Crankshafts and compressors for large displacement compressors

Abstract

The present invention discloses a crankshaft and compressor for a large-displacement compressor. The present invention adopts a multi-hole oiling structure to ensure sufficient oiling of the crankshaft. A first oiling hole, a second oiling hole, and a third oiling hole are provided between the short shaft and the long shaft to connect the two. The first oiling hole ensures sufficient oiling at the short shaft, and the second oiling hole ensures sufficient oiling at the crank. In this way, the crank and the short shaft are lubricated and an oil film is formed in a timely manner, avoiding excessive wear of the short shaft and the crank, and ensuring the reliability of the compressor. The third oiling hole is connected to the air outlet at the crank neck, so that the refrigerant gas in the lubricating oil is effectively separated, while excessive oil leakage during the oil delivery process is avoided, and the phenomenon of roughening caused by the destruction of the oil film due to the large amount of refrigerant released at the moving friction pair at the short shaft and crank is effectively avoided. Thus, insufficient oiling and exhaust are avoided, and excessive wear or jamming of the crankshaft is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of compressors, and in particular to a crankshaft and a compressor for a large-displacement compressor. Background Art

[0002] The light commercial refrigeration compressor is the heart of the light commercial refrigeration system. Driven by a power unit, its internal connecting rod pushes the piston in reciprocating motion, compressing the refrigerant and providing power for the compressor's intake and exhaust refrigeration cycle, thereby completing the refrigeration cycle of compression → condensation → expansion → evaporation (heat absorption). During this process, the crankshaft bears a huge load. At the same time, the compressor's crankshaft must have a strong upward lubrication function to provide sufficient lubrication for the crankshaft support, the crankshaft that drives the connecting rod, and the piston movement mechanism, preventing the movement mechanism from seizing and improving the compressor's reliability. Furthermore, the splashing lubricating oil cools the entire compressor structure.

[0003] At present, most of the small-displacement light-duty commercial reciprocating refrigeration compressors are realized by further improving refrigerator compressors. The entire movement of light-duty commercial reciprocating refrigeration compressors with a displacement of more than 21cc is relatively high, requiring a higher oil pumping capacity. If traditional refrigerator compressors are still used, the crankshaft is prone to jamming failure, and most of them will have abnormal wear of the crank and short shaft (the support part at the upper end of the crankshaft).

[0004] Fault analysis revealed two primary causes for the abnormal wear of the crankshaft and stub shaft. First, the traditional crankshaft design for refrigerator compressors utilizes a single oil channel to supply oil to the long shaft (the lower crankshaft support), crankshaft, and stub shaft. During compressor startup, due to the high compressor core and small, single oil channel, lubrication was not timely and adequate, leading to dry friction and scratching. Second, the high volume of refrigerant injected into the system of large-displacement, light-duty commercial refrigeration appliances resulted in oversaturation of the refrigerant in the lubricating oil. During compressor startup, the agitated refrigerant in the refrigeration oil creates bubbles that are pumped along with the crankshaft into the oil delivery system. This large amount of refrigerant enters the friction pairs, preventing or even destroying the oil film. The crankshaft design failed to adequately address the refrigerant vents. Due to the relatively harsh operating environment and conditions, insufficient lubrication at the crankshaft and stub shaft friction pairs caused excessive wear, leading to scratching and subsequent seizure. Summary of the Invention

[0005] The technical problem solved by the present invention is to provide a crankshaft and a compressor for a large-displacement compressor, thereby avoiding insufficient oiling and exhausting and reducing excessive wear or jamming of the crankshaft.

[0006] The technical solution adopted by the present invention to solve its technical problems is: a crankshaft for a large-displacement compressor, comprising a short shaft, a long shaft and a crank arranged between the short shaft and the long shaft, an oiling channel being arranged in the long shaft along its axial direction, the short shaft and the long shaft being arranged coaxially, and the crank being arranged deviating from the axis of the long shaft; a first oiling through hole, a second oiling through hole and a third oiling through hole being arranged deviating from the axis of the short shaft are arranged on the end face of the short shaft, the first oiling through hole, the second oiling through hole and the third oiling through hole all extend into the long shaft and are connected to the oiling channel; a first spiral oil groove is arranged on the outer periphery of the short shaft, a first oil outlet hole connecting the first oiling through hole with the first spiral oil groove is arranged in the short shaft, a second spiral oil groove is arranged on the outer periphery of the crank, a second oil outlet hole connecting the second oiling through hole with the second spiral oil groove is arranged in the crank, and a third spiral oil groove connected to the oiling channel is arranged on the outer periphery of the upper part of the long shaft; the part between the long shaft and the crank is a crank neck, and the crank neck is provided with an air outlet hole connected to the third through hole.

[0007] Furthermore, the first oiling through hole, the second oiling through hole and the third oiling through hole are arranged in sequence counterclockwise along the end face of the short shaft, and the first oiling through hole, the second oiling through hole and the third oiling through hole are all arranged parallel to the axis of the short shaft.

[0008] Furthermore, an oil storage tank is provided on the top of the long shaft, and the oil storage tank is arranged in a ring shape along the outer circumference of the long shaft.

[0009] Furthermore, the first oil outlet hole, the second oil outlet hole and the air outlet hole are all arranged perpendicular to the axis of the long shaft.

[0010] Furthermore, the connecting ends of the curved neck, the crank and the long axis are respectively provided with arc surface connecting parts.

[0011] Furthermore, the first spiral oil groove, the second spiral oil groove and the third spiral oil groove are all configured as trapezoidal grooves.

[0012] Furthermore, the first oiling through hole, the second oiling through hole and the third oiling through hole are separated from the axis of the minor shaft by a distance of 6 to 8 mm, and the hole diameters are 3 to 5 mm.

[0013] Furthermore, the third spiral oil groove is arranged between the top end and the middle part of the long shaft.

[0014] Furthermore, the diameter of the second oiling through hole is larger than the diameters of the second oiling through hole and the third oiling through hole.

[0015] The present invention also provides a compressor, including a shell, in which a crankcase, an upper support, a connecting rod, a piston, a stator, a rotor, an oil suction pipe assembly and the above-mentioned crankshaft are arranged. The crankcase is fixed on the shell, the upper support is embedded in a fixing hole provided at the upper end of the crankcase, the long shaft is inserted into the crankshaft hole provided at the crankcase, and the short shaft is inserted into the inner hole provided at the upper support; the stator is fixed at the lower end of the crankcase, the rotor is provided in the stator and can rotate relative to the stator, the lower part of the long shaft passes through the central inner hole of the rotor and is fixedly connected to the rotor, and a part of the upper end of the oil suction pipe assembly is pressed into the upper oil channel at the lower part of the crankshaft; one end of the connecting rod is connected to the piston placed in the piston cavity of the crankcase, and the crank can push the connecting rod to reciprocate.

[0016] The beneficial effects of the present invention are as follows: the present invention adopts a porous oiling structure to ensure sufficient oiling of the crankshaft, and a first oiling hole, a second oiling hole and a third oiling hole are provided between the short shaft and the long shaft to connect the two. The first oiling hole ensures sufficient oiling at the short shaft, and the second oiling hole ensures sufficient oiling at the crank. In this way, the crank and the short shaft are lubricated and an oil film is formed in time, so that excessive wear of the short shaft and the crank is avoided, and the reliability of the compressor is guaranteed; the third oiling hole is connected to the air outlet hole at the neck of the crank, so that the refrigerant gas in the lubricating oil is effectively separated, and at the same time, excessive oil leakage during the oil delivery process is avoided, and the phenomenon of roughening caused by the destruction of the oil film at the moving friction pair at the short shaft and crank position due to the large amount of refrigerant released is effectively avoided; thereby, the crankshaft can be supplied with sufficient oil when it runs at high torque and high speed and is in harsh environmental conditions, thereby ensuring lubrication between the moving pairs, reducing accidents such as roughening at the short shaft and crank position of the crankshaft, and improving the reliability of the compressor. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A diagram schematically showing the crankshaft structure of the present invention;

[0018] Figure 2 The second diagram is a schematic diagram of the crankshaft structure of the present invention;

[0019] Figure 3 A schematic side view of the crankshaft according to the present invention;

[0020] Figure 4 A second schematic side view of the crankshaft according to the present invention;

[0021] Figure 5 Take the top view of the crankshaft;

[0022] Figure 6 This is a schematic cross-sectional view of the first oiling channel of the crankshaft according to the present invention;

[0023] Figure 7 This is a schematic cross-sectional view of the second oil supply channel of the crankshaft according to the present invention;

[0024] Figure 8 This is a schematic cross-sectional view of the third oil supply channel of the crankshaft according to the present invention;

[0025] Figure 9 It is a structural schematic diagram of the compressor of the present invention.

[0026] The markings in the figure are: 1. crankshaft; 2. upper support; 3. connecting rod; 4. piston; 5. crankcase; 6. stator; 7. rotor; 8. oil suction pipe assembly; 9. refrigeration oil; 11. long shaft; 12. crank neck; 13. crank; 14. short shaft; 15. first oiling hole; 16. second oiling hole; 17. third oiling hole; 18. oiling channel; 11a, third oil outlet; 11b, third spiral oil groove; 11c, oil storage tank; 12a, air outlet; 13a, second oil outlet; 13b, second spiral oil groove; 14a, first oil outlet; 14b, first spiral oil groove. DETAILED DESCRIPTION

[0027] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "top", "bottom", "front side", "rear side", "back side", etc. is based on the orientation or positional relationship shown in the accompanying drawings, or is the orientation or positional relationship in which the product of the invention is usually placed when in use, or is the orientation or positional relationship commonly understood by those skilled in the art. Such terms 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 orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used to distinguish descriptions and cannot be understood as indicating or implying relative importance. In this article, "parallel", "perpendicular", etc. are not strict mathematical and / or geometric limitations, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0028] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0029] See also Figures 1 to 5The crankshaft for a large-displacement compressor of the present invention includes a short shaft 14, a long shaft 11, and a crank 13 arranged between the short shaft 14 and the long shaft 11. The portion between the long shaft 11 and the crank 13 is a crank neck 12. An oiling channel 18 is arranged in the interior of the lower part of the long shaft 11 along its axial direction. The short shaft 14 and the long shaft 11 are arranged coaxially, and the crank 13 is arranged offset from the axis of the long shaft 11. The end surface of the short shaft 14 is provided with a first oiling through hole 15, a second oiling through hole 16, and a third oiling through hole 17 offset from the axis of the short shaft 14. The first oiling through hole 15, the second oiling through hole 16, and the third oiling through hole 17 are provided. 17 extend into the long shaft 11 and communicate with the oil supply channel 18; a first spiral oil groove 14b is provided on the outer periphery of the short shaft 14, and a first oil outlet hole 14a is provided in the short shaft 14 to connect the first oil supply through hole 15 with the first spiral oil groove 14b; a second spiral oil groove 13b is provided on the outer periphery of the crank 13, and a second oil outlet hole 13a is provided in the crank 13 to connect the second oil supply through hole 16 with the second spiral oil groove 13b; a third spiral oil groove 11b is provided on the upper periphery of the long shaft 11 to connect with the oil supply channel 18; the curved neck 12 is provided with an air outlet hole 12a connected to the third through hole. Preferably, the air outlet hole 12a is provided at the lowest end of the curved neck 12. The refrigeration oil needs to rise to the top of the compressor core. The refrigeration oil mixed with gas will reduce the density of the oil, affecting the oil climbing and oil supply speed and height. Designing the air outlet hole 12a at the lowest end of the curved neck 12 can discharge the gas in time to reduce the impact of the gas on the refrigeration oil.

[0030] Large-displacement, light-duty commercial compressors have a relatively high movement, resulting in a high oiling height on crankshaft 1. At the moment the compressor starts, the single oil passageway, due to its small aperture, is unable to drain and oil the gaseous refrigerant, and is unable to immediately lubricate the crankshaft and short shaft to form an oil film. This can lead to friction and seizure, resulting in jamming. During operation, insufficient oil supply to the crankshaft and short shaft causes an unstable oil film and excessive wear. Oiling is performed through multiple oiling holes, and oil outlet holes are provided on short shaft 14 and crankshaft 13, respectively, to ensure sufficient oiling and avoid excessive wear on crankshaft 13 and short shaft 14. Furthermore, since large-displacement, light-duty commercial compressors are filled with a relatively large amount of refrigerant, a large amount of refrigerant is mixed during the oiling process on crankshaft 1. Under the harsh operating conditions of commercial compressors, if the problem of gas-liquid separation of lubricating oil containing a large amount of refrigerant is not properly solved, a stable oil film cannot be formed on the crankshaft friction pair, ultimately leading to abnormal wear and failure of the crankshaft friction pair. Exhaust is carried out through the third oil supply hole 17 and the air outlet hole 12a connected thereto, so that the refrigerant gas in the lubricating oil is effectively separated, while avoiding excessive oil leakage during the oil transportation process, and effectively avoiding the phenomenon of roughening caused by the destruction of the oil film at the moving friction pair of the short shaft 14 and the crank 13 due to the large amount of refrigerant released.

[0031] Specifically, the first oiling through hole 15, the second oiling through hole 16 and the third oiling through hole 17 are arranged in sequence counterclockwise along the end face of the short shaft 14, and the first oiling through hole 15, the second oiling through hole 16 and the third oiling through hole 17 are all arranged parallel to the axis of the short shaft 14. On the one hand, interference between the through holes during the oiling process is avoided, and on the other hand, processing is facilitated. In one embodiment of the present invention, the first oiling through hole 15, the second oiling through hole 16 and the third oiling through hole 17 deviate from the axis of the short shaft 14 by 6 to 8 mm, and the hole diameter is 3 to 5 mm.

[0032] Specifically, an oil storage tank 11 b is provided on the top of the long shaft 11 , and the oil storage tank 11 b is arranged in a ring shape along the outer circumference of the long shaft 11 so that the crankshaft can be fully oiled during the oiling process.

[0033] Specifically, the first oil outlet hole 14a, the second oil outlet hole 13a, and the air outlet hole 12a are all arranged perpendicular to the axis of the long shaft 11 and located in the centrifugal direction of the crankshaft rotation to facilitate oil and air discharge.

[0034] Specifically, the connecting ends of the curved neck 12, the crank 13 and the long shaft 11 are respectively provided with arc connection parts. The crank is used to solve the assembly process problem with the connecting rod in the compressor. Preferably, the curved neck 12 is on the side close to the central axis of the long and short shafts, and the curved neck 12 extends from the upper end to the long shaft 11 with a circular surface of approximately 1 / 3 of the outer diameter of the crank 13 retreat groove on the side close to the central axis of the crank 13. The curved neck 12 is a circular surface of approximately 1 / 3 extending from the upper end of the long shaft 11 to the lower end surface of the crank 13 on the side close to the central axis of the crank 13. The circular surface is an arc with the axis of the long shaft 11 as the center and a radius greater than the radius of the long shaft 11 as the radius. The two approximately 1 / 3 circular surfaces form a cylinder, and the length of the cylinder is determined by the displacement of the compressor, that is, it is determined by factors such as the cylinder diameter of the crankcase 5 and the wall thickness of the connecting rod 2.

[0035] Specifically, the first spiral oil groove 14b, the second spiral oil groove 13b and the third spiral oil groove 11b are all configured as trapezoidal grooves.

[0036] Specifically, the third spiral oil groove 11 b is provided between the top end of the long shaft 11 and the middle portion of the long shaft 11 .

[0037] See also Figure 9The compressor of the present invention is a large-displacement, lightweight commercial compressor, comprising a crankshaft 1, an upper support 2, a connecting rod 3, a piston 4, a crankcase 5, a stator 6, a rotor 7, an oil suction pipe assembly 8, and a sealed housing. The crankcase 5 is fixed to the housing, with a major shaft 11 inserted into a crankshaft hole in the crankcase 5, the upper support 2 inserted into a fixing hole at the upper end of the crankcase 5, and a minor shaft 14 inserted into the inner hole of the upper support 2. Under the action of the upper and lower supports, the crankshaft 1 can freely rotate about the axis of the major shaft 11 and minor shaft 14. The stator 6 is fixed to the lower end of the crankcase, and the rotor 7 is disposed within the stator 6 and rotatable relative to the stator 6. The lower portion of the major shaft 11 passes through the central inner hole of the rotor 7 and is fixedly connected to the rotor 7. A portion of the upper end of the oil suction pipe assembly 8 is pressed into a hole 18 at the lower end of the crankshaft 1, and a portion of the lower end of the oil suction pipe assembly 8 is immersed in the refrigeration oil 9. When the compressor is operating, the stator 6 provides power to the rotor 7, which in turn drives the crankshaft 1. Because the axis of the crank throw 13 is offset from the axis of the long axis 11, the crankshaft 1, supported by upper and lower supports, rotates the crank throw 13, which pushes the piston 4 to reciprocate through the connecting rod 3. This compression and expansion process inhales and exhausts the gaseous refrigerant, thereby completing the circulation process of the entire refrigeration system. During the operation of the compressor, sliding friction occurs between the various components. At this time, the refrigeration oil 9 is pumped onto the crankshaft 1 along the inner wall of the bore under the centrifugal force of the oil suction pipe assembly (which contains oil vanes) 8. It then passes through various oil passages to reach the various parts of the compressor that require lubrication.

[0038] In the above structure, a part of the upper end of the oil suction pipe assembly 8 is fixed to the bottom end of the crankshaft 1 and its axial center line coincides with the axial center line of the long axis 11. A part of the lower end of the oil suction pipe assembly 8 is inserted into the refrigeration oil 9. When pumping oil, the rotor 7 rotates at high speed, driving the crankshaft 1 and the oil suction pipe assembly 8 to rotate at high speed. The oil suction pipe assembly 8 generates a rotational centrifugal force in the refrigeration oil 9. Under the action of the oiling blades in the oil suction pipe assembly 8, the refrigeration oil 9 can rise evenly along the surrounding walls of the oil suction pipe assembly 8 and the oiling channel 18 of the long axis 11.

[0039] See also Figure 3 and Figure 4 During the oiling process of the long shaft 11, under the action of the oiling blades in the oil suction pipe assembly 8, the oil rises evenly along the walls of the oil suction pipe assembly 8 and the oiling channel 18 to the oil outlet 11a of the long shaft 11, enters the third spiral oil groove 11b through the oil outlet 11a, and then continues to rise into the oil storage tank 11c on the long shaft. When the oil storage tank 11c is full of oil, the refrigeration oil continues to flow along the third spiral oil groove 11b to the top of the long shaft 11 to discharge the oil. In order to ensure that the rolling friction pair of the contact part of the long shaft 11 and the lower support of the crankcase 5 can achieve the lubrication effect of normal operation and not waste excess oil, a vertical outer surface is set. or The oil outlet hole is preferred The oil outlet hole, the third spiral oil groove 11b is also preferably selected with a trapezoidal cross-section, a top length of 1.3mm, a bottom length of 3.0mm, a depth of 0.5mm, and a pitch of 71mm. An oil storage tank 11c is added in the middle of the supporting contact part under the long axis 11 to ensure sufficient oil pressure lubrication of the moving friction pair, and at the same time make the liquid refrigerant mixed in the refrigeration oil fully evaporate and vaporize, along the third spiral oil groove 11b to the top of the long axis 11, and then discharged, to avoid as much as possible the liquid refrigerant from entering and vaporizing in the moving friction pair, which will lead to the destruction of the oil film and cause the phenomenon of hair pulling.

[0040] See also Figure 3 and Figure 6 During the oiling process of the short shaft 14, the axis center of the first oiling hole 15 is offset from the axis center of the long shaft 11. When pumping oil, the refrigeration oil continues to rise along the oiling channel 18 and enters the first oiling hole 15. Similarly, under the action of centrifugal force, the refrigeration oil rises along the inner surface wall of the first oiling hole to the first oil outlet hole 14a on the short shaft 14, enters the first spiral oil groove 14b through the first oil outlet hole 14a, and then continues to rise to the top of the short shaft 14 for oil discharge. While the oiling channel 18 ensures a sufficient amount of oil, the first oiling hole 15 effectively provides a continuous and stable oil supply to the moving friction pair at the upper support 2 with a large height difference, ensuring sufficient lubrication of the moving friction pair at the contact point between the upper support 2 and the short shaft 14. At the same time, it ensures a vertical escape channel for the gaseous refrigerant in the refrigeration oil, avoiding the formation of gas and blood that destroys the stable oil film.

[0041] See also Figure 4 and Figure 7 During the oiling process of the crank 13, the axis center of the second oiling hole 16 is offset from the axis center of the long axis 11. When pumping oil, the refrigeration oil continues to rise along the oiling channel 18 and enters the second oiling hole 16. At the same time, under the same principle, the refrigeration oil rises along the inner surface wall of the second oiling hole 16 to the second oil outlet hole 13a on the crank 13, enters the second spiral oil groove 13b through the second oil outlet hole 13a, and then continues to rise to the top of the crank 13 to discharge the oil. Under the action of centrifugal force, the refrigeration oil splashes to The combined unit of the piston 4 and the connecting rod 3 is lubricated; similarly, the second oiling hole 16 ensures sufficient lubrication of the moving friction pair while ensuring that the gaseous refrigerant in the refrigeration oil escapes vertically. In order to ensure that the moving friction pair of the connecting rod and the crank contact part is fully lubricated to avoid the gaseous refrigerant from destroying the stable oil film; in order to ensure that the combined unit of the piston 4 and the connecting rod 3 is fully lubricated, the second oiling hole 16 is required to be larger than the other oiling holes, so the crank 13 is provided with an oil outlet hole 13a. The cross section of the second spiral groove 13b is trapezoidal, with a top length of 1.3 mm, a bottom length of 3.8 mm, a depth of 0.6 mm, and a pitch of 85 mm.

[0042] See also Figure 2 and Figure 8 The cavity volume of the oil passage 18 of the long shaft 11 is relatively large, and the refrigeration oil enters the various oil passages of the compressor through the oil passage 18, so that the various friction moving pairs of the compressor are immediately and fully lubricated, forming an oil film to avoid excessive wear caused by dry friction. During the compressor oil pumping process, the refrigeration oil is mixed with a large amount of refrigerant and bubbles and is sucked into the cavity of the oil passage 18 of the long shaft 11. A part of the refrigerant gas rises along the first oil through hole 15 and the second oil through hole 16. Since the density of the refrigeration oil is greater than that of the refrigerant, it is also thicker than other gases. The refrigeration oil containing refrigerant enters the third oil through hole 17 and continues to rise to the air outlet 12a on the curved neck. The refrigeration oil mixed with refrigerant bubbles passes through the air outlet 12a on the curved neck for exhaust and oil leakage. In order to ensure the gas-liquid separation of the third oil through hole 17 and not to waste excess oil, it is preferred to The air outlet hole allows the refrigeration oil after filtering the gas to continue to reach the end of the short shaft 14 along the third oiling through hole 17, and splash onto the outer surfaces of components such as the housing and the crankcase 5 under the action of centrifugal force to achieve a cooling effect.

[0043] The above is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A crankshaft for a large displacement compressor, comprising a short shaft (14), a long shaft (11), and a crank throw (13) disposed between the short shaft (14) and the long shaft (11), wherein an oiling passage (18) is disposed in the long shaft (11) along its axial direction, and characterized in that: The short shaft (14) and the long shaft (11) are coaxially arranged, and the crank (13) is arranged offset from the axis of the long shaft (11); the end surface of the short shaft (14) is provided with a first oiling through hole (15), a second oiling through hole (16) and a third oiling through hole (17) offset from the axis of the short shaft (14); the first oiling through hole (15), the second oiling through hole (16) and the third oiling through hole (17) all extend into the long shaft (11) and are connected to the oiling channel (18); A first spiral oil groove (14b) is provided on the outer periphery of the short shaft (14), a first oil outlet hole (14a) is provided in the short shaft (14) for connecting the first oiling through hole (15) with the first spiral oil groove (14b), a second spiral oil groove (13b) is provided on the outer periphery of the crank (13), a second oil outlet hole (13a) is provided in the crank (13) for connecting the second oiling through hole (16) with the second spiral oil groove (13b), and a third spiral oil groove (11b) is provided on the outer periphery of the upper portion of the long shaft (11) for connecting with the oiling channel (18); a portion between the long shaft (11) and the crank (13) is a crank neck (12), and the crank neck (12) is provided with an air outlet hole (12a) connected to the third oiling through hole (17).

2. The crankshaft for a large displacement compressor according to claim 1, characterized in that: The first oiling through hole (15), the second oiling through hole (16) and the third oiling through hole (17) are arranged in sequence in a counterclockwise direction along the end surface of the short shaft (14), and the first oiling through hole (15), the second oiling through hole (16) and the third oiling through hole (17) are all arranged parallel to the axis of the short shaft (14).

3. The crankshaft for a large displacement compressor according to claim 1, characterized in that: An oil storage tank (11c) is provided at the top of the long shaft (11), and the oil storage tank (11c) is arranged in a ring shape along the outer circumference of the long shaft (11).

4. The crankshaft for a large displacement compressor according to claim 1, characterized in that: The first oil outlet hole (14a), the second oil outlet hole (13a), and the air outlet hole (12a) are all arranged perpendicular to the axis of the long axis (11).

5. The crankshaft for a large displacement compressor according to claim 1, characterized in that: The connecting ends of the curved neck (12), the crank (13) and the long axis (11) are respectively provided with arc surface connecting portions.

6. The crankshaft for a large displacement compressor according to claim 1, characterized in that: The first spiral oil groove (14b), the second spiral oil groove (13b) and the third spiral oil groove (11b) are all configured as trapezoidal grooves.

7. The crankshaft for a large displacement compressor according to claim 1, characterized in that: The first oiling through hole (15), the second oiling through hole (16) and the third oiling through hole (17) are separated from the axis of the short axis (14) by a distance of 6 to 8 mm, and the hole diameter is 3 to 5 mm.

8. The crankshaft for a large displacement compressor according to claim 1, wherein: The third spiral oil groove (11b) is provided between the top end of the long shaft (11) and the middle portion of the long shaft (11).

9. The crankshaft for a large displacement compressor according to claim 1, characterized in that: The aperture of the second oiling through hole (16) is larger than the apertures of the second oiling through hole (16) and the third oiling through hole (17).

10. A compressor, characterized in that: The invention comprises a shell, wherein a crankcase (5), an upper support (2), a connecting rod (3), a piston (4), a stator (6), a rotor (7), an oil suction pipe assembly (8) and a crankshaft according to any one of claims 1 to 9 are arranged in the shell, the crankcase (5) is fixed to the shell, the upper support (2) is embedded in a fixing hole provided at the upper end of the crankcase (5), the long shaft (11) is inserted into the crankshaft hole provided in the crankcase (5), and the short shaft (14) is inserted into the inner hole provided in the upper support (2); the stator (6) is fixed to the lower end of the crankcase (5), the rotor (7) is arranged in the stator (6) and can rotate relative to the stator (6), the lower part of the long shaft (11) passes through the central inner hole of the rotor (7) and is fixedly connected to the rotor (7), and a part of the upper end of the oil suction pipe assembly (8) is pressed into the upper oil channel (18) at the lower part of the crankshaft; one end of the connecting rod (3) is connected to the piston (4) placed in the piston chamber of the crankcase (5), and the crank (13) can push the connecting rod (3) to do reciprocating motion.

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