Drive structure and compressor having the same

Abstract

The application provides a driving structure and a compressor with the same. The driving structure comprises a crankshaft and a flange, the flange is sleeved on the crankshaft, and the driving structure further comprises: a spacing part 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, so as to form a separation space between the crankshaft and the flange; wherein the spacing part is multiple, and the multiple spacing parts are arranged at intervals along the axis direction of the crankshaft. The application solves the problem that the contact area between the crankshaft and the flange in the driving structure in the prior art is too large, thereby increasing the loss of the crankshaft and the flange.

Description

Technical Field

[0001] This invention relates to the field of compressor drive structure technology, and more specifically, to a drive structure and a compressor having the same. Background Technology

[0002] A crankshaft generally includes a main shaft, a countershaft, and an eccentric shaft positioned between the main shaft and the countershaft. When the main shaft and the countershaft rotate, they drive the eccentric shaft to perform eccentric rotational motion, thereby achieving periodic action.

[0003] In a rotary compressor, rollers are sealed to the inner cylinder and vanes, dividing the inner cylinder cavity into an intake chamber and an exhaust chamber. An eccentric shaft drives the rollers to rotate eccentrically periodically, causing the volume of the intake chamber and compressor chamber to increase periodically to achieve intake and decrease periodically to achieve exhaust.

[0004] The crankshaft is mainly subjected to gas pressure and flange support force. In order to provide sufficient force and safety margin, the main shaft and auxiliary shaft are generally increased in diameter. However, this leads to an increase in the contact area between the crankshaft and the flange, and the friction area increases accordingly. This increases the surface temperature of the wear pair and the wasted energy, which will dilute the lubricating oil and reduce the thickness of the oil film. The thicker crankshaft will also increase the mass of the crankshaft and increase unnecessary wear. Summary of the Invention

[0005] The main objective of this invention is to provide a drive structure and a compressor having the same, in order to solve the problem that the contact area between the crankshaft and the flange in the drive structure of the prior art is too large, which leads to increased wear on the crankshaft and the flange.

[0006] To achieve the above objectives, according to one aspect of the present invention, a drive structure is provided, including a crankshaft and a flange, the flange being sleeved on the crankshaft. The drive structure further includes: a spacer portion disposed on the crankshaft and / or the flange, at least a portion of the spacer portion being recessed relative to the shaft surface of the crankshaft, and / or at least a portion of the spacer portion being recessed relative to the inner surface of the flange, to form a separation space between the crankshaft and the flange; wherein there are multiple spacers, and the multiple spacers are spaced apart along the axial direction of the crankshaft.

[0007] Furthermore, the spacer is disposed on the crankshaft, and the spacer includes: a cutting end face disposed on the crankshaft, the cutting end face being recessed relative to the shaft surface of the crankshaft toward the axis of the crankshaft, and the partition space being disposed 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 disposed opposite to each other, the first end and the second end being respectively connected to the shaft surface of the crankshaft.

[0008] Furthermore, 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 included 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, with a spacer portion disposed on the main shaft section. The drive structure also includes rollers and a cylinder. The rollers are sleeved on the eccentric shaft section and located between the eccentric shaft section and the cylinder. The outer diameter of the rollers is d. r The inner diameter of the cylinder is d. h The diameter of the main shaft segment is d, the distance between the centerline of the eccentric shaft segment and the centerline of the main shaft segment is e, and the maximum recess depth of the cutting end face relative to the main shaft segment 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 that are interconnected, and multiple spacers include: a first spacer section disposed on the main shaft section; and a second spacer section disposed on the secondary shaft section.

[0011] Furthermore, the crankshaft includes: a main shaft section and an eccentric shaft section connected to each other, the eccentric shaft section protruding toward a first side of the main shaft section, the main shaft section including: a first shaft section, a second shaft section and a third shaft section connected to each other, the first shaft section being connected to the eccentric shaft section; and a plurality of spacers including: a third spacer, disposed on the first shaft section and disposed toward the first side; and a fourth spacer, disposed on the third shaft section and disposed away from the first side.

[0012] Furthermore, the plurality of spacers also includes: a fifth spacer, disposed on the second shaft segment, the fifth spacer being recessed relative to the surface of the second shaft segment, the fifth spacer extending along the axial direction of the second shaft segment; the fifth spacer being disposed around the second shaft segment; or, the fifth spacers being spaced apart along the circumferential direction of the second shaft segment.

[0013] Furthermore, the flange includes a first flange, and the crankshaft includes a main shaft section, an eccentric shaft section, and a secondary shaft section connected to each other, with the eccentric shaft section protruding toward a first side of the main shaft section; the first flange is sleeved on the main shaft section, and the first flange includes a first connecting section and a free section, with the first connecting section connected to the eccentric shaft section; the plurality of spacers include: a sixth spacer, disposed on the first connecting section, located on the first side of the main shaft section; and a seventh spacer, disposed on the free section, located on the second side of the main shaft section, with the first side and the second side being opposite to each other.

[0014] Furthermore, the flange also includes: a second flange, which is sleeved on the secondary shaft section, and the multiple spacers also include: an eighth spacer, which is disposed on the second flange and is located on the first side of the main shaft section.

[0015] According to another aspect of the present invention, a compressor is provided, including a housing and a drive structure, wherein the drive structure is disposed within the housing and is the drive structure described above.

[0016] According to the technical solution of this invention, the drive structure includes a crankshaft and a flange, with the flange fitted onto the crankshaft. The drive structure also includes a spacer portion disposed on the crankshaft and / or the flange. At least a portion of the spacer portion is recessed relative to the crankshaft's shaft surface, and / or at least a portion of the spacer portion is recessed relative to the flange's inner surface, to form a separation space between the crankshaft and the flange. Multiple spacers are provided, spaced apart along the crankshaft's axial direction. The recessed design of the spacer portion reduces the contact area between the crankshaft's shaft surface and the flange's inner surface, thereby reducing friction between them, decreasing heat and wear generated by friction, and improving the efficiency and lifespan of the drive structure. The separation space formed between the crankshaft and the flange can serve as a storage and flow channel for lubricating oil, improving the uniformity and flowability of lubricating oil distribution between the crankshaft and the flange, further reducing friction and wear, and improving lubrication. The spacer portion design helps to form a more stable oil film during compressor operation, better maintaining the dynamic balance between the crankshaft and the flange, and improving the stability and reliability of the drive structure. By reducing wasted effort (friction work), improving lubrication, reducing weight, and enhancing oil film stability, the drive structure becomes more efficient in operation, reducing energy consumption and improving the overall performance of the compressor. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

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

[0019] Figure 2 It shows that according to Figure 1 A cross-sectional view of the first embodiment of the AA surface;

[0020] Figure 3 It shows that according to Figure 1 A cross-sectional view of the second embodiment of the AA surface;

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

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

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

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

[0025] Figure 8 It shows that according to Figure 1 A cross-sectional view of the second embodiment of the CC surface;

[0026] Figure 9 A schematic diagram of a second embodiment of the drive structure according to the present invention is shown;

[0027] Figure 10 It shows that according to Figure 9 DD section view.

[0028] The above figures 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 section; 301, Separating space; 302, Cutting end face; 303, First end; 304, Second end; 310, First spacer section; 320, Second spacer section; 330, Third spacer section; 340, Fourth spacer section; 350, Fifth spacer section; 360, Sixth spacer section; 370, Seventh spacer section; 380, Eighth spacer section; 400, Roller; 500, Cylinder. Detailed Implementation

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] As mentioned in the background section, in existing compressor crankshaft structures, the crankshaft is mainly subjected to gas pressure and flange support force. In order to provide sufficient force and safety margin, the diameters of the main shaft and auxiliary shaft in the crankshaft are generally increased. This increases the mass of the crankshaft and the contact area between the crankshaft and the flange, resulting in an increased friction area, increased wasted energy and surface temperature of the wear pair, diluted lubricating oil, reduced oil film thickness, and increased wear on the crankshaft structure. Therefore, in view of the above-mentioned technical problems, in the drive structure of this application, a spacer 300 is provided on the crankshaft 100 and / or the flange 200. At least a portion of the spacer 300 is recessed relative to the shaft 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. This forms a separation space 301 between the crankshaft 100 and the flange 200, which helps to reduce 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 of friction, increasing the thickness of the oil film, reducing the mass of the crankshaft, reducing the moment of inertia, and thus reducing frictional work loss.

[0032] Please refer to Figures 1 to 10 This application provides a drive structure including a crankshaft 100 and a flange 200, the flange 200 being sleeved on the crankshaft 100. The drive structure further includes a spacer 300 disposed on the crankshaft 100 and / or the flange 200, at least a portion of the spacer 300 being recessed relative to the shaft surface 101 of the crankshaft 100, and / or at least a portion of the spacer 300 being recessed relative to the inner surface 201 of the flange 200, 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.

[0033] The drive structure provided in this application includes a crankshaft 100 and a flange 200, with the flange 200 sleeved on the crankshaft 100. The drive structure also includes a spacer 300 disposed on the crankshaft 100 and / or the flange 200. At least a portion of the spacer 300 is recessed relative to the shaft 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, to form a separation space 301 between the crankshaft 100 and the flange 200. Multiple spacers 300 are provided, spaced apart along the axial direction of the crankshaft 100. The recessed design of the spacer 300 reduces the contact area between the shaft surface 101 of the crankshaft 100 and the inner surface 201 of the flange 200, thereby reducing the friction between them, reducing heat and wear generated by friction, and improving the efficiency and lifespan of the drive structure. The partition space 301 formed between the crankshaft 100 and the flange 200 serves as a storage and flow channel for lubricating oil, improving the uniformity and flowability of lubricating oil distribution between the crankshaft 100 and the flange 200, further reducing friction and wear, and improving lubrication performance. The design of the partition 300 helps to form a more stable oil film during compressor operation, better maintaining the dynamic balance between the crankshaft 100 and the flange 200, and improving the stability and reliability of the drive structure. By reducing wasted work (friction work), improving lubrication, reducing weight, and enhancing oil film stability, the drive structure becomes more efficient during operation, reducing energy consumption and improving the overall performance of the compressor.

[0034] In the first embodiment provided in this application, such as Figures 1 to 8As shown, a spacer 300 is disposed on the crankshaft 100. The spacer 300 includes a slitting end face 302 disposed on the crankshaft 100. The slitting end face 302 is recessed relative to the shaft surface 101 of the crankshaft 100 and toward the axial direction of the crankshaft 100. A partition space 301 is disposed between the slitting end face 302 and the flange 200. The slitting end face 302 is a planar or curved surface and includes a first end 303 and a second end 304 disposed opposite to each other. The first end 303 and the second end 304 are respectively connected to the shaft surface 101 of the crankshaft 100. By providing the slitting end face 302 and the partition space 301 on the crankshaft, some 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, thereby creating a certain gap between the crankshaft 100 and the flange 200, which reduces the contact area between the crankshaft 100 and the flange 200. When the cutting end face 302 is flat, the separation space 301 is larger. When the cutting end face 302 is curved, it is more conducive to guiding the lubricating oil and increasing the lubrication area compared to a flat surface. By controlling the shape and depth of the recess (i.e., the shape of the cutting end face 302 and the positions of the first end 303 and the second end 304), the stress distribution of the crankshaft can be adjusted, improving its stability and reliability.

[0035] In one embodiment provided in this application, such as Figure 2 As shown, the cutting end face 302 is a plane, which facilitates machining and allows direct cutting of the shaft surface 101 to form the cutting end face 302.

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

[0037] In practical implementation, the plane between the first end 303 and the axis of the crankshaft 100 is the first plane, and the plane between the second end 304 and the axis of the crankshaft 100 is the second plane. The included angle between the first and second planes is α; α ≤ 100°. Limiting the range of the included 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 lubrication and reducing friction and wear. By controlling the included angle α between the planes at both ends of the spacer 300, the formation and maintenance of the oil film can be optimized, ensuring good stability of the oil film within this angle range, which helps to improve the dynamic balance of the drive structure and reduce vibration and noise. By precisely 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, reducing unnecessary structural weight, reducing rotational inertia, and improving energy efficiency and power responsiveness. The combined effect of the above design is to improve the reliability of the drive structure. By reducing wear, improving lubrication, and optimizing thermal management, it ensures that the compressor can maintain stable and efficient performance even during long-term operation.

[0038] This application 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, thereby enhancing oil film stability, reducing heat generation, optimizing structural strength and weight distribution, and ultimately improving the reliability and adaptability of the drive structure.

[0039] In this application, the crankshaft 100 includes a main shaft section 110 and an eccentric shaft section 120 connected to each other. A spacer 300 is disposed on the main shaft section 110. The drive structure further includes a roller 400 and a cylinder 500. The roller is sleeved on the eccentric shaft section 120 and located between the eccentric shaft section 120 and the cylinder 500. 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 segment 110 is d, the distance between the centerline of the eccentric shaft segment 120 and the centerline of the main shaft segment 110 is e, and the maximum recess depth of the cutting end face 302 relative to the main shaft segment 110 is p; d h / 2-d r / 2-e≤p≤d / 10. By limiting the maximum recess depth p of the slit end face 302 relative to the main shaft section 110, sufficient clearance is ensured to reduce friction, and efficiency loss caused by excessive clearance is avoided, thus achieving energy-saving operation of the compressor. By precisely controlling the recess depth p of the interval section 300, an appropriate oil film thickness is ensured between the crankshaft 100 and the flange 200, which helps maintain 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. Multiple spacers 300 include: a first spacer 310 disposed on the main shaft section 110; and a second spacer 320 disposed on the secondary shaft section 130. The separation space formed by the first spacer 310 and the second spacer 320 can serve as a storage and flow channel for lubricating oil, optimizing the distribution and flow of the lubricating oil, improving lubrication, reducing wear, and extending the service life of the crankshaft and flange. By providing spacers 300 on the less stressed main shaft section 110 and secondary shaft section 130, unnecessary material is removed, reducing the weight of the crankshaft 100, decreasing rotational inertia, and improving the compressor's responsiveness and power performance. Reducing friction and improving lubrication conditions helps control the surface temperature between different sections of the crankshaft, avoids overheating, optimizes the compressor's thermal management strategy, and improves operational stability. Although some material is removed, through precise structural design and accurate force analysis, the crankshaft 100 ensures sufficient strength and rigidity in critical stress areas (such as the eccentric shaft section 120) to maintain its safe operation.

[0041] Furthermore, the crankshaft 100 includes: a main shaft section 110 and an eccentric shaft section 120 connected to each other, the eccentric shaft section 120 protruding towards a first side of the main shaft section 110, the main shaft section 110 including: a first shaft section 111, a second shaft section 112 and a third shaft section 113 connected to each other, the first shaft section 111 being connected to the eccentric shaft section 120; a plurality of spacers 300 including: a third spacer 330 disposed on the first shaft section 111 and disposed towards the first side; a fourth spacer 340 disposed on the third shaft section 113 and disposed away from the first side. By providing spacers 300 in different parts of the main shaft section 110, the force distribution of the crankshaft 100 during rotation can be optimized in a targeted manner. The third spacer 330 disposed on the first shaft section 111, away from the side of the eccentric shaft section 120, helps to disperse and reduce the reverse force generated when the eccentric shaft section 120 rotates, improving the overall stability and reliability of the crankshaft. The specific arrangement of the third interval 330 and the fourth interval 340 helps to achieve dynamic balance of the crankshaft 100 during rotation, reduces vibration and noise during operation, and improves the smoothness and efficiency of compressor operation.

[0042] In this application, as Figures 4 to 6As shown, the plurality of spacers 300 further includes a fifth spacer 350, disposed on the second shaft segment 112. The fifth spacer 350 is recessed relative to the surface of the second shaft segment 112 and extends 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 spacer 350 is spaced apart 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 flanges or other mating 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 serve as a storage and flow channel for lubricating oil, which helps to improve the uniformity and flow of lubricating oil distribution between the second shaft segment 112 and mating parts, forming a more stable oil film, further improving the lubrication effect, and reducing the coefficient of friction. The placement of the fifth spacer 350 in a less stressed area reduces the weight of the crankshaft and the moment of inertia, which helps to improve the compressor's response speed and energy efficiency.

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

[0044] In another embodiment provided in this application, such as Figure 9 and Figure 10As shown, flange 200 includes a first flange 210, and crankshaft 100 includes a main shaft section 110, an eccentric shaft section 120, and a secondary shaft section 130 connected to each other. The eccentric shaft section 120 protrudes towards a first side of the main shaft section 110. The first flange 210 is sleeved on the main shaft section 110 and includes a first connecting section 211 and a free section 212. The first connecting section 211 is connected to the eccentric shaft section 120. Multiple spacers 300 include: a sixth spacer 360 disposed on the first connecting section 211, located on a first side of the main shaft section 110; and a seventh spacer 370 disposed on the free section 212, located on a second side of the main shaft section 110, with the first and second sides opposite each other. The arrangement of the sixth spacer 360 and the seventh spacer 370 reduces direct contact between the first flange 210 and the crankshaft 100, especially at the position where the eccentric shaft section 120 protrudes towards the first side. The recessed design of these spacers effectively reduces the friction area, minimizes frictional energy loss, reduces wear, and extends the service life of components. The partition spaces 301 in the spacer design act as additional storage and flow channels for lubricating oil. As 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 lubrication efficiency and cooling effect. This helps maintain a low temperature at the crankshaft-flange contact surface, preventing some materials from diluting the lubricating oil due to high temperatures, thus reducing the oil film thickness and strength. The special design of the spacers helps form a stable oil film between the crankshaft 100 and the first flange 210, especially in the areas where the eccentric shaft section 120 contacts the first connecting section 211 and the secondary shaft section 130 contacts the free section 212. The formation of a stable oil film improves the dynamic balance of the mechanical contact surfaces and enhances the reliability of the drive structure. By setting intervals at different locations on the first flange 210, the supporting force and friction force on the crankshaft 100 during rotation can be controlled more precisely, making the crankshaft more evenly stressed, avoiding local overload, and improving the stability and reliability of the pump body assembly.

[0045] Flange 200 further includes a second flange 220, which is fitted onto the auxiliary shaft section 130. The plurality of spacers 300 further include an eighth spacer 380, disposed on the second flange 220, located on the first side of the main shaft section 110. The eighth spacer 380, by forming a separation space between the second flange 220 and the auxiliary shaft section 130, reduces the direct contact area between them, lowers friction and wear, extends the service life of the drive structure, and reduces maintenance costs. The second flange 220 has a second connecting section that connects to the eccentric shaft section 120. The eighth spacer 380, disposed on the second connecting section, helps to reduce structural weight, decrease rotational inertia, and improve compressor responsiveness and energy efficiency.

[0046] This application also provides a compressor, including a housing and a drive structure, wherein the drive structure is disposed within the housing and is the drive structure described in the above embodiment.

[0047] In practical applications, such as Figure 1 As shown, the crankshaft is mainly subjected to gas force F0 and supporting forces F11, F12, and F21, resulting in different stresses at corresponding locations (shaded diagram). To provide sufficient forces F11, F12, and F21 and a safety margin, the main shaft and countershaft are generally designed to be relatively thick. This increases the friction area, increases wasted energy and surface temperature of the wear pairs, and dilutes the lubricating oil, reducing the oil film thickness. The thickened crankshaft also increases its mass, leading to unnecessary wear. This application addresses this by providing a spacing section 300, which helps reduce the friction area and friction energy loss; reduces friction temperature rise and increases oil film thickness; reduces crankshaft mass and moment of inertia; and the cut-off portion increases oil passage channels, improving lubrication.

[0048] Pump body components such as Figure 1 This includes, but is not limited to, cylinders, rollers, flanges, and crankshafts. The specifications for these components can be one or more. A cylinder has an internal cavity with connecting intake and exhaust channels. Rollers, installed within the cylinder cavity, rotate periodically under the drive of the crankshaft, periodically increasing the cylinder cavity volume to draw in gas and decreasing it to expel gas. Flanges are installed on the two end faces of the cylinder to constrain the crankshaft's movement and provide support. A crankshaft consists of a main shaft, an eccentric section, and a secondary shaft. The main shaft and secondary shaft are installed with the flange to constrain the crankshaft's movement and provide support. The eccentric section is installed with the rollers to constrain their movement and provide power support.

[0049] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0050] The drive structure provided in this application includes a crankshaft 100 and a flange 200, with the flange 200 sleeved on the crankshaft 100. The drive structure also includes a spacer 300 disposed on the crankshaft 100 and / or the flange 200. At least a portion of the spacer 300 is recessed relative to the shaft 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, to form a separation space 301 between the crankshaft 100 and the flange 200. Multiple spacers 300 are provided, spaced apart along the axial direction of the crankshaft 100. The recessed design of the spacer 300 reduces the contact area between the shaft surface 101 of the crankshaft 100 and the inner surface 201 of the flange 200, thereby reducing the friction between them, reducing heat and wear generated by friction, and improving the efficiency and lifespan of the drive structure. The partition space 301 formed between the crankshaft 100 and the flange 200 serves as a storage and flow channel for lubricating oil, improving the uniformity and flowability of lubricating oil distribution between the crankshaft 100 and the flange 200, further reducing friction and wear, and improving lubrication performance. The design of the partition 300 helps to form a more stable oil film during compressor operation, better maintaining the dynamic balance between the crankshaft 100 and the flange 200, and improving the stability and reliability of the drive structure. By reducing wasted work (friction work), improving lubrication, reducing weight, and enhancing oil film stability, the drive structure becomes more efficient during operation, reducing energy consumption and improving the overall performance of the compressor.

[0051] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0052] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0053] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0054] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0055] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0056] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A drive structure comprising a crankshaft (100) and a flange (200), the flange (200) being sleeved on the crankshaft (100), characterized in that, The driving structure also includes: A spacer (300) is provided on the crankshaft (100), at least a portion of the spacer (300) being recessed relative to the shaft surface (101) of the crankshaft (100) to form a separation space (301) between the crankshaft (100) and the flange (200). There are multiple spacers (300), and the multiple spacers (300) are spaced apart along the axial direction of the crankshaft (100); The crankshaft (100) includes a main shaft section (110), an eccentric shaft section (120), and a secondary shaft section (130) connected to each other. The plurality of spacers (300) include a second spacer (320), a third spacer (330), a fourth spacer (340), and a fifth spacer (350). The second spacer (320) is disposed on the secondary shaft section (130). The eccentric shaft segment (120) protrudes toward a first side of the main shaft segment (110), and the main shaft segment (110) includes: 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) disposed on the first shaft segment (111) and disposed toward a direction away from the first side; and a fourth spacer (340) disposed on the third shaft segment (113) and disposed toward the first side. The plurality of said 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), the fifth spacer (350) extending along the axial direction of the second shaft segment (112); the fifth spacer (350) being disposed around the second shaft segment (112); or, the fifth spacer (350) being spaced apart along the circumferential direction of the second shaft segment (112); The spacer (300) includes: A cutting end face (302) is disposed on the crankshaft (100). The cutting end face (302) is recessed relative to the shaft surface (101) of the crankshaft (100) toward the axial direction of the crankshaft (100). The partition space (301) is disposed between the cutting end face (302) and the flange (200). The driving structure also includes: A roller (400) and a cylinder (500) are provided, wherein the roller is sleeved on the eccentric shaft section (120) and located between the eccentric shaft section (120) and the cylinder (500), the outer diameter of the roller (400) is dr, the inner diameter of the cylinder (500) is dh, 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 recess depth of the cutting end face (302) relative to the main shaft section (110) is p; dh / 2-dr / 2-e≤p≤d / 10.

2. The driving structure according to claim 1, characterized in that, The slitting end face (302) is a plane or a curved surface. The slitting end face (302) includes a first end (303) and a second end (304) arranged opposite to each other. 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 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°。 4. A compressor, comprising a housing and a drive structure, wherein the drive structure is disposed within the housing, characterized in that, The driving structure is the driving structure according to any one of claims 1 to 3.

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