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Article(id=1319293560487260617, tenantId=1146029695717560320, journalId=1316781260334530699, issueId=1319293461287780384, articleNumber=null, orderNo=null, doi=10.3969/j.issn.1005-0329.2025.10.004, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1731340800000, receivedDateStr=2024-11-12, revisedDate=1748361600000, revisedDateStr=2025-05-28, acceptedDate=null, acceptedDateStr=null, onlineDate=1792473696109, onlineDateStr=2026-10-20, pubDate=1761840000000, pubDateStr=2025-10-31, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1792473696109, onlineIssueDateStr=2026-10-20, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1792473696109, creator=13701087609, updateTime=1792473696109, updator=13701087609, issue=Issue{id=1319293461287780384, tenantId=1146029695717560320, journalId=1316781260334530699, year='2025', volume='53', issue='10', pageStart='1', pageEnd='118', issueExtLink='null', onlineDate='null', pubDate='1761840000000', pubDateStr='2025-10-31', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1792473672458, creator='13701087609', updateTime=1792473672458, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext=null, issueFiles=null, downloadFileDto=null}, startPage=27, endPage=34, ext={EN=ArticleExt(id=1319293560701170122, articleId=1319293560487260617, tenantId=1146029695717560320, journalId=1316781260334530699, language=EN, title=Cause and characteristic analysis of asymmetric pressure distribution in scroll chambers of electric vehicle scroll compressors, columnId=null, journalTitle=Fluid Machinery, columnName=null, runingTitle=null, highlight=null, articleAbstract=

To investigate the causes and characteristics of asymmetric pressure distribution in scroll chambers，mathematical models for geometric analysis and thermodynamic processes were established based on asymmetric features.Dynamic pressure measurement tests inside the scroll chamber of an electric vehicle scroll compressor were conducted，validating model rationality.Under pressure ratios of 2 and 5 and rotational speeds of 3 000 r/min and 8 000 r/min，pressure variations in scroll chambers，valve rear chambers，exhaust ports，and pressure relief ports versus orbiting scroll angle were calculated.Results show that with a 50° difference in end angles between fixed and orbiting scrolls，a pressure difference of approximately 0.02 MPa exists in bilateral scroll chambers during early‑mid compression.At pressure ratio 5，asymmetric pressure distributions remain similar across speeds，with maximum discharge pressure reaching 2.1 MPa at high speeds indicating severe over‑compression.At 3 000 r/min，asymmetric pressure characteristics differ with increasing pressure ratios due to changes in the relative magnitude of designed internal versus operational external pressure ratios.Under low pressure ratios，implementing pressure relief structures reduces indicated power by 1.4% at 3 000 r/min but increases it by 0.65% at 8 000 r/min compared to non‑relief configurations.This study provides guidance for scroll profile design and optimization.

, authors=Zibo ZHAO, Jianhua WU, Che WANG, authorsList=Zibo ZHAO, Jianhua WU, Che WANG, authorCompany=null, correspAuthors=Jianhua WU, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, fund=null), CN=ArticleExt(id=1319293561984627160, articleId=1319293560487260617, tenantId=1146029695717560320, journalId=1316781260334530699, language=CN, title=电动汽车涡旋压缩机涡旋腔非对称压力分布成因及特性分析, columnId=1317484287230853622, journalTitle=流体机械, columnName=设计计算, runingTitle=null, highlight=null, articleAbstract=

为探究涡旋腔非对称压力分布的成因及特性，基于其非对称特征，建立了涡旋压缩机几何分析与热力过程数学模型，对某电动汽车涡旋压缩机开展涡旋腔内部动态压力测量试验，并对模型结果的合理性进行验证。在压比分别为2和5、转速为3 000 r/min和8 000 r/min工况下，计算了涡旋腔及与其临近的阀后腔、排气孔和泄压孔内压力随动盘转角的变化规律。结果表明：动静涡圈终止角相差50°时，压缩前、中期两侧涡旋腔存在约0.02 MPa的压差；压比为5时，随着转速的增加，两侧涡旋腔非对称压力分布特征相似，高转速下中心腔最大排气压力达2.1 MPa，过压缩问题突出；转速为3 000 r/min时，随压比增加，非对称压力分布特征存在差异，差异源于压缩机设计内压比与运行外压比相对大小的改变；低压比工况下，相较于不采用泄压结构，采用泄压结构后压缩机指示功率在3 000 r/min时降低了1.4%，而在8 000 r/min时则增加了0.65%。研究可为涡旋盘的结构设计与优化提供指导和参考。

, authors=赵子博, 吴建华, 王澈, authorsList=赵子博, 吴建华, 王澈, authorCompany=null, correspAuthors=吴建华, authorNote=

赵子博（1997），男，博士研究生，主要从事电动汽车空调涡旋压缩机及电动汽车热管理系统研究，E-mail：。

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吴建华（1963），男，博士，教授，博士生导师，主要从事小型制冷空调压缩机及其系统的环保、节能与可靠性研究，通信地址：710049陕西省西安市咸宁西路28号西安交通大学能源与动力工程学院，E-mail：。
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赵子博（1997），男，博士研究生，主要从事电动汽车空调涡旋压缩机及电动汽车热管理系统研究，E-mail：。

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赵子博（1997），男，博士研究生，主要从事电动汽车空调涡旋压缩机及电动汽车热管理系统研究，E-mail：。

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Main parameters of the scroll compressor

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参数数值
压缩机排量/（cm3·r-1）45
静盘内侧终止涡圈角/（°）760
动盘内侧终止涡圈角/（°）710
基圆半径/mm2.6
回转半径/mm4.7
涡圈壁厚/mm3.5
排气孔直径/mm7
排气孔中心极径/mm2.5
排气孔中心极角/（°）120
泄压孔直径/mm2
泄压孔1中心极径/mm14.5
泄压孔1中心极角/（°）-127
泄压孔2中心极径/mm14.3
泄压孔2中心极角/（°）82
月牙槽直径/mm8
月牙槽深度/mm5
), ArticleFig(id=1319293566451560962, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=CN, label=表1, caption=

涡旋压缩机主要参数

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参数数值
压缩机排量/（cm3·r-1）45
静盘内侧终止涡圈角/（°）760
动盘内侧终止涡圈角/（°）710
基圆半径/mm2.6
回转半径/mm4.7
涡圈壁厚/mm3.5
排气孔直径/mm7
排气孔中心极径/mm2.5
排气孔中心极角/（°）120
泄压孔直径/mm2
泄压孔1中心极径/mm14.5
泄压孔1中心极角/（°）-127
泄压孔2中心极径/mm14.3
泄压孔2中心极角/（°）82
月牙槽直径/mm8
月牙槽深度/mm5
), ArticleFig(id=1319293566510281219, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=EN, label=Tab.2, caption=

Test conditions

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项目工况E1工况E2
吸气压力/MPa0.30.3
排气压力/MPa1.51.5
转速/（r·min-1）3 0008 000
吸气过热度/K1010
油循环率/%35
), ArticleFig(id=1319293566589972996, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=CN, label=表2, caption=

试验工况

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项目工况E1工况E2
吸气压力/MPa0.30.3
排气压力/MPa1.51.5
转速/（r·min-1）3 0008 000
吸气过热度/K1010
油循环率/%35
), ArticleFig(id=1319293566661276165, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=EN, label=Tab.3, caption=

Simulation conditions

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项目工况S1工况S2工况S3工况S4
吸气压力/MPa0.30.30.30.3
排气压力/MPa0.60.61.51.5
转速/（r·min-1）3 0008 0003 0008 000
吸气过热度/K10101010
油循环率/%3535
), ArticleFig(id=1319293566740967942, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=CN, label=表3, caption=

模拟工况

, figureFileSmall=null, figureFileBig=null, tableContent=
项目工况S1工况S2工况S3工况S4
吸气压力/MPa0.30.30.30.3
排气压力/MPa0.60.61.51.5
转速/（r·min-1）3 0008 0003 0008 000
吸气过热度/K10101010
油循环率/%3535
), ArticleFig(id=1319293568368357896, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=EN, label=Tab.4, caption=

Indicated power of compressor with/without pressure relief structure at pressure ratio 2

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转速/（r·min-1）泄压结构指示功率/W相对指示功率/%
3 000有623.1798.6
无632.31―
8 000有2 562.56100.65
无2 546.01―
), ArticleFig(id=1319293568439661065, tenantId=1146029695717560320, journalId=1316781260334530699, articleId=1319293560487260617, language=CN, label=表4, caption=

压比为2时有/无泄压结构的压缩机指示功率

, figureFileSmall=null, figureFileBig=null, tableContent=
转速/（r·min-1）泄压结构指示功率/W相对指示功率/%
3 000有623.1798.6
无632.31―
8 000有2 562.56100.65
无2 546.01―
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电动汽车涡旋压缩机涡旋腔非对称压力分布成因及特性分析
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赵子博 , 吴建华 , 王澈
流体机械 | 设计计算 2025,53(10): 27-34
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流体机械 |设计计算 2025 , 53 (10) : 27 -34
电动汽车涡旋压缩机涡旋腔非对称压力分布成因及特性分析
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赵子博 , 吴建华 , 王澈
作者信息
  • 西安交通大学 能源与动力工程学院，西安 710049
通讯作者:
吴建华（1963），男，博士，教授，博士生导师，主要从事小型制冷空调压缩机及其系统的环保、节能与可靠性研究，通信地址：710049陕西省西安市咸宁西路28号西安交通大学能源与动力工程学院，E-mail：。
作者简介:

赵子博（1997），男，博士研究生，主要从事电动汽车空调涡旋压缩机及电动汽车热管理系统研究，E-mail：。

Cause and characteristic analysis of asymmetric pressure distribution in scroll chambers of electric vehicle scroll compressors
Zibo ZHAO , Jianhua WU , Che WANG
Affiliations
  • School of Energy and Power Engineering，Xi'an Jiaotong University，Xi'an 710049，China
出版时间: 2025-10-31 doi: 10.3969/j.issn.1005-0329.2025.10.004
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为探究涡旋腔非对称压力分布的成因及特性，基于其非对称特征，建立了涡旋压缩机几何分析与热力过程数学模型，对某电动汽车涡旋压缩机开展涡旋腔内部动态压力测量试验，并对模型结果的合理性进行验证。在压比分别为2和5、转速为3 000 r/min和8 000 r/min工况下，计算了涡旋腔及与其临近的阀后腔、排气孔和泄压孔内压力随动盘转角的变化规律。结果表明：动静涡圈终止角相差50°时，压缩前、中期两侧涡旋腔存在约0.02 MPa的压差；压比为5时，随着转速的增加，两侧涡旋腔非对称压力分布特征相似，高转速下中心腔最大排气压力达2.1 MPa，过压缩问题突出；转速为3 000 r/min时，随压比增加，非对称压力分布特征存在差异，差异源于压缩机设计内压比与运行外压比相对大小的改变；低压比工况下，相较于不采用泄压结构，采用泄压结构后压缩机指示功率在3 000 r/min时降低了1.4%，而在8 000 r/min时则增加了0.65%。研究可为涡旋盘的结构设计与优化提供指导和参考。

电动汽车涡旋压缩机  /  数学模型  /  非对称压力分布  /  泄压过程

To investigate the causes and characteristics of asymmetric pressure distribution in scroll chambers，mathematical models for geometric analysis and thermodynamic processes were established based on asymmetric features.Dynamic pressure measurement tests inside the scroll chamber of an electric vehicle scroll compressor were conducted，validating model rationality.Under pressure ratios of 2 and 5 and rotational speeds of 3 000 r/min and 8 000 r/min，pressure variations in scroll chambers，valve rear chambers，exhaust ports，and pressure relief ports versus orbiting scroll angle were calculated.Results show that with a 50° difference in end angles between fixed and orbiting scrolls，a pressure difference of approximately 0.02 MPa exists in bilateral scroll chambers during early‑mid compression.At pressure ratio 5，asymmetric pressure distributions remain similar across speeds，with maximum discharge pressure reaching 2.1 MPa at high speeds indicating severe over‑compression.At 3 000 r/min，asymmetric pressure characteristics differ with increasing pressure ratios due to changes in the relative magnitude of designed internal versus operational external pressure ratios.Under low pressure ratios，implementing pressure relief structures reduces indicated power by 1.4% at 3 000 r/min but increases it by 0.65% at 8 000 r/min compared to non‑relief configurations.This study provides guidance for scroll profile design and optimization.

electric vehicle scroll compressor  /  mathematical model  /  asymmetric pressure distribution  /  pressure relief process
赵子博, 吴建华, 王澈. 电动汽车涡旋压缩机涡旋腔非对称压力分布成因及特性分析. 流体机械, 2025 , 53 (10) : 27 -34 . DOI: 10.3969/j.issn.1005-0329.2025.10.004
Zibo ZHAO, Jianhua WU, Che WANG. Cause and characteristic analysis of asymmetric pressure distribution in scroll chambers of electric vehicle scroll compressors[J]. Fluid Machinery, 2025 , 53 (10) : 27 -34 . DOI: 10.3969/j.issn.1005-0329.2025.10.004
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0　引言
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在电动汽车热管理系统中，压缩机是能耗最大的部件。经过多年的技术发展和市场竞争，涡旋压缩机已成为当前电动汽车的主流选择。在汽车节能和用户对舒适性与高质量体验的需求推动下，市场对压缩机的性能、可靠性及NVH（噪声、振动与声振粗糙度）提出了越来越高的要求。涡旋压缩过程的工作特性，尤其是涡旋腔内的压力分布与变化，是影响上述性能的关键因素。因此，开展相关研发工作，需要对涡旋压缩过程，特别是涡旋腔的压力变化情况，有较为清晰和深入的认识。
国内外研究人员针对涡旋压缩过程开展了大量研究工作。陈志明等［1］对涡旋腔压力变化进行了研究，较早地揭示了其非对称分布的特点及成因，但缺乏更为深入和细致的分析。ITOH等［2］发现内侧一对涡旋腔之间存在非对称压力分布，压差在腔室连通时激发压力脉动；通过在动盘端部设计“压力引导槽”（文中称为“月牙槽”），有助于降低脉动。ZHAO等［3］采用CFD方法研究了涡旋压缩机的排气过程，通过优化排气孔形状缓解了排气阶段两侧腔室压力差异过大的问题。BAUMGART等［4］利用数学模型改进了排气孔和泄压孔设计，其研究结果表明，在涡旋齿初始啮合阶段，两侧涡旋腔已呈现非对称压缩现象。夏阳等［5］对涡旋压缩机排气孔的流动特性进行了CFD研究，发现随着排气孔径增大，排气过程的压力波动及两侧涡旋腔间的压力不平衡性显著增强。张羽丰等［6］通过改进微型无油涡旋空压机的排气孔，成功减少了17.85%的过压缩量，有效降低了过压缩损失。SUN等［7-8］模拟了采用非对称涡圈结构的涡旋压缩过程，分析了非对称涡圈对两侧涡旋腔热力过程非对称性的影响。
上述研究结果表明，两侧涡旋腔室存在非对称压力分布，且这种非对称性受到涡旋盘特定几何特征的影响。这些关键几何特征主要包括排气孔、泄压孔、月牙槽及动静盘涡圈长度的差异，文中将其统称为涡旋盘的非对称几何特征。这些非对称几何特征对压力分布的影响，可能引发或加剧压力脉动与泄漏损失，降低压缩机性能，并可能进一步影响动盘的动力学特性［9-11］。然而，目前关于涡旋盘非对称几何特征对涡旋腔压力分布影响的研究缺乏系统性和全面性。因此，有必要对涡旋腔非对称压力分布的成因及其变化规律进行更加深入的研究分析。
本文基于某电动汽车涡旋压缩机，建立其内部热力过程的数学模型，并通过试验验证模型的合理性。系统比较分析不同转速和压比工况下，两侧涡旋腔室非对称压力分布特性，揭示其非对称性的成因。此外，针对低压比工况，分析泄压结构的工作特性及其对压缩机指示功率的影响。研究结果可为涡旋盘的结构优化设计提供理论依据与设计指导。
1　数学方法
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1.1　涡旋腔几何特征及分析方法
研究对象为某电动汽车涡旋压缩机，其型线基于圆的渐开线，并在涡圈末端采用对称圆弧修正。动静涡旋盘的涡圈长度不相等，且型线构造及其几何分析方法遵循涡旋压缩机的通用型线理论［12］。在静涡旋盘端面坐标系下，压缩机的主要几何参数如表1所示。
该压缩机的泄压结构包含2个圆形泄压孔及其对应的泄压阀。泄压孔连通涡旋腔室与静涡旋盘背部的泄压腔，可在低压比工况下提前排出部分压缩工质，以缓解过压缩问题。泄压孔对称布置于圆形排气孔的两侧。根据其邻近的涡旋齿，将2个泄压孔分别命名为泄压孔1（靠近静涡旋盘内侧涡旋齿）和泄压孔2（靠近静涡旋盘外侧涡旋齿）。相应地，将由静涡旋盘内侧涡旋齿与动涡旋盘外侧涡旋齿围成的腔室定义为腔室A，另一侧腔室则定义为腔室B。为便于后续分析，根据涡旋腔室的演变过程及腔室间流动特征，定义关键位置的动盘转角为θ，各特殊转角对应的涡旋腔室状态如图1所示。
当动盘转角为θ₀时，动静涡旋齿末端啮合点位于渐开线型线与修正圆弧的交接点处；此后，最内侧压缩腔不再仅由渐开线段围成，故将其定义为过渡腔，以便与外侧压缩腔区分。当动盘转角为θ₁时，动涡旋盘外侧涡旋齿与排气孔相切；此后，过渡腔A与排气孔连通。当动盘转角为θ₂时，动涡旋盘末端月牙槽边缘点与最内侧啮合点重合；此后，过渡腔B与中心腔连通。当动盘转角为θ₃时，最后一对啮合点重合；此后，末端啮合点消失，过渡腔A与过渡腔B连通。
对于泄压结构，当动盘转角为θ1*时，动涡旋盘内侧涡旋齿与泄压孔2相切；此后，压缩腔B开始与泄压孔2连通。当动盘转角为θ2*时，动涡旋盘外侧涡旋齿与泄压孔1相切；此后，压缩腔A开始与泄压孔1连通。
1.2　压缩机热力学模型
为建立一套既能准确反映涡旋腔室热力学状态参数变化规律，又便于数值求解的热力学模型，作出如下假设。
（1）忽略制冷剂的液相压缩，即假设涡旋腔室中的制冷剂为气态，润滑油为不可压缩流体。
（2）涡旋腔室内的制冷剂与润滑油形成均匀混合物，具有相同的压力与温度，且二者间无热交换。
（3）油气混合物流动时，制冷剂与润滑油之间无速度滑移。
（4）忽略油气混合物在流动过程中的动能与势能变化。
（5）忽略润滑油对涡旋齿壁面传热的影响。
控制体主要包括各涡旋腔室、排气孔、泄压孔、阀后腔以及电机腔。阀后腔布置于静涡旋盘背部与排气端盖之间，其腔内压力表征排气阀的背压，用于判断排气状态及评估排气压力损失。设置电机腔的目的在于在模型中考虑电机与变频器对压缩机进气加热效应的影响。
基于上述假设，对涡旋腔室中的油气混合物建立控制方程［13］。
质量守恒方程如下：
dmdθ=1ω∑fm˙in-m˙out
式中，ω为动盘平动的角速度；m˙in，m˙out分别为工质流进、流出控制体的质量流量。
组分守恒方程如下：
dxldθ=1m1ω∑fm˙l,in-m˙l,out-xldmdθ
xg=1-xl
式中，xl，xg分别为润滑油和制冷剂的质量分数。
能量守恒方程如下：
 dTdθ=1mxgcv,g+xlcv,lQ˙ω+1ω∑fm˙inhin-hout-T∂p∂Tv,gdVdθ-vgdmgdθ-vldmldθ-mhgdxgdθ+hldxldθ
式中，cv为工质定容比热；p为制冷剂的压力，通过温度和密度查询物性库获得；h为工质比焓；V为控制体容积；v为工质比容。
气阀的一维动力学模型如下［14-15］：
dydθ=uθ                                                 duθdθ=1ω2Fgmeq-2ζωnuθ+ωn2y
式中，y为阀片头部中心位移；uθ为阀片头部中心线速度；Fg为阀片所受气体力；meq为阀片等效质量；ζ为阀片阻尼系数；ωn为阀片固有频率。
腔室换热模型基于Dittus-Boelter关联式，该模型考虑了动涡旋盘运动引起的强制对流效应以及齿侧泄漏流对换热的影响［16-17］。泄漏模型采用不可压缩流动假设，用于计算涡旋腔室内的齿顶泄漏、齿侧泄漏及径向密封条处的旁通泄漏［18-19］。热力学模型采用Runge-Kutta-Fehlberg方法进行数值求解。
2　模型验证
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为验证上述模型的计算结果，特别是涡旋腔室内压力随动盘转角变化规律的合理性，基于一款电动汽车空调涡旋压缩机样机，开展涡旋腔室内部的动态压力测量试验。试验样机的主要几何参数与表1所列参数一致。试验采用的制冷剂为R134a，润滑油为POE VG68。
如图2所示，在涡旋腔室演变路径上选取3个压力测点，分别监测压缩过程中的低压区、中压区及高压区。压力传感器探头安装于静涡旋盘背部端面预设的测孔内，其信号线通过排气端盖上的密封接口引出。
试验在压缩机性能测试台上进行。试验工况如表2所示。在压比为5的工况下，测量了压缩机在不同转速运行时，涡旋腔室内的动态压力。
测量压力与模拟压力的对比如图3所示。从图可以看出，在吸气段和压缩段，模拟压力与测量压力随转速增加仍保持良好吻合；但在高转速工况下，由于排气过程动态压力测量范围受限，排气腔室压力数据获取不完整。此外，因模型未考虑气流惯性效应，排气初始阶段的模拟压力略低于试验值。总体上，试验结果验证了模型的合理性。
3　结果与分析
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基于上述模型，参照表3所列工况参数，计算涡旋腔内动态压力。模拟计算中压缩机采用的制冷剂与润滑油工质与试验相同。
定义腔室A吸气闭合时的动涡旋盘转角为0°。选取一对涡旋腔室A与B作为分析对象，研究不同转速及工况下，腔室A和B从吸气过程开始至排气过程结束的压力变化特性，重点分析其非对称压力分布规律。
3.1　转速的影响
图4示出压比为5时，不同转速下涡旋腔室、排气孔、泄压孔及阀后腔压力随动盘转角的变化规律。由于动、静涡旋盘的涡旋齿终止角存在显著差异，腔室A较腔室B提前进入压缩阶段。在压缩初期，腔室A的压力始终略高于腔室B。在θ1转角之前的压缩阶段，腔室A与B之间的压差保持相对稳定，约为0.02 MPa。当动盘转角到达θ1时，排气孔开始与腔室A连通。由于此时排气孔内压力显著高于腔室A的压力，工质由排气孔向腔室A回流，导致排气孔压力急剧下降，同时腔室A的压力上升速率加快。待排气孔与腔室A压力趋于平衡后，腔室A的压力上升速率恢复至θ1之前的状态。在高转速工况下，此回流过程持续的时间（对应的转角范围）更长。这主要是由于排气孔与腔室A的初始连通面积较小，且高转速下工质流动阻力增大，阻碍了排气孔内工质向腔室A的充分回流。
在θ2转角之后，经由月牙槽，中心腔与腔室B连通，此时在腔室A、排气孔、中心腔与腔室B之间形成压力梯度（腔室A>排气孔>中心腔>腔室B），驱动工质沿此压降方向流动。在连通初始阶段，由于月牙槽通流面积有限，中心腔与腔室B之间形成较大压差；同时，排气孔与腔室A的连通面积也相对较小，两者间仍维持较小压差；而排气孔与中心腔压力则接近一致。此时工质流动路径近似串联形式。然而，如前文所述，在高转速工况下，由于工质流动阻力显著增大，在θ2之后的一段转角范围内，排气孔内的工质会同时向腔室A和中心腔流动，形成并联流路，该现象与上述串联流动特性存在差异。
随着工质持续流动，腔室A、排气孔、中心腔与腔室B的压力逐渐趋于平衡。在低转速工况下，该压力平衡状态在θ3转角之前即可达成；而在高转速工况下，压力平衡则略滞后于θ3转角。当动盘转角到达θ3时，末端啮合点消失，腔室A与B直接贯通。若此时两腔室合并后的压力仍低于阀后腔压力，压缩过程将继续进行。
转速为8 000 r·min-1时，排气过压缩问题严重，此时中心腔最大排气压力为2.1 MPa，比名义排气压力高出0.6 MPa。
3.2　压比的影响
压比为2、转速为3 000 r/min工况下的腔室压力变化如图5所示。当动盘转角超过θ₁后，腔室A的压力逐渐高于排气孔压力，驱动工质由腔室A向排气孔流动。由于两者间的连通面积从零开始逐渐增大，腔室A的压力因流通受限而短暂升高，随后随流通面积增加而下降；与此同时，腔室B的压力则持续上升。随转角增加，两腔室压差不断减小，最终腔室B压力反超腔室A。值得注意的是，在此工况下，排气孔内压力始终高于阀后腔背压，排气阀保持开启状态，压缩机持续处于排气过程。
当动盘转角到达θ2时，腔室B的压力高于中心腔压力，工质通过月牙槽由腔室B向中心腔回流。这使得本应处于排气末期的中心腔压力重新升高，而腔室B的压力上升速率则显著放缓。
当动盘转角接近θ3时，腔室B与排气孔脱离连通，导致腔室B形成封闭压缩容积，其压力随之以接近压缩初期的速率迅速上升。随后，在θ3转角时刻，末端啮合点消失，腔室A与B直接贯通。随着两腔室间连通面积的快速增大，工质在压差驱动下迅速混合，最终2个腔室压力与温度趋于一致，合并形成新的中心腔。
在转速为3 000 r/min条件下，压比2与压比5工况的压力变化特性存在显著差异，其根本原因在于压缩机的设计内容积比（约2.5）。当压缩机运行的外压比低于设计内容积比对应的内压比时，排气过程提前开始；而当运行外压比高于设计内压比时，则出现过压缩及排气滞后现象。这种内外压比的相对大小关系，决定了关键转角下腔室连通后的工质流动方向与强度，进而导致两侧腔室压力非对称分布特性呈现本质不同。
3.3　低压比下的涡旋腔泄压特性
图6示出压比为2、转速为8 000 r/min工况下的腔室压力变化。在该高转速工况下，过压缩现象显著，中心腔压力峰值达到约1.2 MPa，达到设计排气压力（0.6 MPa）的2倍。因中心腔压力持续高于阀后腔背压，排气阀保持持续开启状态。
在θ1转角之后，腔室A的压力并未显著受到排气孔内高压工质的影响。这主要源于两方面原因：（1）排气孔及中心腔容积有限，其内部储存的高压工质量较少，对腔室A的压力扰动作用较弱；（2）在上一循环排气末期，排气孔内压力已快速下降，致使连通瞬间排气孔与腔室A的压差较小。即使当两者压力趋于平衡时，其连通面积也仅占排气孔总通流面积的23%，导致由排气孔流入腔室A的工质质量流量极低。在θ2转角之后，尽管腔室B与中心腔连通，但腔室B压力亦未受显著影响，其机理与上述分析一致。
在压比为2的工况下，排气阶段中心腔压力始终高于设计排气压力。具体而言，低转速时中心腔平均排气压力高出约37%，高转速时高出约104%，表明泄压结构未能有效缓解过压缩问题。在θ1*转角之后，泄压孔2开始与压缩腔B连通，其腔内压力迅速降至与腔室B一致。泄压孔1则于θ2*转角之后与压缩腔A连通。虽然泄压孔与其对应压缩腔的压力曲线存在显著重叠区间（表明该区间内二者处于连通状态），但由于泄压孔压力在大部分重叠转角范围内均低于阀后腔背压，导致通过泄压孔的实际泄压过程持续时间较短。此外，高转速下工质流经泄压孔的压力损失显著增大，进一步限制了泄压结构的效能。因此，与低转速工况相比，高转速时的有效泄压过程更短，且相对泄压量更低。
为定量评估低压比工况下泄压结构对压缩机性能的影响，在固定其他运行参数的条件下，对无泄压结构的情况进行了对比模拟计算。压缩机的指示功率按下式计算：
Pind=n¯60∑i = A, B∫0Vh,ipc,i-ps,idVi
式中，n¯为压缩机转速；Vh为一侧涡旋腔的吸气封闭容积；pc为压缩（或排气）压力；ps为吸气压力。
对两侧涡旋腔的指示功率分别进行积分并求和，得到压缩机的指示功率。表4列出了压比为2时，采用与不采用泄压结构时的压缩机指示功率。其中，相对指示功率定义为同工况下，采用泄压结构的指示功率与不采用泄压结构的指示功率之比值。可以看出，转速为3 000 r/min时，采用泄压结构的指示功率为623.17 W，相较不采用泄压结构（632.31 W）降低了1.4%；而在转速为8 000 r/min时，采用泄压结构的指示功率反而比未采用时高出0.65%。
泄压结构在低压比工况下的作用具有两面性［20］：一方面可通过提前泄放工质减少过压缩损失；另一方面，泄压孔会引入额外的余隙容积，导致余隙膨胀损失。在低转速工况下，泄压结构有效缓解了过压缩损失，其净效应使得指示功率降低。然而，在高转速工况下，工质流经泄压孔的流动阻力损失显著增大，严重制约了泄压效果；同时，余隙容积内工质膨胀前的初始压力与膨胀终止压力之间的压差增大（从低转速下的约0.2 MPa增至约0.4 MPa），导致余隙膨胀损失加剧。这两方面因素共同作用，使得高转速时采用泄压结构反而导致指示功率增加。
压比为5时，无论转速高低，泄压孔内的压力始终低于阀后腔压力，即泄压结构没有发挥作用。
为更精确地表征泄压结构的工作范围，定义其有效内容积比区间如下：
Vr,bp=VsVc,bpst∼VsVc,bped
式中，Vs为一侧涡旋腔的吸气容积；Vc,bpst为该侧涡旋腔与其对应的泄压孔开始连通时，涡旋腔的容积；Vc,bped为该侧涡旋腔与其对应的泄压孔结束连通时，涡旋腔的容积。
当压缩机运行压比处于泄压结构的设计压比范围内时，泄压结构能够有效发挥作用。泄压效果与压缩机转速呈负相关关系，即转速越高，泄压效果越差。增大泄压孔有效面积可以改善泄压效果。目前，大多数机型的单侧泄压孔面积约为排气孔面积的10%，而本文研究样机仅为8%。因此，实际泄压过程中，泄压量远小于排气量，泄压效果不佳。当压缩机发生带液压缩时，增大的流动阻力进一步阻碍泄压孔对涡旋腔压力的释放。
因此，在设计泄压结构时，为保障其有效工作，需重点关注两点：其一，应根据实际工况需求合理确定泄压位置，确保其在设计工况下能够实现预期的压力释放；其二，应在结构允许范围内尽可能增大泄压通道的有效流通面积，以降低泄压流动阻力。
4　结论
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（1）电动汽车涡旋压缩机中，由于涡旋盘上的非对称特征，两侧涡旋腔的压力分布存在非对称性。动静涡圈终止角相差50°时，在压缩过程的前中期，A，B腔之间可形成较为稳定的压力差。吸气压力为0.3 MPa时，差值约为0.02 MPa，这对后续压缩及排气过程影响较小。
（2）随着压缩机转速从3 000 r/min提高至8 000 r/min，非对称压力分布现象的内在机理未发生改变。转速的提升主要增大了工质在腔室间流动的阻力。在转速为8 000 r/min条件下，当压比为2时，压缩腔的峰值排气压力约为1.2 MPa；当压比为5时，峰值排气压力约为2.1 MPa。相较于各自工况的名义排气压力，上述峰值压力分别高出约0.6 MPa，过压缩现象显著。
（3）随着压缩机压比从2提高至 5，非对称压力分布现象的内在机理发生本质变化，其根源在于压缩机内压比与运行外压比之间相对关系的变化。具体表现为：当动涡旋转角达到θ1时，压比为2的工况下，压缩机即开始排气；而压比为5的工况下，压缩过程持续进行，排气发生延迟。这种排气延迟导致在后续特定转角位置（如排气孔或月牙槽连通相关腔室时），工质在腔室间的流动方向发生改变，进而显著影响了非对称压力分布的特性。
（4）在低压比工况下，本文所采用的泄压结构其泄压效果有限。主要原因在于两方面：其一，泄压孔有效面积仅为排气孔面积的8%，导致泄压流量不足；其二，设计的泄压内容积比限制了泄压结构发挥作用的转角范围。相较于无泄压结构的情况，引入泄压结构后，压缩机的指示功率变化呈现转速依赖性：在3 000 r/min时功率相对降低1.4%，而在8 000 r/min时则增加了0.65%。这种差异源于高转速工况下泄压结构对缓解过压缩损失的效果减弱，同时泄压孔引起的余隙膨胀损失更为显著。为改善低压比工况下的泄压效果，后续可通过优化泄压孔位置及增大其通流面积来实现。

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doi: 10.3969/j.issn.1005-0329.2025.10.004
  • 接收时间：2024-11-12
  • 首发时间：2026-10-20
  • 出版时间：2025-10-31
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  • 收稿日期：2024-11-12
  • 修回日期：2025-05-28
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    西安交通大学 能源与动力工程学院，西安 710049

通讯作者:

吴建华（1963），男，博士，教授，博士生导师，主要从事小型制冷空调压缩机及其系统的环保、节能与可靠性研究，通信地址：710049陕西省西安市咸宁西路28号西安交通大学能源与动力工程学院，E-mail：。
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