portion 321 can first contact the housing and absorb part of the impact energy through its own deformation, effectively buffering the vibration of the compressor core and preventing large noise and potential damage to the compressor core caused by direct metal-to-metal collision. After the raised portion 321 deforms to its limit, the unraised portion of the second anti-collision section 32 can still provide continuous protection, avoiding hard contact between the compressor core and the housing, thereby maintaining the stable operation of the compressor under complex driving conditions and extending its service life. Furthermore, the raised portion 321 optimizes the spatial layout of the anti-collision structure, improves the integration of the entire compressor system, and facilitates the miniaturization and lightweight design of the compressor. In other embodiments not shown, the shape and arrangement of the raised portion 321 can be adjusted according to specific application scenarios and the vibration characteristics of the compressor to achieve better anti-collision effects. The design of the second anti-collision section 32 and its raised portion 321 reflects meticulous attention to detail, achieving the goal of maximizing the operational stability of the compressor within a limited space.

[0045] In some alternative embodiments, please refer to Figure 4 and Figure 5 The second anti-collision section 32 has a limiting recess 34 on the side opposite to the raised portion 321, and the second connecting structure 40 is located within the limiting recess 34. By providing the limiting recess 34 on the second anti-collision section 32, the deformation performance of the second anti-collision section 32 can be prevented from being reduced due to local over-extension, thus ensuring that the second anti-collision section 32 has good deformation capacity, which is beneficial for dispersing and absorbing the impact force from external structural components on the second anti-collision section 32.

[0046] In some alternative embodiments, the limiting recess 34 cooperates with the boss 14. When the anti-collision sleeve 20 is fitted on the base 10, the boss 14 extends into the limiting recess 34 and cooperates with the side wall of the limiting recess 34, which further enhances the tightness of the connection between the first connecting structure 11 and the second connecting structure 40 and effectively reduces the risk of separation between the first connecting structure 11 and the second connecting structure 40.

[0047] In some alternative embodiments, please refer to Figure 2 and Figure 3The base 10 has multiple corners 13, at least one of which is provided with a reinforcing rib 12. The outer wall of the reinforcing rib 12 is flush with the outer peripheral surface of the corner 13. The number of corners 13 with reinforcing ribs 12 is the same as the number of anti-collision sleeves 20. Multiple corners 13 of the base 10 are provided with matching reinforcing ribs 12, and the outer wall of the reinforcing rib 12 is flush with the outer peripheral surface of the corner 13, forming a consistent profile. In this design, the number of corners 13 with reinforcing ribs 12 is equal to the number of anti-collision sleeves 20, ensuring precise alignment and secure connection between the cylinder seat and the anti-collision sleeve 20, thereby achieving effective limiting protection for the compressor core. During vehicle operation, when vibrations and impacts occur, the anti-collision sleeve 20, made of high-polymer elastic material, completely encloses the cylinder seat. Its first anti-collision surface 50 and second anti-collision surface 322 can form a dynamic buffer with the compressor housing, effectively limiting the sway amplitude of the core and reducing the possibility of direct collision between metal parts, thus significantly reducing impact noise. Furthermore, through the synergistic effect of the reinforcing rib 12 and the anti-collision sleeve 20, even under extreme operating conditions, the stability of the compressor core position can be ensured, preventing metal debris generated by collisions from entering the moving parts inside the compressor, thus preventing the core from jamming and ensuring the long-term stable operation and service life of the compressor. This customized anti-collision sleeve 20 structure based on the geometry of the cylinder seat tail not only simplifies the installation process and improves assembly efficiency, but also achieves significant noise suppression while ensuring the cleanliness of the compressor's internal environment and reducing wear.

[0048] In some alternative embodiments, one of the first connecting structure 11 and the second connecting structure 40 is a connecting hole, and the other of the first connecting structure 11 and the second connecting structure 40 is a connecting post. The first connecting structure 11 and the second connecting structure 40 form complementary connecting holes and connecting posts, with one serving as a connecting hole and the other as a connecting post. This structural design ensures a stable connection between the anti-collision limiting structure and the tail of the cylinder seat.

[0049] In some alternative embodiments, please refer to Figure 2The base 10 has a boss 14, on which the first connecting structure 11 is disposed. The boss 14 on the base 10 provides additional support points, and the first connecting structure 11 is disposed on it, enhancing the vibration resistance and stability of the entire system during vehicle operation. This connection method not only achieves precise positioning of the anti-collision structure and the compressor core, but also ensures effective absorption and dispersion of impact forces even under extreme conditions, preventing direct collisions between metal parts, reducing the generation of metal debris, and thus reducing the risk of internal wear or jamming of the compressor caused by debris, improving the operating efficiency and service life of the vehicle refrigerator compressor. Furthermore, this design has the advantage of simple assembly; precise assembly can be completed without complex adjustments or additional fasteners, ensuring the reliability and efficiency of the compressor in various working environments. In other embodiments not shown, the form of the connecting structure can also be flexibly adjusted according to specific application scenarios, such as using connecting holes or connecting posts of different shapes, or optimizing the connection effect by changing the position and size of the boss. These variant designs can also achieve effective anti-collision limiting between the core and the housing, while ensuring structural compactness and ease of installation.

[0050] This application provides a compressor for a vehicle-mounted refrigerator, including the aforementioned compressor anti-collision structure. The compressor anti-collision structure comprises a compressor anti-collision sleeve 20 and a base 10. The combined application of the base 10 and the anti-collision sleeve 20 not only improves the anti-collision performance of the compressor core but also optimizes the overall operational stability of the vehicle-mounted refrigerator. The anti-collision sleeve 20 is connected to the base 10 via a first connecting structure 11 and a second connecting structure 40, effectively ensuring the tightness of the connection between the anti-collision sleeve 20 and the base 10, guaranteeing the anti-collision effect of the anti-collision sleeve 20, effectively preventing significant shaking of the core during vehicle operation, and reducing the probability and intensity of collisions between the core and the casing. The anti-collision sleeve 20, made of a high-polymer elastic material, possesses excellent durability and resilience, maintaining its anti-collision effect even under repeated collisions and vibrations, ensuring stable operation of the compressor over a long period. Therefore, this compressor can significantly reduce operating noise while ensuring efficient cooling, improving the user's riding experience, reducing maintenance frequency and costs, and extending the service life of the vehicle-mounted refrigerator, demonstrating the practicality and advanced nature of the design.

[0051] Obviously, the embodiments described above are merely some, not all, embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort should fall within the scope of protection of the present invention.

[0052] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0053] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0054] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A compressor anti-collision structure, characterized by, Comprise: a base (10) having at least one first connecting structure (11); at least one anti-collision sleeve (20) comprising an anti-collision body (30) and a second connecting structure (40) connected with the anti-collision body (30), the second connecting structure (40) is connected with the first connecting structure (11), a first part of the anti-collision body (30) surrounds and is spaced apart from the second connecting structure (40), the first part of the anti-collision body (30) is located outside the outer circumferential surface of the base (10), and the first part of the anti-collision body (30) is away from the side surface of the base (10) as a first anti-collision surface (50).

2. The anti-collision structure of the compressor according to claim 1, wherein the base (10) has a reinforcing rib (12) extending in a first direction, the reinforcing rib (12) extends along the circumference of the base (10), and the reinforcing rib (12) is close to the outer circumferential surface of the base (10) relative to the first connecting structure (11); the anti-collision sleeve (20) has a limiting groove (21), a part of the reinforcing rib (12) is located in the limiting groove (21), and the first part of the anti-collision body (30) as the groove wall of the limiting groove (21) abuts against the reinforcing rib (12).

3. The compressor anti-collision structure of claim 2, wherein The anti-collision body (30) comprises: a first anti-collision section (31) abutting against the reinforcing rib (12); a second anti-collision section (32) connected with the first anti-collision section (31); a third anti-collision section (33) connected with the second anti-collision section (32), and the third anti-collision section (33) abuts against the reinforcing rib (12), the first anti-collision section (31) and the third anti-collision section (33) are located on opposite sides of the reinforcing rib (12), the first anti-collision section (31), the second anti-collision section (32) and the third anti-collision section (33) enclose the limiting groove (21), the second connecting structure (40) is connected with the second anti-collision section (32), and the second connecting structure (40) is spaced apart from the first anti-collision section (31) and the third anti-collision section (33), and the third anti-collision section (33) is the first part of the anti-collision body (30).

4. The compressor anti-collision structure of claim 3, wherein The height of the third anti-collision section (33) is greater than the height of the reinforcing rib (12), and the height of the first anti-collision section (31) is less than or equal to the height of the reinforcing rib (12).

5. The compressor anti-collision structure of claim 3, wherein The first anti-collision section (31) comprises at least one or more sub-anti-collision sections, when the sub-anti-collision sections are multiple, the multiple sub-anti-collision sections are spaced apart along the extension direction of the reinforcing rib (12).

6. The compressor anti-collision structure of claim 3, wherein The first anti-collision section (31) comprises: a first sub-anti-collision section (311) having one end connected with the second anti-collision section (32); A second sub-collision prevention section (312) is connected to the second collision prevention section (32) at one end, and the first sub-collision prevention section (311) and the second sub-collision prevention section (312) are both in abutment with the reinforcing rib (12), and the first sub-collision prevention section (311) and the second sub-collision prevention section (312) are arranged at intervals. The third collision prevention section (33) is an arc-shaped section, and the third collision prevention section (33) has a first end (331) and a second end (332) along the extension direction of the arc-shaped section, the first end (331) and the second end (332) are respectively located on both sides of the central axis of the arc-shaped section, and the first sub-collision prevention section (311) and the second sub-collision prevention section (312) are respectively located on both sides of the central axis of the arc-shaped section.

7. The anti-collision structure of a compressor according to claim 3, wherein The second collision prevention section (32) has a raised portion (321) raised away from the second connecting structure (40), and a side surface of the raised portion (321) away from the second connecting structure (40) serves as a second collision prevention surface (322).

8. The compressor anti-collision structure of claim 7, wherein The side of the second collision prevention section (32) away from the raised portion (321) has a limiting recess (34), and the second connecting structure (40) is located in the limiting recess (34).

9. The compressor anti-collision structure according to any one of claims 2 to 8, characterized in that, The base (10) has a plurality of corner portions (13), at least one of the corner portions (13) is provided with the reinforcing rib (12), and the outer side wall of the reinforcing rib (12) is flush with the outer peripheral surface of the corner portion (13), and the number of the corner portions (13) provided with the reinforcing rib (12) is the same as the number of the anti-collision sleeves (20).

10. The anti-collision structure of the compressor according to any one of claims 1 to 8, characterized in that, one of the first connecting structure (11) and the second connecting structure (40) is a connecting hole, and the other of the first connecting structure (11) and the second connecting structure (40) is a connecting column; and / or The base (10) has a boss (14), and the first connecting structure (11) is arranged on the boss (14).

11. A compressor for a vehicle refrigerator, characterized by comprising: The compressor anti-collision structure according to any one of claims 1 to 10.

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