Compressor and refrigeration equipment

Abstract

The utility model discloses a compressor and refrigeration equipment, and relates to the technical field of compressors, and the compressor comprises a supporting assembly and a crankshaft; the supporting assembly comprises a shaft sleeve which is provided with a seam, and the seam extends in the axial direction of the shaft sleeve. The crankshaft comprises a connecting section penetrating through the shaft sleeve, the connecting section comprises a first shaft section, a second shaft section and a middle shaft section connected between the first shaft section and the second shaft section, the middle shaft section is located in the shaft sleeve and rotationally connected with the inner wall of the shaft sleeve, and the part, close to the middle shaft section, of the first shaft section is located in the shaft sleeve. The part, located in the shaft sleeve, of the first shaft section and the inner wall of the shaft sleeve are arranged at intervals, and the part, close to the middle shaft section, of the second shaft section and the inner wall of the shaft sleeve are arranged at intervals. According to the utility model, the joint end part can be prevented from being scratched with the first shaft section / the second shaft section when the joint end part is deformed and raised due to crankshaft load, the abrasion of the connecting section and the shaft sleeve can be reduced, and the reliability of the crankshaft and the compressor is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of compressors, in particular to a compressor and a refrigeration device. Background Art

[0002] With the high speed and high efficiency of rotary compressors and the use of high-thickness motors in specific environments, it is particularly important to ensure the coaxiality of the stator and rotor of the motor during operation and reduce the deformation of the crankshaft end to ensure the reliability of the rotary compressor. To this end, some rotary compressors achieve the above purpose by installing motor bearings at the end of the motor. However, when conventional sliding bearings are used as motor bearings, the motor bearings themselves are prone to wear and have relatively poor reliability, which affects the overall reliability of the rotary compressor. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a compressor that can reduce the wear of the crankshaft and improve the reliability of the crankshaft and the compressor.

[0004] The utility model also provides a refrigeration device having the compressor.

[0005] The compressor according to the first embodiment of the utility model comprises:

[0006] A support assembly comprises a sleeve, wherein the sleeve is provided with a seam, and the seam extends along the axial direction of the sleeve; and

[0007] A crankshaft, comprising a connecting section passing through the shaft sleeve, the connecting section comprising a first shaft section, a second shaft section and an intermediate shaft section connected between the first shaft section and the second shaft section, the intermediate shaft section being located in the shaft sleeve and rotatably connected to the inner wall of the shaft sleeve, a portion of the first shaft section close to the intermediate shaft section being located in the shaft sleeve, a portion of the first shaft section located in the shaft sleeve being spaced apart from the inner wall of the shaft sleeve, a portion of the second shaft section close to the intermediate shaft section being located in the shaft sleeve, and a portion of the second shaft section located in the shaft sleeve being spaced apart from the inner wall of the shaft sleeve.

[0008] The compressor according to the embodiment of the utility model has at least the following beneficial effects:

[0009] By setting the portion of the first shaft section located in the sleeve at an interval with the inner wall of the sleeve, there is a gap between the portion of the first shaft section located in the sleeve and one end of the joint, so that when one end of the joint is deformed, it bulges into the gap, thereby preventing one end of the joint from contacting the outer peripheral wall of the first shaft section when it bulges, and preventing the outer peripheral wall of the first shaft section from being cut. Also, by setting the portion of the second shaft section located in the sleeve at an interval with the inner wall of the sleeve, there is a gap between the portion of the second shaft section located in the sleeve and the other end of the joint, so that when the other end of the joint is deformed, it bulges into the gap, thereby preventing the other end of the joint from contacting the outer peripheral wall of the second shaft section when it bulges, and preventing the outer peripheral wall of the second shaft section from being cut, thereby reducing the wear between the crankshaft connecting section and the sleeve, improving the reliability of the crankshaft rotation, and improving the reliability of the compressor. At the same time, through the above-mentioned arrangement, only the middle area of ​​the inner wall of the sleeve can contact the middle shaft section, while the two end areas of the inner wall of the sleeve will not contact the crankshaft. When the crankshaft rotates, the load applied by the crankshaft will not directly act on the two ends of the sleeve, thereby reducing the load on the end of the sleeve, reducing the deformation of the joint end caused by the crankshaft load, and effectively preventing the deformation of the joint from cutting the outer wall of the connecting section, further reducing the wear of the crankshaft and the sleeve, and improving the reliability of the compressor.

[0010] According to some embodiments of the present utility model, a first avoidance groove is provided at one end of the first shaft segment connected to the intermediate shaft segment, and the first avoidance groove is provided around the first shaft segment;

[0011] A second avoidance groove is arranged at one end of the second shaft segment connected to the middle shaft segment, and the second avoidance groove is arranged around the second shaft segment.

[0012] According to some embodiments of the present utility model, the first avoidance groove includes a first notch, and the minimum length of the first notch along the axial direction of the connecting section is greater than or equal to 1.5 mm;

[0013] The second avoidance groove includes a second notch, and a minimum length of the second notch along the axial direction of the connecting section is greater than or equal to 1.5 mm.

[0014] According to some embodiments of the present utility model, the first avoidance groove includes a first notch, and the minimum length of the first notch along the axial direction of the connecting section is H1; the second avoidance groove includes a second notch, and the minimum length of the second notch along the axial direction of the connecting section is H2; the axial length of the sleeve is H3, satisfying:

[0015]

[0016] According to some embodiments of the present utility model, the crankshaft further includes a main body section, the main body section is connected to one end of the connecting section, and the diameter of the main body section is D1;

[0017] The first shaft segment is connected to one end of the intermediate shaft segment close to the main body segment, and the second shaft segment is connected to one end of the intermediate shaft segment away from the main body segment. The diameter of the intermediate shaft segment is D2, the diameter of the portion of the first shaft segment forming the first avoidance groove is D3, and the diameter of the portion of the second shaft segment forming the second avoidance groove is D4, satisfying: D1>D3, D2>D3, D3≥D4.

[0018] According to some embodiments of the present invention, the crankshaft includes a top end surface, the first shaft segment is connected to an end of the intermediate shaft segment away from the top end surface, the diameter of the intermediate shaft segment is D2, and the diameter of the part of the first shaft segment forming the first avoidance groove is D3, satisfying: D2-D3≤2mm.

[0019] According to some embodiments of the present utility model, the crankshaft includes a top end surface, the first shaft segment is connected to an end of the intermediate shaft segment away from the top end surface, a first avoidance groove is provided at the connection between the first shaft segment and the intermediate shaft segment, and the first avoidance groove is provided around the first shaft segment.

[0020] According to some embodiments of the present invention, the crankshaft includes a top end surface, the intermediate shaft section includes a first end surface facing away from the top end surface, the first shaft section includes a first outer peripheral surface, the first outer peripheral surface is connected to the first end surface, and the distance between the first outer peripheral surface and the axial centerline of the connecting section increases from an end of the first outer peripheral surface close to the first end surface to an end away from the first end surface.

[0021] According to some embodiments of the present invention, the crankshaft includes a top end surface, the second shaft segment is connected to one end of the intermediate shaft segment facing the top end surface, a second avoidance groove is provided at the connection between the second shaft segment and the intermediate shaft segment, and the second avoidance groove is provided around the second shaft segment.

[0022] According to some embodiments of the present invention, the crankshaft includes a top end surface, the intermediate shaft segment includes a second end surface facing the top end surface, the second shaft segment is connected to one end of the intermediate shaft segment facing the top end surface, and the second shaft segment includes a second outer peripheral surface; wherein,

[0023] The second outer peripheral surface is connected to the outer peripheral wall of the intermediate shaft segment, and the distance between the second outer peripheral surface and the axis of the connecting segment decreases from an end of the second outer peripheral surface close to the intermediate shaft segment to an end far from the intermediate shaft segment;

[0024] Alternatively, the second outer peripheral surface is connected to the second end surface, and the distance between the second outer peripheral surface and the axial center line of the connecting section remains unchanged along the axial direction of the connecting section.

[0025] According to some embodiments of the utility model, the crankshaft is provided with a central oil hole, which extends axially along the crankshaft, and the connecting section is provided with an oil outlet hole, one end of which is connected to the central oil hole, and the other end passes through the outer peripheral wall of the connecting section.

[0026] The refrigeration device according to the embodiment of the second aspect of the utility model comprises the compressor described in any of the above embodiments.

[0027] The refrigeration device according to the embodiment of the utility model has at least the following beneficial effects:

[0028] In the compressor using the first embodiment, the compressor sets the portion of the first shaft section located in the sleeve at an interval with the inner wall of the sleeve, so that there is a gap between the portion of the first shaft section located in the sleeve and one end of the joint, so that when one end of the joint is deformed, it bulges into the gap, thereby preventing one end of the joint from contacting the outer peripheral wall of the first shaft section when it bulges, thereby preventing the outer peripheral wall of the first shaft section from being cut. Also, by setting the portion of the second shaft section located in the sleeve at an interval with the inner wall of the sleeve, there is a gap between the portion of the second shaft section located in the sleeve and the other end of the joint, so that when the other end of the joint is deformed, it bulges into the gap, thereby preventing the other end of the joint from contacting the outer peripheral wall of the second shaft section when it bulges, thereby preventing the outer peripheral wall of the second shaft section from being cut, thereby reducing the wear between the crankshaft connecting section and the sleeve, improving the reliability of the crankshaft rotation, and improving the reliability of the compressor. At the same time, through the above-mentioned arrangement, only the middle area of ​​the inner wall of the sleeve can contact the middle shaft section, while the two end areas of the inner wall of the sleeve will not contact the crankshaft. When the crankshaft rotates, the load applied by the crankshaft will not directly act on the two ends of the sleeve, thereby reducing the load on the end of the sleeve, reducing the deformation of the joint end caused by the crankshaft load, and effectively preventing the deformation of the joint from cutting the outer wall of the connecting section, further reducing the wear of the crankshaft and the sleeve, and improving the reliability of the compressor.

[0029] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present invention is further described below with reference to the accompanying drawings and embodiments, wherein:

[0031] Figure 1 A cross-sectional view of a partial structure of a compressor according to an embodiment of the utility model;

[0032] Figure 2 It is a schematic diagram of the assembly of the crankshaft connecting section and the shaft sleeve of the first embodiment of the utility model;

[0033] Figure 3This is a schematic diagram of the structure of the shaft sleeve of an embodiment of the utility model;

[0034] Figure 4 for Figure 3 A cross-sectional view of the sleeve along the axial direction;

[0035] Figure 5 It is a schematic structural diagram of a crankshaft according to a first embodiment of the utility model;

[0036] Figure 6 for Figure 5 A partial enlarged view of the middle A;

[0037] Figure 7 A curve diagram showing the maximum deformation of the joint according to the embodiment of the utility model as the length of the avoidance groove changes;

[0038] Figure 8 This is a schematic diagram of the assembly of the connecting section of the embodiment of the utility model with the shaft sleeve when the connecting section is provided with an oil outlet hole;

[0039] Fig. 9 A graph showing the change in the film thickness ratio of an embodiment of the utility model as the ratio (H1+H2) / H3 changes;

[0040] Fig.10 It is a schematic diagram of the assembly of the crankshaft connecting section and the shaft sleeve of the second embodiment of the utility model;

[0041] Fig.11 It is a schematic diagram of the assembly of the crankshaft connecting section and the shaft sleeve of the third embodiment of the utility model;

[0042] Fig.12 It is a schematic diagram of the assembly of the crankshaft connecting section and the shaft sleeve according to the fourth embodiment of the utility model.

[0043] Figure Number:

[0044] Compressor 10;

[0045] Motor assembly 100; stator 110; rotor 120;

[0046] Pump body assembly 200; first cylinder 210; second cylinder 220; first roller 230; second roller 240;

[0047] Crankshaft 300; central oil hole 300a; top end surface 301; main body section 310; connecting section 320; oil outlet hole 320a;

[0048] First shaft section 321; first avoidance groove 3211; first notch 3211a; first outer peripheral surface 3212;

[0049] Intermediate shaft section 322; first end surface 3221; second end surface 3222;

[0050] The second shaft section 323; the second avoidance groove 3231; the second notch 3231a; the second outer peripheral surface 3232; the eccentric portion 330;

[0051] Support assembly 400 ; first bearing 410 ; sleeve 420 ; joint 421 ; second bearing 430 ; third bearing 440 . DETAILED DESCRIPTION

[0052] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0053] In the description of the present invention, it should be understood that the descriptions involving orientation, such as the orientation or positional relationship indicated as up, down, etc., are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0054] In the description of the present utility model, "a plurality" refers to two or more than two. If there is a description of "first" or "second", it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0055] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0056] With the high speed and high efficiency of compressors and the use of high-thickness motors in specific environments, it is particularly important to ensure the coaxiality of the stator and rotor of the motor during operation and reduce the deformation of the crankshaft end to ensure the reliability of the compressor. To this end, some compressors achieve the above purpose by installing motor bearings at the end of the motor.

[0057] However, when conventional sliding bearings are used as motor bearings, on the one hand, the motor bearings themselves are prone to wear and have relatively poor reliability; on the other hand, the lubricating oil sprayed into the top space of the crankshaft flows into the gap between the crankshaft and the motor bearing under the action of gravity. The amount of lubricating oil in the gap is small and the oil film thickness is small, which makes it difficult to meet the lubrication performance under high-speed operation, causing increased wear of the crankshaft and motor bearings, affecting the service life and reliability of the motor bearings, and further affecting the overall reliability of the compressor.

[0058] In this regard, the present application provides a compressor, wherein the compressor may be a rotary compressor, a scroll compressor, or a vehicle-mounted compressor, and a rotary compressor is taken as an example for detailed description below.

[0059] Please refer to Figure 1 , Figure 1 The compressor 10 includes a motor assembly 100 , a pump assembly 200 , a crankshaft 300 and a support assembly 400 .

[0060] The motor assembly 100 is connected to the crankshaft 300. Specifically, the motor assembly 100 includes a stator 110 and a rotor 120. Generally speaking, the stator 110 is fixedly connected to the housing of the compressor 10. The stator 110 is annular, and the rotor 120 is arranged in the inner ring of the stator 110, that is, the stator 110 is arranged around the rotor 120, and the crankshaft 300 is passed through the rotor 120 and is fixedly connected to the rotor 120. The rotor 120 can rotate relative to the stator 110. Under the action of the magnetic field, the rotor 120 can be driven to rotate relative to the stator 110, so that the rotor 120 drives the crankshaft 300 to rotate.

[0061] The pump body assembly 200 is used to move under the drive of the motor assembly 100 and the crankshaft 300 to achieve compression of the refrigerant. Taking a two-cylinder rotary compressor as an example, the pump body assembly 200 includes a first cylinder 210 and a second cylinder 220. The first cylinder 210 is arranged on the upper side of the second cylinder 220, and a partition is arranged between the first cylinder 210 and the second cylinder 220. The first cylinder 210 is provided with a first cavity and a first roller 230 installed in the first cavity. Similarly, the second cylinder 220 is provided with a second cavity and a second roller 240 installed in the second cavity.

[0062] One end of the crankshaft 300 away from the motor assembly 100 may be sequentially penetrated through the first cylinder 210, the partition plate and the second cylinder 220. The crankshaft 300 may be provided with two eccentric portions 330, and the eccentric directions of the two eccentric portions 330 are different. For example, the eccentric directions of the two eccentric portions 330 are opposite, and the eccentric direction of the eccentric portion 330 is the direction from the central axis of the crankshaft 300 toward the center of the eccentric portion 330. The two eccentric portions 330 are arranged at intervals up and down and are respectively arranged in the first cavity and the second cavity, so that the first cylinder 210 and the second cylinder 220 are connected to the crankshaft 300 respectively. Specifically, the motor assembly 100 drives the crankshaft 300 to rotate, drives the two eccentric portions 330 to rotate eccentrically, drives the first cylinder 210 and the second cylinder 220 to move, and thus realizes the compression of the refrigerant in the first cavity and the second cavity.

[0063] It can be understood that since one end of the crankshaft 300 connected to the pump body assembly 200 rotates eccentrically, in order to reduce the flexural deformation of the crankshaft 300, while improving the coaxiality of the stator 110 and the rotor 120 and preventing the stator 110 and the rotor 120 from scratching, the crankshaft 300 can be supported and positioned by the support assembly 400.

[0064] like Figure 1 As shown, the support assembly 400 may include a second bearing 430 and a third bearing 440, the second bearing 430 is disposed on the upper side of the first cylinder 210, and the third bearing 440 is disposed on the lower side of the second cylinder 220, that is, the first cylinder 210 and the second cylinder 220 are disposed between the second bearing 430 and the third bearing 440. It can be understood that by arranging the second bearing 430 and the third bearing 440, the end of the crankshaft 300 provided with the eccentric portion 330 is supported and positioned to bear the reaction force of the compressed gas in the first cylinder 210 and the second cylinder 220 during the working process, thereby improving the working stability of the first cylinder 210 and the second cylinder 220.

[0065] In order to further reduce the flexural deformation of the end of the crankshaft 300, it is also necessary to support and position the other end of the crankshaft 300 (the end away from the pump body assembly 200, that is, the top end of the crankshaft 300).

[0066] Please combine Figure 1 And refer to Figure 2 , Figure 2The figure is a schematic diagram of the assembly of the crankshaft connecting section and the sleeve of the first embodiment of the utility model. The support assembly 400 includes a first bearing 410 and a sleeve 420. The first bearing 410 is provided with a first shaft hole (not shown), and the sleeve 420 is provided in the first shaft hole. The crankshaft 300 includes a connecting section 320, which is located at one end of the crankshaft 300 away from the pump body assembly 200, that is, the top end of the crankshaft 300. The connecting section 320 is passed through the sleeve 420 and is rotatably connected to the sleeve 420.

[0067] Among them, the first bearing 410 can be connected to the shell of the compressor 10 through a support frame, so that the first bearing 410 is fixed to the shell. By arranging a sleeve 420 in the first bearing 410, the connecting section 320 of the crankshaft 300 is passed through the sleeve 420 and rotatably connected to the sleeve 420, the support and positioning of the top end of the crankshaft 300 is achieved.

[0068] Since the first bearing 410 mainly bears the load and radial impact applied during the rotation of the crankshaft 300, the first bearing 410 is usually made of a material with high rigidity and strength. The wear caused by the direct cooperation between the first bearing 410 and the crankshaft 300 will be relatively large. By arranging a sleeve 420 in the first bearing 410, the connecting section 320 is inserted into the sleeve 420, that is, the sleeve 420 is located between the inner wall of the first bearing 410 and the outer peripheral wall of the connecting section 320. In other words, the first bearing 410 is sleeved on the connecting section 320 through the sleeve 420, so that the outer peripheral wall of the connecting section 320 will never contact the first bearing 410, which can prevent the first bearing 410 from being worn. The sleeve 420 can be made of a material with relatively low rigidity and strength, so that it is easier to set some friction-reducing structures on the inner wall of the sleeve 420, which can reduce the wear of the crankshaft 300 and the sleeve 420.

[0069] In one embodiment, a friction-reducing layer may be provided on the inner wall of the sleeve 420. The friction-reducing layer may be made of a non-rigid material, such as a polymer resin material or graphite, which can reduce the friction between the inner wall of the sleeve 420 and the connecting section 320, improve the lubricity between the crankshaft 300 and the sleeve 420, reduce the wear of the crankshaft 300 and the sleeve 420, and thus improve the reliability of the rotation of the crankshaft 300.

[0070] Please refer to Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the structure of the shaft sleeve of an embodiment of the utility model. Figure 4 for Figure 3 The shaft sleeve 420 is provided with a joint 421 , and the joint 421 extends along the axial direction of the shaft sleeve 420 .

[0071] It is understandable that since the wear-reducing layer directly affects the reliability of the rotation of the crankshaft 300, the wear-reducing layer needs to be provided with a uniform thickness. In order to facilitate the formation of a wear-reducing layer of uniform thickness on the inner wall of the sleeve 420, the sleeve 420 can be formed by a rolling process. Specifically, before rolling, the substrate used to make the sleeve 420 is in a flat plate shape, and the wear-reducing layer can be formed on one surface of the flat plate substrate. For example, the wear-reducing layer can be formed on one surface of the substrate by spraying. After the wear-reducing layer is completely formed, the flat plate substrate is rolled to obtain the final shape of the sleeve 420, which is convenient for the processing and forming of the wear-reducing layer, and a wear-reducing layer of uniform thickness can be obtained, and it is also convenient to control the overall processing accuracy of the sleeve 420. Therefore, since the sleeve 420 is formed by the rolling process, the sleeve 420 has a joint 421 after rolling. It should be understood that under normal circumstances, the gap of the joint 421 after the sleeve 420 is assembled is 0, and the walls on both sides of the joint 421 are in close contact.

[0072] However, due to the presence of the joint 421 on the sleeve 420, during the high-speed rotation of the crankshaft 300, the portions of the joint 421 close to the two axial end surfaces of the sleeve 420 (i.e., the axial ends of the joint 421) are easily deformed under the load applied by the crankshaft 300, and are easily bulged along the radial direction of the sleeve 420 to form small steps, causing scratches and cuts on the outer peripheral wall of the connecting section 320, resulting in wear of the outer peripheral wall of the connecting section 320, thereby affecting the reliability of the rotation of the crankshaft 300.

[0073] In this regard, in order to prevent the outer peripheral wall of the connecting section 320 from being cut by the seam 421, in the embodiment of the present application, Figure 2 As shown, the connecting section 320 includes a first shaft section 321 , a second shaft section 323 , and an intermediate shaft section 322 connected between the first shaft section 321 and the second shaft section 323 .

[0074] Among them, the middle shaft section 322 is located in the sleeve 420 and is rotatably connected to the inner wall of the sleeve 420, the part of the first shaft section 321 close to the middle shaft section 322 is located in the sleeve 420, and the part of the first shaft section 321 located in the sleeve 420 is spaced apart from the inner wall of the sleeve 420, and the part of the second shaft section 323 close to the middle shaft section 322 is located in the sleeve 420, and the part of the second shaft section 323 located in the sleeve 420 is spaced apart from the inner wall of the sleeve 420.

[0075] The middle shaft section 322 is connected between the first shaft section 321 and the second shaft section 323. In other words, the first shaft section 321 and the second shaft section 323 are respectively connected to the two ends of the middle shaft section 322. Since the middle shaft section 322 is entirely located in the sleeve 420, the portion of the first shaft section 321 located in the sleeve 420 is located at one end of the sleeve 420, and the portion of the second shaft section 323 located in the sleeve 420 is located at the other end of the sleeve 420. Then, the portion of the first shaft section 321 located in the sleeve 420 is opposite to one end of the joint 421, and the portion of the second shaft section 323 located in the sleeve 420 is opposite to the other end of the joint 421. Then, by spacing the portion of the first shaft segment 321 located in the sleeve 420 and the inner wall of the sleeve 420, there is a gap between the portion of the first shaft segment 321 located in the sleeve 420 and one end of the joint 421, so that when one end of the joint 421 is deformed, it bulges into the gap, thereby preventing one end of the joint 421 from contacting the outer peripheral wall of the first shaft segment 321 when it bulges, thereby preventing the outer peripheral wall of the first shaft segment 321 from being cut. Also, by spacing the portion of the second shaft segment 323 located in the sleeve 420 and the inner wall of the sleeve 420, there is a gap between the portion of the second shaft segment 323 located in the sleeve and the other end of the joint 421, so that when the other end of the joint 421 is deformed, it bulges into the gap, thereby preventing the other end of the joint 421 from contacting the outer peripheral wall of the second shaft segment 323 when it bulges, thereby preventing the outer peripheral wall of the second shaft segment 323 from being cut. In this way, the wear between the connecting section 320 of the crankshaft 300 and the sleeve 420 can be reduced, the reliability of the rotation of the crankshaft 300 can be improved, and the reliability of the compressor 10 can be improved.

[0076] At the same time, by arranging the portion of the first shaft segment 321 located in the sleeve 420 to be spaced apart from the inner wall of the sleeve 420, and by arranging the portion of the second shaft segment 323 located in the sleeve 420 to be spaced apart from the inner wall of the sleeve 420, that is, only the middle area of ​​the inner wall of the sleeve 420 can contact the middle shaft segment 322, while the two end areas of the inner wall of the sleeve 420 will not contact the crankshaft 300. When the crankshaft 300 rotates, the load applied by the crankshaft 300 will not directly act on the two ends of the sleeve 420, thereby reducing the load on the end of the sleeve 420, reducing the deformation of the end of the joint 421 caused by the load of the crankshaft 300, and effectively preventing the joint 421 from deforming and cutting the outer peripheral wall of the connecting section 320, thereby further reducing the wear of the crankshaft 300 and the sleeve 420, and improving the reliability of the compressor 10.

[0077] In order to make the part of the first shaft segment 321 located in the sleeve 420 be spaced apart from the inner wall of the sleeve 420, and to make the part of the second shaft segment 323 located in the sleeve 420 be spaced apart from the inner wall of the sleeve 420, this can be achieved through a variety of structural designs. For example, an avoidance groove structure can be set between the outer peripheral wall of the first shaft segment 321 / the outer peripheral wall of the second shaft segment 323 and the inner wall of the sleeve 420.

[0078] Please combine Figure 2 And refer to Figure 5 and Figure 6 , Figure 5 This is a schematic structural diagram of a crankshaft according to a first embodiment of the utility model. Figure 6 for Figure 5 In one embodiment, a first avoidance groove 3211 is provided at one end of the first shaft segment 321 connected to the middle shaft segment 322, and the first avoidance groove 3211 is arranged around the first shaft segment 321. A second avoidance groove 3231 is provided at one end of the second shaft segment 323 connected to the middle shaft segment 322, and the second avoidance groove 3231 is arranged around the second shaft segment 323.

[0079] like Figure 6 As shown, the first avoidance groove 3211 and the second avoidance groove 3231 are arranged axially at intervals along the connecting section 320, and the portion between the first avoidance groove 3211 and the second avoidance groove 3231 defines the intermediate shaft section 322, that is, the first avoidance groove 3211 and the second avoidance groove 3231 separate the connecting section 320 into the above-mentioned first shaft section 321, the intermediate shaft section 322 and the second shaft section 323.

[0080] By providing the first avoidance groove 3211, the portion of the first shaft segment 321 located in the sleeve 420 is separated from the inner wall of the sleeve 420, and then the protrusion formed by the deformation of one end of the joint 421 will extend into the first avoidance groove 3211, avoiding the protrusion from contacting the outer peripheral wall of the first shaft segment 321, thereby avoiding the first shaft segment 321 from being cut, reducing the wear of the crankshaft 300. Similarly, by providing the second avoidance groove 3231, the portion of the second shaft segment 323 located in the sleeve 420 is separated from the inner wall of the sleeve 420, and then the protrusion formed by the deformation of the other end of the joint 421 will extend into the second avoidance groove 3231, avoiding the protrusion from contacting the outer peripheral wall of the second shaft segment 323, thereby avoiding the second shaft segment 323 from being cut, reducing the wear of the crankshaft 300.

[0081] The first avoidance groove 3211 / the second avoidance groove 3231 can have a variety of shapes, for example, the first avoidance groove 3211 / the second avoidance groove 3231 can be designed as a regular groove such as a rectangular groove, a trapezoidal groove, a semicircular groove, a V-shaped groove, etc. The first avoidance groove 3211 / the second avoidance groove 3231 can also be designed as an irregular groove, which is not limited in this embodiment. The drawings of this embodiment only take a rectangular groove as an example for illustration, which cannot be regarded as a limitation of this application.

[0082] It can be understood that the first avoidance groove 3211 and the second avoidance groove 3231 can be designed to have the same shape or to have different shapes.

[0083] Please refer to Figure 6 The first avoidance groove 3211 includes a first notch 3211a, and the minimum length of the first notch 3211a along the axial direction of the connecting section 320 is greater than or equal to 1.5 mm.

[0084] Specifically, the first avoidance groove 3211 is arranged around the first shaft section 321. The first avoidance groove 3211 is a groove structure formed by cutting off a part of the solid structure from the outer peripheral wall of the first shaft section 321. The first avoidance groove 3211 is formed with two outer edges (not marked) on the outer peripheral wall of the first shaft section 321. The length of the first notch 3211a along the axial direction of the connecting section 320 refers to the axial distance between the two outer edges. The larger the length of the first notch 3211a along the axial direction of the connecting section 320, that is, the larger the axial distance between the two outer edges, the larger the gap formed between the first avoidance groove 3211 and the inner wall of the sleeve 420, and the farther the intermediate shaft section 322 is from the end of the joint 421 of the sleeve 420, the smaller the load on the end of the joint 421, so that the deformation amount generated at the end of the joint 421 is small, and it is not easy to contact with the outer peripheral wall of the connecting section 320, thereby reducing the wear of the crankshaft 300. The smaller the axial length of the first slot 3211a along the connecting section 320, that is, the smaller the axial distance between the two outer edges, the smaller the gap formed between the first avoidance slot 3211 and the inner wall of the sleeve 420. Then, the closer the intermediate shaft section 322 is to the end of the joint 421 of the sleeve 420, the greater the load on the end of the joint 421, resulting in a greater deformation of the end of the joint 421 due to the load, and it is easier to contact the outer peripheral wall of the connecting section 320, resulting in increased wear.

[0085] It can be understood that when the first avoidance groove 3211 is a regular groove, the axial distances between the two outer edges are equal in the circumferential direction of the first shaft segment 321, that is, the lengths of the first notch 3211a along the axial direction of the connecting section 320 are equal; when the first avoidance groove 3211 is an irregular groove, the axial distances between the two outer edges are different in the circumferential direction of the first shaft segment 321, that is, the lengths of the first notch 3211a along the axial direction of the connecting section 320 are different. Therefore, in order for the first avoidance groove 3211 to effectively prevent the seam 421 from scratching the outer peripheral wall of the connecting section 320, it is necessary to constrain the minimum length of the first notch 3211a along the axial direction of the connecting section 320.

[0086] Please refer to Figure 7 , Figure 7The graph is a graph showing how the maximum deformation of the joint of the embodiment of the utility model changes with the length of the notch of the avoidance groove. The horizontal axis refers to the axial length of the notch of the avoidance groove, and the vertical axis refers to the maximum deformation of the end of the joint 421. It can be seen from the figure that when the notch length of the avoidance groove is 0, that is, when the avoidance groove is not set, the maximum deformation at the end of the joint 421 is 5μm, which is easy to cause cuts to the outer peripheral wall of the connecting section 320. When the avoidance groove is set, as the axial length of the notch of the avoidance groove gradually increases, the deformation at the end of the joint 421 gradually decreases. When the axial length of the notch of the avoidance groove increases to more than 1.5mm, the deformation at the end of the joint 421 tends to be constant and no longer changes. Therefore, by making the minimum length of the first groove 3211a along the axial direction of the connecting section 320 greater than or equal to 1.5 mm, the deformation generated at the end of the joint 421 can be minimized, preventing the outer peripheral wall of the connecting section 320 from being cut by the protrusion generated by the deformation of the joint 421, and significantly reducing the wear of the crankshaft 300.

[0087] Similarly, please continue to refer to Figure 6 The second avoidance groove 3231 includes a second notch 3231a. To reduce the wear of the crankshaft 300, the second avoidance groove 3231 is designed such that the minimum length of the second notch 3231a along the axial direction of the connecting section 320 is greater than or equal to 1.5 mm. The design principle is the same as that of the first avoidance groove 3211, which will not be described in detail.

[0088] Please refer again Figure 2 , the crankshaft 300 is provided with a central oil hole 300a, and the central oil hole 300a extends along the axial direction of the crankshaft 300. Generally speaking, an oil pool is provided in the housing of a rotary compressor, and the oil pool is used to store lubricating oil. The oil pool is located below the pump body assembly 200, and the lower end of the central oil hole 300a is open and connected to the oil pool. The upper end of the central oil hole 300a can penetrate the top end surface 301 of the crankshaft 300. When the compressor 10 is running, the crankshaft 300 rotates at a high speed, and a continuous oiling state is formed in the central oil hole 300a, so that the lubricating oil in the oil pool is transported upward through the central oil hole 300a and flows out from the top end surface 301 of the crankshaft 300. The outflowing lubricating oil can flow into the gap between the outer peripheral wall of the crankshaft 300 and the inner wall of the sleeve 420, and can lubricate the crankshaft 300, the sleeve 420, etc., reduce wear, and improve the reliability of the compressor 10.

[0089] In one embodiment, please refer to Figure 8 , Figure 8The figure is a schematic diagram of the assembly of the connecting section with the shaft sleeve when the connecting section of the embodiment of the utility model is provided with an oil outlet hole. The connecting section 320 is provided with an oil outlet hole 320a, one end of the oil outlet hole 320a is connected with the central oil hole 300a, and the other end (the end of the oil outlet hole 320a away from the central oil hole 300a, i.e., the oil outlet end of the oil outlet hole 320a) passes through the outer peripheral wall of the connecting section 320, that is, the oil outlet end of the oil outlet hole 320a is connected with the gap between the outer peripheral wall of the connecting section 320 and the inner wall of the shaft sleeve 420.

[0090] Then, during the operation of the compressor 10, the lubricating oil can flow directly into the gap between the outer wall of the connecting section 320 and the inner wall of the sleeve 420 through the central oil hole 300a and the oil outlet hole 320a, thereby providing lubrication to the contact area between the connecting section 320 and the inner wall of the sleeve 420, increasing the amount of lubricating oil in the gap, increasing the oil film thickness in the contact area, and enhancing the lubrication effect, which can further reduce the wear of the crankshaft 300 and the sleeve 420.

[0091] It can be understood that the oil film thickness between the outer wall of the connecting section 320 and the inner wall of the sleeve 420 is related to the surface pressure of the mating surfaces of the connecting section 320 and the sleeve 420, and the surface pressure of the mating surfaces of the connecting section 320 and the sleeve 420 is directly related to the sizes of the connecting section 320 and the sleeve 420.

[0092] In one embodiment, please refer to Figure 4 and Figure 6 , the minimum length of the first notch 3211a along the axial direction of the connecting section 320 is defined as H1, the minimum length of the second notch 3231a along the axial direction of the connecting section 320 is defined as H2, and the axial length of the sleeve 420 is defined as H3, satisfying the following relationship:

[0093]

[0094] When the axial length of the sleeve 420 is constant, if the ratio of (H1+H2) / H3 is larger, it means that the length of the first notch 3211a and the second notch 3231a along the axial direction of the connecting section 320 is longer, and the axial length of the intermediate shaft section 322 is shorter, that is, the smaller the bearing surface of the connecting section 320 is, the smaller the contact area between the connecting section 320 and the sleeve 420 is, resulting in an increase in surface pressure (the bearing area decreases, the pressure increases), which will cause the oil film thickness between the outer peripheral wall of the connecting section 320 and the inner wall of the sleeve 420 to decrease, affecting the lubricity between the two. At the same time, the larger the ratio of (H1+H2) / H3 is, the lower the structural rigidity of the connecting section 320 is, making the connecting section 320 easily deformed and causing abnormal wear of the connecting section 320 and the sleeve 420, affecting the reliability of the rotation of the crankshaft 300.

[0095] Please refer to Fig. 9 , Fig. 9The graph is a graph showing the film thickness ratio of the embodiment of the utility model as the ratio of (H1+H2) / H3 changes, wherein the abscissa is the ratio of (H1+H2) / H3, and the ordinate is the film thickness ratio between the connecting section 320 and the sleeve 420. It should be noted that the film thickness ratio is the ratio of the oil film thickness to the square root of the surface roughness of the connecting section 320 and the sleeve 420, and the film thickness ratio directly reflects the lubricity between the sleeve 420 and the crankshaft 300. It can be seen from the figure that under the same working condition, as the ratio of (H1+H2) / H3 gradually increases, the film thickness ratio gradually decreases. When the ratio of (H1+H2) / H3 is within the range of less than 0.25, as the ratio increases, the film thickness ratio decreases slowly, and the film thickness ratios are all greater than 1.5, which means that there is a large oil film thickness between the outer peripheral wall of the connecting section 320 and the inner wall of the sleeve 420, and the lubricity between the two is good, which can reduce the wear of the crankshaft 300 and the sleeve 420. When the ratio of (H1+H2) / H3 increases to a range greater than 0.25, the film thickness ratio is less than 1.5, and as the ratio gradually increases, the film thickness ratio decreases rapidly, and the oil film thickness between the outer wall of the connecting section 320 and the inner wall of the sleeve 420 deteriorates rapidly, the lubricity between the two is poor, and wear is easily generated.

[0096] Therefore, on the basis of setting the first avoidance groove 3211 and the second avoidance groove 3231 to prevent the outer peripheral wall of the connecting section 320 from being cut by the end of the seam 421, by making (H1+H2) / H3≤0.25, the axial length of the first avoidance groove 3211 and the second avoidance groove 3231 is constrained, which can ensure that the axial length of the first avoidance groove 3211 and the second avoidance groove 3231 will not be too long, so that the oil film thickness between the outer peripheral wall of the connecting section 320 and the inner wall of the sleeve 420 is large, so that both can maintain good lubricity and reduce wear. At the same time, it can ensure that the rigidity and strength of the connecting section 320 meet the support and positioning requirements, and effectively ensure the reliability of the rotation of the crankshaft 300.

[0097] Please refer to Figure 5 and Figure 6 The crankshaft 300 further includes a main body section 310, which is connected to one end of the connecting section 320 and is connected to the motor assembly 100. Specifically, the outer peripheral wall of the main body section 310 is rotatably connected to the rotor 120. The diameter of the main body section 310 is D1.

[0098] like Figure 6As shown, the first shaft segment 321 is connected to one end of the intermediate shaft segment 322 close to the main body segment 310, and the second shaft segment 323 is connected to one end of the intermediate shaft segment 322 away from the main body segment 310. The diameter of the intermediate shaft segment 322 is defined as D2, the diameter of the portion of the first shaft segment 321 forming the first avoidance groove 3211 is D3, and the diameter of the portion of the second shaft segment 323 forming the second avoidance groove 3231 is D4, satisfying the following relationship: D1>D3, D2>D3, D3≥D4.

[0099] It is easy to understand that by making D1>D3, that is, the diameter of the main section 310 is larger than the diameter of the portion of the first shaft section 321 forming the first avoidance groove 3211, during the assembly process with the motor assembly 100, the rotor 120 can be smoothly connected to the main section 310 through the connecting section 320, which is beneficial to the assembly of the crankshaft 300 and the rotor 120, and at the same time prevents the rotor 120 from scratching the outer peripheral wall of the connecting section 320 during the installation process to damage the surface quality of the outer peripheral wall of the connecting section 320, thereby avoiding wear of the crankshaft 300 and affecting the reliability of the rotation of the crankshaft 300.

[0100] Undoubtedly, by making D2>D3, that is, the diameter of the middle shaft segment 322 is larger than the diameter of the portion of the first shaft segment 321 forming the first avoidance groove 3211, it can be ensured that the portion of the first shaft segment 321 located in the sleeve 420 has sufficient clearance with the inner wall of the sleeve 420, thereby preventing the end of the joint 421 from scratching the outer wall of the first shaft segment 321 and reducing the wear of the crankshaft 300.

[0101] Since the connecting section 320 is connected to the main section 310 as a whole through the first shaft section 321, the first shaft section 321 plays a connecting role, and the diameter of the portion of the first shaft section 321 surrounded by the first avoidance groove 3211 directly affects the connection rigidity between the connecting section 320 and the main section 310. In some cases, when the diameter of the main section 310 is equal to the diameter of the intermediate shaft section 322, and the diameters of both are large, the processing of the first avoidance groove 3211 has little effect on the connection rigidity of the connecting section 320, so the first avoidance groove 3211 and the second avoidance groove 3231 can be processed to the same depth, so that the diameter of the portion of the first shaft section 321 surrounded by the first avoidance groove 3211 can be equal to the diameter of the portion of the second shaft section 323 surrounded by the second avoidance groove 3231, that is, D3=D4. In other cases, when the diameter of the main section 310 is not equal to the diameter of the intermediate shaft section 322, in order to ensure the connection stiffness between the connecting section 320 and the main section 310, the diameter of the portion of the first shaft section 321 surrounded by the first avoidance groove 3211 cannot be too small, so D3>D4 can be achieved.

[0102] The crankshaft 300 includes a top end surface 301, a first shaft section 321 connected to an end of an intermediate shaft section 322 away from the top end surface 301, a diameter of the intermediate shaft section 322 is D2, and a diameter of a portion of the first shaft section 321 forming a first avoidance groove 3211 is D3, satisfying: D2-D3≤2mm.

[0103] Taking the rectangular groove as an example, D2-D3 is the difference between the diameter of the middle shaft segment 322 and the diameter of the portion of the first shaft segment 321 surrounded by the first avoidance groove 3211. Half of the difference: (D2-D3) / 2, is the distance between the bottom surface of the first avoidance groove 3211 and the circumferential surface of the middle shaft segment 322, that is, the depth of the first avoidance groove 3211 relative to the outer peripheral wall of the middle shaft segment 322. When the diameter size D2 of the middle shaft segment 322 is constant, the larger the difference D2-D3, the greater the difference (D2-D3). The larger the value of D2-D3) / 2 is, the deeper the radial depth of the first avoidance groove 3211 is, and the smaller the diameter of the portion of the first shaft segment 321 that forms the first avoidance groove 3211 is. Since the connecting segment 320 is connected to the main segment 310 of the crankshaft 300 through the first shaft segment 321, the connection stiffness between the connecting segment 320 and the main segment 310 is low, which makes the connecting segment 320 easily deformed under the action of load, causing wear of the crankshaft 300 and the sleeve 420, thereby affecting the reliability of the crankshaft 300.

[0104] Therefore, by making D2-D3≤2mm, the radial depth of the first avoidance groove 3211 will not be too large, so that the connecting section 320 can have sufficient rigidity to prevent the connecting section 320 from being easily deformed under the action of load, thereby reducing the wear of the crankshaft 300 and the sleeve 420 and improving the reliability of the rotation of the crankshaft 300.

[0105] Of course, in addition to designing the avoidance groove structure on the first shaft segment 321 and the second shaft segment 323 , other structural designs may also be used to achieve the spacing between the first shaft segment 321 and the second shaft segment 323 and the inner wall of the sleeve 420 .

[0106] In one embodiment, please refer to Fig.10 , Fig.10 The diagram is a schematic diagram of the assembly of the crankshaft connecting section and the sleeve of the second embodiment of the utility model. The intermediate shaft section 322 includes a first end surface 3221 away from the top end surface 301, and the first shaft section 321 includes a first outer peripheral surface 3212, which is connected to the first end surface 3221, and the distance between the first outer peripheral surface 3212 and the axis of the connecting section 320 increases from the end of the first outer peripheral surface 3212 close to the first end surface 3221 to the end away from the first end surface 3221.

[0107] The distance between the first outer peripheral surface 3212 and the axis of the connecting section 320 increases from the end of the first outer peripheral surface 3212 close to the first end surface 3221 to the end away from the first end surface 3221. Therefore, along the axial direction of the connecting section 320, the distances from various locations of the first outer peripheral surface 3212 to the axis of the connecting section 320 are not equal. Fig.10 As shown, the first outer peripheral surface 3212 may be a conical surface. The first outer peripheral surface 3212 is connected to the first end surface 3221 of the intermediate shaft segment 322, that is, the first shaft segment 321 is connected to the bottom end surface of the intermediate shaft segment 322, rather than to the outer peripheral wall of the intermediate shaft segment 322, and the diameter of the end of the first shaft segment 321 connected to the intermediate shaft segment 322 is smaller than the diameter of the intermediate shaft segment 322, so that the end of the first outer peripheral surface 3212 close to the intermediate shaft segment 322 can be spaced from the inner wall of the sleeve 420, so that the part of the first shaft segment 321 located in the sleeve 420 can be spaced from the inner wall of the sleeve 420, so that the end of the joint 421 can avoid scratching the outer peripheral wall of the first shaft segment 321, and reduce the wear of the crankshaft 300.

[0108] In another embodiment, please refer to Fig.11 , Fig.11 The second shaft section 323 includes a second outer peripheral surface 3232, which is connected to the outer peripheral wall of the intermediate shaft section 322, and the distance between the second outer peripheral surface 3232 and the axis of the connecting section 320 decreases from the end of the second outer peripheral surface 3232 close to the intermediate shaft section 322 to the end far from the intermediate shaft section 322.

[0109] The distance between the second outer circumferential surface 3232 and the axis of the connecting section 320 decreases from the end of the second outer circumferential surface 3232 close to the middle shaft section 322 to the end far from the middle shaft section 322. Therefore, along the axial direction of the connecting section 320, the distances from each part of the second outer circumferential surface 3232 to the axis of the connecting section 320 are not equal. Fig.11 As shown, the second outer peripheral surface 3232 may be a conical surface. Since the distance between the second outer peripheral surface 3232 and the axis of the connecting section 320 decreases from the end of the second outer peripheral surface 3232 close to the middle shaft section 322 to the end away from the middle shaft section 322, that is, the diameter of the second outer peripheral surface 3232 gradually decreases in the direction away from the middle shaft section 322 and is smaller than the diameter of the middle shaft section 322, a gap may exist between the portion of the second outer peripheral surface 3232 located in the sleeve 420 and the inner wall of the sleeve 420, and the end of the joint 421 may avoid scratching against the outer peripheral wall of the second shaft section 323, thereby reducing the wear of the crankshaft 300.

[0110] In another embodiment, please refer to Fig.12 , Fig.12The diagram is a schematic diagram of the assembly of the crankshaft connecting section and the sleeve of the fourth embodiment of the utility model. The intermediate shaft section 322 includes a second end surface 3222 facing the top end surface 301, and the second shaft section 323 includes a second outer peripheral surface 3232, which is connected to the second end surface 3222, and the distance between the second outer peripheral surface 3232 and the axis of the connecting section 320 is maintained unchanged along the axial direction of the connecting section 320.

[0111] like Fig.11 As shown, the distance between the second outer peripheral surface 3232 and the axis of the connecting section 320 remains unchanged along the axial direction of the connecting section 320, so the distances from each part of the second outer peripheral surface 3232 to the axis of the connecting section 320 are equal, and the second outer peripheral surface 3232 is a cylindrical surface. Since the second outer peripheral surface 3232 is connected to the second end surface 3222 of the intermediate shaft section 322, rather than to the outer peripheral wall of the intermediate shaft section 322, the diameter of the second outer peripheral surface 3232 is smaller than the diameter of the intermediate shaft section 322, so that the end of the second outer peripheral surface 3232 close to the intermediate shaft section 322 can be spaced from the inner wall of the sleeve 420, so that the part of the second shaft section 323 located in the sleeve 420 can be spaced from the inner wall of the sleeve 420, so that the end of the joint 421 can avoid scratching the outer peripheral wall of the second shaft section 323, and reduce the wear of the crankshaft 300.

[0112] It can be understood that when the first shaft section 321 adopts the structural design in the second embodiment, the second shaft section 323 can adopt the structural design in the first embodiment, the structural design in the third embodiment, or the structural design in the fourth embodiment. When the second shaft section 323 adopts the structural design in the third embodiment or the fourth embodiment, the first shaft section 321 can adopt the structural design in the first embodiment, or the structural design in the second embodiment.

[0113] The present application also provides a refrigeration device, which includes a compressor 10 based on any of the above embodiments. The refrigeration device can be an electrical appliance such as an air conditioner or a refrigerator.

[0114] Since the refrigeration device adopts all the technical solutions of the compressor 10 of the above embodiment, it has at least all the beneficial effects brought by the technical solutions of the above embodiment.

[0115] The embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the relevant technical field without departing from the purpose of the present invention.

Claims

1. A compressor, characterized in that include: A support assembly includes a sleeve, wherein the sleeve is provided with a seam, and the seam extends along the axial direction of the sleeve; and A crankshaft, comprising a connecting section passing through the shaft sleeve, the connecting section comprising a first shaft section, a second shaft section and an intermediate shaft section connected between the first shaft section and the second shaft section, the intermediate shaft section being located in the shaft sleeve and rotatably connected to the inner wall of the shaft sleeve, a portion of the first shaft section close to the intermediate shaft section being located in the shaft sleeve, a portion of the first shaft section located in the shaft sleeve being spaced apart from the inner wall of the shaft sleeve, a portion of the second shaft section close to the intermediate shaft section being located in the shaft sleeve, and a portion of the second shaft section located in the shaft sleeve being spaced apart from the inner wall of the shaft sleeve.

2. The compressor according to claim 1, characterized in that A first avoidance groove is provided at one end of the first shaft segment connected to the intermediate shaft segment, and the first avoidance groove is arranged around the first shaft segment; A second avoidance groove is arranged at one end of the second shaft segment connected to the middle shaft segment, and the second avoidance groove is arranged around the second shaft segment.

3. The compressor according to claim 2, characterized in that The first avoidance groove comprises a first notch, and the minimum length of the first notch along the axial direction of the connecting section is greater than or equal to 1.5 mm; The second avoidance groove includes a second notch, and a minimum length of the second notch along the axial direction of the connecting section is greater than or equal to 1.5 mm.

4. The compressor according to claim 2, characterized in that The first avoidance groove includes a first notch, and the minimum length of the first notch along the axial direction of the connecting section is H1; the second avoidance groove includes a second notch, and the minimum length of the second notch along the axial direction of the connecting section is H2; the axial length of the sleeve is H3, which satisfies:

5. The compressor according to claim 2, characterized in that The crankshaft further includes a main body section, the main body section is connected to one end of the connecting section, and the diameter of the main body section is D1; The first shaft segment is connected to one end of the intermediate shaft segment close to the main body segment, and the second shaft segment is connected to one end of the intermediate shaft segment away from the main body segment. The diameter of the intermediate shaft segment is D2, the diameter of the portion of the first shaft segment forming the first avoidance groove is D3, and the diameter of the portion of the second shaft segment forming the second avoidance groove is D4, satisfying: D1>D3, D2>D3, D3≥D4.

6. The compressor according to claim 2, characterized in that The crankshaft includes a top end surface, the first shaft segment is connected to an end of the intermediate shaft segment away from the top end surface, the diameter of the intermediate shaft segment is D2, and the diameter of the portion of the first shaft segment forming the first avoidance groove is D3, satisfying: D2-D3≤2mm.

7. The compressor according to claim 1, characterized in that The crankshaft includes a top end surface, the first shaft segment is connected to an end of the intermediate shaft segment away from the top end surface, a first avoidance groove is provided at the connection between the first shaft segment and the intermediate shaft segment, and the first avoidance groove is provided around the first shaft segment.

8. The compressor according to claim 1, characterized in that The crankshaft includes a top end surface, the intermediate shaft section includes a first end surface facing away from the top end surface, the first shaft section includes a first outer peripheral surface, the first outer peripheral surface is connected to the first end surface, and the distance between the first outer peripheral surface and the axis of the connecting section increases from an end of the first outer peripheral surface close to the first end surface to an end away from the first end surface.

9. The compressor according to claim 1, 7 or 8, characterized in that The crankshaft includes a top end surface, the second shaft segment is connected to one end of the intermediate shaft segment facing the top end surface, a second avoidance groove is provided at the connection between the second shaft segment and the intermediate shaft segment, and the second avoidance groove is provided around the second shaft segment.

10. The compressor according to claim 1, 7 or 8, characterized in that The crankshaft includes a top end surface, the intermediate shaft segment includes a second end surface facing the top end surface, the second shaft segment is connected to one end of the intermediate shaft segment facing the top end surface, and the second shaft segment includes a second outer peripheral surface; wherein, The second outer peripheral surface is connected to the outer peripheral wall of the intermediate shaft segment, and the distance between the second outer peripheral surface and the axis of the connecting segment decreases from an end of the second outer peripheral surface close to the intermediate shaft segment to an end far from the intermediate shaft segment; Alternatively, the second outer peripheral surface is connected to the second end surface, and the distance between the second outer peripheral surface and the axial center line of the connecting section remains unchanged along the axial direction of the connecting section.

11. The compressor according to any one of claims 1 to 6, characterized in that: The crankshaft is provided with a central oil hole, which extends axially along the crankshaft. The connecting section is provided with an oil outlet hole, one end of which is connected to the central oil hole, and the other end of which passes through the outer peripheral wall of the connecting section.

12. Refrigeration equipment, characterized in that A compressor comprising the compressor according to any one of claims 1 to 11.

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