Compressor equipment and vehicle

Abstract

The embodiment of the invention provides compressor equipment and a vehicle, and relates to the technical field of compressors, and a multi-stage compression mechanism comprises a plurality of compression units communicating along a compression path. Along the compression path, the next-stage compression unit is used for compressing gas compressed by the previous-stage compression unit. And the intermediate cooling mechanism is arranged between the at least two compression units, and is used for cooling gas compressed by the previous-stage compression unit and then conveying the cooled gas to the next-stage compression unit. The control mechanism is used for controlling the number of the compression units participating in air compression work and used for controlling the intermediate cooling mechanism to cool compressed air exhausted by the previous-stage compression unit. According to the compressor equipment, the exhaust temperature under the high compression ratio can be reduced, the service life of the compressor equipment is prolonged, and power consumption is reduced.

Description

Technical Field

[0001] This application relates to the field of compressor technology, and in particular to a compressor device and vehicle. Background Technology

[0002] In the field of thermal management system technology, compressors, as core energy conversion devices, are widely used in electric vehicles, industrial processes, and energy infrastructure. Electric compressors compress gases through mechanical work, and their performance directly affects the system's energy efficiency and reliability.

[0003] However, the compressor equipment in the aforementioned related technologies experiences a significant increase in exhaust temperature at high compression ratios, making the compressor equipment prone to damage and consuming a large amount of power. Summary of the Invention

[0004] This application provides a compressor device and a vehicle that can solve the technical problems in the related art, such as the significant increase in exhaust temperature of the compressor device under high compression ratio, the easy damage of the compressor device, and the large power consumption.

[0005] A first aspect of this application provides a compressor device, which includes a multi-stage compression mechanism, an intermediate cooling mechanism, and a control mechanism.

[0006] A multi-stage compression mechanism comprises multiple compression units connected along a compression path. Along the compression path, the next stage compression unit compresses the gas compressed by the previous stage compression unit.

[0007] An intermediate cooling mechanism is located between at least two compression units along the compression path. The intermediate cooling mechanism is used to cool the gas compressed by the previous compression unit and then deliver it to the next compression unit.

[0008] Along the compression path, the control mechanism is used to control the number of compression units involved in air compression, and to control the intermediate cooling mechanism to cool the compressed gas discharged from the previous compression unit.

[0009] This application provides a compressor device. This solution utilizes a multi-stage compression mechanism to compress the gas compressed by the previous stage in a subsequent stage, significantly reducing the single-stage compression ratio and bringing the compression process closer to an isothermal path. This avoids lubricant failure caused by a sharp increase in exhaust temperature. An intermediate cooling mechanism cools the gas compressed by the previous stage before delivering it to the next stage, effectively controlling the gas intake temperature and reducing enthalpy increase during compression, thereby lowering overall power consumption. A control mechanism manages the number of compression stages involved in air compression, allowing the system to flexibly adjust the number of compression stages according to actual load requirements, avoiding energy waste caused by over-compression. The control mechanism also controls the intermediate cooling mechanism to cool the compressed gas discharged from the previous stage, achieving dynamic matching between cooling intensity and compression heat load, ensuring efficient operation of the system under all operating conditions. This design improves the thermal management challenges under high compression ratio conditions, making the compression process closer to the theoretical isothermal compression state, significantly reducing equipment operating risks and significantly improving energy utilization efficiency. Ultimately, this technical solution achieves global optimization of compression power consumption while ensuring safe and reliable system operation, providing reliable technical support for high-efficiency thermal management systems.

[0010] In one possible implementation, the compression unit includes a housing, and a stationary volute and a moving volute disposed within the housing, wherein the stationary volute and the moving volute are interlocked to form a compression cavity.

[0011] Along the compression path, the diameters of the stationary and moving scrolls of each compression unit gradually decrease.

[0012] And / or, the compression ratios of each of the compression units are the same, and the temperatures of the gases input to the next-stage compression units by each of the intermediate cooling mechanisms are the same.

[0013] Through the above technical solutions, this application achieves the following: Under a multi-stage compression architecture, using a vortex structure as the physical carrier, the airflow continuity is matched through geometric dimension gradient design, local thermal imbalance is suppressed through compression ratio equalization, and thermal path stability is ensured through consistent intake temperature. Because the volume of each compression chamber decreases in an orderly manner as the pressure increases, the problems of insufficient intake of the high-pressure stage and overload operation of the low-pressure stage caused by single-stage compression in the background technology are solved. Because the power consumption distribution of each compression stage tends to be uniform and the exhaust temperature is controlled, reliability risks such as lubricating oil carbonization and thermal deformation failure of the dynamic and static scrolls caused by high temperature are alleviated. Because the compression path is closer to an isothermal process, the loss of overall adiabatic efficiency is reduced, thereby improving the compression efficiency per unit mass of gas without increasing additional cooling energy consumption.

[0014] In one possible implementation, the compression unit further includes a heat dissipation structure disposed in the housing, the heat dissipation structure being used to dissipate heat from the gas inside the compression chamber.

[0015] Through the above technical solution, this application achieves the following: without changing the differential diameter scroll structure defined in this application or adding an additional cooling medium circuit, simply by adding an adaptive heat dissipation structure to the shell, the intrinsic heat dissipation capability of the single-stage compression unit for the working gas in the compression chamber is effectively enhanced. Because the heat dissipation structure acts directly on the heat source area of ​​the compression chamber, the actual temperature rise of the gas in the single-stage compression process is reduced, making the compression process of this stage closer to a quasi-isothermal path with higher isentropic efficiency.

[0016] In one possible implementation, at least a portion of the compression unit includes a clamping structure;

[0017] The control mechanism is used to adjust the squeezing force applied by the pressing structure to the moving scroll towards the stationary scroll in real time according to the obtained exhaust pressure of the compression unit, so that the stationary scroll and the moving scroll maintain a sealed fit during operation.

[0018] Through the above technical solution, this application achieves the following: During the operation of the compressor equipment, when the exhaust pressure of the compression unit increases, the control mechanism identifies the pressure change and increases the squeezing force applied to the moving scroll by the clamping structure in real time, thereby enhancing the positive pressure between the end faces of the stationary scroll and the moving scroll, preventing end face separation and gas leakage caused by excessive axial pressure difference. Conversely, when the exhaust pressure decreases, the control mechanism correspondingly reduces the squeezing force, reducing end face friction power consumption and wear rate.

[0019] In one possible implementation, the compression unit further includes an inlet and an outlet, and the intermediate cooling mechanism includes an input end, a first output end, and a second output end;

[0020] The input terminal is connected to the outlet of the compression unit of the previous stage, the first output terminal is connected to the outlet of the compression unit of the next stage, and the second output terminal is used to directly output the gas compressed by the compression unit of the previous stage.

[0021] The multi-stage compression mechanism also includes multiple first control valves and multiple second control valves;

[0022] The first control valve is disposed between the first output end and the inlet of the next-stage compression unit. The first output end is used to adjust the communication state between the intermediate cooling mechanism and the next-stage compression unit under the control of the control mechanism.

[0023] The second control valve is located at the second output end, and the second control valve is used to adjust the connection state between the second output end and the external device under the control of the control mechanism.

[0024] Through the above technical solution, this application achieves the following: when the target boost ratio is lower than the system's maximum design value, the control mechanism closes the first control valve and opens the second control valve in real time according to the vehicle's thermal management command or the braking system's pressure requirements. This allows the gas discharged from the previous stage compression unit to be cooled by the intermediate cooling mechanism and then directly supplied to external equipment via the second output terminal instead of entering the next stage compression unit. Because the subsequent compression work is eliminated, the overall power consumption of the system is significantly reduced. For example, when the required final pressure is only 1.6 MPa, if the system is designed as a three-stage compression system (theoretical final pressure 3.2 MPa), then only the first stage compression + intermediate cooling + direct output from the second output terminal is needed to meet the requirements, avoiding ineffective compression in the second and third stages, which is more energy-efficient than the traditional full-stage operation mode.

[0025] In one possible implementation, the compression unit further includes a flow guiding structure;

[0026] The flow guiding structure is disposed at the inlet and is used to guide the flow of gas entering the compression unit.

[0027] As an independently arranged pre-flow shaping unit at the inlet, the flow guide structure first redistributes momentum and dissipates energy in the pulsating airflow, reducing the amplitude of the original pressure fluctuation and decreasing velocity non-uniformity. Secondly, through directional guidance, the airflow is distributed into the crescent-shaped intake chamber formed by the dynamic and static vortex disks with a smaller angle of attack and a more uniform velocity, reducing airflow separation and vortex shedding, and improving the actual volumetric efficiency of the compression unit. Finally, without changing the main structure of the compression unit or increasing the driving power, it ensures the stability of airflow connection between each stage in the multi-stage compression path and improves the operational reliability of the system over a wide load range.

[0028] In one possible implementation, the intermediate cooling mechanism is connected to the inlet via a pipe, which is a bent pipe or a corrugated pipe.

[0029] The above technical solution achieves the following: when the intermediate cooling mechanism and the compression unit experience uneven thermal expansion due to the temperature rise during operation, the bent pipe structure utilizes the elastic bending ability of its bent section, or the bellows structure relies on the recoverable plastic deformation ability of the metal folds to actively absorb and release thermal displacement energy, thus blocking the rigid transmission path of thermal stress to the compression unit shell. As the thermal stress is effectively buffered, the relative position of the mounting reference surface of the dynamic and static scroll plates remains stable, avoiding the problems of increased scroll plate tooth tip clearance, sealing failure, and aggravated leakage caused by shell deformation.

[0030] In one possible implementation, the compressor device further includes a housing having a receiving cavity, within which the multi-stage compression mechanism is disposed; the intermediate cooling mechanism is disposed outside the housing and communicates with the compression unit through the housing wall.

[0031] This embodiment encapsulates the multi-stage compression mechanism within a separate housing cavity, while placing the intermediate cooling mechanism entirely outside the housing. The flow path is connected only via a through-wall interface, creating a spatially partitioned layout. This design ensures airflow continuity while achieving spatial decoupling between the compression module and the thermal management module. It avoids the intermediate cooling mechanism encroaching on the internal space of the compression cavity and provides open, standardized external interfaces for subsequent heat recovery system integration.

[0032] In one possible implementation, an oil passage mechanism is also included, which is used to provide lubricating oil to the compression unit. The intermediate cooling mechanism is also used to communicate with the oil passage mechanism and is located outside the housing to cool the lubricating oil inside the oil passage mechanism.

[0033] Through the above technical solution, this application achieves the following: while maintaining the basic configuration of the external intermediate cooling mechanism as defined in this application, it enables the mechanism to simultaneously undertake the task of lubricating oil cooling. Since there is no need to add an additional oil cooler, dedicated oil pump, and matching valves, the total number of parts is reduced, the system weight is decreased, and assembly efficiency is improved. The elimination of leakage points and sealing failure risks associated with an independent oil cooling circuit also increases the mean time between failures (MTBF). More importantly, the residual cooling capacity of the cooling medium after heat exchange on the air side is utilized in stages, avoiding ineffective energy dissipation in the oil cooling process, thus improving the overall thermal efficiency of the intermediate cooling mechanism by 12%-18%.

[0034] In one possible implementation, the multi-stage compression mechanism further includes a drive motor and an output shaft;

[0035] The output end of the drive motor is connected to the output shaft, and the output shaft is connected in series with multiple compression units. The drive motor is used to drive the multiple compression units to work through the output shaft under the control of the control mechanism.

[0036] The control mechanism is used to adjust the compression ratio of the compression unit by adjusting the rotational speed of the drive motor.

[0037] Through the above technical solution, this application achieves the following: When the vehicle thermal management system proposes a high compression ratio requirement (such as 0.8 MPa exhaust pressure required in battery coolant heating mode), the control mechanism calculates the optimal average compression ratio required to meet the target pressure based on the current outlet temperature of the intermediate cooling mechanism, the intake mass flow rate, and the stage configuration, and determines the target speed of the drive motor accordingly. After the drive motor responds to the command, the output shaft drives all compression units to accelerate synchronously. Each stage of the compression chamber completes step-by-step pressurization according to the inherent geometric volume ratio at the same speed. Since the speed of each stage is consistent and the phase is locked, the superposition of inter-stage airflow pulsation, pressure wave reflection, and intake interference caused by speed difference are avoided, making the gas flow more smoothly in the compression path and the compression process closer to the ideal variable process. At the same time, the single-shaft drive structure greatly reduces the number of motors, inverters, and control harnesses, reduces the density of system failure points and the risk of electromagnetic interference, and improves the overall vehicle reliability and assembly consistency.

[0038] In one possible implementation, the drive motor is a rotary motor, and the control mechanism is transmitted to the rotary motor;

[0039] The control mechanism is used to monitor the torque of the rotary motor in real time when the rotary motor is working, so as to increase the speed when the torque of the rotary motor is greater than a threshold.

[0040] Through the above technical solution, this application achieves active mechanical safety protection for a rotary motor-driven multistage compressor. When the compression unit draws in liquid droplets (liquid hammer) or the exhaust back pressure suddenly increases (such as when a downstream valve is accidentally closed or the intercooler is blocked), causing an abnormal increase in the resistance of the compression chamber, the output torque of the rotary motor will increase by milliseconds. The control mechanism identifies the abnormality based on this and, before mechanical jamming or bearing damage occurs, increases the exhaust flow rate by instantaneously increasing the rotation speed, prompting the abnormal working fluid to be discharged quickly, and allowing the pressure of the compression chamber to return to the design range. This avoids failure modes caused by continuous torque exceeding limits, such as motor winding overheating, irreversible demagnetization of permanent magnets, increased axial movement of the moving scroll, and even scraping between the moving and stationary scrolls, significantly extending the equipment life.

[0041] In one possible implementation, the intermediate cooling mechanism is a liquid cooling mechanism;

[0042] The control mechanism is connected to the liquid cooling mechanism and is used to control the flow rate of the coolant in the liquid cooling mechanism.

[0043] Through the above technical solution, this application achieves the following: In a multi-stage compression path, when the high-temperature and high-pressure gas discharged from the previous stage compression unit enters the intermediate cooling mechanism, the control mechanism calculates and outputs the optimal coolant flow command in real time based on the current compression load intensity and intake state. The liquid cooling mechanism responds to the command and precisely adjusts the mass flow rate of the coolant through the heat exchange channel, so that the heat exchange strictly matches the compression heat carried by the gas at that moment. This avoids the overcooling of the interstage gas caused by excessive cooling under a fixed flow design (causing water vapor condensation, lubricating oil emulsification, or a decrease in volumetric efficiency), and also avoids the high interstage temperature caused by insufficient cooling (weakening the isentropic efficiency advantage of subsequent compression and aggravating the thermal aging of lubricating oil). Ultimately, without adding additional mechanical structures, the heat-to-work conversion efficiency of the intermediate cooling mechanism is significantly improved by intelligent control of the liquid cooling flow rate, reducing the additional energy consumption of the auxiliary cooling system (such as water pumps and fans), and the overall system energy efficiency ratio is significantly improved.

[0044] In one possible implementation, the multi-stage compression mechanism includes multiple driving elements, each driving element being configured in a one-to-one correspondence with a compression unit;

[0045] Each of the driving components is used to drive one of the compression units.

[0046] Through the above technical solution, because each compression unit has its own dedicated drive unit, the speed, start-stop sequence, and acceleration / deceleration slope of each stage can be set as needed. Since the control mechanism can obtain the exhaust pressure, temperature, and drive unit load information of each stage separately, and adjust the output of the corresponding drive unit independently accordingly, it can dynamically maintain the matching of compression ratios of each stage. This avoids the overload of the front stage and the undervoltage imbalance of the rear stage caused by the difference in airflow inertia and thermal inertia between stages driven by a single motor. Thus, it solves the technical problem that it is difficult to achieve independent optimization of compression ratios of each stage in a single motor drive, especially the easy imbalance of matching between stages under varying operating conditions. This achieves the technical effects of improving the adaptability of system operating conditions, widening the high-efficiency operating range, and reducing energy consumption throughout the entire life cycle.

[0047] In one possible implementation, a pressure detection element is provided between each of the intermediate cooling mechanisms and the next-stage compression unit;

[0048] The pressure detection element is electrically connected to the control mechanism. The control mechanism is used to obtain the pressure of the gas output after cooling by the intermediate cooling mechanism through the pressure detection element, and to adjust the rotation speed of the drive component of the next-stage compression unit so that the compression ratio of the next-stage compression unit is equal to the compression ratio of the previous-stage compression unit.

[0049] Through the above technical solution, this application achieves the following: Under the architecture of independent driving of multiple driving components, with the outlet pressure of each intermediate cooling mechanism as the direct control target, a three-level closed loop of real-time sensing by pressure detection components, rapid calculation by control mechanisms, and precise response by driving components is used to forcibly constrain the compression ratio of the next stage compression unit to strictly track the compression ratio of the previous stage.

[0050] In one possible implementation, the compressor device further includes a heat recovery mechanism;

[0051] The heat recovery mechanism is connected to the intermediate cooling mechanism, and the heat recovery mechanism is used to recover the heat absorbed by the intermediate cooling mechanism and use it for heating external equipment.

[0052] Through the above technical solution, this application achieves the following: while maintaining the basic configuration and operating principle of the multi-stage compression mechanism and intercooling mechanism as defined in this application, the waste heat absorbed by the intercooling mechanism is incorporated as an effective energy source into the energy management framework of the vehicle or industrial system. By adding a heat recovery mechanism and establishing a stable thermal connection with the intercooling mechanism, the technical problem of low energy utilization and limited overall system energy efficiency caused by the direct discharge of waste heat from the intercooling mechanism in the background technology is solved.

[0053] A second aspect of this application provides a vehicle including a vehicle body and a compressor device as described above.

[0054] By employing the aforementioned technical solutions and compressor equipment, it is possible to reduce power consumption and decrease vehicle component maintenance rates while maintaining a high compression ratio and cooling conditions, thereby improving vehicle durability. Multi-stage compression reduces single-stage temperature rise, intermediate cooling enables waste heat reuse, and the integrated vehicle-equipment design reduces energy conversion steps. These factors collectively solve the problems of high-temperature failure, high power consumption, and thermal energy waste caused by single-stage compression in the background technology, thus significantly improving the vehicle's thermal management efficiency, system reliability, and overall driving range under all weather conditions.

[0055] In one possible implementation, a heat dissipation device is also included, which is used to dissipate heat for the intermediate cooling mechanism.

[0056] This heat dissipation device does not replace the intermediate cooling mechanism itself, but forms a main-auxiliary collaborative heat dissipation link with it: the intermediate cooling mechanism completes the first stage of heat transfer between the compressed gas and the cooling medium, while the heat dissipation device is responsible for efficiently dissipating the heat carried by the cooling medium into the ambient air, thereby ensuring the thermal balance stability of the entire intermediate cooling circuit. Attached Figure Description

[0057] Figure 1A schematic diagram of a compressor device that simultaneously drives multiple compression units through a single output shaft, provided as an embodiment of this application;

[0058] Figure 2 A schematic diagram of a compressor device in which multiple compression units are independently driven by their respective drive components is provided for an embodiment of this application;

[0059] Figure 3 This is a schematic diagram of a compression unit with a clamping structure provided in an embodiment of this application.

[0060] Figure label:

[0061] 100. Multi-stage compression mechanism;

[0062] 110. Compression unit; 120. First control valve; 130. Second control valve; 140. Pipeline; 150. Drive motor;

[0063] 160. Output shaft; 170. Drive unit; 180. Pressure detection unit;

[0064] 111. Shell; 112. Stationary scroll; 113. Moving scroll; 114. Compression chamber; 115. Heat dissipation structure; 116. Clamping structure;

[0065] 117. Inlet; 118. Outlet; 119. Flow guiding structure;

[0066] 1161. Back pressure chamber; 1162. Piston drive structure;

[0067] 200. Intermediate cooling mechanism;

[0068] 210, Input terminal; 220, First output terminal; 230, Second output terminal;

[0069] 300. Outer casing;

[0070] 310. Receiving cavity;

[0071] 400. Hydraulic circuit mechanism;

[0072] 500. Heat recovery mechanism. Detailed Implementation

[0073] As mentioned in the background art, the compressor equipment in the related art experiences a significant increase in exhaust temperature at high compression ratios, making the compressor equipment prone to damage and consuming a large amount of power.

[0074] The reason for this problem is that electric compressors, as the core power components of electric vehicle thermal management systems and industrial gas booster systems, currently generally adopt a single-stage compression structure. Under high outlet pressure conditions, single-stage compression leads to a sharp increase in exhaust temperature. When the compression ratio exceeds 4:1, the exhaust temperature of scroll compressors often reaches above 120°C, approaching or exceeding the flash point of mineral lubricating oil (approximately 180°C) and the thermal decomposition threshold of synthetic oil (approximately 150°C), causing lubrication failure and oil carbonization and coking. High temperatures also significantly reduce the yield strength and fatigue life of metal components such as the moving and stationary scrolls and bearings. At the same time, the single-stage adiabatic compression process deviates from the thermodynamically optimal path, and the power consumption per unit mass of gas compression increases approximately exponentially with the compression ratio, resulting in low system energy efficiency. Furthermore, forcibly increasing the single-stage compression ratio to meet high-pressure requirements will lead to an excessive pressure difference between the moving and stationary scrolls, imposing stringent requirements on the sealing structure, axial force balance, and shell rigidity, resulting in decreased manufacturing yield and increased maintenance costs.

[0075] To address the aforementioned technical problems, this application provides a compressor device and vehicle. This solution utilizes a multi-stage compression mechanism to compress the gas compressed by the previous stage in a subsequent stage, significantly reducing the single-stage compression ratio and bringing the compression process closer to an isothermal path. This avoids lubricant failure caused by a sharp increase in exhaust temperature. An intermediate cooling mechanism cools the gas compressed by the previous stage before delivering it to the next stage, effectively controlling the gas intake temperature and reducing enthalpy increase during compression, thereby lowering overall power consumption. A control mechanism regulates the number of compression stages involved in air compression, allowing the system to flexibly adjust the number of compression stages according to actual load requirements, avoiding energy waste caused by over-compression. The control mechanism also controls the intermediate cooling mechanism to cool the compressed gas discharged from the previous stage, achieving dynamic matching between cooling intensity and compression heat load, ensuring efficient system operation under all operating conditions. This design improves the thermal management challenges under high compression ratio conditions, making the compression process closer to the theoretical isothermal compression state, significantly reducing equipment operating risks and significantly improving energy utilization efficiency. Ultimately, this technical solution achieves global optimization of power consumption while ensuring the safe and reliable operation of the system, providing reliable technical support for high-efficiency thermal management systems.

[0076] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0077] refer to Figure 1This application provides a compressor device, which may include a multi-stage compression mechanism 100, an intermediate cooling mechanism 200, and a control mechanism.

[0078] The multi-stage compression mechanism 100 may include multiple compression units 110 connected along a compression path. Along the compression path (e.g., Figure 1 (in the X direction), the next-stage compression unit 110 is used to compress the gas compressed by the previous-stage compression unit 110.

[0079] An intermediate cooling mechanism 200 is disposed between at least two compression units 110. Along the compression path, the intermediate cooling mechanism 200 is used to cool the gas compressed by the previous compression unit 110 and then deliver it to the next compression unit 110.

[0080] Along the compression path, the control mechanism controls the number of compression units 110 involved in air compression and controls the intermediate cooling mechanism 200 to cool the compressed gas discharged from the previous compression unit 110.

[0081] This embodiment provides a multi-stage compression system architecture based on hierarchical energy management. Its core lies in achieving dual optimization of compression power consumption and thermal load through structural decoupling and process control. This scheme does not rely on a single high-pressure-ratio compression unit 110, but instead decomposes the total pressure rise target into multiple physically independent or mechanically coupled compression units 110, and embeds active thermal management links between stages. This ensures that the gas undergoes a controllable enthalpy reset after each compression stage, thereby reconstructing the thermodynamic path of the entire compression process.

[0082] The multi-stage compression mechanism 100 refers to a compression link consisting of two or more compression units 110 connected in series according to the airflow direction. Each compression unit 110 can have the same or different structural forms (such as vortex, screw, or centrifugal), and their connection relationship follows the principles of continuity and reversibility. That is, there is a defined airflow channel between the outlet 118 of the previous stage and the inlet 117 of the next stage, and this channel can be fully opened, partially throttled, or completely cut off under the command of the control mechanism. The number of compression units 110 can be flexibly configured according to the design target pressure range. Typically, a two-stage structure is suitable for exhaust pressure scenarios of 3.5MPa-6.0MPa, and a three-stage structure is suitable for high-pressure scenarios of 6.0MPa-15.0MPa. Each compression unit 110 can adopt a coaxial direct drive, split-shaft independent drive, or hybrid drive mode to balance synchronization and control freedom.

[0083] The intermediate cooling mechanism 200 is a heat exchange module located between two adjacent compression units 110. Its function is to serve as an inter-stage heat redistribution node, rather than an end-stage radiator. This mechanism needs to have rapid response capability and wide temperature range adaptability. Typical structures include plate liquid-cooled heat exchangers, microchannel air-cooled finned assemblies, or phase change material cold storage units. The cooling medium can be ethylene glycol aqueous solution, refrigerant, or a special organic refrigerant. Its flow path is arranged in a counter-current or cross-flow manner with the compressed air flow path to improve heat exchange efficiency.

[0084] The control mechanism is an electronic control system with real-time data acquisition, logical judgment, and multi-variable collaborative output capabilities. Its hardware carrier includes an embedded controller, signal conditioning circuit, actuator drive module, and communication interface. This mechanism acquires multi-dimensional operating parameters through pressure sensors, temperature sensors, flow meters, and motor encoders, and generates closed-loop commands for starting and stopping the compression unit 110, the cooling intensity of the intermediate cooling mechanism 200, valve opening, and drive source speed.

[0085] The above three components form an organic whole: the multi-stage compression mechanism 100 provides the structural foundation, the intermediate cooling mechanism 200 undertakes the thermodynamic path correction function, and the control mechanism serves as the dynamic scheduling center. Their synergistic effect is manifested as follows: When the system detects a decrease in the final exhaust pressure demand, the control mechanism first closes the intake passage of the final stage compression unit 110 and simultaneously reduces the coolant flow rate of the corresponding intermediate cooling mechanism 200, allowing the exhaust from the preceding stage to be directly output via a bypass path, avoiding ineffective compression. When the demand rebounds, subsequent stages are activated sequentially according to a preset timing sequence, and cooling intervention is restored. The entire process is free from mechanical shock and pressure surges. This synergistic mechanism does not change the inherent physical properties of any component, but rather, through logical reconstruction of the airflow and energy flow paths, ensures that the system always operates close to the isentropic efficiency optimal region across the entire operating range.

[0086] Through the above technical solution, this application achieves the following: without changing the maximum allowable pressure ratio of the single-stage compression unit 110, by increasing the number of compression stages and inserting a controllable cooling stage, all the enthalpy increase originally concentrated in a single adiabatic process is dispersed into multiple compression → cooling → recompression sub-cycles. Since the intake temperature of each sub-cycle is actively controlled to be close to the ambient temperature, its single-stage exhaust temperature is significantly lower than that of a single-stage compression under the same total pressure ratio. This fundamentally avoids the risks of lubricant degradation and structural component strength reduction caused by high temperatures. Simultaneously, because the gas has a larger volume and higher density before each compression stage, compression power consumption is significantly reduced. The dynamic adjustment of the number of compression stages and cooling intensity by the control mechanism further ensures the system's responsiveness and energy efficiency stability under varying load conditions, solving the inherent problems of high temperature, high power consumption, and low reliability in the single-stage compression structure of the background technology.

[0087] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the compression unit 110 may include a housing 111, and a stationary scroll 112 and a moving scroll 113 disposed within the housing 111. The stationary scroll 112 and the moving scroll 113 are interlocked to form a compression cavity 114. Along the compression path, the diameters of the stationary scroll 112 and the moving scroll 113 of each compression unit 110 gradually decrease.

[0088] This embodiment achieves a systematic matching of volumetric flow rate, pressure gradient, and heat load distribution along the compression path by uniformly configuring the multi-stage compression units 110 into a vortex structure and applying coordinated constraints to the geometric dimensions and thermodynamic parameters of each stage of the static / dynamic vortex disks 113. Specifically, the vortex compressors are axially stacked within the housing 111. When they move relative to each other, they successively close from the outside in, forming multiple crescent-shaped compression chambers 114. Gas is continuously pushed along a spiral trajectory to the central exhaust port, possessing inherent advantages such as low pulsation, high sealing performance, and wide adaptability to various operating conditions. This structure can be adapted to single-motor direct-drive or multi-motor independent drive architectures and is also compatible with different material combinations. For example, the static vortex disk 112 uses cast aluminum with a surface ceramic coating to balance thermal conductivity and wear resistance, while the dynamic vortex disk 113 uses nitrided stainless steel to improve deformation resistance.

[0089] The gradual decrease in diameter of the stationary scroll 112 and moving scroll 113 of each compression unit 110 along the compression path refers to the monotonically decreasing base circle diameter, scroll height, and maximum outer diameter of each scroll from the first stage (low-pressure stage) to the last stage (high-pressure stage). This design allows the low-pressure stage to have a larger intake volume and flow cross-section, meeting the demand for large mass flow. The high-pressure stage, by reducing the size of the base circle and scroll, achieves higher linear velocity and compression final pressure at the same rotational speed, while reducing the axial force and leakage risk caused by the pressure difference between the stationary and moving scroll ends on the high-pressure side.

[0090] In some embodiments, each compression unit 110 has the same compression ratio, and the gas input to the next-stage compression unit 110 by each intermediate cooling mechanism 200 has the same temperature.

[0091] The fact that each compression unit 110 has the same compression ratio means that the ratio of the absolute pressure at the outlet to the absolute pressure at the inlet of each compression unit 110 is almost constant. This constraint ensures that the differential pressure load of each stage is balanced, and avoids the exhaust temperature from exceeding the limit or the mechanical stress concentration from a certain stage due to an excessively high compression ratio.

[0092] Through the above technical solutions, this application achieves the following: Under a multi-stage compression architecture, using a vortex structure as the physical carrier, the airflow continuity is matched through geometric dimension gradient design, local thermal imbalance is suppressed through compression ratio equalization, and thermal path stability is ensured through consistent intake temperature. Because the volume of each stage compression chamber 114 decreases in an orderly manner as the pressure increases, the problems of insufficient intake of the high-pressure stage and overload operation of the low-pressure stage caused by single-stage compression in the background technology are solved. Because the power consumption distribution of each stage compression tends to be uniform and the exhaust temperature is controlled, reliability risks such as lubricating oil carbonization and thermal deformation failure of the dynamic and static vortex disks 112 caused by high temperature are alleviated. Because the compression path is closer to an isothermal process, the overall adiabatic efficiency loss is reduced, thereby improving the compression efficiency per unit mass of gas without increasing additional cooling energy consumption.

[0093] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the compression unit 110 may further include a heat dissipation structure 115, which is disposed in the housing 111 and is used to dissipate heat for the gas in the compression chamber 114.

[0094] The heat dissipation structure 115 refers to a heat transfer enhancement structure directly integrated into the housing 111 of the compression unit 110 and thermally coupled to the compression cavity 114. Its form is not limited to one type and may optionally include: an axially extending fin array on the outer wall of the housing 111 to enhance natural convection heat transfer by increasing the surface area; or embedding high thermal conductivity metal heat dissipation fins on the inner wall of the housing 111, with the fins distributed along the spiral trajectory of the compression cavity 114 and extending to the high-pressure zone near the exhaust port, thereby achieving active heat removal from the high-temperature core area to the entire housing 111. Alternatively, a phase change material filling structure can be used, encapsulating paraffin-based phase change material in the interlayer of the housing 111 to absorb pulsating heat loads during compression and smooth temperature fluctuations. None of the above forms change the original geometric volume and sealing structure of the compression cavity 114; they only enhance the overall thermal stability of the compression cavity 114 by strengthening the thermal response capability of the housing 111.

[0095] The fact that the heat dissipation structure 115 is used to dissipate heat from the gas in the compression chamber 114 indicates that the heat dissipation structure 115 is designed to cool the working gas in the dynamic compression state within the compression chamber 114, rather than just the body of the shell 111. Its heat dissipation mechanism is mainly based on heat conduction, supplemented by convection and radiation between the shell 111 and the environment. During operation, the high-temperature gas in the compression chamber 114 transfers heat to the inner wall of the shell 111 through convection heat transfer, and then conducts heat through the shell 111 material to the surface of the heat dissipation structure 115, and finally dissipates it into the surrounding medium.

[0096] Through the above technical solution, this application achieves the following: without changing the differential diameter scroll structure defined in this application or adding an additional cooling medium circuit, simply by adding an adaptive heat dissipation structure 115 to the housing 111, the intrinsic heat dissipation capability of the single-stage compression unit 110 to the working gas in the compression chamber 114 is effectively enhanced. Because the heat dissipation structure 115 directly acts on the heat source area of ​​the compression chamber 114, the actual temperature rise of the gas in the single-stage compression process is reduced, making the compression process of this stage closer to a quasi-isothermal path with higher isentropic efficiency.

[0097] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, at least a portion of the compression unit 110 may include a clamping structure 116. The control mechanism is used to adjust the compressive force applied by the clamping structure 116 to the moving scroll 113 toward the stationary scroll 112 in real time based on the final exhaust pressure of the last stage compression unit 110, so that the stationary scroll 112 and the moving scroll 113 remain in a sealed fit during operation.

[0098] This embodiment addresses the risk of seal failure and abnormal wear in some high-pressure stage dynamic and static scroll plates 112 of multi-stage compression due to a significant increase in axial pressure difference. It proposes a dynamic closed-loop control scheme for clamping force based on the exhaust pressure feedback of each compression unit 110. The core of this scheme lies in: by real-time monitoring of the exhaust pressure of each compression unit 110 through a control mechanism, the clamping structure 116 adjusts the compressive force applied to the dynamic scroll plate 113, achieving active adaptation of the contact state between the end faces of the dynamic scroll plate 113 and the static scroll plate 112. This ensures the reliability of the high-pressure seal while avoiding increased frictional power consumption and accelerated wear caused by fixed mechanical pre-tightening or overload hydraulic clamping.

[0099] At least a portion of the compression units 110 include a clamping structure 116. This means that in a multi-stage compression path, the clamping structure 116 is not configured in all compression units 110, but is preferentially configured in compression units 110 that bear higher axial pressure differentials. Typically, this is the last stage or the last two stages of compression units 110. The clamping structure 116 can take various physical forms: for example, an electromagnetic clamping structure 116, including an electromagnetic coil and a magnetic armature arranged on the back side of the moving scroll 113, which generates a controllable axial attraction force when energized; or a hydraulic clamping structure 116, including a miniature hydraulic cylinder, piston rod, and proportional pressure valve integrated in the housing 111, which controls the output extrusion force by adjusting the oil supply pressure. Alternatively, the pressing structure 116 can be a pneumatic pressing structure 116, including a compressible back pressure chamber 1161 disposed on the side of the moving scroll 113 facing away from the stationary scroll 112. The air in the back pressure chamber 1161 is pushed by the piston drive structure 1162, and the air in the back pressure chamber 1161 pushes the moving scroll 113 to squeeze the stationary scroll 112, so as to ensure a sealed fit between the moving scroll 113 and the stationary scroll 112.

[0100] The control mechanism is used to indicate, based on the exhaust pressure of the compression unit 110, that the key input signal on which the control mechanism relies is the measured pressure value at the discharge port 118 of each stage of the compression unit 110, which is acquired by a high-precision pressure sensor (such as a piezoresistive or resonant sensor).

[0101] The ultimate goal of clamping force control is defined by ensuring that the stationary scroll 112 and the moving scroll 113 maintain a sealed and fitted state during operation. This is neither rigid locking nor gap floating, but rather maintaining a continuous contact state with slight elastic deformation between the end faces. This state corresponds to the contact stress on the end faces of the stationary and moving scrolls 112 being in the range of 30%-65% of the material's yield strength. This is sufficient to block the leakage path of high-pressure gas along the micro-gap on the end faces and ensures that the coefficient of friction remains stable within the range of 0.08-0.12 during relative sliding, avoiding dry friction or adhesive wear.

[0102] Through the above technical solution, this application achieves the following: During the operation of the compressor equipment, when the exhaust pressure of the compression unit 110 increases, the control mechanism identifies the pressure change and increases the squeezing force applied to the moving scroll 113 by the clamping structure 116 in real time, thereby enhancing the positive pressure between the end faces of the stationary scroll 112 and the moving scroll 113, preventing end face separation and gas leakage caused by excessive axial pressure difference. Conversely, when the exhaust pressure decreases, the control mechanism correspondingly reduces the squeezing force, reducing end face friction power consumption and wear rate.

[0103] refer to Figure 1 , Figure 2 and Figure 3In some embodiments, the compression unit 110 may further include an inlet 117 and an outlet 118, and the intermediate cooling mechanism 200 may include an input end 210, a first output end 220, and a second output end 230. The input end 210 is connected to the outlet 118 of the previous stage compression unit 110, the first output end 220 is connected to the outlet 118 of the next stage compression unit 110, and the second output end 230 is used to directly output the gas compressed by the previous stage compression unit 110. The multi-stage compression mechanism 100 may further include multiple first control valves 120 and multiple second control valves 130. The first control valve 120 is disposed between the first output end 220 and the inlet 117 of the next stage compression unit 110, and the first output end 220 is used to adjust the communication state between the intermediate cooling mechanism 200 and the next stage compression unit 110 under the control of the control mechanism. The second control valve 130 is disposed at the second output end 230, and the second control valve 130 is used to adjust the communication state between the second output end 230 and external devices under the control of the control mechanism.

[0104] The structural scheme proposed in this embodiment achieves dynamic adjustability of the number of compression stages and on-demand allocation of the airflow path by introducing dual-path output capability and a two-stage valve coordinated control mechanism in the compression path. This avoids over-compression or under-compression problems caused by a fixed number of stages under a wide range of target pressure requirements. The intermediate cooling mechanism 200 is no longer merely a passive heat exchange node, but is reconfigured into an active flow path hub with diversion decision function. The first control valve 120 and the second control valve 130 together constitute a logic switch for compression power consumption, enabling the system to seamlessly switch between three operating modes: full-stage compression, partial-stage compression, and single-stage direct output.

[0105] The compression unit 110 also includes an inlet 117 and an outlet 118. Each compression unit 110 is equipped with an independent gas inlet channel (i.e., inlet 117) and an outlet channel (i.e., outlet 118), which are located at corresponding positions on the housing 111 and are connected to the internal compression chamber 114. The inlet 117 is used to receive the incoming airflow after the pre-processing stage, and the outlet 118 is used to discharge the high-pressure gas after compression in this stage. This inlet and outlet structure provides a physical interface basis for multi-stage series compression paths.

[0106] The intermediate cooling mechanism 200 includes an input end 210, a first output end 220, and a second output end 230, indicating that the intermediate cooling mechanism 200 has a three-port topology: the input end 210 receives the high-temperature and high-pressure gas output from the outlet 118 of the previous stage compression unit 110; the first output end 220 is connected to the inlet 117 of the next stage compression unit 110, forming a continuation of the main compression path; and the second output end 230 is an independent outlet channel that does not participate in subsequent compression but is directly connected to an external air system (such as a brake air source, air suspension air tank, or heat recovery heat exchanger inlet). The three ports internally achieve airflow distribution through a cavity-type flow channel or a Y-type confluence structure. In an optional embodiment, the second output end 230 can integrate a pressure relief safety valve, which automatically opens to release pressure when the system detects downstream blockage or overpressure risk.

[0107] In some embodiments, the first control valve 120 and the second control valve 130 are both one-way valves to prevent backflow of gas in the pipeline.

[0108] The first control valve 120 is located between the first output end 220 and the inlet 117 of the next-stage compression unit 110. This valve is situated in a pipe section downstream of the first output end 220 and upstream of the inlet 117 of the next-stage compression unit 110, and is used to physically cut off or open the compression path. The second control valve 130 is located at the second output end 230, meaning it is directly installed at the outlet of the second output end 230 of the intermediate cooling mechanism 200. This valve is used to control whether the cooled gas is discharged. It can operate independently of the first control valve 120, achieving precise flow regulation of the bypass gas.

[0109] A clear functional coupling relationship is formed among the various technical features: Input 210 is the only inlet for airflow into the intermediate cooling mechanism 200, and its pressure and temperature state determine the cooling load. The first output 220 and the second output 230 form a parallel flow path, and the sum of their flow rates equals the total flow rate of input 210. The opening combination of the first control valve 120 and the second control valve 130 directly defines the number of stages currently participating in the compression cycle. When the first control valve 120 is fully open and the second control valve 130 is closed, the system operates in full-stage compression mode. When the first control valve 120 is closed and the second control valve 130 is open, the system is in single-stage direct-output mode. When both are partially open, it enters a mixed gas supply mode, where some gas continues to be pressurized and some gas is output in advance to meet the differentiated pressure requirements of multiple loads.

[0110] Through the above technical solution, this application achieves the following: When the target boost ratio is lower than the maximum design value of the system, the control mechanism closes the first control valve 120 and opens the second control valve 130 in real time according to the vehicle thermal management command or the pressure requirement of the braking system. This allows the gas discharged from the previous stage compression unit 110 to be cooled by the intermediate cooling mechanism 200 and then directly supplied to external equipment via the second output terminal 230 instead of entering the next stage compression unit 110. Since the subsequent compression work is eliminated, the power consumption of the entire system is significantly reduced. For example, when the required final pressure is only 1.6MPa, if the system is designed as a three-stage compression system (theoretical final pressure 3.2MPa), only the first stage compression + intermediate cooling + direct output from the second output terminal 230 is needed to meet the requirements, avoiding ineffective compression in the second and third stages, which is more energy-efficient than the traditional full-stage operation mode.

[0111] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the compression unit 110 may further include a flow guiding structure 119. The flow guiding structure 119 is disposed at the inlet 117 and is used to guide the flow of gas entering the compression unit 110.

[0112] The flow guiding structure 119 is a functional flow channel component located in the inlet area of ​​the air intake channel of the compression unit 110, directly affecting the airflow motion pattern. Its core function is to constrain the direction and reconstruct the velocity distribution of the unsteady airflow output from the upstream intermediate cooling mechanism 200. This structure does not participate in compression work, nor does it change the gas thermodynamic state parameters (such as pressure and temperature), but it applies momentum correction to the airflow through geometric boundaries, thereby reducing the turbulent kinetic energy, velocity non-uniformity, and instantaneous pressure pulsation amplitude before entering the compression chamber 114. The flow guiding structure 119 can be implemented in various physical forms: for example, fixed flow guiding blades arranged radially (3 to 8 blades, thickness 0.5 mm to 2.0 mm, chord length 10 mm to 30 mm, installation angle 5° to 25°), axial flow rectifier cones (cone angle 30° to 60°, apex located on the central axis of inlet 117), annular contraction-expansion gradient flow channel (contraction section length is 0.8 to 1.5 times the diameter, throat diameter is 0.6 to 0.85 times the diameter of inlet 117), or combinations thereof. The flow guiding blades can be injection molded from aluminum alloy or engineering plastic, with the surface treated by micro-arc oxidation or ceramic coating to enhance wear resistance. The flow rectifier cones are often integrally cast with the housing 111 or fixed by threads / interference fit, using aluminum alloy or copper alloy as the material, balancing structural rigidity and local heat dissipation requirements.

[0113] As a pre-flow shaping unit independently arranged at the inlet 117, the flow guiding structure 119 first redistributes momentum and dissipates energy in the pulsating airflow, reducing the amplitude of the original pressure fluctuation and decreasing the velocity non-uniformity. Secondly, through directional guidance, the airflow is distributed into the crescent-shaped intake chamber formed by the dynamic and static vortex disks 112 with a smaller angle of attack and a more uniform velocity, reducing airflow separation and vortex shedding, and improving the actual volumetric efficiency of the compression unit 110. Finally, without changing the main structure of the compression unit 110 or increasing the driving power, the stability of the airflow connection between each stage in the multi-stage compression path is ensured, and the operational reliability of the system is improved over a wide load range.

[0114] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the intermediate cooling mechanism 200 is connected to the inlet 117 via a pipe 140, which is a bent pipe or a corrugated pipe. A bent pipe refers to a rigid pipe 140 with a single or multiple continuous curved geometry, typically including L-shaped, U-shaped or Ω-shaped configurations.

[0115] Through the above technical solution, the following is achieved: when the intermediate cooling mechanism 200 and the compression unit 110 undergo uneven thermal expansion due to the working temperature rise, the bent pipe structure utilizes the elastic bending ability of its bent section, or the bellows structure relies on the recoverable plastic deformation ability of the metal folds to actively absorb and release thermal displacement energy, blocking the rigid transmission path of thermal stress to the housing 111 of the compression unit 110. Since the thermal stress is effectively buffered, the relative position of the mounting reference surface of the dynamic and static scroll 112 remains stable, avoiding the problems of increased scroll tooth tip clearance, sealing failure and aggravated leakage caused by the deformation of the housing 111.

[0116] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the compressor device may further include a housing 300 having a receiving cavity 310, a multi-stage compression mechanism 100 disposed within the receiving cavity 310, and an intermediate cooling mechanism 200 disposed outside the housing 300 and passing through the housing wall of the housing 300 to communicate with the compression unit 110.

[0117] In this embodiment, the multi-stage compression mechanism 100 is entirely encapsulated within the receiving cavity 310 of an independent housing 300, while the intermediate cooling mechanism 200 is completely arranged outside the housing 300, with flow path communication achieved only through a through-wall interface, forming an internal and external spatial partitioning layout. This structural design ensures the continuity of the air path while achieving spatial decoupling between the compression function module and the thermal management module. It avoids the intermediate cooling mechanism 200 encroaching on the internal space of the compression cavity 114 and reserves open and standardized external interface conditions for subsequent heat recovery system integration.

[0118] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, an oil passage mechanism 400 may also be included, which is used to provide lubricating oil to the compression unit 110. An intermediate cooling mechanism 200 is also used to communicate with the oil passage mechanism 400. The intermediate cooling mechanism 200 is located outside the housing 300 and is used to cool the lubricating oil inside the oil passage mechanism 400.

[0119] Among them, the oil circuit mechanism 400 is a complete fluid path system for conveying, distributing, recovering and circulating lubricating oil to each compression unit 110, including but not limited to oil pump, oil filter, main oil passage, branch oil passage, oil injection hole, oil return chamber and oil level monitoring component.

[0120] The intermediate cooling mechanism 200 is also connected to the oil circuit mechanism 400, indicating a physical flow path connection between the two. This connection is not a simple parallel connection, but rather a functional coupling: after the cooling medium (such as an aqueous ethylene glycol solution) completes the heat exchange with the compressed gas, its temperature rise is within a controllable range (e.g., a temperature rise of 5℃-15℃), and it still has the ability to effectively cool the lubricating oil. Therefore, the intermediate cooling mechanism 200 can adopt a series flow path design. The coolant first flows through the gas-side heat exchange core and then flows into the oil-side heat exchange core, or a common cavity integrated heat exchanger structure can be adopted, that is, a gas-liquid-oil three-sided flow channel is set in the same shell 111, separated by a partition but sharing the same cooling medium circulation loop. A bypass diversion design can also be adopted, and the control mechanism dynamically distributes the flow ratio of coolant to the gas side and oil side through a proportional regulating valve based on real-time oil temperature and air temperature data.

[0121] Through the above technical solution, this application achieves the following: while maintaining the basic configuration of the external intermediate cooling mechanism 200 as defined in this application, it simultaneously undertakes the task of lubricating oil cooling. Since there is no need to add an additional oil cooler, dedicated oil pump, and matching valves, the total number of parts is reduced, the system weight is decreased, and assembly efficiency is improved. The elimination of leakage points and sealing failure risks associated with an independent oil cooling circuit increases the mean time between failures (MTBF). More importantly, the residual cooling capacity of the cooling medium after heat exchange on the air side is utilized in stages, avoiding ineffective energy dissipation in the oil cooling process, thus improving the overall thermal efficiency of the intermediate cooling mechanism 200 by 12%-18%.

[0122] refer to Figure 1 , Figure 2 and Figure 3In some embodiments, the multi-stage compression mechanism 100 may further include a drive motor 150 and an output shaft 160. The output end of the drive motor 150 is connected to the output shaft 160, and the output shaft 160 connects multiple compression units 110 in series. The drive motor 150 is used to drive the multiple compression units 110 to work through the output shaft 160 under the control of the control mechanism. The control mechanism is used to adjust the compression ratio of the compression units 110 by adjusting the rotational speed of the drive motor 150.

[0123] Among them, the drive motor 150 is a permanent magnet synchronous motor with a wide speed range and high dynamic response characteristics. This motor can be replaced by a switched reluctance motor or a brushless DC motor, both of which have low-speed high torque output capability and anti-demagnetization stability, and are suitable for harsh automotive operating conditions such as high temperature and high vibration.

[0124] The coaxiality of the output shaft 160 with the main shaft of the moving scroll 113 of each compression unit 110 is controlled within ±0.02mm. The shaft is provided with multiple keyways or splines along its length and is rigidly connected to the drive end face of the moving scroll 113 of each compression unit 110 between adjacent compression units 110. The output shaft 160 is provided with a radial support bearing seat. The bearing is an angular contact ball bearing or a ceramic rolling bearing. The preload is adjustable to suppress shaft deflection under high-speed rotation.

[0125] In the multi-stage compression mechanism 100, multiple compression units 110 are arranged sequentially along the output shaft 160. The housing 111 of each compression unit 110 is fixed to a common mounting base by flanges or bolts to form an integral rigid support. The inner hole of the moving scroll 113 of each compression unit 110 is interference-fitted with the corresponding shaft section of the output shaft 160 or locked by a tapered sleeve to ensure torque transmission without slippage. The stationary scroll 112 is fixed in its respective housing 111 and forms an eccentric rotary compression chamber 114 with the moving scroll 113.

[0126] The synergistic effect of these technical features is manifested as follows: the drive motor 150 provides a unified power source, the output shaft 160 achieves strong mechanical coupling, the compression unit 110 receives synchronous drive input, and the control mechanism acts as the decision-making center to complete closed-loop regulation. These four elements constitute a complete control loop of command-execution-feedback-recommendation. The rigid connection of the output shaft 160 constrains the angular displacement degrees of freedom of each compression unit 110, ensuring they maintain the same speed and phase relationship. Changes in the speed of the drive motor 150 are directly converted into proportional changes in the volumetric flow rate of all compression units 110. The control mechanism, based on system-level performance objectives (such as stable final exhaust pressure, minimum power consumption, and controllable temperature rise), reverse-engineers the required speed, thereby transforming macroscopic control objectives into microscopic mechanical motion parameters.

[0127] Through the above technical solution, this application achieves the following: When the vehicle thermal management system proposes a high compression ratio requirement (such as 0.8 MPa exhaust pressure required in battery coolant heating mode), the control mechanism calculates the optimal average compression ratio required to meet the target pressure based on the current outlet temperature of the intermediate cooling mechanism 200, the intake mass flow rate, and the stage configuration, and determines the target speed of the drive motor 150 accordingly. After the drive motor 150 responds to the command, the output shaft 160 drives all compression units 110 to accelerate synchronously. Each stage of the compression chamber 114 completes step-by-step pressurization at the same speed according to the inherent geometric volume ratio. Since the speed of each stage is consistent and the phase is locked, the superposition of inter-stage airflow pulsation, pressure wave reflection, and intake interference caused by speed difference are avoided, making the gas flow more smoothly in the compression path and the compression process closer to the ideal variable process. At the same time, the single-shaft drive structure greatly reduces the number of motors, inverters, and control harnesses, reduces the density of system failure points and the risk of electromagnetic interference, and improves the overall vehicle reliability and assembly consistency.

[0128] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the drive motor 150 is a rotary motor, and the control mechanism is connected to the rotary motor via a transmission connection. The control mechanism is used to monitor the torque of the rotary motor in real time when the rotary motor is operating, so as to increase the speed when the torque of the rotary motor is greater than a threshold.

[0129] The technical solution described in this embodiment focuses on a dynamic safety response mechanism during the operation of a rotating electric motor. Its core lies in constructing a closed-loop control path of torque sensing—threshold discrimination—speed surge to cope with the impact of sudden abnormal operating conditions within the compression chamber 114 on the drive system. This solution does not rely on indirect inference from external pressure or temperature sensors, but directly utilizes the mechanical feedback from the output shaft 160 of the rotating electric motor as the first response signal. It features fast response, high signal-to-noise ratio, and strong anti-interference capabilities, making it suitable for high-dynamic, wide-load-range electric compressor applications.

[0130] Among them, the drive motor 150 is a rotary motor, which refers to an electromechanical energy conversion device that uses the stator winding to generate a rotating magnetic field and the rotor (permanent magnet or induction bar structure) to rotate continuously driven by electromagnetic torque. Specifically, it can be any one of a permanent magnet synchronous motor (PMSM), an asynchronous induction motor, or a switched reluctance motor (SRM).

[0131] Specifically, increasing the speed when the torque of the rotating motor exceeds a threshold means that after detecting a sudden increase in effective torque, the control mechanism sends an incremental speed command to the driver within ≤20 ms. The magnitude of this increment is set in stages according to the degree of the surge: if the torque exceeds the threshold by 1.2-1.5 times, a step speed increase of +150 rpm is executed; if it exceeds 1.5-2.0 times, a speed increase of +300 rpm is executed, and the opening of the intake valve of the next-stage compression unit 110 is reduced by 10% to assist in unloading; if it exceeds 2.0 times, an emergency speed increase to 110% of the rated speed is triggered, and an audible and visual alarm is activated and a fault code is recorded. The duration of the speed increase action is determined by the subsequent torque decline trend. When the torque decline rate is ≥10 N·m / s and below 90% of the threshold within 5 consecutive sampling cycles, the speed is gradually restored to the original set speed. This strategy avoids system interruption caused by traditional overload shutdown and achieves self-healing without stopping the machine.

[0132] Through the above technical solution, this application achieves active mechanical safety protection for a rotary motor driven multistage compressor. When the compression unit 110 draws in liquid droplets (liquid hammer) or the exhaust back pressure suddenly increases (such as when the downstream valve is accidentally closed or the intercooler is blocked), causing an abnormal increase in the resistance of the compression chamber 114, the output torque of the rotary motor will increase by a millisecond level. The control mechanism identifies the abnormality accordingly and, before mechanical jamming or bearing damage occurs, increases the exhaust flow rate by instantaneously increasing the rotation speed, prompting the abnormal working fluid to be discharged quickly, so that the pressure of the compression chamber 114 returns to the design range. This avoids failure modes caused by continuous torque exceeding the limit, such as motor winding overheating, irreversible demagnetization of permanent magnets, increased axial movement of the moving scroll 113, and even scraping of the moving and stationary scrolls 112, significantly extending the equipment life.

[0133] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the intermediate cooling mechanism 200 is a liquid cooling mechanism, and the control mechanism is connected to the liquid cooling mechanism for controlling the flow rate of the coolant in the liquid cooling mechanism.

[0134] The intermediate cooling mechanism 200 is a liquid cooling mechanism, which uses a liquid medium (such as ethylene glycol aqueous solution, deionized water, or special coolant) as a heat exchange carrier to indirectly exchange heat with the high-temperature compressed gas through forced convection, thereby reducing the gas temperature and improving the thermodynamic efficiency of the subsequent compression process. This liquid cooling mechanism includes a coolant inlet, a coolant outlet, internal flow channels (which can be located in the shell 111 jacket, plate heat exchanger, or shell-and-tube structure), and an interface connected to the coolant circulation system. Its core function is to absorb the sensible heat and part of the latent heat carried by the interstage compressed gas, so that the cooled gas temperature approaches the ambient temperature or the set target temperature.

[0135] As a physical heat exchange medium, the liquid cooling mechanism's heat exchange capacity directly depends on the coolant flow rate and the inlet / outlet temperature difference. The control mechanism, as the decision-making center, determines the actual coolant flow rate through its output commands. The dynamic adjustability of the coolant flow rate provides the basis for on-demand cooling. Together, these three elements constitute a closed-loop thermal management chain of perception, decision-making, and execution. The control connection between the control mechanism and the liquid cooling mechanism is the key interface for unifying the information and energy pathways within this closed loop.

[0136] Through the above technical solution, this application achieves the following: In a multi-stage compression path, when the high-temperature and high-pressure gas discharged from the previous compression unit 110 enters the intermediate cooling mechanism 200, the control mechanism calculates and outputs the optimal coolant flow command in real time based on the current compression load intensity and intake state. The liquid cooling mechanism responds to the command and precisely adjusts the mass flow rate of the coolant through the heat exchange channel, so that the heat exchange strictly matches the compression heat carried by the gas at that moment. This avoids the overcooling of the interstage gas caused by excessive cooling under a fixed flow design (causing water vapor condensation, lubricating oil emulsification, or a decrease in volumetric efficiency), and also avoids the high interstage temperature caused by insufficient cooling (weakening the isentropic efficiency advantage of subsequent compression and aggravating the thermal aging of lubricating oil). Ultimately, without adding additional mechanical structures, the heat-to-work conversion efficiency of the intermediate cooling mechanism 200 is significantly improved by intelligent control of the liquid cooling flow rate, reducing the additional energy consumption of the auxiliary cooling system (such as water pumps and fans), and the overall system energy efficiency ratio is significantly improved.

[0137] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the multi-stage compression mechanism 100 may include multiple driving elements 170, each driving element 170 corresponding to a compression unit 110. Each driving element 170 is used to drive one compression unit 110 to operate.

[0138] Among them, multiple drive units 170 refer to a group of independent power execution units whose number is strictly equal to that of compression units 110. Each drive unit 170 has complete electro-mechanical energy conversion capability and can be independently started, stopped, speed adjusted and torque output. Drive units 170 include, but are not limited to: permanent magnet synchronous motor, switched reluctance motor, brushless DC motor or linear motor (when compression unit 110 is a reciprocating structure). Optionally, each drive unit 170 integrates position sensor and temperature sensor and interacts with control mechanism in real time through high-speed communication bus.

[0139] Each drive unit 170 is used to drive a compression unit 110, defining the exclusivity and specificity of the drive function: the operating state (start / stop, speed, direction, torque) of any drive unit 170 only affects the rate of change of the volume of the compression chamber 114 of its corresponding single compression unit 110 and the intensity of gas work, and does not directly affect the intake and exhaust phase, internal volume ratio or sealing state of other compression units 110. This characteristic allows the control mechanism to independently optimize its drive strategy based on the measured parameters of each stage (such as intake pressure, exhaust temperature, current ripple). For example, when the intake temperature of the second-stage compression unit 110 is detected to be higher than the set threshold, the control mechanism can reduce the speed of the first-stage drive unit 170 to reduce its exhaust mass flow rate, while increasing the speed of the second-stage drive unit 170 to enhance its suction capacity, thereby stabilizing the interstage thermal state without changing the total pressure ratio. For example, during the start-up phase, the low-pressure stage drive unit 170 can be started first to establish the basic airflow. After the outlet temperature of the intermediate cooling mechanism 200 stabilizes, the high-pressure stage drive unit 170 can be put into operation in sequence to achieve a staged soft start and suppress water hammer and thermal shock in the system.

[0140] Through the above technical solution, since each compression unit 110 has its own dedicated drive unit 170, the speed, start-stop sequence, and acceleration / deceleration slope of each stage can be set as needed. Since the control mechanism can obtain the exhaust pressure, temperature, and load information of each stage and independently adjust the output of the corresponding drive unit 170 accordingly, it can dynamically maintain the matching of compression ratios of each stage. This avoids the overload of the front stage and the undervoltage imbalance of the rear stage caused by the difference in airflow inertia and thermal inertia between stages driven by a single motor. This solves the technical problem that it is difficult to achieve independent optimization of compression ratios of each stage by a single motor drive, especially the easy imbalance of matching between stages under varying operating conditions. It achieves the technical effects of improving the adaptability of system operating conditions, widening the high-efficiency operating range, and reducing energy consumption throughout the entire life cycle.

[0141] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, a pressure detection element 180 is provided between each intermediate cooling mechanism 200 and the next-stage compression unit 110. The pressure detection element 180 is electrically connected to a control mechanism, which uses the pressure detection element 180 to obtain the pressure of the gas output after cooling by the intermediate cooling mechanism 200, and adjusts the rotational speed of the drive element 170 of the next-stage compression unit 110 so that the compression ratio of the next-stage compression unit 110 is equal to the compression ratio of the previous-stage compression unit 110.

[0142] This embodiment proposes a dynamic speed coordinated control scheme based on interstage pressure closed-loop feedback for the technical architecture of a multi-stage compression mechanism 100 that uses multiple drive components 170 to independently drive each compression unit 110. The core of this scheme is to accurately capture the interstage pressure value under actual operating conditions at a critical position after the intermediate cooling mechanism 200 completes heat exchange and before the gas enters the intake port of the next stage compression unit 110. This value is then used as a direct control variable to drive the drive component 170 of the next stage compression unit 110 to adjust its speed in real time, thereby achieving strict consistency in the compression ratio of each stage.

[0143] The adjustment of the rotational speed of the drive component 170 of the next-stage compression unit 110 to make the compression ratio of the next-stage compression unit 110 equal to that of the previous-stage compression unit 110 means that: the control mechanism calculates the actual compression ratio of the previous stage compression unit 110 based on the currently measured exhaust pressure and the known intake pressure of the previous stage compression unit 110 (usually ambient pressure or the outlet pressure of the pre-stage intermediate cooling mechanism 200). At the same time, the intake pressure of the previous stage compression unit 110 is used as the target intake pressure of the next stage compression unit 110, and its target exhaust pressure is set to be equal to the compression ratio of the previous stage compression unit 110 × intake pressure. Subsequently, the control mechanism calls the built-in speed-exhaust pressure static characteristic model (this model is obtained through bench calibration and covers a cluster of exhaust pressure curves under different speeds and different intake temperatures) to solve for the target rotational speed of the drive component 170 required to achieve the target exhaust pressure, and controls the corresponding drive component 170. This process is repeated in each control cycle to form a closed-loop regulation chain of pressure → compression ratio → speed.

[0144] Through the above technical solution, this application achieves the following: Under the architecture of independent drive of multiple drive components 170, with the outlet pressure of each stage intermediate cooling mechanism 200 as the direct control target, a three-level closed loop is established through real-time sensing by the pressure detection component 180, rapid calculation by the control mechanism, and precise response by the drive component 170, to forcibly constrain the compression ratio of the next stage compression unit 110 to strictly track the compression ratio of the previous stage. For example, when the demand of the vehicle thermal management system suddenly increases, causing the load of the first stage compression unit 110 to rise and the exhaust pressure to increase, the outlet pressure of its downstream intermediate cooling mechanism 200 will also rise. After the control mechanism detects this change, it immediately increases the speed of the second stage drive component 170, so that the second stage compression unit 110 can still output the same multiple of exhaust pressure as the first stage under higher intake pressure, thereby maintaining the compression ratio of the two adjacent compression units 110 to be nearly equal. Conversely, when the coolant temperature rises, causing the intermediate cooling effect to decrease and the outlet pressure to be low, the control mechanism will correspondingly reduce the speed of the second stage drive component 170 to avoid the problem of the next stage having an artificially high compression ratio and a sudden drop in volumetric efficiency due to insufficient intake pressure. Because each stage actively matches the compression ratio of the previous stage through measured pressure, the multi-stage compression process always runs on the path of the same compression ratio with the lowest theoretical power consumption. This effectively solves the technical problems caused by speed mismatch in multi-drive architecture, such as inter-stage pressure oscillation, airflow backflow, local overheating and overall efficiency degradation, and achieves the optimal control effect of compression power consumption across the entire operating range.

[0145] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the compressor equipment may also include a heat recovery mechanism 500. The heat recovery mechanism 500 is connected to the intercooling mechanism 200 and is used to recover the heat absorbed by the intercooling mechanism 200 for heating external equipment.

[0146] The core of the technical solution involved in this embodiment lies in: by constructing a heat transfer path, capturing, transferring, and reusing the waste heat from the intermediate cooling process that would otherwise be lost to the environment as waste heat, thereby improving the overall energy utilization efficiency of the machine. This solution does not change the basic physical process of multi-stage compression and intermediate cooling, but rather expands the system boundary in the energy flow dimension, upgrading the compressor from a single power consumption device to a power and heat synergistic output unit. Its technical essence is to directionally transport the sensible and latent heat carried by the cooling medium (such as ethylene glycol aqueous solution, coolant, or phase change working fluid) in the intermediate cooling mechanism 200 to the external heat load through heat exchange, realizing the cross-system cascade utilization of thermal energy.

[0147] Among them, the heat recovery mechanism 500 refers to a functional subsystem that can receive high-temperature cooling medium from the intermediate cooling mechanism 200 and provide usable thermal energy to external equipment through heat exchange. Its structural form is not limited to plate heat exchangers, shell-and-tube heat exchangers, finned tube heat exchangers or microchannel heat exchangers. The material can be stainless steel, aluminum alloy or titanium alloy to take into account corrosion resistance, thermal conductivity and lightweight requirements.

[0148] Among them, heating for external equipment refers to the use of heat energy output by the heat recovery mechanism 500 to serve independent heat-consuming terminals outside the compressor system. Typical application scenarios include, but are not limited to: electric vehicle passenger compartment heating systems, battery pack low-temperature preheating circuits, and electric drive system lubricating oil heating circuits. The heating method can be hot water circulation, steam supply, or indirect air heating. Heating control can adopt thermostatic valves, variable frequency water pumps, or PID closed-loop regulation to ensure dynamic matching between external heat supply and external equipment heat load. As an optional implementation method, the heat recovery mechanism 500 can be configured with a bypass branch to automatically switch to heat dissipation mode when there is no external heat demand, ensuring the operational stability of the intermediate cooling mechanism 200 itself.

[0149] Through the above technical solution, this application achieves the following: while maintaining the basic configuration and operating principle of the multi-stage compression mechanism 100 and the intercooling mechanism 200 as defined in this application, the waste heat absorbed by the intercooling mechanism 200 is incorporated as an effective energy source into the energy management framework of the entire vehicle or industrial system. By adding a heat recovery mechanism 500 and establishing a stable thermal connection with the intercooling mechanism 200, the technical problem of low energy utilization and limited overall system energy efficiency caused by the direct discharge of waste heat from the intercooling mechanism 200 in the background technology is solved.

[0150] refer to Figures 1 to 3 This application also provides a vehicle, which may include a vehicle body and the aforementioned compressor equipment.

[0151] This embodiment provides an integrated electric vehicle, the core of which lies in embedding the aforementioned multi-stage compressor equipment as the power source and energy hub of the vehicle's thermal management system at the system level. This vehicle is not limited to passenger cars, commercial vehicles, or special-purpose vehicles; it is applicable to various power configurations such as pure electric, plug-in hybrid, and fuel cell vehicles. The vehicle body includes a load-bearing structure, passenger compartment, power compartment, battery pack mounting location, and thermal management pipeline layout space, providing mechanical mounting references, electrical interfaces, cooling circuit access points, and heat output paths for the compressor equipment. The compressor equipment is fixed in the power compartment via standardized flanges or modular interfaces. Its inlet 117 connects to outside air or the vehicle's internal recirculation duct, and its outlet 118 connects via high-pressure pipelines to the air conditioning evaporator / condenser, battery liquid cooling plate, cabin heating core, or multi-energy coupling heat exchanger control mechanism and the Vehicle Domain Controller (VDC) via Ethernet communication, responding in real time to air conditioning requests, battery temperature control commands, occupant thermal comfort models, and vehicle energy management strategies.

[0152] By employing the aforementioned technical solutions and compressor equipment, it is possible to reduce power consumption and decrease vehicle component maintenance rates while maintaining a high compression ratio and cooling conditions, thereby improving vehicle durability. Multi-stage compression reduces single-stage temperature rise, intermediate cooling enables waste heat reuse, and the integrated vehicle-equipment design reduces energy conversion steps. These factors collectively solve the problems of high-temperature failure, high power consumption, and thermal energy waste caused by single-stage compression in the background technology, thus significantly improving the vehicle's thermal management efficiency, system reliability, and overall driving range under all weather conditions.

[0153] refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, a heat dissipation device may also be included for dissipating heat from the intermediate cooling mechanism 200.

[0154] In this context, heat dissipation equipment refers to physical devices that can actively enhance the heat exchange process. Specific implementations include, but are not limited to: electronic fan assemblies (including brushless DC motors, fan blades, and shrouds), plate-fin air-cooled radiators, microchannel aluminum heat sinks, integrated liquid-air heat exchange modules, or combinations thereof. Heat dissipation equipment can be devices used for overall vehicle cooling in vehicles, such as front-end radiators at the front of the vehicle body.

[0155] The heat dissipation device does not replace the intermediate cooling mechanism 200 itself, but forms a main-auxiliary collaborative heat dissipation link with it: the intermediate cooling mechanism 200 completes the first stage of heat transfer between the compressed gas and the cooling medium, while the heat dissipation device is responsible for efficiently dissipating the heat carried by the cooling medium into the ambient air, thereby ensuring the thermal balance stability of the entire intermediate cooling circuit.

[0156] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0157] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0158] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0159] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0160] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A compressor device, characterized in that, include: A multi-stage compression mechanism (100) includes multiple compression units (110) connected along a compression path. Along the compression path, the next-stage compression unit (110) is used to compress the gas compressed by the previous-stage compression unit (110). An intermediate cooling mechanism (200) is disposed between at least two of the compression units (110) along the compression path. The intermediate cooling mechanism (200) is used to cool the gas compressed by the previous compression unit (110) and then deliver it to the next compression unit (110). A control mechanism, along the compression path, is used to control the number of compression units (110) participating in air compression and to control the intermediate cooling mechanism (200) to cool the compressed gas discharged from the previous compression unit (110).

2. The compressor equipment according to claim 1, characterized in that, The compression unit (110) includes a housing (111), and a stationary scroll plate (112) and a moving scroll plate (113) disposed in the housing (111). The stationary scroll plate (112) and the moving scroll plate (113) are interlocked to form a compression cavity (114). Along the compression path, the diameters of the stationary volute (112) and the moving volute (113) of each compression unit (110) gradually decrease; And / or, the compression ratios of each of the compression units (110) are the same, and the temperatures of the gases input to the lower compression units (110) by each of the intermediate cooling mechanisms (200) are the same.

3. The compressor equipment according to claim 2, characterized in that, The compression unit (110) further includes a heat dissipation structure (115), which is disposed on the housing (111) and is used to dissipate heat for the gas in the compression chamber (114).

4. The compressor equipment according to claim 2, characterized in that, At least a portion of the compression unit (110) includes a clamping structure (116); The control mechanism is used to adjust the squeezing force applied by the pressing structure (116) to the moving scroll (113) toward the stationary scroll (112) in real time according to the exhaust pressure of the obtained compression unit (110), so that the stationary scroll (112) and the moving scroll (113) maintain a sealed fit during operation.

5. The compressor equipment according to claim 1, characterized in that, The compression unit (110) further includes an inlet (117) and an outlet (118), and the intermediate cooling mechanism (200) includes an input end (210), a first output end (220) and a second output end (230); The input terminal (210) is connected to the outlet (118) of the compression unit (110) of the previous stage, the first output terminal (220) is connected to the outlet (118) of the compression unit (110) of the next stage, and the second output terminal (230) is used to directly output the gas compressed by the compression unit (110) of the previous stage. The multi-stage compression mechanism (100) also includes a plurality of first control valves (120) and a plurality of second control valves (130); The first control valve (120) is disposed between the first output end (220) and the inlet (117) of the next-stage compression unit (110). The first output end (220) is used to adjust the communication state between the intermediate cooling mechanism (200) and the next-stage compression unit (110) under the control of the control mechanism. The second control valve (130) is disposed at the second output terminal (230), and the second control valve (130) is used to adjust the connection state between the second output terminal (230) and the external device under the control of the control mechanism.

6. The compressor equipment according to claim 5, characterized in that, The compression unit (110) also includes a flow guiding structure (119); The flow guiding structure (119) is disposed at the inlet (117) and is used to guide the flow of gas entering the compression unit (110).

7. The compressor equipment according to claim 5, characterized in that, The intermediate cooling mechanism (200) is connected to the inlet (117) via a pipe (140), which is a bent pipe or a corrugated pipe.

8. The compressor equipment according to claim 1, characterized in that, The compressor device further includes a housing (300) having a receiving cavity (310), and the multi-stage compression mechanism (100) is disposed within the receiving cavity (310); the intermediate cooling mechanism (200) is disposed outside the housing (300) and passes through the shell wall of the housing (300) to communicate with the compression unit (110).

9. The compressor equipment according to claim 8, characterized in that, It also includes an oil passage mechanism (400) for providing lubricating oil to the compression unit (110), and an intermediate cooling mechanism (200) for communicating with the oil passage mechanism (400), the intermediate cooling mechanism (200) being outside the housing (300) for cooling the lubricating oil inside the oil passage mechanism (400).

10. The compressor equipment according to claim 1, characterized in that, The multi-stage compression mechanism (100) also includes a drive motor (150) and an output shaft (160); The output end of the drive motor (150) is connected to the output shaft (160), and the output shaft (160) is connected in series with multiple compression units (110). The drive motor (150) is used to drive multiple compression units (110) to work through the output shaft (160) under the control of the control mechanism. The control mechanism is used to adjust the compression ratio of the compression unit (110) by adjusting the rotational speed of the drive motor (150).

11. The compressor device according to claim 10, characterized in that, The drive motor (150) is a rotary motor, and the control mechanism is connected to the rotary motor. The control mechanism is used to monitor the torque of the rotary motor in real time when the rotary motor is working, so as to increase the speed when the torque of the rotary motor is greater than a threshold.

12. The compressor equipment according to claim 1, characterized in that, The intermediate cooling mechanism (200) is a liquid cooling mechanism; The control mechanism is connected to the liquid cooling mechanism and is used to control the flow rate of the coolant in the liquid cooling mechanism.

13. The compressor equipment according to claim 1, characterized in that, The multi-stage compression mechanism (100) includes multiple driving components (170), and each driving component (170) is configured to correspond one-to-one with the compression unit (110); Each of the drive units (170) is used to drive one of the compression units (110) to work.

14. The compressor device according to claim 13, characterized in that, Each of the intermediate cooling mechanisms (200) is provided with a pressure detection element (180) between it and the next-level compression unit (110); The pressure detection element (180) is electrically connected to the control mechanism. The control mechanism is used to obtain the pressure of the gas output after cooling by the intermediate cooling mechanism (200) through the pressure detection element (180), and adjust the rotation speed of the drive element (170) of the next-level compression unit (110) so that the compression ratio of the next-level compression unit (110) is equal to the compression ratio of the previous-level compression unit (110).

15. The compressor equipment according to claim 1, characterized in that, The compressor equipment also includes a heat recovery mechanism (500); The heat recovery mechanism (500) is connected to the intermediate cooling mechanism (200), and the heat recovery mechanism (500) is used to recover the heat absorbed by the intermediate cooling mechanism (200) and use it for heating external equipment.

16. A vehicle, characterized in that, It includes a vehicle body and a compressor device as claimed in any one of claims 1 to 15.

17. The vehicle according to claim 16, characterized in that, It also includes a heat dissipation device for dissipating heat from the intermediate cooling mechanism (200).

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