Driving structure and compressor with same

Abstract

The invention provides a driving structure and a compressor with the same, the driving structure comprises a crankshaft and a flange, the flange sleeves the crankshaft, the driving structure further comprises a spacing part, the spacing part is arranged on the crankshaft and / or the flange, at least part of the spacing part is recessed relative to the shaft surface of the crankshaft, and / or at least part of the spacing part is recessed relative to the inner surface of the flange, and the spacing part is arranged on the crankshaft and / or the flange. A partition space is formed between the crankshaft and the flange; the number of the interval parts is multiple, and the multiple interval parts are arranged at intervals in the axis direction of the crankshaft. The driving structure solves the problem that the contact area between a crankshaft and a flange in a driving structure in the prior art is too large, so that the loss of the crankshaft and the flange is increased.

Description

Technical Field

[0001] The present invention relates to the technical field of compressor drive structures, and in particular to a drive structure and a compressor having the same. Background Art

[0002] The crankshaft generally includes a main shaft, a secondary shaft, and an eccentric shaft arranged between the main shaft and the secondary shaft. When the main shaft and the secondary shaft rotate, the eccentric shaft is driven to perform eccentric rotational motion to achieve periodic motion.

[0003] In a rotary compressor, the rollers are sealed with the inner circle of the cylinder and the sliding vanes to divide the inner circle of the cylinder into an intake chamber and an exhaust chamber. The eccentric shaft drives the rollers to rotate periodically, so that the volume of the intake chamber and the compressor chamber increases periodically to achieve intake and decreases periodically to achieve exhaust.

[0004] Among them, the crankshaft is mainly affected by gas pressure and flange support force. In order to provide sufficient force and safety margin, the main shaft and the secondary shaft are generally realized by increasing the diameter; however, this leads to an increase in the contact area between the crankshaft and the flange, and the friction area increases accordingly, increasing the useless work and the surface temperature of the wear pair, which will dilute the lubricating oil and reduce the thickness of the oil film; the thickened crankshaft will also increase the mass of the crankshaft and increase unnecessary losses. Summary of the invention

[0005] The main purpose of the present invention is to provide a drive structure and a compressor having the same, so as to solve the problem that the contact area between the crankshaft and the flange in the drive structure in the prior art is too large, resulting in increased losses of the crankshaft and the flange.

[0006] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, a driving structure is provided, including a crankshaft and a flange, wherein the flange is sleeved on the crankshaft, and the driving structure also includes: a spacer, which is arranged on the crankshaft and / or the flange, at least a part of the spacer is recessed relative to the axial surface of the crankshaft, and / or at least a part of the spacer is recessed relative to the inner surface of the flange, so as to form a separation space between the crankshaft and the flange; wherein there are a plurality of spacers, and the plurality of spacers are spaced apart along the axial direction of the crankshaft.

[0007] Furthermore, the spacer portion is arranged on the crankshaft, and the spacer portion includes: a cutting end face, which is arranged on the crankshaft, the cutting end face is recessed toward the axial direction of the crankshaft relative to the axial surface of the crankshaft, and the separation space is arranged between the cutting end face and the flange; the cutting end face is a plane or a curved surface, and the cutting end face includes a first end and a second end which are arranged opposite to each other, and the first end and the second end are respectively connected to the axial surface of the crankshaft.

[0008] Further, the plane between the first end and the axis of the crankshaft is the first plane, the plane between the second end and the axis of the crankshaft is the second plane, and the angle between the first plane and the second plane is α; α≤100°.

[0009] Furthermore, the crankshaft includes a main shaft section and an eccentric shaft section connected to each other, the spacer is arranged on the main shaft section, and the driving structure also includes: a roller and a cylinder, the roller is sleeved on the eccentric shaft section and located between the eccentric shaft section and the cylinder, and the outer diameter of the roller is d r , the inner diameter of the cylinder is d h , the diameter of the main shaft section is d, the distance between the axis centerline of the eccentric shaft section and the axis centerline of the main shaft section is e, and the maximum concave depth of the cutting end face relative to the main shaft section is p; d h / 2-d r / 2-e≤p≤d / 10.

[0010] Furthermore, the crankshaft includes: a main shaft section, an eccentric shaft section and a secondary shaft section which are connected to each other, and the plurality of spacers include: a first spacer which is arranged on the main shaft section; and a second spacer which is arranged on the secondary shaft section.

[0011] Further, the crankshaft includes: a main shaft section and an eccentric shaft section connected to each other, the eccentric shaft section protrudes toward the first side direction of the main shaft section, the main shaft section includes: a first shaft section, a second shaft section and a third shaft section connected to each other, the first shaft section is connected to the eccentric shaft section; a plurality of spacers include: a third spacer, arranged on the first shaft section and arranged toward the first side direction; a fourth spacer, arranged on the third shaft section and arranged away from the first side direction.

[0012] Furthermore, the multiple spacers also include: a fifth spacer, which is arranged on the second shaft segment, the fifth spacer is recessed relative to the surface of the second shaft segment, and the fifth spacer extends along the axial direction of the second shaft segment; the fifth spacer is arranged around the second shaft segment; or the fifth spacer is arranged at intervals along the circumferential direction of the second shaft segment.

[0013] Further, the flange includes a first flange, the crankshaft includes a main shaft section, an eccentric shaft section and a secondary shaft section which are connected to each other, and the eccentric shaft section protrudes toward the first side direction of the main shaft section; the first flange is sleeved on the main shaft section, the first flange includes a first connecting section and a free section, and the first connecting section is connected to the eccentric shaft section; the multiple spacers include: a sixth spacer, which is arranged on the first connecting section, and the sixth spacer is located on the first side of the main shaft section; a seventh spacer, which is arranged on the free section, and the seventh spacer is located on the second side of the main shaft section, and the first side is arranged opposite to the second side.

[0014] Furthermore, the flange further includes: a second flange, which is sleeved on the secondary shaft section, and the plurality of spacers further include: an eighth spacer, which is arranged on the second flange, and the eighth spacer is located on the first side of the primary shaft section.

[0015] According to another aspect of the present invention, a compressor is provided, comprising a body and a driving structure, wherein the driving structure is arranged in the body, and the driving structure is the above-mentioned driving structure.

[0016] The technical solution of the present invention is applied, and the driving structure includes a crankshaft and a flange, the flange is sleeved on the crankshaft, and the driving structure also includes a spacer, which is arranged on the crankshaft and / or the flange, and at least part of the spacer is recessed relative to the axial surface of the crankshaft, and / or at least part of the spacer is recessed relative to the inner surface of the flange, so as to form a separation space between the crankshaft and the flange; wherein, there are multiple spacers, and the multiple spacers are spaced along the axial direction of the crankshaft. The recessed design of the spacer reduces the contact area between the axial surface of the crankshaft and the inner surface of the flange, thereby reducing the friction between the two, reducing the heat and wear generated by friction, and improving the efficiency and life of the driving structure. The separation space formed between the crankshaft and the flange can be used as a storage and flow channel for lubricating oil, improving the distribution uniformity and fluidity of the lubricating oil between the crankshaft and the flange, further reducing friction and wear, and improving the lubrication effect. The design of the spacer helps to form a more stable oil film when the compressor is running, which can better maintain the dynamic balance between the crankshaft and the flange, and improve the stability and reliability of the driving structure. By reducing useless work (friction work), improving lubrication, reducing weight and enhancing oil film stability, the drive structure is made more efficient in operation, reducing energy consumption and improving the overall performance of the compressor. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] 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:

[0018] Figure 1 A schematic structural diagram showing a first embodiment of a driving structure according to the present invention is shown;

[0019] Figure 2 Shown according to Figure 1 A cross-sectional view of the first embodiment of the AA plane;

[0020] Figure 3 Shown according to Figure 1 A cross-sectional view of the second embodiment of the AA plane;

[0021] Figure 4 Shown according to Figure 1 A cross-sectional view of the first embodiment of the BB surface;

[0022] Figure 5 Shown according to Figure 1 A cross-sectional view of the second embodiment of the BB surface;

[0023] Figure 6 Shown according to Figure 1 A cross-sectional view of the third embodiment of the BB surface;

[0024] Figure 7 Shown according to Figure 1 A cross-sectional view of the first embodiment of the CC plane;

[0025] Figure 8 Shown according to Figure 1 A cross-sectional view of the second embodiment of the CC plane;

[0026] Fig. 9 A schematic structural diagram showing a second embodiment of a driving structure according to the present invention is shown;

[0027] Fig.10 Shown according to Fig. 9 DD section view.

[0028] The above drawings include the following reference numerals:

[0029] 100, crankshaft; 101, shaft surface; 110, main shaft section; 111, first shaft section; 112, second shaft section; 113, third shaft section; 120, eccentric shaft section; 130, secondary shaft section; 200, flange; 201, inner surface; 210, first flange; 211, first connecting section; 212, free section; 220, second flange; 300, spacer; 301, partition space; 302, cutting end face; 303, first end; 304, second end; 310, first spacer; 320, second spacer; 330, third spacer; 340, fourth spacer; 350, fifth spacer; 360, sixth spacer; 370, seventh spacer; 380, eighth spacer; 400, roller; 500, cylinder. DETAILED DESCRIPTION

[0030] 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.

[0031] As mentioned in the background technology, in the existing compressor crankshaft structure, the crankshaft is mainly affected by gas pressure and the supporting force of the flange. In order to provide sufficient force and safety margin, the diameters of the main shaft and the secondary shaft in the crankshaft are generally increased, which increases the mass of the crankshaft and the contact area between the crankshaft and the flange, resulting in an increase in the friction area, increasing useless work and the surface temperature of the wear pair, diluting the lubricating oil, reducing the thickness of the oil film, and increasing the loss of the crankshaft structure. Therefore, in order to solve the above technical problems, in the driving structure of the present application, a spacer 300 is provided on the crankshaft 100 and / or the flange 200, and at least a portion of the spacer 300 is recessed relative to the axial surface 101 of the crankshaft 100, and / or at least a portion of the spacer 300 is recessed relative to the inner surface 201 of the flange 200, thereby forming a separation space 301 between the crankshaft 100 and the flange 200, which is beneficial to reducing the contact area between the crankshaft 100 and the flange 200, thereby reducing the contact area between the crankshaft 100 and the flange 200, reducing the temperature rise caused by friction, increasing the thickness of the oil film, reducing the mass of the crankshaft, reducing the moment of inertia, and thus reducing the friction work loss.

[0032] Please refer to Figures 1 to 10 The present application provides a driving structure, including a crankshaft 100 and a flange 200, wherein the flange 200 is sleeved on the crankshaft 100, and the driving structure further includes: a spacer 300, which is arranged on the crankshaft 100 and / or the flange 200, wherein at least a portion of the spacer 300 is recessed relative to the axial surface 101 of the crankshaft 100, and / or at least a portion of the spacer 300 is recessed relative to the inner surface 201 of the flange 200, so as to form a separation space 301 between the crankshaft 100 and the flange 200; wherein there are a plurality of spacers 300, and the plurality of spacers 300 are spaced apart along the axial direction of the crankshaft 100.

[0033] According to the driving structure provided by the present application, it includes a crankshaft 100 and a flange 200, the flange 200 is sleeved on the crankshaft 100, and the driving structure also includes a spacer 300, which is arranged on the crankshaft 100 and / or the flange 200, at least part of the spacer 300 is recessed relative to the axial surface 101 of the crankshaft 100, and / or at least part of the spacer 300 is recessed relative to the inner surface 201 of the flange 200, so as to form a separation space 301 between the crankshaft 100 and the flange 200; wherein, there are multiple spacers 300, and the multiple spacers 300 are spaced apart along the axial direction of the crankshaft 100. The recessed design of the spacer 300 reduces the contact area between the axial surface 101 of the crankshaft 100 and the inner surface 201 of the flange 200, thereby reducing the friction between the two, reducing the heat and wear generated by the friction, and improving the efficiency and life of the driving structure. The separation space 301 formed between the crankshaft 100 and the flange 200 can be used as a storage and flow channel for lubricating oil, which improves the distribution uniformity and fluidity of the lubricating oil between the crankshaft 100 and the flange 200, further reduces friction and wear, and improves the lubrication effect. The design of the spacer 300 helps to form a more stable oil film when the compressor is running, which can better maintain the dynamic balance between the crankshaft 100 and the flange 200, and improve the stability and reliability of the drive structure. By reducing useless work (friction work), improving lubrication, reducing weight and enhancing oil film stability, the drive structure is made more efficient during operation, energy consumption is reduced, and the overall performance of the compressor is improved.

[0034] In the first embodiment provided in this application, Figures 1 to 8As shown, the spacer 300 is arranged on the crankshaft 100, and the spacer 300 includes: a split end surface 302, which is arranged on the crankshaft 100, and the split end surface 302 is recessed toward the axial direction of the crankshaft 100 relative to the axial surface 101 of the crankshaft 100, and the separation space 301 is arranged between the split end surface 302 and the flange 200; the split end surface 302 is a plane or a curved surface, and the split end surface 302 includes a first end 303 and a second end 304 arranged opposite to each other, and the first end 303 and the second end 304 are respectively connected to the axial surface 101 of the crankshaft 100. By arranging the split end surface 302 and the separation space 301 on the crankshaft, part of the material is removed, thereby reducing the weight of the crankshaft, reducing the moment of inertia, and improving the response speed and efficiency of the compressor. A separation space 301 is formed at the notch, so that a certain distance is generated between the crankshaft 100 and the flange 200, thereby reducing the contact area between the crankshaft 100 and the flange 200. When the cutting end face 302 is a plane, the separation space 301 is larger. When the cutting end face 302 is a curved surface, it is more conducive to guiding the lubricating oil and increasing the lubrication area compared to a plane. By controlling the shape and depth of the depression (i.e., the shape of the cutting end face 302 and the positions of the first end 303 and the second end 304), the force distribution of the crankshaft can be adjusted to improve its stability and reliability.

[0035] In one embodiment provided in the present application, Figure 2 As shown, the slitting end face 302 is a plane, which is convenient for processing. The shaft surface 101 can be directly cut to form the slitting end face 302 .

[0036] In another embodiment provided in the present application, Figure 3 As shown, the cutting end surface 302 is a curved surface, preferably an arcuate surface, so that the arcuate cutting end surface 302 can be used to guide the lubricating oil, thereby increasing the lubrication area.

[0037] In a specific implementation, the plane between the first end 303 and the axis of the crankshaft 100 is the first plane, the plane between the second end 304 and the axis of the crankshaft 100 is the second plane, and the angle between the first plane and the second plane is α; α≤100°. Limiting the range of the angle α helps to design a more reasonable lubrication path, ensuring that the lubricating oil can be more effectively distributed and flowed between the crankshaft 100 and the flange 200, thereby improving the lubrication effect and reducing friction and wear. By controlling the plane angle α at both ends of the spacer 300, the formation and maintenance of the oil film can be optimized, ensuring that the oil film has good stability within the angle range, which helps to improve the dynamic balance of the drive structure and reduce vibration and noise. By accurately designing the shape and position of the spacer 300, the structural strength and weight distribution of the crankshaft 100 and the flange 200 can be optimized, unnecessary structural weight can be reduced, the moment of inertia can be reduced, and energy efficiency and power responsiveness can be improved. The comprehensive effect of the above design is to improve the reliability of the drive structure, and by reducing wear, improving lubrication, and optimizing thermal management, it is ensured that the compressor can still maintain stable and efficient performance under long-term operation.

[0038] The present application not only optimizes the distribution and flow of lubricating oil and improves the lubrication effect by limiting the plane angle α between the two ends of the spacer 300 and the axis of the crankshaft 100, but also enhances the oil film stability, reduces heat generation, optimizes the structural strength and weight distribution, and ultimately improves the reliability and adaptability of the drive structure.

[0039] In the present application, the crankshaft 100 includes a main shaft section 110 and an eccentric shaft section 120 connected to each other, the spacer 300 is arranged on the main shaft section 110, and the driving structure further includes: a roller 400 and a cylinder 500, the roller is sleeved on the eccentric shaft section 120 and is located between the eccentric shaft section 120 and the cylinder 500, and the outer diameter of the roller 400 is d r , the inner diameter of cylinder 500 is d h , the diameter of the main shaft section 110 is d, the distance between the axis of the eccentric shaft section 120 and the axis of the main shaft section 110 is e, and the maximum recessed depth of the cutting end surface 302 relative to the main shaft section 110 is p; d h / 2-d r / 2-e≤p≤d / 10. By limiting the maximum recess depth p of the split end surface 302 relative to the main shaft section 110, not only sufficient clearance is ensured to reduce friction, but also efficiency loss caused by excessive clearance is avoided, thereby achieving energy-saving operation of the compressor. By precisely controlling the recess depth p of the spacer 300, the appropriate thickness of the oil film between the crankshaft 100 and the flange 200 is ensured, which helps to maintain a stable oil film support and further improves the stability and reliability of the drive structure.

[0040] Specifically, the crankshaft 100 includes: a main shaft section 110, an eccentric shaft section 120 and a secondary shaft section 130 connected to each other, and a plurality of spacers 300 include: a first spacer 310, which is arranged on the main shaft section 110; and a second spacer 320, which is arranged on the secondary shaft section 130. The separation space formed by the first spacer 310 and the second spacer 320 can be used as a storage and flow channel for lubricating oil, optimizes the distribution and fluidity of lubricating oil, improves the lubrication effect, reduces wear, and prolongs the service life of the crankshaft and flange. By arranging the spacers 300 on the main shaft section 110 and the secondary shaft section 130, which are subjected to less force, unnecessary materials are removed, the weight of the crankshaft 100 is reduced, the moment of inertia is reduced, and the responsiveness and power performance of the compressor are improved. Reducing friction and improving lubrication conditions help to control the surface temperature between the crankshaft sections, avoid overheating, optimize the compressor's thermal management strategy, and improve operational stability. Although some materials are removed, precise structural design and accurate force analysis ensure that the crankshaft 100 has sufficient strength and rigidity at key stress-bearing locations (such as the eccentric shaft section 120) to maintain its safe operation.

[0041] Further, the crankshaft 100 includes: a main shaft section 110 and an eccentric shaft section 120 connected to each other, the eccentric shaft section 120 protrudes toward the first side direction of the main shaft section 110, and the main shaft section 110 includes: a first shaft section 111, a second shaft section 112 and a third shaft section 113 connected to each other, and the first shaft section 111 is connected to the eccentric shaft section 120; a plurality of spacers 300 include: a third spacer 330, which is arranged on the first shaft section 111 and arranged toward the first side direction; a fourth spacer 340, which is arranged on the third shaft section 113 and is arranged away from the first side direction. By arranging the spacers 300 at different parts of the main shaft section 110, the force distribution of the crankshaft 100 during the rotation process can be optimized in a targeted manner. The third spacer 330 is arranged on the first shaft section 111, away from the side of the eccentric shaft section 120, which helps to disperse and reduce the reverse force generated when the eccentric shaft section 120 rotates, thereby improving the overall stability and reliability of the crankshaft. The specific arrangement of the third spacer 330 and the fourth spacer 340 helps to achieve dynamic balance of the crankshaft 100 during rotation, reduces vibration and noise during operation, and improves the operational stability and efficiency of the compressor.

[0042] In this application, if Figures 4 to 6As shown, the plurality of spacers 300 further include: a fifth spacer 350, which is arranged on the second shaft segment 112, the fifth spacer 350 is recessed relative to the surface of the second shaft segment 112, and the fifth spacer 350 extends along the axial direction of the second shaft segment 112; the fifth spacer 350 is arranged around the second shaft segment 112; or, the fifth spacer 350 is arranged at intervals along the circumferential direction of the second shaft segment 112. The recessed design of the fifth spacer 350 reduces the contact area between the second shaft segment 112 and the flange or other matching parts, thereby reducing friction and wear, reducing energy loss, and improving the efficiency of the drive structure. The space formed by the fifth spacer 350 can be used as a storage and flow channel for lubricating oil, which helps to improve the uniformity and fluidity of the distribution of lubricating oil between the second shaft segment 112 and the matching parts, forming a more stable oil film, further improving the lubrication effect, and reducing the friction coefficient. The fifth spacer 350 is arranged at a less stressed part, which reduces the weight of the crankshaft, reduces the moment of inertia, and helps to improve the response speed and energy efficiency of the compressor.

[0043] The auxiliary shaft segment 130 includes a fourth shaft segment, a fifth shaft segment and a sixth shaft segment which are connected to each other, and a spacer 300 is respectively provided on the fourth shaft segment and the sixth shaft segment.

[0044] In another embodiment provided in the present application, Fig. 9 and Fig.10As shown, the flange 200 includes a first flange 210, the crankshaft 100 includes a main shaft section 110, an eccentric shaft section 120 and a secondary shaft section 130 connected to each other, and the eccentric shaft section 120 protrudes toward the first side direction of the main shaft section 110; the first flange 210 is sleeved on the main shaft section 110, and the first flange 210 includes a first connecting section 211 and a free section 212, and the first connecting section 211 is connected to the eccentric shaft section 120; a plurality of spacers 300 include: a sixth spacer 360, which is arranged on the first connecting section 211, and the sixth spacer 360 is located on the first side of the main shaft section 110; a seventh spacer 370, which is arranged on the free section 212, and the seventh spacer 370 is located on the second side of the main shaft section 110, and the first side is arranged opposite to the second side. The arrangement of the sixth spacer 360 and the seventh spacer 370 reduces the direct contact between the first flange 210 and the crankshaft 100, especially the position where the eccentric shaft section 120 protrudes toward the first side direction. The recessed design of these spacers can effectively reduce the friction area, reduce the friction work loss, reduce wear and extend the service life of the components. The separation space 301 designed by the spacer serves as an additional storage and flow channel for lubricating oil. When the crankshaft 100 rotates, the lubricating oil can be more evenly distributed between the crankshaft and the flange through these spaces, forming a better oil film, improving the lubrication efficiency and cooling effect, helping to maintain the low temperature state of the contact surface between the crankshaft and the flange, preventing some materials from diluting the lubricating oil due to high temperature, and reducing the thickness and strength of the oil film. The special design of the spacer helps to form a stable oil film between the crankshaft 100 and the first flange 210, especially in the area where the eccentric shaft section 120 contacts the first connecting section 211 and the area where the auxiliary shaft section 130 contacts the free section 212. The formation of a stable oil film improves the dynamic balance of the mechanical contact surface and enhances the reliability of the drive structure. By providing spacers at different locations on the first flange 210, the supporting force and friction force exerted on the crankshaft 100 during rotation can be more precisely controlled, so that the force on the crankshaft is more balanced, local overload is avoided, and the stability and reliability of the pump assembly are improved.

[0045] The flange 200 further includes: a second flange 220, which is sleeved on the secondary shaft section 130, and the plurality of spacers 300 further includes: an eighth spacer 380, which is arranged on the second flange 220, and the eighth spacer 380 is located on the first side of the main shaft section 110. The eighth spacer 380 forms a separation space between the second flange 220 and the secondary shaft section 130, thereby reducing the direct contact area between the two, reducing friction and wear, extending the service life of the drive structure, and reducing maintenance costs. The second flange 220 has a second connecting section connected to the eccentric shaft section 120, and the eighth spacer 380 is arranged on the second connecting section, which helps to reduce the structural weight, reduce the moment of inertia, and improve the responsiveness and energy efficiency of the compressor.

[0046] The present application also provides a compressor, including a body and a driving structure, wherein the driving structure is arranged in the body, and the driving structure is the driving structure of the above embodiment.

[0047] In actual application, Figure 1 As shown, the crankshaft is mainly affected by the gas force F0 and the supporting forces F11, F12 and F21, and different stresses exist in the corresponding parts (shaded diagram). In order to provide sufficient forces and safety margins of F11, F12 and F21, the main shaft and the secondary shaft are generally designed to be thicker, which increases the friction area, increases the surface temperature of the useless work and the wear pair, dilutes the lubricating oil and reduces the thickness of the oil film; the thickened crankshaft will also increase the mass of the crankshaft and increase unnecessary losses. The present application is conducive to reducing the friction area and friction work loss by setting the spacer 300; reducing the temperature rise of friction and increasing the thickness of the oil film; reducing the mass of the crankshaft and reducing the moment of inertia; the cut part can increase the passage of the oil circuit and improve the lubrication effect.

[0048] Pump body components such as Figure 1 , including but not limited to cylinders, rollers, flanges and crankshafts, the data of parts can be 1 or more. The cylinder has a cavity inside, and the cavity has connected intake and exhaust channels; the roller is installed in the cylinder cavity, and performs periodic rotary compressor motion driven by the crankshaft, and periodically increases the volume of the cylinder cavity to inhale gas and decreases it to exhaust gas; the flange is installed on the two end faces of the cylinder to constrain the movement of the crankshaft and provide support for the crankshaft. The crankshaft consists of a main shaft, an eccentric part and a secondary shaft. The main shaft and the secondary shaft are installed in conjunction with the flange to constrain the movement of the crankshaft and provide support for the crankshaft; the eccentric part is installed in conjunction with the roller to constrain the movement of the roller and provide power support for the roller.

[0049] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0050] According to the driving structure provided by the present application, it includes a crankshaft 100 and a flange 200, the flange 200 is sleeved on the crankshaft 100, and the driving structure also includes a spacer 300, which is arranged on the crankshaft 100 and / or the flange 200, at least part of the spacer 300 is recessed relative to the axial surface 101 of the crankshaft 100, and / or at least part of the spacer 300 is recessed relative to the inner surface 201 of the flange 200, so as to form a separation space 301 between the crankshaft 100 and the flange 200; wherein, there are multiple spacers 300, and the multiple spacers 300 are spaced apart along the axial direction of the crankshaft 100. The recessed design of the spacer 300 reduces the contact area between the axial surface 101 of the crankshaft 100 and the inner surface 201 of the flange 200, thereby reducing the friction between the two, reducing the heat and wear generated by the friction, and improving the efficiency and life of the driving structure. The separation space 301 formed between the crankshaft 100 and the flange 200 can be used as a storage and flow channel for lubricating oil, which improves the distribution uniformity and fluidity of the lubricating oil between the crankshaft 100 and the flange 200, further reduces friction and wear, and improves the lubrication effect. The design of the spacer 300 helps to form a more stable oil film when the compressor is running, which can better maintain the dynamic balance between the crankshaft 100 and the flange 200, and improve the stability and reliability of the drive structure. By reducing useless work (friction work), improving lubrication, reducing weight and enhancing oil film stability, the drive structure is made more efficient during operation, energy consumption is reduced, and the overall performance of the compressor is improved.

[0051] 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.

[0052] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present invention. Meanwhile, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, and therefore, once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0053] 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.

[0054] 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.

[0055] 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 numbers used in this way can be interchanged 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.

[0056] 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 driving structure, comprising a crankshaft (100) and a flange (200), wherein the flange (200) is sleeved on the crankshaft (100), characterized in that: The driving structure also includes: a spacer (300) disposed on the crankshaft (100) and / or the flange (200), wherein at least a portion of the spacer (300) is recessed relative to an axial surface (101) of the crankshaft (100), and / or at least a portion of the spacer (300) is recessed relative to an inner surface (201) of the flange (200), so as to form a separation space (301) between the crankshaft (100) and the flange (200); There are a plurality of the spacers (300), and the plurality of spacers (300) are arranged at intervals along the axial direction of the crankshaft (100).

2. The driving structure according to claim 1, characterized in that: The spacer (300) is arranged on the crankshaft (100), and the spacer (300) comprises: A split end surface (302) is arranged on the crankshaft (100), the split end surface (302) is recessed relative to the axial surface (101) of the crankshaft (100) toward the axial center direction of the crankshaft (100), and the separation space (301) is arranged between the split end surface (302) and the flange (200); The slitting end surface (302) is a plane or a curved surface, and comprises a first end (303) and a second end (304) that are arranged opposite to each other, and the first end (303) and the second end (304) are respectively connected to the shaft surface (101) of the crankshaft (100).

3. The driving structure according to claim 2, characterized in that: The plane between the first end (303) and the axis of the crankshaft (100) is a first plane, the plane between the second end (304) and the axis of the crankshaft (100) is a second plane, and the angle between the first plane and the second plane is α; α≤100°。 4. The driving structure according to claim 3, characterized in that: The crankshaft (100) comprises a main shaft section (110) and an eccentric shaft section (120) connected to each other, the spacer (300) is arranged on the main shaft section (110), and the driving structure further comprises: A roller (400) and a cylinder (500), wherein the roller is sleeved on the eccentric shaft section (120) and is located between the eccentric shaft section (120) and the cylinder (500), and the outer diameter of the roller (400) is d r The inner diameter of the cylinder (500) is d h , the diameter of the main shaft section (110) is d, the distance between the axis centerline of the eccentric shaft section (120) and the axis centerline of the main shaft section (110) is e, and the maximum recessed depth of the cutting end surface (302) relative to the main shaft section (110) is p; d h / 2-d r / 2-e≤p≤d / 10。 5. The driving structure according to claim 1, characterized in that: The crankshaft (100) comprises: a main shaft section (110), an eccentric shaft section (120) and a secondary shaft section (130) which are connected to each other, and the plurality of spacer parts (300) comprise: A first spacer (310) is arranged on the main shaft section (110); The second spacer (320) is arranged on the secondary shaft section (130).

6. The driving structure according to claim 1, characterized in that: The crankshaft (100) comprises: a main shaft section (110) and an eccentric shaft section (120) connected to each other, wherein the eccentric shaft section (120) protrudes toward a first side of the main shaft section (110), and the main shaft section (110) comprises: A first shaft segment (111), a second shaft segment (112) and a third shaft segment (113) connected to each other, wherein the first shaft segment (111) is connected to the eccentric shaft segment (120); The plurality of spacers (300) include: A third spacer (330) is disposed on the first shaft segment (111) and is disposed toward the first side direction; A fourth spacer (340) is arranged on the third shaft segment (113) and in a direction away from the first side.

7. The driving structure according to claim 6, characterized in that: The plurality of spacers (300) further include: a fifth spacer (350) disposed on the second shaft segment (112), the fifth spacer (350) being recessed relative to the surface of the second shaft segment (112), and the fifth spacer (350) extending along the axial direction of the second shaft segment (112); The fifth spacer (350) is disposed around the second shaft segment (112); or, The fifth spacers (350) are arranged at intervals along the circumferential direction of the second shaft segment (112).

8. The driving structure according to claim 1, characterized in that: The flange (200) comprises a first flange (210); the crankshaft (100) comprises a main shaft section (110), an eccentric shaft section (120) and a secondary shaft section (130) which are connected to each other, and the eccentric shaft section (120) protrudes toward a first side direction of the main shaft section (110); the first flange (210) is sleeved on the main shaft section (110), the first flange (210) comprises a first connecting section (211) and a free section (212), and the first connecting section (211) is connected to the eccentric shaft section (120); the plurality of spacer parts (300) comprise: a sixth spacer (360) disposed on the first connecting section (211), the sixth spacer (360) being located on a first side of the main shaft section (110); A seventh spacer (370) is arranged on the free section (212), and the seventh spacer (370) is located on the second side of the main shaft section (110), and the first side is arranged opposite to the second side.

9. The driving structure according to claim 8, characterized in that: The flange (200) further comprises: a second flange (220), wherein the second flange (220) is sleeved on the auxiliary shaft section (130), and the plurality of spacers (300) further comprises: An eighth spacer (380) is disposed on the second flange (220), and the eighth spacer (380) is located on the first side of the main shaft section (110).

10. A compressor, comprising a body and a driving structure, wherein the driving structure is arranged in the body, and characterized in that: The driving structure is the driving structure according to any one of claims 1 to 9.

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