Vehicle air conditioning system and vehicle

Abstract

The utility model relates to vehicle equipment technical field provides a kind of vehicle air conditioning system and vehicle, and vehicle air conditioning system includes: air conditioner and stepless speed change mechanism, air conditioner includes compressor;Stepless speed change mechanism includes: shell, first cone gear assembly, second cone gear assembly, transmission belt and transmission ratio adjusting mechanism, first cone gear assembly and second cone gear assembly are rotatably arranged in shell, first cone gear assembly is used to and engine transmission connection, second cone gear assembly and compressor transmission connection, first cone gear assembly and second cone gear assembly are transmission connection by transmission belt;Transmission ratio adjusting mechanism is connected with at least one of first cone gear assembly and second cone gear assembly.The utility model's vehicle air conditioning system, transmission ratio adjusting mechanism can carry out stepless adjustment to the transmission ratio of first cone gear assembly and second cone gear assembly, so as to adjust the transmission ratio between compressor and engine according to the rotational speed of engine, so that the rotational speed of compressor is maintained in a suitable range.

Description

Technical Field

[0001] This utility model relates to the field of vehicle equipment technology, and in particular to a vehicle air conditioning system and a vehicle. Background Technology

[0002] Traditional automotive air conditioning systems typically use fixed-displacement compressors, whose cooling output is directly coupled to engine speed. This design has significant energy efficiency drawbacks; at low speeds, the cooling capacity is insufficient, resulting in slow cooling of the passenger compartment; while at high speeds, excessive cooling occurs, leading to energy waste. Although compressor start-stop control strategies alleviate this problem, frequent start-stop cycles accelerate compressor wear and cause significant temperature fluctuations, reducing comfort. Utility Model Content

[0003] This utility model provides an automotive air conditioning system and vehicle to solve the problem in the prior art where the cooling output of the automotive air conditioning compressor is directly coupled to the engine speed, making it difficult to adjust the output power under high and low operating conditions, thus affecting user comfort.

[0004] In a first aspect, this utility model provides a vehicle air conditioning system, comprising: Air conditioner, including compressor; A continuously variable transmission (CVT) mechanism includes: a housing, a first conical pulley assembly, a second conical pulley assembly, a drive belt, and a transmission ratio adjustment mechanism. Both the first and second conical pulley assemblies are rotatably mounted on the housing. The first conical pulley assembly is connected to an engine for transmission, and the second conical pulley assembly is connected to a compressor for transmission. The first and second conical pulley assemblies are connected via the drive belt. The transmission ratio adjustment mechanism is connected to at least one of the first and second conical pulley assemblies and is used to continuously adjust the transmission ratio of the first and second conical pulley assemblies.

[0005] According to the vehicle air conditioning system of this utility model, both the first cone wheel assembly and the second cone wheel assembly include: A drive shaft is rotatably mounted on the housing; A flywheel is connected to the drive shaft; the flywheel of the first conical wheel assembly is used for drive connection with the engine, and the flywheel of the second conical wheel assembly is drive connection with the compressor. The first conical wheel is fixedly mounted on the drive shaft; The second conical pulley is movably disposed on the drive shaft along the axial direction of the drive shaft and is disposed opposite to the first conical pulley; a portion of the drive belt is sandwiched between the first conical pulley and the second conical pulley; The transmission ratio adjustment mechanism is connected to the second cone wheel of the first cone wheel assembly and / or the second cone wheel of the second cone wheel assembly, and is used to drive the second cone wheel to move closer to or away from the corresponding first cone wheel.

[0006] According to the vehicle air conditioning system of this utility model, the second cone wheel is provided with a shaft hole, the drive shaft passes through the shaft hole, one of the hole wall of the shaft hole and the outer peripheral wall of the drive shaft is provided with a groove, and the other is provided with a protrusion, the protrusion being slidably inserted into the groove.

[0007] According to the vehicle air conditioning system of this utility model, the transmission ratio adjustment mechanism includes: A connecting assembly is movably disposed in the housing along the axial direction of the drive shaft and connected to the second conical wheel; A drive assembly, disposed in the housing and connected to the connecting assembly in a transmission manner, is used to drive the connecting assembly to move axially along the transmission shaft.

[0008] According to the vehicle air conditioning system of this utility model, the connecting component includes: An adjusting shaft is movably disposed in the housing along the axial direction of the transmission shaft and is connected to the drive assembly in a transmission manner; Both connecting pieces are connected to the adjusting shaft, one of the connecting pieces being connected to the second cone wheel of the first cone wheel assembly, and the other connecting piece being connected to the second cone wheel of the second cone wheel assembly; The second conical pulley of the first conical pulley assembly is located on the first side of the transmission belt, and the second conical pulley of the second conical pulley assembly is located on the second side of the transmission belt.

[0009] According to the vehicle air conditioning system of this utility model, the drive component includes: A first magnet is disposed in the housing; A second magnet is connected to the connecting assembly; the first magnet and the second magnet are arranged along the axial direction of the drive shaft; One of the first magnet and the second magnet is an electromagnet, and the other is a permanent magnet.

[0010] According to the vehicle air conditioning system of this utility model, the drive assembly further includes: An elastic element, one end of which abuts against the second magnet, and the other end of which abuts against the housing.

[0011] According to the vehicle air conditioning system of this utility model, when the elastic member is in its natural state, the transmission ratio between the first cone wheel assembly and the second cone wheel assembly is 1.

[0012] According to the present invention, an internal cavity is formed inside the housing, and a fixing seat corresponding to the drive shaft is provided on the cavity wall of the internal cavity. The fixing seat is provided with a mounting hole, and a bearing is provided in the mounting hole; the drive shaft passes through the bearing.

[0013] Secondly, this utility model also provides a vehicle, comprising: engine; As described in any of the above-mentioned vehicle air conditioning systems, the first cone wheel assembly is drive-connected to the engine.

[0014] This utility model discloses an automotive air conditioning system that connects a first conical wheel assembly and a second conical wheel assembly to the engine and compressor respectively, and connects the first and second conical wheel assemblies via a transmission belt. This allows power to be transmitted from the engine to the compressor via the first and second conical wheel assemblies, driving the compressor to cool. Simultaneously, at least one of the first and second conical wheel assemblies is an adjustable mechanism. A transmission ratio adjustment mechanism is connected to this adjustable mechanism to continuously adjust the transmission ratio between the two, allowing the transmission ratio between the compressor and the engine to be adjusted according to the engine speed. This maintains the compressor speed within a suitable range, ensuring that the compressor's output power is stably maintained within a certain range. This improves the user experience of the air conditioning system and effectively solves the problem in existing automotive air conditioning systems where the cooling output of the compressor is directly coupled to the engine speed, making it difficult to adjust the output power under high and low operating conditions and affecting user comfort. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the vehicle air conditioning system and transmitter provided in an embodiment of this utility model.

[0017] Figure 2 This is one of the cross-sectional views of the continuously variable transmission mechanism provided in the embodiments of this utility model.

[0018] Figure 3 This is a schematic diagram of the second conical wheel and the transmission shaft 121 provided in an embodiment of the present invention.

[0019] Figure 4 This is the second cross-sectional view of the continuously variable transmission mechanism provided in this embodiment of the utility model.

[0020] Figure 5 This is the third cross-sectional view of the continuously variable transmission mechanism provided in this embodiment of the utility model.

[0021] Figure 6 This is an exploded view of the continuously variable transmission mechanism provided in this embodiment of the utility model.

[0022] Figure label: 1. Continuously variable transmission (CVT); 11. Shell; 111. Inner cavity; 112. Fixing base; 12. First conical wheel assembly; 121. Drive shaft; 1211. Protrusion; 122. Flywheel; 123. First conical wheel; 124. Second conical wheel; 1241. Slide groove; 13. Second cone pulley assembly; 14. Drive belt; 15. Transmission ratio adjustment mechanism; 151. Connecting assembly; 1511. Adjusting shaft; 1512. Connecting piece; 152. Drive assembly; 1521. First magnet; 1522. Second magnet; 1523. Elastic element; 2. Compressor; 3. Engine. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0024] The following is combined with Figures 1-6 This invention describes a vehicle air conditioning system.

[0025] Firstly, such as Figure 1 and Figure 2 As shown, this utility model provides a vehicle air conditioning system, including: an air conditioner and a continuously variable transmission (CVT) mechanism 1. The air conditioner includes a compressor 2. The CVT mechanism 1 includes: a housing 11, a first conical wheel assembly 12, a second conical wheel assembly 13, a transmission belt 14, and a transmission ratio adjustment mechanism 15. The first conical wheel assembly 12 and the second conical wheel assembly 13 are rotatably disposed on the housing 11. The first conical wheel assembly 12 is used for transmission connection with an engine 3, and the second conical wheel assembly 13 is used for transmission connection with the compressor 2. The first conical wheel assembly 12 and the second conical wheel assembly 13 are connected by transmission belt 14. The transmission ratio adjustment mechanism 15 is connected to at least one of the first conical wheel assembly 12 and the second conical wheel assembly 13 for stepless adjustment of the transmission ratio of the first conical wheel assembly 12 and the second conical wheel assembly 13.

[0026] In this embodiment, by setting a continuously variable transmission mechanism 1 between the compressor 2 and the engine 3, the continuously variable transmission mechanism 1 can be used to steplessly adjust the transmission ratio between the compressor 2 and the engine 3. Regardless of whether the engine 3 is running at high speed or low speed, the continuously variable transmission mechanism 1 can maintain the output power of the compressor 2 within a suitable range by adjusting the transmission ratio between the compressor 2 and the engine 3, thereby improving the comfort of air conditioning use.

[0027] Specifically, the first conical wheel assembly 12 of the continuously variable transmission mechanism 1 is driven to the output shaft of the engine 3. The first conical wheel assembly 12 can rotate relative to the housing 11 under the drive of the engine 3, and transmit power to the second conical wheel assembly 13 through the transmission belt 14, thereby driving the second conical wheel assembly 13 to rotate relative to the housing 11. The second conical wheel assembly 13 is driven to the input shaft of the compressor 2, so as to transmit power to the input shaft of the compressor 2 to drive the compressor 2 to operate normally.

[0028] At least one of the first conical gear assembly 12 and the second conical gear assembly 13 is an adjustable mechanism, or both are adjustable mechanisms. The transmission ratio adjustment mechanism 15 of the continuously variable transmission mechanism 1 is connected to the adjustable mechanism of either the first conical gear assembly 12 or the second conical gear assembly 13 to adjust the transmission ratio between them so that the speed of the compressor 2 is maintained within a suitable range.

[0029] For example, when the engine 3 is running at low speed, the transmission ratio of the first cone wheel assembly 12 and the second cone wheel assembly 13 can be reduced by the transmission ratio adjustment mechanism 15 to prevent the compressor 2's speed from decreasing as the engine 3 decreases and affecting its cooling capacity. When the engine 3 is running at high speed, the transmission ratio of the first cone wheel assembly 12 and the second cone wheel assembly 13 can be increased by the transmission ratio adjustment mechanism 15 to prevent the compressor 2's speed from being too high, resulting in excessive cooling capacity and wasting energy. It can also prevent the compressor 2 from triggering a protective shutdown because its speed exceeds the safety threshold.

[0030] The vehicle air conditioning system of this utility model connects the first conical wheel assembly 12 and the second conical wheel assembly 13 to the engine 3 and the compressor 2 respectively, and connects the first conical wheel assembly 12 and the second conical wheel assembly 13 through the transmission belt 14. This allows power to be transmitted from the engine 3 to the compressor 2 via the first conical wheel assembly 12, the transmission belt 14, and the second conical wheel assembly 13, thereby driving the compressor 2 to cool. At the same time, at least one of the first conical wheel assembly 12 and the second conical wheel assembly 13 is an adjustable mechanism. The transmission ratio adjustment mechanism 15 is connected to the adjustable mechanism to continuously adjust the transmission ratio between the two, so as to adjust the transmission ratio between the compressor 2 and the engine 3 according to the speed of the engine 3, so that the speed of the compressor 2 is maintained within a suitable range. This allows the output power of the compressor 2 to be stably maintained within a certain range, which is beneficial to improving the user experience of the air conditioning system. This effectively solves the problem in the prior art that the cooling output of the vehicle air conditioning compressor is directly coupled to the engine speed, making it difficult to adjust the output power under high and low operating conditions, thus affecting the comfort of use.

[0031] In some embodiments, such as Figure 1 and Figure 2 As shown, both the first conical wheel assembly 12 and the second conical wheel assembly 13 include: a drive shaft 121, a flywheel 122, a first conical wheel 123, and a second conical wheel 124; the drive shaft 121 is rotatably mounted on the housing 11; the flywheel 122 is connected to the drive shaft 121; the flywheel 122 of the first conical wheel assembly 12 is used for transmission connection with the engine 3, and the flywheel 122 of the second conical wheel assembly 13 is used for transmission connection with the compressor 2; the first conical wheel 123 is fixedly mounted on the drive shaft 121; the second conical wheel 124 is movably mounted on the drive shaft 121 along the axial direction of the drive shaft 121 and is positioned opposite to the first conical wheel 123; a portion of the transmission belt 14 is sandwiched between the first conical wheel 123 and the second conical wheel 124; the transmission ratio adjustment mechanism 15 is connected to the second conical wheel 124 of the first conical wheel assembly 12 and / or the second conical wheel 124 of the second conical wheel assembly 13, and is used to drive the second conical wheel 124 to move closer to or away from the corresponding first conical wheel 123.

[0032] In this embodiment, the flywheel 122 of the first conical wheel assembly 12 and the output shaft of the engine 3 are connected by a belt drive so that the flywheel 122 drives the transmission shaft 121 to rotate. The transmission shaft 121 is provided with a first conical wheel 123 and a second conical wheel 124 arranged opposite to each other. It can be understood that the opposite sides of the first conical wheel 123 and the second conical wheel 124 are both conical surfaces. Part of the structure of the transmission belt 14 is wound between the first conical wheel 123 and the second conical wheel 124 and is held by the conical surfaces of the first conical wheel 123 and the second conical wheel 124. When the first conical wheel 123 and the second conical wheel 124 of the first conical wheel assembly 12 rotate with the transmission shaft 121, they can drive the transmission belt 14 to rotate synchronously. The transmission belt 14 can drive the first conical wheel 123 and the second conical wheel 124 of the second conical wheel assembly 13 to rotate synchronously, thereby driving the transmission shaft 121 and the flywheel 122 of the second conical wheel assembly 13 to rotate synchronously. The flywheel 122 of the second conical wheel assembly 13 can be connected to the input shaft of the compressor 2 by a belt drive so as to transmit power to the compressor 2.

[0033] Furthermore, it is understood that the portion of the transmission belt 14 clamped by the conical surface between the first conical pulley 123 and the second conical pulley 124 is arc-shaped, and the transmission ratio of the first conical pulley assembly 12 and the second conical pulley assembly 13 is mainly determined by the ratio of the radii of the arc-shaped transmission belt 14 between the first conical pulley 123 and the second conical pulley 124.

[0034] In this embodiment, the first conical wheel 123 is fixedly mounted on the transmission shaft 121, and the second conical wheel 124 is movable along the axial direction of the transmission shaft 121. It can move closer to or further away from the first conical wheel 123 under the drive of the transmission ratio adjustment mechanism 15 to adjust the distance between the first conical wheel 123 and the second conical wheel 124. When the distance between the two changes, the transmission belt 14 will move along the conical surface, and the radius of the arc formed by the transmission belt 14 between the first conical wheel 123 and the second conical wheel 124 will also change.

[0035] Specifically, when the second conical pulley 124 is close to the first conical pulley 123, the radius of the arc-shaped transmission belt 14 between them increases; when the second conical pulley 124 is far from the first conical pulley 123, the radius of the arc-shaped transmission belt 14 between them decreases. The transmission ratio adjustment mechanism 15 of this embodiment can be connected to the second conical pulley 124 of either the first conical pulley assembly 12 or the second conical pulley assembly 13, or simultaneously to the second conical pulley 124 of both, so as to adjust the transmission ratio of the first conical pulley assembly 12 and the second conical pulley assembly 13 by adjusting the ratio of the radii of the arc-shaped structures at both ends of the transmission belt 14. It is understood that the radius of the arc-shaped structure can continuously change as the transmission belt 14 moves along the conical surface, thereby allowing the transmission ratio of the first conical pulley assembly 12 and the second conical pulley assembly 13 to continuously change, enabling stepless adjustment of the first conical pulley assembly 12 and the second conical pulley assembly 13 through the transmission ratio adjustment mechanism 15.

[0036] Specifically, in some embodiments, such as Figure 3 As shown, the second conical wheel 124 is provided with a shaft hole, and the drive shaft 121 passes through the shaft hole. One of the shaft hole wall and the outer peripheral wall of the drive shaft 121 is provided with a groove 1241, and the other is provided with a protrusion 1211. The protrusion 1211 is slidably inserted into the groove 1241.

[0037] In this embodiment, the second conical wheel 124 has a shaft hole at its axial center for the transmission shaft 121 to pass through. The wall of the shaft hole is in contact with the outer peripheral wall of the transmission shaft 121. The wall of the shaft hole and the outer peripheral wall of the transmission shaft 121 are respectively provided with mutually adapted sliding grooves 1241 and protrusions 1211. The protrusions 1211 and the sliding grooves 1241 are inserted and engaged, so that when the transmission shaft 121 rotates, it can drive the second conical wheel 124 to rotate synchronously. At the same time, the protrusions 1211 can slide along the axial direction of the transmission shaft 121 in the sliding grooves 1241, so that the second conical wheel 124 can slide relative to the transmission shaft 121 along the axial direction of the transmission shaft 121.

[0038] In some embodiments, such as Figure 3 As shown, there are multiple grooves 1241 and multiple protrusions 1211. The multiple grooves 1241 are arranged at intervals along the circumference of the shaft hole on the hole wall, and the multiple protrusions 1211 are arranged at intervals along the circumference of the drive shaft 121 on the outer peripheral wall. The multiple protrusions 1211 and the multiple grooves 1241 are inserted into each other in a one-to-one correspondence.

[0039] In some embodiments, such as Figure 2 As shown, the transmission ratio adjustment mechanism 15 includes a connecting component 151 and a driving component 152. The connecting component 151 is movably disposed in the housing 11 along the axial direction of the transmission shaft 121 and is connected to the second conical wheel 124. The driving component 152 is disposed in the housing 11 and is connected to the connecting component 151 for driving the connecting component 151 to move along the axial direction of the transmission shaft 121.

[0040] In this embodiment, by providing a connecting component 151 and a driving component 152 on the housing 11, the driving component 152 can drive the connecting component 151 to move axially along the transmission shaft 121. The connecting component 151 is connected to the second cone wheel 124 to drive the second cone wheel 124 to move synchronously along the transmission shaft 121, thereby adjusting the distance between the second cone wheel 124 and the first cone wheel 123.

[0041] Specifically, in some embodiments, such as Figure 2 , Figure 4 , Figure 5 and Figure 6As shown, the connecting assembly 151 includes an adjusting shaft 1511 and two connecting members 1512. The adjusting shaft 1511 is movably disposed in the housing 11 along the axial direction of the transmission shaft 121 and is connected to the drive assembly 152. Both connecting members 1512 are connected to the adjusting shaft 1511. One connecting member 1512 is connected to the second cone wheel 124 of the first cone wheel assembly 12, and the other connecting member 1512 is connected to the second cone wheel 124 of the second cone wheel assembly 13. The second cone wheel 124 of the first cone wheel assembly 12 is located on the first side of the transmission belt 14, and the second cone wheel 124 of the second cone wheel assembly 13 is located on the second side of the transmission belt 14.

[0042] In this embodiment, the drive assembly 152 and the adjusting shaft 1511 are connected by a transmission to drive the adjusting shaft 1511 to move axially along the transmission shaft 121. The adjusting shaft 1511 is connected to the second cone wheel 124 of the first cone wheel assembly 12 and the second cone wheel 124 of the second cone wheel assembly 13 respectively through two connecting members 1512, so as to drive the two second cone wheels 124 to move axially along the transmission shaft 121 and adjust the transmission ratio of the first cone wheel assembly 12 and the second cone wheel assembly 13.

[0043] Specifically, in this embodiment, the second cone wheel 124 of the first cone wheel assembly 12 is located on the first side of the transmission belt 14, and the first cone wheel 123 is located on the second side of the transmission belt 14; the arrangement of the two cone wheels of the second cone wheel assembly 13 is opposite to that of the first cone wheel assembly 12, with the first cone wheel 123 of the second cone wheel assembly 13 located on the first side of the transmission belt 14 and the second cone wheel 124 located on the second side of the transmission belt 14.

[0044] like Figure 5 As shown, when the adjusting shaft 1511 is driven to move in the direction of the second side of the transmission belt 14, the second cone wheel 124 of the first cone wheel assembly 12 will move closer to the first cone wheel 123, increasing the radius of the arc-shaped portion of the transmission belt 14 between the cone wheels. At the same time, the second cone wheel 124 of the second cone wheel assembly 13 will move away from the first cone wheel 123, decreasing the radius of the arc-shaped portion of the transmission belt 14 between the cone wheels, thereby reducing the transmission ratio of the first cone wheel assembly 12 and the second cone wheel assembly 13.

[0045] Conversely, such as Figure 4 As shown, when the adjusting shaft 1511 is driven to move in the direction of the first side of the transmission belt 14, the transmission ratio of the first conical pulley assembly 12 and the second conical pulley assembly 13 will increase.

[0046] In summary, when the adjusting shaft 1511 of this embodiment is driven, it can synchronously drive the two second conical wheels 124 through the two connecting pieces 1512, and cause the distance between the two conical wheels of the first conical wheel assembly 12 and the second conical wheel assembly 13 to change in opposite directions, thereby causing the radius of the arc-shaped portion of the transmission belt 14 between the first conical wheel assembly 12 and the second conical wheel assembly 13 to change in opposite directions, thereby realizing stepless adjustment of the transmission ratio of the first conical wheel assembly 12 and the second conical wheel assembly 13.

[0047] Specifically, the transmission belt 14 is a transmission steel belt.

[0048] In some embodiments, such as Figure 2 , Figure 4 , Figure 5 and Figure 6 As shown, the drive assembly 152 includes: a first magnet 1521 and a second magnet 1522. The first magnet 1521 is disposed in the housing 11; the second magnet 1522 is connected to the connection assembly 151; the first magnet 1521 and the second magnet 1522 are arranged along the axial direction of the drive shaft 121; one of the first magnet 1521 and the second magnet 1522 is an electromagnet and the other is a permanent magnet.

[0049] In this embodiment, a first magnet 1521 is provided on the housing 11, the connecting assembly 151 is connected to the second magnet 1522, and the first magnet 1521 and the second magnet 1522 are arranged along the axial direction of the transmission shaft 121 so that the magnetic force direction between the first magnet 1521 and the second magnet 1522 extends along the axial direction of the transmission shaft 121, so that the second magnet 1522 is driven by the magnetic force between the first magnet 1521 and the second magnet 1522 to drive the connecting assembly 151 to move along the axial direction of the transmission shaft 121. Meanwhile, one of the first magnet 1521 and the second magnet 1522 is an electromagnet. It can be understood that the direction and strength of the magnetic field of the electromagnet are affected by the direction and magnitude of the current passing through the electromagnet. By reasonably controlling the direction and magnitude of the current passing through the electromagnet, the direction and magnitude of the magnetic force between the first magnet 1521 and the second magnet 1522 can be controlled (for example, forming an attractive or repulsive force between the first magnet 1521 and the second magnet 1522), thereby adjusting the displacement direction and displacement distance of the connecting component 151. The structure is simple, convenient and practical.

[0050] Understandably, the electromagnet can be connected to the vehicle's power supply, powered by the vehicle's power supply, and its current magnitude and direction can be controlled by a corresponding controller. Specifically, the engine speed of engine 3 can be detected by a corresponding sensor, and the controller can control the electromagnet to drive the displacement of the connecting component 151 based on the engine speed of engine 3, thereby adjusting the transmission ratio between engine 3 and compressor 2 to maintain the speed of compressor 2 within a certain range. This has the advantages of low latency and high control precision.

[0051] In some embodiments, such as Figure 2 , Figure 4 , Figure 5 and Figure 6 As shown, the drive assembly 152 also includes an elastic element 1523, one end of which abuts against the second magnet 1522, and the other end of which abuts against the housing 11.

[0052] In this embodiment, by providing an elastic element 1523 between the second magnet 1522 and the housing 11, when the second magnet 1522 is not affected by the attractive or repulsive force generated between it and the first magnet 1521, the elastic element 1523 can naturally extend to maintain the second magnet 1522 in a specific position, thereby maintaining the connecting assembly 151 and the two second conical wheels 124 in a specific position, and thus maintaining the transmission ratio of the first conical wheel assembly 12 and the second conical wheel assembly 13 at a specific value to facilitate subsequent adjustment.

[0053] Specifically, in some embodiments, such as Figure 2 , Figure 4 , Figure 5 and Figure 6 As shown, the second magnet 1522 can be installed at the end of the adjusting shaft 1511, and the elastic element 1523 is a spring, which is sleeved on the adjusting shaft 1511.

[0054] Specifically, in some embodiments, when the elastic element 1523 is in its natural state, the transmission ratio of the first conical wheel assembly 12 and the second conical wheel assembly 13 is 1.

[0055] In some embodiments, such as Figure 2 , Figure 4 and Figure 5 As shown, the housing 11 has an inner cavity 111 inside. The cavity wall of the inner cavity 111 is provided with a fixed seat 112 corresponding to the drive shaft 121. The fixed seat 112 is provided with a mounting hole, and a bearing is provided in the mounting hole. The drive shaft 121 passes through the bearing.

[0056] In this embodiment, by constructing an inner cavity 111 inside the housing 11 and setting a fixing seat 112 on the cavity wall of the inner cavity 111, the fixing seat 112 can support the transmission shaft 121 through the bearing in the mounting hole, making the rotation of the transmission shaft 121 more stable and reliable.

[0057] It is understandable that the main moving parts of the continuously variable transmission mechanism 1 (such as the drive shaft 121, the first conical wheel 123, the second conical wheel 124, the drive belt 14, and the transmission ratio adjustment mechanism 15) can be located in the inner cavity 111 to protect these moving parts. The drive shaft 121 can extend to the outside of the housing 11 and connect to the flywheel 122.

[0058] In one specific embodiment, the housing 11 includes a front cover, a middle frame, and a rear cover. The middle frame is hollow and has a front opening and a rear opening that are oppositely arranged. The front cover is installed in the front opening, and the rear cover is installed in the rear opening. The front cover, the middle frame, and the rear cover together form an inner cavity 111. The inner walls of the front cover and the rear cover are respectively provided with oppositely arranged fixing seats 112.

[0059] Secondly, this utility model also provides a vehicle, including: an engine 3 and a vehicle air conditioning system as provided in any of the above embodiments. The vehicle of this utility model, by employing the vehicle air conditioning system of the above embodiments, also possesses the advantages of the aforementioned vehicle air conditioning system, which will not be elaborated further here. The first cone wheel assembly 12 is drive-connected to the engine 3.

[0060] Specifically, the flywheel 122 of the first conical wheel assembly 12 can be connected to the pulley on the output shaft of the engine 3 via belt drive; the flywheel 122 of the second conical wheel assembly 13 can be connected to the pulley on the input shaft of the compressor 2 via belt drive.

[0061] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model 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 of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A vehicle air conditioning system, characterized in that, include: Air conditioner, including compressor; A continuously variable transmission (CVT) mechanism includes: a housing, a first conical pulley assembly, a second conical pulley assembly, a drive belt, and a transmission ratio adjustment mechanism. Both the first and second conical pulley assemblies are rotatably mounted on the housing. The first conical pulley assembly is connected to an engine for transmission, and the second conical pulley assembly is connected to a compressor for transmission. The first and second conical pulley assemblies are connected via the drive belt. The transmission ratio adjustment mechanism is connected to at least one of the first and second conical pulley assemblies and is used to continuously adjust the transmission ratio of the first and second conical pulley assemblies.

2. The vehicle air conditioning system according to claim 1, characterized in that, Both the first conical wheel assembly and the second conical wheel assembly include: A drive shaft is rotatably mounted on the housing; A flywheel is connected to the drive shaft; the flywheel of the first conical wheel assembly is used for drive connection with the engine, and the flywheel of the second conical wheel assembly is drive connection with the compressor. The first conical wheel is fixedly mounted on the drive shaft; The second conical pulley is movably disposed on the drive shaft along the axial direction of the drive shaft and is disposed opposite to the first conical pulley; a portion of the drive belt is sandwiched between the first conical pulley and the second conical pulley; The transmission ratio adjustment mechanism is connected to the second cone wheel of the first cone wheel assembly and / or the second cone wheel of the second cone wheel assembly, and is used to drive the second cone wheel to move closer to or away from the corresponding first cone wheel.

3. The vehicle air conditioning system according to claim 2, characterized in that, The second conical wheel has a shaft hole, and the drive shaft passes through the shaft hole. One of the shaft hole wall and the outer peripheral wall of the drive shaft has a groove, and the other has a protrusion. The protrusion is slidably inserted into the groove.

4. The vehicle air conditioning system according to claim 2, characterized in that, The transmission ratio adjustment mechanism includes: A connecting assembly is movably disposed in the housing along the axial direction of the drive shaft and connected to the second conical wheel; A drive assembly, disposed in the housing and connected to the connecting assembly in a transmission manner, is used to drive the connecting assembly to move axially along the transmission shaft.

5. The vehicle air conditioning system according to claim 4, characterized in that, The connection component includes: An adjusting shaft is movably disposed in the housing along the axial direction of the transmission shaft and is connected to the drive assembly in a transmission manner; Both connecting pieces are connected to the adjusting shaft, one of the connecting pieces being connected to the second cone wheel of the first cone wheel assembly, and the other connecting piece being connected to the second cone wheel of the second cone wheel assembly; The second conical pulley of the first conical pulley assembly is located on the first side of the transmission belt, and the second conical pulley of the second conical pulley assembly is located on the second side of the transmission belt.

6. The vehicle air conditioning system according to claim 4, characterized in that, The driving component includes: A first magnet is disposed in the housing; A second magnet is connected to the connecting assembly; the first magnet and the second magnet are arranged along the axial direction of the drive shaft; One of the first magnet and the second magnet is an electromagnet, and the other is a permanent magnet.

7. The vehicle air conditioning system according to claim 6, characterized in that, The driving component also includes: An elastic element, one end of which abuts against the second magnet, and the other end of which abuts against the housing.

8. The vehicle air conditioning system according to claim 7, characterized in that, When the elastic element is in its natural state, the transmission ratio between the first conical wheel assembly and the second conical wheel assembly is 1.

9. The vehicle air conditioning system according to claim 2, characterized in that, The housing has an inner cavity, and the cavity wall is provided with a fixed seat corresponding to the drive shaft. The fixed seat has a mounting hole, and a bearing is provided in the mounting hole. The drive shaft passes through the bearing.

10. A vehicle, characterized in that, include: engine; The vehicle air conditioning system as described in any one of claims 1-9, wherein the first cone wheel assembly is drive-connected to the engine.

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