WO2022166546A1

WO2022166546A1 - High-speed air suspension compressor for fuel cell, fuel cell system and vehicle

Info

Publication number: WO2022166546A1
Application number: PCT/CN2022/071524
Authority: WO
Inventors: 陈亮
Original assignee: 海南极锐浩瀚动力系统科技有限公司
Priority date: 2021-02-05
Filing date: 2022-01-12
Publication date: 2022-08-11
Also published as: CN112814935A; KR20230125057A

Abstract

A high-speed air suspension compressor for a fuel cell, a fuel cell system and a vehicle. A stator (3) and a main shaft (20) are arranged inside a shell (4), and the main shaft (20) is inserted, in a penetrating manner, into an inner cavity of the stator (3) such that same rotates freely; a thrust disk (17) is arranged on the rear side of an impeller (12); a labyrinth seal (9) is arranged on the rear side of the outer edge of the impeller (12), and air flows through the labyrinth seal (9) to cool the main shaft (20); and a partition sleeve is arranged between the main shaft (20) and the stator (3) so as to partition the stator (3) from the main shaft (20) in a sealing manner, and a cooling liquid flows between the shell (4) and the partition sleeve so as to immerse the stator (3) in the cooling liquid.

Description

A high-speed air suspension compressor for fuel cell, fuel cell system and vehicle

technical field

The invention relates to a fuel cell compressor, a fuel cell system and a vehicle, in particular to a fuel cell high-speed air suspension compressor, a fuel cell system and a vehicle, belonging to the technical field of hydrogen fuel cell electric drive air compressors.

Background technique

In terms of new energy, vehicles powered by hydrogen fuel cells have high power performance, fast hydrogen refueling, and long cruising range, which are the most strategic breakthroughs for new energy vehicles in the 21st century. The hydrogen fuel cell directly outputs electrical energy through the chemical reaction of hydrogen and oxygen. The power density of the hydrogen fuel cell is directly related to the air supply pressure and air supply flow of the air supply system. Power increases.

Air compressors can provide high-pressure air sources for fuel cell systems. Compared with screw compressors and scroll compressors, centrifugal air compressors can provide air sources with higher high-pressure ratios, significantly improving the power density and overall performance of the stack. In addition, the outlet air of the air suspension centrifugal air compressor is oil-free, which is easy to achieve small size and weight, and is the best choice for vehicle fuel cell air compressors.

In order to match the performance of the fuel cell system, the rotating speed of the small centrifugal compressor is high, the rotor and the surrounding air are violently rubbed, and a large amount of heat energy is generated, which makes the temperature of the rotor rise and deform, and the heat will also be transferred to the bearing, which may cause the bearing to fail at high temperature; Under the action of high speed, the temperature of the motor stator will also rise rapidly. If it cannot be cooled in time, too much heat will affect the service life of the insulating material, reduce the output power of the motor, and burn the motor in severe cases.

The prior art uses air to cool the motor stator, but the cooling effect is unsatisfactory; the coaxial fan is required to consume power, which reduces the system efficiency; or the water-cooled motor stator is used, and cooling channels are arranged inside the motor casing to cool the motor casing, so as to achieve the power supply to the motor. The effect of stator cooling.

The cooling effect is not obvious mainly reflected. If the cooling air volume is increased, it will cause power consumption, and at the same time, the discharge of heated air will cause heat accumulation in the external environment of the air compressor. For fuel cell applications, due to the size and weight requirements of automotive components, the design of air compressors (the size of the air compressor in the prior art is the size of a 17-inch computer, and the speed is about 70,000 rpm) should be designed to maximize energy density. Reduce its own volume and weight, so the motor has a compact design, high speed, high wind loss in the gap between the stator and rotor (proportional to the speed), and brings the hidden danger of motor overheating; if traditional water cooling is used to cool the motor stator , Because the cooling channel is arranged in the motor casing, and the heat of the stator is taken away through the metal heat transfer belt. The problem of this cooling is that the end windings on both sides of the stator cannot be cooled well, and metal caps must be added on both sides of the stator. Snap on the coil, then cool the outer metal cap. Or increase the power of the cooling fan and use air to cool the end windings on both sides of the stator, but this also reduces the overall efficiency of the motor.

For example, in the prior art, the publication number is CN108533510A, the publication date is 2018.09.14, and the invention is named as the invention patent application of the air suspension centrifugal compressor for fuel cells. There is a liquid cooling inside the motor casing and the periphery of the stator. The heat of the stator is taken away by the heat, and the cooling method has limited effect; secondly, the patent application places the thrust disk at the far end of the impeller, and the thrust disk is a high-heat component, which does not consider the cooling problem of the thrust disk; moreover, the invention patent application There are also the defects of large volume and low speed.

Therefore, it is necessary to improve the cooling method and overall layout of the compressor to overcome the problems of large volume, low rotational speed and unsatisfactory cooling effect of the compressor in the prior art.

It should be noted that the information disclosed in the Background of the Invention section is only intended to increase understanding of the general background of the invention, and should not be taken as an acknowledgement or any form of suggestion that the information constitutes already known to those skilled in the art current technology.

发明内容SUMMARY OF THE INVENTION

In view of the above facts, the purpose of the present invention is to solve the problems of large volume, low speed and poor cooling effect of the existing compressor, and then design a high-speed air suspension compressor for fuel cells, a fuel cell system and a vehicle. It is used to output compressed air to the stack for hydrogen-oxygen reaction to generate electricity. The motor stator of the compressor is completely immersed in the liquid, and the cooling effect is obvious, which better ensures the normal operation of the motor under extreme conditions.

To achieve the above object, the present invention adopts the following technical solutions:

Scheme 1: A high-speed air suspension compressor for fuel cells, comprising:

The shell is provided with a liquid inlet and a liquid discharge port;

The stator and the main shaft are arranged in the casing, and the main shaft is inserted into the inner cavity of the stator and rotates freely;

An impeller and a volute, the volute is connected to the outer casing, and the impeller is placed in the volute and connected to the front end of the main shaft;

Labyrinth seal and thrust plate, the thrust plate is placed on the back side of the impeller, the labyrinth seal is placed on the back side of the outer edge of the impeller, and the compressed air flows through the labyrinth seal to cool the main shaft;

The diffuser is arranged on the side of the casing close to the impeller;

The partition sleeve is arranged between the main shaft and the stator, and seals the stator and the main shaft. The cooling liquid flows between the casing and the partition sleeve, and the stator is completely immersed in the cooling liquid.

Further: the cooling liquid is ethylene glycol, a mixture of ethylene glycol and water, deionized water, oil and other liquids. In this solution, the cooling liquid of the vehicle can be directly used as the cooling medium of the motor without adding additional equipment, which further reduces the weight and volume of the device.

Further: the diameter of the main shaft is 20mm. In the prior art, the diameter of the main shaft is 30-40 mm, and the wind loss value is the fourth power of the diameter of the main shaft, so the wind loss of the present invention is greatly reduced compared with the prior art.

In combination with the first solution, in some implementations of the first solution, a main shaft support member is also included,

Front bearing seat, rear bearing seat, rear radial bearing and front radial bearing, the front bearing seat and rear bearing seat are sealed and mounted on the front and rear ends of the casing, and the front end of the main shaft is connected with the front bearing seat through the front radial bearing, The rear end of the main shaft is connected with the rear bearing seat through the rear radial bearing. With this arrangement, the main shaft rotates freely in the inner cavity of the stator.

In combination with the first solution, in some implementations of the first solution, a thrust disc support member is also included,

Thrust bearing seat, outer thrust bearing, inner thrust bearing, the thrust bearing seat is connected with the front bearing seat, the outer thrust bearing, the thrust disc and the inner thrust bearing are arranged between the thrust bearing seat and the front bearing seat in sequence from front to back; labyrinth seal Set between the impeller and the thrust bearing seat. This arrangement provides support for the thrust disc.

Further: the impeller, the thrust plate and the main shaft are coaxially connected by the stretching screw, and the compressed air flows through the labyrinth seal to cool the thrust bearing. This setting ensures that the three rotate coaxially.

In combination with the first solution, in some implementations of the first solution, the front and rear ends of the partition sleeve are sealedly connected with the front bearing seat and the rear bearing seat through a sealing ring.

The outer walls of the front bearing seat and the rear bearing seat are provided with sealing grooves, and sealing rings are arranged in the sealing grooves.

Alternatively, sealing grooves are provided on the outer walls of both ends of the partition sleeve, sealing rings are arranged in the sealing grooves, and the outer walls of the partition sleeve and the inner walls of the front bearing seat and the rear bearing seat are sealed by the sealing rings.

In this way, various sealing methods are adopted, which is convenient for processing, installation and disassembly while ensuring the sealing performance.

In combination with the first solution, in some implementations of the first solution, the partition sleeve is an integral manufacturing structure. This arrangement is convenient for processing.

In combination with the first solution, in some implementations of the first solution, the partition sleeve is a separate manufacturing structure. This arrangement facilitates installation and disassembly.

The partition sleeve includes a front long sleeve and a rear sleeve, and the front long sleeve and the rear sleeve are sealed and connected;

Or, the partition sleeve includes a front sleeve and a rear long sleeve, and the front sleeve and the rear long sleeve are sealed and connected;

Or, the partition sleeve includes a front sleeve, a middle sleeve and a rear sleeve, and the front sleeve, the middle sleeve and the rear sleeve are sealed and connected in sequence;

Further, the middle sleeve is located at the center of the rotating shaft, and the wall thickness of the middle sleeve is smaller than that of the front sleeve and the rear sleeve. This setting increases thermal conductivity and quickly dissipates heat.

In combination with solution 1, in some implementations of solution 1, the middle sleeve is made of non-conductive materials, such as PEEK plastic, POM plastic, PBT plastic, PVC plastic, carbon fiber, etc. All waterproof and non-conductive materials are used. It can be used as the material of the partition sleeve, which will not be enumerated here.

In combination with the first solution, in some implementations of the first solution, the partition sleeve is a middle sleeve, and the middle sleeve is sealed with the front bearing seat and the rear bearing seat through a sealing ring. This arrangement facilitates installation and disassembly. It is equivalent to processing the front bearing seat and the front sleeve as one, and the rear bearing seat and the rear sleeve as one.

The implementation designs made above can be combined to form different technical solutions without causing conflicts.

Solution 2: According to another aspect of the invention, a fuel cell system is further provided, including the high-speed air suspension compressor described in solution 1.

Solution 3: According to yet another aspect of the present invention, a vehicle is provided, including the high-speed air suspension compressor described in solution 1 or the fuel cell system described in solution 2.

The effect achieved by the present invention is:

One: The thrust plate is arranged on the rear side of the impeller of the present invention, and the motor stator and the motor shafting components are separated by a partition sleeve, and then the liquid inflow and outflow interface channels are set from the motor shell part, so that the stator is completely immersed in the liquid and the motor is completely immersed. Most of the heat is taken away, the specific heat capacity of the liquid is much larger than that of the air, the required cooling flow is small, the system efficiency is improved, and the coaxial cooling fan is not arranged away from the impeller end, and it can be guaranteed in extreme external environments, such as desert high temperature and dry areas, can reach Reduce the internal temperature of the motor to ensure the normal operation of the motor;

Second: the shaft system of the motor is cooled, on the one hand, the heat is taken away by the air flowing through it, and on the other hand, it is dissipated by the heat conduction and convection of the metal, because the temperature of the stator and the metal sleeve is much lower than that of other parts, and the temperature of most rotors and mechanical parts is It will also be lowered, and the air cooling fan can be completely abandoned, resulting in an excellent heat dissipation effect.

Third: in the prior art, the smaller the volume of the compressor, the smaller the power, the worse the cooling capacity, while the compressor of the present invention has a compact structure under the premise of ensuring the cooling effect, which can reach 150,000 rpm, and the volume is only The size of the palm of the hand, the typical size of the length * width * height is 200 * 150 * 160, the unit is mm.

Fourth: Under the extreme working condition of the present invention, both the radial bearing and the thrust bearing generate about 200%-300% of the heat of normal working (which can be regarded as extremely bad working conditions), so as to maintain the normal power output of the motor (12- 16kw) and the normal working speed of the rotor (120,000-150,000 rpm), the simulation calculation results verify that the cooling method of the present invention ensures that the distribution of the internal temperature of the motor is within the normal temperature range known in the industry, thereby ensuring the normal operation and operation of the motor. Design life.

Description of drawings

1 is an assembly drawing of a high-speed air suspension compressor for a fuel cell of the present invention;

Fig. 2 is a state diagram of a fully immersed stator of a high-speed air suspension compressor for a fuel cell according to the present invention;

3 is a schematic diagram of the air cooling flow of a high-speed air suspension compressor for a fuel cell according to the present invention;

4 is a diagram showing the first sealing connection relationship between the partition sleeve, the front bearing seat and the rear bearing seat of a high-speed air suspension compressor for a fuel cell according to the present invention;

5 is a diagram showing the second type of sealing connection relationship between the partition sleeve, the front bearing seat and the rear bearing seat of a high-speed air suspension compressor for a fuel cell according to the present invention;

FIG. 6 is a schematic diagram of a three-stage split partition sleeve of a high-speed air suspension compressor for a fuel cell according to the present invention;

7 is a schematic diagram of a two-stage split partition sleeve of a high-speed air suspension compressor for fuel cells according to the present invention (short in the front and long in the back);

Fig. 8 is a schematic diagram of a two-stage split partition sleeve of a high-speed air suspension compressor for fuel cells according to the present invention (the front is long and the back is short);

FIG. 9 is a schematic diagram of an integrated partition sleeve of a high-speed air suspension compressor for a fuel cell according to the present invention;

Fig. 10 is a positional relationship diagram of a partition sleeve and a stator of a high-speed air suspension compressor for a fuel cell according to the present invention;

Fig. 11 is a temperature distribution diagram of a high-speed air suspension compressor for fuel cells according to the present invention (excluding impeller and volute);

12 is the temperature and pressure distribution of the air cooling channel of a high-speed air suspension compressor for a fuel cell of the present invention;

Fig. 13 is an external dimension drawing (front view) of a high-speed air suspension compressor for a fuel cell of the present invention;

Fig. 14 is an external dimension drawing (side view) of a high-speed air suspension compressor for a fuel cell according to the present invention.

In the figure: 1-support; 2-rear radial bearing; 3-stator; 4-housing; 5-front radial bearing; 6-front bearing seat; 7-bolt; 8-volute; 9-labyrinth seal ;10-air inlet; 11-stretching screw; 12-impeller; 13-thrust bearing seat; 14-diffuser; 15-exhaust port; 16-external thrust bearing; 17-thrust disc; 18-internal thrust Bearing; 19-liquid inlet; 20-main shaft; 21-liquid outlet; 22-rear sleeve; 23-rear bearing seat; 24-rear cover; 25-middle sleeve; 26-front sleeve; 27-front Long Sleeve; 28 - Rear Long Sleeve.

Detailed ways

In order to make those skilled in the art better understand the solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only The embodiments are part of the present application, but not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the scope of protection of the present application.

It should be noted that the terms "first", "second", etc. in the description and claims of the present application and the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific sequence or sequence. It is to be understood that the data so used are interchangeable under appropriate circumstances for the embodiments of the application described herein. Furthermore, the terms "comprising" and "having" and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those expressly listed Rather, those steps or units may include other steps or units not expressly listed or inherent to these processes, methods, products or devices.

In this application, the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "middle", "outer", "front", "rear", etc. is based on the orientation or position shown in the drawings relation. These terms are primarily used to better describe the present application and its embodiments, and are not intended to limit the fact that the indicated device, element, or component must have a particular orientation, or be constructed and operated in a particular orientation.

In addition, some of the above-mentioned terms may be used to express other meanings besides orientation or positional relationship. For example, the term "on" may also be used to express a certain attachment or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in the present application can be understood according to specific situations.

Furthermore, the terms "arranged", "connected", "fixed" should be construed broadly. For example, "connection" may be a fixed connection, a detachable connection, or a unitary construction; it may be a mechanical connection, or an electrical connection; it may be a direct connection, or an indirect connection through an intermediary, or two devices, elements or Internal connectivity between components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

It should be noted that the embodiments in the present application and the features of the embodiments may be combined with each other in the case of no conflict. The present application will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

The preferred embodiments of the present invention will be described in detail below according to the accompanying drawings.

Embodiment 1: Referring to Figures 1, 2, 3, 4, 6, and 10, a high-speed air suspension compressor for a fuel cell in this embodiment includes:

Support 1, rear radial bearing 2, stator 3, housing 4, front radial bearing 5, front bearing seat 6, volute 8, labyrinth seal 9, tension screw 11, impeller 12, thrust bearing seat 13, expansion Presser 14, outer thrust bearing 16, thrust disc 17, inner thrust bearing 18, main shaft 20, rear bearing seat 23, rear cover 24 and partition sleeve, the partition sleeve is a three-section split structure, including the front sleeve 26 , the middle sleeve 25 and the rear sleeve 22;

The casing 4 is arranged on the support 1, and the casing 4 is provided with a liquid inlet 19 and a liquid discharge port 21, and a pipe joint is connected to the liquid inlet 19 and the liquid discharge port 21;

The front bearing seat 6 is fixedly installed on the front end of the housing 4 by bolts, and the sealing ring is used between the outer wall of the front bearing seat 6 and the inner wall of the front end of the housing 4 to achieve sealing installation, and the rear bearing seat 23 is fixedly installed by bolts. The rear end of the casing 4, and the outer wall of the rear bearing seat 23 and the inner wall of the rear end of the casing 4 are sealed and installed through a sealing ring; the front end of the main shaft 20 is connected to the front bearing seat 6 through the front radial bearing 5, and the main shaft 20 The rear end is connected with the rear bearing seat 23 through the rear radial bearing 2, and the rear cover 24 is fixedly installed on the rear bearing seat 23; the stator 3 is fixedly installed on the inner wall of the casing 4, and the main shaft 20 is inserted into the inner cavity of the stator 3 to rotate freely ;

The front end of the casing 4 and the volute 8 are fixedly connected by bolts 7, the diffuser 14 is arranged on the side of the casing 4 close to the impeller 12, and the volute 8 is provided with an air inlet 10 and an exhaust port 15; In the volute 8, the thrust bearing seat 13 and the front bearing seat 6 are fastened by bolts, and the outer thrust bearing 16, the thrust plate 17, the inner thrust bearing seat 13 and the front bearing seat 6 are arranged in sequence from front to back. The thrust bearing 18; the impeller 12, the thrust disc 17, and the main shaft 20 are coaxially connected by the stretching screw 11; the labyrinth seal 9 is arranged between the impeller 12 and the thrust bearing seat 13, and is fixedly installed on the thrust bearing seat 13, The compressed air flows through the labyrinth seal 9 to cool the thrust bearing and the main shaft 20;

The partition sleeve is arranged between the main shaft 20 and the stator 3, and the stator 3 and the main shaft 20 are sealed and separated, and the cooling liquid flows between the casing 4 and the partition sleeve, and the stator 3 is completely immersed in the cooling liquid, and the cooling liquid is: Ethylene glycol; specifically, the front sleeve 26, the middle sleeve 25 and the rear sleeve 22 are sealed and connected in sequence; the middle sleeve is located in the center of the rotating shaft, the middle sleeve is facing the permanent magnet, and the wall thickness of the middle sleeve is smaller than the front sleeve The wall thickness of the barrel and the rear sleeve; the middle sleeve is made of PEEK plastic, the outer walls of the front bearing seat 6 and the rear bearing seat 23 are provided with sealing grooves, and sealing rings are arranged in the sealing grooves, and the inner wall of the front sleeve 26 is connected to the front The outer wall of the bearing seat 6 is sealed and installed by a sealing ring, the inner wall of the rear sleeve 22 and the outer wall of the rear bearing seat 23 are sealed and installed by a sealing ring, and the rear end of the front sleeve 26 and the front end of the rear sleeve 22 are respectively glued. It is glued and sealed on the outer wall of the middle sleeve 25 .

Embodiment 2: The difference from Embodiment 1 lies in the sealing method between the partition sleeve and the front bearing seat 6 and the rear bearing seat 23; A sealing ring is arranged in the groove, the outer wall of the front sleeve 26 and the inner wall of the front bearing seat 6 are sealed and installed by the sealing ring, and the outer wall of the rear sleeve 22 and the inner wall of the rear bearing seat 23 are sealed and installed by the sealing ring. See Figure 5 for details.

Embodiment 3: The difference from Embodiment 1 or Embodiment 2 is that the partition sleeve adopts an integrated manufacturing structure, and both ends of the partition sleeve are sealed and installed with the front bearing seat 6 and the rear bearing seat 23 . See Figure 9 for details.

Embodiment 4: The difference from Embodiment 1 or Embodiment 2 is that the partition sleeve adopts a two-section split structure, specifically: the partition sleeve includes a front long sleeve 27 and a rear sleeve 22 that are sealed and connected, and the front long sleeve 27 and the rear sleeve 22 are sealed. The sleeve 27 is sealed with the front bearing seat 6 , and the rear sleeve 22 is sealed with the rear bearing seat 23 . See Figure 8 for details.

Example 5: The difference from Example 1 or Example 2 is that the partition sleeve adopts a two-section split structure, specifically: the partition sleeve includes a front sleeve 26 and a rear long sleeve 28 that are sealed and connected, and the front sleeve The barrel 26 is sealed with the front bearing seat 6 , and the rear long sleeve 28 is sealed with the rear bearing seat 23 . See Figure 7 for details.

Embodiment 6: The difference from Embodiment 1 above is that the middle sleeve 25 is made of POM plastic.

Embodiment 7: The difference from Embodiment 1 above is that the middle sleeve 25 is made of PBT plastic.

Embodiment 8: The difference from Embodiment 1 above is that the middle sleeve 25 is made of PVC plastic.

Embodiment 9: The difference from Embodiment 1 above is that the middle sleeve 25 is made of carbon fiber.

Example 10: The difference from Example 1 above is that the cooling liquid is a mixed liquid of ethylene glycol and water.

Example 11: The difference from Example 1 above is that the cooling liquid is oil.

The Examples 1-11 made above can be combined to form different embodiments under the condition that there is no conflict with each other.

Embodiment 12: This embodiment further provides a fuel cell system, including the high-speed air suspension compressor described in any one of Embodiments 1-11.

Embodiment 13: In yet another aspect of this embodiment, a vehicle is provided, including the high-speed air suspension compressor described in any one of Embodiments 1-11 or the fuel cell system described in Embodiment 12.

The cooling simulation test of the present invention is as follows:

1. Material characteristics

Table 1 is a list of material properties

2. The motor cooling conditions are as follows:

Ethylene glycol cooling channel : turbulent flow

Density at 20ºC: 1114 kg/m ³

Thermal conductivity: 0.256 W/m.K

Specific heat capacity: 2433 J/kg.K

Viscosity: 18.376 cP;

Fluid Inlet Pressure: (101325 + 32022) Pa

Fluid inlet mass flow: 0.1 kg/s

Volume flow: 0.1/1114=9e-5m ³ /s

Fluid inlet stagnation temperature: 45ºC

Fluid outlet pressure: 101325 Pa

The pump power required by the fluid: 9e-5*32022=2.87W;

Rotor Speed : 120,000-150,000 rpm (rev/min)

Motor output power range : 12-16 kw

Air cooling channel : turbulent flow

Inlet air stagnation temperature: 140ºC

Outlet pressure: 86000 Pa;

3. For the calculation results of thermal analysis, see 11 and 12;

Glycol outlet stagnation temperature: 51.03ºC

Air outlet stagnation temperature: 137.7ºC

Average rotor temperature by volume: 164.4ºC

Volume-averaged permanent magnet temperature: 145.2 ºC

Average stator lamination temperature by volume: 69.8ºC

Average stator lamination outside diameter temperature by area: 75.34 ºC

Average stator tooth and copper winding temperature by volume: 64.2ºC;

Table 2: Gauge Pressure and Temperature Averaged by Area (Locations 1234 on Figure 12)

	11	22	33	44
温度 (°C)Temperature (°C)	173.9173.9	159.4159.4	177177	128.4128.4
表压压力(Pa)Gauge pressure (Pa)	2500525005	22095.722095.7	1242912429	6514.36514.3

A summary of the simulation results:

By modeling the input conditions, the normal power output (12-16kw) of the motor is maintained under the condition that both the radial bearing and the thrust bearing generate about 200%-300% of the heat of normal operation (which can be regarded as extremely harsh working conditions) Under the normal working speed of the rotor (120,000-150,000 rpm), the simulation calculation results verify that the cooling method of the present invention ensures that the distribution of the internal temperature of the motor is within the normal temperature range known in the industry, thereby ensuring the normal operation and design life of the motor. . Using the cooling method of the motor structure design in the prior art, under the same cooling input conditions (mainly the inlet and outlet flow and temperature of liquid and air, and without a cooling fan on the side away from the impeller), the distribution of the internal temperature of the motor is uniform. The normal temperature range known in the industry cannot be reached, the motor is in a high temperature state and cannot work normally, and the service life is far from the design life, and it cannot be compared with the cooling effect of the present invention.

The above embodiments are only used to illustrate the technical solutions of the present invention, but not to limit them; although the present invention has been described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that the above embodiments can still be used for The recorded technical solutions are modified, or some or all of the technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention.

In addition, it should be understood that although this specification is described in terms of embodiments, not each embodiment only includes an independent technical solution, and this description in the specification is only for the sake of clarity, and those skilled in the art should take the specification as a whole , the technical solutions in each embodiment can also be appropriately combined to form other implementations that can be understood by those skilled in the art.

Claims

A high-speed air suspension compressor for fuel cells, comprising:

the shell (4), the shell (4) is provided with a liquid inlet (19) and a liquid discharge port (21);

The stator (3) and the main shaft (20) are arranged in the casing (4), and the main shaft (20) is inserted into the inner cavity of the stator (3) to rotate freely;

The impeller (12), the volute (8), the volute (8) is connected with the outer casing (4), and the impeller (12) is placed in the volute (8) and connected to the front end of the main shaft (20);

Labyrinth seal (9), thrust disc (17), thrust disc (17) is placed on the back side of impeller (12), labyrinth seal (9) is placed on the back side of the outer edge of impeller (12), and the compressed air flows through The labyrinth seal (9) cools the main shaft (20);

The diffuser (14) is arranged on the side of the casing (4) close to the impeller (12);

The partition sleeve is arranged between the main shaft (20) and the stator (3), and seals off the stator (3) and the main shaft (20), the cooling liquid flows between the casing (4) and the partition sleeve, and the stator (3) ) is completely immersed in the cooling liquid.
The high-speed air suspension compressor for fuel cells according to claim 1, wherein the cooling liquid is ethylene glycol, a mixture of ethylene glycol and water, deionized water or oil.
The high-speed air suspension compressor for a fuel cell according to claim 1, wherein the diameter of the main shaft (20) is 20 mm.
A high-speed air suspension compressor for a fuel cell according to claim 1 or 3, further comprising a main shaft support member,

The front bearing seat (6), the rear bearing seat (23), the rear radial bearing (2), the front radial bearing (5), the front bearing seat (6) and the rear bearing seat (23) are sealed and installed in the housing ( 4) The front end of the main shaft (20) is connected to the front bearing seat (6) through the front radial bearing (5), and the rear end of the main shaft is connected to the rear bearing seat (23) through the rear radial bearing (2).
The high-speed air suspension compressor for a fuel cell according to claim 4, further comprising a thrust plate support member,

Thrust bearing seat (13), outer thrust bearing (16), inner thrust bearing (18), the thrust bearing seat (13) is connected with the front bearing seat (6), and the thrust bearing seat (13) is connected with the front bearing seat (6). The outer thrust bearing (16), the thrust disc (17) and the inner thrust bearing (18) are arranged in sequence from front to back, and the labyrinth seal (9) is arranged between the impeller (12) and the thrust bearing seat (13); The impeller (12), the thrust disc (17), and the main shaft (20) are coaxially connected by the stretching screw (11), and the compressed air flows through the labyrinth seal (9) to cool the thrust bearing.
The high-speed air suspension compressor for fuel cells according to claim 5, wherein the front and rear ends of the partition sleeve are sealed with the front bearing seat (6) and the rear bearing seat (23) through sealing rings.
A high-speed air suspension compressor for a fuel cell according to claim 6, characterized in that a sealing groove is formed on the outer walls of the front bearing seat (6) and the rear bearing seat (23), and a sealing ring is arranged in the sealing groove, Sealing rings are used between the inner wall of the partition sleeve and the outer walls of the front bearing seat (6) and the rear bearing seat (23).
A high-speed air suspension compressor for a fuel cell according to claim 6, characterized in that: the outer walls of the two ends of the partition sleeve are provided with sealing grooves, the sealing grooves are provided with sealing rings, and the outer walls of the partition sleeve and the front bearing seat are provided with sealing grooves. (6) The inner walls of the rear bearing seat (23) are sealed by a sealing ring.
The high-speed air suspension compressor for a fuel cell according to claim 6, wherein the partition sleeve is an integral manufacturing structure;

The partition sleeve is a middle sleeve (25), and the middle sleeve (25) is sealedly connected with the front bearing seat (6) and the rear bearing seat (23) through a sealing ring.
The high-speed air suspension compressor for a fuel cell according to claim 6, wherein the partition sleeve is a separate manufacturing structure;

The partition sleeve includes a front long sleeve (27) and a rear sleeve (22), and the front long sleeve (27) and the rear sleeve (22) are sealedly connected;

Or, the partition sleeve includes a front sleeve (26) and a rear long sleeve (28), and the front sleeve (26) and the rear long sleeve (28) are in a sealed connection;

Alternatively, the partition sleeve includes a front sleeve (26), a middle sleeve (25) and a rear sleeve (22), and the front sleeve (26), the middle sleeve (25) and the rear sleeve (22) are sealed and connected in sequence ; The middle sleeve (25) is located in the center of the rotating shaft, and the wall thickness of the middle sleeve (25) is smaller than that of the front sleeve (26) and the rear sleeve (22).
A high-speed air suspension compressor for a fuel cell according to claim 10, characterized in that the middle sleeve (25) is made of non-conductive material.
A high-speed air suspension compressor for a fuel cell according to claim 11, characterized in that: the middle sleeve (25) is made of PEEK plastic, POM plastic, PBT plastic, PVC plastic, and carbon fiber.
A fuel cell system comprising the high-speed air suspension compressor according to any one of claims 1-12.
A vehicle comprising the high-speed air suspension compressor as claimed in any one of claims 1 to 12 or the fuel cell system as claimed in claim 13 .