Compression assembly, compressor and heat pump system

Abstract

The invention discloses a compression assembly, a compressor and a heat pump system, and relates to the technical field of compressors, the compression assembly comprises a crankshaft, a main bearing and an auxiliary bearing, the main bearing and the auxiliary bearing are used for supporting the crankshaft, and the crankshaft is provided with a first eccentric part, a second eccentric part, a first balance block and a second balance block; the first eccentric part and the second eccentric part are located between the main bearing and the auxiliary bearing on the crankshaft, and the first eccentric part and the second eccentric part are further located between the first balance block and the second balance block on the crankshaft. According to the technical scheme, two pairs of couples are formed between the centrifugal force of the balance block and the centrifugal force of the eccentric part through the arrangement of the balance block, the couple moment directions of the two pairs of couples are opposite, and the couple moment directions of the two pairs of couples are at least partially counteracted, so that the net couple moment borne by the crankshaft in the rotating process is greatly reduced; the supporting force or the supporting torque provided by the main bearing or the auxiliary bearing for achieving axial balance of the crankshaft is reduced, and therefore the bearing reaction force or the bearing reaction torque borne by the bearings is reduced.

Description

Technical Field

[0001] This invention relates to the field of refrigeration equipment technology, and in particular to a compression assembly, compressor, and heat pump system. Background Technology

[0002] A rolling roller compressor motor drives a crankshaft with an eccentric portion to rotate. Rollers are fitted onto the eccentric portion and compress the gas inside the cylinder to perform work. The rotating crankshaft is supported by two bearings, which generate centrifugal force during operation. The bearings exert significant supporting force and torque on the crankshaft to balance the centrifugal force of the eccentric portion. In existing technologies, to reduce the supporting force and torque of the bearings, decrease vibration, and improve bearing lubrication reliability, balance blocks are arranged on the motor rotor to ensure that the centrifugal force of the balance blocks and the eccentric portion achieves force and torque balance.

[0003] However, there are two serious problems with balancing weights on the motor rotor: First, the centrifugal force of the balancing weights causes the motor rotor to bend and deform, which causes the center of the motor rotor to deviate from the center of the motor stator. The motor stator will exert a magnetic pull load on the motor rotor, further aggravating the deviation of the motor rotor center. At high speeds, it may even lead to accidents where the motor rotor collides with the motor stator. Moreover, the bending deformation of the motor rotor will make the lubrication of the upper end of the main bearing particularly poor. Second, the design of balancing weights on the motor rotor to achieve shaft balance is based on the assumption that the crankshaft is a rigid body. However, the actual crankshaft is not a rigid body. This means that balancing weights on the motor rotor often cannot reduce the bearing support force and torque. Summary of the Invention

[0004] The main objective of this invention is to provide a compression assembly, compressor, and heat pump system designed to reduce the reaction force or reaction moment experienced by the main bearing or auxiliary bearing.

[0005] To achieve the above objectives, the present invention proposes a compression assembly comprising a crankshaft, a main bearing and a secondary bearing for supporting the crankshaft, wherein the crankshaft is provided with a first eccentric portion, a second eccentric portion, a first balance block and a second balance block, the first eccentric portion and the second eccentric portion being located on the crankshaft between the main bearing and the secondary bearing, and the first eccentric portion and the second eccentric portion being located on the crankshaft between the first balance block and the second balance block, wherein the first balance block is located on the crankshaft between the main bearing and the first eccentric portion;

[0006] During the rotation of the crankshaft, the centrifugal force of the crankshaft at the first eccentric part and the centrifugal force of the second eccentric part form a first couple, and the centrifugal force of the crankshaft at the first balance block and the second balance block forms a second couple. The couple moment of the first couple is opposite to the couple moment of the second couple.

[0007] In one embodiment, an auxiliary plane is used, which is perpendicular to the axis of the crankshaft; the first eccentric portion and the second eccentric portion are anti-symmetrically arranged with respect to the auxiliary plane, and the first balance block and the second balance block are anti-symmetrically arranged with respect to the auxiliary plane.

[0008] In one embodiment, the compression assembly includes a crankshaft, a main bearing and a secondary bearing for supporting the crankshaft, the crankshaft having a first eccentric portion, a second eccentric portion, a first balance block and a second balance block, the first eccentric portion and the second eccentric portion being located on the crankshaft between the main bearing and the secondary bearing, and the first eccentric portion and the second eccentric portion also being located on the crankshaft between the first balance block and the second balance block, the first balance block being located on the crankshaft between the main bearing and the first eccentric portion;

[0009] During the rotation of the crankshaft, the centrifugal force of the crankshaft at the first eccentric part and the centrifugal force of the first balance block form a first couple, and the centrifugal force of the crankshaft at the second eccentric part and the centrifugal force of the second balance block form a second couple. The couple moment of the first couple and the couple moment of the second couple are opposite in direction.

[0010] In one embodiment, an auxiliary plane is used, which is perpendicular to the axis of the crankshaft; the first eccentric portion and the second eccentric portion are symmetrically arranged about the auxiliary plane, and the first balance block and the second balance block are symmetrically arranged about the auxiliary plane.

[0011] In one embodiment, the center of gravity of the first eccentric portion, the center of gravity of the second eccentric portion, the center of gravity of the first balance block, and the center of gravity of the second balance block are located in the same plane.

[0012] In one embodiment, the second balance block is located on the crankshaft between the secondary bearing and the second eccentric portion.

[0013] In one embodiment, the second balance block is located on the crankshaft on the side of the auxiliary bearing opposite to the second eccentric portion.

[0014] In one embodiment, the first balance block includes a connecting portion and a counterweight portion disposed on the connecting portion, the connecting portion being sleeved on the crankshaft, and the end face of the counterweight portion facing away from the connecting portion being arranged in a convex arc shape; and / or, the second balance block includes a connecting portion and a counterweight portion disposed on the connecting portion, the connecting portion being sleeved on the crankshaft, and the end face of the counterweight portion facing away from the connecting portion being arranged in a convex arc shape.

[0015] The present invention also proposes a compressor and a heat pump system using the compressor, the compressor including the compression assembly described in any of the foregoing embodiments.

[0016] The technical solution of this invention involves setting two balance blocks near the eccentric portion of the crankshaft. One balance block is positioned between the first eccentric portion and the main bearing, and the other balance block is positioned between the second eccentric portion and the auxiliary bearing, or positioned on the side of the auxiliary bearing away from the second eccentric portion. This arrangement of the balance blocks ensures that they are close to the bearings, reducing crankshaft deformation to the micrometer level. This significantly reduces the bearing's support force and torque, potentially reducing them to as low as one percent of the force required to arrange balance blocks on the motor rotor. Furthermore, this arrangement of the balance blocks reduces the risk of the motor rotor colliding with the motor stator.

[0017] Secondly, by configuring the balance blocks, two pairs of force couples are formed between the centrifugal force of the balance blocks and the centrifugal force of the eccentric part. The torque directions of the two pairs of force couples are opposite, and they at least partially cancel each other out. This greatly reduces the net torque on the crankshaft during rotation. This reduction in torque helps to reduce the bending deformation of the crankshaft. Furthermore, it reduces the supporting force or supporting torque that the main bearing or auxiliary bearing provides to the crankshaft in order to achieve axial balance, thereby reducing the support reaction force or support reaction torque on the main bearing or auxiliary bearing. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of an embodiment of the compression component provided by the present invention;

[0020] Figure 2 for Figure 1 A side view;

[0021] Figure 3 for Figure 2 In the diagram, the force state of the eccentric part and the balance block under centrifugal force;

[0022] Figure 4 In the embodiment corresponding to Scheme 2, (a) is a position marking diagram of the contact surface between the crankshaft and the bearing, (b) is a sampling position marking diagram of the crankshaft experimental data, and (c) is a force distribution diagram of the crankshaft;

[0023] Figure 5 for Figure 4 Contact pressure distribution diagram at point 11;

[0024] Figure 6 for Figure 4 Contact pressure distribution diagram at point 22;

[0025] Figure 7 for Figure 4 Contact pressure distribution at point 33;

[0026] Figure 8 A schematic diagram of another embodiment of the compression component provided by the present invention;

[0027] Figure 9 In the embodiment corresponding to Scheme 3, (a) is a position marking diagram of the contact surface between the crankshaft and the bearing, (b) is a sampling position marking diagram of the crankshaft experimental data, and (c) is a force distribution diagram of the crankshaft;

[0028] Figure 10 for Figure 9 Contact pressure distribution diagram at point 22;

[0029] Figure 11 for Figure 9 Contact pressure distribution at point 33;

[0030] Figure 12 A schematic diagram of another embodiment of the compression component provided by the present invention;

[0031] Figure 13 In the embodiment of Scheme 1, (a) is a position marking diagram of the contact surface between the crankshaft and the bearing, (b) is a sampling position marking diagram of the crankshaft experimental data, and (c) is a force distribution diagram of the crankshaft.

[0032] Explanation of icon numbers:

[0033] 10. Compression component;

[0034] 100, Crankshaft; 200, First eccentric part; 300, Second eccentric part; 400, First balance block; 500, Second balance block; 600, Main bearing; 700, Secondary bearing; 800, Motor rotor.

[0035] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0037] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0038] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0039] This invention proposes a compression assembly, typically used in rolling roller compressors, designed to reduce the reaction force or moment on the main or auxiliary bearing. In embodiments of this invention, the basic components of a rolling roller compressor generally include a motor assembly and a compression assembly. The compression assembly typically includes a cylinder, rollers (rolling rotors), vanes, a crankshaft and eccentric portion, bearings, etc.

[0040] The cylinder contains a compression chamber. The inner surface of the cylinder forms the track for the movement of the vanes and rollers, and it has an intake port and an exhaust port communicating with the compression chamber. The intake port is located in the low-pressure region of the compression chamber, and the exhaust port is located in the high-pressure region. When the rollers rotate, low-pressure gas enters the compression chamber through the intake port, is compressed, and is discharged through the exhaust port. The rollers are the core component of the rotary compressor, typically cylindrical, and mounted eccentrically within the cylinder. As the rollers rotate within the cylinder, their movement creates a constantly changing compression volume during gas compression. The vanes are mounted in a radial groove on the rollers and can slide freely. The vanes are usually driven by a spring or centrifugal force and always remain in close contact with the inner wall of the cylinder. The main function of the vanes is to divide the space between the rollers and the cylinder into different chambers, and they move as the rollers rotate to compress the gas within each chamber. The crankshaft and eccentric part drive the rollers to rotate. A motor or engine drives the crankshaft, and the motor's rotor assembly is mounted on the crankshaft. The eccentric part causes the rollers to rotate inside the cylinder, thus achieving the compression process. Bearings support the crankshaft's rotation and generally include a main bearing and a secondary bearing. The eccentric part is located on the crankshaft between the main and secondary bearings. The main bearing is typically located between the motor rotor and the eccentric part.

[0041] The working principle of a rotary compressor is as follows: Rollers mounted on an eccentric part inside the cylinder compress the gas within the cylinder to perform work. The specific working process can be divided into three stages: intake, compression, and exhaust. In the intake stage: As the crankshaft drives the rotary rotor to rotate, the vanes, pushed by springs or centrifugal force within the rotor slots, remain firmly against the inner wall of the stator. Under the action of the eccentric part, the rotary rotor rotates eccentrically, forming a gradually increasing space. This space connects to the intake port, allowing outside gas to be drawn into the compression chamber. In the compression stage: As the rotary rotor continues to rotate, the vanes seal the drawn-in gas within the chamber between the rotary rotor, vanes, and cylinder. As the rotor continues to rotate, the chamber volume gradually decreases, thus compressing the gas and increasing its pressure. In the exhaust stage: When the gas in the chamber is compressed to a certain degree, the chamber connects to the exhaust port, and the high-pressure gas is pushed into the exhaust port, completing the exhaust process. During the exhaust process, the rotor continues to rotate, and the vanes move accordingly, preparing new space for the next intake stage. The compression process is continuous, meaning that the intake, compression, and exhaust phases cycle repeatedly. As the rolling rotor rotates continuously, the compression chamber continuously experiences the cyclical actions of intake, compression, and exhaust, thereby maintaining stable gas compression and discharge.

[0042] During this process, the crankshaft eccentric part and the rollers will generate centrifugal force during rotation. This centrifugal force will cause the main and auxiliary bearings to generate huge supporting force and supporting torque on the crankshaft. Under such circumstances, the compressor will experience huge vibration or the friction pair between the main and auxiliary bearings and the crankshaft will suffer severe wear, leading to compressor failure.

[0043] Please see Figure 1 , Figure 2 , Figure 3 , Figure 8 and Figure 12 In one embodiment of the present invention, the compression assembly 10 includes a crankshaft 100, a main bearing 600 and a secondary bearing 700 for supporting the crankshaft 100. The crankshaft 100 is provided with a first eccentric portion 200, a second eccentric portion 300, a first balance block 400 and a second balance block 500. The first eccentric portion 200 and the second eccentric portion 300 are located on the crankshaft 100 between the main bearing 600 and the secondary bearing 700, and the first eccentric portion 200 and the second eccentric portion 300 are also located on the crankshaft 100 between the first balance block 400 and the second balance block 500. The first balance block 400 is located on the crankshaft 100 between the main bearing 600 and the first eccentric portion 200.

[0044] In this embodiment, the crankshaft 100 has two oppositely arranged ends, one end of which is provided with a first eccentric portion 200, a second eccentric portion 300, a first balance block 400 and a second balance block 500, and the other end is provided with a rotor assembly of a motor. The first balance block 400 is located on the crankshaft 100 between the main bearing 600 and the first eccentric portion 200; the second balance block 500 is located on the crankshaft 100 between the auxiliary bearing 700 and the second eccentric portion 300, or the second balance block 500 is located on the side of the auxiliary bearing 700 away from the second eccentric portion 300.

[0045] The first eccentric part 200 and the second eccentric part 300 are located between the main bearing 600 and the auxiliary bearing 700, and also between the first balance block 400 and the second balance block 500. This design helps to distribute the load evenly, so that the crankshaft 100 can distribute the stress more evenly when subjected to forces from all directions, reduce stress concentration and fatigue risk, and extend the service life of the crankshaft 100 and related components.

[0046] Wherein, the first eccentric part 200 and the second eccentric part 300 can be combined into one eccentric part (e.g., Figure 12 As shown), or the first eccentric part 200 and the second eccentric part 300 can be two independent eccentric parts (as shown). Figure 1As shown), of course, the number of eccentric parts can also be three, four, five or more. In embodiments where the number of eccentric parts is odd, it is generally understood that the middle eccentric part is divided into two parts. For a specific example, refer to an instance of a single eccentric part. That is to say, the first eccentric part 200 and the second eccentric part 300 should be understood as the first eccentric part 200 divided into the second eccentric part 300, rather than simply as a single independent eccentric part.

[0047] In one embodiment, please refer to Figure 3 The centrifugal forces of the crankshaft 100 at the first eccentric portion 200 and the second eccentric portion 300 form a first force couple, and the centrifugal forces of the crankshaft 100 at the first balance block 400 and the second balance block 500 form a second force couple. The torques of the first force couple and the second force couple are in opposite directions. In this embodiment, there are an even number of independent eccentric portions.

[0048] The fact that the moments of two couples are in opposite directions means that they produce opposite rotational effects on the object. That is, if one couple causes the object to rotate clockwise, then the other couple will cause the object to rotate counterclockwise. These opposite rotational effects can cancel each other out. Thus, since the moments of the first and second couples are in opposite directions, they at least partially cancel each other out, greatly reducing the net moment experienced by the crankshaft 100 during rotation. This reduction in moment helps to reduce the bending deformation of the crankshaft 100. Furthermore, it reduces the supporting force or supporting moment that the main bearing or auxiliary bearing 700 provides to the crankshaft 100 to achieve axial balance, thereby reducing the reaction force or reaction moment experienced by the main bearing or auxiliary bearing 700.

[0049] Determining the direction of a couple moment: A couple moment is a vector quantity with both magnitude and direction. In three-dimensional space, the direction of the couple moment can be determined using the right-hand rule, and its magnitude can be calculated using the formula mentioned above. For example: bend the four fingers of your right hand from the direction of the first force to the direction of the second force; the direction your thumb points is the direction of the couple moment.

[0050] The fact that the moments of the first and second couples are in opposite directions should be understood as meaning that their moments are opposite or nearly opposite. Nearly opposite means that the angle between the moments of the first and second couples is greater than 90° and less than or equal to 180°. When the moments of the first and second couples are equal to 180°, their moments are in opposite directions.

[0051] The aforementioned supporting force and reaction force are as follows: the supporting force is the force exerted by the bearing on the crankshaft 100 to support the weight of the crankshaft 100 and the centrifugal force generated during rotation. The direction of this force is the direction in which the bearing support point exerts force on the crankshaft 100; while the reaction force is the reaction force of the crankshaft 100 on the bearing. Therefore, the aforementioned supporting force and reaction force are equal in magnitude but opposite in direction (Newton's Third Law).

[0052] For example, please refer to Figure 3 Among them, F2 and F3 form the first couple, and F1 and F4 form the second couple. Figure 3 As can be seen, the direction of the moment of the first couple is counterclockwise, and the direction of the moment of the second couple is clockwise. The two couples at least partially cancel each other out, which reduces the net moment of the crankshaft 100 during rotation.

[0053] The technical solution of the present invention involves setting two balance blocks on the crankshaft 100 near the eccentric portion. One balance block is set between the first eccentric portion 200 and the main bearing 600, and the other balance block is set between the second eccentric portion 300 and the auxiliary bearing 700, or on the side of the auxiliary bearing 700 away from the second eccentric portion 300. With the balance blocks set in this way, the crankshaft 100 deforms at the micrometer level, which greatly reduces the bearing's supporting force and torque, even to one percent of the force required to set the balance blocks on the motor rotor 800. Furthermore, this arrangement of the balance blocks reduces the risk of the motor rotor 800 colliding with the motor stator.

[0054] In one embodiment, please refer to Figure 3 Using a plane perpendicular to the axis of the crankshaft 100 as an auxiliary plane, the first eccentric part 200 and the second eccentric part 300 are anti-symmetrically arranged with respect to the auxiliary plane, and the first balance block 400 and the second balance block 500 are anti-symmetrically arranged with respect to the auxiliary plane.

[0055] Regarding the anti-symmetrical arrangement of the first eccentric portion 200 and the second eccentric portion 300 with respect to the auxiliary plane, it can be understood that the mounting positions of the first eccentric portion 200 and the second eccentric portion 300 on the crankshaft 100 are equidistant from the auxiliary plane. However, the first eccentric portion 200 and the second eccentric portion 300 are located on opposite sides of the crankshaft 100, that is, the phase angle between the first eccentric portion 200 and the second eccentric portion 300 is 180 degrees. Figure 3 As shown. The anti-symmetrical arrangement of the first balancing block 400 and the second balancing block 500 with respect to the auxiliary plane can be referred to the above description, and will not be repeated here.

[0056] In this example, by symmetrically distributing the two eccentric parts and the two balance blocks, the mass distribution of the entire system is made relatively uniform, which can effectively balance the rotational inertia torque of the crankshaft 100, making the crankshaft 100 more stable during rotation, thereby reducing noise and wear, and improving the operational stability and lifespan of the equipment.

[0057] In another embodiment, please refer to Figure 12 In this embodiment, the compression assembly 10 includes a crankshaft 100, a main bearing 600 and a secondary bearing 700 for supporting the crankshaft 100. The crankshaft 100 is provided with a first eccentric portion 200, a second eccentric portion 300, a first balance block 400 and a second balance block 500. The first eccentric portion 200 and the second eccentric portion 300 are located on the crankshaft 100 between the main bearing 600 and the secondary bearing 700, and the first eccentric portion 200 and the second eccentric portion 300 are also located on the crankshaft 100 between the first balance block 400 and the second balance block 500. Between the balance blocks 500, the first balance block 400 is located on the crankshaft 100 between the main bearing 600 and the first eccentric part 200. During the rotation of the crankshaft 100, the centrifugal force of the crankshaft 100 at the first eccentric part 200 and the centrifugal force of the first balance block 400 form a first force couple. The centrifugal force of the crankshaft 100 at the second eccentric part 300 and the centrifugal force of the second balance block 500 form a second force couple. The torque of the first force couple is opposite in direction to the torque of the second force couple.

[0058] The implementation principle of this embodiment is the same as that described above. However, in this embodiment, it addresses the case where there is an odd number of independent eccentric parts. In this case, the centers of gravity of the first eccentric part 200 and the second eccentric part 300 are located on the same side of the crankshaft 100. For example, specifically... Figure 12 As shown, F1' and F2' form the first couple, and the direction of the moment of the first couple is clockwise. F3' and F4' form the second couple, and the direction of the moment of the second couple is counterclockwise.

[0059] Based on one embodiment, please continue to refer to Figure 12 An auxiliary plane is used, with a plane perpendicular to the axis of the crankshaft 100; the first eccentric part 200 and the second eccentric part 300 are symmetrically arranged about the auxiliary plane, and the first balance block 400 and the second balance block 500 are symmetrically arranged about the auxiliary plane.

[0060] Regarding the symmetrical arrangement of the first eccentric portion 200 and the second eccentric portion 300 with respect to the auxiliary plane, it can be understood that the mounting positions of the first eccentric portion 200 and the second eccentric portion 300 on the crankshaft 100 are equidistant from the auxiliary plane, and the first eccentric portion 200 and the second eccentric portion 300 are located on the same side of the crankshaft 100. Similarly, the symmetrical arrangement of the first balance block 400 and the second balance block 500 with respect to the auxiliary plane means that the mounting positions of the first balance block 400 and the second balance block 500 on the crankshaft 100 are equidistant from the auxiliary plane, and the first balance block 400 and the second balance block 500 are located on the same side of the crankshaft 100. In this case, the center of gravity of the eccentric portion and the center of gravity of the balance block are located on opposite sides of the crankshaft 100.

[0061] In embodiments with multiple eccentric portions, the centroid of the aforementioned eccentric portion refers to the fitting centroid of all eccentric portions.

[0062] In a preferred embodiment, the moment of the first couple is equal in magnitude and opposite in direction to the moment of the second couple.

[0063] In the above embodiments, the magnitudes of the torques of the first and second couples can be determined by measuring the dimensions of the crankshaft 100, the eccentric portion, and the balance block. Based on the measured dimensions, corresponding 3D drawings can be constructed using 3D simulation software such as UG, 3Dmax, or PROE, and then the results can be obtained through simulation analysis and fitting. Alternatively, the compression component 10 can be scanned using a 3D scanner, and then corresponding 3D drawings can be created, followed by simulation analysis and fitting.

[0064] Based on any of the foregoing embodiments, the centers of gravity of the first eccentric portion 200, the second eccentric portion 300, the first balance block 400, and the second balance block 500 are located in the same plane. In this embodiment, by designing the centers of gravity of the first eccentric portion 200, the second eccentric portion 300, the first balance block 400, and the second balance block 500 to be on the same plane, this arrangement can effectively balance the rotating mass of the crankshaft 100 and reduce the unbalanced forces and vibrations generated during rotation. This balancing effect is particularly significant under high-speed rotation conditions, contributing to improved stability and operating efficiency of the entire compression assembly 10.

[0065] To verify the technical effect of the present invention, the balance block is set on the motor rotor 800 and compared with two embodiments of the present invention. The experiment is carried out at a high frequency of shaft rotation speed. The experimental data is recorded below.

[0066] Option 1: The balance weight is set on the motor rotor 800, and the crankshaft 100 rotates at a frequency of 200 Hz. The deflection of the crankshaft 100 at different positions under Option 1, as well as the distribution of support reaction force, support reaction moment, and contact pressure generated at different contact surfaces between the crankshaft 100 and the bearings, are detailed in the table below:

[0067] Table 1 shows the crankshaft 100 in Scheme 1. Figure 13 Deflection at different locations

[0068] Location Deflection m tilt angle deg 1 -2.72E-06 -1.00E-02 2 -9.00E-06 8.39E-03 3 3.27E-04 0.33264 4 5.03E-04 0.33289

[0069] Table 2 shows the crankshaft 100 in Scheme 1. Figure 13 Relationship between support reaction force, support reaction moment, maximum contact pressure and average contact pressure generated by different contact surfaces

[0070] Location Support reaction force N Support reaction moment Nm Maximum contact pressure Pa Average contact pressure (Pa) 11 -3540.5 -5.9609 5.64E+08 1.15E+07 22 2454.8 -2.4283 5.09E+07 4.24E+06 33 -245.98 1.5134 5.84E+07 4.46E+05

[0071] From Table 1, Table 2 and Figure 13 It can be seen that when the rotational speed frequency is 200 Hz, due to the extremely large gas load on the crankshaft 100, the balance blocks at the upper and lower end faces of the motor rotor 800 will generate huge centrifugal force. This centrifugal force will cause the motor rotor 800 to undergo non-negligible bending deformation, and the deformation deflection can reach the order of mm (the deflection at positions 3 and 4 in Table 1). Since the air gap between the motor rotor 800 and the motor stator is also on the order of mm, this means that the motor rotor 800 is very likely to collide with the motor stator.

[0072] At this point, with a rotational speed frequency of 200 Hz, the crankshaft 100 experiences extremely high gas loads, causing significant bending deformation in its eccentric portion. Under these conditions, the crankshaft 100 no longer satisfies the rigid body assumption. Although the centrifugal force generated by the counterweight during rotation, along with the centrifugal forces generated by the eccentric portion and rollers of the crankshaft 100, achieves force and torque balance, the supporting force and torque exerted by the main bearing and secondary bearing 700 on the crankshaft 100 remain substantial. The contact pressure can reach the order of hundreds of megapascals, comparable to the material strength, making it impossible to achieve the dynamic balance design goal.

[0073] Option 2: As Figure 3 , Figures 4 to 7As shown, the first balance block 400 is located between the first bearing and the first eccentric part 200, and the second balance block 500 is located between the auxiliary bearing 700 and the second eccentric part 300. The first balance block 400 and the second balance block 500 are arranged anti-symmetrically about the auxiliary plane, and the first eccentric part 200 and the second eccentric part 300 are also arranged anti-symmetrically about the auxiliary plane. The frequency of the crankshaft 100's rotational speed is 200 Hz. The deflection of the crankshaft 100 at different positions in Scheme 2, as well as the distribution of support reaction force, support reaction moment, and contact pressure generated by different contact surfaces between the crankshaft 100 and the bearing, are shown in the following table:

[0074] Table 3 shows the crankshaft 100 in Scheme 1. Figure 4 Deflection at different locations

[0075] Location Deflection m tilt angle deg 1 3.07E-06 -2.28E-03 2 -1.75E-06 -3.50E-03 3 2.25E-06 1.95E-03 4 3.28E-06 1.95E-03

[0076] Table 4 shows Scheme 2, where crankshaft 100 is... Figure 4 Relationship between support reaction force, support reaction moment, maximum contact pressure and average contact pressure generated by different contact surfaces

[0077] Location Support reaction force N Support reaction moment Nm Maximum contact pressure Pa Average contact pressure (Pa) 11 -45.445 -1.13E-02 4.99E+06 1.43E+05 22 32.261 -0.1976 2.53E+06 3.27E+04 33 -32.13 -0.58281 3.02E+07 1.11E+05

[0078] From Table 3, Table 4 and Figures 4 to 7 It can be seen that, compared with Scheme 1, under the condition that the crankshaft 100 rotates at a frequency of 200 Hz, Scheme 2's crankshaft 100... Figure 4 The deflections at points 1, 2, 3, and 4 are all very small (on the order of micrometers). Simultaneously, the reaction forces and moments generated at the contact surfaces 11, 22, and 33 between the crankshaft 100 and the bearing are also very small (only about 1% of the levels in the prior art). The maximum contact pressure is only 30 MPa. Thus, this embodiment solves the problem of the motor rotor 800 easily colliding with the motor stator in the prior art. Furthermore, the contact pressure generated at the contact surfaces 11, 22, and 33 between the crankshaft 100 and the bearing is very small, and the reaction forces and moments generated at these surfaces are also very small (only about 1% of the levels in the prior art). The maximum contact pressure is only 22 MPa (less than 10% of the levels in the prior art).

[0079] Option 3: such as Figure 8As shown, the first balance block 400 is located between the first bearing and the first eccentric part 200, and the second balance block 500 is located on the side of the auxiliary bearing 700 opposite to the second eccentric part 300. The first balance block 400 and the second balance block 500 are arranged anti-symmetrically about the auxiliary plane, and the first eccentric part 200 and the second eccentric part 300 are also arranged anti-symmetrically about the auxiliary plane. The frequency of the crankshaft 100's rotational speed is 200 Hz. The deflection of the crankshaft 100 at different positions in Scheme 3, as well as the distribution of support reaction force, support reaction moment, and contact pressure generated by different contact surfaces between the crankshaft 100 and the bearing, are shown in the following table:

[0080] Table 5 shows the crankshaft configuration in Scheme 3. Figure 9 Deflection at different locations

[0081] Location Deflection m tilt angle deg 1 1.51E-06 -9.56E-04 2 -3.03E-06 -2.29E-03 3 1.06E-05 9.21E-03 4 1.55E-05 9.21E-03

[0082] Table 6 shows Scheme 3, where crankshaft 100 is... Figure 9 The distribution of support reaction force, support reaction moment, maximum contact pressure, and average contact pressure at different contact surfaces.

[0083] Location Support reaction force N Support reaction moment Nm Maximum contact pressure Pa Average contact pressure (Pa) 22 -37.979 -0.48995 1.14E+07 2.57E+05 33 -19.777 -1.161 2.15E+07 6.74E+05

[0084] From Table 5, Table 6 and Figures 8 to 11 As can be seen, compared with Scheme 1, under the condition that the crankshaft 100 rotates at a frequency of 200 Hz, Scheme 3 produces very small deflections (only on the order of 10 micrometers) at different positions 1, 2, 3, and 4 of the crankshaft 100. At the same time, the support reaction force and support reaction torque generated by the contact surfaces 22 and 33 of the crankshaft 100 and the bearing are very small (only on the order of 1% of the prior art), and the maximum contact pressure is only 22 MPa. No huge bending deformation occurs at the position of the motor rotor 800. In particular, the deflection at the position of the motor rotor 800 is only on the order of 10 micrometers (only on the order of 2% of the prior art), which solves the problem that the motor rotor 800 is prone to collision with the motor stator in the prior art.

[0085] The technical solution of this invention enables dynamic balancing of the shaft system of a rolling rotor compressor under high speed and heavy load conditions. Furthermore, the technical solution of this invention also enables dynamic balancing of the shaft system of a rolling rotor compressor under low speed and light load conditions. It should be understood that in the above three solutions, only the position and mass of the balancing block differ; all other data are the same.

[0086] Compared to arranging the balance block on the motor rotor 800, in the technical solution of the present invention, the balance block is set on the crankshaft 100, and is set at the end where the eccentric part is located. This can greatly reduce the mass of the balance block, thereby achieving a better reduction of the support reaction force on the bearing even with a small balance block.

[0087] In some embodiments, the first balance block 400 includes a connecting portion and a counterweight portion disposed on the connecting portion. The connecting portion is sleeved on the crankshaft 100, and the end face of the counterweight portion facing away from the connecting portion is arranged in a convex arc shape.

[0088] Based on the previous embodiment, the second balance block 500 includes a connecting part and a counterweight part disposed on the connecting part. The connecting part is sleeved on the crankshaft 100, and the end face of the counterweight part facing away from the connecting part is arranged in a convex arc shape.

[0089] Generally speaking, in order to improve the versatility of the compression assembly 10, the first balance block 400 and the second balance block 500 are usually separately set from the crankshaft 100. The connecting part is generally cylindrical and is sleeved on the crankshaft 100. The connecting part is connected to the crankshaft 100 by interference fit, key connection or tapered pin connection, etc.

[0090] In this embodiment, the end face away from the connecting part is convex arc-shaped, which can help reduce the sway and torsion of the crankshaft 100 while ensuring the counterweight effect, thereby reducing the wear of bearings and other related components and extending the service life of the equipment.

[0091] The present invention also proposes a compressor, which includes a motor assembly and a compression assembly 10. The specific structure of the compression assembly 10 is as described in the above embodiments. Since the compressor adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0092] The present invention also proposes a heat pump system, which includes a first heat exchanger, a second heat exchanger and the aforementioned compressor, wherein the compressor, the first heat exchanger and the second heat exchanger are connected to form a refrigerant heat exchange circulation loop.

[0093] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A compression assembly, characterized by, The crankshaft, main bearings and auxiliary bearings for supporting the crankshaft, the crankshaft is provided with a first eccentric part, a second eccentric part, a first balance block and a second balance block, the first eccentric part and the second eccentric part are located between the main bearings and the auxiliary bearings on the crankshaft, and the first eccentric part and the second eccentric part are also located between the first balance block and the second balance block on the crankshaft, the first balance block is located between the main bearings and the first eccentric part on the crankshaft; During the rotation of the crankshaft, the centrifugal force of the first eccentric part and the centrifugal force of the second eccentric part form a first couple, the centrifugal force of the first balance block and the centrifugal force of the second balance block form a second couple, and the direction of the couple moment of the first couple is opposite to that of the second couple.

2. The compression assembly of claim 1, wherein, An auxiliary plane perpendicular to the axis of the crankshaft is provided; The first eccentric part and the second eccentric part are arranged in anti-symmetry about the auxiliary plane, and the first balance block and the second balance block are arranged in anti-symmetry about the auxiliary plane.

3. A compression assembly characterized by, The crankshaft, main bearings and auxiliary bearings for supporting the crankshaft, the crankshaft is provided with a first eccentric part, a second eccentric part, a first balance block and a second balance block, the first eccentric part and the second eccentric part are located between the main bearings and the auxiliary bearings on the crankshaft, and the first eccentric part and the second eccentric part are also located between the first balance block and the second balance block on the crankshaft, the first balance block is located between the main bearings and the first eccentric part on the crankshaft; During the rotation of the crankshaft, the centrifugal force of the first eccentric part and the centrifugal force of the first balance block form a first couple, the centrifugal force of the second eccentric part and the centrifugal force of the second balance block form a second couple, and the direction of the couple moment of the first couple is opposite to that of the second couple.

4. The compression assembly of claim 3, wherein, An auxiliary plane perpendicular to the axis of the crankshaft is provided; The first eccentric part and the second eccentric part are arranged in anti-symmetry about the auxiliary plane, and the first balance block and the second balance block are arranged in anti-symmetry about the auxiliary plane.

5. The compression assembly of any one of claims 1 to 4, wherein, The center of gravity of the first eccentric part, the center of gravity of the second eccentric part, the center of gravity of the first balance block and the center of gravity of the second balance block are located in the same plane.

6. The compression assembly of any one of claims 1 to 4, wherein, The second balance block is located between the auxiliary bearings and the second eccentric part on the crankshaft.

7. The compression assembly of any one of claims 1 to 4, wherein, The second balance block is located on the side of the auxiliary bearings away from the second eccentric part on the crankshaft.

8. The compression assembly of claim 1, wherein, The first balance block comprises a connecting part and a counterweight part provided on the connecting part, the connecting part is sleeved on the crankshaft, and the end face of the counterweight part away from the connecting part is arranged in a convex arc shape; And / or, the second balance block comprises a connecting part and a counterweight part provided on the connecting part, the connecting part is sleeved on the crankshaft, and the end face of the counterweight part away from the connecting part is arranged in a convex arc shape.

9. A compressor characterized by, The compressor assembly comprises the compressor assembly according to any one of claims 1 to 8.

10. A heat pump system, characterized by, The compressor according to claim 9.

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