Crankshaft, compressor and refrigeration equipment

Abstract

The invention provides a crankshaft, a compressor and refrigeration equipment. The crankshaft is used for the compressor and comprises a shaft body, a phosphate coating and a solid lubricant coating. The surface of the shaft body comprises at least one assembling face, and a piston or a bearing of the compressor can be installed on the at least one assembling face. The phosphate coating is arranged on at least partial area of the assembly surface; the solid lubricant coating is arranged on at least part of the surface of the phosphate coating; wherein the solid lubricant coating comprises resin and lubricant powder, the lubricant powder is mixed with the resin, and the lubricant powder is molybdenum disulfide powder and / or tungsten disulfide powder. The solid lubricant coating comprises resin and lubricant powder, the lubricant powder is molybdenum disulfide powder and / or tungsten disulfide powder, and the lubricant powder is mixed with the resin, so that the lubricating effect of the solid lubricant coating on the crankshaft is ensured, and meanwhile, the solid lubricant coating can be more stably attached to the surface of the crankshaft; therefore, the lubricating effect of the solid lubricant coating on the crankshaft is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of refrigeration equipment, and in particular to a crankshaft, a compressor and a refrigeration equipment. Background Art

[0002] At present, in the related technology, the compressor includes a crankshaft, a piston and a cylinder. The crankshaft is provided with an eccentric part, and the piston is sleeved in the eccentric part. The crankshaft can drive the piston to move in the cylinder, thereby realizing the compression of the refrigerant. However, since the eccentric part exists in the process of the crankshaft rotating, the eccentric part causes the crankshaft to have an eccentric centrifugal force when rotating, which will cause the local wear of the crankshaft to be larger, thereby reducing the service life of the crankshaft. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] To this end, a first aspect of the present invention provides a crankshaft.

[0005] A second aspect of the present invention provides a compressor.

[0006] A third aspect of the present invention provides a refrigeration device.

[0007] In view of this, a first aspect of the present invention provides a crankshaft, which is used for a compressor, and the crankshaft includes a shaft body, a phosphating layer and a solid lubricant coating; the surface of the shaft body includes at least one assembly surface, and the piston or bearing of the compressor can be installed on the at least one assembly surface; the phosphating layer is arranged on at least a portion of the assembly surface; the solid lubricant coating is arranged on at least a portion of the surface of the phosphating layer; wherein the solid lubricant coating includes a resin and a lubricant powder, the lubricant powder is mixed with the resin, and the lubricant powder is molybdenum disulfide powder and / or tungsten disulfide powder.

[0008] The crankshaft provided in the present application includes a solid lubricant coating, which is arranged on at least part of the surface of the phosphating layer. During the operation of the compressor, the solid lubricant can improve the friction coefficient of the friction pair, reduce the friction force on the crankshaft, further reduce the wear on the crankshaft, and thus extend the service life of the crankshaft; and the solid lubricant coating allows the lubricant to remain on the surface of the crankshaft for a longer period of time, and is not easily lost due to factors such as temperature, thereby allowing the solid lubricant coating to cover the surface of the crankshaft for a longer period of time, thereby improving the lubricating effect of the solid lubricant coating on the crankshaft. The solid lubricant coating includes a resin and a lubricant powder, the lubricant powder is mixed with the resin, and the lubricant powder is a molybdenum disulfide powder and / or a tungsten disulfide powder, which ensures the lubricating effect of the solid lubricant coating on the crankshaft, while allowing the solid lubricant coating to be more stably attached to the surface of the crankshaft, thereby extending the lubricating effect of the solid lubricant coating on the crankshaft. Especially for the crankshaft, by arranging the solid lubricant coating on at least part of the surface of the phosphating layer, the local wear of the piston and the bearing on the crankshaft can be reduced, thereby reducing the probability of eccentric wear of the crankshaft, further improving the matching accuracy between the crankshaft and the piston, the main bearing and the secondary bearing, thereby improving the operating efficiency of the compressor and reducing the vibration and noise of the compressor during operation.

[0009] The combination of the phosphating layer and the solid lubricant coating can improve the wear resistance of the crankshaft surface and reduce the friction force on the crankshaft during rotation, thereby effectively reducing the wear on the crankshaft during the operation of the compressor, solving the problem of large local wear of the crankshaft, extending the service life of the crankshaft, and improving the stability of the compressor. In addition, since the wear of the crankshaft is reduced by the combination of the phosphating layer and the solid lubricant coating, the matching accuracy of the crankshaft with bearings, pistons and other components can also be improved, thereby avoiding the influence of the compressor efficiency on the compressor due to the reduction of the matching accuracy of the crankshaft with bearings, pistons and other components, so that the energy efficiency of the compressor can be maintained in a better range after a period of use, thereby improving the quality of the compressor. Since the wear of the crankshaft is reduced by the combination of the phosphating layer and the solid lubricant coating, and the matching accuracy of the crankshaft with bearings, pistons and other components is improved, the vibration and noise generated by the compressor during operation can also be reduced, thereby reducing the noise pollution of the compressor to the surrounding environment, and further improving the quality of the compressor.

[0010] In addition, the crankshaft in the above technical solution provided by the present invention may also have the following additional technical features:

[0011] In some technical solutions of the present invention, optionally, the resin is water-based polyamide-imide.

[0012] In this technical solution, water-based polyamide-imide can effectively prolong the time that the solid lubricant coating adheres to the surface of the crankshaft, thereby prolonging the service life of the solid lubricant coating and improving the lubricating effect of the solid lubricant coating on the crankshaft.

[0013] In some technical solutions of the present invention, optionally, the ratio of the thickness of the phosphating layer to the thickness of the solid lubricant coating is greater than or equal to 1 / 7 and less than or equal to 1 / 3.

[0014] In this technical solution, by making the ratio of the thickness of the phosphating layer to the thickness of the solid lubricant coating greater than or equal to 1 / 7 and less than or equal to 1 / 3, the wear resistance of the crankshaft surface can be improved, and the friction force exerted on the crankshaft during rotation can be reduced, thereby effectively reducing the wear of the crankshaft during the operation of the compressor, solving the problem of large local wear of the crankshaft, extending the service life of the crankshaft, and improving the stability of the compressor.

[0015] In some technical solutions of the present invention, optionally, the surface roughness of the phosphating layer is greater than or equal to Ra0.5 and less than or equal to Ra5.

[0016] In this technical solution, the surface roughness of the phosphating layer is greater than or equal to Ra0.5, and the surface roughness of the phosphating layer is less than or equal to Ra5, so that after the phosphating layer is combined with the solid lubricant coating, it will not cause excessive wear due to the excessive roughness of the surface of the phosphating layer, nor will the solid lubricant coating fall off due to the excessive smoothness of the surface of the phosphating layer, thereby improving the stability of the phosphating layer and the solid lubricant coating of the crankshaft during the operation of the compressor.

[0017] In some technical solutions of the present invention, optionally, the phosphating layer is an iron phosphate film layer or a zinc phosphate film layer.

[0018] In this technical solution, the phosphating layer is an iron phosphate film layer or a zinc phosphate film layer, which further isolates the shaft and the components that cooperate with the shaft through the iron phosphate film layer or the zinc phosphate film layer, thereby avoiding direct metal contact between the shaft and the components that cooperate with the shaft and causing adhesive wear, further improving the stability of the crankshaft during the operation of the compressor and extending the service life of the crankshaft.

[0019] In some technical solutions of the present invention, optionally, the outer diameter of the shaft body is the first diameter; and the maximum thickness of the solid lubricant coating is greater than or equal to 0.0005 times the first diameter and less than or equal to 0.0008 times the first diameter.

[0020] In this technical solution, the outer diameter of the shaft is the first diameter, and the maximum thickness of the solid lubricant coating is greater than or equal to 0.0005 times the first diameter, so that the solid lubricant can provide lubrication effect for the shaft more permanently. The maximum thickness of the solid lubricant coating is less than or equal to 0.0008 times the first diameter, so that the solid lubricant coating will not occupy too much space between the shaft and the bearing, and between the shaft and the piston, thereby avoiding excessive gaps between the shaft and the bearing, and between the shaft and the piston due to wear of the solid lubricant, and improving the matching accuracy between the shaft and the bearing, and between the shaft and the piston; and the maximum thickness of the solid lubricant coating is less than or equal to 0.0008 times the first diameter, which can also avoid excessive adhesion of the solid lubricant coating due to excessive thickness, reduce the probability of the solid lubricant coating falling off, and improve the stability of the solid lubricant coating adhering to the shaft, thereby improving the lubrication effect of the solid lubricant coating on the crankshaft.

[0021] In some technical solutions of the present invention, optionally, the shaft body is a steel shaft body formed by high-temperature hot forging.

[0022] In this technical solution, the steel shaft is formed by high-temperature hot forging, which improves the density of the steel crankshaft and the grain size, so that the fiber streamlines inside the shaft are basically consistent with the outer shape, without distortion, interruption, or eddy current, thereby improving the rigidity of the shaft and reducing the risk of shaft deformation.

[0023] In some technical schemes of the present invention, optionally, the shaft body includes an eccentric part, a main shaft and a secondary shaft; the main shaft is connected to the eccentric part and is located on one side of the eccentric part in the axial direction; the secondary shaft is connected to the eccentric part and is located on the other side of the eccentric part in the axial direction; the phosphating layer is arranged on the surface of the eccentric part, the surface of the secondary shaft and the surface of the main shaft; and / or the solid lubricant coating is arranged on the surface of the eccentric part, the surface of the secondary shaft and part of the surface of the main shaft.

[0024] In this technical solution, the solid lubricant coating is arranged on the surface of the eccentric part, the surface of the secondary shaft and at least part of the surface of the main shaft. The solid lubricant can reduce the friction force on the surface of the eccentric part, the surface of the secondary shaft and at least part of the surface of the main shaft, further reduce the wear on the crankshaft, and thus extend the service life of the crankshaft. In particular, for a crankshaft provided with an eccentric part, by arranging the solid lubricant coating on the surface of the eccentric part, the surface of the secondary shaft and at least part of the surface of the main shaft, the local wear of the piston, the main bearing and the secondary bearing on the crankshaft can be reduced, thereby reducing the probability of eccentric wear of the crankshaft, further improving the matching accuracy of the crankshaft with the piston, the main bearing and the secondary bearing, thereby improving the operating efficiency of the compressor and reducing the vibration and noise of the compressor during operation.

[0025] In some technical solutions of the present invention, optionally, the ratio of the coating thickness of the solid lubricant coating at the main shaft to the coating thickness of the solid lubricant coating on the outer circumferential surface of the eccentric portion is greater than or equal to 1 / 1.5 and less than or equal to 1 / 1.2.

[0026] In this technical solution, the ratio of the coating thickness of the solid lubricant coating at the main shaft to the coating thickness of the solid lubricant coating on the outer circumferential surface of the eccentric part is greater than or equal to 1 / 1.5 and less than or equal to 1 / 1.2, so that the eccentric part with worse working conditions has a thicker solid lubricant coating, thereby improving the protective effect of the solid lubricant coating on the eccentric part, further improving the service life of the solid lubricant coating, and reducing the probability of wear of the eccentric part.

[0027] Specifically, the ratio of the coating thickness of the solid lubricant coating at the main shaft to the coating thickness of the solid lubricant coating at the outer circumferential surface of the eccentric portion is 1 / 1.5, 1 / 1.4, 1 / 1.3 or 1 / 1.2.

[0028] In some technical solutions of the present invention, optionally, the ratio of the coating thickness of the solid lubricant coating at the main shaft to the thickness of the solid lubricant coating on the lower thrust surface of the eccentric portion is greater than or equal to 1 / 2 and less than or equal to 1 / 1.5.

[0029] In this technical solution, the ratio of the coating thickness of the solid lubricant coating at the main shaft to the thickness of the solid lubricant coating on the lower thrust surface of the eccentric part is greater than or equal to 1 / 2 and less than or equal to 1 / 1.5, so that the thrust surface with worse working conditions has a thicker solid lubricant coating, thereby improving the protective effect of the solid lubricant coating on the thrust surface, further improving the service life of the solid lubricant coating, and reducing the probability of wear of the eccentric part.

[0030] Specifically, the ratio of the coating thickness of the solid lubricant coating at the main shaft to the thickness of the solid lubricant coating at the lower thrust surface of the eccentric portion is 1 / 1.5, 1 / 1.6, 1 / 1.7, 1 / 1.8, 1 / 1.9 or 1 / 2.

[0031] In some technical solutions of the present invention, optionally, the ratio of the outer diameter of the main shaft to the outer diameter of the secondary shaft is greater than or equal to 1.1 and less than or equal to 1.5.

[0032] In this technical solution, the ratio of the outer diameter of the main shaft to the outer diameter of the secondary shaft is between 1.1 and 1.5, so that the outer diameter of the main shaft is larger than the outer diameter of the secondary shaft, thereby improving the main strength, reducing the probability of bending of the main shaft during the operation of the compressor, further reducing the eccentric wear of the main shaft, and improving the stability of the crankshaft during the operation of the compressor.

[0033] Specifically, the outer diameter of the main shaft is the outer diameter of the main shaft, and the outer diameter of the secondary shaft is the outer diameter of the secondary shaft.

[0034] A second aspect of the present invention provides a compressor, comprising a crankshaft as in any of the above technical solutions, so that the compressor has all the beneficial effects of the crankshaft as in any of the above technical solutions.

[0035] The third aspect of the present invention provides a refrigeration device, including a crankshaft as in any of the above technical solutions, or a compressor as in any of the above technical solutions, so that the refrigeration device has all the beneficial effects of the crankshaft as in any of the above technical solutions or the compressor as in any of the above technical solutions.

[0036] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0038] Figure 1 is a schematic structural diagram of a crankshaft according to an embodiment of the present invention;

[0039] Figure 2 This is one of the partial structural schematic diagrams of a crankshaft according to an embodiment of the present invention;

[0040] Figure 3 A schematic diagram of a local structure of a crankshaft in a microscopic state according to an embodiment of the present invention;

[0041] Figure 4 is a schematic structural diagram of a piston according to an embodiment of the present invention;

[0042] Figure 5 is a schematic structural diagram of a main bearing according to an embodiment of the present invention;

[0043] Figure 6 is a schematic structural diagram of a secondary bearing according to an embodiment of the present invention;

[0044] Figure 7 This is a second schematic diagram of a partial structure of a crankshaft according to an embodiment of the present invention;

[0045] Figure 8 This is a third schematic diagram of the partial structure of a crankshaft according to an embodiment of the present invention.

[0046] in, Figures 1 to 8 The corresponding relationship between the reference numerals and component names in the figure is:

[0047] 100 shaft body, 110 assembly surface, 112 first surface, 114 third surface, 116 fifth surface, 120 eccentric portion, 122 lower thrust surface, 130 main shaft, 140 secondary shaft, 200 phosphate layer, 210 protrusion, 220 groove, 300 solid lubricant coating, 400 piston, 410 second surface, 500 bearing, 510 main bearing, 512 fourth surface, 520 secondary bearing, 522 sixth surface. DETAILED DESCRIPTION

[0048] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0049] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0050] Refer to the following Figures 1 to 8 A crankshaft, a compressor and a refrigeration device according to some embodiments of the present invention are described.

[0051] In one embodiment of the present invention, Figure 1 and Figure 2 As shown, a crankshaft is provided, which is used for a compressor, and includes a shaft body 100, a phosphating layer 200 and a solid lubricant coating 300; the surface of the shaft body 100 includes at least one assembly surface 110, and the piston 400 or the bearing 500 of the compressor can be installed on the at least one assembly surface 110; the phosphating layer 200 is arranged on at least a portion of the assembly surface 110; the solid lubricant coating 300 is arranged on at least a portion of the surface of the phosphating layer 200; wherein the solid lubricant coating 300 includes a resin and a lubricant powder, the lubricant powder is mixed with the resin, and the lubricant powder is molybdenum disulfide powder and / or tungsten disulfide powder.

[0052] In this embodiment, the crankshaft includes a shaft body 100, and the surface of the shaft body 100 includes at least one assembly surface 110. The piston 400 or the bearing 500 of the compressor can be installed on at least one assembly surface 110. The shaft body 100 realizes the installation and positioning of the bearing 500 and the piston 400 through at least one assembly surface 110. The bearing 500 can support the rotation of the crankshaft, thereby improving the stability of the crankshaft during the operation of the compressor; the piston 400 can cooperate with the cylinder body of the compressor under the drive of the crankshaft to realize the compression of the refrigerant.

[0053] The crankshaft also includes a phosphating layer 200, which is arranged on at least a portion of the assembly surface 110. By phosphating the surface of the shaft body 100, the surface of the shaft body 100 has higher wear resistance, thereby reducing the wear of the crankshaft during operation of the compressor and increasing the service life of the crankshaft.

[0054] The crankshaft also includes a solid lubricant coating 300, which is arranged on at least part of the surface of the phosphating layer 200. During the operation of the compressor, the solid lubricant can improve the friction coefficient of the friction pair, reduce the friction force on the crankshaft, further reduce the wear on the crankshaft, and thus extend the service life of the crankshaft; and the solid lubricant coating 300 allows the lubricant to remain on the surface of the crankshaft for a longer period of time, and is not easily lost due to factors such as temperature, thereby allowing the solid lubricant coating 300 to cover the surface of the crankshaft for a longer period of time, thereby improving the lubrication effect of the solid lubricant coating 300 on the crankshaft. The solid lubricant coating 300 includes a resin and a lubricant powder, the lubricant powder is mixed with the resin, and the lubricant powder is a molybdenum disulfide powder and / or a tungsten disulfide powder, which ensures the lubricating effect of the solid lubricant coating 300 on the crankshaft, while allowing the solid lubricant coating 300 to adhere to the surface of the crankshaft more stably, thereby extending the lubricating effect of the solid lubricant coating 300 on the crankshaft. Especially for the crankshaft, by arranging the solid lubricant coating 300 on at least part of the surface of the phosphating layer 200, the local wear of the crankshaft by the piston 400 and the bearing 500 can be reduced, thereby reducing the probability of eccentric wear of the crankshaft, further improving the matching accuracy between the crankshaft and the piston 400, the main bearing 510 and the secondary bearing 520, thereby improving the operating efficiency of the compressor and reducing the vibration and noise of the compressor during operation.

[0055] The phosphating layer 200 cooperates with the solid lubricant coating 300 to improve the wear resistance of the crankshaft surface, and can also reduce the friction force of the crankshaft during the rotation process, thereby effectively reducing the wear of the crankshaft during the operation of the compressor, solving the problem of large local wear of the crankshaft, extending the service life of the crankshaft, and improving the stability of the compressor. In addition, since the wear of the crankshaft is reduced by the phosphating layer 200 and the solid lubricant coating 300, the matching accuracy of the crankshaft and the bearing 500, the piston 400 and other components can be improved, thereby avoiding the influence of the compressor efficiency due to the reduced matching accuracy of the crankshaft and the bearing 500, the piston 400 and other components, so that the energy efficiency of the compressor can be maintained in a better range after a period of use, thereby improving the quality of the compressor. Since the wear of the crankshaft is reduced by the phosphating layer 200 and the solid lubricant coating 300, the matching accuracy of the crankshaft and the bearing 500, the piston 400 and other components is improved, so the vibration and noise generated by the compressor during operation can be reduced, thereby reducing the noise pollution of the compressor to the surrounding environment, and further improving the quality of the compressor.

[0056] Specifically, by using a resin mixed with molybdenum disulfide powder and / or tungsten disulfide powder as the solid lubricant coating 300, the life of the solid lubricant coating 300 can be extended by 1.5 times compared with the solid lubricant coating 300 using other resins as the base material.

[0057] Furthermore, the resin may be polyimide (PI).

[0058] The resin may also be polyamide-imide (PAI) or waterborne polyamide-imide (WPAI).

[0059] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0060] The resin is a water-based polyamide-imide.

[0061] In this embodiment, the water-based polyamide-imide can effectively prolong the time that the solid lubricant coating 300 adheres to the surface of the crankshaft, thereby prolonging the service life of the solid lubricant coating 300 and improving the lubricating effect of the solid lubricant coating 300 on the crankshaft.

[0062] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0063] The ratio of the thickness H2 of the phosphate layer 200 to the thickness H1 of the solid lubricant coating 300 is greater than or equal to 1 / 7 and less than or equal to 1 / 3.

[0064] In this embodiment, by making the ratio of the thickness H2 of the phosphating layer 200 to the thickness H1 of the solid lubricant coating 300 greater than or equal to 1 / 7 and less than or equal to 1 / 3, the wear resistance of the crankshaft surface can be improved, and the friction force exerted on the crankshaft during rotation can be reduced, thereby effectively reducing the wear of the crankshaft during the operation of the compressor, solving the problem of large local wear of the crankshaft, extending the service life of the crankshaft, and improving the stability of the compressor.

[0065] Specifically, the ratio of the thickness H2 of the phosphate layer 200 to the thickness H1 of the solid lubricant coating 300 may be 1 / 7.

[0066] The ratio of the thickness H2 of the phosphate layer 200 to the thickness H1 of the solid lubricant coating 300 may also be 1 / 6.

[0067] The ratio of the thickness H2 of the phosphate layer 200 to the thickness H1 of the solid lubricant coating 300 may also be 1 / 5.

[0068] The ratio of the thickness H2 of the phosphate layer 200 to the thickness H1 of the solid lubricant coating 300 may also be 1 / 4.

[0069] The ratio of the thickness H2 of the phosphate layer 200 to the thickness H1 of the solid lubricant coating 300 may also be 1 / 3.

[0070] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0071] like Figure 3 As shown, the shaft body 100 includes a plurality of protrusions 210 , and the plurality of protrusions 210 are arranged on the phosphate layer 200 .

[0072] In this embodiment, the shaft body 100 includes a plurality of protrusions 210, and the plurality of protrusions 210 are arranged on the phosphating layer 200, so that the surface of the phosphating layer 200 has a certain surface roughness. When the solid lubricant coating 300 is arranged on the phosphating layer 200, the surface of the phosphating layer 200 with a certain surface roughness enables the solid lubricant to have greater adhesion, so that the solid lubricant layer can be more stably attached to the outer surface of the phosphating layer 200, thereby extending the service life of the solid lubricant layer.

[0073] Specifically, the protrusions 210 disposed on the surface of the phosphating layer 200 are microscopic protrusions 210 and can be observed through a microscope.

[0074] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0075] like Figure 3 As shown, the shaft body 100 includes a groove 220 , which is disposed on the surface of the phosphating layer 200 , and the groove 220 is recessed toward the inside of the shaft body 100 , and the opening of the groove 220 faces the outside of the shaft body 100 .

[0076] In this embodiment, the shaft body 100 includes a groove 220, which is arranged on the surface of the phosphating layer 200, and the groove 220 is recessed toward the inside of the shaft body 100, and the opening of the groove 220 faces the outside of the shaft body 100, so that the surface of the phosphating layer 200 has a certain surface roughness. When the solid lubricant coating 300 is arranged on the phosphating layer 200, the surface of the phosphating layer 200 with a certain surface roughness enables the solid lubricant to have greater adhesion, so that the solid lubricant layer can be more stably attached to the outer surface of the phosphating layer 200, thereby extending the service life of the solid lubricant layer.

[0077] Specifically, the grooves 220 disposed on the surface of the phosphating layer 200 are microscopic grooves 220 and can be observed through a microscope.

[0078] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0079] The surface roughness of the phosphating layer 200 is greater than or equal to Ra0.5 and less than or equal to Ra5.

[0080] In this embodiment, the surface roughness of the phosphating layer 200 is greater than or equal to Ra0.5, and the surface roughness of the phosphating layer 200 is less than or equal to Ra5, so that after the phosphating layer 200 is matched with the solid lubricant coating 300, the phosphating layer 200 will not be excessively worn due to the surface of the phosphating layer 200 being too rough, nor will the solid lubricant coating 300 fall off due to the surface of the phosphating layer 200 being too smooth, thereby improving the stability of the phosphating layer 200 and the solid lubricant coating 300 of the crankshaft during the operation of the compressor.

[0081] Specifically, the surface roughness of the phosphating layer 200 is Ra0.5.

[0082] The surface roughness of the phosphating layer 200 is Ra0.8.

[0083] The surface roughness of the phosphating layer 200 is Ra1.6.

[0084] The surface roughness of the phosphating layer 200 is Ra3.2.

[0085] The surface roughness of the phosphating layer 200 is Ra5.

[0086] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0087] The phosphating layer 200 is an iron phosphate film layer or a zinc phosphate film layer.

[0088] In this embodiment, the phosphating layer 200 is an iron phosphate film layer or a zinc phosphate film layer, and the iron phosphate film layer or the zinc phosphate film layer is used to isolate the shaft 100 and the components that cooperate with the shaft 100, thereby avoiding direct metal contact between the shaft 100 and the components that cooperate with the shaft 100 and causing adhesive wear, further improving the stability of the crankshaft during the operation of the compressor and extending the service life of the crankshaft.

[0089] Furthermore, the phosphating layer 200 may also be a manganese phosphate film.

[0090] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0091] like Figure 2As shown, the outer diameter of the shaft body 100 is the first diameter D1; the maximum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.0005 times the first diameter D1, and less than or equal to 0.0008 times the first diameter D1.

[0092] In this embodiment, the outer diameter of the shaft body 100 is the first diameter D1 , and the maximum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.0005 times the first diameter D1 , so that the solid lubricant can provide lubrication effect for the shaft body 100 more permanently. The maximum thickness H1 of the solid lubricant coating 300 is less than or equal to 0.0008 times the first diameter D1, so that the solid lubricant coating 300 does not occupy too much space between the shaft 100 and the bearing 500, and between the shaft 100 and the piston 400, thereby avoiding excessive gaps between the shaft 100 and the bearing 500, and between the shaft 100 and the piston 400 due to wear of the solid lubricant, thereby improving the matching accuracy between the shaft 100 and the bearing 500, and between the shaft 100 and the piston 400; and the maximum thickness H1 of the solid lubricant coating 300 is less than or equal to 0.0008 times the first diameter D1, which can also avoid excessive adhesion of the solid lubricant coating 300 due to excessive thickness H1, reduce the probability of the solid lubricant coating 300 falling off, improve the stability of the solid lubricant coating 300 adhering to the shaft 100, and thereby improve the lubrication effect of the solid lubricant coating 300 on the crankshaft.

[0093] Specifically, the outer diameter of the shaft body is the outer circumferential diameter of the shaft body.

[0094] Specifically, the maximum thickness H1 of the solid lubricant coating 300 may be 0.0005 times the first diameter D1.

[0095] The maximum thickness H1 of the solid lubricant coating 300 may also be 0.0006 times the first diameter D1.

[0096] The maximum thickness H1 of the solid lubricant coating 300 may also be 0.0007 times the first diameter D1.

[0097] The maximum thickness H1 of the solid lubricant coating 300 may also be 0.0008 times the first diameter D1.

[0098] Specifically, the first diameter D1 is the diameter of the shaft body 100 corresponding to the position of the solid lubricant coating 300 .

[0099] The solid lubricant coating 300 is located on the eccentric portion 120 , and the thickness H1 of the solid lubricant coating 300 on the eccentric portion 120 and the diameter of the eccentric portion 120 satisfy the following conditions: the maximum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.0005 times the first diameter D1 and less than or equal to 0.0008 times the first diameter D1.

[0100] The solid lubricant coating 300 is located on the spindle 130 , and the thickness H1 of the solid lubricant coating 300 on the spindle 130 and the diameter of the spindle 130 satisfy the following conditions: the maximum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.0005 times the first diameter D1 and less than or equal to 0.0008 times the first diameter D1.

[0101] The solid lubricant coating 300 is located on the secondary shaft 140 , and the thickness H1 of the solid lubricant coating 300 on the secondary shaft 140 and the diameter of the secondary shaft 140 satisfy the following conditions: the maximum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.0005 times the first diameter D1 and less than or equal to 0.0008 times the first diameter D1.

[0102] Specifically, the first diameter D1 may be the diameter of the main shaft 130 , and the first diameter D1 may also be the diameter of the secondary shaft 140 .

[0103] Specifically, the thickness H1 of the solid lubricant coating 300 at various positions has certain differences, and the maximum thickness H1 is the thickness at the position where the thickness of the solid lubricant coating 300 is the largest.

[0104] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0105] The diameter of the shaft body 100 is a first diameter D1 ; the minimum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.00007 times the first diameter D1 , and less than or equal to 0.0004 times the first diameter D1 .

[0106] In this embodiment, the minimum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.00007 times the first diameter D1, so that the solid lubricant can provide lubrication effect for the shaft body 100 more permanently. The minimum thickness H1 of the solid lubricant coating 300 is less than or equal to 0.0004 times the first diameter D1, so that the solid lubricant coating 300 will not occupy too much space between the shaft body 100 and the bearing 500, and between the shaft body 100 and the piston 400, thereby avoiding excessive gaps between the shaft body 100 and the bearing 500, and between the shaft body 100 and the piston 400 due to wear of the solid lubricant, thereby improving the matching accuracy between the shaft body 100 and the bearing 500, and between the shaft body 100 and the piston 400; the minimum thickness H1 of the solid lubricant coating 300 is less than or equal to 0.0004 times the first diameter D1, and it can also avoid that the thickness H1 of the solid lubricant coating 300 is too large, resulting in excessive adhesion of the solid lubricant coating 300, reducing the probability of the solid lubricant coating 300 falling off, and improving the stability of the solid lubricant coating 300 adhering to the shaft body 100, thereby improving the lubrication effect of the solid lubricant coating 300 on the crankshaft.

[0107] Specifically, the minimum thickness H1 of the solid lubricant coating 300 may be 0.00007 times the first diameter D1.

[0108] The minimum thickness H1 of the solid lubricant coating 300 may be 0.0001 times the first diameter D1.

[0109] The minimum thickness H1 of the solid lubricant coating 300 may be 0.0002 times the first diameter D1.

[0110] The minimum thickness H1 of the solid lubricant coating 300 may be 0.0003 times the first diameter D1.

[0111] The minimum thickness H1 of the solid lubricant coating 300 may be 0.0004 times the first diameter D1.

[0112] Specifically, the first diameter D1 is the diameter of the crankshaft corresponding to the position where the solid lubricant coating 300 is located.

[0113] The solid lubricant coating 300 is located on the eccentric portion 120 , and the first thickness H1 of the solid lubricant coating 300 on the eccentric portion 120 and the diameter of the eccentric portion 120 satisfy the following conditions: the minimum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.00007 times the first diameter D1 and less than or equal to 0.0004 times the first diameter D1.

[0114] The solid lubricant coating 300 is located on the spindle 130 , and the first thickness H1 of the solid lubricant coating 300 on the spindle 130 and the diameter of the spindle 130 satisfy the following conditions: the minimum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.00007 times the first diameter D1 and less than or equal to 0.0004 times the first diameter D1.

[0115] The solid lubricant coating 300 is located on the secondary shaft 140 , and the first thickness H1 of the solid lubricant coating 300 on the secondary shaft 140 and the diameter of the secondary shaft 140 satisfy the following conditions: the minimum thickness H1 of the solid lubricant coating 300 is greater than or equal to 0.00007 times the first diameter D1 and less than or equal to 0.0004 times the first diameter D1.

[0116] Specifically, the thickness H1 of the solid lubricant coating 300 at various positions has certain differences, and the minimum thickness H1 is the thickness at the position where the thickness of the solid lubricant coating 300 is the smallest.

[0117] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0118] The shaft body 100 is made of medium carbon steel.

[0119] In this embodiment, the shaft body 100 is made of medium carbon steel, which further improves the strength of the shaft body 100. During the operation of the compressor, the shaft body 100 has a higher strength, which can reduce the bending of the shaft body 100 due to centrifugal force, thereby reducing the deformation of the shaft body 100, thereby reducing the local wear of the crankshaft, and extending the service life of the crankshaft. Since the bending of the shaft body 100 due to centrifugal force can be reduced, the friction force on the crankshaft can be reduced, thereby reducing the resistance when the crankshaft rotates, reducing the loss when the compressor is working, and improving the efficiency of the compressor.

[0120] Compared with the shaft body 100 made of ductile iron, the shaft body 100 made of medium carbon steel has higher rigidity. When the power of the compressor remains unchanged, a shaft body 100 with a smaller diameter can be used to achieve power transmission inside the compressor, thereby improving the energy efficiency of the compressor. In addition, the use of a shaft body 100 with higher rigidity and a smaller diameter to achieve power transmission inside the compressor can also reduce the vibration of the compressor during operation, reduce the noise of the compressor during operation, and thus improve the quality of the compressor. The use of a shaft body 100 with a smaller diameter to achieve power transmission inside the compressor can also break through the energy efficiency bottleneck caused by the excessively large crankshaft diameter, thereby further improving the energy efficiency of the compressor.

[0121] Specifically, compared with a crankshaft made of ductile iron, the shaft body 100 made of medium carbon steel increases the rigidity of the compressor by 25% at the same shaft diameter, and reduces the noise of the compressor during operation by 3dBA to 4dBA.

[0122] Compared with the crankshaft made of ductile iron, the shaft body 100 made of medium carbon steel has a smaller shaft diameter under the condition of equal rigidity, thereby improving the energy efficiency of the compressor by 2%.

[0123] Specifically, the crankshaft may be made of medium carbon steel having a carbon (C) content between 0.25% and 0.60%, which may also contain trace metal elements such as manganese (Mn), silicon (Si), phosphorus (P), sulfur (S), chromium (Cr), nickel (Ni), molybdenum (Mo), vanadium (V), and copper (Cu).

[0124] Specifically, the grade of the steel material used for the crankshaft may be 45#, 40Cr or 20Cr.

[0125] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0126] The shaft body 100 is a steel shaft body 100 formed by high temperature hot forging.

[0127] In this embodiment, the steel shaft body 100 formed by high-temperature hot forging improves the density of the steel crankshaft and the grain size, so that the fiber streamlines inside the shaft body 100 are basically consistent with the outer shape without distortion, interruption, and eddy current, thereby improving the rigidity of the shaft body 100 and reducing the risk of deformation of the shaft body 100.

[0128] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0129] like Figure 1 As shown, the shaft body 100 includes an eccentric portion 120, a main shaft 130 and a secondary shaft 140; the main shaft 130 is connected to the eccentric portion 120 and is located in the axial direction ( Figure 1 The secondary shaft 140 is connected to the eccentric portion 120 and is located on the other side of the eccentric portion 120 in the axial direction; the phosphating layer 200 is arranged on the surface of the eccentric portion 120, the surface of the secondary shaft 140 and the surface of the main shaft 130; and / or the solid lubricant coating 300 is arranged on the surface of the eccentric portion 120, the surface of the secondary shaft 140 and a part of the surface of the main shaft 130.

[0130] In this embodiment, the shaft body 100 includes an eccentric portion 120, and the piston 400 of the compressor can be sleeved on the eccentric portion 120, and then the power generated by the motor is transmitted to the piston 400 through the crankshaft, thereby improving the stability of the compressor during operation. The shaft body 100 also includes a main shaft 130 and a secondary shaft 140, and the main shaft 130 and the secondary shaft 140 are respectively located on both sides of the eccentric portion 120, and the main shaft 130 cooperates with the main bearing 510 of the compressor, and the secondary shaft 140 cooperates with the secondary bearing 520 of the compressor, thereby achieving support for the crankshaft, and further improving the stability of the compressor during operation.

[0131] The phosphating layer 200 is arranged on the surface of the eccentric part 120, the surface of the secondary shaft 140 and the surface of the main shaft 130. The phosphating layer 200 isolates the main shaft 130 from the main bearing 510, the secondary shaft 140 from the secondary bearing 520, and the eccentric part 120 from the piston 400, thereby avoiding direct metal contact between the main shaft 130 and the main bearing 510, the secondary shaft 140 and the secondary bearing 520, and the eccentric part 120 and the piston 400 to prevent adhesive wear from occurring, further improving the stability of the crankshaft during the operation of the compressor and extending the service life of the crankshaft.

[0132] The solid lubricant coating 300 is arranged on the surface of the eccentric portion 120, the surface of the secondary shaft 140 and at least part of the surface of the main shaft 130. The solid lubricant can reduce the friction force on the surface of the eccentric portion 120, the surface of the secondary shaft 140 and at least part of the surface of the main shaft 130, further reduce the wear of the crankshaft, and thus extend the service life of the crankshaft. In particular, for a crankshaft provided with an eccentric portion 120, by arranging the solid lubricant coating 300 on the surface of the eccentric portion 120, the surface of the secondary shaft 140 and at least part of the surface of the main shaft 130, the local wear of the crankshaft by the piston 400, the main bearing 510 and the secondary bearing 520 can be reduced, thereby reducing the probability of eccentric wear of the crankshaft, further improving the matching accuracy of the crankshaft with the piston 400, the main bearing 510 and the secondary bearing 520, thereby improving the operating efficiency of the compressor and reducing the vibration and noise of the compressor during operation.

[0133] Specifically, Figure 1 and Figure 4 As shown, the assembly surface 110 includes a first surface 112 , which is a circumferential surface of the eccentric portion 120 , and the inner hole of the piston 400 has a second surface 410 , and the first surface 112 matches the second surface 410 .

[0134] like Figure 1 and Figure 5 As shown, the assembly surface 110 includes a third surface 114 , which is a circumferential surface of the main shaft 130 , and the inner hole of the main bearing 510 has a fourth surface 512 , and the third surface 114 matches the fourth surface 512 .

[0135] like Figure 1 and Figure 6 As shown, the assembly surface 110 includes a fifth surface 116 , which is a circumferential surface of the secondary shaft 140 . The inner hole of the secondary bearing 520 has a sixth surface 522 , and the fifth surface 116 matches the sixth surface 522 .

[0136] Specifically, the outer surface of the crankshaft is entirely provided with a phosphate layer 200 , and the first surface 112 , the third surface 114 , and the fifth surface 116 are coated with a solid lubricant coating 300 .

[0137] The second surface 410 , the fourth surface 512 , and the sixth surface 522 are provided with a phosphate layer 200 and coated with a solid lubricant coating 300 .

[0138] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0139] like Figure 7 and Figure 8 As shown, the ratio of the coating thickness H3 of the solid lubricant coating 300 at the main shaft 130 to the coating thickness H4 of the solid lubricant coating 300 at the outer circumferential surface of the eccentric portion 120 is greater than or equal to 1 / 1.5 and less than or equal to 1 / 1.2.

[0140] In this embodiment, the ratio of the coating thickness H3 of the solid lubricant coating 300 at the main shaft 130 to the coating thickness H4 of the solid lubricant coating 300 on the outer circumferential surface of the eccentric portion 120 is greater than or equal to 1 / 1.5 and less than or equal to 1 / 1.2, so that the eccentric portion 120 with worse working conditions has a thicker solid lubricant coating 300, thereby improving the protective effect of the solid lubricant coating 300 on the eccentric portion 120, further improving the service life of the solid lubricant coating 300, and reducing the probability of wear of the eccentric portion 120.

[0141] Specifically, a ratio of a coating thickness H3 of the solid lubricant coating 300 at the main shaft 130 to a coating thickness H4 of the solid lubricant coating 300 at the outer circumferential surface of the eccentric portion 120 is 1 / 1.5, 1 / 1.4, 1 / 1.3 or 1 / 1.2.

[0142] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0143] like Figure 7 and Figure 8 As shown, the ratio of the coating thickness H3 of the solid lubricant coating 300 at the main shaft 130 to the thickness H5 of the solid lubricant coating 300 at the lower thrust surface 122 of the eccentric portion 120 is greater than or equal to 1 / 2 and less than or equal to 1 / 1.5.

[0144] In this embodiment, the ratio of the coating thickness H3 of the solid lubricant coating 300 at the main shaft 130 to the thickness H5 of the solid lubricant coating 300 at the lower thrust surface 122 of the eccentric portion 120 is greater than or equal to 1 / 2 and less than or equal to 1 / 1.5, so that the thrust surface 122 with worse working conditions has a thicker solid lubricant coating 300, thereby improving the protective effect of the solid lubricant coating 300 on the thrust surface 122, further improving the service life of the solid lubricant coating 300, and reducing the probability of wear of the eccentric portion 120.

[0145] Specifically, a ratio of a coating thickness H3 of the solid lubricant coating 300 at the main shaft 130 to a thickness H5 of the solid lubricant coating 300 at the lower thrust surface 122 of the eccentric portion 120 is 1 / 1.5, 1 / 1.6, 1 / 1.7, 1 / 1.8, 1 / 1.9 or 1 / 2.

[0146] Specifically, the lower thrust surface 122 is a surface of a shaft shoulder of the eccentric portion 120 close to the secondary shaft 140 .

[0147] This embodiment provides a crankshaft. In addition to the technical features of the above embodiments, this embodiment further includes the following technical features.

[0148] like Figure 1 As shown, the ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 is greater than or equal to 1.1 and less than or equal to 1.5.

[0149] In this embodiment, the ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 is between 1.1 and 1.5, so that the outer diameter D2 of the main shaft 130 is larger than the outer diameter D3 of the secondary shaft 140, thereby improving the main strength, reducing the probability of bending of the main shaft 130 during the operation of the compressor, further reducing the eccentric wear of the main shaft 130, and improving the stability of the crankshaft during the operation of the compressor.

[0150] Specifically, the ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 may be 1.1.

[0151] The ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 may be 1.2.

[0152] The ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 may be 1.3.

[0153] The ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 may be 1.4.

[0154] The ratio of the outer diameter D2 of the main shaft 130 to the outer diameter D3 of the secondary shaft 140 may be 1.5.

[0155] Specifically, the outer diameter of the main shaft 130 is the outer circumferential diameter of the main shaft 130 , and the outer diameter of the auxiliary shaft 140 is the outer circumferential diameter of the auxiliary shaft 140 .

[0156] In one embodiment of the present invention, a compressor is provided, comprising a crankshaft as in any of the above embodiments, so that the compressor has all the beneficial effects of the crankshaft as in any of the above embodiments.

[0157] Furthermore, the compressor also includes a motor, a pump body, a closed casing and a liquid storage tank.

[0158] In one embodiment of the present invention, a refrigeration device is provided, including a crankshaft as in any of the above embodiments, or a compressor as in any of the above embodiments, so that the refrigeration device has all the beneficial effects of the crankshaft as in any of the above embodiments or the compressor as in any of the above embodiments.

[0159] Specifically, the refrigeration equipment is an air conditioner, a refrigerator, a wine cabinet or a freezer.

[0160] In the claims, specification and drawings of the present invention, the term "multiple" refers to two or more than two. Unless otherwise clearly defined, the orientation or positional relationship indicated by the terms "upper" and "lower" is based on the orientation or positional relationship shown in the drawings, which is only for the purpose of more conveniently describing the present invention and making the description process simpler, rather than indicating or implying that the device or element referred to must have the specific orientation described, be constructed and operated in a specific orientation, so these descriptions cannot be understood as limiting the present invention; the terms "connect", "install", "fix" and the like should be understood in a broad sense. For example, "connection" can be a fixed connection between multiple objects, or a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects, or an indirect connection between multiple objects through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood based on the specific circumstances of the above data.

[0161] In the claims, specification and drawings of the present invention, the description of the terms "one embodiment", "some embodiments", "specific embodiments" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In the claims, specification and drawings of the present invention, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0162] 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 crankshaft, characterized in that: The crankshaft is used for a compressor, and the crankshaft comprises: A shaft body, the surface of which includes at least one assembly surface, and a piston or a bearing of the compressor can be mounted on at least one of the assembly surfaces; A phosphating layer, the phosphating layer being arranged on at least a portion of the mounting surface; a solid lubricant coating, the solid lubricant coating being arranged on at least a portion of the surface of the phosphating layer; The solid lubricant coating comprises resin and lubricant powder, the lubricant powder is mixed with the resin, and the lubricant powder is molybdenum disulfide powder and / or tungsten disulfide powder.

2. The crankshaft according to claim 1, characterized in that The resin is a water-based polyamide-imide.

3. The crankshaft according to claim 1, characterized in that The ratio of the thickness of the phosphating layer to the thickness of the solid lubricant coating is greater than or equal to 1 / 7 and less than or equal to 1 / 3.

4. The crankshaft according to claim 1, characterized in that The surface roughness of the phosphating layer is greater than or equal to Ra0.5 and less than or equal to Ra5.

5. The crankshaft according to claim 1, characterized in that The phosphating layer is an iron phosphate film layer or a zinc phosphate film layer.

6. The crankshaft according to claim 1, characterized in that The outer diameter of the shaft body is a first diameter; The maximum thickness of the solid lubricant coating is greater than or equal to 0.0005 times the first diameter and less than or equal to 0.0008 times the first diameter.

7. The crankshaft according to claim 1, characterized in that The shaft body is a steel shaft body formed by high temperature hot forging.

8. The crankshaft according to any one of claims 1 to 7, characterized in that The shaft body comprises: eccentric part; A main shaft, the main shaft is connected to the eccentric portion and is located on one side of the eccentric portion in the axial direction; A secondary shaft, the secondary shaft is connected to the eccentric portion and is located at the other side of the eccentric portion in the axial direction; Wherein, the phosphating layer is arranged on the surface of the eccentric portion, the surface of the secondary shaft and the surface of the primary shaft; The solid lubricant coating is arranged on at least a portion of the surface of the phosphate layer.

9. The crankshaft according to claim 8, characterized in that A ratio of a coating thickness of the solid lubricant coating at the main shaft to a coating thickness of the solid lubricant coating at the outer circumferential surface of the eccentric portion is greater than or equal to 1 / 1.5 and less than or equal to 1 / 1.

2.

10. The crankshaft according to claim 8, characterized in that A ratio of a coating thickness of the solid lubricant coating at the main shaft to a thickness of the solid lubricant coating at a lower thrust surface of the eccentric portion is greater than or equal to 1 / 2 and less than or equal to 1 / 1.

5.

11. The crankshaft according to claim 8, characterized in that The ratio of the outer diameter of the main shaft to the outer diameter of the secondary shaft is greater than or equal to 1.1 and less than or equal to 1.

5.

12. A compressor, characterized in that: Comprising a crankshaft as claimed in any one of claims 1 to 11.

13. A refrigeration device, characterized in that: Comprising a crankshaft as claimed in any one of claims 1 to 11, or a compressor as claimed in claim 12.

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