CN218906851U - Automobile thermal management device based on air-floatation centrifugal compressor - Google Patents

Abstract

The utility model relates to an automobile heat management device based on an air-floating centrifugal compressor, which comprises: a refrigeration circuit configured to circulate a refrigerant; a refrigeration system component disposed on the refrigeration circuit; a heat exchange medium circuit configured to circulate a heat exchange medium to cool a device to be cooled, wherein a refrigerant in the refrigeration circuit is capable of cooling the heat exchange medium in the heat exchange medium circuit.

Description

Automobile thermal management device based on air-floatation centrifugal compressor

Technical Field

The utility model relates to the technical field of heat management, in particular to an automobile heat management device based on an air floatation centrifugal compressor.

Background

Thermal management refers to the management and control of the temperature of the overall system, discrete components, or its environment, with the purpose of maintaining proper operation or improving performance or longevity of the components. The thermal management technology is one of the key technologies of the development of new energy automobiles, and is an important guarantee of automobile driving safety. The traditional electric scroll compressor is adopted in the current thermal management system for new energy automobiles. However, the electric scroll compressor has a number of disadvantages: the electric vortex compressor assembly is large in size and high in weight; the dynamic and static scroll of the electric scroll compressor has small fit clearance when in operation, high cleanliness of other parts of the system and poor reliability of the system operation, in order to improve the reliability, the compressor needs compressor oil for lubrication and sealing, the cost of the compressor oil is increased, and the development process needs to avoid the deposition of the compressor oil in the interior so as to influence the lubrication of the compressor system; after entering the refrigerating system, the compressor oil is mutually dissolved with the refrigerant to influence the heat exchange of the refrigerant, so that the refrigerating capacity of the system is directly reduced by more than 5%; because of the existence of compressor oil, when the compressor system is used for replacing components, the compressor system needs to be accurately replenished with oil, which is not beneficial to after-sales maintenance. Accordingly, there is a need for a new automotive thermal management device that uses a compressor that avoids the above-described problems.

Disclosure of Invention

To solve at least some of the above problems in the prior art, the present utility model provides an automotive thermal management device based on an air-floating centrifugal compressor, comprising:

a refrigeration circuit configured to circulate a refrigerant;

the refrigerating system component is arranged on the refrigerating circuit and is sequentially connected end to end through the refrigerating circuit;

a heat exchange medium circuit configured to circulate a heat exchange medium to cool a device to be cooled, wherein a refrigerant in the refrigeration circuit is capable of cooling the heat exchange medium in the heat exchange medium circuit.

Further, the refrigeration system assembly includes: an air-bearing centrifugal compressor, a condenser, and a throttling element connected in sequence, wherein the air-bearing centrifugal compressor is configured to compress a refrigerant, comprising:

an electric machine, comprising:

a first chamber and a second chamber are respectively arranged at two ends of the inside of the shell; and a rotor on which a radial bearing is provided, the radial bearing being an air bearing and configured to support the rotor in a radial direction;

an impeller disposed at an end of the rotor and located within the first and/or second chambers;

an air inlet in communication with the air inlet of the first chamber;

an exhaust port in communication with the air outlet of the second chamber;

and two ends of the connecting pipe are respectively communicated with the air outlet of the first chamber and the air inlet of the second chamber.

Further, the air-floating centrifugal compressor further includes:

a thrust plate provided at an end of the rotor; and

and the thrust bearing is arranged on one side or two sides of the thrust disc and is an air bearing.

Further, the motor is a high-speed permanent magnet synchronous motor; and/or

The radial bearing is a foil type dynamic pressure air bearing; and/or

The impeller is a closed impeller.

Further, the impeller is fixed to the end of the rotor through a lock nut; and/or

An end cover is further arranged at the air outlets of the first chamber and the second chamber; and/or

The first chamber or the second chamber comprises a multi-stage impeller; and/or

The impeller is characterized in that a sealing structure is arranged on the side of a cover of the impeller.

Further, the air-floating centrifugal compressor further comprises an inter-stage air supplementing port, and the inter-stage air supplementing port is arranged on the connecting pipe.

Further, the method further comprises the following steps:

a heat exchange device having a portion in communication with the refrigeration circuit and another portion in communication with the heat exchange medium circuit and configured to transfer heat between the refrigeration circuit and the heat exchange medium circuit, wherein the heat exchange device includes a first fluid inlet and a first fluid outlet for a refrigerant to flow therethrough, and the heat exchange device includes a second fluid inlet and a second fluid outlet for a heat exchange medium to flow therethrough.

Further, the method further comprises the following steps:

a water pump disposed on the heat exchange medium circuit and configured to power the heat exchange medium circulation flow.

Further, the high-temperature and high-pressure gas refrigerant from the air-float centrifugal compressor is condensed into medium-temperature and high-pressure liquid through the condenser, and then is throttled by the throttling element to become low-temperature and low-pressure liquid, and the low-temperature and low-pressure liquid enters the heat exchange device;

the heat exchange medium enters the heat exchange medium loop after being cooled by the refrigerant in the heat exchange device, and enters the water pump after cooling equipment to be cooled, and flows to the heat exchange device again.

Further, the method further comprises the following steps:

the temperature sensor is connected between the first fluid outlet of the heat exchange device and the air inlet of the air-floating centrifugal compressor and/or between the air outlet of the air-floating centrifugal compressor and the inlet of the condenser;

the pressure sensor is connected between the first fluid outlet of the heat exchange device and the air inlet of the air-float centrifugal compressor and/or between the air outlet of the air-float centrifugal compressor and the inlet of the condenser; and/or

An electronic fan configured to be mounted on the condenser.

The utility model has at least the following beneficial effects: the utility model discloses an automobile heat management device based on an air-floating centrifugal compressor, which cools a heat exchange medium in a heat exchange medium loop through a refrigerating loop so as to cool equipment to be cooled through the heat exchange medium. The air-floating centrifugal compressor in the automobile heat management device based on the air-floating centrifugal compressor adopts an air-floating bearing, so that oil lubrication is not needed, an oil return pipeline is omitted, and the cost of compressor oil is saved; meanwhile, the rotating shaft is not contacted with the bearing when the air bearing works, but the air film is used for suspending the motor rotor, so that the service life of the bearing can be prolonged by at least 1 time, and the reliability of the compressor and the thermal management device is improved; the air bearing is adopted, compressor oil is not used, the heat exchange efficiency of the refrigerant is improved, and compared with a traditional compressor with compressor oil, the refrigerating capacity is improved by more than 5%; after-market maintenance is performed, so that the compressor oil does not need to be supplemented when parts are maintained and replaced; compared with a vortex compressor, the air-floating centrifugal compressor based on the high-speed permanent magnet synchronous motor has the advantages that the volume is reduced by about 30%, the weight is reduced by about 50%, more arrangement space can be saved for the new energy automobile, and the new energy automobile is light.

Drawings

To further clarify the above and other advantages and features of embodiments of the present utility model, a more particular description of embodiments of the utility model will be rendered by reference to the appended drawings. It is appreciated that these drawings depict only typical embodiments of the utility model and are therefore not to be considered limiting of its scope. In the drawings, for clarity, the same or corresponding parts will be designated by the same or similar reference numerals.

FIG. 1 illustrates a schematic diagram of an automotive thermal management device based on an air-bearing centrifugal compressor in accordance with one embodiment of the utility model; and

FIG. 2 shows a schematic configuration of an air bearing centrifugal compressor in accordance with an embodiment of the utility model;

FIGS. 3a-3d respectively show schematic configurations of air bearing centrifugal compressors according to other embodiments of the present utility model;

FIGS. 4a-4d are schematic views each showing a configuration of a different rotor system in an air bearing centrifugal compressor according to an embodiment of the utility model;

FIG. 5 shows a schematic diagram of a low-coldness air-bearing centrifugal compressor in accordance with an embodiment of the present utility model; and

fig. 6 shows a schematic cross-sectional view of a low-refrigeration air-bearing centrifugal compressor in accordance with an embodiment of the present utility model.

Detailed Description

It should be noted that the components in the figures may be shown exaggerated for illustrative purposes and are not necessarily to scale.

In the present utility model, the embodiments are merely intended to illustrate the scheme of the present utility model, and should not be construed as limiting.

In the present utility model, the adjectives "a" and "an" do not exclude a scenario of a plurality of elements, unless specifically indicated.

It should also be noted herein that in embodiments of the present utility model, only a portion of the components or assemblies may be shown for clarity and simplicity, but those of ordinary skill in the art will appreciate that the components or assemblies may be added as needed for a particular scenario under the teachings of the present utility model.

It should also be noted herein that, within the scope of the present utility model, the terms "identical", "equal" and the like do not mean that the two values are absolutely equal, but rather allow for some reasonable error, that is, the terms also encompass "substantially identical", "substantially equal".

It should also be noted herein that in the description of the present utility model, the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not explicitly or implicitly indicate that the apparatus or element in question must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as limiting or implying any relative importance.

In addition, the embodiments of the present utility model describe the process steps in a specific order, however, this is only for convenience of distinguishing the steps, and not for limiting the order of the steps, and in different embodiments of the present utility model, the order of the steps may be adjusted according to the adjustment of the process.

In the present utility model, high temperature > medium temperature > low temperature, high pressure > low pressure.

Fig. 1 shows a schematic view of an automotive thermal management device based on an air-bearing centrifugal compressor according to an embodiment of the utility model.

As shown in fig. 1, an automotive thermal management device based on an air-floating centrifugal compressor includes a refrigeration circuit 10 for circulating a refrigerant; a refrigeration system assembly disposed on the refrigeration circuit for refrigeration; a heat exchange medium circuit 20 for circulating a heat exchange medium to cool the target device, wherein the refrigerant in the refrigeration circuit 10 is capable of cooling the heat exchange medium in the heat exchange medium circuit 20; a cooling device 30 is required, which is arranged on the heat exchange medium circuit 20.

The refrigeration system assembly comprises an air-floating centrifugal compressor 11, a throttling element 12 and a condenser 13 which are connected in sequence. The high-temperature and high-pressure gas discharged from the air-floating centrifugal compressor 11 is condensed into medium-temperature and high-pressure liquid through a condenser. The throttling element is used for changing the medium-temperature high-pressure refrigerant into low-temperature low-pressure refrigerant, and comprises an electronic expansion valve, a capillary tube, a throttling pipe and the like.

In the present utility model, the cooling-required device 30 has a flow passage through which the heat exchange medium flows.

The automobile heat management device based on the air-floating centrifugal compressor further comprises a heat exchange device 15, wherein one part of the heat exchange device 15 is communicated with the refrigeration loop 10, and the other part of the heat exchange device is communicated with the heat exchange medium loop 20. The heat exchange device 15 is configured to transfer heat between the refrigeration circuit 10 and the heat exchange medium circuit 20. The heat exchange means 15 comprise a plate heat exchanger. The heat exchange device 15 has a first fluid inlet, a first fluid outlet, a second fluid inlet and a second fluid outlet.

The automobile thermal management device based on the air-floating centrifugal compressor further comprises a water pump 21 arranged on the heat exchange medium loop 20. The water pump 21 is connected between the second fluid inlet of the heat exchange device 15 and the outlet of the equipment 30 to be cooled, and provides power for the circulating flow of the heat exchange medium.

Automobile heat management device based on air supporting centrifugal compressor still includes: a temperature sensor 16 connected between the first fluid outlet of the heat exchange device 15 and the air inlet of the air-floating centrifugal compressor 11 and/or the air outlet of the air-floating centrifugal compressor 11 and the inlet of the condenser; a pressure sensor 17 connected between the first fluid outlet of the heat exchange device 15 and the air inlet of the air-floating centrifugal compressor 11 and/or the air outlet of the air-floating centrifugal compressor 11 and the inlet of the condenser; an electronic fan 14 configured to be mounted on the condenser 13. The temperature sensor 16 detects the temperature of the refrigerant and the pressure sensor 17 detects the pressure of the refrigerant for calculation of the refrigeration demand and protection of the compressor operation.

The connection relation between the components in the automobile heat management device is as follows:

the exhaust port of the air-float centrifugal compressor 11 is communicated with the inlet of the condenser 13; the outlet of the condenser 13 communicates with the inlet of the throttling element 12; the outlet of the throttling element 12 is communicated with a first fluid inlet of the heat exchange device 15, and the first fluid outlet of the heat exchange device 15 is communicated with the air inlet of the air-floating centrifugal compressor 11; the second fluid outlet of the heat exchange device 15 is communicated with the inlet of the equipment 30 to be cooled; the outlet of the equipment 30 to be cooled is communicated with the inlet of the water pump 21; the outlet of the water pump 21 communicates with the second fluid inlet of the heat exchange device 15.

When the automobile heat management device based on the air-floating centrifugal compressor works, the air-floating centrifugal compressor 11 is used as a power source for refrigerant circulation, the refrigerant is compressed in a centrifugal mode, the compressed refrigerant is discharged from the air-floating centrifugal compressor 11 in a high-temperature and high-pressure gas mode to reach the condenser 13, the electronic fan 14 sucks air at normal temperature into the condenser fins, the condenser 13 exchanges heat between the heat of the high-temperature and high-pressure refrigerant inside and the air, the refrigerant is condensed into medium-temperature and high-pressure liquid, then the refrigerant enters the throttling element 12, the throttling element 12 throttles the refrigerant, the throttled refrigerant rapidly expands to become low-temperature and low-pressure liquid, the low-temperature and low-pressure liquid enters the heat exchange device 15, and the refrigerant absorbs the heat of a heat exchange medium in the heat exchange device 15, becomes low-temperature and low-pressure gas and returns to the air-floating centrifugal compressor 11. The heat exchange medium is cooled by the refrigerant in the heat exchange device 15, flows out from the second fluid outlet of the heat exchange device 15, enters the heat exchange medium loop 20, enters the water pump after cooling the equipment 30 to be cooled, and flows to the heat exchange device 15 again. In the heat exchange device 15, the heat exchange medium inflow direction is opposite to the refrigerant inflow direction, so that the heat exchange efficiency is improved.

In embodiments of the present utility model, the term "main gas path" refers to a gas path through which gas enters a compressor along a gas inlet, is compressed, and exits through a gas outlet. The term "high pressure side" refers to the side of the compressor where the air pressure is higher, i.e. the side where the last stage impeller is located, and the term "low pressure side" refers to the side of the compressor interior opposite to the high pressure side. Under normal conditions, the gas flows from the high pressure side to the low pressure side through the air bearing and then returns to the main gas path.

Fig. 2 and 3a-3d show schematic configurations of air-bearing centrifugal compressors according to various embodiments of the utility model. As shown, in an embodiment of the utility model, the air bearing centrifugal compressor includes a motor and impeller 200. The rotor system of the motor comprises a radial air bearing 111, when the motor shaft rotates, the radial air bearing sucks gas to form a gas film to support the rotor to rotate at a high speed, and meanwhile, the thrust bearing (if any) also forms a gas film, so that the thrust shaft is not contacted with the bearing, the bearing is almost free from abrasion, and mechanical loss and noise can be greatly reduced or even eliminated. As shown, an impeller 200 is provided at an end of the rotor 101 for compressing low temperature and low pressure refrigerant gas from the heat exchange device to form high temperature and high pressure refrigerant gas to be discharged into the condenser. Herein, the terms "radial" and "axial" refer to the radial and axial directions of the rotor or its rotational axis.

Figures 4a-4d show schematic views of different rotor systems in an air bearing centrifugal compressor according to an embodiment of the utility model, respectively. As shown, in the embodiment of the present utility model, the rotor system 101 includes two radial bearings, which have a certain distance therebetween and may be symmetrically distributed on the rotor. In one embodiment of the utility model, the radial bearing adopts a foil type dynamic pressure air bearing, and when air is introduced into the bearing position, an air film can be formed, so that the air floatation effect is achieved.

In order to withstand the axial thrust forces generated during operation of the compressor, in one embodiment of the utility model, a thrust disc 112 and a thrust bearing 113 are also provided in the rotor system. Thrust disc 112 and thrust bearing 113 are optional. As shown in fig. 4a-4d, the thrust disc 112 may be disposed at either end of the rotor, or one thrust disc 112 may be disposed at each end of the rotor. When only one thrust disc is provided, one thrust bearing 113 may be provided on each side of the thrust disc 112, as shown in the figure, the acting surfaces of the two thrust bearings 113 face the thrust disc 112, so that axial thrust forces in different directions can be respectively borne, specifically, the axial thrust directions that the two thrust bearings 113 can bear are opposite. When two thrust disks are provided, one thrust bearing 113 may be respectively provided on two opposite sides of the two thrust disks 112, or on two sides far away from each other, as shown in the drawing, the acting surfaces of the two thrust bearings 113 are both directed toward the thrust disks 112, so that axial thrust in different directions can be respectively borne, and specifically, the axial thrust directions borne by the two thrust bearings 113 are opposite. In one embodiment of the utility model, the thrust bearing adopts a foil type dynamic pressure air bearing, and when air is introduced into the bearing position, an air film can be formed, so that the air floatation effect is achieved.

As shown in fig. 2 and 3a-3d, in various embodiments of the present utility model, single, double or multi-stage impellers may be provided according to practical requirements. Specifically, when only a single-stage impeller is provided, as shown in fig. 2 and 3a, the impeller 200 may be provided at either end of the rotor, and the side on which the impeller is provided may be referred to as the high-pressure side, while the side on which the impeller is not provided may be referred to as the low-pressure side. When two-stage impellers are provided, as shown in fig. 3b and 3c, the two impellers may be provided at both ends of the rotor, or may be provided at any one end of the rotor, and when the two impellers are provided at both ends of the rotor, one side provided with the impeller of the previous stage may be referred to as a low pressure side, and one side provided with the impeller of the subsequent stage may be referred to as a high pressure side, and when the two impellers are provided at one end of the rotor, one side provided with the impeller may be referred to as a high pressure side, and one side not provided with the impeller may be referred to as a low pressure side. Similarly, as shown in fig. 3d, when the multi-stage impellers are provided, the plurality of impellers may be equally or unequally provided at both ends of the rotor, or may be provided at either end of the rotor, and when the multi-stage impellers are provided at both ends of the rotor, one side provided with the impeller of the previous stage may be referred to as a low pressure side, and one side provided with the impeller of the subsequent stage may be referred to as a high pressure side, and when the multi-stage impellers are provided at one end of the rotor, one side provided with the impeller may be referred to as a high pressure side, and one side not provided with the impeller may be referred to as a low pressure side. Based on this, as shown in fig. 2 and 3a-3d, when the rotor rotates, a part of the high pressure gas compressed by the impeller in the main gas path enters the radial bearing on the high pressure side under the pressure, then enters the radial bearing on the low pressure side through the air gap between the motor stator and the rotor, and returns to the main gas path. When the thrust disc and the thrust bearing are arranged, the high-pressure gas also forms a gas film through the thrust bearing to bear axial thrust. In order to effectively reduce the axial thrust force applied to the thrust bearing, in one embodiment of the present utility model, the impeller at the low pressure side and the impeller at the high pressure side are disposed in a back-to-back manner, so that the axial thrust directions of the impellers at the high pressure side and the low pressure side are opposite to each other to cancel each other. In one embodiment of the utility model, the impeller is a shrouded impeller. In one embodiment of the utility model, the impeller is secured to the rotor by a lock nut.

The specific structure and working principle of the air-floating centrifugal compressor according to the embodiment of the utility model will be described in detail below by taking the configuration shown in fig. 3b as an example. It should be understood that the structure and the working principle of the air-floating centrifugal compressor adopting other configurations are basically the same as those of the embodiment, and only the number and positions of the impellers and/or the number and positions of the thrust disks are different, and are not described herein. The air-floating centrifugal compressor in the embodiment is suitable for heat management and is a small-cooling-capacity air-floating centrifugal compressor.

Fig. 5 and 6 show a schematic structural view and a schematic sectional view of a small-cooling-capacity air-floating centrifugal compressor according to an embodiment of the utility model. As shown, a low-coldness air-floating centrifugal compressor includes a motor 100, an impeller, an air inlet 301, an air outlet 302, and a connection pipe 303.

The motor 100 includes a rotor 101, a stator 102, and a housing 103. The stator 102 is fixed inside the housing 103, and the central axis of the rotor 101 coincides with the central axis of the stator 102. The rotor 101 is provided with two radial air bearing 111, and at the same time, a thrust disc 112 is provided at one side close to the air inlet 301, and two sides of the thrust disc are respectively provided with an air bearing 113, and the two thrust bearings are oppositely arranged to respectively bear axial thrust directed to the low pressure side or the high pressure side.

As shown, the two ends of the interior of the housing 103 are respectively provided with a first chamber and a second chamber. The air inlet of the first chamber is communicated with the air inlet 301 of the compressor, and it can be understood that the air inlet 301 is the air inlet of the first chamber, the first impeller 201 is disposed in the first chamber, and the first impeller 201 is fixed at the first end of the rotor 101. A connecting pipe 303 is arranged between the first chamber and the second chamber, and the gas compressed by the first impeller 201 flows out from the gas outlet of the first chamber into the connecting pipe 303 and then enters the second chamber through the gas inlet of the second chamber. The second impeller 202 is disposed in the second chamber, the second impeller 202 is fixed at the second end of the rotor 101, most of the gas compressed by the second impeller 202 flows out from the gas outlet of the second chamber, and the gas outlet of the second chamber is communicated with the gas outlet 302 of the compressor, which can be understood as the gas outlet 302 is the gas outlet of the second chamber. As shown in the drawing, in the embodiment of the present utility model, the air outlets of the first chamber and the second chamber are further provided with a first end cover 135 and a second end cover 136, a gap exists between the first end cover 135 and the second end cover 136 and the rotor 101, meanwhile, a certain gap exists between the first end cover 135 and the first impeller 201, the air flowing through the air bearing can return to the main air path through the gap, a certain gap also exists between the second end cover 136 and the second impeller 202, and a part of the air compressed by the second impeller 202 can enter the air bearing through the gap under the action of pressure. In one embodiment of the present utility model, the first impeller 201 and the second impeller 202 are closed impellers, and the closed impellers can effectively eliminate the secondary flow from the blade pressure surface to the suction surface caused by the blade tip clearance, so as to effectively improve the aerodynamic efficiency of the compressor. In one embodiment of the present utility model, as shown in the foregoing, the first impeller 201 and the second impeller 202 adopt a back-to-back design, so that the axial thrust directions of the first impeller and the second impeller are opposite, and offset each other, thereby effectively reducing the axial thrust received by the thrust bearing. In one embodiment of the present utility model, the first impeller 201 and the second impeller 202 are fixed to the rotor 101 by a first lock nut 211 and a second lock nut 221, respectively.

As shown in the figure, the outer sides of the two ends of the motor are also respectively provided with a first pressure shell 131 and a second pressure shell 132, a first sealing ring 133 is arranged between the first pressure shell 131 and the first impeller 201, and a second sealing ring 134 is arranged between the second pressure shell 132 and the second impeller 202, so that the backflow effect from the outlets to the inlets of the first impeller and the second impeller can be obviously reduced by the first sealing ring and the second sealing ring, and the efficiency of the compressor can be further improved.

In order to reduce the compression power consumption of the second impeller 202, in an embodiment of the present utility model, an inter-stage air-compensating hole 331 is further provided on the connecting pipe 303 to access the exhaust air from the economizer, and cool the air compressed by the first impeller, so as to achieve the purposes of reducing the compression power consumption of the high-pressure impeller and improving the efficiency of the system.

In one embodiment of the present utility model, motor 100 is a high-speed permanent magnet synchronous motor, the bearings of which operate as non-contact bearings and thus can withstand higher rotational speeds than conventional ball bearings, according to the compressor euler formula Δh=u ₂ Cu ₂ -U ₁ Cu ₁ It is known that the larger the rotation speed is, the smaller the radial dimension is, and therefore, the power density of the compressor can be improved by adopting the permanent magnet synchronous motor.

The working principle of the air-float centrifugal compressor is as follows: the gas compressed by the second impeller enters the second radial bearing at the high pressure side through the gap between the second impeller and the second end cover and the gap between the second end cover and the rotor, then enters the first radial bearing at the low pressure side through the gap between the stator and the rotor, then sequentially passes through the two thrust bearings through the gap between the thrust disc and the motor shell and the gap between the thrust disc and the first end cover, finally sequentially passes through the gap between the first end cover and the rotor and the gap between the first impeller and the first end cover, and enters the first chamber, namely the exhaust port of the first impeller, and returns to the main gas path to realize internal circulation. Compared with a static pressure air bearing, the air bearing centrifugal compressor can omit an external air supplementing channel, simplify the system structure and improve the reliability.

While certain embodiments of the present utility model have been described herein, those skilled in the art will appreciate that these embodiments are shown by way of example only. Numerous variations, substitutions and modifications will occur to those skilled in the art in light of the present teachings without departing from the scope of the utility model. The appended claims are intended to define the scope of the utility model and to cover such methods and structures within the scope of these claims themselves and their equivalents.

Claims (10)

1. An automotive thermal management device based on an air-floating centrifugal compressor, comprising:

a refrigeration circuit configured to circulate a refrigerant;

the refrigerating system component is arranged on the refrigerating circuit and is sequentially connected end to end through the refrigerating circuit;

a heat exchange medium circuit configured to circulate a heat exchange medium to cool a device to be cooled, wherein a refrigerant in the refrigeration circuit is capable of cooling the heat exchange medium in the heat exchange medium circuit.

2. The air-floating centrifugal compressor-based automotive thermal management apparatus of claim 1, wherein the refrigeration system assembly comprises: an air-bearing centrifugal compressor, a condenser, and a throttling element connected in sequence, wherein the air-bearing centrifugal compressor is configured to compress a refrigerant, comprising:

an electric machine, comprising:

a first chamber and a second chamber are respectively arranged at two ends of the inside of the shell; and

a rotor on which a radial bearing is provided, the radial bearing being an air bearing and configured to support the rotor in a radial direction;

an impeller disposed at an end of the rotor and located within the first and/or second chambers;

an air inlet in communication with the air inlet of the first chamber;

an exhaust port in communication with the air outlet of the second chamber;

and two ends of the connecting pipe are respectively communicated with the air outlet of the first chamber and the air inlet of the second chamber.

3. The air-floating centrifugal compressor-based automotive thermal management device of claim 2, further comprising:

a thrust plate provided at an end of the rotor; and

and the thrust bearing is arranged on one side or two sides of the thrust disc and is an air bearing.

4. The air-floating centrifugal compressor-based automotive thermal management device according to claim 2, wherein the motor is a high-speed permanent magnet synchronous motor; and/or

The radial bearing is a foil type dynamic pressure air bearing; and/or

The impeller is a closed impeller.

5. The air-floating centrifugal compressor-based automotive thermal management apparatus of claim 2, wherein the impeller is fixed to an end of the rotor by a lock nut; and/or

An end cover is further arranged at the air outlets of the first chamber and the second chamber; and/or

The first chamber or the second chamber comprises a multi-stage impeller; and/or

The impeller is characterized in that a sealing structure is arranged on the side of a cover of the impeller.

6. The air-floating centrifugal compressor-based automotive thermal management device of claim 2, further comprising an interstage air make-up port disposed on the connecting tube.

7. The air-floating centrifugal compressor-based automotive thermal management apparatus of claim 2, further comprising:

a heat exchange device having a portion in communication with the refrigeration circuit and another portion in communication with the heat exchange medium circuit and configured to transfer heat between the refrigeration circuit and the heat exchange medium circuit, wherein the heat exchange device includes a first fluid inlet and a first fluid outlet for a refrigerant to flow therethrough, and the heat exchange device includes a second fluid inlet and a second fluid outlet for a heat exchange medium to flow therethrough.

8. The air-floating centrifugal compressor-based automotive thermal management apparatus of claim 7, further comprising:

a water pump disposed on the heat exchange medium circuit and configured to power the heat exchange medium circulation flow.

9. The automobile heat management device based on an air-floating centrifugal compressor according to claim 8, wherein the high-temperature and high-pressure gas refrigerant coming out of the air-floating centrifugal compressor is condensed into medium-temperature and high-pressure liquid through a condenser, and then throttled by a throttling element to become low-temperature and low-pressure liquid, and enters a heat exchange device, wherein the refrigerant absorbs heat of a heat exchange medium to become low-temperature and low-pressure gas and returns to the air-floating centrifugal compressor;

the heat exchange medium enters the heat exchange medium loop after being cooled by the refrigerant in the heat exchange device, and enters the water pump after cooling equipment to be cooled, and flows to the heat exchange device again.

10. The air-floating centrifugal compressor-based automotive thermal management apparatus of claim 7, further comprising:

the temperature sensor is connected between the first fluid outlet of the heat exchange device and the air inlet of the air-floating centrifugal compressor and/or between the air outlet of the air-floating centrifugal compressor and the inlet of the condenser;

the pressure sensor is connected between the first fluid outlet of the heat exchange device and the air inlet of the air-float centrifugal compressor and/or between the air outlet of the air-float centrifugal compressor and the inlet of the condenser; and/or

An electronic fan configured to be mounted on the condenser.

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