Automobile air conditioner compressor with clutch anti-loosening structure
Through the rivet connection and spring fit, the clutch coil is solved due to loose vibration, and the stable operation of the automobile air conditioner compressor is achieved, preventing loosening and improving the fixing effect.
Patent Information
- Application Number
- CN202421893076.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-06
- Publication Date
- 2025-07-22
- Estimated Expiration
- 2034-08-06
AI Technical Summary
In the field of commercial vehicles, clutch coil components are prone to loosening due to vibration, resulting in vehicle failures and safety hazards.
The coil and pulley bearing are fixed to the connecting shaft by riveting pressure connection, and the fixing effect is enhanced by the coupling of the spring and the spring. The interference fit and gap fit are used to combine the transmission ring and the bump structure to achieve stable connection.
Effectively prevent the clutch coil from loosening, improve the fixing effect, ensure the stable operation of the automobile air conditioner compressor, and avoid vehicle failures and safety accidents caused by loosening.
Smart Images
Figure CN223136339U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of passenger vehicles, and particularly relates to an automotive air conditioner compressor with a clutch anti-loosening structure. Background Art
[0002] Currently in the field of commercial vehicles, the environments such as the vibration of the whole vehicle, the vibration of the engine, and the road conditions are much harsher. The loosening of the clutch coil components occurs frequently, resulting in vehicle failures and even safety accidents. Content of the Utility Model
[0003] This part of the content of this application is used to briefly introduce concepts, which will be described in detail in the following specific implementation part. This part of the content of this application is not intended to identify the key features or essential features of the claimed technical solution, nor is it intended to limit the scope of the claimed technical solution.
[0004] In order to overcome the deficiencies of the prior art, the utility model provides an automotive air conditioner compressor with a clutch anti-loosening structure.
[0005] In order to achieve the above purpose, the utility model adopts the following technical solutions: an automotive air conditioner compressor with a clutch anti-loosening structure, including a compressor front cover, a connecting shaft, a coil, and a pulley bearing. The coil and the pulley bearing are both sleeved on the connecting shaft, the coil and the pulley bearing are connected, and the connecting shaft is fixedly connected to the compressor front cover; a fixing member is provided on the connecting shaft, and the pulley bearing abuts against the fixing member to fix it on the connecting shaft.
[0006] Further, the coil is connected to the connecting shaft by a riveting method.
[0007] Further, the pulley bearing is connected to the connecting shaft by a riveting method, and the pulley bearing abuts against the coil.
[0008] Further, a first annular groove is provided on the connecting shaft, and the fixing member is a first snap ring disposed in the first annular groove, and the first snap ring abuts against the end face of the pulley bearing.
[0009] Further, the pulley bearing and the connecting shaft are in an interference fit.
[0010] Further, the coil and the connecting shaft are in a clearance fit.
[0011] Further, a second annular groove and a third annular groove are provided on the connecting shaft, and the fixing member includes a second snap ring disposed in the second annular groove and a third snap ring disposed in the third annular groove. The second snap ring abuts against the end face of the pulley bearing, and the third snap ring abuts against the end face of the coil.
[0012] Further, a plurality of first movable grooves are provided on the connecting shaft, a runner is provided in the first movable groove, and the fixing member is a first convex block provided on the runner; a transmission cavity communicating with the first movable groove is provided on the connecting shaft, and a transmission ring in transmission cooperation with the runner is provided in the transmission cavity.
[0013] Further, a receiving groove is provided on the connecting shaft, a connecting ring is provided in the receiving groove, and the runner is rotatably connected to the connecting ring; a first threaded hole is provided on the side wall of the receiving groove, a bolt is inserted into the first threaded hole, a groove for receiving the bolt is provided at one end of the first threaded hole, and the bolt is rotatably connected to the connecting ring.
[0014] Further, a fourth annular groove is provided at one end of the connecting shaft, both the transmission cavity and the first threaded hole communicate with the fourth annular groove, a pushing block is provided on the transmission ring, a second threaded hole is provided on the pushing block, a limiting groove is provided on the side wall of the fourth annular groove, a limiting rod corresponding to the limiting groove is inserted into the second threaded hole, and a thread corresponding to the second threaded hole is provided on the limiting rod; a fifth annular groove is provided on the side wall of the transmission cavity, a plurality of second convex blocks are provided in the fifth annular groove, a plurality of third convex blocks are provided on the transmission ring, and the third convex blocks are arc-shaped structures.
[0015] The beneficial effect of the present utility model is: to provide an automotive air-conditioning compressor with a clutch anti-loosening structure that avoids the loosening of the clutch coil and has a good fixing effect. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The drawings forming a part of this application are used to provide a further understanding of this application, making other features, objects, and advantages of this application more apparent. The schematic embodiments and descriptions thereof of this application are used to explain this application and do not constitute an improper limitation of this application.
[0017] In addition, throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic and the elements and elements are not necessarily drawn to scale.
[0018] In the drawings:
[0019] Figure 1 is a schematic structural diagram of an automotive air-conditioning compressor with a clutch anti-loosening structure in an embodiment of the present utility model.
[0020] Figure 2 is Figure 1 the enlarged view at A in
[0021] Figure 3 is Figure 1 the schematic diagram of the first snap ring of the automotive air-conditioning compressor with a clutch anti-loosening structure in the shown embodiment.
[0022] Figure 4Schematic diagram of the structure of an automotive air-conditioning compressor with a clutch anti-loosening structure in another embodiment of the present utility model.
[0023] Figure 5 Figure Figure 4 Enlarged view of part B in
[0024] Figure 6 Schematic diagram of the connecting shaft of an automotive air-conditioning compressor with a clutch anti-loosening structure in another embodiment of the present utility model.
[0025] Figure 7 is Figure 6 Cross-sectional view of the runner of an automotive air-conditioning compressor with a clutch anti-loosening structure in the embodiment shown in
[0026] Figure 8 is Figure 7 Enlarged view of part C in
[0027] Figure 9 is Figure 6 Cross-sectional view of the bolt of an automotive air-conditioning compressor with a clutch anti-loosening structure in the embodiment shown in
[0028] Figure 10 Enlarged view of part D in Question 9
[0029] Figure 11 is Figure 6 Cross-sectional view of the push block of an automotive air-conditioning compressor with a clutch anti-loosening structure in the embodiment shown in
[0030] Figure 12 is Figure 11 Enlarged view of part E in
[0031] Figure 13 is Figure 6 Cross-sectional view of the fifth annular groove of an automotive air-conditioning compressor with a clutch anti-loosening structure in the embodiment shown in
[0032] Figure 14 is Figure 13 Enlarged view of part F in
[0033] The meanings of the reference numerals in the figure are as follows:
[0034] 101, compressor front cover; 102, connecting shaft; 103, coil; 104, pulley bearing; 105, first circlip;
[0035] 201, connecting shaft; 202, coil; 203, pulley bearing; 204, second circlip; 205, third circlip;
[0036] 301. Connecting shaft; 3011. First movable groove; 3012. Fourth annular groove; 302. Runner; 3021. First convex block; 303. Transmission ring; 3031. Pusher block; 3032. Third convex block; 304. Connecting ring; 305. Bolt; 306. Limiting rod; 307. Second convex block. Detailed implementation mode
[0037] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not used to limit the protection scope of the present disclosure.
[0038] In addition, it should be noted that, for the sake of convenience of description, only the parts related to the utility model are shown in the drawings. Without conflict, the embodiments in the present disclosure and the features in the embodiments can be combined with each other.
[0039] It should be noted that the concepts such as "first" and "second" mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order of functions executed by these devices, modules or units or their interdependent relationships.
[0040] It should be noted that the modifications of "one" and "multiple" mentioned in the present disclosure are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise clearly stated in the context, it should be understood as "one or more".
[0041] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only for illustrative purposes and are not used to limit the scope of these messages or information.
[0042] The present disclosure will be described in detail below with reference to the drawings and in combination with embodiments.
[0043] As Figures 1-3 shown, an automotive air conditioner compressor with a clutch anti-loosening structure includes a compressor front cover 101, a connecting shaft 102, a coil 103 and a pulley bearing 104. The coil 103 and the pulley bearing 104 are both sleeved on the connecting shaft 102, the coil 103 and the pulley bearing 104 are connected, and the connecting shaft 102 is fixedly connected to the compressor front cover 101; a fixing member is provided on the connecting shaft 102, and the pulley bearing 104 abuts against the fixing member to fix it on the connecting shaft 102.
[0044] Specifically, the coil 103 is connected to the connecting shaft 102 by riveting; the pulley bearing 104 is connected to the connecting shaft 102 by riveting, and the pulley bearing 104 abuts against the coil 103.
[0045] A first annular groove is provided on the connecting shaft 102, and the fixing member is a first snap ring 105 provided in the first annular groove. The first snap ring 105 abuts against the end face of the pulley bearing 104. The first snap ring 105 is used to prevent the pulley bearing 104 from axially moving, thereby fixing the coil 103 and effectively solving the problem of its loosening due to vibration.
[0046] As Figures 4-5 shown, as a further preferred solution, the pulley bearing 203 and the connecting shaft 201 are in interference fit, and the coil 202 and the connecting shaft 201 are in clearance fit.
[0047] A second annular groove and a third annular groove are provided on the connecting shaft 201. The fixing members include a second snap ring 204 provided in the second annular groove and a third snap ring 205 provided in the third annular groove. The second snap ring 204 abuts against the end face of the pulley bearing 203, and the third snap ring 205 abuts against the end face of the coil 202.
[0048] The second snap ring 204 and the third snap ring 205 are used to block the clutch bearing and the coil 202 respectively, further improving the fixing effect of the coil 202 and preventing the coil 202 from moving on the connecting shaft 201.
[0049] As Figures 6-14 shown, as another solution of the present application, on the premise that both the coil and the pulley bearing are connected to the connecting shaft 301 by riveting, a plurality of first movable grooves 3011 are provided on the connecting shaft 301. A runner 302 is provided in the first movable groove 3011, and the fixing member is a first convex block 3021 provided on the runner 302; a transmission cavity communicating with the first movable groove 3011 is provided on the connecting shaft 301, and a transmission ring 303 in transmission cooperation with the runner 302 is provided in the transmission cavity.
[0050] A receiving groove is provided on the connecting shaft 301, and a connecting ring 304 is provided in the receiving groove. The runner 302 is rotatably connected to the connecting ring 304; a first threaded hole is provided on the side wall of the receiving groove, a bolt 305 is inserted into the first threaded hole, a groove for receiving the bolt 305 is provided at one end of the first threaded hole, and the bolt 305 is rotatably connected to the connecting ring 304.
[0051] One end of the connecting shaft 301 is provided with a fourth annular groove 3012. Both the transmission cavity and the first threaded hole communicate with the fourth annular groove 3012. A pushing block 3031 is provided on the transmission ring 303. A second threaded hole is provided on the pushing block 3031. A limiting groove is provided on the side wall of the fourth annular groove 3012. A limiting rod 306 corresponding to the limiting groove is inserted into the second threaded hole. Threads corresponding to the second threaded hole are provided on the limiting rod 306. One end of the limiting rod 306 is provided with an end plate. Threads are provided on the side wall of the limiting rod 306 only at the position close to the end plate; a fifth annular groove is provided on the side wall of the transmission cavity. A plurality of second protrusions 307 are provided in the fifth annular groove. A plurality of third protrusions 3032 are provided on the transmission ring 303. The third protrusions 3032 are arc-shaped structures.
[0052] After the coil and the clutch bearing are connected to the connecting shaft 301, the pushing block 3031 is pushed to move. The pushing block 3031 drives the transmission ring 303 to rotate. The transmission ring 303 drives the runner 302 to rotate. The first protrusion 3021 rotates out of the first movable groove 3011 and protrudes from the surface of the connecting shaft 301. The first protrusion 3021 abuts against the clutch bearing to fix it; at this time, the second protrusions 307 and the third protrusions 3032 are aligned. The third protrusions 3032 abut against the second protrusions 307 to cause the surface of the connecting shaft 301 to deform and protrude, increasing the connection effect between the connecting shaft 301 and the clutch bearing; at the same time, the second threaded hole is on one side of the limiting groove. The second threaded hole moves to a position coaxial with the limiting groove. The limiting rod 306 is pushed to insert the limiting rod 306 into the limiting groove. Then the limiting rod 306 is rotated to fix the limiting rod 306 in the second threaded hole by using the threads, fixing the pushing block 3031 to ensure that the first protrusion 3021 continuously extends out of the first movable groove 3011.
[0053] The position of the runner 302 can be adjusted according to the width of the connected clutch bearing. The specific adjustment method is as follows: Rotate the bolt 305 according to the clutch bearing to be connected. The bolt 305 moves in the first threaded hole to push the connecting ring 304 to move, thereby adjusting the position of the runner 302 so that the first protrusion 3021 always abuts against the clutch bearing, adapting to the connection of various different models of clutch bearings.
[0054] The above description is only some preferred embodiments of the present disclosure and an explanation of the applied technical principles. Those skilled in the art should understand that the scope of the utility model involved in the embodiments of the present disclosure is not limited to the technical solutions formed by the specific combination of the above technical features, and should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above inventive concept. For example, the technical solutions formed by mutually replacing the above features with the (but not limited to) technical features with similar functions disclosed in the embodiments of the present disclosure.
Claims
1. An automotive air-conditioning compressor with a clutch anti-loosening structure, comprising a compressor front cover, a connecting shaft, a coil and a pulley bearing. The coil and the pulley bearing are both sleeved on the connecting shaft, the coil is connected to the pulley bearing, and the connecting shaft is fixedly connected to the compressor front cover. It is characterized in that: A fixing member is provided on the connecting shaft, and the pulley bearing abuts against the fixing member to fix it on the connecting shaft.
2. The automotive air conditioner compressor with a clutch anti-loosening structure according to claim 1, wherein: The coil is connected to the connecting shaft by riveting.
3. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 2, characterized in that: The pulley bearing is connected to the connecting shaft by riveting, and the pulley bearing abuts against the coil.
4. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 3, wherein: A first annular groove is provided on the connecting shaft, and the fixing member is a first snap ring disposed in the first annular groove, and the first snap ring abuts against the end face of the pulley bearing.
5. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 1, wherein: The pulley bearing and the connecting shaft are in interference fit.
6. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 5, characterized in that: The coil and the connecting shaft are in clearance fit.
7. The automotive air conditioner compressor with a clutch anti-loosening structure according to claim 1, characterized in that: A second annular groove and a third annular groove are provided on the connecting shaft, and the fixing member includes a second snap ring disposed in the second annular groove and a third snap ring disposed in the third annular groove. The second snap ring abuts against the end face of the pulley bearing, and the third snap ring abuts against the end face of the coil.
8. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 3, characterized in that: A plurality of first moving grooves are provided on the connecting shaft, a runner is provided in the first moving groove, and the fixing member is a first protrusion provided on the runner; a transmission cavity communicating with the first moving groove is provided on the connecting shaft, and a transmission ring in transmission cooperation with the runner is provided in the transmission cavity.
9. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 8, wherein: A receiving groove is provided on the connecting shaft, a connecting ring is provided in the receiving groove, and the runner is rotatably connected to the connecting ring; a first threaded hole is provided on the side wall of the receiving groove, a bolt is inserted into the first threaded hole, a groove for receiving the bolt is provided at one end of the first threaded hole, and the bolt is rotatably connected to the connecting ring.
10. The automotive air-conditioning compressor with a clutch anti-loosening structure according to claim 9, characterized in that: A fourth annular groove is provided at one end of the connecting shaft, the transmission cavity and the first threaded hole both communicate with the fourth annular groove, a push block is provided on the transmission ring, a second threaded hole is provided on the push block, a limiting groove is provided on the side wall of the fourth annular groove, a limiting rod corresponding to the limiting groove is inserted into the second threaded hole, and a thread corresponding to the second threaded hole is provided on the limiting rod; a fifth annular groove is provided on the side wall of the transmission cavity, a plurality of second protrusions are provided in the fifth annular groove, a plurality of third protrusions are provided on the transmission ring, and the third protrusions are in an arc-shaped structure.