KR102172261B1 - Motor operated compressor - Google Patents

Abstract

The drive motor according to the present invention includes a rotation shaft, a rotor coupled to the rotation shaft and rotatably provided, a stator forming an accommodation space in which the rotor is accommodated, and magnetically interacting with the rotor, the The stator may have a heat dissipation hole formed to penetrate in the radial direction.

Description

Electric compressor {MOTOR OPERATED COMPRESSOR}

The present invention relates to a scroll type electric compressor.

In general, compressors that compress a refrigerant in a vehicle air conditioning system have been developed in various forms, and in accordance with a recent trend of electrification of automobile parts, the development of electric compressors driven by electricity using a motor has been actively made.

Among several compression methods, a scroll compression method suitable for high compression ratio operation is mainly applied to the electric compressor. In such a scroll type electric compressor, a drive motor is installed inside a sealed casing, and a compression unit consisting of a fixed scroll and a revolving scroll is installed at one side of the drive motor. In addition, the driving motor and the compression unit are connected by a rotation shaft to transmit the rotational force of the driving motor to the compression unit.

The rotational force transmitted to the compression unit rotates the orbiting scroll with respect to the fixed scroll to form two pairs of compression chambers consisting of a suction chamber, an intermediate pressure chamber, and a discharge chamber. To create the desired pressure.

A drive motor generally includes a stator that is fixed inside a casing and generates a magnetic field by an applied current, and a rotor that is rotatably accommodated in the stator and rotated by magnetic interaction with the stator. A rotating shaft is coupled to the center of the rotor, and the rotating shaft is eccentrically mounted on the orbiting scroll to rotate the orbiting scroll to compress the refrigerant.

On the other hand, the electric compressor mounted on the vehicle as described above is required to be designed to be miniaturized and high output due to its characteristics. In line with the trend of designing an electric compressor that can be miniaturized, a drive motor for orbiting the orbiting scroll is also miniaturized and requires high output. However, with the miniaturization and high output of the drive motor, the amount of heat generated by the drive motor increases.

Particularly, as the stator is miniaturized, the current density flowing through the coil of the stator increases, and the heat loss caused by the coil increases, which accounts for a significant proportion of the heat generation amount of the driving motor. Various techniques have been proposed to reduce or cool the efficiency of the drive motor due to the heat generated in the drive motor.

In the conventional compressor, in order to cool the coil, it has been cooled using a refrigerant supplied into the compressor. It is disclosed in Patent Document 1 (Korean Patent Laid-Open Patent No. 10-2013-0024491) and Patent Document 2 (Japanese Patent Application Laid-Open No. 2004-301091). In the conventional electric compressor disclosed in these patent documents, a drive motor is installed in an inner space of a casing, an intake port is formed on one side around the drive motor, and a compression unit is installed on the other side.

Therefore, in these electric compressors, the refrigerant sucked into one space of the casing through the intake port passes through the drive motor through the gap between the stator and the rotor forming the drive motor and the suction flow path between the stator and the casing, and moves to the other space of the casing. After that, it is sucked into the compression unit.

That is, the electric compressor forms a plurality of suction passages on the inner circumferential surface of the casing to move the refrigerant sucked into the front space of the drive motor to the rear space, and cool the drive motor using the refrigerant. However, according to the conventional compressor, there is a problem in that the refrigerant moving through the suction passage comes into contact with only a part of the stator, so that the entire stator cannot be uniformly radiated.

In particular, the heat generated in the center portion of the stator was not sufficiently cooled. This, as a whole, lowers the heat dissipation effect for the motor, thereby reducing motor efficiency, as well as increasing the flow loss of the refrigerant, resulting in a problem of lowering the compressor performance.

Republic of Korea Patent Publication No. 10-2013-0024491 (published on March 08, 2013) Japanese Laid-Open Patent No. 2004-301091 (published on October 28, 2004)

An object of the present invention is to provide a structure of a drive motor with improved cooling performance for high output and miniaturization of an electric compressor.

Further, an object of the present invention is to provide an electric compressor having a drive motor capable of uniformly cooling a stator constituting a drive motor by using a refrigerant sucked into a motor chamber.

Further, an object of the present invention is to provide an electric compressor including a drive motor capable of effectively cooling the heat of the central portion of the stator by providing a stator made of a plurality of laminates having different shapes.

An electric compressor according to the present invention includes a rotating shaft, a rotor coupled to the rotating shaft and rotatably provided, a stator forming an accommodation space in which the rotor is accommodated, and magnetically interacting with the rotor, the The stator may have a heat dissipation hole formed to penetrate in the radial direction.

Here, the stator includes a first stack formed to extend along a circumferential direction and a second stack composed of a plurality of members disposed to be spaced apart from each other along a circumferential direction, and the first stack and the second stack The sieve may be alternately disposed along the axial direction of the rotation shaft to form the heat dissipation hole provided in plural along the circumferential direction.

According to an embodiment of the present invention, the heat dissipation hole may be formed in plural in the axial direction by alternating the first stacked body and the second stacked body at least two times.

According to an embodiment of the present invention, the heat dissipation hole may be formed in plural along the circumferential direction.

According to an embodiment of the present invention, the heat dissipation hole may be formed to be inclined with respect to the axial direction.

The electric compressor according to the present invention comprises a casing that forms an inner space and includes an intake port formed on one side of an outer circumferential surface so that a refrigerant is supplied to the inner space, a stator coupled to the casing and forming a predetermined receiving space, and the A drive motor including a rotor provided in the receiving space and provided to be spaced apart from the inner circumferential surface of the stator, and a rotation shaft coupled to the rotor to rotate with the rotor, and a rotation shaft coupled to the rotation shaft at the other side of the drive motor And a compression unit including a first scroll that moves and a second scroll coupled to the first scroll to form a pair of compression chambers, and the driving motor guides the refrigerant supplied to the other side of the driving motor to the compression unit A coolant flow path is formed, and the stator may have a heat dissipation hole formed to guide the coolant in a radial direction.

Here, the stator includes a first stacked body formed to extend along a circumferential direction and a second stacked body comprising a plurality of members disposed to be spaced apart from each other along the circumferential direction, and the first stacked body and the second stacked body The laminate may be alternately disposed along the axial direction of the rotation shaft to form the heat dissipation hole extending in the radial direction.

In addition, the refrigerant passage includes a first refrigerant passage formed between the coils 1312 respectively wound on a plurality of teeth formed in the stator, and the heat dissipation hole overlaps the first refrigerant passage in a radial direction. I can.

In addition, the refrigerant flow path may further include a second refrigerant flow path in which the stator is recessed in an outer peripheral surface coupled to the casing to extend in an axial direction. Here, the heat dissipation hole may overlap with the second coolant passage in a radial direction to communicate the first coolant passage and the second coolant passage with each other.

In addition, the refrigerant passage may include a third refrigerant passage formed of a void between the rotor and the stator, and the third refrigerant passage may be connected to the heat dissipation hole through the first refrigerant passage.

In addition, the first stacked body and the second stacked body may be alternated at least two or more times to form a plurality of the heat dissipation holes in the axial direction.

According to an embodiment of the present invention, the heat dissipation hole may be formed to be inclined toward one side of the driving motor with respect to a radial direction.

According to an embodiment of the present invention, the heat dissipation hole may be formed to increase in width in a radial direction.

According to an embodiment of the present invention, each of the plurality of members constituting the second laminate may be formed by stacking a plurality of plates in the axial direction.

According to an embodiment of the present invention, each of the plurality of members constituting the second laminate may be integrally formed.

According to the present invention, the central portion of the stator core can be cooled by the radiating hole formed in the radial direction, so that the stator core can be uniformly cooled. Accordingly, since the refrigerant passing through the heat dissipation hole can be smoothly exchanged with the stator core, heat generated from the driving motor during operation of the compressor can be effectively dissipated to increase motor efficiency, thereby improving compressor performance.

Due to this, even if the drive motor is miniaturized, it is possible to sufficiently cool the heat generated by the increased current density due to this, so that the high performance and miniaturization of the compressor can be achieved.

In addition, according to the present invention, the refrigerant flowing into the motor chamber through the intake port is a first refrigerant passage between the coils 1312, a second refrigerant passage formed on the outer peripheral surface of the stator core, and a third refrigerant passage between the rotor and the stator. And as the flow through the four paths of the heat dissipation hole formed in the radial direction of the stator core, since the contact area between the stator core and the refrigerant increases, cooling performance of the driving motor may be improved.

In addition, according to the present invention, as the first refrigerant passage and the second refrigerant passage are communicated by the heat dissipation hole, even if the refrigerant supplied to any one point of the outer circumferential surface unevenly flows into the first to third refrigerant passages, the first The amount of the refrigerant flowing through the third refrigerant passage can be appropriately adjusted through the heat dissipation hole. Accordingly, it is possible to smooth the flow of the refrigerant, thereby reducing the flow loss.

1 is a perspective view showing the appearance of an electric compressor according to the present invention.
FIG. 2 is an exploded perspective view showing a compressor module and an inverter module separated from the electric compressor shown in FIG. 1.
3 is an exploded perspective view of the electric compressor shown in FIG. 1.
4 is a cross-sectional view of the electric compressor shown in FIG. 1.
5 is a perspective view of a drive motor according to the present invention.
6a is a perspective view of a stator core according to the invention.
6B is an exploded perspective view of the stator core shown in FIG. 5A.
6C is a view showing the coupling relationship between the core of the stator in a state coupled to the compressor.
7 is a cross-sectional view taken along AA in FIG. 4.
FIG. 8 is an enlarged view of B in FIG. 4 in order to explain the flow of the refrigerant.
9A is a diagram illustrating a flow of a refrigerant in a stator core according to another embodiment of the present invention.
9B is an exploded perspective view of a second stack of stator cores shown in FIG. 9A.
10 is a view for explaining the shape of a heat radiation hole according to another embodiment of the present invention.

Hereinafter, an electric compressor according to the present invention will be described in more detail with reference to the drawings.

In the present specification, the same or similar reference numerals are assigned to the same and similar configurations even in different embodiments, and the description is replaced with the first description.

When a component is referred to as being "connected" or "connected" to another component, it is understood that it may be directly connected or connected to the other component, but other components may exist in the middle. Should be. On the other hand, when a component is referred to as being "directly connected" or "directly connected" to another component, it should be understood that there is no other component in the middle.

Singular expressions used in the present specification include plural expressions unless the context clearly indicates otherwise.

1 is a perspective view showing the appearance of the electric compressor 1000 provided by the present invention.

The electric compressor 1000 includes a compressor module 1100 and an inverter module 1200.

The compressor module 1100 refers to a set of components for compressing a refrigerant such as a refrigerant. The inverter module 1200 refers to a set of components for controlling the driving of the compressor module 1100. The inverter module 1200 may be coupled to one side of the compressor module 1100. If the direction is set based on the flow of the refrigerant compressed by the electric compressor 1000, one side of the compressor module 1100 refers to the front side of the compressor module 1100. Since the refrigerant is introduced into the intake port 1111 and discharged through the discharge port 1171, the inverter module 1200 disposed close to the intake port 1111 may be described as being coupled to the front side of the compressor module 1100.

The exterior of the compressor module 1100 may be formed by the main housing 1110, the second scroll 1162, and the rear housing 1170.

The main housing 1110 has a hollow cylinder, a polygonal column, or an appearance equivalent thereto. The main housing 1110 may be disposed to extend in a transverse direction with respect to the ground. Both ends of the main housing 1110 may be all or partially open. Specifically, the front end of the main housing 1110 is opened, and the rear end of the main housing 1110 is partially opened.

An intake port 1111, a main housing-side fastening part 1112, a main housing-side fixing part 1113, and the like are formed on the outer circumferential surface of the main housing 1110.

The intake port 1111 forms a flow path for supplying a refrigerant to be compressed into the internal space of the electric compressor 1000. The intake port 1111 may protrude from the outer peripheral surface of the main housing 1110. The intake port 1111 may be connected to a suction pipe (not shown) that supplies a refrigerant to be compressed to the electric compressor 1000. The intake port 1111 has a shape corresponding to the suction pipe so as to be coupled to the suction pipe.

The main housing side fastening part 1112 is a configuration for coupling the compressor module 1100 to the inverter module 1200. The main housing-side fastening part 1112 may protrude from the outer peripheral surface of the main housing 1110. The main housing side fastening part 1112 may be formed in plural along the outer peripheral surface of the main housing 1110. The plurality of main housing-side fastening portions 1112 may be disposed to be spaced apart from each other. A fastening hole 1112a for fastening bolts is formed in the fastening part 1112 on the main housing side. The main housing side fastening part 1112 is bolted to the inverter housing 1210 of the inverter module 1200 through the fastening hole 1112a, or the inverter housing side fastening part 1214 formed in the inverter housing 1210. ) And can be bolted.

The main housing-side fixing part 1113 is a component for fixing the electric compressor 1000. The main housing side fixing part 1113 may protrude from the outer peripheral surface of the main housing 1110. The main housing side fixing part 1113 may extend along the outer peripheral surface of the main housing 1110. The main housing-side fixing part 1113 may have a fixing hole 1113a that can be coupled with an arbitrary fastening member. The fixing hole 1113a may be opened toward a direction crossing the axial direction of the rotation shaft 1130 (see FIG. 3 ), which will be described later. Here, the axial direction means an extension direction of the rotation shaft 1130. The main housing side fixing part 1113 may be formed on one side and the other side of the main housing 1110, respectively. For example, in FIG. 1, the main housing-side fixing portions 1113 are formed above and below the main housing 1110, respectively.

A weight loss groove 1114 may be formed on an outer peripheral surface of the main housing 1110. The weight loss groove 1114 may be formed in plural along the outer peripheral surface of the main housing 1110. The plurality of weight loss grooves 1114 may be disposed to be spaced apart from each other. The weight loss groove 1114 serves to reduce the weight of the main housing 1110.

A first protrusion 1115 may be formed on an outer peripheral surface of the main housing 1110. The first protrusion 1115 may extend along an axial direction or a direction parallel to the axial direction from the outer peripheral surface of the main housing 1110. A first flow path 1115a (see FIG. 3) communicating with the motor chamber S1 (see FIG. 2) may be formed inside the first protrusion 1115.

The second scroll 1162 is installed on the other side of the main housing 1110 or on the rear side of the main housing 1110. The sidewall portion 1162c of the second scroll 1162 may be formed to correspond to the outer peripheral surface of the main housing 1110. Unlike FIG. 1, the second scroll 1162 may be installed inside the main housing 1110.

Like the main housing 1110, a weight loss groove 1162i may be formed on the outer peripheral surface of the second scroll 1162. A plurality of weight loss grooves 1162i formed on the outer peripheral surface of the second scroll 1162 may be formed. The plurality of weight loss grooves 1162i may be disposed to be spaced apart from each other. The weight loss groove 1162i serves to reduce the weight of the second scroll 1162.

The rear housing 1170 is installed on the other side of the second scroll 1162 or on the rear side of the second scroll 1162. The rear housing 1170 may be formed to cover the rear side of the second scroll 1162.

The rear housing 1170 includes a discharge port 1171, a fastening hole 1172, and a fixing part 1173.

The discharge port 1171 forms a flow path for discharging the refrigerant compressed by the electric compressor 1000 to the outside. The discharge port 1171 may protrude from the outer peripheral surface of the rear housing 1170. The discharge port 1171 may be connected to a discharge pipe (not shown) that supplies the compressed refrigerant to the next device in the refrigeration cycle. The discharge port 1171 has a shape corresponding to the discharge pipe so as to be coupled to the discharge pipe.

The fastening hole 1172 may be formed in plural. The plurality of fastening holes 1172 are disposed to be spaced apart from each other along the circumference of the rear housing 1170. The rear housing 1170 may be bolted to the second scroll 1162 through the fastening hole 1172.

The side surface of the rear housing 1170 includes two portions defining a step. A portion in which the fastening hole 1172 is formed may form a step difference from another portion of the rear housing 1170. The step is repeatedly formed along the outer peripheral surface of the rear housing 1170. The portion where the fastening hole 1172 is formed is disposed closer to the second scroll 1162 than the other portions. Accordingly, the bolt inserted into the fastening hole 1172 may have a relatively short length.

The fixing part 1173 is a configuration for fixing the electric compressor 1000. The fixing part 1173 has the same or similar configuration as the fixing part 1113 formed in the main housing 1110. The fixing part 1173 of the rear housing 1170 may protrude from the outer peripheral surface of the rear housing 1170. The fixing part 1173 may extend along a side surface of the rear housing 1170. The fixing part 1173 may have a fixing hole 1173a that can be coupled with an arbitrary fastening member. The fixing hole 1173a may be opened toward a direction crossing the axial direction of the rotation shaft 1130 to be described later.

The exterior of the inverter module 1200 is formed by the inverter housing 1210 and the inverter cover 1220.

The inverter housing 1210 is coupled to the opposite side of the rear housing 1170 of the both ends of the main housing 1110, that is, the front end forming the open end of the main housing 1110, thereby opening the front end of the main housing 1110. Cover. The inverter housing 1210 may have a larger outer peripheral surface than the main housing 1110. Accordingly, the inverter housing 1210 may have a shape protruding from the main housing 1110. In FIG. 1, the inverter housing 1210 is shown to have a shape protruding upward from the main housing 1110.

In the inverter housing 1210, an inverter housing-side fastening portion 1214 and a connector portion 1240 are formed. The inverter housing side fastening part 1214 is a configuration for coupling the inverter module 1200 with the compressor module 1100. The inverter housing-side fastening part 1214 may protrude from the outer peripheral surface of the inverter housing 1210. The inverter housing side fastening part 1214 may be formed in plural along the outer peripheral surface of the inverter housing 1210. The plurality of inverter housing-side fastening portions 1214 may be disposed to be spaced apart from each other. A fastening hole 1214a (refer to FIG. 2) for bolt fastening is formed in the fastening part 1214 on the inverter housing side. The inverter housing-side fastening portion 1214 may be bolted to the main housing 1110 of the compressor module 1100 through the fastening hole 1214a.

The main housing-side fastening part 1112 may be bolted to the outer surface 1211 of the inverter housing 1210.

The connector unit 1240 is installed to provide power to an inverter component 1230 (see FIG. 2) installed inside the inverter module 1200 and/or a drive motor 1120 installed inside the compressor module 1100. do. Here, the inverter component 1230 is a concept including an electric component such as a printed circuit board and an inverter element. The connector unit 1240 may be physically and electrically connected to a mating connector (not shown). Power supplied through the mating connector is provided to the inverter component 1230 and/or the driving motor 1120 through the connector unit 1240.

The inverter cover 1220 may have substantially the same outer peripheral surface as the inverter housing 1210. The inverter cover 1220 and the inverter housing 1210 are coupled to each other along the periphery to accommodate the inverter component 1230 therein.

FIG. 2 is an exploded perspective view of the electric compressor 1000 shown in FIG. 1 by separating the compressor module 1100 and the inverter module 1200.

When the compressor module 1100 and the inverter module 1200 are separated from each other, the motor chamber S1 is visually exposed.

The motor chamber S1 is formed by coupling the main housing 1110 and the inverter housing 1210. The motor room S1 refers to a space in which the drive motor 1120 is installed. A sealing member 1213, such as an O-ring, may be installed along the coupling position of the main housing 1110 and the inverter housing 1210 to seal the motor chamber S1.

The drive motor 1120 is installed in the motor chamber S1. The drive motor 1120 includes a stator 1121 and a rotor 1122.

The stator 1121 is installed along the inner circumferential surface of the main housing 1110 and is fixed to the inner circumferential surface of the main housing 1110. The stator 1121 is inserted and fixed to the main housing 1110 by shrink fit (or hot press fit). Therefore, setting the insertion depth of the stator 1121 inserted into the main housing 1110 to be small (or shallow) is advantageous in securing the ease of assembly work of the stator 1121. Furthermore, setting the insertion depth of the stator 1121 to be small is advantageous in maintaining the concentricity of the stator 1121 during the shrink fit process.

The rotor 1122 is installed in an area surrounded by the stator 1121. The rotor 1122 is rotated by electromagnetic interaction with the stator 1121.

The rotation shaft 1130 is coupled to the center of the rotor 1122. The rotation shaft 1130 rotates together with the rotor 1122 and transmits the rotational force generated by the driving motor 1120 to a compression unit 1160 (see FIG. 3 ), which will be described later. The rotation shaft 1130 is inserted and fixed to the rotor 1122 by shrink fit (or hot press fit). Hereinafter, specific content will be described later.

In the inverter housing 1210, an electrical connection part 1250 that is exposed toward the motor chamber S1 is installed. The electrical connection part 1250 is electrically connected to the printed circuit board of the inverter module 1200. The electrical connection 1250 may be formed to provide power to the driving motor 1120.

A fastening hole 1215 facing the fastening part 1112 on the main housing side may be formed on the outer surface 1211 of the inverter housing 1210. The main housing-side fastening part 1112 and the fastening hole 1215 may be bolted to each other. In addition, as described above, the inverter housing side fastening part 1214 may have a fastening hole 1214a so as to correspond to the main housing side fastening part 1112. Accordingly, the main housing-side fastening part 1112 and the inverter housing-side fastening part 1214 may be bolted together.

The sealing protrusion 1212 may protrude from the outer surface of the inverter housing 1210. The circumference of the sealing protrusion 1212 may have a shape corresponding to the circumference of the main housing 1110. For example, the sealing protrusion 1212 may protrude in a circular shape, and the inner circumferential surface of the sealing protrusion 1212 may be formed to contact the inner circumferential surface of the open end of the main housing 1110. A sealing member 1213 such as an O-ring may be installed between the inner peripheral surface of the open end of the main housing 1110 and the sealing protrusion 1212. The sealing member 1213 may be formed to surround the sealing protrusion 1212.

The thrust support 1216 protrudes from one surface of the inverter housing 1210 toward the rotation shaft 1130. The thrust support 1216 may have a shape of a cylinder or a polygonal column. The inverter housing 1210 has a surface facing the rotation shaft 1130, and the thrust support 1216 protrudes from this surface to face the bottom surface 1136 of the rotation shaft 1130.

The thrust support 1216 protrudes to a position in surface contact with the bottom surface 1136 of the rotation shaft 1130. The bottom surface 1136 of the rotation shaft 1130 refers to a circular surface formed at the front end of the rotation shaft 1130 exposed to the motor chamber S1 in FIG. 2.

On the other hand, in the present invention, the term housing is a concept that includes all components that form the exterior of the electric compressor 1000 such as the main housing 1110, the rear housing 1170, the inverter housing 1210, and the inverter cover 1220. Can be used. Accordingly, the housing forms the exterior of the electric compressor 1000, and when referred to as the housing, it refers to at least one of the main housing 1110, the rear housing 1170, the inverter housing 1210, and the inverter cover 1220. It should be understood as. For example, when the thrust support part 1216 protrudes from one surface of the housing, the rotation shaft 1130 from any of the main housing 1110, the rear housing 1170, the inverter housing 1210, the inverter cover 1220, etc. It means that it can protrude toward.

3 is an exploded perspective view of the electric compressor 1000 shown in FIGS. 1 and 2. 4 is a cross-sectional view of the electric compressor 1000 shown in FIGS. 1 and 2.

The electric compressor 1000 includes a compressor module 1100 and an inverter module 1200.

The compressor module 1100 includes a main housing 1110, a drive motor (drive unit or electric unit, 1120 ), a compression unit 1160, and a rear housing 1170.

First, the main housing 1110 will be described.

The front end of the main housing 1110 is an open end. If the open end is referred to as the first end, a frame portion 1116 is formed at the second end corresponding to the rear end. The frame part 1116 may be formed integrally with the main housing 1110 or may be provided as a separate member. When the frame part 1116 is formed integrally with the main housing 1110, the process of separately assembling the frame part 1116 to the main housing 1110 can be eliminated, so that the number of assembly processes can be reduced and the drive motor Assembly of the 1120 may also be improved.

The frame portion 1116 forms a boundary partitioning the inner space of the main housing 1110. As the frame portion 1116 is formed at the second end of the main housing 1110, the second end of the main housing 1110 forms a partially closed structure.

The front side of the frame portion 1116 protrudes in a direction toward the drive motor 1120 (a direction toward the first end). On the other hand, the rear side of the frame unit 1116 is recessed so as to be stepped at least two times or more in the direction toward the drive motor 1120.

A first shaft receiving portion 1116a is formed in the center of the frame portion 1116. The first shaft receiving part 1116a is formed in a hollow cylindrical shape to rotatably support the rotation shaft 1130 penetrating the frame part 1116. A first bearing 1181 formed of a bush bearing may be inserted into the first bearing part 1116a.

The first shaft receiving part 1116a may protrude in a direction toward the driving motor 1120. One end of the first shaft receiving unit 1116a facing the driving motor 1120 may be referred to as a front end. In addition, the first shaft receiving part 1116a may protrude in a direction toward the first scroll 1161. The other end of the first shaft receiving part 1116a facing the first scroll 1161 may be referred to as a rear end. The rear end of the first bearing portion 1116a is formed at a position surrounded by a balance weight receiving groove 1116d, which will be described later.

A scroll seating groove 1116b, a rotation preventing mechanism seating groove 1116c, and a balance weight receiving groove 1116d are formed on the rear side of the frame portion 1116, respectively. The scroll seating groove 1116b, the rotation preventing mechanism seating groove 1116c, the balance weight receiving groove 1116d, and the rear end of the first bearing portion 1116a are continuously stepped to form a back pressure chamber S3. .

The scroll seating groove 1116b is formed to support the first scroll 1161 in the axial direction. The first scroll 1161 includes an orbiting plate portion 1161a, and the scroll seating groove 1116b forms a ring-shaped support surface corresponding to the orbiting plate portion 1161a. The ring-shaped support surface may be divided into a plurality of regions by key grooves 1116c1 and 1116c2.

The rotation preventing mechanism seating groove 1116c is formed in a region surrounded by the scroll seating groove 1116b. The Oldham ring 1150 includes a ring-shaped ring portion 1151, and the rotation preventing mechanism seating groove 1116c forms a ring-shaped support surface corresponding to the ring portion 1151 of the Oldham ring 1150. The rotation preventing mechanism seating groove 1116c is formed at a position further recessed toward the drive motor 1120 than the scroll seating groove 1116b.

A plurality of key grooves 1116c1 and 1116c2 for seating the key portions 1152 and 1153 of the Oldham ring 1150 are formed in the rotation preventing mechanism seating groove 1116c. The key grooves 1116c1 and 1116c2 are formed in the radial direction (or radial direction) of the rotation preventing mechanism seating groove 1116c. The key grooves 1116c1 and 1116c2 are formed at intervals of 90° along the rotation preventing mechanism seating groove 1116c.

The balance weight receiving groove 1116d is formed in an area surrounded by the rotation preventing mechanism seating groove 1116c. The balance weight receiving groove 1116d forms a ring to rotatably accommodate the balance weight 1140. The balance weight receiving groove 1116d may be formed in a ring shape.

The first bearing portion 1116a is formed in an area surrounded by the balance weight receiving groove 1116d. The first shaft receiving part 1116a may protrude from the center of the balance weight receiving groove 1116d toward the rear side of the main housing 1110.

A first protrusion 1115 is formed on the outer peripheral surface of the main housing 1110. A first flow path 1115a communicating with the motor chamber S1 is formed inside the first protrusion 1115. The first flow path 1115a is formed to penetrate the first protrusion 1115. The first flow path 1115a forms a suction flow path Fg for communicating the compression chamber and the motor chamber S1 together with a second flow path to be described later.

A fastening hole 1117 is formed around the second end of the main housing 1110. The fastening hole 1117 may be formed in plural. The plurality of fastening holes 1117 may be disposed to be spaced apart from each other along the circumference of the second end of the main housing 1110. A fastening hole 1162h is also formed in the second scroll 1162 to be described later. The fastening hole 1117 of the main housing 1110 and the fastening hole 1162h of the second scroll 1162 are formed at positions corresponding to each other. Accordingly, the main housing 1110 and the second scroll 1162 may be bolted to each other.

The drive motor 1120 will be described later together with the rotor structure of the present invention to be described later.

Next, the rotation shaft 1130 will be described.

The rotating shaft 1130 includes a drive motor coupling part 1131, a main bearing part 1132, an eccentric part 1133, a sub bearing part 1134, and a lubricant flow path 1135. The drive motor coupling part 1131, the main bearing part 1132, the eccentric part 1133, and the sub bearing part 1134 are continuously formed along the axial direction of the rotation shaft 1130. The drive motor coupling portion 1131, the main bearing portion 1132, the eccentric portion 1133, and the sub bearing portion 1134 may have a cylindrical shape, and their outer diameters may be the same or different from each other.

The drive motor coupling portion 1131 is coupled to the rotor 1122. The drive motor coupling part 1131 may extend in the axial direction and pass through the center of the rotor 1122.

The main bearing part 1132 extends in the axial direction from the drive motor coupling part 1131. The main bearing part 1132 may have an outer diameter larger than that of the driving motor coupling part 1131. The center of the main bearing part 1132 coincides with the center of the drive motor coupling part 1131 in the axial direction. The main bearing portion 1132 is inserted into the first bearing portion 1116a of the frame portion 1116 and penetrates the first bearing portion 1116a. The first bearing portion 1116a is formed to surround the main bearing portion 1132. The circumference of the main bearing part 1132 is rotatably supported by the first shaft receiving part 1116a.

The eccentric portion 1133 extends in the axial direction from the main bearing portion 1132. The eccentric portion 1133 may have an outer diameter smaller than that of the main bearing portion 1132. The center of the eccentric portion 1133 does not coincide with the center of the drive motor coupling portion 1131 and/or the center of the main bearing portion 1132 in the axial direction. Accordingly, the center of the eccentric portion 1133 is formed at a position eccentric from the center of the drive motor coupling portion 1131 or the center of the main bearing portion 1132. The eccentric portion 1133 is inserted into the rotation shaft coupling portion 1161c of the first scroll 1161 and passes through the rotation shaft coupling portion 1161c.

The sub-bearing part 1134 extends in the axial direction from the eccentric part 1133. The sub-bearing part 1134 may have an outer diameter smaller than that of the eccentric part 1133. The center of the sub-bearing part 1134 coincides with the center of the drive motor coupling part 1131 and/or the center of the main bearing part 1132 in the axial direction. The sub-bearing portion 1134 is inserted into the second bearing portion 1162e of the second scroll 1162. The second bearing portion 1162e is formed to surround the sub-bearing portion 1134. The periphery of the sub-bearing portion 1134 is rotatably supported by the second bearing portion 1162e.

If there is no axial support structure of the rotating shaft 1130 and the thrust support 1216 to be described later, a bearing protrusion will be formed at the boundary between the main bearing 1132 and the eccentric 1133. The bearing protrusion has a ring-shaped bearing surface, and the bearing surface forms a thrust surface together with the rear end of the first shaft receiving part 1116a to support the rotation shaft 1130 in the axial direction.

However, when the bearing protrusion protrudes from the outer circumferential surface of the rotation shaft 1130, the rotation shaft 1130 must be assembled to the electric compressor 1000 in only one direction. This is a factor limiting the degree of freedom in design and assembling of the electric compressor 1000.

Since the electric compressor 1000 of the present invention has an axial support structure by the rotation shaft 1130 and the thrust support 1216, a separate bearing protrusion is not required. Therefore, the rotation shaft 1130 may be assembled to the first shaft receiving portion 1116a in both directions. This becomes an element that improves the degree of freedom in design and assembling of the electric compressor 1000.

The center of the drive motor coupling part 1131, the center of the main bearing part 1132, and the center of the sub bearing part 1134 all coincide in the axial direction. Therefore, the center of these can be referred to as the center of the rotation shaft (1130). In addition, as a concept including the drive motor coupling portion 1131, the main bearing portion 1132, and the sub bearing portion 1134, the name of the shaft portion may be used. The drive motor coupling part 1131, the main bearing part 1132, and the sub bearing part 1134 may be understood to mean different parts of the shaft part.

The lubricant passage 1135 is formed in the shaft portion and/or the eccentric portion 1133 along the axial direction. The lubricant flow path 1135 is formed at the center of the shaft portion, and the lubricant flow path 1135 is formed at a position eccentric from the center of the eccentric portion 1133. The lubricant flow path 1135 corresponds to a supply flow path of oil stored in the oil separation chamber S2.

When the center of the shaft portion is referred to as the center of the rotation shaft 1130, the center of the eccentric portion 1133 exists at a position eccentric from the center of the rotation shaft 1130. Therefore, it can be understood that the first scroll 1161 is eccentrically coupled to the rotation shaft 1130, and the eccentric portion 1133 transmits the rotational force of the driving motor 1120 to the first scroll 1161. The first scroll 1161, which has received the rotational force through the eccentric part 1133, is rotated by the Oldham ring 1150.

Next, the balance weight 1140 will be described.

The balance weight 1140 is coupled to the rotation shaft 1130. The balance weight 1140 is installed to offset an eccentric load (or eccentric amount) of the rotation shaft 1130. The balance weight 1140 includes a ring portion 1141 and an eccentric mass portion 1142.

The ring part 1141 is formed in the shape of a ring surrounding the rotation shaft 1130 so as to be coupled to the rotation shaft 1130. The outer diameter of the ring portion 1141 is larger than the outer diameter of the rotation shaft 1130.

The eccentric mass portion 1142 extends along an axial direction or a direction parallel to the axial direction from an edge of the ring portion 1141. The eccentric mass portion 1142 protrudes in an axial direction or a direction parallel to the axial direction from an arc having a certain central angle among 360° of the rim of the ring portion 1141. Accordingly, the eccentric mass portion 1142 partially surrounds the rotation shaft 1130 at a position spaced from the rotation shaft 1130.

Next, the Oldham ring 1150 will be described.

The Oldham ring 1150 is an anti-rotation mechanism that prevents the first scroll 1161 from rotating. However, as an anti-rotation mechanism, not only the Oldham ring 1150, but also a pin and a ring mechanism may be applied. The Oldham ring 1150 is disposed between the frame portion 1116 of the main housing 1110 and the first scroll 1161. The Oldham ring 1150 is seated in the rotation preventing mechanism seating groove 1116c of the frame portion 1116. The Oldham ring 1150 is supported by the frame portion 1116 in the axial direction.

The Oldham ring 1150 includes a ring portion 1151 and key portions 1152 and 1153.

The ring portion 1151 is formed in a shape similar to a ring or a ring. The ring portion 1151 is formed to have a size corresponding to the rotation preventing mechanism seating groove 1116c. The ring portion 1151 is seated in the rotation preventing mechanism seating groove 1116c.

The key portions 1152 and 1153 protrude from the ring portion 1151. The key portions 1152 and 1153 are composed of a pair of first keys 1152 and a pair of second keys 1153.

The pair of first keys 1152 are formed at a position at an angle of 180° to each other in the ring portion 1151. In addition, a pair of second keys 1153 are also formed at a position at an angle of 180° to each other in the ring portion 1151. The first key 1152 and the second key 1153 are alternately formed along the ring portion 1151. The first key 1152 and the second key 1153 are formed at positions having an angle of 90° to each other.

The first key 1152 protrudes in a radial direction (or radial direction) of the ring portion 1151 and toward the first scroll 1161. The first key 1152 is inserted into the first scroll-side key groove 1161d. Also, the first key 1152 may be inserted into the key groove 1116c1 on the frame side.

The second key 1153 protrudes in a radial direction (or radial direction) of the ring portion 1151. The second key 1153 may protrude toward the frame part 1116. The second key 1153 is inserted into the key groove 1116c2 on the frame side.

Next, the compression unit 1160 will be described.

The compression unit 1160 is formed to compress a refrigerant to be compressed, such as a refrigerant. The compression unit 1160 includes a first scroll 1161 and a second scroll 1162. The compression unit 1160 is formed by the first scroll 1161 and the second scroll 1162.

The first scroll 1161 is provided on one side of the driving motor 1120. The first scroll 1161 is seated in the scroll seating groove 1116b of the frame portion 1116. The first scroll 1161 is supported in the axial direction by the frame portion 1116.

The first scroll 1161 is coupled to the eccentric portion 1133 of the rotation shaft 1130. Accordingly, the first scroll 1161 is eccentrically coupled to the rotation shaft 1130. The first scroll 1161, which has received the rotational force through the eccentric part 1133, is rotated by the Oldham ring 1150. The first scroll 1161 may be referred to as an orbiting scroll in that it performs orbiting motion.

The second scroll 1162 is fixed at a position facing the first scroll 1161. The second scroll 1162 is coupled to the second end (rear end) of the main housing 1110. The second scroll 1162 may be referred to as a fixed scroll or a non-orbiting scroll in that it is fixed. The second scroll 1162 is disposed between the first scroll 1161 and the rear housing 1170.

The first scroll 1161 and the second scroll 1162 are coupled to each other to form a pair of compression chambers (V). As the first scroll 1161 rotates, the volume of the compression chamber V repeatedly changes, and accordingly, the refrigerant may be compressed in the compression chamber V.

The first scroll 1161 includes an orbiting plate portion 1161a, a orbiting wrap 1161b, and a rotation shaft coupling portion 1161c.

The turning plate portion 1161a is formed in a plate shape corresponding to the inner circumferential surface of the main housing 1110. If the inner circumferential surface of the main housing 1110 has a cross section corresponding to a circle, the turning plate portion 1161a has a shape of a disk.

When one of the two sides of the orbiting plate portion 1161a facing the second scroll 1162 is referred to as the first surface, the orbiting wrap 1161b protrudes from the first surface. When the other surface facing the frame portion 1116 of both surfaces of the turning plate portion 1161a is referred to as a second surface, a first scroll-side keyway 1161d is formed on the second surface. The first scroll-side keyway 1161d is formed to receive the first key 1152 of the Oldham ring 1150, and the first scroll-side keyway 1161d extends along the radial direction of the orbiting plate portion 1161a.

The orbiting wrap 1161b protrudes from the first surface of the orbiting plate portion 1161a toward the second scroll 1162 in an involute curve shape. The involute curve refers to the curve corresponding to the trajectory drawn by the end of the thread when unwinding the thread wound around the base circle having an arbitrary radius. The orbiting wrap 1161b is engaged with a fixed wrap 1162b to be described later to form a compression chamber V on the inner and outer surfaces of the fixed wrap 1162b, respectively.

The rotation shaft coupling portion 1161c is formed in the center of the turning plate portion 1161a. The rotation shaft coupling portion 1161c is formed in a hollow cylindrical shape to accommodate the eccentric portion 1133 of the rotation shaft 1130. The rotation shaft coupling portion 1161c may protrude toward the second scroll 1162 from the first surface of the orbiting plate portion 1161a. The rotation shaft coupling portion 1161c is formed at a position corresponding to the basic circle of the involute shape. Accordingly, the circumference of the rotation shaft coupling portion 1161c may form the basic circle of the involute curve described in the orbiting wrap 1161b. Therefore, the rotation shaft coupling portion 1161c forms the innermost part of the orbiting wrap 1161b.

The eccentric portion 1133 passes through the rotation shaft coupling portion 1161c in the axial direction. A second bearing 1182 is inserted into the rotation shaft coupling portion 1161c. The second bearing 1182 is disposed between the eccentric portion 1133 and the rotation shaft coupling portion 1161c. The second bearing 1182 forms a bearing surface with an eccentric portion 1133 inserted into the rotation shaft coupling portion 1161c. The second bearing 1182 may be formed in a hollow cylindrical shape to surround the eccentric portion 1133. In the radial direction of the first scroll 1161, the rotation shaft coupling portion 1161c and/or the second bearing 1182 are disposed to overlap the orbiting wrap 1161b.

The second scroll 1162 includes a fixed plate part 1162a, a fixed wrap 1162b, a side wall part 1162c, a second protrusion 1162d, a second bearing part 1162e, an oil guide protrusion 1162f, and an oil guide. It includes a flow path 1162g, a fastening hole 1162h, a weight loss groove 1162i, an oil guide area 1162j, and a discharge flow path 1162k.

The fixed plate portion 1162a is formed in a plate shape corresponding to the second end of the main housing 1110. If the circumference of the second stage has a cross section corresponding to a circle, the fixed plate portion 1162a has a shape of a disk.

When one of the two surfaces of the fixed plate portion 1162a facing the first scroll 1161 is referred to as the first surface, the fixing wrap 1162b is formed on the first surface. However, the fixed wrap 1162b is not visually confirmed in FIG. 3, but can be confirmed in FIG. 4. When the other surface facing the rear housing 1170 of both surfaces of the fixed plate portion 1162a is referred to as the second surface, the second surface has a second bearing portion 1162e, an oil guide protrusion 1162f, and a fastening hole ( 1162h) and the like are formed.

The fixing wrap 1162b may be formed in an involute shape like the orbiting wrap 1161b. It may be formed in a variety of other shapes of the fixing wrap (1162b). As described above, the fixed wrap (1162b) is engaged with the orbiting wrap (1161b) to form a compression chamber (V). The orbiting wrap 1161b is inserted between the fixing wraps 1162b, and the fixing wrap 1162b is inserted between the orbiting wraps 1161b.

The side wall portion 1162c protrudes toward the second end of the main housing 1110 along the edge of the fixed plate portion 1162a. The sidewall portion 1162c is formed to surround the fixing wrap 1162b in the radial direction (or radial direction) of the second scroll 1162.

The second protruding portion 1162d protrudes from the side wall portion 1162c. The second protrusion 1162d is formed to correspond to the first protrusion 1115 of the main housing 1110 described above. A second flow path 1162d1 is formed inside the second protrusion 1162d. The second flow path 1162d1 may be formed parallel to the axial direction or may be formed to be inclined with respect to the axial direction. The second flow path 1162d1 forms a suction flow path Fg together with the first flow path 1115a formed in the first protrusion 1115.

When the second flow path 1162d1 is formed in the axial direction, the outer diameter of the fixed plate portion 1162a may be enlarged. Accordingly, the wound length of the fixing wrap 1162b may be increased compared to the same outer diameter of the main housing 1110. When the second flow path 1162d1 is formed to be inclined, the coiled length of the fixed wrap 1162b is reduced compared to the same capacity of the compression chamber V, so that the electric compressor 1000 can be miniaturized.

The second bearing portion 1162e is formed at the center of the fixed plate portion 1162a. The second shaft receiving part 1162e is formed to accommodate the sub-bearing part 1134 of the rotating shaft 1130. The second bearing portion 1162e may be formed by being recessed in the axial direction from the fixed plate portion 1162a toward the rear housing 1170. When the surface receiving the rotation shaft 1130 is referred to as the inner surface, and the surface facing the rear housing 1170 is referred to as the outer surface, the second shaft receiving portion 1162e is leased from the inner surface and protrudes from the outer surface.

The second bearing portion 1162e may be formed by increasing the thickness of the fixed plate portion 1162a than that shown in FIG. 3, but in this case, not only the weight of the second scroll 1162 is increased, but also unnecessary portions are As it is formed thick, the dead volume may increase. Corporal means a volume that is structurally and functionally wasteful.

The second scroll 1162 is disposed to face one end of the rotation shaft 1130. The second bearing portion 1162e is formed to surround the outer circumferential surface and end portions of the sub-bearing portion 1134. The sub-bearing part 1134 of the rotating shaft 1130 is inserted into the second shaft receiving part 1162e. The sub-bearing portion 1134 is supported in the radial direction by the second bearing portion 1162e.

The second bearing portion 1162e is formed in a cylindrical shape with one bottom surface blocked. A third bearing 1183 is inserted into the second bearing portion 1162e. The third bearing 1183 may be formed in a hollow cylindrical shape to surround the sub-bearing part 1134 of the rotation shaft 1130. The third bearing 1183 is disposed between the second bearing portion 1162e and the sub bearing portion 1134. The third bearing 1183 forms a bearing surface with the sub-bearing part 1134. The third bearing 1183 may be formed of a bush bearing or a needle bearing. In the radial direction of the second scroll 1162, the second bearing portion 1162e is disposed to overlap the sub-bearing portion 1134 and/or the third bearing 1183.

The oil guide protrusion 1162f is formed under the second bearing 1162e. The oil guide protrusion 1162f protrudes downward from the second bearing portion 1162e or protrudes from the fixed plate portion 1162a toward the rear housing 1170. An oil guide passage 1162g may be formed inside the oil guide protrusion 1162f.

The oil guide passage 1162g passes through the second scroll 1162 to supply the oil stored in the oil separation chamber S2 to the bearing surface of the rotation shaft 1130. For example, the oil guide passage 1162g may be formed to penetrate the oil guide protrusion 1162f and the fixed plate portion 1162a. The bearing surface of the rotating shaft 1130 means an outer peripheral surface of the main bearing portion 1132, an outer peripheral surface of the eccentric portion 1133, and an outer peripheral surface of the sub bearing portion 1134. Part of the oil flows into the back pressure chamber S3 to form back pressure that supports the first scroll 1161 toward the second scroll 1162.

The fastening hole 1162h is formed at a position corresponding to the fastening hole 1117 of the main housing 1110 and the fastening hole 1172 of the rear housing 1170. The fastening hole 1162h may be formed along the circumference of the fixed plate portion 1162a. The fastening hole 1162h may be formed to penetrate the fixed plate portion 1162a and the sidewall portion 1162c. The fastening hole 1162h may be formed at a position where the weight loss groove 1162i is not formed, or may be formed at a position penetrating between the two weight loss grooves 1162i. The weight loss groove 1162i formed in the side wall portion 1162c ) Is replaced with the one described above.

The oil guide region 1162j is formed in an area surrounded by the second bearing portion 1162e. The oil guide area 1162j is located between the oil guide flow path 1162h and the lubricant flow path 1135. The oil guide passage 1162h may communicate with the oil separation chamber S2, and the lubricant passage 1135 may communicate with each bearing surface provided on the outer peripheral surface of the rotation shaft 1130.

The discharge passage 1162k corresponds to a passage for discharging the refrigerant compressed in the compression chamber V to the oil separation chamber S2. The discharge passage 1162k may be formed to pass through the fixed plate portion 1162a. A discharge valve 1190 may be installed that is opened above a preset pressure to open and close the discharge passage.

Next, the rear housing 1170 will be described.

If the drive motor 1120 is formed on one side of the compression unit 1160, the rear housing 1170 is formed on the other side of the compression unit 1160. For example, the rear housing 1170 is formed on the opposite side of the driving motor 1120 with respect to the compression part 1160.

The rear housing 1170 has an open first end and a closed second end. If the drive motor 1120 is referred to as the front, the first end corresponds to the front end, and the second end corresponds to the rear end. When the bolt is inserted through the fastening hole 1172 formed in the rear housing 1170, the bolt sequentially connects the fastening hole 1172 of the rear housing 1170 and the fastening hole 1162h of the second scroll 1162. It passes through and is coupled to the fastening hole 1117 of the main housing 1110. Accordingly, the main housing 1110, the second scroll 1162, and the rear housing 1170 may be bolted.

The rear end of the rear housing 1170 is spaced apart from the second scroll 1162. Accordingly, an oil separation chamber S2 is formed between the rear housing 1170 and the second scroll 1162. The oil separation chamber S2 corresponds to a space for accommodating the refrigerant discharged after being compressed by the compression unit 1160, and corresponds to a space for accommodating oil to be supplied to the bearing surface of the rotating shaft 1130. A sealing member (not shown) such as a gasket may be installed between the rear housing 1170 and the second scroll 1162 to seal the oil separation chamber S2.

The rear housing 1170 includes a support protrusion 1174 protruding toward the second scroll 1162. The support protrusion 1174 protrudes from the inner surface of the second stage. Here, the inner surface refers to a surface opposite to the outer surface from which the fixing part 1173 protrudes. The support protrusion 1174 may protrude to a position in contact with the oil guide protrusion 1162f of the second scroll 1162. The support protrusion 1174 supports the second scroll 1162 toward the first scroll 1161 along the axial direction.

Next, the inverter module 1200 will be described.

Among both ends of the main housing 1110, the inverter housing 1210 is coupled to the opposite side of the rear housing 1170, for example, the front end forming the open end of the main housing 1110. The inverter housing 1210 is coupled to the inverter cover 1220 to form an inverter chamber S4 therebetween. The inverter housing 1210 and the inverter cover 1220 may be bolted together.

The inverter component 1230 is mounted in the inverter chamber S4. The electrical connection 1250 is electrically connected to the inverter component 1230. The electrical connection part 1250 is exposed toward the motor chamber S1. Next, an axial support structure of the rotating shaft 1130 proposed in the present invention will be described.

Hereinafter, the driving motor 1300 will be described in detail. 5 is a perspective view of a drive motor according to the present invention. The drive motor 1300 includes a stator 1310 and a rotor 1320.

The stator 1310 may include a stator core 1311, a coil 1312 wound around the stator core 1311, an insulator (not shown) formed to insulate the coil 1312, and an insulator cover (not shown). .

The stator core 1311 may be made of a metal material. The stator core 1311 may be formed by stacking a plurality of plates formed in an annular disk shape to form a cylindrical shape as a whole. An accommodation space for the rotor 1320 may be formed inside the stator core 1311, and as will be described later, the rotor 1320 may be rotatably provided in the accommodation space.

In addition, the stator core 1311 may include a yoke portion 1311d forming an annular shape and a tooth portion 1311e protruding from the inner circumferential surface of the yoke portion 1311d toward the inside. The yoke portion 1311d forms the body of the stator core 1311, and the outer circumferential surface thereof may be fixedly coupled to the inner circumferential surface of the main housing 1110 by hot pressing.

The yoke portion 1311d may have a refrigerant passage groove 1311f formed by being recessed from an outer peripheral surface thereof. The refrigerant flow path groove 1311f extends in the axial direction, and may become a flow path through which the refrigerant flowing in from the intake port 1111 formed at the front side moves to the compression unit 1160 provided at the relatively rear side. .

The tooth portion 1311e may protrude from the inner peripheral surface of the yoke portion 1311d. The tooth portion 1311e may be formed of a plurality of teeth, and the plurality of teeth may be disposed to be spaced apart along the circumferential direction of the yoke portion 1311d. The tooth part 1311e may include a protruding protrusion formed to extend along the outer circumferential direction so as to surround at least a part of the outer circumferential surface of the rotor 1320. The protruding protrusion faces the outer peripheral surface of the rotor 1320 disposed in the accommodation space.

In other words, the tooth part 1311e faces the outer circumferential surface of the rotor 1320 and may form a generally cylindrical space. The tooth portion 1311e may be spaced apart from the outer circumferential surface of the rotor 1320 by a predetermined distance so that the rotor 1320 may be rotatably provided to form a predetermined void. That is, the diameter of the cylindrical space formed by the tooth portion 1311e may be larger than the diameter of the rotor 1320.

On the other hand, the coil 1312 is wound around the tooth part 1311e. As shown, the coil 1312 may be wound in a concentrated winding method that is wound around one tooth.

Meanwhile, the rotor 1320 may include a rotor core 1321 and a magnetic member 1322 inserted into the rotor core.

Like the stator core 1311, the rotor core 1321 may be formed of a metal material. In addition, the rotor core 1321 may be formed by stacking a plurality of plates formed in a disk shape to form a cylindrical shape as a whole.

The rotor core 1321 may include a magnetic member accommodating portion 1321a into which the magnetic member 1322 is inserted, and a rotation shaft accommodating portion 1321b to which a rotation shaft is coupled. In addition, the rotor core 1321 may further include a weight loss groove 1321c and a rotor core fastening portion 1321d.

One end of the rotation shaft may be inserted into the rotation shaft receiving part 1321b to be coupled. The rotation shaft accommodating part 1321b is formed to have a circular cross section, and may be formed to penetrate toward the axial direction. However, the present invention is not limited thereto and may be formed to form an elliptical cross section.

The weight loss groove 1321c may be formed to penetrate along the axial direction of the rotor core 1321. The weight loss groove 1321c may be formed to form a cross section of a specific shape, and the efficiency of the driving motor may be increased by reducing the weight of the rotor core 1321. The weight loss grooves 1321c may be provided in plural along the circumferential direction, and may be formed to be spaced apart at equal intervals to prevent the center of gravity from being eccentric.

A fastening member (not shown) may be inserted into the rotor core fastening portion 1321d to fix a plurality of plates stacked to form the rotor core 1321. Here, the fastening member (not shown) may be formed of a bolt and a nut. A plurality of rotor core fastening portions 1321d may be provided along the circumferential direction in order to maintain the fastening force of the plurality of plates evenly.

Meanwhile, the driving motor 1300 is provided with a plurality of refrigerant passages 1330 formed to extend in the axial direction of the rotation shaft 1130 in order to supply the refrigerant flowing into the intake port 1111 to the compression unit 1160.

The plurality of refrigerant passages 1330 may include a first refrigerant passage 1331, a second refrigerant passage 1332, and a third refrigerant passage 1333. The first refrigerant flow path 1331 may be formed between the coil 1312 wound around the tooth part 1311e.

A plurality of tooth portions 1311e are provided along the inner circumferential surface of the yoke portion 1311d, and each tooth is formed to be spaced apart in the circumferential direction. Since the coil 1312 is wound on each tooth and wound in a concentrated winding method, a predetermined space is formed between the coils 1312 wound on the teeth adjacent to each other. The predetermined space extends along the axial direction, and may form a first refrigerant flow path 1331.

Meanwhile, the second coolant passage 1332 may be formed by a coolant passage groove 1311f recessed in the outer peripheral surface of the stator core 1311. Since the outer circumferential surface of the stator core 1311 is coupled to the inner circumferential surface of the main housing 1110, the second refrigerant passage 1332 may be formed by the refrigerant passage groove 1311f and the inner circumferential surface of the main housing 1110.

The second refrigerant flow path 1332 extends from one end of the stator core 1311 to the other end, and as described above, the refrigerant flowing from the intake port 1111 may be supplied to the compression unit 1160. The second coolant passage 1332 may be formed in plural along the outer circumferential direction of the stator core 1311.

The second refrigerant passage 1332 may be provided between each of a plurality of teeth spaced apart from each other in the circumferential direction of the stator core 1311. That is, the second coolant passage 1332 may be formed so as not to overlap the tooth portion 1311e in the radial direction. Accordingly, thermal deformation of the stator 1310 coupled by hot press fitting to the inner circumferential surface of the main housing 1110 by the coolant passage groove 1311f forming the second coolant passage 1332 can be prevented.

Meanwhile, the third refrigerant passage 1333 may be formed between the stator 1310 and the rotor 1320. As described above, the stator 1310 forms a predetermined space, and the rotor 1320 is provided in the predetermined space. At this time, the rotor 1320 is spaced apart from the inner circumferential surface of the stator 1310 to form a predetermined distance.

Such a predetermined interval may form the third refrigerant passage 1333. The third refrigerant flow path 1333 is used as a flow path for transferring the refrigerant remaining in front of the driving motor 1300 to the compression unit 1160. Both the stator 1310 and the rotor 1320 may be cooled by the refrigerant passing through the third refrigerant passage 1333.

On the other hand, despite the first to third cooling passages 1331, 1332, and 1333, the central portion in the axial direction of the stator may not be sufficiently cooled. Accordingly, the stator 1310 according to the present invention may have a heat dissipation hole 1311c to sufficiently cool the central portion in the axial direction. Hereinafter, it will be described in detail with reference to the drawings.

6A is a perspective view of a stator core according to the present invention, FIG. 6B is an exploded perspective view of the stator core shown in FIG. 5A, and FIG. 6C is a view showing a coupling relationship between the cores of the stator in a state coupled to the compressor.

Referring to the drawings, the stator 1310 of the driving motor 1300 according to the present invention includes a heat dissipation hole 1311c formed to penetrate through the radial direction. The heat dissipation hole 1311c may be formed to communicate a predetermined space in which the rotor 1320 is provided and an outer peripheral surface of the stator.

More specifically, the heat dissipation hole 1311c may be formed to penetrate the yoke portion 1311d in a radial direction and communicate with the inner circumferential surface and the outer circumferential surface of the yoke portion 1311d. That is, the heat dissipation hole 1311c may be formed between the teeth and adjacent teeth.

The heat dissipation hole 1311c may be formed by stacking a plurality of laminates provided in different shapes. Specifically, the stator core 1311 includes a first stacked body 1311a and a second stacked body 1311b.

The first stacked body 1311a is formed to extend along the circumferential direction, and the second stacked body 1311b may be formed of a plurality of members disposed to be spaced apart from each other along the circumferential direction. Here, the first stacked body 1311a and the second stacked body may be alternately disposed along the axial direction of the rotation shaft to form a plurality of heat dissipating holes 1311c along the circumferential direction.

The first stacked body 1311a and the second stacked body 1311b may be formed by stacking a plurality of thin plates in the axial direction like a conventional stator. In addition, the first stacked body 1311a may be formed to extend in the circumferential direction. That is, the first stacked body 1311a may have an annular shape.

Specifically, the first yoke portion 1311d1 of the first stacked body 1311a is formed to extend in a circumferential direction to form the predetermined space, and on the inner circumferential surface of the yoke portion 1311d1 of the first stacked body 1311a The first tooth part 1311e1 is formed to protrude toward the center direction. In other words, the first stacked body 1311a may be formed similar to a conventional stator.

The second stacked body 1311b may be formed of a plurality of members spaced apart from each other in the circumferential direction. The second stacked body 1311b may be formed by stacking a plurality of plates such as a thin iron plate having a predetermined cross section in the axial direction. It is not limited thereto, and the second laminate 1311b is

A plurality of members (hereinafter, referred to as second yokes) constituting the second stacked body 1311b include a second yoke portion 1311d2 and a second tooth portion 1311e2. Each of the second yokes constituting the second yoke portion 1311d2 extends to have a predetermined length in the circumferential direction L1 of the stator core 1311 with respect to the outer circumferential surface, and a predetermined interval t1 along the circumferential direction They are arranged spaced apart to have.

Meanwhile, the second tooth portion 1311e2 is formed to protrude from the inner circumferential surface of the second yoke portion 1311d2. Each of the second teeth forming the second tooth portion 1311e2 may be disposed to overlap each first tooth forming the first tooth portion 1311e1 in the axial direction. Referring to the drawings, one second tooth is formed in one second yoke. However, the present invention is not limited thereto, and a plurality of second teeth may be formed in one second yoke.

Referring to the drawings, the stator core 1311 is formed by sequentially stacking a first stacked body 1311a, a second stacked body 1311b, and a first stacked body 1311a. In this case, the heat dissipation hole 1311c is disposed adjacent to the upper surface of the first stacked body 1311a stacked on the lower surface and the lower side of the first stacked body 1311a stacked on the upper side to face each other ( 1311b) can be defined by the aspect.

In other words, the lower surface of the first stacked body 1311a stacked on the upper side is the upper surface 1311c1 of the heat dissipation hole 1311c, and the upper surface of the first stacked body 1311a stacked on the lower side is the lower surface of the heat dissipation hole 1311c. Side surfaces of the second stack 1311b disposed adjacent to each other and facing each other may form both side surfaces 1311c3 and 1311c4 of the heat dissipation hole 1311c.

Here, the lower surface of the first stacked body 1311a stacked on the upper side and the upper surface of the first stacked body 1311a stacked on the lower side are formed parallel to each other, and the side surfaces of the second stacked body 1311b facing each other Can be formed side by side. In this case, the heat dissipation hole 1311c may be formed to form a rectangular space. That is, the upper surface 1311c1, the lower surface 1311c2, and both side surfaces 1311c3 and 1311c4 of the heat dissipation hole 1311c may extend parallel to the radial direction of the rotor core 1311. However, as will be described later, the present invention is not limited thereto, and the heat dissipation hole 1311c may be formed in various shapes.

Since the second stacked body 1311b is made of a plurality of members in the circumferential direction, a plurality of heat dissipating holes 1311c may also be formed in the circumferential direction. In addition, the first stacked body 1311a and the second stacked body 1311b may be alternately stacked a plurality of times, so that a plurality of heat dissipation holes 1311c may be formed in the axial direction. However, in consideration of the magnetic path area of the magnetic flux, the first stacked body 1311a may be formed to have a predetermined length in the axial direction.

Meanwhile, the heat dissipation hole 1311c may be formed to communicate with the first coolant passage 1331 and the second coolant passage 1332. Hereinafter, the relationship between the heat dissipation hole 1311c and the first coolant passage 1331 and the second coolant passage 1332 will be described with reference to the drawings.

7 is a cross-sectional view taken along A-A in FIG. 4, and FIG. 8 is an enlarged view of B in FIG. 4 in order to explain the flow of the refrigerant.

The heat dissipation hole 1311c is formed between second yokes having a second tooth, and a coil 1312 is wound on the second tooth. Accordingly, the first refrigerant passage 1331 formed between the coils 1312 adjacent to each other may be formed to overlap in the radial direction with the heat dissipation hole 1311c formed between the second yokes.

Meanwhile, the second coolant passage 1332 may be formed by a coolant passage groove 1311f recessed from the outer peripheral surface of the yoke portion 1311e and extending in the axial direction. Here, the groove is formed to be displaced from the tooth portion 1311e in a radial direction, and may be formed to overlap the heat dissipation hole 1311d in the radial direction.

In other words, the heat dissipation hole 1311c may be formed to overlap with the first refrigerant passage 1331 and the second refrigerant passage 1332, respectively, to communicate the first refrigerant passage 1331 and the second refrigerant passage 1332. . Accordingly, the refrigerant flowing in the axial direction through the first refrigerant passage 1331 and the second refrigerant passage 1332 can flow in the radial direction through the heat dissipation hole 1311c.

Here, the width of the heat dissipation hole 1311c in the circumferential direction may be equal to or smaller than the diameter of the coolant passage groove 1311f forming the second coolant passage 1332.

Meanwhile, the third coolant passage 1333 formed between the stator 1310 and the rotor 1320 is formed to communicate with the second coolant passage 1332 as the plurality of teeth are spaced apart from each other. Accordingly, the third coolant channel 1333 may be connected to the first coolant channel 1331.

In this case, the sum of the cross-sectional areas of the third coolant passage 1333 and the first coolant passage 1331 may be larger than the cross-sectional area of the second coolant passage 1332. In addition, since the intake port 1111 is formed on one side of the outer peripheral surface of the main housing 1110, the amount of the refrigerant flowing into the second refrigerant passage 1332 having a relatively small cross-sectional area may be relatively small.

For this reason, the flow rate of the refrigerant flowing through the first refrigerant passage 1331 and the third refrigerant passage 1333 may be greater than the refrigerant 1332 flowing through the second refrigerant passage 1332.

In addition, as the rotor 1320 rotates, the pressures of the first refrigerant passage 1331 and the third refrigerant passage 1333 may be greater than the pressure of the second refrigerant passage 1332. Accordingly, the refrigerant flowing through the first refrigerant passage 1331 and the third refrigerant passage 1333 may flow into the second refrigerant passage 1332 through the heat dissipation hole 1311c.

Accordingly, the amount of the refrigerant flowing in the first to third refrigerant passages can be appropriately adjusted through the heat dissipation hole, so that the refrigerant flow can be smoothed, so that flow loss can be reduced.

Meanwhile, FIG. 9A is a view for explaining a flow of a refrigerant in a stator core according to another embodiment of the present invention, and FIG. 9B is an exploded perspective view of a second stack of the stator core shown in FIG. 9A. The same or similar reference numerals are assigned to the same and similar configurations as in the above-described embodiment, and the description is replaced with the first description.

According to another embodiment of the present invention, the heat dissipation hole 2311c may be formed to be inclined with respect to the axial direction. More specifically, the inlet port through which the refrigerant flows through the heat dissipation hole 2311c may be formed in front of the outlet port through which the refrigerant flows out. In other words, the heat dissipation hole 2311c may be formed to be inclined upward toward the rear.

Unlike the above-described embodiment, the second stacked body 2311b formed to be inclined may be formed to extend in the circumferential direction. Referring to FIG. 9B, the second stacked body 2311b may be formed by stacking a plurality of plates having different shapes.

Here, the plate forming the left side (front side with respect to the compressor) of the second stacked body 2311b in FIG. 9A corresponds to the plate shown at the bottom in FIG. 9B, and the right side of the second stacked body 2311b The plate forming the surface (the rear side relative to the compressor) corresponds to the plate shown at the top in FIG. 9B. In FIG. 9B, the plate shown on the lower side is referred to as the first plate P1 and the plate shown on the upper side is referred to as the second plate P7.

In order to form the heat dissipation hole 2311b that is obliquely formed as in this embodiment, the first plate P1 has a first groove H1 formed by being recessed from the inner side of the yoke 2311d toward the radial direction. Is formed. The second plate P2 and the third plate P3 also have a second groove H2 and a third groove H3, respectively. Here, the length recessed toward the radial direction increases from the first groove H1 to the third groove H3.

Meanwhile, in the fourth plate P4, a hole H4 may be formed through the yoke portion in the axial direction instead of the groove. Here, the length of the hole H4 in the radial direction may be equal to or larger than the recessed length of the third groove H3 of the third plate P4.

Further, in the fifth plate P5, the fifth groove H5 may be formed to be recessed from the outer surface of the yoke toward the center. The sixth and seventh grooves H6 and H7 of the sixth plate P6 and the seventh plate P7 may also be formed to be recessed from the outer side of the yoke toward the center. Here, the recessed length may gradually decrease from the fifth groove H5 to the seventh groove H7.

As the first to seventh plates P1, P2, P3, P4, P5, P6, and P7 formed as described above are sequentially stacked, the heat dissipation hole 2311b formed to be inclined may be formed. As illustrated, although the second stacked body 2311b is shown to be formed of seven plates, this is only an example, and may be formed of a larger number of plates. When the heat dissipation holes 2311b formed to be inclined are formed with a greater number of plates, a smoother inclined surface can be formed.

As described above, according to the heat dissipation hole 2311b formed in an inclined manner, the refrigerant flows smoothly, so that flow loss can be reduced, and the contact area with the refrigerant further increases, thereby increasing the cooling performance of the stator 2310. Is done.

10 is a view for explaining the shape of a heat radiation hole according to another embodiment of the present invention. The same or similar reference numerals are assigned to the same and similar configurations as those of the above-described embodiments, and the description is replaced with the first description.

According to another embodiment of the present invention, the heat dissipation hole 3311c may be formed to increase its cross-sectional area in the radial direction. More specifically, here, the heat dissipation hole 3311c may be formed such that the width in the circumferential direction increases toward the radial direction.

As described above, the heat dissipation hole 3311c is disposed adjacent to the upper surface of the first stacked body 3311a stacked on the lower surface and the lower side of the first stacked body 3311a stacked on the upper side to face each other. It may be defined by the side of the sieve 3311b.

In the above-described embodiment, both side surfaces 1311c1 and 1311c2 of the heat dissipation hole 1311c may extend parallel to the radial direction. That is, the spacing between the side surfaces 1311c1 and 1311c2 of the heat dissipation hole 1311c may be kept constant along the radial direction.

In contrast, in the present embodiment, both side surfaces 3311c1 and 3311c2 of the heat dissipation hole 3311c may extend obliquely with respect to the radial direction. More specifically, the spacing between the side surfaces 3311c1 and 3311c2 of the heat dissipation hole 3311c may be formed to increase in the radial direction. According to such a structure, the contact area between the refrigerant and the stator core 3311 is increased, so that not only can the heat effect be smoother, but also the flow of the refrigerant can be made more smooth.

Meanwhile, when the present embodiment is applied to the embodiment shown in FIG. 9B, the diameter of the groove formed in each plate in the circumferential direction may be formed to be continuously different. In this case, the heat dissipation hole may be formed to be inclined with respect to the axial direction, and may be formed such that the width in the radial direction increases toward the radial direction.

Further, although not shown, protrusions protruding toward each other may be formed on both side surfaces 1311c1 and 1311c2 of the second stacked body 1311. The protrusions are formed to extend in a radial direction, and may be provided in plurality in an axial direction. The stator core 1311 may increase the heat exchange area with the refrigerant by the protrusion, thereby improving cooling performance.

What has been described above is only examples for implementing the drive motor and the electric compressor including the same according to the present invention, the present invention is not limited to the above embodiments, as claimed in the following claims, the present invention Within the scope not departing from the gist of the present invention, anyone of ordinary skill in the field to which the present invention pertains will have the technical idea of the present invention to the extent that various changes can be implemented.

Claims (15)

delete delete delete delete delete A casing forming an inner space;
A driving motor coupled to the casing and including a stator forming a predetermined accommodation space and a rotor provided in the accommodation space and spaced apart from an inner circumferential surface of the stator; And
A rotation shaft coupled to the rotor and rotating together with the rotor;
A compression unit having a first scroll coupled to the rotational shaft at one side of the drive motor for orbiting motion, and a second scroll coupled to the first scroll to form a pair of compression chambers,
The drive motor forms a refrigerant passage for guiding the refrigerant supplied to the other side of the drive motor to the compression unit,
The stator,
A plurality of plates in which the yoke portion is formed in an annular shape are stacked along the axial direction, and a plurality of first teeth extending from the inner circumferential surface of the yoke portion are formed at predetermined intervals along the circumferential direction, and are arranged at intervals along the axial direction. A plurality of first laminates; And
Arranged between the axial directions of the plurality of first stacks, a plurality of plates having an annular yoke portion are stacked along the axial direction, and a plurality of second teeth extending from the inner circumferential surface of the yoke portion are preset along the circumferential direction. Includes; a second laminate formed at intervals and positioned on the same line in the axial direction with the first tooth portion,
The second laminate has a heat dissipation hole penetrating from an inner peripheral surface to an outer peripheral surface between the second teeth portions,
The heat dissipation hole,
In a plurality of plates, some plates have grooves that are recessed from the inner circumferential surface of the yoke to the outer circumferential surface, while other plates have holes that penetrate the yoke and the remaining plates have grooves that are recessed from the outer circumferential surface of the yoke toward the inner circumferential surface Become,
The grooves formed on some of the plates are formed such that the radial depth of the grooves increases from the inner peripheral surface of the yoke to the outer peripheral surface along the direction from the first stacked body toward the second stacked body, so that the inner peripheral surface side of the hole of the other plate Is communicated in,
The groove formed in the remaining plate is formed such that the radial depth of the groove increases from the outer circumferential surface of the yoke portion to the inner circumferential surface along the direction from the first stacked body toward the second stacked body. Is communicated in,
The heat dissipation hole is formed to be inclined with respect to the axial direction on the same radial line from the inner peripheral surface between the second teeth of the second stack toward the outer peripheral surface. delete ◈ Claim 8 was abandoned upon payment of the set registration fee. The method of claim 6,
The refrigerant flow path,
And a first refrigerant flow path formed between coils respectively wound on a plurality of teeth formed in the stator,
The heat dissipation hole is an electric compressor, characterized in that overlapping with the first refrigerant flow path in a radial direction. ◈ Claim 9 was abandoned upon payment of the set registration fee. The method of claim 8,
The refrigerant passage further includes a second refrigerant passage formed to extend in an axial direction by being recessed from an outer peripheral surface of the stator coupled to the casing,
The heat dissipation hole overlaps the second refrigerant flow path in a radial direction, and communicates the first refrigerant flow path and the second refrigerant flow path to each other. ◈ Claim 10 was abandoned upon payment of the set registration fee. The method of claim 9,
The refrigerant flow path includes a third refrigerant flow path made of a void between the rotor and the stator,
The third refrigerant flow path is an electric compressor, characterized in that connected to the heat dissipation hole through the first refrigerant flow path. delete delete ◈ Claim 13 was abandoned upon payment of the set registration fee. The method of claim 6,
The heat dissipation hole is an electric compressor, characterized in that formed to increase the width in the radial direction. delete delete

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