Shaft system assembly and scroll compressor having the same

Abstract

The present invention provides a shaft assembly and a scroll compressor having the same. The shaft assembly includes: a crankshaft, the crankshaft having a first thrust surface and a second thrust surface; a first bracket, sleeved on the crankshaft, the first bracket having a third thrust surface; a second bracket, sleeved on the crankshaft and spaced apart from the first bracket, the second bracket having a fourth thrust surface; the first thrust surface is located on the side of the third thrust surface away from the second bracket, and the second thrust surface is located on the side of the fourth thrust surface away from the first bracket; a first thrust bearing, sleeved on the crankshaft, the first thrust bearing is arranged between the first thrust surface and the third thrust surface; a second thrust bearing, sleeved on the crankshaft, the second thrust bearing is arranged between the second thrust surface and the fourth thrust surface. The shaft assembly of the present invention solves the problem of the shaft assembly in the prior art overturning due to the bearing clearance and the deformation of the crankshaft itself under the action of the tangential force.

Description

Technical Field

[0001] The present invention relates to the field of compressors, and in particular to a shaft system assembly and a scroll compressor having the same. Background Art

[0002] The eccentric shaft of the scroll compressor drives the moving plate, and the force exerted by the moving plate on the crankshaft includes radial force, tangential force and centrifugal force. The centrifugal force increases with the increase of the crankshaft speed. In the design, in order to balance the centrifugal force, a balancing block is usually introduced so that the center of gravity of the whole body is not affected by the speed. However, this design will also cause the crankshaft to deform at high speeds, which may affect the center of gravity of the crankshaft or the verticality with related components, such as the motor, and affect the efficiency and performance of the motor.

[0003] At the same time, the crankshaft is subjected to tangential force, which includes: the tangential force required to compress the gas, the force generated by the gas through the change in the flow rate of the compressor, and the resistance that the crankshaft needs to overcome to stir the oil into the pump body. Among them, for a reasonably designed compressor, the tangential force required to compress the gas should account for the main part. Therefore, although the tangential force also increases with frequency, it does not change with angular velocity like centrifugal force, and it cannot be balanced by a balance block. Since the tangential force cannot be balanced, in principle it can only be matched through radial bearings, and there is a certain clearance between the bearings, that is, the shaft will produce a certain overall deflection angle due to the tangential force in the common clearance between the main and auxiliary bearings.

[0004] The deflection angle caused by the tangential force will cause the shaft to tilt, which will cause two major effects: 1. The eccentric rotation caused by the error will cause additional electromagnetic noise. 2. The tilt of the shaft will further cause the upper and lower ends of the main bearing, the lower end of the moving plate bearing and the corresponding matching parts with the crankshaft to be locally subjected to extremely high loads, reducing the life of the compressor.

[0005] When the compressor load is not high and the frequency is low, the tangential force and centrifugal force are small, the crankshaft overturning caused is limited, the wear rate is slow, and the impact on reliability is still within an acceptable range. However, if you want to further keep the compressor running at high speed under high load, the overturning caused by the tangential force and centrifugal force will become larger, and the impact of wear will become difficult to ignore.

[0006] For general scroll compressors, they can be divided into upper thrust and lower thrust according to the axial fixing method. The thrust plane of the lower thrust scroll compressor is at the tail of the shaft, and a thrust plate is added at the bottom of the shaft to prevent the shaft from changing position. The tangential force distribution is as follows: Figure 1a As shown. Its assembly is relatively simple, but the mating surface between the thrust plate and the shaft is small, which makes it difficult to bear the deflection torque of the shaft. This will cause the shaft to deflect with the thrust surface as the rotation center under the action of the tangential force, and the main, auxiliary, movable plate bearings and the shaft will be severely worn locally.

[0007] Upper thrust structure Figure 1b As shown in the figure, it is relatively simpler than the lower thrust structure, and the shaft shoulder is directly matched on the upper bracket, but the assembly is more difficult than the lower thrust. For the upper thrust compressor, if the bottom of the shaft is used as the rotation center, the supporting force torque of the thrust surface will partially offset the tangential force torque of the moving plate, but if the joint of the thrust surface and the main bearing surface is used as the rotation center (the lead line indicates the point in the figure), it can be found that the crankshaft will still overturn. Unlike the lower thrust, the part with the smallest clearance of the upper thrust is the upper thrust surface. Under the action of the torque, the left side of the upper thrust surface is pressed down and the right side is floated, resulting in a large local pressure on the left side, which destroys the oil film and becomes the priority wear surface.

[0008] Therefore, neither of the two current mainstream thrust solutions can effectively balance the effect of the tangential force. When the tangential force is large enough, obvious local wear will occur. This wear is based on principle and cannot be completely eliminated due to changes in processing accuracy. According to the relevant principles of scroll compressors, the higher the speed, the greater the centrifugal force, and the tangential force will also increase to a certain extent. Now the scroll compressor is gradually developing towards high speed. When the speed continues to increase, the leakage, noise and wear caused by this eccentric wear will eventually become a problem that cannot be ignored in the research and development of ultra-high-speed scroll compressors. Therefore, if you want to solve the bottleneck of ultra-high-speed scroll compressors, it is necessary to change the force mechanism of the crankshaft. Summary of the invention

[0009] The main purpose of the present invention is to provide a shaft assembly and a scroll compressor having the same, so as to solve the problem in the prior art that the shaft assembly overturns due to bearing clearance and deformation of the crankshaft itself under the action of tangential force.

[0010] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, a shaft system component is provided, including: a crankshaft, the crankshaft having a first thrust surface and a second thrust surface; a first bracket, sleeved on the crankshaft, the first bracket having a third thrust surface; a second bracket, sleeved on the crankshaft and spaced apart from the first bracket, the second bracket having a fourth thrust surface; the first thrust surface is located on a side of the third thrust surface away from the second bracket, and the second thrust surface is located on a side of the fourth thrust surface away from the first bracket; a first thrust bearing, sleeved on the crankshaft, the first thrust bearing is arranged between the first thrust surface and the third thrust surface; a second thrust bearing, sleeved on the crankshaft, the second thrust bearing is arranged between the second thrust surface and the fourth thrust surface.

[0011] Furthermore, the shaft system assembly also includes: a first balancing block connected to the crankshaft, the first balancing block is arranged on a side of the second bracket away from the first bracket, and the first balancing block has a second thrust surface; along the axial direction of the crankshaft, the second thrust bearing is arranged between the second bracket and the first balancing block.

[0012] Furthermore, the first balancing block is arranged around the crankshaft; the second thrust bearing has a first end face and a second end face which are arranged opposite to each other, the first end face is fitted with the second thrust face; the second end face is fitted with the fourth thrust face.

[0013] Furthermore, the crankshaft has a shaft shoulder, and the shaft shoulder has a first thrust surface; along the axial direction of the crankshaft, the first thrust bearing is arranged between the first bracket and the shaft shoulder.

[0014] Furthermore, the shaft system assembly also includes: a rotor, which is sleeved on the crankshaft and located between the first bracket and the second bracket; and a second balancing block, which is connected to the crankshaft and is arranged between the first bracket and the rotor.

[0015] Furthermore, the first thrust bearing is a thrust rolling bearing or a thrust sliding bearing; and the second thrust bearing is a thrust rolling bearing or a thrust sliding bearing.

[0016] Furthermore, the crankshaft has a lubricating oil channel; the first thrust bearing and the second thrust bearing are both thrust sliding bearings; a first connecting channel is provided on the crankshaft, one end of the first connecting channel is connected to the lubricating oil channel, and the other end of the first connecting channel is connected to the gap between the first thrust bearing and the shaft shoulder; a second connecting channel is provided on the crankshaft, and a third connecting channel is provided on the first balance block, one end of the second connecting channel is connected to the lubricating oil channel, the other end of the second connecting channel is connected to one end of the third connecting channel, and the third connecting channel extends away from one end of the second connecting channel to the second thrust surface.

[0017] Furthermore, the outer diameter of the first thrust bearing is equal to the outer diameter of the second thrust bearing; the inner diameter of the first thrust bearing is equal to the inner diameter of the second thrust bearing.

[0018] Furthermore, the eccentric shaft of the crankshaft is connected to the moving plate of the shaft system assembly; wherein, F 动离 l1=F 副离 l2; where F 动离 is the centrifugal force of the moving plate, l1 is the axial distance from the total center of mass of the moving plate and the eccentric shaft to the center of mass of the second balancing block, F 副离 is the centrifugal force of the first balancing mass, and l2 is the axial distance from the center of mass of the second balancing mass to the center of mass of the first balancing mass.

[0019] According to another aspect of the present invention, a compressor is provided, comprising a shaft system assembly, wherein the shaft system assembly is the shaft system assembly described above.

[0020] The shaft system assembly of the present invention comprises a crankshaft, a first bracket, a second bracket, a first thrust bearing and a second thrust bearing, and the first bracket, the second bracket, the first thrust bearing and the second thrust bearing are all sleeved on the crankshaft. The shaft system assembly effectively balances the deflection deformation of the crankshaft caused by the tangential force and the axial deformation of the crankshaft caused by part of the centrifugal force by arranging the first thrust bearing between the first thrust surface and the third thrust surface and the second thrust bearing between the second thrust surface and the fourth thrust surface. On the one hand, the deflection problem of the crankshaft is solved, so that the crankshaft and the bearing are evenly stressed, and the reliability of the shaft system assembly is improved; on the other hand, the problem of additional electromagnetic noise caused by the eccentric rotation of the crankshaft due to the tangential force is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0022] Figure 1a A schematic diagram of a lower thrust stop structure in the background art is shown;

[0023] Figure 1b A schematic diagram of an upper thrust stop structure in the background art is shown;

[0024] Figure 2 A cross-sectional view showing a first embodiment of a compressor according to the present invention;

[0025] Figure 3 shows a cross-sectional view of a second embodiment of a compressor according to the present invention;

[0026] Figure 4 A tangential force diagram of a shafting assembly according to the present invention is shown;

[0027] Figure 5 It shows the centrifugal force direction force diagram of the crankshaft of the shaft system assembly according to the present invention when it is not deformed;

[0028] Figure 6 It shows the centrifugal force direction force diagram of the crankshaft after deformation of the shaft system assembly according to the present invention;

[0029] Figure 7 A graph showing the variation of tangential force with spindle rotation angle according to the present invention is shown;

[0030] Figure 8 A partial cross-sectional view of a compressor according to the present invention is shown.

[0031] The above drawings include the following reference numerals:

[0032] 10. crankshaft; 11. first thrust surface; 12. second thrust surface; 13. shaft shoulder; 14. first connecting channel; 15. second connecting channel; 16. eccentric shaft; 20. first bracket; 21. third thrust surface; 30. second bracket; 31. fourth thrust surface; 40. first thrust bearing; 50. second thrust bearing; 60. first balancing block; 61. third connecting channel; 70. rotor; 80. second balancing block; 90. moving plate; 100. stationary plate; 110. moving plate bearing; 120. main bearing; 130. stator; 140. auxiliary bearing. DETAILED DESCRIPTION

[0033] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0034] It should be noted that the following detailed descriptions are illustrative and are intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present application belongs.

[0035] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0036] The present invention provides a shaft system component, please refer to Figures 2 to 8 , including: a crankshaft 10, the crankshaft 10 having a first thrust surface 11 and a second thrust surface 12; a first bracket 20, sleeved on the crankshaft 10, the first bracket 20 having a third thrust surface 21; a second bracket 30, sleeved on the crankshaft 10 and spaced from the first bracket 20, the second bracket 30 having a fourth thrust surface 31; the first thrust surface 11 is located on a side of the third thrust surface 21 away from the second bracket 30, and the second thrust surface 12 is located on a side of the fourth thrust surface 31 away from the first bracket 20; a first thrust bearing 40, sleeved on the crankshaft 10, the first thrust bearing 40 is arranged between the first thrust surface 11 and the third thrust surface 21; a second thrust bearing 50, sleeved on the crankshaft 10, the second thrust bearing 50 is arranged between the second thrust surface 12 and the fourth thrust surface 31.

[0037] The shaft system assembly of the present invention comprises a crankshaft 10, a first bracket 20, a second bracket 30, a first thrust bearing 40 and a second thrust bearing 50, wherein the first bracket 20, the second bracket 30, the first thrust bearing 40 and the second thrust bearing 50 are all sleeved on the crankshaft 10. The shaft system assembly effectively balances the deflection deformation of the crankshaft caused by the tangential force and the axial deformation of the crankshaft caused by part of the centrifugal force by arranging the first thrust bearing 40 between the first thrust surface 11 and the third thrust surface 21 and the second thrust bearing 50 between the second thrust surface 12 and the fourth thrust surface 31. On the one hand, the deflection problem of the crankshaft is solved, so that the crankshaft and the bearing are evenly stressed, and the reliability of the shaft system assembly is improved; on the other hand, the problem of additional electromagnetic noise caused by the eccentric rotation of the crankshaft due to the tangential force is reduced.

[0038] In this embodiment, the shaft system assembly also includes a main bearing 120 and a secondary bearing 140. The main bearing 120 is sleeved on the crankshaft 10. Along the radial direction of the crankshaft 10, the main bearing 120 is arranged between the first bracket 20 and the crankshaft 10; the secondary bearing 140 is sleeved on the crankshaft 10. Along the radial direction of the crankshaft 10, the secondary bearing 140 is arranged between the second bracket 30 and the crankshaft 10.

[0039] In this embodiment, the shaft system assembly further includes: a first balancing block 60 connected to the crankshaft 10, the first balancing block 60 is arranged on a side of the second bracket 30 away from the first bracket 20, and the first balancing block 60 has a second thrust surface 12; along the axial direction of the crankshaft 10, the second thrust bearing 50 is arranged between the second bracket 30 and the first balancing block 60. Such an arrangement forms a second thrust surface 12 supporting the second thrust bearing 50.

[0040] In this embodiment, the first balancing block 60 is arranged around the crankshaft 10; the second thrust bearing 50 has a first end face and a second end face arranged opposite to each other, the first end face is fitted with the second thrust face 12; the second end face is fitted with the fourth thrust face 31. That is, the second thrust face 12 of the first balancing block 60 is an annular surface, and has a high plane accuracy and strength to bear the axial force of the second thrust bearing 50; the fourth thrust face 31 of the second bracket 30 should also be finely machined to form a bearing plane, which is matched with the upper end of the second thrust bearing 50. Such an arrangement can reliably install the fourth thrust face 31.

[0041] In this embodiment, the crankshaft 10 has a shoulder 13, and the shoulder 13 has a first thrust surface 11; along the axial direction of the crankshaft 10, the first thrust bearing 40 is arranged between the first bracket 20 and the shoulder 13. Such an arrangement forms the first thrust surface 11 that limits the first thrust bearing 40.

[0042] In this embodiment, the shaft system assembly further includes: a rotor 70 sleeved on the crankshaft 10 and located between the first bracket 20 and the second bracket 30 ; a second balancing block 80 connected to the crankshaft 10 and disposed between the first bracket 20 and the rotor 70 .

[0043] In this embodiment, the shaft system assembly further includes a stator 130 , which is disposed around the rotor 70 .

[0044] In this embodiment, the first thrust bearing 40 is a thrust rolling bearing or a thrust sliding bearing, and the second thrust bearing 50 is a thrust rolling bearing or a thrust sliding bearing. Specifically, the thrust sliding bearing needs to be a sliding bearing with good wear resistance and small deformation.

[0045] In one embodiment, the crankshaft 10 has a lubricating oil passage; the first thrust bearing 40 and the second thrust bearing 50 are both thrust sliding bearings; the crankshaft 10 is provided with a first communicating passage 14, one end of which is connected to the lubricating oil passage, and the other end of which is connected to the gap between the first thrust bearing 40 and the shaft shoulder 13; the crankshaft 10 is provided with a second communicating passage 15, and the first balancing block 60 is provided with a third communicating passage 61, one end of which is connected to the lubricating oil passage, and the other end of which is connected to one end of the third communicating passage 61, and the third communicating passage 61 extends away from one end of the second communicating passage 15 to the second thrust surface 12. Such a configuration can introduce lubricating oil into the mating end surfaces of the first thrust bearing 40 and the second thrust bearing 50 to reduce wear.

[0046] In this embodiment, the outer diameter of the first thrust bearing 40 is equal to the outer diameter of the second thrust bearing 50 ; the inner diameter of the first thrust bearing 40 is equal to the inner diameter of the second thrust bearing 50 .

[0047] Specifically, the first support radius r1 of the first thrust bearing 40 is equal to the second support radius r2 of the second thrust bearing 50; the distributed force of the annular end surface of the first thrust bearing 40 is equivalent to a certain point, and the radial distance between the point and the rotation centerline of the crankshaft 10 is the first support radius r1; the distributed force of the annular end surface of the second thrust bearing 50 is equivalent to a certain point, and the radial distance between the point and the rotation centerline of the crankshaft 10 is the second support radius r2.

[0048] In this embodiment, the eccentric shaft 16 of the crankshaft 10 is connected to the moving plate 90 of the shaft system assembly; wherein, F 动离 l1=F 副离 l2; where F 动离 is the centrifugal force of the moving plate 90, l1 is the axial distance from the total center of mass of the moving plate 90 and the eccentric shaft 16 to the center of mass of the second balancing block 80, and F 副离is the centrifugal force of the first balancing mass 60 , and l2 is the axial distance from the center of mass of the second balancing mass 80 to the center of mass of the first balancing mass 60 .

[0049] Specifically, when considering the tangential force, the influence of the centrifugal force also needs to be considered. It can be found that under the influence of the balancing weight, the centrifugal force on the crankshaft is balanced, and on the centrifugal force plane, with the second balancing weight 80 as the base point, the torque of the first balancing weight 60 and the moving plate 90 is also balanced. When the crankshaft is not deformed at all, the main bearing 120 and the auxiliary bearing 140 are not subjected to any force on the centrifugal force plane. Figure 5 As shown. In fact, the crankshaft will always deform, and in order to prevent deformation, the main bearing 120 and the auxiliary bearing 140 will bear an additional load. Part of this load is borne by the reaction force generated by the bending stiffness of the crankshaft itself, and the other part is borne by the axial bearing (i.e., the first thrust bearing 40 and the second thrust bearing 50), as shown in FIG. Figure 6 According to Hooke's law, the greater the deformation of the crankshaft, the greater the force borne by the crankshaft. In an ideal state, the crankshaft is not deformed at all, and the supporting torque of the first thrust bearing 40 and the second thrust bearing 50 will fully bear this part of the torque. The centrifugal force standard of this application is: F 主止推 r1=F 动离 l1; F 副止推 r2=F 副离 l2. It should be noted that although this method prevents the crankshaft from bending and deforming, it also applies the force of the crankshaft deformation to the engine body. 主止推 , F 副止推 When they are not in the same straight line, an additional torque will be generated on the body, and the arm length is |r1-r2|, or F 主止推 ≠F 副止推 , which will also generate a torque that changes with the rotation angle. This will cause additional vibration of the machine body, and this vibration will obviously be aggravated by the rotation speed. Therefore, in order to ensure high-speed operation, this application proposes additional conditions for the scroll compressor that requires ultra-high-speed rotation and guarantees vibration indicators: r1 = r2; F 动离 l1=F 副离 l2. These two equations are the low vibration conditions of this application. When these conditions are met, F 副止推 With F 副离 The directions are equal and the magnitudes are opposite, and they act on the same straight line. In theory, no additional vibration is generated, but the deflection and deformation of the crankshaft caused by centrifugal force can still be greatly reduced, which is suitable for ultra-high-speed scroll compressors.

[0050] In this embodiment, the shaft system assembly also includes a moving plate bearing 110 and a stationary plate 100. The moving plate bearing 110 is sleeved on the eccentric shaft 16. Along the radial direction of the crankshaft 10, the moving plate bearing 110 is arranged between the moving plate 90 and the eccentric shaft 16 of the crankshaft 10; the stationary plate 100 is connected and matched with the moving plate 90 to form a pump body, and its vortex teeth form a plurality of compression chambers in the pump body.

[0051] Specifically, one end of the crankshaft 10 passes through the first bracket 20 and the eccentric shaft 16 of the crankshaft 10 is inserted into the moving plate 90 .

[0052] Specifically, there are at least two balancing blocks on the crankshaft 10. In the present embodiment, a first balancing block 60 and a second balancing block 80 are provided on the crankshaft 10. The first balancing block 60 and the second balancing block 80 balance the eccentric moment of the moving plate 90 in the axial and radial directions.

[0053] Specifically, during assembly, the first thrust bearing 40 is matched with the first thrust surface 11 and pressed downward and matched with the third thrust surface 21, and fixed under the pressure of the crankshaft 10. Subsequently, after the upper end of the second thrust bearing 50 is matched with the fourth thrust surface 31, it is pressed upward by the first balancing block 60 and matched with the second thrust surface 12, so that the first thrust bearing 40 and the second thrust bearing 50 are simultaneously in a pressed state.

[0054] In this embodiment, for the selection of the first thrust bearing 40 and the second thrust bearing 50, the present application proposes the following load conditions: 1.3F 切max l / r=F 副止推 ; F 主止推 =F 副止推 +G. Specifically, Figure 4 The structural force diagram of the shaft system assembly of the present application is shown, and the crankshaft is subjected to a tangential force F 动 When the first thrust bearing 40 and the second thrust bearing 50 are affected, both of them should have a small deformation (the deformation should be much smaller than the radial clearance of the crankshaft 10 in the main bearing 120 and the auxiliary bearing 140), F 主止推 The point of action is the center of rotation, F 副止推 Then a torque that suppresses the deflection will be generated to balance F 动 The torque generated is in the vertical downward direction. In this case, if the parallelism error between the first bracket 20 and the second bracket 30 and the compression deformation of the bearing itself are not considered, the first thrust bearing 40 and the second thrust bearing 50 will completely balance the influence of the tangential force on the crankshaft deflection. In this case, F 动 l=F 副止推 r; where l is F 动 The corresponding torque, F 动 is the distributed force, and its moment is from the center of the action point to F 主止推 The axial distance of the action point; r is F副止推 The distance from the equivalent action point to the rotation center line of the crankshaft. Since the second thrust bearing 50 is not on the crankshaft, but fixed between the first balance block 60 and the second bracket 30 on the crankshaft, r can be increased as required to reduce F 副止推 However, this also requires that the second thrust surface 12 and the fourth thrust surface 31 have better flatness.

[0055] From the perspective of force, F 主止推 =F 副止推 +G, where G is generally equal to the weight of the crankshaft. 动 The main part is the pump body (the pump body is formed by the static plate and the dynamic plate facing each other. The dynamic plate revolves around the static plate under the action of the crankshaft and the anti-rotation mechanism. The volute teeth of the two cooperate to form several compression chambers). The tangential force F can be calculated by the profile pump body force. 切 As the crankshaft angle changes, Figure 7 is a calculation result of the change of tangential force with crankshaft angle calculated completely through the profile parameters. In this algorithm, F is calculated 切max =6500N. For most compressors, F 动 <1.3F 切max , so use 1.3F 切max l / r=F 副止推 ; F 主止推 =F 副止推 +G is used as the tangential bearing load condition of the present application. It should be noted that the tangential bearing load condition refers to the bearing load condition for the plane where the tangential force is located.

[0056] Specifically, when the first thrust bearing 40 and the second thrust bearing 50 are both thrust rolling bearings, for the axial rolling bearing, the axial deformation caused by extrusion is extremely small, and the clearance relative to the radial bearing can be almost ignored. The material is in the bearing with suitable specifications. Usually, there is a bearing clearance in the rolling bearing. After reaching a certain stress and before exceeding a certain load, this clearance is called "effective clearance" and is relatively fixed. However, it should be noted that the auxiliary bearing 140 is not subjected to force when the crankshaft is not rotating and subjected to tangential force. Therefore, during assembly, the first thrust bearing 40 is first installed on the first bracket 20 and matched with the crankshaft, and then the crankshaft needs to be fixed, the compressor is turned over, the crankshaft is matched under the second bracket 30, and the second thrust bearing 50 is placed, and then the first balancing block 60 is pressed in with a higher flatness through interference cold pressing and the like. This ensures that the first thrust bearing 40 and the second thrust bearing 50 are both pressed tightly and no obvious floating occurs. Even if the installation accuracy can be guaranteed by this process, the concentricity of the crankshaft and the flatness deviation of the first bracket 20 and the second bracket 30 will cause local wear of the crankshaft even if it does not deflect due to the tangential force. However, when this deviation is less than the average thickness of the oil film, the deflection of the crankshaft will only cause uneven pressure of the oil film, and will not cause serious direct wear. Generally, for compressors with sufficient oil supply, the average thickness of the oil film can be approximately regarded as the single-side clearance of the bearing. This application provides a standard assembly diagram such as Figure 8 As shown, it should be noted that the first balancing block 60 of the conventional compressor is located below the rotor and between the rotor and the second bracket, while the first balancing block 60 of the present application is located below the second bracket and cooperates with the second bracket through a second thrust bearing 50. Therefore, in the conventional compressor, the second bracket and the first balancing block 60 do not require special processing, but in the present application, specific matching surfaces need to be processed and the processing and positioning accuracy must be guaranteed.

[0057] Specifically, when the first thrust bearing 40 and the second thrust bearing 50 are both thrust sliding bearings, when the sliding bearing is made of a material with relatively high rigidity and is not easily deformed by extrusion, the deformation caused by extrusion is also much smaller than the bearing clearance set by a general compressor. However, compared with the traditional compressor bearings that mostly only bear the deadweight of the shaft system, the first thrust bearing 40 and the second thrust bearing 50 of the present application also generate opposing forces and bear the overturning moment of the crankshaft, and have higher load requirements. Therefore, when using sliding bearings, the implementation method is as follows Figure 3 shown.

[0058] The present application solves the following technical problems: the overturning of the shaft system assembly due to the bearing clearance and the deformation of the crankshaft itself under the action of the tangential force; and the excessive deformation of the shaft caused by the twisted shaft under the action of the centrifugal force.

[0059] The present application uses the first thrust bearing 40 and the second thrust bearing 50 to balance the axial force, allowing radial floating but not bearing radial force. The first thrust bearing 40 and the second thrust bearing 50 of the present application should have a small deformation (the deformation should be much smaller than the radial clearance of the crankshaft in the main bearing 120 and the secondary bearing 140).

[0060] Specifically, the first thrust bearing 40 and the second thrust bearing 50 are provided with a wear-resistant coating, which prevents wear.

[0061] The present invention also provides a compressor, comprising a shaft system assembly, wherein the shaft system assembly is the shaft system assembly in the above embodiment.

[0062] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0063] The shaft system assembly of the present invention comprises a crankshaft 10, a first bracket 20, a second bracket 30, a first thrust bearing 40 and a second thrust bearing 50, wherein the first bracket 20, the second bracket 30, the first thrust bearing 40 and the second thrust bearing 50 are all sleeved on the crankshaft 10. The shaft system assembly effectively balances the deflection deformation of the crankshaft caused by the tangential force and the axial deformation of the crankshaft caused by part of the centrifugal force by arranging the first thrust bearing 40 between the first thrust surface 11 and the third thrust surface 21 and the second thrust bearing 50 between the second thrust surface 12 and the fourth thrust surface 31. On the one hand, the deflection problem of the crankshaft is solved, so that the crankshaft and the bearing are evenly stressed, and the reliability of the shaft system assembly is improved; on the other hand, the problem of additional electromagnetic noise caused by the eccentric rotation of the crankshaft due to the tangential force is reduced.

[0064] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0065] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0066] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A shaft system assembly, characterized in that: include: A crankshaft (10), wherein the crankshaft (10) has a first thrust surface (11) and a second thrust surface (12); A first bracket (20) sleeved on the crankshaft (10), wherein the first bracket (20) has a third thrust surface (21); a second bracket (30) sleeved on the crankshaft (10) and spaced apart from the first bracket (20), the second bracket (30) having a fourth thrust surface (31); the first thrust surface (11) being located on a side of the third thrust surface (21) away from the second bracket (30), and the second thrust surface (12) being located on a side of the fourth thrust surface (31) away from the first bracket (20); A first thrust bearing (40) is sleeved on the crankshaft (10), wherein the first thrust bearing (40) is arranged between the first thrust surface (11) and the third thrust surface (21); A second thrust bearing (50) is sleeved on the crankshaft (10), wherein the second thrust bearing (50) is arranged between the second thrust surface (12) and the fourth thrust surface (31); A first balancing block (60) is connected to the crankshaft (10), the first balancing block (60) is arranged on a side of the second bracket (30) away from the first bracket (20), and the first balancing block (60) has a second thrust surface (12); along the axial direction of the crankshaft (10), the second thrust bearing (50) is arranged between the second bracket (30) and the first balancing block (60).

2. The shafting assembly according to claim 1, characterized in that: The first balancing block (60) is arranged around the crankshaft (10); the second thrust bearing (50) has a first end face and a second end face which are arranged opposite to each other, the first end face is in contact with the second thrust face (12); the second end face is in contact with the fourth thrust face (31).

3. The shafting assembly according to claim 1, characterized in that: The crankshaft (10) has a shaft shoulder (13), and the shaft shoulder (13) has the first thrust surface (11); along the axial direction of the crankshaft (10), the first thrust bearing (40) is arranged between the first bracket (20) and the shaft shoulder (13).

4. The shafting assembly according to claim 1, characterized in that: The shaft system assembly also includes: a rotor (70) sleeved on the crankshaft (10) and located between the first bracket (20) and the second bracket (30); A second balancing block (80) is connected to the crankshaft (10) and is arranged between the first bracket (20) and the rotor (70).

5. The shafting assembly according to any one of claims 1 to 4, characterized in that: The first thrust bearing (40) is a thrust rolling bearing or a thrust sliding bearing; the second thrust bearing (50) is a thrust rolling bearing or a thrust sliding bearing.

6. The shafting assembly according to claim 3, characterized in that: The crankshaft (10) has a lubricating oil passage; the first thrust bearing (40) and the second thrust bearing (50) are both thrust sliding bearings; a first connecting passage (14) is provided on the crankshaft (10), one end of the first connecting passage (14) is connected to the lubricating oil passage, and the other end of the first connecting passage (14) is connected to a gap between the first thrust bearing (40) and the shaft shoulder (13); The crankshaft (10) is provided with a second communicating channel (15), and the first balancing block (60) is provided with a third communicating channel (61); one end of the second communicating channel (15) is connected to the lubricating oil channel, and the other end of the second communicating channel (15) is connected to one end of the third communicating channel (61); the third communicating channel (61) extends away from one end of the second communicating channel (15) to the second thrust surface (12).

7. The shafting assembly according to any one of claims 1 to 4, characterized in that: The outer diameter of the first thrust bearing (40) is equal to the outer diameter of the second thrust bearing (50); the inner diameter of the first thrust bearing (40) is equal to the inner diameter of the second thrust bearing (50).

8. The shafting assembly according to claim 4, characterized in that: The eccentric shaft (16) of the crankshaft (10) is connected to the moving plate (90) of the shaft system assembly; wherein F 动离 l1=F 副离 l2; where F 动离 is the centrifugal force of the moving disk (90), l1 is the axial distance from the total center of mass of the moving disk (90) and the eccentric shaft (16) to the center of mass of the second balancing block (80), and F 副离 is the centrifugal force of the first balancing weight (60), and l2 is the axial distance from the center of mass of the second balancing weight (80) to the center of mass of the first balancing weight (60).

9. A compressor, comprising a shaft assembly, characterized in that: The shaft system assembly is the shaft system assembly according to any one of claims 1 to 8.

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