Radial clearance In general, the radial clearance of a scroll compressor is composed of two parts, one part is a static gap formed due to machining error, insufficient assembly precision and wear of various moving parts (such as cross slip rings); The other part is the dynamic gap caused by the uneven bearing pressure of the bearing during the operation of the scroll compressor or the machining error of the brake mechanism. The dynamic clearance is rapidly changing during the operation of the scroll compressor. For the static gap, since the formation is related to the state of the meshing point of the movable scroll and the fixed scroll, the meshing points are formed by their mutual movement, and the profile wall surfaces forming the meshing points are different depending on the corners. Therefore, the static gap also varies with the corner. The coupling of the static gap with the change of the angle of rotation and the uncertainty of the dynamic gap makes it difficult to analyze the radial gap by a specific theory. This is also the reason why almost all scroll compressors consider the radial gap constant when analyzing tangential leakage.
The establishment of the tangential leakage model leakage model is related to many factors, namely whether it is stable flow, whether it is treated in one dimension, whether the leakage working fluid is compressible, and so on. And even with the same assumptions, there are different leakage models. Nozzle leak model: This model simplifies the large to small gap between the fixed scroll and the movable scroll into an ideal shrink nozzle. The tangential leakage process naturally becomes the flow through the ideal shrink nozzle. The working fluid of this model can be pure gas or a mixture of gas and lubricating oil, but must flow in a homogeneous manner. It is generally assumed that there is no heat exchange between the nozzle and the outside; there is no friction when the working fluid flows in the nozzle. As to whether the working fluid is an ideal gas, it can be calculated, but the complexity of the calculation is different.
The engine is mainly composed of cylinder block, crankcase, cylinder head and cylinder head gasket. The crankcase, the part of the lower part of the cylinder block used to mount the crankshaft is called the crankcase, and the crankcase is divided into the crankcase and the lower crankcase. The upper crankcase is integrally formed with the cylinder block, and the lower crankcase is used for storing lubricating oil and closing the upper crankcase, so it is also called an oil sump, and the oil sump is rarely stressed, and is generally formed by stamping a thin steel plate. The shape depends on the overall arrangement of the engine and the capacity of the oil. The oil pan is equipped with a stabilizing oil baffle to prevent the oil surface from fluctuating excessively when the car is turned. The bottom of the oil pan is also equipped with an oil drain screw. Usually, the oil plug is equipped with a permanent magnet to absorb the metal chips in the lubricating oil and reduce the wear of the engine. A gasket is placed between the upper and lower crankcase joint surfaces to prevent oil leakage.
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