Horizontal rotary compressor for vehicle, air conditioning system and vehicle

Abstract

The invention discloses a horizontal rotary compressor for a vehicle, an air conditioning system and the vehicle, a compressor pump body comprises a bearing assembly, an air cylinder assembly and a crankshaft, a first lubricating path is arranged between a first matching part and a main bearing, and a second lubricating path is arranged between a second matching part and an auxiliary bearing; the first lubricating path is communicated with the third lubricating path and the side, away from the auxiliary bearing, of the main bearing and comprises a first oil groove and a second oil groove, and the second lubricating path is communicated with the third lubricating path and the side, away from the main bearing, of the auxiliary bearing and comprises a third oil groove and a fourth oil groove. The second lubricating path has a communicating state in which the third oil groove communicates with the fourth oil groove and a separating state in which the third oil groove is separated from the fourth oil groove; when the first lubricating path is in the communicating state, the second lubricating path is in the cut-off state, and when the second lubricating path is in the communicating state, the first lubricating path is in the cut-off state. Therefore, the compressor pump body can reduce abrasion of a friction pair and has good sound quality.

Description

Technical Field

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

[0002] As a mechanical device, the core function of a compressor is to provide pressure energy or serve as a power source by compressing gas. During the compression process, the compressor's internal components undergo complex conditions such as high-speed rotation, friction, and high temperature and pressure. These conditions significantly impact the wear and efficiency of compressor components. Therefore, compressors require lubrication to ensure normal operation, extend their service life, and improve efficiency.

[0003] Normally, compressors use pressure difference to achieve lubrication by allowing lubricating oil to flow from high pressure to low pressure. However, in related technologies, when the pressure difference is large, it is difficult to achieve sufficient lubrication of the compressor pump body, resulting in problems such as greater wear and higher noise. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a horizontal rotary compressor for vehicles, which can reduce wear on friction pairs and has good sound quality.

[0005] The present invention also proposes an air conditioning system having the above-mentioned horizontal rotary compressor.

[0006] The present invention also proposes a vehicle having the above-mentioned air conditioning system.

[0007] According to a first aspect of the present invention, a horizontal rotary compressor for a vehicle includes: a housing having an air inlet and an air outlet formed thereon, and an oil sump inside the housing; a compressor pump body disposed in the housing and including a bearing assembly, a cylinder assembly, and a crankshaft, the bearing assembly including a main bearing and a secondary bearing arranged axially, the cylinder assembly being sandwiched between the main bearing and the secondary bearing and including a plurality of cylinders, the plurality of cylinders including a first cylinder and a second cylinder, the crankshaft having a plurality of eccentric portions, a first mating portion, and a second mating portion, the plurality of eccentric portions including a first cylinder and a second cylinder. The compressor pump body has a first eccentric portion and a second eccentric portion located on the second cylinder. The first eccentric portion and the second eccentric portion have a phase difference. The first mating portion pivotally engages with the main bearing, and a first lubrication path is provided between the first mating portion and the main bearing. The second mating portion pivotally engages with the auxiliary bearing, and a second lubrication path is provided between the second mating portion and the auxiliary bearing. The compressor pump body forms a third lubrication path. The third lubrication path penetrates the outer peripheral wall of the compressor pump body and is adapted to communicate with an oil sump. The first lubrication path connects the third lubrication path and the side of the main bearing away from the auxiliary bearing, and includes a first oil groove and a second oil groove. The first oil groove and the second oil groove extend axially, and each first oil groove has a second oil groove arranged circumferentially spaced and axially offset on both sides of its axial direction, so that the first oil groove can switch to communicate with the second oil grooves on both sides of its axial direction. The first lubrication path has a connected state in which the first oil groove and the second oil groove are connected, and a disconnected state in which the first oil groove and the second oil groove are separated. The second lubrication path connects the third lubrication path and the side of the auxiliary bearing away from the main bearing, and includes a third oil groove and a second oil groove. The first lubrication path has four oil grooves, with the third and fourth oil grooves extending axially. Each third oil groove has a fourth oil groove on both sides of its axial direction that is circumferentially spaced and staggered axially, so that the third oil groove can be switched to communicate with the fourth oil grooves on both sides of its axial direction. The second lubrication path has a connected state where the third oil groove is connected to the fourth oil groove and a disconnected state where the third oil groove is separated from the fourth oil groove. When the first lubrication path is in the connected state, the second lubrication path is in the disconnected state; when the second lubrication path is in the connected state, the first lubrication path is in the disconnected state.

[0008] According to an embodiment of the present invention, the compressor pump body, by setting a first lubrication path and a second lubrication path, and switching between a connected state and an isolated state within one rotation cycle of the crankshaft, can achieve intermittent oil supply from both the first and second lubrication paths. This increases the contact time between the friction pair and the oil between the crankshaft and the bearing assembly, facilitating sufficient lubrication of the friction pair, the main bearing, and the secondary bearing. This reduces wear on the crankshaft and bearing assembly, improves the reliability of the crankshaft and bearing assembly fit, and prevents the crankshaft and bearing assembly from generating significant additional abnormal noise. This is beneficial for improving the sound quality and energy efficiency of the compressor pump body.

[0009] In some embodiments, the first oil groove is formed on the outer peripheral wall of the first mating part, the second oil groove is formed on the inner peripheral wall of the main bearing, the first oil groove extends linearly or spirally along the axial direction, and the second oil groove extends linearly along the axial direction; and / or, the third oil groove is formed on the outer peripheral wall of the second mating part, the fourth oil groove is formed on the inner peripheral wall of the secondary bearing, the third oil groove extends linearly or spirally along the axial direction, and the fourth oil groove extends linearly along the axial direction.

[0010] In some embodiments, a first oil reservoir communicating with the first lubrication path is formed on the inner peripheral wall of the main bearing, a second oil reservoir communicating with the second lubrication path is formed on the inner peripheral wall of the auxiliary bearing, and a third lubrication path is formed on the main bearing or the auxiliary bearing and communicates with the first oil reservoir or the second oil reservoir.

[0011] In some embodiments, the phase difference between the first eccentric portion and the second eccentric portion is 180°.

[0012] In some embodiments, the first oil groove and the third oil groove are each one and both are formed on the crankshaft, and the first oil groove and the third oil groove are 180° apart in the circumferential direction of the crankshaft.

[0013] In some embodiments, there are two second oil grooves and two fourth oil grooves, which are arranged opposite each other along the axial direction.

[0014] In some embodiments, each cylinder is provided with a roller and a slide, the roller and the slide cooperate to divide the cylinder space into an intake chamber and an exhaust chamber. The compressor pump body is configured such that when the roller rotation angle α of the first cylinder is within a preset range, the first lubrication path switches to a connected state; when the roller rotation angle α of the second cylinder is within the preset range, the second lubrication path switches to a connected state. On the cross-section of the cylinder assembly, with the orthographic projection of the crankshaft's rotation axis as the center, the central angle between the orthographic projection of the contact position between the roller in the cylinder and the inner peripheral wall of the cylinder and the orthographic projection of the slide on the cylinder, corresponding to the exhaust chamber side, is the roller rotation angle α. The preset range is 120° to 150°.

[0015] In some embodiments, the inner wall of the housing is provided with a first mounting ring and a second mounting ring. The end of the crankshaft away from the secondary bearing is pivotally fitted to the first mounting ring, and the end of the secondary bearing away from the main bearing is fitted to the second mounting ring. The horizontal rotary compressor further includes: a bracket, which is disposed in the housing and divides the internal space of the housing into a low-pressure chamber and a high-pressure chamber. The air inlet and the first lubrication path are respectively connected to the low-pressure chamber, and the exhaust port and the second lubrication path are respectively connected to the high-pressure chamber. The high-pressure chamber has the oil sump. A motor is disposed in the low-pressure chamber, and the crankshaft passes through the bracket and extends into the low-pressure chamber to be connected to the motor.

[0016] In some embodiments, the refrigerant used in the horizontal rotary compressor is carbon dioxide.

[0017] An air conditioning system according to a second aspect of the present invention includes a horizontal rotary compressor for a vehicle according to the first aspect of the present invention described above.

[0018] A vehicle according to a third aspect of the present invention includes a horizontal rotary compressor for a vehicle according to the first aspect of the present invention or an air conditioning system according to the second aspect of the present invention.

[0019] 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

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a schematic diagram of a compressor pump body according to an embodiment of the present invention. The hollow arrow in the diagram indicates the crankshaft rotation direction, and the solid arrow indicates the lubricating oil flow direction.

[0022] Figure 2 yes Figure 1 A schematic diagram of the main bearing shown;

[0023] Figure 3 yes Figure 1 A schematic diagram of the secondary bearing shown;

[0024] Figure 4 yes Figure 1 A schematic diagram of the crankshaft shown;

[0025] Figure 5 yes Figure 4 The diagram shows the first and third oil grooves, with the hollow arrows indicating the crankshaft rotation direction.

[0026] Figures 6(a)-6(d) yes Figure 1 The diagram shows the connection and disconnection of the first and second lubrication paths during one rotation cycle of the crankshaft in the deployed state of the main bearing and the auxiliary bearing.

[0027] Figures 7(a)-7(d) This is a schematic diagram showing the on / off state of the main bearing and the auxiliary bearing in the unfolded state during one rotation cycle of the crankshaft, according to another embodiment of the present invention;

[0028] Figure 8 This is a schematic diagram of a horizontal rotary compressor according to an embodiment of the present invention, wherein the solid arrow in the diagram indicates the direction of lubricating oil flow;

[0029] Figure 9 This is a radial force diagram showing the force exerted by the oil film on the crankshaft and rollers during one rotation cycle when the second oil groove on the main bearing extends in a straight line along the axial direction and in a direction inclined to the axial direction. The radial force in the diagram is negative, representing the direction of the force.

[0030] Figure 10 This is a cross-sectional schematic diagram of a cylinder assembly according to an embodiment of the present invention, where the hollow arrow indicates the refrigerant flow direction and the solid arrow indicates the roller rotation direction;

[0031] Figure 11 This is a schematic diagram of a vehicle according to an embodiment of the present invention.

[0032] Figure label:

[0033] Vehicle 300, Air conditioning system 200, Horizontal rotary compressor 100

[0034] Compressor pump body 1, bearing assembly 11, main bearing 111, first oil reservoir 1111, auxiliary bearing 112, second oil reservoir 1121, cylinder assembly 12, cylinder 121, first cylinder 121a, second cylinder 121b, intake chamber 121c, exhaust chamber 121d, intake port 121e, partition plate 122, piston 123, sliding vane 124, elastic element 125, roller 126, crankshaft 13, eccentric part 131, first eccentric part 131a, second eccentric part 131b, first... Part 132, second part 133, first lubrication path 14, first oil groove 141, second oil groove 142, second lubrication path 15, third oil groove 151, fourth oil groove 152, third lubrication path 16, muffler 17, housing 2, air inlet 2a, exhaust port 2b, low-pressure chamber 2c, high-pressure chamber 2d, oil sump 2e, low-pressure shell 21, high-pressure shell 22, first mounting ring 23, second mounting ring 24, fastener 25, bracket 3, motor 4, stator 41, rotor 42, bearing 5. Detailed Implementation

[0035] 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.

[0036] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0037] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0038] Hereinafter, with reference to the accompanying drawings, a horizontal rotary compressor 100 for a vehicle 300 according to an embodiment of the present invention will be described. The horizontal rotary compressor 100 includes a compressor pump body 1.

[0039] like Figure 1As shown, the compressor pump body 1 includes a bearing assembly 11 and a cylinder assembly 12. The bearing assembly 11 includes a main bearing 111 and a secondary bearing 112 arranged axially. The cylinder assembly 12 is sandwiched between the main bearing 111 and the secondary bearing 112, and the cylinder assembly 12 includes a plurality of cylinders 121. Each cylinder 121 may have a cylinder chamber for compressing a medium such as a refrigerant.

[0040] The compressor pump body 1 also includes a crankshaft 13, which has multiple eccentric parts 131, a first mating part 132 and a second mating part 133. Each eccentric part 131 is provided in a corresponding cylinder 121 and can be used to drive the piston 123 in the cylinder 121 to rotate.

[0041] The plurality of cylinders 121 include a first cylinder 121a and a second cylinder 121b, and the plurality of eccentric parts 131 include a first eccentric part 131a and a second eccentric part 131b. The first eccentric part 131a is disposed in the first cylinder 121a, and the second eccentric part 131b is disposed in the second cylinder 121b. The first eccentric part 131a and the second eccentric part 131b have a phase difference, which means that the operation of the first cylinder 121a and the second cylinder 121b has a phase difference. This allows the first cylinder 121a and the second cylinder 121b to reach their peak load at different times. The operation of the first cylinder 121a and the second cylinder 121b is not completely synchronized, and the noise and vibration generated by the first cylinder 121a and the second cylinder 121b can partially cancel each other out, reducing the overall noise and vibration level. It also disperses the load on the compressor pump body 1, reduces torque fluctuations, and makes the load torque change of the compressor pump body 1 more gradual, which is beneficial to improving operational stability. Moreover, the compression process of the first cylinder 121a and the second cylinder 121b can have a certain degree of misalignment, which makes it possible to perform effective compression for a longer period of time, such as at any time within that period, which is beneficial to improving compression efficiency. Optionally, the size of the phase difference can be set according to actual needs, for example, the phase difference can be in the range of 120° to 240°, but is not limited to this.

[0042] The first mating part 132 is pivotally fitted with the main bearing 111, and a first lubrication path 14 is provided between the first mating part 132 and the main bearing 111. For example, the lubricating oil flowing into the first lubrication path 14 can form an oil film between the first mating part 132 and the main bearing 111. Under the drive of the crankshaft 13, it can be transported to various parts of the friction pair between the first mating part 132 and the main bearing 111. There is a certain gap between the first mating part 132 and the main bearing 111 to lubricate the outer peripheral wall of the first mating part 132 and the inner peripheral wall of the main bearing 111, so as to reduce the friction between the first mating part 132 and the main bearing 111, further reduce the wear of the first mating part 132 and the main bearing 111, and help to reduce the temperature of the first mating part 132 and the main bearing 111, so as to further improve the fit reliability of the crankshaft 13 and the main bearing 111.

[0043] The second mating part 133 is pivotally fitted with the auxiliary bearing 112, and a second lubrication path 15 is provided between the second mating part 133 and the auxiliary bearing 112. For example, the lubricating oil flowing into the second lubrication path 15 can form an oil film between the second mating part 133 and the auxiliary bearing 112. Under the drive of the crankshaft 13, it can be transported to various parts of the friction pair between the second mating part 133 and the auxiliary bearing 112. There is a certain gap between the second mating part 133 and the auxiliary bearing 112 to lubricate the outer peripheral wall of the second mating part 133 and the inner peripheral wall of the auxiliary bearing 112, so as to reduce the friction between the second mating part 133 and the auxiliary bearing 112, further reduce the wear of the second mating part 133 and the auxiliary bearing 112, and help reduce the temperature of the second mating part 133 and the auxiliary bearing 112, so as to further improve the fit reliability of the crankshaft 13 and the auxiliary bearing 112.

[0044] like Figure 1 As shown, the compressor pump body 1 has a third lubrication path 16, which penetrates the outer peripheral wall of the compressor pump body 1 and is adapted to communicate with the oil sump 2e. The oil in the oil sump 2e can flow to the third lubrication path 16. The first lubrication path 14 connects the third lubrication path 16 and the side of the main bearing 111 away from the auxiliary bearing 112. The second lubrication path 15 connects the third lubrication path 16 and the side of the auxiliary bearing 112 away from the main bearing 111. Thus, part of the oil in the third lubrication path 16 flows to the first lubrication path 14 and part flows to the second lubrication path 15, so as to meet the lubrication needs of the main bearing 111 and the auxiliary bearing 112 respectively. Moreover, the oil flowing out from the first lubrication path 14 and the oil flowing out from the second lubrication path 15 can participate again in the internal oil circulation of the compressor, so as to make full use of the oil and avoid waste.

[0045] like Figure 1 , Figure 2 and Figure 4As shown, the first lubrication path 14 includes a first oil groove 141 and a second oil groove 142. The first oil groove 141 and the second oil groove 142 extend axially, respectively. Each first oil groove 141 has a second oil groove 142 arranged circumferentially spaced and axially staggered on both sides of its axial direction, so that the first oil groove 141 can switch to communicate with the second oil grooves 142 on both sides of its axial direction. The first lubrication path 14 has a connected state in which the first oil groove 141 and the second oil groove 142 are connected, and an isolated state in which the first oil groove 141 and the second oil groove 142 are separated.

[0046] It is understood that one of the first oil groove 141 and the second oil groove 142 is formed on the first mating part 132, and the other is formed on the main bearing 111. The adjacent second oil grooves 142 are not directly connected (for example, there is no intersection between the adjacent second oil grooves 142), but the crankshaft 13 needs to rotate to achieve connection through the first oil groove 141. For example, for the two second oil grooves 142 on both sides of the first oil groove 141, in the axial direction, one of the second oil grooves 142 extends beyond the axial end of the first oil groove 141, and the other second oil groove 142 extends beyond the axial end of the first oil groove 141. The two second oil grooves 142 are circumferentially spaced apart, and the two second oil grooves 142 are axially misaligned. Then the two second oil grooves 142 are axially spaced apart, or one axial end of each of the two second oil grooves 142 is located between the two axial ends of the other.

[0047] Therefore, the first oil groove 141 and the second oil grooves 142 on both sides of its axial direction can be intermittently connected as the crankshaft 13 rotates. Within one rotation cycle of the crankshaft 13, the first oil groove 141 and the two second oil grooves 142 on both sides of its axial direction switch between connected and disconnected states, thus the first lubrication path 14 switches between connected and disconnected states. For example, within the same rotation cycle of the crankshaft 13: if the crankshaft 13 rotates to a certain angular position / range, one axial end of the first oil groove 141 is connected to the second oil groove 142 on one side of its axial direction, and the other axial end of the first oil groove 141 is disconnected from the second oil groove 142 on the other side of its axial direction. (i.e., not connected). At this time, the first lubrication path 14 switches to the connected state. If the crankshaft 13 continues to rotate to another angle position / another angle range, the first oil groove 141 and the second oil grooves 142 on both sides of its axial direction are separated. At this time, the first lubrication path 14 switches to the separated state. If the crankshaft 13 continues to rotate to another angle position / another angle range, the first oil groove 141 is separated from the second oil groove 142 on the other side of its axial direction, and the other end of the first oil groove 141 is connected to the second oil groove 142 on the other side of its axial direction. At this time, the first lubrication path 14 switches to the connected state again.

[0048] For example, combined Figure 2 and Figure 4 When there is one first oil groove 141, there are two second oil grooves 142, which are spaced apart both axially and circumferentially. The first oil groove 141 is located between the two second oil grooves 142 in the axial direction. Alternatively, when there are multiple first oil grooves 141, which are spaced apart axially and circumferentially (e.g., the multiple first oil grooves 141 can be spirally spaced along the axial direction), there are multiple second oil grooves 142. Multiple second oil grooves 142 can be alternately arranged along the axial direction, such that each first oil groove 141 has a second oil groove 142 on both sides of the axial direction, and the multiple second oil grooves 142 are spaced apart in the circumferential direction; for example, there are multiple first oil grooves 141, and the two ends of the multiple first oil grooves 141 are flush, and the multiple first oil grooves 141 are spaced apart in the circumferential direction. In this case, the multiple first oil grooves 141 can share two second oil grooves 142, and the two second oil grooves 142 are spaced apart in both the axial and circumferential directions.

[0049] like Figure 1 , Figure 3 and Figure 4 As shown, the second lubrication path 15 includes a third oil groove 151 and a fourth oil groove 152. The third oil groove 151 and the fourth oil groove 152 extend axially, and each third oil groove 151 has a fourth oil groove 152 arranged circumferentially spaced and axially staggered on both sides of its axial direction, so that the third oil groove 151 can switch to communicate with the fourth oil grooves 152 on both sides of its axial direction. The second lubrication path 15 has a connected state in which the third oil groove 151 and the fourth oil groove 152 are connected, and an isolated state in which the third oil groove 151 and the fourth oil groove 152 are separated.

[0050] It is understood that one of the third oil groove 151 and the fourth oil groove 152 is formed on the second mating part 133, and the other is formed on the auxiliary bearing 112. The adjacent fourth oil grooves 152 are not directly connected (for example, there is no intersection between the adjacent fourth oil grooves 152), but the crankshaft 13 needs to rotate to achieve connection through the third oil groove 151. For example, for the two fourth oil grooves 152 on both sides of the third oil groove 151, in the axial direction, one fourth oil groove 152 extends beyond the axial end of the third oil groove 151, and the other fourth oil groove 152 extends beyond the axial end of the third oil groove 151. The two fourth oil grooves 152 are circumferentially spaced apart, and the two fourth oil grooves 152 are axially misaligned. Then the two fourth oil grooves 152 are axially spaced apart, or, one axial end of each of the two fourth oil grooves 152 is located between the two axial ends of the other.

[0051] Therefore, the third oil groove 151 and the fourth oil grooves 152 on both sides of its axial direction can be intermittently connected as the crankshaft 13 rotates. Within one rotation cycle of the crankshaft 13, the third oil groove 151 and the two fourth oil grooves 152 on both sides of its axial direction switch between connected and disconnected states, thus the second lubrication path 15 switches between connected and disconnected states. For example, within the same rotation cycle of the crankshaft 13: if the crankshaft 13 rotates to a certain angular position / range, one axial end of the third oil groove 151 is connected to the fourth oil groove 152 on one side of its axial direction, and the other axial end of the third oil groove 151 is disconnected from the fourth oil groove 152 on the other side of its axial direction. (i.e., not connected), at this time the second lubrication path 15 switches to the connected state. If the crankshaft 13 continues to rotate to another angle position / another angle range, the third oil groove 151 and the fourth oil groove 152 on both sides of its axial direction are disconnected. At this time the second lubrication path 15 switches to the disconnected state. If the crankshaft 13 continues to rotate to another angle position / another angle range, the above-mentioned axial end of the third oil groove 151 is disconnected from the above-mentioned axial side of the fourth oil groove 152, and the above-mentioned axial other end of the third oil groove 151 is connected to the above-mentioned axial other side of the fourth oil groove 152. At this time the second lubrication path 15 switches to the connected state again.

[0052] For example, combined Figure 3 and Figure 4 When there is one third oil groove 151, there are two fourth oil grooves 152, which are spaced apart both axially and circumferentially. The third oil groove 151 is located axially between the two fourth oil grooves 152. Alternatively, when there are multiple third oil grooves 151, which are spaced apart axially and circumferentially (e.g., the multiple third oil grooves 151 can be spirally spaced axially), there are multiple fourth oil grooves 152. Multiple fourth oil grooves 152 can be alternately arranged along the axial direction, such that each third oil groove 151 has a fourth oil groove 152 on both sides of the axial direction, and the multiple fourth oil grooves 152 are spaced apart in the circumferential direction; for example, there are multiple third oil grooves 151, and the two ends of the multiple third oil grooves 151 are flush, and the multiple third oil grooves 151 are spaced apart in the circumferential direction. In this case, the above-mentioned multiple third oil grooves 151 can share two fourth oil grooves 152, and the two fourth oil grooves 152 are spaced apart in both the axial and circumferential directions.

[0053] In related technologies, when the pressure difference is large, it is difficult to achieve sufficient lubrication of the compressor pump body, resulting in greater wear and higher noise. In the above-mentioned solution of this application, by setting a first lubrication path 14 and a second lubrication path 15, and making the first lubrication path 14 and the second lubrication path 15 switch back and forth between a connected state and an isolated state within one rotation cycle of the crankshaft 13, so as to achieve intermittent oil supply from the first lubrication path 14 and the second lubrication path 15 respectively, the contact time between the friction pair and the oil between the crankshaft 13 and the bearing assembly 11 can be increased, which facilitates sufficient lubrication of the friction pair, the main bearing 111 and the auxiliary bearing 112 by the oil. Even when the pressure difference is large, because the first lubrication path 14 and the second lubrication path 15 are connected, the contact time between the friction pair and the oil can be increased, which facilitates sufficient lubrication of the friction pair, the main bearing 111 and the auxiliary bearing 112 by the oil. The design features a separate state, which prevents the lubricating oil in the first lubrication path 14 and the second lubrication path 15 from being sprayed out in a short time under the action of pressure difference. This would prevent the friction pair between the crankshaft 13 and the bearing assembly 11 from forming a relatively stable oil film or from being adequately lubricated. As a result, the lubricating oil can be fully utilized, reducing the wear of the friction pair and improving the reliability of the fit between the crankshaft 13 and the bearing assembly 11. This also prevents the fit between the crankshaft 13 and the bearing assembly 11 from generating significant abnormal noise, improving the sound quality of the compressor pump body 1. At the same time, it can reduce the frictional power consumption between the crankshaft 13 and the bearing assembly 11, which helps to reduce the power of the friction pair between the crankshaft 13 and the bearing assembly 11, thereby improving the energy efficiency of the compressor pump body 1.

[0054] Among them, such as Figures 6(a)-7(d) As shown, when the first lubrication path 14 is in a connected state, the second lubrication path 15 is in a disconnected state; when the second lubrication path 15 is in a connected state, the first lubrication path 14 is in a disconnected state.

[0055] As can be seen, the compressor pump body 1 can have a first state and a second state. In the first state, the first lubrication path 14 is in a connected state and the second lubrication path 15 is in a disconnected state. In the second state, the second lubrication path 15 is in a connected state and the first lubrication path 14 is in a disconnected state. Within one rotation cycle of the crankshaft 13, the compressor pump body 1 switches between the first state and the second state. In other words, at the same time, the first lubrication path 14 and the second lubrication path 15 will not be in a connected state at the same time. Therefore, the first lubrication path 14 and the second lubrication path 15 supply oil at staggered times, which facilitates a good match with the operation of the first cylinder 121a and the second cylinder 121b, which have a phase difference. This allows the oil supply mode and timing of the first lubrication path 14 to better match the operation of the first cylinder 121a, and the oil supply mode and timing of the second lubrication path 15 to better match the operation of the second cylinder 121b, which is beneficial to improving the lubrication effect on the horizontal rotary compressor 100.

[0056] It is understandable that when the first lubrication path 14 is connected, the oil flow rate at the connection point increases instantaneously. The crankshaft will be subjected to the load-bearing force applied by the oil film at the connection point of the first lubrication path 14, and this force will be transmitted to the rollers that cooperate with the first mating part 131a via the first mating part 131a. It is precisely through the eccentric rotation of the rollers that the refrigerant is compressed. The rollers will also be subjected to the force applied by the refrigerant in the cylinder 121a. Therefore, the rollers in the first cylinder 121a are subjected to the force applied by the oil film and the force applied by the refrigerant. Similarly, when the second lubrication path 15 is connected, the oil flow rate at the connection point increases instantaneously. The crankshaft will be subjected to the load-bearing force applied by the oil film at the connection point of the second lubrication path 15, and this force will be transmitted to the rollers that cooperate with the second mating part 131b via the second mating part 131b. It is precisely through the eccentric rotation of the rollers that the refrigerant is compressed. The rollers will also be subjected to the force applied by the refrigerant in the cylinder 121a. Therefore, the rollers in the second cylinder 121b are subjected to the force applied by the oil film and the force applied by the refrigerant. Because there is a phase difference between the first eccentric part 131a and the second eccentric part 131b, the operation of the rollers in the first cylinder 121a and the rollers in the second cylinder 121b also have a phase difference. In this embodiment, the first lubrication path 14 and the second lubrication path 15 are staggered and connected, which allows the oil supply of the horizontal rotary compressor 100 to the main bearing 111 and the auxiliary bearing 112 to achieve a better match with the operation of the rollers in the first cylinder 121a and the second cylinder 121b. For example, it is convenient to make the first lubrication path 14 connected when the rollers in the first cylinder 121a rotate to a certain angle, and the second lubrication path 15 connected when the rollers in the second cylinder 121b rotate to the same angle. That is, the oil supply and rotation angle of each cylinder can be well matched, which is beneficial to improve the force on the rollers and improve the operation stability.

[0057] like Figure 8 As shown, the horizontal rotary compressor 100 also includes a housing 2, on which an inlet 2a and an outlet 2b are formed. An oil sump 2e is located inside the housing 2, and a compressor pump body 1 is disposed within the housing 2. The compressor pump body 1 has an inlet and an outlet, which are respectively connected to the cylinder chamber of the cylinder 121. The inlet is connected to the inlet 2a, and the outlet is connected to the outlet 2b. Refrigerant flows from the inlet 2a into the housing 2, and then flows through the inlet into the cylinder chamber for compression. After compression, the refrigerant is discharged from the compressor pump body 1 through the outlet and from the housing 2 through the outlet 2b. It can be understood that the horizontal rotary compressor 100 can have two, three, or more cylinders 121, and the first cylinder 121a and the second cylinder 121b can be connected in series or in parallel.

[0058] Exemplarily, the compressor pump body 1 may also have a third state, in which both the first lubrication path 14 and the second lubrication path 15 are in an isolated state; within one rotation cycle of the crankshaft 13, the compressor pump body 1 switches between the first state, the second state, and the third state. In the description of this application, "axial" can be understood as the axial direction of the crankshaft 13 (i.e., Figure 1 The direction of extension of the central axis L of the crankshaft 13 shown), the axial direction of the compressor pump body 1, and the "circumferential direction" can be understood as the circumferential direction of the crankshaft 13 (i.e., the direction around the central axis L of the crankshaft 13) and the circumferential direction of the compressor pump body 1.

[0059] It is understandable that if the first oil groove 141 is formed on the outer peripheral wall of the first mating part 132, and the second oil groove 142 is formed on the inner peripheral wall of the main bearing 111, since the first lubrication path 14 connects to the side of the main bearing 111 away from the secondary bearing 112, the second oil groove 142 located at the end of the main bearing 111 away from the secondary bearing 112 can penetrate the end face of the main bearing 111 away from the secondary bearing 112; similarly, if the third oil groove 151 is formed on the outer peripheral wall of the second mating part 133... On the peripheral wall, a fourth oil groove 152 is formed on the inner peripheral wall of the auxiliary bearing 112. Since the second lubrication path 15 connects to the side of the auxiliary bearing 112 away from the main bearing 111, the fourth oil groove 152 located at the end of the auxiliary bearing 112 away from the main bearing 111 can penetrate the end face of the auxiliary bearing 112 away from the main bearing 111, or the fourth oil groove 152 located at the end of the auxiliary bearing 112 away from the main bearing 111 can extend to the end of the corresponding auxiliary bearing 112 that extends into the crankshaft 13.

[0060] Of course, if the first oil groove 141 is formed on the inner peripheral wall of the main bearing 111 and the second oil groove 142 is formed on the outer peripheral wall of the first mating part 132, the outermost second oil groove 142 can extend out of the main bearing 111 to the side away from the secondary bearing 112 in the crankshaft 13 axial direction, thus enabling the first lubrication path 14 to connect to the side of the main bearing 111 away from the secondary bearing 112. Similarly, if the third oil groove 151 is formed on the inner peripheral wall of the secondary bearing 112 and the fourth oil groove 152 is formed on the outer peripheral wall of the second mating part 133, the outermost fourth oil groove 152 can extend out of the secondary bearing 112 to the side away from the main bearing 111 in the crankshaft 13 axial direction, thus enabling the second lubrication path 15 to connect to the side of the secondary bearing 112 away from the main bearing 111. In some embodiments, such as Figure 2 and Figure 4 As shown, a first oil groove 141 is formed on the outer peripheral wall of the first mating part 132, and a second oil groove 142 is formed on the inner peripheral wall of the main bearing 111. The first oil groove 141 extends linearly or spirally along the axial direction, and the second oil groove 142 extends linearly along the axial direction; and / or, as shown... Figure 3 and Figure 4 As shown, the third oil groove 151 is formed on the outer peripheral wall of the second mating part 133, and the fourth oil groove 152 is formed on the inner peripheral wall of the auxiliary bearing 112. The third oil groove 151 extends linearly or spirally along the axial direction, and the fourth oil groove 152 extends linearly along the axial direction. Thus, the lubricating oil flowing into the first lubrication path 14 and the second lubrication path 15 can flow along the path under the drive of the crankshaft 13 rotation, so as to better lubricate the entire friction pair between the crankshaft 13 and the main bearing 111, and the entire friction pair between the crankshaft 13 and the auxiliary bearing 112. At the same time, the first lubrication path 14 and the second lubrication path 15 are easy to process and form.

[0061] Of course, in other embodiments of this application, for the first lubrication path 14, the first oil groove 141 is formed on the inner peripheral wall of the main bearing 111, and the second oil groove 142 is formed on the outer peripheral wall of the first mating part 132; for the second lubrication path 15, the third oil groove 151 is formed on the inner peripheral wall of the auxiliary bearing 112, and the fourth oil groove 152 is formed on the outer peripheral wall of the second mating part 133.

[0062] For the main bearing 111, the second oil groove 142 extending linearly along the axial direction is considered the first embodiment, and the second oil groove 142 extending in a direction inclined to the axial direction is considered the second embodiment. The inventors tested the first and second embodiments respectively and obtained the radial force diagram of the force exerted by the oil film on the crankshaft and the rollers during one rotation cycle (one rotation of the eccentric part), that is, within one rotation cycle. Figure 9 As shown, the first embodiment is Figure 9 The straight oil tank shown in the second embodiment is... Figure 9 As shown in the inclined oil groove, it can be seen that, compared with the second embodiment, the maximum radial force applied by the oil film in the first embodiment is significantly smaller than that in the second embodiment, which can improve the stress on the crankshaft and rollers and help improve operational stability.

[0063] In some embodiments, such as Figures 1-3As shown, a first oil reservoir 1111 is formed on the inner peripheral wall of the main bearing 111, communicating with the first lubrication path 14; a second oil reservoir 1121 is formed on the inner peripheral wall of the auxiliary bearing 112, communicating with the second lubrication path 15. The first oil reservoir 1111 and the second oil reservoir 1121 can buffer the lubricating oil flowing into them. For example, the first oil reservoir 1111 can be formed at the end of the main bearing 111 facing the auxiliary bearing 112, and the second oil reservoir 1121 can be formed at the end of the auxiliary bearing 112 facing the main bearing 111. The lubricating oil in the first oil reservoir 1111 can flow into the first lubrication path 14 to lubricate the first mating part 132 and the entire friction pair of the main bearing 111. The lubricating oil in the second oil reservoir 1121 can flow into the second lubrication path 15 to lubricate the second mating part 132. The entire friction pair of crankshaft 133 and auxiliary bearing 112, along with the first oil reservoir 1111 and the second oil reservoir 1121, can store some impurities in the lubricating oil. This helps to improve the problem of impurities flowing into the first lubrication path 14 and the second lubrication path 15 with the lubricating oil, and further improves the reliability of the fit between crankshaft 13 and main bearing 111 and auxiliary bearing 112. Moreover, the first oil reservoir 1111 and the second oil reservoir 1121 each have a certain storage space to accommodate a certain amount of oil, which facilitates sufficient oil supply between crankshaft 13 and main bearing 111, and between crankshaft 13 and auxiliary bearing 112. This reduces abnormal wear caused by insufficient oil supply to crankshaft 13, main bearing 111, and auxiliary bearing 112, which helps to extend the effective life of the friction pair formed by crankshaft 13 and improve the overall energy efficiency and reliability of the compressor.

[0064] The third lubrication path 16 is formed on the main bearing 111 or the auxiliary bearing 112, and is connected to the first oil reservoir 1111 or the second oil reservoir 1121. Therefore, when the third lubrication path 16 is formed on the main bearing 111, and is connected to the first oil reservoir 1111, a portion of the oil in the third lubrication path 16 can flow through the first oil reservoir 1111 to the first lubrication path 14, and a portion of the oil in the third lubrication path 16 can flow through the first oil reservoir 1111 to the cylinder assembly 12, and then flow through the gaps between the components of the cylinder assembly 12 to the second lubrication path 15 (e.g., through the gaps between the components of the cylinder assembly 12 and the second oil reservoir 1121). When the third lubrication path 16 is formed on the auxiliary bearing 112, the third lubrication path 16 is connected to the second oil reservoir 1121. Then, a part of the oil in the third lubrication path 16 can flow to the second lubrication path 15 through the second oil reservoir 1121, and a part of the oil in the third lubrication path 16 can flow to the cylinder assembly 12 through the second oil reservoir 1121, so as to flow to the first lubrication path 14 through the gap between the components of the cylinder assembly 12 (for example, through the gap between the components of the cylinder assembly 12 and the first oil reservoir 1111 to the second lubrication path 15).

[0065] Obviously, the arrangement of the first oil reservoir 1111 and the second oil reservoir 1121 will not affect the connection between the first lubrication path 14 and the second lubrication path 15 and the third lubrication path 16. On the contrary, it can improve the oil supply problem to a certain extent.

[0066] For example, taking one first oil groove 141 and one third oil groove 151 each formed on the crankshaft 13, and two second oil grooves 142 and two fourth oil grooves 152 as an example, those skilled in the art will easily understand other configurations of the embodiments of this application after reading the following scheme; when the compressor pump body 1 is working, the oil enters the annular second oil reservoir 1121 of the auxiliary bearing 1 through the third lubrication path 16 under pressure, and enters the annular first oil reservoir 1111 of the main bearing 111 through the gap between the cylinder assembly 11 and the crankshaft 13 (e.g., including the gap between the piston 123 and the crankshaft 13, and the gap between the middle partition and the crankshaft 13). During the 360° rotation of the crankshaft 13, as Figure 6a - Figure 6dAs shown, the first oil groove 141 is sequentially connected to the two second oil grooves 142. At this time, the third oil groove 151 is not connected to each of the fourth oil grooves 152. Then, the third oil groove 151 is sequentially connected to the two fourth oil grooves 152. At this time, the first oil groove 141 is not connected to each of the second oil grooves 142, so as to complete a single oil pumping in one rotation cycle of the crankshaft 13. That is to say, from the perspective of whether the oil groove on the crankshaft 13 is connected to the oil groove on the bearing assembly 11, at the same moment in one rotation cycle of the crankshaft 13, only one oil groove on the bearing assembly 11 is connected to the oil groove on the crankshaft 13.

[0067] In some embodiments, such as Figure 1 As shown, the cylinder assembly 12 includes a partition plate 122 disposed between the first cylinder 121a and the second cylinder 121b. The phase difference between the first eccentric part 131a and the second eccentric part 131 is 180°, so the first cylinder 121a and the second cylinder 121b can work with a phase difference of 180°, making the operation more coordinated. The torque fluctuations generated by the first cylinder 121a and the second cylinder 121b can cancel each other out, so that the load torque change of the compressor pump body 1 tends to be smooth throughout the entire working cycle. This is conducive to further reducing the vibration and noise of the compressor pump body 1, and further improving the operating stability and life of the compressor pump body 1. This makes the compressor more suitable for refrigeration applications with higher power to provide a stable and reliable refrigeration effect. At the same time, the first cylinder 121a and the second cylinder 121b can alternately perform the intake, compression and exhaust processes, which makes the refrigerant gas flow inside the compressor more uniform and helps to improve the compressor efficiency.

[0068] Optionally, when the cylinder assembly 12 includes a partition 122, the third lubrication path 16 is formed on the main bearing 111, or on the auxiliary bearing 112, or on the partition 122. When the cylinder assembly 12 does not include a partition 122 (e.g., there is only one cylinder 121), the third lubrication path 16 can be formed on either the main bearing 111 or the auxiliary bearing 112. Thus, the third lubrication path 16 can be positioned to avoid the cylinder 121, reducing the risk of interference between it and the cylinder assembly 12.

[0069] Optionally, regardless of the number of cylinders 121, the cylinder assembly 12 also includes a piston 123 and a vane 124. The cylinder 121 defines a cylinder chamber. The piston 123 is mounted on the eccentric portion 131 of the crankshaft 12. The piston 123 rotates eccentrically to compress the refrigerant in the cylinder 121. The vane 124 is movably placed in the vane groove of the cylinder 121. The tip of the vane 124 (the end of the vane 124 closest to the center of the cylinder 121) abuts against the outer peripheral wall of the piston 123. For example, the piston 123 can roll along the inner wall of the corresponding cylinder chamber. Under the action of spring force (e.g., an elastic element 125 is provided on the side of the slide 124 opposite to the piston 123) or gas force, the tip of the slide 124 can always abut against the outer peripheral wall of the piston 123. When the piston 123 rotates in the cylinder chamber, the slide 124 moves accordingly in the slide groove, so that the piston 123 and the slide 124 cooperate to separate the cylinder chamber into an intake chamber 121c and an exhaust chamber 121d. At this time, the gaps between the components of the compressor pump body 1 described above may include the gap between the piston 123 and the crankshaft 13, the gap between the piston 123 and the cylinder 121, and the gap between the partition plate (if a partition plate is provided) and the crankshaft 13.

[0070] In some embodiments, such as Figure 4 and Figure 5 As shown, there is one first oil groove 141 and one third oil groove 151, and both the first oil groove 141 and the third oil groove 151 are formed on the crankshaft 13. The second oil groove 142 and the fourth oil groove 152 are also formed on the crankshaft 13. The first oil groove 141 and the third oil groove 151 are 180° apart in the circumferential direction of the crankshaft 13. On the cross-section of the crankshaft 13, with the orthographic projection of the central axis L of the crankshaft 13 as the center, the central angle between the orthographic projection of the first oil groove 141 and the orthographic projection of the third oil groove 151 is 180°. This facilitates a good match between the relative positions of the first oil groove 141 and the third oil groove 151 and the 180° phase difference between the first cylinder 121a and the second cylinder 121b, enabling staggered oil supply to the first lubrication path 14 and the second lubrication path 15. This also ensures that when the first mating part 132 and the second mating part 133 operate to the same state relative to their corresponding cylinders 121, the states of the first lubrication path 14 and the second lubrication path 15 are consistent, thereby improving the operational consistency of the first cylinder 121a and the second cylinder 121b. In this case, there can be two second oil grooves 142 and two fourth oil grooves 152.

[0071] Alternatively, the third lubrication path 16 can be configured as a capillary tube on the compressor pump body 1.

[0072] In some embodiments, such as Figures 2-4As shown, there are two second oil grooves 142 and two fourth oil grooves 152. Both second oil grooves 142 are formed on the main bearing 111, and both fourth oil grooves 152 are formed on the auxiliary bearing 112. The two second oil grooves 142 and the two fourth oil grooves 152 are arranged axially opposite each other. If one second oil groove 142 and one fourth oil groove 152 are axially opposite each other, and the other second oil groove 142 and the other fourth oil groove 152 are axially opposite each other, then, taking any position as a reference, the circumferential arrangement of one second oil groove 142 relative to that arbitrary position is the same as the circumferential arrangement of one fourth oil groove 152 relative to that arbitrary position, and the circumferential arrangement of the other second oil groove 142 relative to that arbitrary position is the same as the circumferential arrangement of the other fourth oil groove 152 relative to that arbitrary position. Simply put, in... Figures 6(a)-7(d) In the middle, one of the second oil tanks 142 and one of the fourth oil tanks 152 are located on the same horizontal line, and another second oil tank 142 and another fourth oil tank 152 are also on the same horizontal line.

[0073] Therefore, at the same time, if the oil groove on the bearing assembly 11 is connected to the oil groove on the crankshaft 13, then only one oil groove on the bearing assembly 11 is connected to the oil groove on the crankshaft 13, which is beneficial to further improve the stress on the crankshaft 13. At the same time, the number of oil grooves on the bearing assembly 11 and the crankshaft 13 is relatively small. Under the premise of achieving intermittent oil supply, it is beneficial to reduce the weakening effect on the bearing assembly 11 and the crankshaft 13 and improve reliability.

[0074] Of course, in other embodiments, at least one of the first oil groove 141 and the third oil groove 151 can be multiple, and at least one of the second oil groove 141 and the fourth oil groove 152 can be three or more. It is also possible to achieve that only one oil groove on the bearing assembly 11 is connected to the oil groove on the crankshaft 13 at the same time. Of course, it is also possible to achieve that multiple oil grooves on the main bearing 111 or the auxiliary bearing 112 are connected to the corresponding multiple oil grooves on the crankshaft 13 at the same time. The multiple connected oil grooves on the crankshaft 13 can be arranged non-adjacently.

[0075] In some embodiments, such as Figure 10As shown, each cylinder 121 is provided with a roller 126 and a slide 124. The roller 126 and the slide 124 cooperate to divide the space inside the cylinder 121 into an intake chamber 121c and an exhaust chamber 121d. It can be understood that an intake port 121e and an exhaust port can be formed on the cylinder 121. The intake chamber 121c is connected to the intake port 121e, and the exhaust chamber 121d is connected to the exhaust port. The compressor pump 1 is configured such that when the roller angle α of the first cylinder 121a is within a preset range, the first lubrication path 14 switches to a connected state, and when the roller angle α of the second cylinder 121b is within a preset range, the second lubrication path 15 switches to a connected state. On the cross-section of the cylinder assembly 12, with the orthographic projection of the rotation axis of the crankshaft 13 as the center O, the central angle between the orthographic projection of the contact position between the roller 126 inside the cylinder 121 and the inner peripheral wall of the cylinder 121 and the orthographic projection of the sliding vane 124 on the cylinder 121, corresponding to the exhaust chamber 121e side, is the roller angle α, with a preset range of 120° to 150°.

[0076] As can be seen, the intake chamber 121c and the exhaust chamber 121d are located on both sides of the contact position between the roller 126 and the inner peripheral wall of the cylinder 121 in the circumferential direction of the cylinder 121. On the cross-section of the cylinder assembly 12, the central angle between the orthographic projection of the contact position between the roller 126 and the inner peripheral wall of the cylinder 121 and the orthographic projection of the upper slide plate 124 of the cylinder 121, corresponding to the side where the exhaust chamber 121e is located or the side where the air outlet is located, is the roller rotation angle α. There is a 180° phase difference between the first cylinder 121a and the second cylinder 121b. For the first cylinder 121a, when the roller rotation angle α is in the range of 120° to 150°, the first lubrication path 14 is in a connected state, while the second lubrication path 15 is disconnected. For the second cylinder 121b, when the roller rotation angle α is in the range of 120° to 150°, the second lubrication path 15 is in a connected state, while the first lubrication path 14 is disconnected. For example, in the above embodiments of this application, there is one first oil groove 141 and one third oil groove 151, both formed on the crankshaft 13. The first oil groove 141 and the third oil groove 151 are 180° apart in the circumferential direction of the crankshaft 13. There are two second oil grooves 142 and two fourth oil grooves 152. The two second oil grooves 142 and the two fourth oil grooves 152 are arranged opposite each other in the axial direction, so that the corresponding lubrication path can be connected when the roller rotation angle is within a preset range. Of course, the positions of the first oil groove 141 to the fourth oil groove 152 can also be adjusted according to different preset ranges.

[0077] It is understood that when the first lubrication path 14 and the second lubrication path 15 are connected, there is a corresponding roller compression state. At this time, the roller 126 is subjected to gas force and the oil film bearing force generated when the corresponding lubrication path is connected. During the rotation of the crankshaft 13, the gas force on the roller 126 is constantly changing. The radial component of the oil film on the roller 126 is opposite to the direction of the gas force on the roller 126 during compression. Therefore, the above embodiment of this application sets a preset range of 120° to 150° so that when the lubrication path is connected, the roller 126 is in the angle range where the gas force is larger. At this time, the bearing force applied to the roller 126 by the lubrication path connection can offset part of the gas force, reduce the force on the crankshaft 13, roller 126, etc., which is beneficial to reduce noise and reduce the wear of bearing assembly 11.

[0078] Optionally, such as Figures 2-7(d) As shown, there is one first oil groove 141 and one third oil groove 151, both formed on the crankshaft 13. The first oil groove 141 and the third oil groove 151 are 180° apart in the circumferential direction of the crankshaft 13. There are two second oil grooves 142 and two fourth oil grooves 152, which are arranged opposite each other in the axial direction. When the roller rotation angle α of the first cylinder 121a is in the range of 120° to 150°, the second oil groove 142 located at the end of the main bearing 111 away from the secondary bearing 112 is connected to the first oil groove 141 on the crankshaft 13. When the roller rotation angle α of the second cylinder 121b is in the range of 120° to 150°, the fourth oil groove 152 located at the end of the secondary bearing 112 away from the main bearing 111 is connected to the third oil groove 151 on the crankshaft 13.

[0079] Optionally, in Figure 8 In the example, the central axis L of the crankshaft 13 of the horizontal rotary compressor 100 can be set horizontally. The inner bottom of the horizontal rotary compressor 100 has an oil sump 2e, which contains lubricating oil. The bottom of the compressor pump body 1 can be submerged below the oil surface, so that the lower end of the third lubrication path 16 can be directly connected to the oil sump 2e and submerged below the oil surface of the oil sump 2e. Of course, the third lubrication path 16 can also be indirectly connected to the oil sump 2e through a connecting pipe.

[0080] In some embodiments, such as Figure 8As shown, the horizontal rotary compressor 100 also includes a support 3, which is located on the housing 2 and divides the internal space of the housing 2 into a low-pressure chamber 2c and a high-pressure chamber 2d. The air inlet 2a is connected to the low-pressure chamber 2c, and the exhaust port 2b is connected to the high-pressure chamber 2d. The refrigerant can flow from the air inlet 2a into the low-pressure chamber 2c. The low-pressure chamber 2c can be connected to the inlet of the compressor pump body 1 through the channel on the support 3 or the pipeline located outside the housing 2, so that it can flow into the compressor pump body 1 for compression. After compression, the refrigerant is discharged to the high-pressure chamber 2d through the outlet of the compressor pump body 1 and discharged through the exhaust port 2b. For example, the housing 2 includes a low-pressure housing 21 and a high-pressure housing 22, and the bracket 3 is sandwiched between the low-pressure housing 21 and the high-pressure housing 22. The bracket 3 and the low-pressure housing 21 define a low-pressure cavity 2c, and the bracket 3 and the high-pressure housing 22 define a high-pressure cavity 2d, which facilitates the realization and sealing of the low-pressure cavity 2c and the high-pressure cavity 2d, and facilitates assembly. Optionally, the bracket 3 is integrally formed on the low-pressure housing 21 or the bracket 3 and the low-pressure housing 21 are separate parts.

[0081] The first lubrication path 14 is connected to the low-pressure chamber 2c, allowing the lubricating oil in the first lubrication path 14 to flow into the low-pressure chamber 2c. It can then flow along with the refrigerant in the low-pressure chamber 2c into the compressor pump body 1, and participate again in the internal oil circulation of the horizontal rotary compressor 100 through the gaps between the components of the compressor pump body 1. The second lubrication path 15 is connected to the high-pressure chamber 2d, which has an oil sump 2e. The lubricating oil in the second lubrication path 15 can flow into the high-pressure chamber 2d (for example, the lubricating oil in the second lubrication path 15 can flow into the high-pressure chamber 2d through the space between the auxiliary bearing 112 and the second mounting ring 24 described later), and under gravity, flow into the oil sump 2e to participate again in the internal oil circulation of the horizontal rotary compressor 100. Thus, a good oil circulation can be formed inside the horizontal rotary compressor 100.

[0082] Furthermore, the bracket 3 can separate the low-pressure chamber 2c from the high-pressure chamber 2d, allowing the low-pressure chamber 2c to function as a liquid storage chamber for the horizontal rotary compressor 100 to some extent. This makes the horizontal rotary compressor 100 suitable for scenarios without a liquid storage structure. Additionally, if the horizontal rotary compressor 100 is an electric compressor, it can also include a motor 4. The motor 4 can drive the compressor pump body 1 to compress the refrigerant. In this case, the low-pressure chamber 2c provides space for the motor 4, and the motor 4 is located in the low-pressure chamber 2c, with its crankshaft... 13 is installed in the bracket 3 and extends into the low-pressure chamber 2c to connect with the motor 4. The motor 4 drives the crankshaft 13 to rotate, so as to realize the compression and discharge of the refrigerant. In this way, the bracket 3 can isolate the high temperature and high pressure gas in the high-pressure chamber 2d from the thermal influence of the motor 4, reduce the risk of performance degradation or even damage to the motor 4 due to overheating, thereby helping to reduce the operating temperature of the motor 4 and reduce the heat dissipation burden. This not only extends the service life of the motor 4, but also improves the working stability and reliability of the horizontal rotary compressor 100, and reduces the risk of shutdown of the horizontal rotary compressor 100 caused by motor 4 failure.

[0083] For example, such as Figure 8 As shown, the housing 2 includes a low-pressure housing 21 and a high-pressure housing 22, which are respectively located on opposite sides of the support 3. A low-pressure cavity 2c is defined between the low-pressure housing 21 and the support 3, and a high-pressure cavity 2d is defined between the high-pressure housing 22 and the support 3. Fasteners 25 (such as bolts) are inserted through the low-pressure housing 21, the support 3 and the high-pressure housing 22 to achieve a fixed connection between the three.

[0084] In some embodiments, such as Figure 8 As shown, the inner wall of the housing 2 is provided with a first mounting ring 23 and a second mounting ring 24. The end of the crankshaft 13 away from the auxiliary bearing 112 is pivotally fitted to the first mounting ring 23 (for example, the crankshaft 13 is fitted to the first mounting ring 23 through the bearing 5). The end of the auxiliary bearing 112 away from the main bearing 111 is fitted to the second mounting ring 24. Thus, the housing 2 can provide a certain support for both ends of the compressor pump body 1 in the axial direction, which is beneficial to improving the operating stability of the compressor pump body 1.

[0085] Optionally, bearing 5 may be a ball bearing, but is not limited thereto. It can be understood that the first mounting ring 23 is integrally formed into the housing 2, or the first mounting ring 23 and the housing 2 are separate parts; the second mounting ring 24 is integrally formed into the housing 2, or the second mounting ring 24 and the housing 2 are separate parts.

[0086] For example, the motor 4 includes a stator 41 and a rotor 42 disposed in the stator 41, a crankshaft 13 passing through the rotor 42 and connected to the rotor 42, and the crankshaft 13 extending out of the rotor 42 and engaging with the first mounting ring 23.

[0087] Optionally, such as Figure 1 As shown, a muffler 17 is provided on the side of the main bearing 111 away from the secondary bearing 112, and / or a muffler 17 is provided on the side of the secondary bearing 112 away from the main bearing 111.

[0088] In some embodiments, such as Figure 8 As shown, the horizontal rotary compressor 100 is a carbon dioxide compressor, and therefore, the refrigerant used in the horizontal rotary compressor 100 is carbon dioxide refrigerant. For example, carbon dioxide has relatively high suction and discharge pressures when used as a refrigerant. The arrangement of the first lubrication path 14 and the second lubrication path 14 in the horizontal rotary compressor 100 of this application embodiment can meet the lubrication requirements when carbon dioxide is used as a refrigerant. Furthermore, carbon dioxide refrigerant has good thermodynamic properties, so when the same cooling capacity is required, using carbon dioxide as a refrigerant does not require a large volume of the compressor's compression chamber, allowing for a reduction in the volume of the compression chamber and thus reducing the overall size and weight of the compressor. In addition, compressors using carbon dioxide can operate over a wide pressure range, exhibiting stable performance whether performing initial compression under low pressure or deep compression under high pressure. Therefore, the horizontal rotary compressor 100 of this application embodiment facilitates obtaining an optimized compression ratio, has efficient cooling performance when used in a refrigeration system, and can reduce energy consumption and improve energy utilization. Of course, the refrigerant used in the horizontal rotary compressor 100 is not limited to this.

[0089] An air conditioning system 200 according to a second aspect embodiment of the present invention includes a horizontal rotary compressor 100 according to the second aspect embodiment described above. This improves the operational reliability and energy efficiency of the air conditioning system 200. It is worth noting that the type of air conditioning system 200 in this application embodiment is not limited; it can be a vehicle air conditioning system 200, an integrated air conditioning unit, or a split air conditioning unit. An integrated air conditioning unit can include window air conditioners or portable air conditioners, while a split air conditioning unit can include wall-mounted air conditioners or floor-standing air conditioners.

[0090] According to a third aspect embodiment of the present invention, a vehicle 300 includes a horizontal rotary compressor 100 for a vehicle according to the first aspect embodiment of the present application or an air conditioning system 200 according to the second aspect embodiment of the present application. This improves the reliability of the vehicle 300. It is worth noting that the specific type of vehicle 300 referred to in this application is not limited. For example, the vehicle 300 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, fuel cell electric vehicles, range-extended electric vehicles, solar-powered electric vehicles, gas fuel vehicles (e.g., hydrogen engine vehicles), or biofuel vehicles (e.g., vehicles powered by ethanol, biodiesel, etc.).

[0091] It is understood that when the horizontal rotary compressor 100 is used in the vehicle 300, the oil level in the oil sump 2e is sometimes unstable. This embodiment utilizes pressure difference to lubricate the compressor pump body 1, which is applicable to scenarios with unstable oil levels and ensures sufficient lubrication of the compressor pump body 1. Other configurations and operations of the vehicle 300 according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0092] Furthermore, it should be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this application will not describe the various possible combinations separately. In addition, various different embodiments of this application can also be arbitrarily combined, as long as they do not violate the spirit of this application, they should also be regarded as the content disclosed in this application.

[0093] In the description of this invention, it should be understood that the terms "center," "lateral," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not 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 the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0094] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0095] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0096] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A horizontal rotary compressor for a vehicle, characterized by, Comprising: a housing having an air inlet and an air outlet formed thereon, and having an oil pool inside; a compressor pump body provided in the housing and comprising a bearing assembly, a cylinder assembly and a crankshaft, the bearing assembly comprising a main bearing and a sub-bearing arranged in an axial direction, the cylinder assembly being sandwiched between the main bearing and the sub-bearing and comprising a plurality of cylinders, the plurality of cylinders comprising a first cylinder and a second cylinder, the crankshaft having a plurality of eccentric portions, a first fitting portion and a second fitting portion, the plurality of eccentric portions comprising a first eccentric portion provided in the first cylinder and a second eccentric portion provided in the second cylinder, the first eccentric portion and the second eccentric portion having a phase difference therebetween, the first fitting portion being pivotally fitted with the main bearing and a first lubrication path being provided between the first fitting portion and the main bearing, the second fitting portion being pivotally fitted with the sub-bearing and a second lubrication path being provided between the second fitting portion and the sub-bearing, the compressor pump body being formed with a third lubrication path penetrating through an outer peripheral wall of the compressor pump body and adapted to communicate with the oil pool, the first lubrication path communicating the third lubrication path and a side of the main bearing facing away from the sub-bearing, and comprising a first oil groove and a second oil groove, the first oil groove and the second oil groove extending in an axial direction respectively, each of the first oil groove having the second oil groove arranged in a circumferential direction and axially offset on both sides thereof, so that the first oil groove is switchingly communicated with the second oil groove on both sides thereof in the axial direction, the first lubrication path having a communication state in which the first oil groove is communicated with the second oil groove and a separation state in which the first oil groove is separated from the second oil groove, the second lubrication path communicating the third lubrication path and a side of the sub-bearing facing away from the main bearing, and comprising a third oil groove and a fourth oil groove, the third oil groove and the fourth oil groove extending in an axial direction respectively, each of the third oil groove having the fourth oil groove arranged in a circumferential direction and axially offset on both sides thereof, so that the third oil groove is switchingly communicated with the fourth oil groove on both sides thereof in the axial direction, the second lubrication path having a communication state in which the third oil groove is communicated with the fourth oil groove and a separation state in which the third oil groove is separated from the fourth oil groove, the first lubrication path being in the communication state when the second lubrication path is in the separation state; the second lubrication path being in the communication state when the first lubrication path is in the separation state.

2. The horizontal rotary compressor for a vehicle according to claim 1, wherein the first oil groove is formed on an outer peripheral wall of the first fitting portion, the second oil groove is formed on an inner peripheral wall of the main bearing, the first oil groove extends linearly or helically in the axial direction, and the second oil groove extends linearly in the axial direction; and / or the third oil groove is formed on an outer peripheral wall of the second fitting portion, the fourth oil groove is formed on an inner peripheral wall of the sub-bearing, the third oil groove extends linearly or helically in the axial direction, and the fourth oil groove extends linearly in the axial direction. ​ 3. The horizontal rotary compressor for a vehicle according to claim 1, characterized by, A first oil storage groove is formed on an inner circumferential wall of the main bearing and communicates with the first lubricating path, and a second oil storage groove is formed on an inner circumferential wall of the auxiliary bearing and communicates with the second lubricating path, The third lubricating path is formed on the main bearing or the auxiliary bearing and communicates with the first oil storage groove or the second oil storage groove.

4. The horizontal rotary compressor for a vehicle according to claim 1, characterized by, A phase difference between the first eccentric part and the second eccentric part is 180°.

5. The horizontal rotary compressor for a vehicle according to claim 4, characterized by, The first oil groove and the third oil groove are one each and are both formed on the crankshaft, and the first oil groove and the third oil groove are separated by 180° in a circumferential direction of the crankshaft.

6. The horizontal rotary compressor for a vehicle according to claim 5, characterized by, The second oil groove and the fourth oil groove are two each and are arranged opposite to each other in an axial direction.

7. The horizontal rotary compressor for a vehicle according to claim 4, characterized by, Each of the cylinders is provided with a roller and a sliding vane, and the roller and the sliding vane cooperate to divide a space in the cylinder into a suction chamber and an exhaust chamber, The compressor pump body is configured such that when a roller rotation angle α of the first cylinder is within a preset range, the first lubricating path is switched to a communication state, and when a roller rotation angle α of the second cylinder is within the preset range, the second lubricating path is switched to a communication state. In a cross section of the cylinder assembly, with a normal projection of a rotation axis of the crankshaft as a center, a normal projection of a contact position of the roller in the cylinder and a normal projection of the sliding vane on the cylinder correspond to a central angle of the exhaust chamber side, and the roller rotation angle α is 120°-150°.

8. The horizontal rotary compressor for a vehicle according to claim 1, characterized by, An inner wall of the shell is provided with a first mounting ring and a second mounting ring, one end of the crankshaft away from the auxiliary bearing is pivotally fitted in the first mounting ring, and one end of the auxiliary bearing away from the main bearing is fitted in the second mounting ring. A bracket is arranged in the shell and divides an inner space of the shell into a low-pressure chamber and a high-pressure chamber, the intake port and the first lubricating path communicate with the low-pressure chamber respectively, the exhaust port and the second lubricating path communicate with the high-pressure chamber respectively, and the oil pool is arranged in the high-pressure chamber; A motor is arranged in the low-pressure chamber, and the crankshaft is arranged through the bracket and extends into the low-pressure chamber to be connected with the motor.

9. The horizontal rotary compressor for a vehicle according to any one of claims 1-8, characterized by, The horizontal rotary compressor adopts carbon dioxide as a refrigerant.

10. An air conditioning system characterized by, The horizontal rotary compressor for a vehicle according to any one of claims 1-9.

11. A vehicle characterized by comprising: The horizontal rotary compressor for a vehicle according to any one of claims 1-9 or the air conditioning system according to claim 10.

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