Horizontal rotary compressor for vehicles, air conditioning system and vehicle

Abstract

The utility model discloses a kind of vehicle horizontal rotary compressor, air conditioning system and vehicle, it is related to the field of compressor.Vehicle horizontal rotary compressor includes: first shell, support, positioning pin, crankshaft, motor, compression mechanism part.Crankshaft is installed to support in compression mechanism part, first central hole and second central hole are arranged in crankshaft, crankshaft is coaxially assembled with main bearing, main bearing is coaxially assembled with support;Rotor outer sleeve and fixed assembly are on crankshaft, rotor and compression mechanism part are located at the both sides of support, rotor is coaxially assembled with crankshaft;Stator is fixedly assembled to first shell, stator is coaxially assembled with first shell;Support is installed at the opening of first shell, stator is spaced and surrounds rotor, support pinhole and shell pinhole correspond;Positioning pin is arranged on shell pinhole and support pinhole.The utility model embodiment can ensure the coaxiality between stator and rotor, ensure the stability of compressor operation.

Description

Technical Field

[0001] This utility model relates to the field of compressors, and more particularly to a horizontal rotary compressor for vehicles, an air conditioning system, and a vehicle. Background Technology

[0002] In rotary compressors, the clearance between the stator and rotor is a key factor in ensuring efficient and stable operation. Misalignment can lead to excessively large or small clearances between the stator and rotor, increasing friction between internal compressor components, causing vibration and noise, and even affecting the compressor's lifespan.

[0003] Therefore, how to accurately control and improve the coaxiality of the stator and rotor during the assembly process has become an urgent problem to be solved. Utility Model Content

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, the first aspect of the present invention aims to provide a horizontal rotary compressor for vehicles that ensures the coaxiality between the stator and rotor, thereby ensuring the operational stability of the compressor.

[0005] Another objective of this utility model is to provide an air conditioning system and a vehicle.

[0006] According to a first aspect of the present invention, a vehicle horizontal rotary compressor includes: a first housing, an opening formed at one lateral end of the first housing, and a housing pin hole provided on one end face of the first housing where the opening is provided; a bracket, the bracket being vertically arranged, and having a first central hole and a bracket pin hole that are laterally through; a motor, the motor including a stator and a rotor; a compression mechanism, the compression mechanism including a main bearing having a second central hole; a positioning pin; and a crankshaft.

[0007] The crankshaft passes through the first center hole and the second center hole, and the compression mechanism and the crankshaft are mounted on the bracket.

[0008] The rotor and the compression mechanism are located on both sides of the bracket. The rotor is sleeved and fixedly mounted on the crankshaft. The rotor and the crankshaft are coaxially assembled.

[0009] The stator is fixedly assembled to the first housing, and the stator is coaxially assembled with the first housing;

[0010] The bracket is installed at the opening of the first housing, so that the stator is spaced apart and surrounds the rotor, and the bracket pin hole corresponds to the housing pin hole;

[0011] The positioning pin passes through the housing pin hole and the bracket pin hole;

[0012] The crankshaft is coaxially arranged with the main bearing, and the main bearing is coaxially arranged with the bracket.

[0013] According to the embodiments of this utility model, by providing a first center hole on the bracket and a second center hole on the main bearing of the compression mechanism, and by using a crankshaft passing through the first and second center holes, coaxial assembly of the crankshaft, bracket, and compression mechanism is achieved; by using a rotor sleeve and fixedly mounting it on the crankshaft, coaxial assembly of the rotor with the crankshaft, bracket, and compression mechanism is achieved; by fixing the stator to the first housing, coaxial assembly of the stator with the first housing and bracket is achieved; by providing housing pin holes on the first housing and bracket pin holes on the bracket, and by using a locating pin passing through the housing pin holes and bracket pin holes, the assembly accuracy of the first housing and bracket is improved; by installing the bracket at the opening of the first housing, coaxial assembly of the first housing and bracket is achieved.

[0014] Ultimately, by achieving the aforementioned structural constraints, the assembly relationship of the automotive horizontal rotary compressor is obtained. This not only ensures the coaxiality between the crankshaft, support, compression mechanism, and first housing, but also further strengthens the coaxial fit between the stator and rotor. Specifically, when the stator is precisely fixed to the first housing, and the rotor is fixedly mounted to the crankshaft via the outer sleeve, the coaxial relationship between the crankshaft, support, and first housing is strictly controlled. This ensures that the rotor's axis of rotation remains highly aligned with the stator's magnetic field centerline, thus achieving a coaxial fit between the stator and rotor.

[0015] This coaxial fit reduces vibration and noise caused by shaft misalignment, which not only improves the durability of multiple components, but also enhances the overall operating efficiency and stability of the automotive horizontal rotary compressor.

[0016] In some embodiments, the main bearing includes a disc body and a hub connected to one side of the disc body. The outer peripheral surface of the hub is a cylindrical surface, and the inner peripheral surface of the first central hole is a cylindrical surface. The outer peripheral surface of the hub and the inner peripheral surface of the first central hole have the same diameter and are coaxially arranged.

[0017] The hub is inserted into the first central hole, and the first central hole of the bracket and the hub are either interference fit, clearance fit, or overfit.

[0018] Specifically, the surface of the bracket facing the compression mechanism is a first end face, and the first end face includes a first annular precision-machined surface, the surface roughness of which is less than the surface roughness of the remaining part of the first end face.

[0019] The surface of the disc facing the support is a second end face, which includes a second annular precision-machined surface. The surface roughness of the second annular precision-machined surface is less than the surface roughness of the rest of the second end face.

[0020] The first annular precision-machined surface is perpendicular to the axis of the first central hole;

[0021] The second annular finishing surface is perpendicular to the axis of the wheel hub; the first annular finishing surface is in contact with the second annular finishing surface.

[0022] Furthermore, the surface of the bracket facing the motor is a third end face, the third end face including: a third annular precision machined surface, the surface roughness of the third annular precision machined surface being less than the surface roughness of the remaining part of the third end face, and the bracket pin hole passing through the third annular precision machined surface;

[0023] The third annular finishing surface is arranged parallel to the first annular finishing surface, and the third annular finishing surface is arranged perpendicular to the axis of the first central hole, and the third annular finishing surface is arranged perpendicular to the axis of the bracket pin hole.

[0024] The surface of the first housing facing the bracket includes: a fourth annular precision-machined surface, the housing pin hole being disposed on the fourth annular precision-machined surface, the fourth annular precision-machined surface being perpendicular to the axis of the housing pin hole, and the fourth annular precision-machined surface being perpendicular to the axis of the inner circumferential surface of the first housing;

[0025] The third annular finishing surface is in contact with the fourth annular finishing surface.

[0026] Specifically, the stator is interference-fitted to the first housing, and the rotor is interference-fitted to the crankshaft.

[0027] In some specific embodiments, the clearance between the crankshaft and the main bearing is between 0.5‰ and 2‰ of the shaft diameter.

[0028] In some specific embodiments, the coaxiality of the first central hole and the second central hole is between 0-50 μm.

[0029] In some specific embodiments, the assembly gap between the bracket and the main bearing is between 5-50 μm.

[0030] In some specific embodiments, the positional tolerance between the positioning pin and the bracket pin hole is between 0-50 μm.

[0031] In some specific embodiments, the positioning pin is interference-fitted with the bracket pin hole.

[0032] In some specific embodiments, the positional tolerance between the locating pin and the housing pin hole is between 0 and 50 μm.

[0033] In some specific embodiments, the locating pin is interference-fitted with the housing pin hole.

[0034] In some specific embodiments, the positional tolerance between the opening and the housing pin hole is between 0 and 50 μm.

[0035] In some specific embodiments, the coaxiality of the stator and the rotor is between 0-50 μm.

[0036] The air conditioning system according to a second aspect of the present invention includes the above-described automotive horizontal rotary compressor.

[0037] A vehicle according to a third aspect of the present invention includes a vehicle-mounted horizontal rotary compressor or air conditioning system as described in a second aspect of the present invention.

[0038] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0039] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0040] Figure 1 This is a schematic diagram of the structure of a vehicle-mounted horizontal rotary compressor according to some embodiments of the present invention;

[0041] Figure 2 This is a schematic diagram showing the connection between the bracket and the compression mechanism in some embodiments of this utility model;

[0042] Figure 3 This is a schematic diagram showing the connection between the rotor and the crankshaft in some embodiments of this utility model;

[0043] Figure 4 This is a schematic diagram showing the connection between the crankshaft and the compression mechanism in some embodiments of this utility model;

[0044] Figure 5 This is a schematic diagram of a vehicle according to some embodiments of the present invention.

[0045] Figure label:

[0046] Vehicles 1000, Air conditioning system 200

[0047] 100-type horizontal rotary compressor for vehicles

[0048] First housing 10, opening 101, housing pin hole 102, fourth annular precision machined surface 1D-1

[0049] Bracket 20, first center hole 21, bracket pin hole 22, first end face 2A, first annular finish surface 2A-1, third end face 2C, third annular finish surface 2C-1

[0050] Positioning pin 30, crankshaft 40, motor 50, stator 51, rotor 52

[0051] Compression mechanism 60, main bearing 61, second center hole 610, disc 611, hub 612, second end face 6B, second annular precision machined surface 6B-1. Detailed Implementation

[0052] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0053] In the description of this utility model, it should be understood that the terms "center," "upper," "lower," "inner," "outer," "axial," and "radial," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0054] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0055] The following is for reference. Figure 1 - Figure 4 A vehicle horizontal rotary compressor 100 according to a first aspect embodiment of the present invention is described.

[0056] like Figure 1As shown, according to an embodiment of the present invention, a horizontal rotary compressor 100 for vehicles includes: a first housing 10, a bracket 20, a positioning pin 30, a crankshaft 40, a motor 50, and a compression mechanism 60. The first housing 10 has an opening 101 at one lateral end, and a housing pin hole 102 is provided on the side end face where the opening 101 is located. The bracket 20 is vertically arranged, and has a first central hole 21 and a bracket pin hole 22 that are transversely through it. The motor 50 includes a stator 51 and a rotor 52, and the compression mechanism 60 includes a main bearing 61 with a second central hole 610.

[0057] Combination Figure 2 In order to install the compression mechanism 60 and the crankshaft 40 onto the bracket 20, the crankshaft 40 is provided with a first center hole 21 and a second center hole 610. The crankshaft 40 is coaxially assembled with the main bearing 61, and the main bearing 61 is coaxially assembled with the bracket 20.

[0058] Combination Figure 3 The rotor 52 is sleeved and fixedly mounted on the crankshaft 40. The rotor 52 and the compression mechanism 60 are located on both sides of the bracket 20, and the rotor 52 and the crankshaft 40 are coaxially assembled.

[0059] Combination Figure 1 The stator 51 is fixedly assembled on the first housing 10, and the stator 51 is coaxially assembled with the first housing 10.

[0060] In this application, the bracket 20 is installed at the opening 101 of the first housing 10, so that the stator 51 is spaced apart and surrounds the rotor 52, and the bracket pin hole 22 corresponds to the housing pin hole 102; the positioning pin 30 is inserted into the housing pin hole 102 and the bracket pin hole 22.

[0061] Understandably, a first center hole 21 is provided on the bracket 20, and a second center hole 610 corresponding to the first center hole 21 is provided on the main bearing 61 of the compression mechanism 60. This allows the crankshaft 40 to pass precisely through these two center holes, thereby achieving coaxial assembly between the crankshaft 40, the bracket 20, and the compression mechanism 60. This step is the foundation for establishing a stable coaxial structure.

[0062] Next, the rotor 52 is fitted onto the crankshaft 40 and securely fixed. This not only ensures the coaxiality between the rotor 52 and the crankshaft 40, but also indirectly achieves the coaxial assembly of the rotor 52 with these components through the coaxial relationship between the crankshaft 40 and the bracket 20 and the compression mechanism 60. This design makes the rotating parts a whole, reducing vibration and noise that may be caused by coaxiality deviation.

[0063] Then, the stator 51 is fixedly assembled onto the first housing 10. Coaxial assembly between the stator 51 and the first housing 10 is ensured. Simultaneously, since the first housing 10 has a housing pin hole 102 and the bracket 20 has a bracket pin hole 22, a positioning pin 30 passes through both the bracket pin hole 22 and the housing pin hole 102, thereby achieving coaxial assembly between the bracket 20 and the first housing 10. This arrangement also indirectly maintains a coaxial relationship between the stator 51 and the bracket 20.

[0064] To further strengthen the coaxial assembly between the first housing 10 and the bracket 20, this embodiment of the invention also employs dual coaxial protection measures. On one hand, utilizing the housing pin hole 102 on the first housing 10 and the bracket pin hole 22 on the bracket 20, a first coaxial assembly between the first housing 10 and the bracket 20 is achieved by precisely inserting a positioning pin 30 through these two pin holes. On the other hand, by installing the bracket 20 at the opening 101 of the first housing 10 and utilizing the aforementioned pin hole positioning and assembly relationship, a dual coaxial assembly mechanism between the first housing 10 and the bracket 20 is achieved. This step not only utilizes the physical locking effect of the positioning pin 30 but also further enhances the stability and reliability of the coaxial assembly through the close fit and support between the bracket 20 and the first housing 10.

[0065] In some embodiments, the main bearing 61 includes a disc 611 and a hub 612 connected to one side of the disc 611. The outer peripheral surface of the hub 612 is a cylindrical surface, and the inner peripheral surface of the first central hole 21 is a cylindrical surface. The outer peripheral surface of the hub 612 and the inner peripheral surface of the first central hole 21 have the same diameter and are coaxially arranged.

[0066] The hub 612 is inserted into the first center hole 21, and the first center hole 21 of the bracket 20 and the hub 612 are either interference fit, clearance fit, or overfit.

[0067] In this way, the coaxiality of the main bearing 61 and the bracket 20 can be improved. The crankshaft 40 is mounted on the bracket 20 by the main bearing 61, so the coaxiality of the crankshaft 40 and the first center hole 20 of the bracket 20 can be ensured. This is conducive to ensuring the coaxiality of the stator 51 and the rotor 52, so that the stator 51 and the rotor 52 maintain a small gap and are not easy to contact or rub during operation, thus reducing wear and consumption.

[0068] Optionally, the bracket 20 and the hub 612 are connected by an interference fit. An interference fit connection refers to a connection where, during assembly, there is a certain amount of interference between the mating surfaces of two parts; that is, the dimension of one part is slightly larger than the mating dimension of the other part. This is achieved by applying external force or utilizing the elastic deformation of the material to tightly bond the two together. Therefore, in the connection between the bracket 20 and the hub 612, the interference fit eliminates the gap between the bracket 20 and the hub 612, allowing the connection to transmit a larger load, thereby improving the stability of the connection and reducing vibration and noise. An interference fit provides a stable connection and high load-bearing capacity.

[0069] To further improve the assembly position accuracy between the main bearing 61 and the bracket 20, another mating structure was added between the main bearing 61 and the bracket 20.

[0070] Specific reference Figure 2 The surface of the bracket 20 facing the compression mechanism 60 is a first end face 2A. The first end face 2A includes a first annular finishing surface 2A-1. The surface roughness of the first annular finishing surface 2A-1 is less than the surface roughness of the rest of the first end face 2A.

[0071] The surface of the disc 611 facing the support 20 is the second end face 6B. The second end face 6B includes a second annular finishing surface 6B-1. The surface roughness of the second annular finishing surface 6B-1 is less than the surface roughness of the rest of the second end face 6B.

[0072] The first annular finishing surface 2A-1 is perpendicular to the axis of the first central hole 21, and the second annular finishing surface 6B-1 is perpendicular to the axis of the hub 612. The first annular finishing surface 2A-1 and the second annular finishing surface 6B-1 are in contact.

[0073] In other words, the first annular precision-machined surface 2A-1 and the second annular precision-machined surface 6B-1 are the precision-machined surfaces that contact the bracket 20 and the disc 611. The surface roughness value after precision machining is very small, and the actual contact area is large. This not only effectively reduces contact stress, but the low-roughness surface also helps to improve sealing performance. The arrangement of the first annular precision-machined surface 2A-1 and the second annular precision-machined surface 6B-1 in this way can also improve the coaxiality between the outer peripheral surface of the hub 612 and the inner peripheral surface of the first central hole 21, and effectively improve the bending resistance of the crankshaft 40, reducing frictional damage caused by the crankshaft 40 bending during rotation due to insufficient clearance between the rotor 52 and the stator 51.

[0074] Furthermore, referring to Figure 1The surface of the bracket 20 facing the motor 50 is the third end face 2C. The third end face 2C includes a third annular precision machined surface 2C-1. The surface roughness of the third annular precision machined surface 2C-1 is less than the surface roughness of the rest of the third end face 2C. The bracket pin hole 22 passes through the third annular precision machined surface 2C-1.

[0075] The third annular finishing surface 2C-1 is arranged parallel to the first annular finishing surface 2A-1, and the third annular finishing surface 2C-1 is arranged perpendicular to the axis of the first central hole 21 and the third annular finishing surface 2C-1 is arranged perpendicular to the axis of the bracket pin hole 22.

[0076] The surface of the first housing 10 facing the bracket 20 includes: a fourth annular precision-machined surface 1D-1, a housing pin hole 102 disposed on the fourth annular precision-machined surface 1D-1, the fourth annular precision-machined surface 1D-1 being perpendicular to the axis of the housing pin hole 102, and the fourth annular precision-machined surface 1D-1 being perpendicular to the axis of the inner circumferential surface of the first housing 10.

[0077] The third annular finishing surface 2C-1 is in contact with the fourth annular finishing surface 1D-1.

[0078] In other words, the third annular precision-machined surface 2C-1 and the fourth annular precision-machined surface 1D-1 are the precision-machined surfaces that contact the bracket 20 and the first housing 10. The surface roughness value after precision machining is very small, and the actual contact area is large. This not only effectively reduces contact stress, but the low-roughness surface also helps to improve sealing performance. The arrangement of the third annular precision-machined surface 2C-1 and the fourth annular precision-machined surface 1D-1 in this way can also improve the coaxiality between the outer peripheral surface of the hub 612 and the inner peripheral surface of the first housing 10, and improve the coaxiality of the stator 51 and the rotor 52.

[0079] In some specific embodiments, the crankshaft 40 and the main bearing 61 are coaxially assembled through a clearance fit.

[0080] A clearance fit is used to create a certain gap between the crankshaft 40 and the main bearing 61. Due to this gap, the friction between the crankshaft 40 and the main bearing 61 is relatively small when rotating, which reduces wear and extends the service life of the automotive horizontal rotary compressor 100.

[0081] Furthermore, under high-temperature operating conditions, the crankshaft 40 and the main bearing 61 may undergo slight dimensional changes due to thermal expansion. The clearance fit can accommodate these slight changes, thereby preventing the crankshaft 40 and the main bearing 61 from seizing due to thermal expansion, which could lead to component damage.

[0082] In some alternative embodiments, before assembling the crankshaft 40 and the main bearing 61, the surfaces of the crankshaft 40 and the main bearing 61 are cleaned; the clearance between the crankshaft 40 and the main bearing 61 is measured using a measuring tool; the main bearing 61 is then placed in the bearing housing, and finally the crankshaft 40 is smoothly placed into the main bearing 61, ensuring that a certain clearance is formed between the journal of the crankshaft 40 and the inner bore of the main bearing 61.

[0083] Optionally, after the crankshaft 40 and main bearing 61 are assembled, visual inspection, coaxiality inspection, and testing are performed simultaneously. For example, testing may include operational testing and performance testing. This ensures that the automotive horizontal rotary compressor 100 operates smoothly without abnormal vibration or noise.

[0084] In some specific embodiments, such as Figure 4 As shown, the main bearing 61 includes a disc body 611 and a hub 612 connected to one side of the disc body 611. Figure 2 As shown, the hub 612 is inserted into the first center hole 21.

[0085] The disc body 611, as the main body of the main bearing 61, has high rigidity and load-bearing capacity, and is used to support the crankshaft 40 and transmit power. The hub 612, as a component connected to one side of the disc body 611, is designed to match the structure of the crankshaft 40 in order to achieve precise coaxial assembly.

[0086] Inserting the hub 612 into the first center hole 21 also includes the following steps:

[0087] First, ensure that the bracket 20 is securely placed on the assembly platform and that the first center hole 21 is clean and free of impurities; inspect the appearance quality of the hub 612 and disc 611 to confirm that there are no defects such as cracks or deformation. Lubricate the hub 612 and the first center hole 21 to reduce friction and wear during insertion.

[0088] Next, align the hub 612 with the first center hole 21, ensuring that their axes coincide. This step can be completed with the assistance of a positioning tool. Optionally, the positioning tool includes, but is not limited to, precision clamps, laser alignment instruments, etc.

[0089] After confirming that the alignment is correct, slowly insert the wheel hub 612 into the first center hole 21. At the same time, keep the insertion process smooth to avoid impact or collision.

[0090] Optionally, during the insertion of the hub 612, the gap between the hub 612 and the first center hole 21 is checked at any time. This ensures that the gap meets the requirements, being neither too large nor too small, to guarantee coaxiality and stability.

[0091] According to some aspects of this utility model, Figure 1In the embodiment shown, the stator 51 is interference-fitted with the first housing 10, and the rotor 52 is interference-fitted with the crankshaft 40.

[0092] By interfering the connection between the stator 51 and the housing, the stability and safety of the motor 50 under high-speed and high-torque operating conditions can be ensured.

[0093] Furthermore, by interfering with the rotor 52 and the crankshaft 40, a large torque and axial force can be transmitted, while ensuring the stability and concentricity of the rotor 52 and the crankshaft 40 under high-speed rotation.

[0094] This configuration ensures that the relative positions of the stator 51 and rotor 52 remain stable during operation, thereby improving the coaxial fit between the stator 51 and rotor 52.

[0095] The improved coaxial fit between the stator 51 and the rotor 52 helps to reduce vibration and noise during operation, thereby improving the smoothness of operation of the automotive horizontal rotary compressor 100 and reducing interference with the surrounding environment.

[0096] Especially when the automotive horizontal rotary compressor 100 is used in a vehicle, the stator 51 and rotor 52 with high coaxiality can reduce or even eliminate the probability of noise propagating into the vehicle, creating a quieter riding environment for passengers and helping to improve driving comfort.

[0097] Furthermore, the improved coaxial fit means that the automotive horizontal rotary compressor 100 can work more stably and efficiently, reducing energy loss caused by vibration and noise, thereby improving the vehicle's energy economy.

[0098] In addition, the stable operation of the automotive horizontal rotary compressor 100 helps reduce component wear, thereby extending the service life of the automotive horizontal rotary compressor 100, which helps reduce vehicle maintenance costs.

[0099] In some specific embodiments, the clearance between the crankshaft 40 and the main bearing 61 is between 0.5‰ and 2‰ of the shaft diameter.

[0100] It is worth noting that when the clearance between the crankshaft 40 and the main bearing 61 is between 0.5‰ and 2‰ of the shaft diameter, this clearance range helps to form and maintain a stable lubricating oil film, reducing direct contact and friction between the crankshaft 40 and the main bearing 61. This, in turn, reduces vibration and noise during crankshaft 40 rotation, extends component lifespan, and improves the operating efficiency of the automotive horizontal rotary compressor 100. Simultaneously, this clearance range also helps maintain heat dissipation between the crankshaft 40 and the main bearing 61, preventing performance degradation or damage caused by overheating.

[0101] Specifically, the clearance between the crankshaft 40 and the main bearing 61 can be 0.5‰, 0.8‰, 1‰, 1.3‰, 1.5‰, or 2‰.

[0102] In some specific embodiments, the coaxiality of the first central hole 21 and the second central hole 610 is between 0-50 μm.

[0103] Specifically, the coaxiality of the first central hole 21 and the second central hole 610 can be 0, 10um, 15um, 20um, 30um, or 50um.

[0104] Here, the coaxiality of the first center hole 21 and the second center hole 610 is controlled within 50 μm, which means that the maximum deviation of the axis of the first center hole 21 and the second center hole 610 in space does not exceed 50 μm. This can improve the coaxiality of the crankshaft 40 and the main bearing 61 of the compression mechanism 60, and improve the smoothness of the operation of the automotive horizontal rotary compressor 100.

[0105] In some specific embodiments, the assembly gap between the bracket 20 and the main bearing 61 is between 5-50 μm.

[0106] As can be seen, the stability of the bracket 20, which serves as the support structure for the main bearing 61, directly affects the support effect of the main bearing 61 on the crankshaft 40.

[0107] For example, the assembly clearance between the bracket 20 and the main bearing 61 can be 0, 10um, 15um, 20um, 30um, or 50um.

[0108] When the assembly clearance between the bracket 20 and the main bearing 61 is precisely controlled within 50µm, coaxiality deviation caused by excessive clearance between the bracket 20 and the main bearing 61 can be prevented, ensuring that the bracket 20 can accurately position the main bearing 61 and reducing axial offset between the bracket 20 and the main bearing 61. This stable coaxial support helps maintain the positional accuracy and stability of the main bearing 61 during operation, thereby ensuring that the crankshaft 40 always remains coaxial with the main bearing 61 during rotation.

[0109] When the crankshaft 40 and the main bearing 61 are highly coaxial, energy loss is reduced accordingly, and transmission efficiency is improved. At the same time, due to the reduction in vibration and friction, the noise level of the mechanical system is also reduced, thus providing passengers with a quieter and more comfortable operating environment.

[0110] In some specific embodiments, combined with Figure 1 - Figure 3 The positional tolerance between the positioning pin 30 and the bracket pin hole 22 is between 0-50um.

[0111] As is known to those skilled in the art, positional degree is a measure of the degree of deviation of the locating pin 30 from its theoretical position (i.e., the center position of the bracket pin hole 22).

[0112] Optionally, the positional tolerance between the positioning pin 30 and the bracket pin hole 22 can be 0, 10um, 15um, 20um, 30um, or 50um.

[0113] In some specific embodiments, the positioning pin 30 is interference-fitted with the bracket pin hole 22.

[0114] Specifically, the diameter of the locating pin 30 is slightly larger than the diameter of the bracket pin hole 22. By tightly embedding the locating pin 30 into the bracket pin hole 22, a fastening connection is formed. This fit can generate a large preload, ensuring a tight connection between the locating pin 30 and the bracket pin hole 22, thereby improving the connection strength.

[0115] Furthermore, the tight fit between the positioning pin 30 and the bracket pin hole 22 ensures the relative positional accuracy between the two.

[0116] At the same time, after assembly, a certain frictional force can be formed between the positioning pin 30 and the bracket pin hole 22, further preventing loosening caused by vibration, impact and other factors.

[0117] In some specific embodiments, combined with Figure 1 The positional tolerance between the locating pin 30 and the housing pin hole 102 is between 0-50µm.

[0118] This is because the precision of each step in the assembly process directly affects the assembly result of the next step. If there is a large error in a certain step of the assembly, this error will be continuously amplified and accumulated in subsequent assembly processes. In order to prevent the precision of the mechanical system from decreasing, by controlling the positional accuracy between the positioning pin 30 and the housing pin hole 102 to between 0-50µm, not only is the installation accuracy between the positioning pin 30 and the housing pin hole 102 directly improved, but the coaxiality between the first housing 10 and the bracket 20 is also improved. At the same time, through the coaxial assembly of the first housing 10 and the stator 51, the coaxial assembly of the bracket 20 and the main bearing 61, and the coaxial assembly of the main bearing 61 and the crankshaft 40, the overall precision and stability of the compressor are indirectly improved, preventing the accumulation of assembly errors in multiple links, thereby ensuring the final precision and stability of the entire mechanical system.

[0119] In some specific embodiments, the locating pin 30 is interference-fitted with the housing pin hole 102.

[0120] Specifically, the diameter of the locating pin 30 is slightly larger than the diameter of the housing pin hole 102. By applying a certain pressure, the locating pin 30 is embedded in the housing pin hole 102 to form a fast connection. The interference fit can generate a large preload, which improves the connection strength between the first housing 10 and the locating pin 30 and effectively prevents loosening.

[0121] In some specific embodiments, combined with Figure 1 The positional tolerance between the opening 101 and the housing pin hole 102 is between 0-50µm.

[0122] Since both the opening 101 and the housing pin hole 102 are opened on the first housing 10, it is ensured that the positional accuracy between the opening 101 and the housing pin hole 102 is within a controllable range.

[0123] Specifically, when the position of the opening 101 on the first housing 10 and the housing pin hole 102 is precisely controlled, the stator 51, coaxially mounted with the first housing 10, can maintain its precise axial and radial position. Simultaneously, since the position of the rotor 52, coaxially mounted on the bracket 20, is also strictly controlled, the relative position between the stator 51 and the rotor 52, i.e., the fitting clearance, becomes predictable and controllable, thereby ensuring the operational stability of the automotive horizontal rotary compressor 100.

[0124] Optionally, the positional tolerance between the opening 101 and the housing pin hole 102 can be 0, 10 μm, 15 μm, 20 μm, 30 μm, or 50 μm.

[0125] By controlling the positional accuracy between the opening 101 and the housing pin hole 102 to within 50µm, the assembly accuracy can be improved accordingly.

[0126] In some specific embodiments, the coaxiality of the stator 51 and the rotor 52 is between 0 and 50 μm.

[0127] Specifically, the coaxiality of stator 51 and rotor 52 can be 0, 10 μm, 15 μm, 20 μm, 30 μm, or 50 μm.

[0128] Here, the coaxiality of stator 51 and rotor 52 is controlled within 50µm, meaning that the maximum deviation of the centerlines of stator 51 and rotor 52 in space does not exceed 50µm. Such coaxiality not only improves the operational stability and efficiency of the automotive horizontal rotary compressor 100, but also reduces noise and vibration, and extends the service life of motor 50. In addition, it also helps to improve the overall performance and reliability of motor 50.

[0129] The vehicle horizontal rotary compressor 100 according to the second aspect embodiment of the present utility model is assembled from the vehicle horizontal rotary compressor 100 according to the first aspect embodiment of the present application.

[0130] By employing highly refined techniques, high coaxiality between the stator 51 and rotor 52, as well as precise assembly of other components, is ensured. This helps reduce friction between parts, lowers vibration and noise, and improves the overall reliability of the automotive horizontal rotary compressor 100.

[0131] In some embodiments, the refrigerant used in the automotive horizontal rotary compressor 100 is carbon dioxide, and the automotive horizontal rotary compressor 100 is a carbon dioxide compressor. Of course, the refrigerant used in the automotive horizontal rotary compressor 100 is not limited to this. The use of carbon dioxide as the refrigerant in the automotive horizontal rotary compressor 100 has many advantages.

[0132] Carbon dioxide, when used as a refrigerant, has a relatively high intake and exhaust pressure compared to traditional refrigerants. The automotive horizontal rotary compressor 100 of this embodiment can meet the sealing requirements when using carbon dioxide as a refrigerant. Furthermore, carbon dioxide has excellent thermodynamic properties; therefore, when the same cooling capacity is required, the volume of the compressor's compression chamber does not need to be excessively large when using carbon dioxide as the refrigerant, allowing for a reduction in the volume of the compression chamber and thus reducing the overall size and weight of the compressor. In addition, the compressor using carbon dioxide can operate over a wide pressure range, exhibiting stable performance whether performing initial compression under low pressure or deep compression under high pressure. Therefore, the automotive horizontal rotary compressor 100 of this application can achieve an optimized compression ratio, providing highly efficient cooling performance when used in a refrigeration system, thereby reducing energy consumption and improving energy utilization.

[0133] While achieving a high compression ratio using a carbon dioxide compressor can lead to abnormal phenomena such as surge and vibration, affecting the normal operation of the system, this high compression ratio can also cause increased pressure fluctuations in the system, impacting the normal operation of other equipment. Therefore, this application addresses this issue by setting various assembly relationships to improve the coaxiality of the stator 51 and rotor 52, and to reduce the bending amplitude of the crankshaft 40 after rotation. This effectively reduces the vibration and noise problems of the automotive horizontal rotary compressor 100 using carbon dioxide as the refrigerant. Because carbon dioxide achieves a high compression ratio as the refrigerant, the noise reduction effect of this application's solution is more pronounced in automotive horizontal rotary compressors 100 using carbon dioxide.

[0134] According to a second aspect embodiment of the present invention, an air conditioning system 200 is described, with reference to... Figure 5 This includes the vehicle horizontal rotary compressor 100 according to the first aspect embodiment of the present invention. This helps to reduce the operating noise of the air conditioning system 200.

[0135] It is worth noting that the type of air conditioning system 200 in this application embodiment is not limited, and it can be an integrated air conditioning unit or a split air conditioning unit.

[0136] According to a third aspect embodiment of the present utility model, the vehicle 1000, with reference to... Figure 5 This includes the air conditioning system 200 of the second aspect embodiment of this application or the vehicle horizontal rotary compressor 100 of the first aspect embodiment. The structures of the vehicle horizontal rotary compressor 100 and the air conditioning system 200 will not be described in detail here. It is worth noting that the specific type of vehicle referred to in this utility model is not limited. For example, the vehicle can be a fuel vehicle, a gas vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, fuel cell electric vehicles, range-extended electric vehicles, solar electric vehicles, gas fuel vehicles such as hydrogen engine vehicles, or biofuel vehicles such as vehicles powered by ethanol, biodiesel, etc.

[0137] The vehicle using this embodiment of the invention utilizes an improved automotive horizontal rotary compressor 100, which facilitates the rapid attainment and maintenance of a comfortable temperature environment by the vehicle's air conditioning system 200, providing passengers with a comfortable riding experience. Simultaneously, the automotive horizontal rotary compressor 100 has a low noise level, creating a quieter riding environment inside the vehicle and further enhancing the passenger experience.

[0138] The following is based on Figure 1 - Figure 4 This describes a specific embodiment of the vehicle horizontal rotary compressor 100 according to an embodiment of the present invention.

[0139] Reference Figure 1 The vehicle horizontal rotary compressor 100 of this utility model embodiment includes: a first housing 10, a bracket 20, a positioning pin 30, a crankshaft 40, a motor 50, and a compression mechanism 60.

[0140] The first housing 10 includes an opening 101 and a housing pin hole 102. The opening 101 is formed at one end of the first housing 10, and the housing pin hole 102 is located on the same side of the first housing 10 where the opening 101 is located.

[0141] The bracket 20 includes a first central hole 21 and a bracket pin hole 22.

[0142] The motor 50 includes a stator 51 and a rotor 52.

[0143] The compression mechanism 60 includes a main bearing 61. The main bearing 61 includes a second central hole 610, a disc body 611, and a hub 612.

[0144] The assembly method of the vehicle horizontal rotary compressor 100 according to this utility model embodiment includes:

[0145] Step 1: Refer to Figure 4The compressor unit 60 and crankshaft 40 are installed, specifically including:

[0146] Insert the hub 612 of the main bearing 61 into the first center hole 21 of the bracket 20 to ensure that the compression mechanism 60 is stably installed on the bracket 20.

[0147] Subsequently, the crankshaft 40 is passed through the first center hole 21 of the bracket 20 and the second center hole 610 of the compression mechanism 60. Here, the crankshaft 40 and the main bearing 61 are coaxially assembled through a clearance fit, and the clearance is precisely controlled between 0.5‰ and 2‰ of the shaft diameter to ensure smooth rotation.

[0148] At the same time, ensure that the coaxiality of the first center hole 21 and the second center hole 610 is between 0-50um to meet the high-precision assembly requirements.

[0149] Step Two: Refer to Figure 2 The main bearing 61 is assembled, specifically including:

[0150] The hub 612 of the main bearing 61 is inserted into the first center hole 21 of the bracket 20, and the main bearing 61 and the bracket 20 are coaxially assembled by interference fit. At this time, the assembly gap between the bracket 20 and the main bearing 61 is controlled between 5-50 μm to ensure the tightness and coaxiality of the connection.

[0151] Step 3: Refer to Figure 3 The installation process includes converting to version 52, specifically:

[0152] The rotor 52 is sleeved and fixedly mounted on the crankshaft 40, ensuring that the rotor 52 and the crankshaft 40 are coaxially assembled. An interference fit is used between the two to ensure the stability and reliability of rotation.

[0153] The rotor 52 and the compression mechanism 60 are located on both sides of the support 20, forming a complete rotating mechanism.

[0154] Step Four: Refer to Figure 1 Assemble the stator 51, specifically including:

[0155] The stator 51 is fixedly assembled onto the first housing 10, ensuring that the stator 51 and the first housing 10 are coaxially assembled. An interference fit is also used between the two to improve overall stability and coaxial accuracy.

[0156] Step 5: Refer to Figure 1 Mounting bracket 20 to the first housing 10:

[0157] Install the assembled bracket 20 at the opening 101 of the first housing 10, so that the stator 51 is spaced apart and surrounds the rotor 52. At this time, it is necessary to ensure that the bracket pin hole 22 and the housing pin hole 102 correspond to each other in preparation for subsequent fixing.

[0158] Step Six: Refer to Figure 1 Wearing a positioning pin 30, specifically including:

[0159] Positioning pins 30 are inserted into the housing pin hole 102 and the bracket pin hole 22 to position and fix the bracket 20 to the first housing 10. The positioning pins 30 are connected to the bracket pin hole 22 and the housing pin hole 102 with an interference fit to ensure the connection is firm.

[0160] Meanwhile, the positional accuracy between the positioning pin 30 and the bracket pin hole 22 and the housing pin hole 102 is controlled to be between 0-50µm to ensure the overall assembly accuracy.

[0161] Step 7: Verify coaxiality, specifically including:

[0162] Verify and confirm the coaxiality between stator 51 and rotor 52, ensuring that the coaxiality between stator 51 and rotor 52 is between 0-50µm, so as to meet the high efficiency and stable operation requirements of automotive horizontal rotary compressor.

[0163] Other components of the vehicle horizontal rotary compressor 100 according to the present invention, such as the vehicle itself, and its operation are known to those skilled in the art and will not be described in detail here.

[0164] In the description of this specification, references to terms such as "embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0165] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A horizontal rotary compressor for vehicles, characterized in that, include: A first housing, wherein an opening is formed at one lateral end of the first housing, and a housing pin hole is provided on the side end face where the opening is provided; The bracket is vertically arranged and has a first central hole and a bracket pin hole that are horizontally through it. An electric motor, the electric motor comprising a stator and a rotor; A compression mechanism, the compression mechanism including a main bearing having a second central hole; Positioning pin; Crankshaft; The crankshaft passes through the first center hole and the second center hole, and the compression mechanism and the crankshaft are mounted on the bracket. The rotor and the compression mechanism are located on both sides of the bracket. The rotor is sleeved and fixedly mounted on the crankshaft. The rotor and the crankshaft are coaxially assembled. The stator is fixedly assembled on the first housing, and the stator is coaxially assembled with the first housing; The bracket is installed at the opening of the first housing, so that the stator is spaced apart and surrounds the rotor, and the bracket pin hole corresponds to the housing pin hole; The positioning pin passes through the housing pin hole and the bracket pin hole; The crankshaft is coaxially arranged with the main bearing, and the main bearing is coaxially arranged with the bracket.

2. The automotive horizontal rotary compressor according to claim 1, characterized in that, The main bearing includes a disc body and a hub connected to one side of the disc body. The outer peripheral surface of the hub is a cylindrical surface, and the inner peripheral surface of the first central hole is a cylindrical surface. The outer peripheral surface of the hub and the inner peripheral surface of the first central hole have the same diameter and are coaxially arranged. The hub is inserted into the first central hole, and the first central hole of the bracket and the hub are either interference fit, clearance fit, or overfit.

3. The automotive horizontal rotary compressor according to claim 2, characterized in that, The surface of the bracket facing the compression mechanism is a first end face, which includes a first annular precision-machined surface. The surface roughness of the first annular precision-machined surface is less than the surface roughness of the rest of the first end face. The surface of the disc facing the support is a second end face, which includes a second annular precision-machined surface. The surface roughness of the second annular precision-machined surface is less than the surface roughness of the rest of the second end face. The first annular precision-machined surface is perpendicular to the axis of the first central hole; The second annular precision-machined surface is perpendicular to the axis of the wheel hub; The first annular finishing surface is in contact with the second annular finishing surface.

4. The automotive horizontal rotary compressor according to claim 3, characterized in that, The surface of the bracket facing the motor is a third end face, which includes a third annular precision-machined surface. The surface roughness of the third annular precision-machined surface is less than the surface roughness of the rest of the third end face, and the bracket pin hole passes through the third annular precision-machined surface. The third annular finishing surface is arranged parallel to the first annular finishing surface, and the third annular finishing surface is arranged perpendicular to the axis of the first central hole, and the third annular finishing surface is arranged perpendicular to the axis of the bracket pin hole. The surface of the first housing facing the bracket includes: a fourth annular precision-machined surface, the housing pin hole being disposed on the fourth annular precision-machined surface, the fourth annular precision-machined surface being perpendicular to the axis of the housing pin hole, and the fourth annular precision-machined surface being perpendicular to the axis of the inner circumferential surface of the first housing; The third annular finishing surface is in contact with the fourth annular finishing surface.

5. The automotive horizontal rotary compressor according to claim 1, characterized in that, The stator is interference-fitted to the first housing, and the rotor is interference-fitted to the crankshaft.

6. The automotive horizontal rotary compressor according to claim 1, characterized in that, The clearance between the crankshaft and the main bearing is between 0.5‰ and 2‰ of the shaft diameter. The coaxiality of the first central hole and the second central hole is between 0-50 μm; The assembly clearance between the bracket and the main bearing is between 5-50 μm.

7. The automotive horizontal rotary compressor according to claim 1, characterized in that, The positional tolerance between the positioning pin and the bracket pin hole is between 0-50µm; The positioning pin is interference-fitted with the pin hole of the bracket. The positional tolerance between the positioning pin and the housing pin hole is between 0-50µm; The locating pin is interference-fitted with the housing pin hole.

8. The automotive horizontal rotary compressor according to claim 1, characterized in that, The positional tolerance between the opening and the housing pin hole is between 0 and 50 μm.

9. The automotive horizontal rotary compressor according to claim 1, characterized in that, The coaxiality of the stator and the rotor is between 0-50 μm.

10. The automotive horizontal rotary compressor according to any one of claims 1-9, characterized in that, The refrigerant for the vehicle-mounted horizontal rotary compressor is carbon dioxide.

11. An air conditioning system, characterized in that, Includes the automotive horizontal rotary compressor according to any one of claims 1-10.

12. A vehicle, characterized in that, It includes a vehicle horizontal rotary compressor according to any one of claims 1-10, or an air conditioning system according to claim 11.

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