Crankshaft rotor connecting structure for compressor

Abstract

The crankshaft rotor connecting structure comprises a crankshaft and a rotor connected with the crankshaft, the rotor is arranged on the periphery of the crankshaft in a sleeved mode and fixedly connected with the crankshaft through threads, a limiting buckle is further arranged on the crankshaft, the limiting buckle abuts against the axial end face of the rotor, and the rotor is connected with the crankshaft through the limiting buckle. The limiting buckle is further provided with a limiting piece parallel to the axial direction, and the limiting piece is connected with the rotor. According to the crankshaft rotor connecting structure for the compressor, the crankshaft and the rotor are connected in a threaded connection mode, further limiting is matched with a buckle, the coaxiality of the crankshaft and the rotor is guaranteed while fixed connection is achieved, in the fixing mode, the rotor does not need cold pressing or hot pressing, the rotor is not subjected to rapid changes of temperature and external force, and the service life of the rotor is prolonged. And the cylindricity of the rotor can also be ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of compressor production, in particular to a crankshaft rotor connecting structure for a compressor. Background Art

[0002] The machining accuracy and assembly quality of compressor parts directly affect the performance of the product, especially for electric compressors. The actual working efficiency of the motor is particularly prominent. The most direct factor affecting the actual working efficiency of the motor in production is the assembly gap between the motor stator and rotor. The larger the gap, the lower the motor efficiency. If the gap is too small, it is easy to form a single-sided air gap during assembly, resulting in interference and jamming between the stator and the rotor. The size of the motor assembly gap mainly depends on the coaxiality of the rotor and the crankshaft and the cylindricity of the rotor after assembly.

[0003] The connection between the compressor crankshaft and rotor is usually made by the interference fit method of shrink fitting or cold pressing. For shrink fitting, the rotor is first heated to a certain temperature, and the inner hole of the rotor is enlarged by the principle of thermal expansion before being inserted into the crankshaft. The rotor is then cooled to shrink its inner hole to form an interference fit with the crankshaft to achieve the purpose of fixation. For cold pressing, the rotor is more direct than shrink fitting, and a pressure device is used to press the rotor directly into the crankshaft with interference to achieve the purpose of fixation.

[0004] In the assembly process of the compressor crankshaft rotor interference connection, the heat-fitting rotor method consumes a lot of energy, and cooling is required after heat-fitting, which has a long production cycle. Uneven heating can easily cause the rotor to deform. For the cold-pressing rotor method, although the energy consumption is low and the production cycle is short, the rotor is easily deformed during the cold-pressing process, which directly affects the motor assembly air gap. Therefore, in actual production and assembly, a certain assembly gap must be reserved to compensate for the deformation of the rotor. How to solve the deformation caused by the fixed connection between the rotor and the crankshaft becomes a problem that needs to be faced when using a small air gap high-efficiency motor. Summary of the invention

[0005] The utility model aims to provide a crankshaft-rotor connection structure for a compressor in view of the problems existing in the prior art.

[0006] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0007] A crankshaft-rotor connection structure for a compressor comprises a crankshaft and a rotor connected to the crankshaft. The rotor is sleeved on the outer circumference of the crankshaft and fixed by a threaded connection. The crankshaft is also provided with a limit buckle, which abuts against the axial end face of the rotor. The limit buckle is also provided with a limit piece parallel to the axial direction, and the limit piece is connected to the rotor.

[0008] The crankshaft-rotor connection structure of the compressor connects the crankshaft and the rotor by means of a threaded connection, and is further limited by a buckle. While the connection is fixed, the coaxiality of the crankshaft and the rotor is ensured. Moreover, under this fixing method, the rotor does not need to be cold pressed or hot pressed, and the rotor is not subject to rapid changes in temperature and external force, and has almost no deformation, and the cylindricity of the rotor can also be ensured.

[0009] The crankshaft rotor connection structure for the compressor adopts a thread and a snap fit to fix the crankshaft rotor, so that the position reliability and support stability are increased, the rotor deformation is greatly reduced, the air gap stability of the motor can be ensured, and the motor efficiency is improved.

[0010] The threaded connection better ensures the coaxiality of the crankshaft and the rotor, and the cooperation between the limit buckle and the limit member further ensures the position of the rotor during movement, preventing position deviation caused by loose or overtightened threads. This ensures that the crankshaft is fixedly connected to the rotor while better avoiding changes in the cylindricity of the rotor during the assembly process, providing space for improving the efficiency of motor design.

[0011] Furthermore, the outer circumference of the crankshaft is staggered with the oil hole and the oil passage on the crankshaft to set at least one section of external thread, and the axial inner hole of the rotor is provided with an internal thread matching the external thread, so as to prevent the setting of the external thread from affecting the normal delivery of the crankshaft lubricating oil and reduce the lubricating oil from entering the thread, causing additional damage and waste of the lubricating oil.

[0012] Furthermore, the limiting buckle is an elastic buckle, which is detachably mounted on the crankshaft. The limiting buckle is provided with at least one buckle positioning hole, and the buckle positioning hole is used to connect the limiting member.

[0013] Furthermore, the limit buckle is an annular structure, having a pair of matching free ends, the pair of free ends are respectively provided with connecting ears, the pair of connecting ears are stacked together and the buckle positioning holes are provided on the connecting ears. The structure is simple and easy to install and use.

[0014] Furthermore, an annular groove is provided on the outer periphery of the crankshaft, and the groove is used to connect the limit buckle, and can connect and limit the limit buckle to prevent it from falling off.

[0015] Furthermore, the rotor is provided with a rotor positioning hole near its axial inner hole, and the rotor positioning hole is connected to the limiting member, so that the rotor can be positioned and limited after the connection.

[0016] Furthermore, the limiting member is a metal elastic pin, and the end of the metal elastic pin has a guide insertion structure.

[0017] Furthermore, a plurality of oil holes are provided on the outer circumference of the crankshaft, and the limiting member is staggered from the oil holes and has a spacing therebetween.

[0018] Furthermore, countersunk hole structures are respectively provided at both ends of the rotor, and the limit buckle is arranged at the end surface of the upper countersunk hole structure or the end surface of the lower countersunk hole structure.

[0019] Compared with the prior art, the utility model has the following beneficial effects: 1. The crankshaft-rotor connection structure for the compressor connects the crankshaft and the rotor by means of a threaded connection, and further limits the position of the buckle, thereby ensuring the coaxiality of the crankshaft and the rotor while fixing the connection. Moreover, under this fixing method, the rotor does not need to be cold pressed or hot pressed, and the rotor is not subject to rapid changes in temperature and external force, and has almost no deformation, and the cylindricity of the rotor can also be ensured; 2. The crankshaft-rotor connection structure for the compressor greatly reduces the deformation of the rotor, which can ensure the stability of the air gap of the motor, and in fact reduces the air gap, and there is no need to reserve a certain assembly space in production assembly to compensate for the deformation of the rotor. 3. The threaded connection better ensures the coaxiality of the crankshaft and the rotor. The cooperation between the limit buckle and the limit member further ensures the position of the rotor during movement, and prevents position deviation caused by loose threads or over-tightening. In this way, while ensuring that the crankshaft is fixedly connected to the rotor, the change of the cylindricity of the rotor during the assembly process is better avoided, providing space for improving the efficiency of the motor design. 4. The limit member is used to connect the rotor, which can prevent the relative rotation of the rotor and the crankshaft to a limited extent. Moreover, the limit buckle is easy to install and disassemble, does not increase the difficulty of assembly, and can be disassembled without damage during the later maintenance of the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a cross-sectional schematic diagram of a crankshaft-rotor connection structure for a compressor of the utility model;

[0021] Figure 2 It is a schematic diagram of the structure of the crankshaft of the utility model;

[0022] Figure 3 It is a schematic diagram of the cross-sectional structure of the rotor of the utility model;

[0023] Figure 4 It is a schematic diagram of the planar structure of the limit buckle of the utility model;

[0024] Figure 5 It is a three-dimensional structural schematic diagram of the limit buckle of the utility model;

[0025] Figure 6 It is a structural schematic diagram of the limiter of the utility model;

[0026] In the figure: 1, crankshaft; 101, external thread; 102, slot; 2, rotor; 201, internal thread; 202, rotor positioning hole; 3, limit buckle; 301, buckle positioning hole; 302, connecting ear; 4, limit piece; 5, oil hole. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the utility model to clearly and completely describe the technical solution of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0028] In the description of the present invention, it should be noted that the directions or positional relationships indicated by terms such as "middle", "upper", "lower", "left", "right", "inside" and "outside" are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0029] like Figure 1 to Figure 3 As shown, a crankshaft-rotor connection structure for a compressor includes a crankshaft 1 and a rotor 2 connected to the crankshaft 1, wherein the rotor 2 is sleeved on the outer periphery of the crankshaft 1 and fixed by a threaded connection, and the crankshaft 1 is also provided with a limit buckle 3, which abuts against the axial end face of the rotor 2, and the limit buckle 3 is also provided with a limit member 4 parallel to the axial direction, and the limit member 4 is connected to the rotor 2.

[0030] The crankshaft-rotor connection structure of the compressor connects the crankshaft 1 and the rotor 2 by means of a threaded connection, and further limiting by means of a buckle, thereby ensuring the coaxiality of the crankshaft and the rotor while fixing the connection. Moreover, under this fixing method, the rotor does not need to be cold-pressed or hot-pressed, and the rotor is not subject to rapid changes in temperature and external force, and has almost no deformation, and the cylindricity of the rotor can also be ensured.

[0031] The crankshaft rotor connection structure for the compressor adopts a thread and a snap fit to fix the crankshaft rotor, so that the position reliability and support stability are increased, the rotor deformation is greatly reduced, the air gap stability of the motor can be ensured, and the motor efficiency is improved.

[0032] This connection method not only stabilizes the motor assembly air gap, but also substantially reduces the air gap, eliminating the need to reserve a certain assembly gap during production assembly to compensate for rotor deformation.

[0033] The threaded connection can better ensure the coaxiality of the crankshaft 1 and the rotor 2. The cooperation between the limit buckle 3 and the limit member 4 can further ensure the position of the rotor during movement and prevent position deviation caused by loose threads or over-tightening. In this way, the crankshaft 1 is fixedly connected to the rotor 2, and the change of the cylindricity of the rotor 2 during the assembly process is better avoided, which provides space for improving the efficiency of motor design.

[0034] The limit buckle 3 is arranged at the end surface of the rotor and is connected to the rotor 2 by the limit member 4, so that the relative rotation between the rotor 2 and the crankshaft 1 can be limited. Moreover, the limit buckle 3 is easy to install and disassemble, does not increase the difficulty of assembly, and can be disassembled without loss during the subsequent maintenance of the motor.

[0035] Furthermore, an external thread 101 is provided on the outer periphery of the crankshaft 1, staggered from the oil holes and oil passages on the crankshaft 1. The external thread 101 is preferably kept at a certain distance from these oil holes or oil passages to prevent the setting of the external thread 101 from affecting the normal delivery of the crankshaft lubricating oil and reducing the lubricating oil from entering the thread, causing additional damage and waste of the lubricating oil; an internal thread 201 matching the external thread 101 is provided in the axial inner hole of the rotor 2.

[0036] In other embodiments, the external thread 101 may also be a plurality of segments arranged at intervals. A more suitable thread arrangement may be selected according to the length and model of the crankshaft.

[0037] Furthermore, the limiting buckle 3 is an elastic buckle, which is detachably mounted on the crankshaft 1 , and at least one buckle positioning hole 301 is provided on the limiting buckle 3 , and the buckle positioning hole 301 is used to connect the limiting member 4 .

[0038] The limiting buckle 3 has certain elasticity and flexibility, so that it can be easily installed on the crankshaft 1. The connection and limitation of the rotor can be completed by using one buckle positioning hole and the limiting member. In some embodiments, two or three buckle positioning holes can also be used, which can further improve the stability of the limitation.

[0039] Further, such as Figure 4 and Figure 5 As shown, the limiting buckle 3 is an annular structure, having a pair of matching free ends, each of which is provided with a connecting ear 302 , the pair of connecting ears 302 are stacked together and the buckle positioning hole 301 is provided on the connecting ears 302 .

[0040] The above-mentioned limit buckle 3 is a buckle with an opening, which can be opened at the buckle mouth; after the pair of connecting ears 302 are overlapped, the pair of buckle positioning holes 301 can be overlapped, so as to connect the limit member 4. The thickness of the connecting ears 302 is half of the thickness of the limit buckle body, and after overlapping, the overall thickness can be ensured to be consistent, which is conducive to the fixed connection of the limit buckle.

[0041] Furthermore, the outer circumference of the crankshaft 1 is provided with an annular slot 102, and the slot 102 is used to connect the limit buckle 3. The slot 102 can limit the limit buckle 3 so that its axial position on the crankshaft 1 remains unchanged, and the limit buckle 3 will not fall off.

[0042] Furthermore, the rotor 2 is provided with a rotor positioning hole 202 near its axial inner hole, and the rotor positioning hole 202 is connected to the stopper 4. When the rotor positioning hole 202 is provided, a small distance is provided between the rotor positioning hole 202 and the thread to prevent the stopper from affecting the thread connection.

[0043] When the rotor positioning hole 202 is arranged close to the axial inner hole of the rotor 2, its side surface may be connected with the axial inner hole. If not, the thickness (at least 1 mm) and strength of the wall between the rotor positioning hole and the axial inner hole need to be ensured.

[0044] Further, such as Figure 6 As shown, the limiter 4 is a metal elastic pin, and the end of the metal elastic pin has a guide insertion structure to facilitate its insertion into the buckle positioning hole and the rotor positioning hole. The metal elastic pin passes through the buckle positioning hole and then expands and is fixed in the rotor positioning hole.

[0045] Furthermore, the outer circumference of the crankshaft 1 is provided with a plurality of oil holes 5, and the stopper 4 is staggered with the oil holes 5 and is spaced apart from the oil holes. Since the upper and lower parts of the crankshaft both have oil holes 5, when the external thread is provided, the upper and lower oil holes have been avoided, and the stopper cannot block the oil holes after connection, so as not to affect the oil supply to the crankshaft.

[0046] Furthermore, the two ends of the rotor 2 are provided with countersunk structures, and the limit buckle 3 is arranged at the upper end face of the countersunk structure or the lower end face of the countersunk structure. For the rotor 2, its axial inner hole is not a cylindrical hole of equal diameter, but has countersunk holes at both ends to facilitate the assembly of other components. At this time, the limit buckle is abutted against the inner end face of the countersunk structure, which cannot be seen from the outside of the rotor, and has good concealment. The setting of these positions will not affect the normal assembly and use of the rotor.

[0047] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A crankshaft-rotor connection structure for a compressor, comprising a crankshaft and a rotor connected to the crankshaft, characterized in that: The rotor is sleeved on the outer circumference of the crankshaft and fixed by threaded connection. The crankshaft is also provided with a limit buckle, which abuts against the axial end face of the rotor. The limit buckle is also provided with a limit piece parallel to the axial direction, and the limit piece is connected to the rotor.

2. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: The outer periphery of the crankshaft is staggered with the oil hole and the oil passage on the crankshaft to provide at least one section of external thread, and the axial inner hole of the rotor is provided with a section of internal thread matching with the external thread.

3. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: The limiting buckle is an elastic buckle, which is detachably mounted on the crankshaft. The limiting buckle is provided with at least one buckle positioning hole, and the buckle positioning hole is used to connect the limiting member.

4. The crankshaft-rotor connection structure for a compressor according to claim 3, characterized in that: The limit buckle is an annular structure, and has a pair of matching free ends, and the pair of free ends are respectively provided with connecting ears, and the pair of connecting ears are stacked together and the buckle positioning holes are provided on the connecting ears.

5. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: An annular groove is provided on the outer periphery of the crankshaft, and the groove is used to connect the limit buckle.

6. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: The rotor is provided with a rotor positioning hole near the axial inner hole of the rotor, and the rotor positioning hole is connected to the limiting member.

7. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: The limiting member is a metal elastic pin, and the end of the metal elastic pin has a guide insertion structure.

8. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: The outer circumference of the crankshaft is provided with a plurality of oil holes, and the limiting members are staggered from the oil holes and have a spacing therebetween.

9. The crankshaft-rotor connection structure for a compressor according to claim 1, characterized in that: Countersunk hole structures are respectively provided at both ends of the rotor, and the limiting buckle is arranged at the end surface of the upper countersunk hole structure or the end surface of the lower countersunk hole structure.

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