Patent Application
20240426305
This application relates generally to automotive vehicles, and particularly to air conditioning systems for vehicles. The application relates more specifically to electric refrigerant compressors for AC systems in automotive vehicles.
Developments in automotive technology are increasingly moving toward “greener” vehicles that reduce or eliminate carbon emissions, necessitated in some cases by ever more-stringent government-imposed regulations. Various designs for electric vehicles have been proposed and developed, including hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs). All these types of vehicles include a battery as a power source, but in the case of HEVs and PHEVs, the battery is small and is used only for supplementing an internal combustion engine (ICE) that serves as the primary power source for causing the vehicle to move. On the other hand, in BEVs, the battery is quite large and is the sole source for all power needs of the vehicle. Accordingly, in BEVs all the typical equipment that modern vehicles include must derive their power from the battery. This includes the air conditioning system of the vehicle.
A vehicle air conditioning system works by removing heat and moisture from the air inside the passenger cabin, and then circulating cooler and drier air back into the cabin. Vehicle AC systems typically include a compressor, a condenser, an expansion valve, and an evaporator, together with a blower for circulating the cabin air. The compressor is driven to compress and circulate a refrigerant gas (such as R134a) through the system. The compressed refrigerant gas flows through the condenser, which is essentially a heat exchanger that dissipates the heat that the refrigerant has absorbed from the air inside the vehicle cabin. As the refrigerant cools, it condenses into a liquid. The liquid refrigerant then passes through the expansion valve, which regulates the flow of refrigerant and causes it to undergo a substantial drop in pressure and temperature. The cold gaseous refrigerant then passes through the evaporator, which again is essentially a heat exchanger, located inside the vehicle. As the cold, low-pressure refrigerant passes through the evaporator, it absorbs heat from the cabin air circulated over the evaporator by the blower, causing the refrigerant to evaporate and return to a gaseous state. The evaporated refrigerant then circulates back to the compressor.
The AC system continues to circulate the refrigerant, removing heat and moisture from the air inside the vehicle and replacing it with cooler, drier air. The cycle continues until the desired temperature is reached or the air conditioning system is turned off.
Typical modern air conditioning systems also include additional components such as cabin air filters, sensors, and electronic controls to adjust the temperature and airflow.
In a conventional non-electric vehicle, the refrigerant compressor of the AC system is driven by the engine crankshaft via a belt or the like. In recent years, trends are moving toward electric refrigerant compressors (also referred to as refrigerant E-compressors), i.e., compressors that include their own electric motor for driving the compressor. Of course, for BEVs, the refrigerant E-compressor is the only viable option. Furthermore, in BEVs the refrigerant E-compressor may also be used for cooling various power electronics and/or the main battery of the vehicle.
The bearings and motor rotor of a refrigerant E-compressor require cooling. Various schemes have been proposed for cooling the bearings and rotor. In one scheme, a portion of the pressurized refrigerant from the compressor outlet is bled off and fed back into a cooling flow path for the rotor and bearings. The flow rate and pressure of the cooling portion of refrigerant are regulated by an electronic expansion valve disposed externally of the compressor unit. This scheme entails additional cost for the external circuit and expansion valve. Windage losses may also be higher than desired because the cooling flow rate may not be optimized in all operating conditions.
Another proposed cooling scheme involves cooling the rotor and bearings with refrigerant that leaks past the back disk of the compressor wheel. For this scheme to work, the leakage flow rate must be relatively high, which results in a significant degradation of compressor efficiency.
There is a need for improvements in refrigerant E-compressors that can substantially reduce or eliminate the problems associated with such conventional bearing cooling schemes.
In accordance with one embodiment of the invention, a refrigerant E-compressor comprises:
The appropriate or optimum size of the fixed orifice can readily be determined empirically through a series of tests of the refrigerant E-compressor using a variable orifice in place of the fixed orifice. The compressor can be run at a series of different speeds with the orifice size set at a given value, and data can be recorded for each speed. The series can then be repeated multiple additional times with the orifice size set at a different value each time. The data that is recorded can include parameters indicative of the cooling effectiveness for the motor rotor and bearings, as well as parameters indicative of compressor efficiency, for example. The optimum orifice size can be based, for example, on a chosen compromise between cooling effectiveness and compressor efficiency.
The fixed orifice of the invention can also be referred to as a fixed expansion valve, because a function of the fixed orifice is to induce a pressure drop, and corresponding temperature drop, in the pressurized refrigerant bled off for cooling purposes. The resulting reduced-temperature refrigerant is then supplied to the bearing area and motor of the E-compressor for cooling thereof.
In accordance with a method aspect of the invention, a method for operating a refrigerant E-compressor as described above comprises the steps of:
Having described the present disclosure in general terms, reference will now be made to the accompanying drawing(s), which are not necessarily drawn to scale, and wherein:
The present disclosure will now be described in fuller detail with reference to the above-described drawings, which depict some but not all embodiments of the invention(s) to which the present disclosure pertains. These inventions may be embodied in various forms, including forms not expressly described herein, and should not be construed as limited to the particular exemplary embodiments described herein. In the following description, like numbers refer to like elements throughout.
The motor 30 for the refrigerant compressor comprises a motor housing 32 that contains the motor components. The motor components include a motor rotor 34 that surrounds the shaft 18 and is affixed thereto, and a motor stator 36 that surrounds the rotor. The motor 30 is illustrated and described rather schematically herein because the details of the motor construction and operation are not particularly pertinent to the invention. The important aspect of the motor for present purposes is that it produces heat during operation and hence requires cooling. The shaft 18 is rotatably supported by a front bearing 37 and a rear bearing 38 contained within the motor housing. These bearings also require cooling.
The present invention provides advantageous arrangements for bleeding off a portion of refrigerant from the main flow being supplied to the vehicle AC system, and regulating the supply of that bleed portion to the motor rotor and bearings to cool these components. In accordance with the invention, the regulation of the cooling flow is accomplished using a fixed orifice, also referred to an a fixed expansion valve. With reference to
The size of the orifice—i.e., the minimum flow area of the orifice—is related to the flow rate of refrigerant through the orifice. Thus, for a given total pressure of the refrigerant entering the orifice, the orifice size will determine the flow rate; the smaller the orifice, the larger the pressure drop across the orifice and the smaller the flow rate; conversely, the larger the orifice, the smaller the pressure drop and the larger the flow rate.
In turn, the flow rate of refrigerant through the orifice is related to the cooling effectiveness for the bearings, and to the efficiency of the compressor. The larger the cooling flow rate through the orifice (as a percentage of total refrigerant flow rate through the compressor), the greater the cooling effectiveness but the lower the compressor efficiency; conversely, the smaller cooling flow rate percentage, the lesser the cooling effectiveness but the greater the compressor efficiency. The size of the orifice can be selected so as to strike a desired compromise between cooling effectiveness and compressor efficiency.
The appropriate or optimum orifice size can be empirically determined through a series of tests of the E-compressor in which a variable orifice is employed in place of the fixed orifice. The compressor can be run at a series of different speeds with the orifice size set at a given value, and data can be recorded for each speed. The series can then be repeated multiple additional times with the orifice size set at a different value each time. The data that is recorded can include parameters indicative of the cooling effectiveness for the motor rotor and bearings, as well as parameters indicative of compressor efficiency, for example. The optimum orifice size can be based, for example, on a chosen compromise between cooling effectiveness and compressor efficiency.
The present invention can provide distinct advantages over prior art arrangements for cooling the bearings of an E-compressor. First, the E-compressor in accordance with embodiments of the invention does not require external piping for bleeding off a portion of the refrigerant and routing it back into the bearing areas of the compressor. The fixed orifice and cooling flow passages are all located internally within the compressor, obviating the need for any external piping. Second, the E-compressor of the invention does not require an electronic expansion valve, instead employing a simpler and less-costly fixed orifice that is not subject to malfunction. Third, because the cooling of the bearings is not accomplished by using leakage flow from the back disk area of the compressor wheel, the clearances for the wheel can be substantially reduced to reduce leakage flow, thereby improving compressor efficiency.
Persons skilled in the art, on the basis of the present disclosure, will recognize that modifications and other embodiments of the inventions described herein can be made without departing from the inventive concepts described herein. Specific terms used herein are employed for explanatory purposes rather than purposes of limitation. Accordingly, the inventions are not to be limited to the specific embodiments disclosed, and modifications and other embodiments are intended to be included within the scope of the appended claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202311041990 | Jun 2023 | IN | national |
