CN118499250A - Compressor and refrigeration equipment - Google Patents

Abstract

The invention discloses a compressor and refrigeration equipment, and relates to the technical field of compressors, wherein the compressor comprises a motor assembly, a crankshaft and a bearing assembly; the crankshaft is connected with the motor assembly, the crankshaft is provided with a central oil hole, the connecting section of the crankshaft is provided with an oil outlet, one end of the oil outlet is communicated with the central oil hole, and the other end of the oil outlet penetrates through the outer surface of the connecting section; the bearing assembly is provided with the shaft hole, and the bearing assembly passes through the shaft hole and rotates to be connected in the linkage segment, and the inner wall in shaft hole is provided with antifriction layer. According to the invention, the friction force between the crankshaft and the shaft hole can be reduced by arranging the antifriction layer, the lubricity between the crankshaft and the shaft hole is improved, and the abrasion of the crankshaft and the bearing assembly is reduced. Still through setting up the oil outlet, lubricating oil can pass through between the surface of center oilhole and oil outlet flow direction linkage segment and the shaft hole pore wall, reaches the lubricated purpose of fluid, makes bent axle and bearing assembly remain good lubrication state all the time, can further reduce the wearing and tearing of bent axle and bearing assembly.

Description

Compressor and refrigeration equipment

Technical Field

The invention relates to the technical field of compressors, in particular to a compressor and refrigeration equipment.

Background

With the use of high-speed, high-efficiency and high-product-thickness motors in specific environments, ensuring the coaxiality of the stator and rotor of the motor in the running process and reducing the shaft end deformation of the crankshaft become important to ensure the reliability of the rotary compressor. For this purpose, the partially rotary compressor achieves the above object by installing a motor bearing at an end of the motor. However, when the conventional sliding bearing is used as a motor bearing, the motor bearing is easy to wear, and the reliability is relatively poor, so that the reliability of the whole rotary compressor is affected.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the compressor, which can reduce the abrasion of the crankshaft and the bearing assembly and improve the reliability of the compressor.

The invention also provides refrigeration equipment with the compressor.

An embodiment of a compressor according to a first aspect of the present invention includes:

A motor assembly;

The crankshaft is connected with the motor assembly, the crankshaft is provided with a central oil hole extending along the axial direction of the crankshaft, the crankshaft comprises a connecting section, the connecting section is provided with an oil outlet, one end of the oil outlet is communicated with the central oil hole, and the other end of the oil outlet penetrates through the outer surface of the connecting section; and

The bearing assembly is provided with a shaft hole, the bearing assembly is rotationally connected to the connecting section through the shaft hole, and the inner wall of the shaft hole is provided with an antifriction layer.

The compressor provided by the embodiment of the invention has at least the following beneficial effects:

Through being provided with antifriction layer at the inner wall in shaft hole, can reduce the frictional force between bent axle linkage segment and the shaft hole inner wall, improve the lubricity between bent axle and the shaft hole, can reduce the wearing and tearing of bent axle and bearing assembly. Still be provided with the oil outlet that communicates with the centre oilhole through the linkage segment at the bent axle to gap intercommunication between oil outlet and the surface of linkage segment and the shaft hole inner wall, when the compressor operation, lubricating oil can flow to between the surface of linkage segment and the shaft hole inner wall through centre oilhole and oil outlet, make there is lubricating oil between bent axle linkage segment and the shaft hole inner wall, reach the lubricated purpose of fluid, make bent axle and bearing assembly keep good lubrication state all the time, can further reduce the wearing and tearing of bent axle and bearing assembly, effectively improve the reliability of bearing assembly and compressor.

According to some embodiments of the invention, the bearing assembly comprises:

the first bearing is provided with a bearing inner hole; and

The shaft sleeve is arranged in the bearing inner hole, and the antifriction layer is arranged on the inner wall of the shaft sleeve.

According to some embodiments of the invention, the shaft sleeve comprises a base layer and a connecting layer, wherein the base layer and the connecting layer are arranged in a stacked manner along the radial direction of the shaft sleeve, the connecting layer is positioned on the inner side of the base layer, and the antifriction layer is arranged on the side, away from the base layer, of the connecting layer.

According to some embodiments of the invention, the outer surface of the connecting section is provided with a groove body, the groove body is communicated with the oil outlet, and the groove body and the inner wall of the shaft sleeve define an oil groove.

According to some embodiments of the invention, at least a portion of the side wall of the tank is disposed obliquely with respect to the axis of the oil outlet hole.

According to some embodiments of the invention, a maximum length of the opening of the groove body along the axial direction of the crankshaft is L1, and an axial length of the shaft sleeve is L, which satisfies the following conditions: l1 is 0.1 ∈1 ∈ L is less than or equal to 0.75.

According to some embodiments of the invention, along the circumferential direction of the crankshaft, the maximum central angle corresponding to the removed portion of the connecting section forming the groove body is β, which satisfies: beta is more than or equal to 20 degrees and less than or equal to 60 degrees.

According to some embodiments of the invention, the inner diameter of the oil outlet hole is D, and the maximum outer diameter of the connecting section is D, which satisfies the following conditions: d is more than or equal to 5D and less than or equal to 9D.

According to some embodiments of the invention, the compressor further comprises a pump body assembly;

the crankshaft further comprises an eccentric part, the eccentric part and the connecting section are respectively positioned at two axial ends of the crankshaft, and the eccentric part is connected with the pump body assembly; wherein, the contained angle between the first reference plane that passes through the central oilhole axis with the oil outlet axis, and the second reference plane that passes through the central axis of eccentric part with the central oilhole axis is alpha, satisfies: alpha is more than or equal to 90 degrees and less than or equal to 270 degrees.

According to some embodiments of the invention, the crankshaft includes a top end surface, and the central oil hole extends axially along the crankshaft to extend through the top end surface;

the compressor also comprises an oil baffle which is arranged in the central oil hole and positioned between the top end face and the oil outlet hole, and the oil baffle is used for blocking part of the central oil hole.

A refrigeration appliance according to an embodiment of the second aspect of the invention comprises a compressor as described in any of the above embodiments.

The refrigeration equipment provided by the embodiment of the invention has at least the following beneficial effects:

by adopting the compressor of the embodiment of the first aspect, the friction force between the crankshaft connecting section and the inner wall of the shaft hole can be reduced, the lubricity between the crankshaft and the shaft hole can be improved, and the abrasion of the crankshaft and the bearing assembly can be reduced by arranging the antifriction layer on the inner wall of the shaft hole. Still be provided with the oil outlet that communicates with the centre oilhole through the linkage segment at the bent axle to gap intercommunication between oil outlet and the surface of linkage segment and the shaft hole inner wall, when the compressor operation, lubricating oil can flow to between the surface of linkage segment and the shaft hole inner wall through centre oilhole and oil outlet, make there is lubricating oil between bent axle linkage segment and the shaft hole inner wall, reach the lubricated purpose of fluid, make bent axle and bearing assembly keep good lubrication state all the time, can further reduce the wearing and tearing of bent axle and bearing assembly, effectively improve the reliability of bearing assembly and compressor.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The invention is further described with reference to the accompanying drawings and examples, in which:

fig. 1 is a sectional view showing a part of the structure of a compressor according to an embodiment of the present invention;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

FIG. 3 is an axial cross-sectional view of a sleeve according to an embodiment of the present invention;

FIG. 4 is a partial enlarged view at B in FIG. 3;

FIG. 5 is a schematic view of a crankshaft according to an embodiment of the present invention;

FIG. 6 is a schematic view of a crankshaft according to another embodiment of the present invention;

FIG. 7 is a cross-sectional view of the crankshaft of FIG. 6 taken along section C-C;

FIG. 8 is an enlarged view of a portion of FIG. 6 at E;

FIG. 9 is a graph of minimum oil film thickness as a function of slot opening length for an embodiment of the present invention;

FIG. 10 is a graph showing the variation of minimum oil film thickness with respect to the change of the central angle β in the embodiment of the present invention;

fig. 11 is a radial cross-sectional view of a crankshaft according to an embodiment of the present invention.

Reference numerals:

a compressor 10;

a motor assembly 100; a rotor 110; a stator 120;

a crankshaft 200; a center oil hole 210; a connection section 220; an oil outlet hole 221; a tank 222; conical surface 222a;

An eccentric portion 230; a first eccentric portion 230a; a second eccentric portion 230b; an oil deflector 240; a top end surface 250;

A bearing assembly 300; a first bearing 310; a bearing inner bore 311; a sleeve 320; a shaft hole 320a;

A base layer 321; a connection layer 322; an antifriction layer 323; a second bearing 330; and a third bearing 340.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

In the description of the present invention, it should be understood that the direction or positional relationship indicated with respect to the description of the orientation, such as up, down, etc., is based on the direction or positional relationship shown in the drawings, is merely for convenience of describing the present invention and simplifying the description, and does not indicate or imply that the apparatus or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

In the description of the present invention, a plurality refers to two and more. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present invention, unless explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present invention can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.

With the high speed and high efficiency of compressors and the use of high-product-thickness motors in specific environments, ensuring the coaxiality of the stator and rotor of the motor in the running process and reducing the shaft end deformation of the crankshaft become particularly important for ensuring the reliability of the compressors. For this purpose, part of the compressors achieve the above object by mounting motor bearings at the ends of the motor.

However, when the conventional sliding bearing is used as a motor bearing, on one hand, the motor bearing is easy to wear, and the reliability is relatively poor; on the other hand, by means of the lubricating oil sprayed to the top space of the crankshaft, the lubricating oil flows into a gap between the crankshaft and the motor bearing under the action of gravity, the quantity of the lubricating oil in the gap is small, the thickness of an oil film is small, the lubricating performance in a high-speed running state is difficult to meet, the abrasion of the crankshaft and the motor bearing is aggravated, the service life and the reliability of the motor bearing are affected, and the reliability of the whole machine of the compressor is further affected.

In this regard, the present application provides a compressor. The compressor may be a rotary compressor, a scroll compressor, or an in-vehicle compressor, and will be described in detail below by taking the rotary compressor as an example.

Referring to fig. 1, fig. 1 is a sectional view showing a part of the structure of a compressor according to an embodiment of the present invention. The compressor 10 includes a motor assembly 100, a crankshaft 200, and a bearing assembly 300.

Wherein the motor assembly 100 is connected with the crankshaft 200. Specifically, the motor assembly 100 includes a stator 120 and a rotor 110, generally speaking, the stator 120 is fixedly connected with a casing of the compressor 10, the stator 120 is annular, the rotor 110 is disposed in an inner ring of the stator 120, that is, the stator 120 is disposed around the rotor 110, and the crankshaft 200 is disposed through the rotor 110 and is fixedly connected with the rotor 110. The rotor 110 can rotate relative to the stator 120, and under the action of the magnetic field, the rotor 110 can be driven to rotate relative to the stator 120, so that the rotor 110 drives the crankshaft 200 to rotate.

It will be appreciated that the compressor 10 further includes a pump assembly (not shown) for compressing the refrigerant by being driven by the motor assembly 100 and the crankshaft 200. Taking a double-cylinder rotary compressor as an example, the pump body assembly comprises a first cylinder and a second cylinder, the first cylinder is arranged on the upper side of the second cylinder, and a partition plate is arranged between the first cylinder and the second cylinder. The first cylinder is provided with a first cavity and a first roller arranged in the first cavity, and likewise, the second cylinder is provided with a second cavity and a second roller arranged in the second cavity.

One end of the crankshaft 200 remote from the motor assembly 100 may be sequentially penetrated through the first cylinder, the partition plate, and the second cylinder. The crankshaft 200 may be provided with two eccentric portions 230, and the eccentric directions of the two eccentric portions 230 are different, for example, the eccentric directions of the two eccentric portions 230 are opposite, that is, the eccentric direction of the eccentric portion 230 is the direction from the central axis of the crankshaft 200 toward the center of the eccentric portion 230. The two eccentric parts 230 are disposed at an upper and lower interval and are disposed in the first and second cavities, respectively, thereby realizing the connection of the first and second cylinders with the crankshaft 200, respectively. Specifically, the motor assembly 100 drives the crankshaft 200 to rotate, drives the two eccentric portions 230 to eccentrically rotate, and drives the first cylinder and the second cylinder to move, thereby compressing the refrigerant in the first cavity and the second cavity.

It can be appreciated that, since the crankshaft 200 is eccentrically rotated at the end connected to the pump body assembly, in order to reduce the deflection of the crankshaft 200, and simultaneously improve the coaxiality of the stator 120 and the rotor 110, the stator 120 and the rotor 110 are prevented from rubbing, and the crankshaft 200 can be supported and positioned by the bearing assembly 300.

As shown in fig. 1, the bearing assembly 300 may include a second bearing 330 and a third bearing 340, the second bearing 330 being disposed at an upper side of the first cylinder, and the third bearing 340 being disposed at a lower side of the second cylinder, that is, the first cylinder and the second cylinder being disposed between the second bearing 330 and the third bearing 340. It can be appreciated that by providing the second bearing 330 and the third bearing 340, the end of the crankshaft 200 provided with the eccentric portion 230 is supported and positioned to bear the reaction force of the compressed gas in the first cylinder and the second cylinder during the operation of the compressor 10, so as to improve the operation stability of the first cylinder and the second cylinder.

To further reduce the deflection of the end of the crankshaft 200, it is also desirable to support and position the other end of the crankshaft 200 (the end remote from the pump body assembly, i.e., the top end of the crankshaft 200).

Referring to fig. 2, fig. 2 is a partial enlarged view of fig. 1 a. The crankshaft 200 includes a connecting section 220, the connecting section 220 being located at an end of the crankshaft 200 remote from the pump body assembly, i.e., a top end portion of the crankshaft 200, the connecting section 220 having a cylindrical shape. The bearing assembly 300 further includes a shaft hole 320a, and the bearing assembly 300 is rotatably coupled to the connection section 220 through the shaft hole 320a, thereby supporting and positioning the upper end of the crankshaft 200. It will be appreciated that there is a clearance fit between the connecting section 220 and the shaft bore 320 a.

The inner wall of the shaft hole 320a is provided with an antifriction layer, and the antifriction layer may be made of a non-rigid material, for example, the antifriction layer may be made of a polymer resin or graphite, which may reduce friction between the shaft hole 320a and the connecting section 220 of the crankshaft 200, improve lubricity between the crankshaft 200 and the shaft hole 320a, and reduce wear of the crankshaft 200 and the bearing assembly 300, thereby improving reliability of rotation of the crankshaft 200 and further improving reliability of the compressor 10.

As shown in fig. 2, the crankshaft 200 is provided with a central oil hole 210, and the central oil hole 210 extends in the axial direction of the crankshaft 200. Generally, an oil sump is provided in the housing of the compressor 10, for storing lubricating oil, and is located below the pump body assembly, and the lower end of the central oil hole 210 is opened and communicates with the oil sump. When the compressor 10 is running, the crankshaft 200 rotates at a high speed, a continuous oil-feeding state is formed in the central oil hole 210, so that the lubricating oil in the oil sump is conveyed upwards through the central oil hole 210, to lubricate the pump body assembly, the crankshaft 200 and the like, reduce abrasion, and take away part of heat generated in the rotation process of the crankshaft 200 through the lubricating oil, thereby improving the reliability of the compressor 10.

With continued reference to fig. 2, in the embodiment of the present application, the connection section 220 is provided with an oil outlet 221, one end of the oil outlet 221 is communicated with the central oil hole 210, and the other end (the end of the oil outlet 221 away from the central oil hole 210, i.e. the oil outlet end of the oil outlet 221) penetrates through the outer surface of the connection section 220, that is, the oil outlet end of the oil outlet 221 is communicated with a gap between the outer surface of the connection section 220 and the inner wall of the shaft hole 320 a.

Then, during the operation of the compressor 10, the lubricating oil may flow into the gap between the outer surface of the connecting section 220 and the inner wall of the shaft hole 320a through the central oil hole 210 and the oil outlet hole 221, thereby providing lubrication to the contact area of the crankshaft 200 and the inner wall of the shaft hole 320a, increasing the amount of the lubricating oil in the gap, increasing the minimum oil film thickness of the contact area, enhancing the lubrication effect, and further reducing the wear of the crankshaft 200 and the bearing assembly 300.

Wherein, to facilitate the processing of the oil outlet 221, the oil outlet 221 may be disposed along the radial direction of the connection section 220.

Of course, in other alternative embodiments, the oil outlet 221 may be disposed obliquely to the radial direction of the connecting section 220, for example, may be disposed obliquely upward, or may be disposed obliquely downward, so as to ensure that one end of the oil outlet 221 communicates with the central oil hole 210, and the other end communicates with a gap between the outer surface of the connecting section 220 and the inner wall of the sleeve 320.

According to the application, the antifriction layer is arranged on the inner wall of the shaft hole 320a, so that the friction force between the connecting section 220 of the crankshaft 200 and the inner wall of the shaft hole 320a can be reduced, the lubricity between the crankshaft 200 and the shaft hole 320a can be improved, and the abrasion of the crankshaft 200 and the bearing assembly 300 can be reduced. Also, the oil outlet 221 communicated with the central oil hole 210 is arranged on the connecting section 220, and the oil outlet 221 is communicated with a gap between the outer surface of the connecting section 220 and the inner wall of the shaft hole 320a, so that when the compressor 10 operates, lubricating oil can flow between the outer surface of the connecting section 220 and the inner wall of the shaft hole 320a through the central oil hole 210 and the oil outlet 221, so that lubricating oil exists between the connecting section 220 of the crankshaft 200 and the inner wall of the shaft hole 320a, the purpose of lubricating oil is achieved, the crankshaft 200 and the bearing assembly 300 always maintain a good lubricating state, the abrasion of the crankshaft 200 and the bearing assembly 300 can be further reduced, and the reliability of the bearing assembly 300 and the compressor 10 is effectively improved.

In one embodiment, the antifriction layer is made of PTFE (Polytetrafluoroethylene) or graphite material.

Referring to fig. 1 and 2 in combination, the bearing assembly 300 includes a first bearing 310, the first bearing 310 being provided with a bearing inner bore 311, the bearing inner bore 311 extending in an axial direction of the first bearing 310 and penetrating upper and lower surfaces of the first bearing 310. The first bearing 310 may be connected to the housing of the compressor 10 through a support frame.

The bearing assembly 300 further includes a shaft sleeve 320, the shaft sleeve 320 is disposed in the bearing inner hole 311, and an outer surface of the shaft sleeve 320 contacts an inner surface of the bearing inner hole 311, in other words, the first bearing 310 is sleeved on the shaft sleeve 320 through the bearing inner hole 311. Wherein, the shaft sleeve 320 is in interference fit with the bearing inner hole 311. Specifically, the bearing inner hole 311 may be a stepped hole, as shown in fig. 2, where the bearing inner hole 311 includes a first through hole (not labeled) and a second through hole (not labeled) that are axially arranged, the aperture of the first through hole is smaller than that of the second through hole, the shaft sleeve 320 is disposed in the second through hole, a step surface is formed at the connection position of the first through hole and the second through hole, the step surface can limit the shaft sleeve 320, and the shaft sleeve 320 can be prevented from moving upwards.

Wherein, the inner wall of the shaft sleeve 320 is provided with the antifriction layer, and the connection section 220 is disposed through the shaft sleeve 320. Then, by disposing the sleeve 320 in the first bearing 310 and inserting the connecting section 220 of the crankshaft 200 through the sleeve 320, that is, the sleeve 320 is disposed between the connecting section 220 and the first bearing 310, so that the outer surface of the connecting section 220 is not always in contact with the first bearing 310, it is possible to prevent the first bearing 310 from being worn.

It can be appreciated that, the first bearing 310 supports and locates the crankshaft 200, the first bearing 310 mainly bears radial load and impact generated in the rotation process of the crankshaft 200, so that the rigidity, strength and precision requirements of the first bearing 310 are higher, the first bearing 310 needs to be integrally processed, then the difficulty of directly arranging the antifriction layer on the bearing inner hole 311 of the first bearing 310 is higher, in this embodiment, the shaft sleeve 320 is further arranged in the first bearing 310, and the antifriction layer is arranged on the inner wall of the shaft sleeve 320, because the rigidity and strength requirements of the shaft sleeve 320 are lower than those of the first bearing 310, the processing and manufacturing difficulty of the antifriction layer is reduced, the production cost is reduced, and the processing precision of the shaft sleeve 320 is easier to control.

Specifically, the sleeve 320 may be formed by a rolling process, before rolling, the blank used to manufacture the sleeve 320 is in a flat plate shape, and an antifriction layer may be formed on one surface of the flat plate-shaped blank, for example, an antifriction layer may be formed on one surface of the blank by spraying, and after the antifriction layer is completely formed, the flat plate-shaped blank is rolled to obtain the final shape of the sleeve 320, so that the processing and manufacturing of the antifriction layer are facilitated, and meanwhile, the overall processing precision of the sleeve 320 is convenient to control.

In an embodiment, please refer to fig. 3 and fig. 4 in combination, fig. 3 is a cross-sectional view of the sleeve along the axial direction according to an embodiment of the present invention, and fig. 4 is a partial enlarged view at B in fig. 3. The shaft sleeve 320 includes a base layer 321 and a connecting layer 322 which are radially stacked along the shaft sleeve 320, the connecting layer 322 is disposed on the inner side of the base layer 321, and the antifriction layer 323 is disposed on one side of the connecting layer 322 away from the base layer 321.

The base layer 321 may be made of a rigid material, such as a metal material, so that the sleeve 320 has better rigidity, and the sleeve 320 can maintain its shape, and meanwhile, the sleeve 320 can be stably installed in the bearing inner hole 311 of the first bearing 310. For example, the base layer 321 may be made of copper metal.

It will be appreciated that, since the base layer 321 is smooth and has poor adhesion, the connection layer 322 is used for connection, and the antifriction layer 323 and the base layer 321 can be connected as a whole. Wherein, the surface of the connection layer 322 is in an uneven structure, so that the antifriction layer 323 can be embedded into the groove of the connection layer 322, and the connection adhesion force of the antifriction layer 323 can be enhanced, thereby ensuring that the antifriction layer 323 is firmly connected to the connection layer 322. It is understood that the connection layer 322 may be provided in multiple layers.

Of course, in other embodiments of the present application, the bearing assembly 300 may be provided with only the first bearing, without providing the sleeve, the first bearing is provided with the shaft hole, and the antifriction layer is directly provided on the inner wall of the shaft hole of the first bearing.

Referring to fig. 5 and 6, fig. 5 is a schematic structural diagram of a crankshaft according to an embodiment of the present invention, and fig. 6 is a schematic structural diagram of a crankshaft according to another embodiment of the present invention. The outer surface of the connection section 220 is provided with a groove 222. The groove body 222 is a groove structure formed by cutting out a part of solid structure from the outer surface of the connecting section 220, the groove body 222 is concavely arranged towards the inside of the connecting section 220 relative to the outer surface of the connecting section 220, and the groove body 222 can be formed by machining.

Referring to FIG. 7, FIG. 7 is a cross-sectional view of the crankshaft of FIG. 6 taken along section C-C. The tank body 222 is disposed at the oil outlet end of the oil outlet 221, so that the tank body 222 is communicated with the oil outlet 221, and the tank body 222 and the inner wall of the shaft sleeve 320 define an oil groove.

Then, during the rotation of the crankshaft 200, the lubricating oil flowing through the central oil hole 210 and the oil outlet hole 221 enters the oil groove, and a certain amount of lubricating oil can be always stored in the oil groove, so that the minimum oil film thickness between the connecting section 220 and the inner wall of the shaft sleeve 320 can be further increased, a good lubrication state can be always maintained between the crankshaft 200 and the shaft sleeve 320, the abrasion of the crankshaft 200 and the shaft sleeve 320 is further reduced, and the reliability of the crankshaft 200 and the bearing assembly 300 is greatly improved.

At least a portion of the side wall of the groove 222 is disposed obliquely with respect to the axis of the oil outlet hole 221. As shown in fig. 7, the side wall of the groove 222 is inclined with respect to the axis of the oil outlet 221, the side wall of the groove 222 may be tapered, the groove 222 may be chamfered (also referred to as a C-groove), and the groove 222 may be elliptical (also referred to as a kidney-groove).

That is, in this embodiment, the groove 222 is processed into a non-planar groove, a gap with a proper size can be formed between one side of the groove 222 and the inner wall of the shaft sleeve 320, so that the gap between one side of the groove 222 and the inner wall of the shaft sleeve 320 is prevented from being too large (when the gap is too large, the surface tension of the lubricating oil cannot keep the lubricating oil in the oil groove due to the self-surface tension of the lubricating oil), and the matching of the side wall of the groove 222 and the inner wall of the shaft sleeve 320 can block the lubricating oil in the oil groove, so that the lubricating oil in the oil groove can be prevented from rapidly flowing away from the gap between the outer surface of the crankshaft 200 and the inner wall of the shaft sleeve 320, and a stable oil film can be formed between the outer surface of the crankshaft 200 and the inner wall of the shaft sleeve 320.

It will be appreciated that the thickness of the oil film between the outer surface of the connecting section 220 and the inner wall of the sleeve 320 is closely related to the shape and size of the slot 222.

Referring to fig. 2 and 8 in combination, fig. 8 is a partial enlarged view of fig. 6 at E. Defining the maximum length of the opening of the groove 222 in the axial direction of the crankshaft 200 as L1, it is easily understood that the maximum length of the opening of the groove 222 in the axial direction of the crankshaft 200 means: the distance between the end points of the upper and lower most distal ends of the opening of the groove 222 in the axial direction of the crankshaft 200 is L1 as shown in fig. 8. Defining the axial length of the sleeve 320 as L, that is, the mating length of the sleeve 320 and the connecting section 220 as L, satisfies the following relationship: l1 is 0.1 ∈1 ∈ L is less than or equal to 0.75.

In the case where the axial length L of the sleeve 320 is constant, if the ratio L1/L is greater, the greater the maximum length of the opening of the groove 222 in the axial direction of the crankshaft 200, the smaller the bearing area of the connecting section 220 of the crankshaft 200 (the greater the groove 222, the smaller the area of the outer surface of the connecting section 220), resulting in an increase in the surface pressure (the smaller the bearing area, the greater the pressure), and the reduced oil film thickness. When L1/l=1, that is, when the maximum length of the opening of the groove 222 along the axis of the crankshaft 200 is equal to the axial length of the sleeve 320, the two axial ends of the groove 222 are directly connected to the gaps at the two axial ends of the sleeve 320, and the lubricating oil in the oil groove easily flows away from the bottom or top connection point, so that a stable oil film cannot be formed between the outer surface of the connecting section 220 and the inner wall of the sleeve 320. Meanwhile, the greater the ratio of L1/L, the lower the structural rigidity of the connection section 220, so that the connection section 220 is easily deformed, and abnormal wear of the crankshaft 200 and the sleeve 320 is easily caused, affecting the reliability of the compressor 10.

Referring to fig. 9, fig. 9 is a graph showing the variation of the minimum oil film thickness with the variation of the opening length of the tank according to the embodiment of the invention. It should be noted that the minimum oil film thickness refers to the oil film thickness at the thinnest portion of the oil film between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320, and the graph is experimentally obtained taking the length L of the sleeve 320 set to 20mm as an example. As can be seen, under the same conditions, as the opening length L1 of the groove 222 increases, that is, as the L1/L ratio increases, the minimum oil film thickness between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320 decreases. When the opening length L1 of the groove 222 is greater than 15mm, i.e., the ratio L1/L is greater than 0.75, the minimum oil film thickness between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320 is rapidly reduced, and the oil film thickness is deteriorated. Therefore, the L/L1 is less than or equal to 0.75, and on the premise of increasing the lubricity by arranging the groove body 222, the axial length of the groove body 222 can be ensured not to be too long, so that the thickness of an oil film between the outer surface of the crankshaft 200 and the inner wall of the shaft sleeve 320 is larger, the crankshaft 200 and the shaft sleeve 320 can maintain good lubricity, and the abrasion is reduced. At the same time, the structural rigidity of the connection section 220 can be ensured to meet the requirements of support and positioning, and the reliability of the compressor 10 can be effectively ensured.

Meanwhile, the ratio of L1/L cannot be too small, and when the ratio of L1/L is small, the diameter of the oil outlet 221 is required to be small, the processing of the oil outlet 221 is inconvenient, and lubricating oil is not easy to flow out of the oil outlet 221. Therefore, the L1/L is more than or equal to 0.1, the processing of the oil outlet 221 can be facilitated, and lubricating oil can flow out of the oil outlet 221 conveniently.

Referring to fig. 7, along the circumferential direction of the crankshaft 200, the maximum central angle β corresponding to the portion of the connecting segment 220 removed by the groove 222 is as follows: beta is more than or equal to 20 degrees and less than or equal to 60 degrees. The greater the degree of the central angle β, the wider the width of the opening of the groove 222 along the circumferential direction of the crankshaft 200, and the smaller the bearing area of the connecting section 220 of the crankshaft 200, resulting in an increase in the surface pressure and a decrease in the oil film thickness. Moreover, the larger the degree of the central angle β, the larger the oil groove space formed between the side of the groove 222 and the inner wall of the sleeve 320, so that the better the fluidity of the lubricating oil, the less likely the lubricating oil will be retained, so that the lubricating oil will easily flow away from the gap between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320, and a stable oil film will not be formed easily. Similarly, the greater the degree of the central angle β, the more the solid structure to be cut out to form the groove 222, the lower the structural rigidity of the connecting section 220, so that the connecting section 220 is easily deformed, and abnormal wear of the crankshaft 200 and the sleeve 320 is easily caused, which affects the reliability of the compressor 10.

Referring to fig. 10, fig. 10 is a graph showing the variation of the minimum oil film thickness with the variation of the central angle β according to the embodiment of the present invention. As can be seen from the figure, the minimum oil film thickness between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320 is maintained between 0.601 and 0.603 μm when the central angle β is between 20 ° and 60 °, and gradually decreases as the central angle β is increased more than 60 °. Therefore, the width of the groove 222 along the circumferential direction of the crankshaft 200 can be ensured not to be too wide by making 20 degrees larger than or equal to beta smaller than or equal to 60 degrees, so that the thickness of an oil film between the outer surface of the crankshaft 200 and the inner wall of the shaft sleeve 320 is larger, the crankshaft 200 and the shaft sleeve 320 can maintain good lubricity, and abrasion is reduced.

It has been pointed out above that the dimensions of the groove 222 affect the size of the oil film thickness, and that the dimensions of the groove 222 are directly related to the diameter of the oil outlet 221, the larger the machined dimensions of the groove 222. For example, taking the design of the groove body 222 as a kidney-shaped groove as an example, the kidney-shaped groove itself has a larger length along the axial direction of the crankshaft 200, if the diameter of the oil outlet 221 is large, the kidney-shaped groove needs to be processed to a larger size, and then the gap formed between one side of the groove body 222 and the inner wall of the shaft sleeve 320 is larger, so that the lubricating oil easily flows away through the gap between the outer surface of the crankshaft 200 and the inner wall of the shaft sleeve 320, and the lubricating oil is not easily stored, and a stable oil film cannot be formed. Of course, the oil outlet 221 should not be too small, on the one hand, when the diameter of the oil outlet 221 is too small, the processing of the oil outlet 221 is inconvenient, and the cost of processing small holes is high; on the one hand, less lubrication oil enters the oil outlet hole 221 from the central oil hole 210, resulting in less lubrication oil entering between the outer surface of the connecting section 220 and the inner wall of the sleeve 320, and less tendency to form a larger oil film thickness. Referring to fig. 2 and 7, defining the inner diameter of the oil outlet 221 as D and the maximum outer diameter of the connecting section 220 as D, the following relationship is satisfied: d is more than or equal to 5D and less than or equal to 9D.

The above relation between the inner diameter D of the oil outlet 221 and the maximum outer diameter D of the connecting section 220 is obtained through simulation, and in the above range, the size of the oil outlet 221 is not too small, so that the size of the groove 222 can be processed within the above required range, for example, the maximum axial length L1 of the opening of the groove 222 along the crankshaft 200 can be 0.1-0.75, and the central angle β of the portion of the crankshaft 200 removed by forming the groove 222 along the circumferential direction can be 20-60 °, so that a larger oil film thickness can be maintained between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320, and the abrasion of the crankshaft 200 can be reduced.

When the crankshaft 200 rotates and drives the eccentric portion 230 to rotate to compress the refrigerant, a side of the crankshaft 200 facing the eccentric portion 230 is a bearing side in a radial direction of the crankshaft 200. In general, the maximum load received by the load-bearing side minimizes the oil film thickness at the portion of the crankshaft 200 corresponding to the load-bearing side. When the groove 222 is provided, the bearing area of the side of the crankshaft 200 on which the groove 222 is located is small. When the groove 222 is located on the bearing side, the bearing area of the crankshaft 200 on the bearing side is reduced, the surface pressure is increased under the condition of unchanged load, the oil film thickness of the crankshaft 200 on the bearing side is further reduced, and the oil film is ultrathin, so that abrasion is increased. When the groove 222 is closer to the bearing side, the larger the load on the crankshaft 200 in the radial direction of the crankshaft 200 is, the larger the surface pressure is, and the smaller the oil film thickness is, i.e., the oil film thickness is deteriorated.

For this reason, please refer to fig. 11, fig. 11 is a radial cross-sectional view of the crankshaft according to an embodiment of the present invention. A plane defined to have an axis passing through the center oil hole 210 and an axis of the oil outlet 221 is a first reference plane, a plane defined to have a center axis passing through the eccentric portion 230 and an axis of the center oil hole 210 is a second reference plane, and an angle between the first reference plane and the second reference plane is α, satisfying the following relationship: alpha is more than or equal to 90 degrees and less than or equal to 270 degrees. Wherein, when the eccentric portion 230 is provided in plurality, the second reference plane may be a plane passing through the central axis of any one of the eccentric portions 230.

Taking one eccentric portion 230 as an example, when α < 90 ° or α > 270 °, the distance between the groove 222 and the bearing side of the eccentric portion 230 is relatively short, and along the radial direction of the crankshaft 200, the load borne by the side of the crankshaft 200 where the groove 222 is located is relatively large, and the surface pressure is increased, where the oil film thickness is reduced, that is, the oil film thickness is deteriorated, and particularly, the oil film thickness of the edge of the groove 222 near the eccentric portion 230 is smaller, which may cause the abrasion to be increased. It will be appreciated that when α=180°, the portion of the groove 222 on the crankshaft 200 and the portion of the eccentric portion 230 deviate from each other, and the distance between the groove 222 and the bearing side of the eccentric portion 230 is the farthest, so that the load on the side of the groove 222 on the crankshaft 200 is the smallest and the surface pressure is the smallest along the radial direction of the crankshaft 200, so that the oil film has the best thickness.

Then, to further reduce the wear of the crankshaft 200, in one embodiment, the angle α between the first reference plane passing through the axis of the central oil hole 210 and the axis of the oil outlet hole 221 and the second reference plane passing through the central axis of the eccentric portion 230 and the axis of the central oil hole 210 satisfies the following relationship: when the angle alpha is within the angle range and is larger than or equal to 120 degrees and smaller than or equal to 240 degrees, the groove body 222 is positioned at a position on the crankshaft 200, which is far away from the bearing side where the eccentric part 230 is positioned, along the radial direction of the crankshaft 200, and the load born by the side of the crankshaft 200, where the groove body 222 is positioned, is smaller, so that the oil film thickness can be larger.

In one embodiment, as shown in fig. 11, the crankshaft 200 includes two eccentric portions 230, namely, a first eccentric portion 230a and a second eccentric portion 230b, respectively, and the eccentric directions of the first eccentric portion 230a and the second eccentric portion 230b are exactly opposite, i.e., the direction from the central axis of the crankshaft 200 toward the center of the eccentric portion 230. In actual operation, the centrifugal forces acting on the two eccentric portions 230 are generally not equal when the crankshaft 200 rotates, and therefore, the sides of the crankshaft 200 facing the two eccentric portions 230 are both the bearing sides in the radial direction of the crankshaft 200. In this case, when α=90°, the distance between the groove 222 and the bearing side of the first eccentric portion 230a is equal to the distance between the groove 222 and the bearing side of the second eccentric portion 230b, that is, when α=90°, the distance between the groove 222 and the bearing sides of the two eccentric portions 230 are equal to each other, and the distance is the largest, and at this time, the load borne by the side of the crankshaft 200 on which the groove 222 is located is the smallest, so that the thickness of the oil film can be effectively increased.

Referring to fig. 1 and 2 in combination, in an embodiment, the crankshaft 200 includes a top end surface 250, the central oil hole 210 extends along the axial direction of the crankshaft 200 to penetrate the top end surface 250, and the compressor 10 further includes an oil baffle 240, where the oil baffle 240 is disposed in the central oil hole 210, and the oil baffle 240 is used to block a portion of the central oil hole 210.

Specifically, the oil baffle 240 needs to be disposed between the top end surface 250 and the oil outlet 221 to avoid blocking the lubricant that needs to enter the oil outlet 221, so that the lubricant can enter between the outer surface of the crankshaft 200 and the inner wall of the sleeve 320 through the oil outlet 221, to ensure lubricity between the crankshaft 200 and the sleeve 320, and to reduce wear of the crankshaft 200 and the sleeve 320.

It will be appreciated that the oil baffle 240 blocks a portion of the central oil hole 210, that is, the oil baffle 240 can block a large portion of the lubricant from flowing therethrough, and only a small portion of the lubricant can flow through and out to the top end surface 250 along the central oil hole 210, so that the oil discharge amount of the compressor 10 can be reduced, and the reliability of the compressor 10 can be further improved. Wherein the oil deflector 240 may be a spring or a pin.

The present application also provides a refrigeration appliance including a compressor 10 contemplated based on any of the embodiments described above. The refrigerating equipment can be electric equipment such as an air conditioner and a refrigerator.

The refrigeration apparatus adopts all the technical solutions of the compressor 10 of the above embodiment, and therefore has at least all the advantageous effects brought by the technical solutions of the above embodiment.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of one of ordinary skill in the art without departing from the spirit of the present invention.

Claims (11)

1. A compressor, comprising:

A motor assembly;

The crankshaft is connected with the motor assembly, the crankshaft is provided with a central oil hole extending along the axial direction of the crankshaft, the crankshaft comprises a connecting section, the connecting section is provided with an oil outlet, one end of the oil outlet is communicated with the central oil hole, and the other end of the oil outlet penetrates through the outer surface of the connecting section; and

The bearing assembly is provided with a shaft hole, the bearing assembly is rotationally connected to the connecting section through the shaft hole, and the inner wall of the shaft hole is provided with an antifriction layer.

2. The compressor of claim 1, wherein the bearing assembly comprises:

the first bearing is provided with a bearing inner hole; and

The shaft sleeve is arranged in the bearing inner hole, and the antifriction layer is arranged on the inner wall of the shaft sleeve.

3. The compressor of claim 2, wherein the sleeve includes a base layer and a connection layer, the base layer and the connection layer being disposed in a radial stack of the sleeve, and the connection layer being located inside the base layer, the antifriction layer being disposed on a side of the connection layer facing away from the base layer.

4. A compressor according to any one of claims 1 to 3, wherein the outer surface of the connecting section is provided with a groove communicating with the oil outlet, the groove defining an oil sump with the inner wall of the sleeve.

5. The compressor of claim 4, wherein at least a portion of the side wall of the tank is disposed obliquely with respect to the axis of the oil outlet hole.

6. The compressor of claim 4, wherein the maximum length of the opening of the groove body along the axial direction of the crankshaft is L1, and the axial length of the sleeve is L, satisfying: l1 is 0.1 ∈1 ∈ L is less than or equal to 0.75.

7. The compressor of claim 4, wherein a maximum central angle β corresponding to a portion of the connecting section removed from the groove body along a circumferential direction of the crankshaft is: beta is more than or equal to 20 degrees and less than or equal to 60 degrees.

8. A compressor according to any one of claims 1 to 3, wherein the oil outlet has an inner diameter D and the connecting section has a maximum outer diameter D, satisfying: d is more than or equal to 5D and less than or equal to 9D.

9. A compressor according to any one of claims 1 to 3, further comprising a pump body assembly;

the crankshaft further comprises an eccentric part, the eccentric part and the connecting section are respectively positioned at two axial ends of the crankshaft, and the eccentric part is connected with the pump body assembly; wherein, the contained angle between the first reference plane that passes through the central oilhole axis with the oil outlet axis, and the second reference plane that passes through the central axis of eccentric part with the central oilhole axis is alpha, satisfies: alpha is more than or equal to 90 degrees and less than or equal to 270 degrees.

10. A compressor according to any one of claims 1 to 3, wherein the crankshaft includes a top end face, and the center oil hole extends axially along the crankshaft to extend through the top end face;

the compressor also comprises an oil baffle which is arranged in the central oil hole and positioned between the top end face and the oil outlet hole, and the oil baffle is used for blocking part of the central oil hole.

11. Refrigeration device, characterized in that it comprises a compressor according to any one of claims 1 to 10.