Crankshaft, reciprocating compressor and refrigeration equipment

Abstract

The utility model provides a crankshaft, reciprocating compressor and refrigeration equipment wherein the crankshaft comprises a crank arm, a main shaft and an auxiliary shaft, the main shaft is connected to one end of the crank arm; the auxiliary shaft is connected to the end, back on to the main shaft, of the crank arm and eccentrically arranged relative to the axis of the main shaft. The crank arm is provided with a balance block, the balance block is arranged on the peripheral wall, away from the auxiliary shaft, of the crank arm, the surface of the balance block is provided with a first weight reduction structure used for reducing the weight of the balance block, the end, away from the balance block, of the crank arm is provided with a second weight reduction structure, and the second weight reduction structure is located on the end face, away from the auxiliary shaft, of the crank arm and extends towards the auxiliary shaft. The second weight reduction structure is used for reducing the weight of the crank arm and the auxiliary shaft. According to the crankshaft, the overall mass of the crankshaft can be effectively reduced, and inertia excitation in the reciprocating rotation process of the crankshaft is reduced.

Description

Technical Field

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

[0002] As the core component of the refrigerator, the compressor determines the noise, vibration and harshness (NVH) level of the entire refrigerator. In a reciprocating compressor, the crankshaft is its core component and is the main undertaker of converting rotational motion into reciprocating motion. The current crankshaft improves the NVH level by adding a balance block, but due to the limitation of the installation space, increasing the mass of the balance block easily causes space waste and increases the overall mass of the crankshaft, affecting the effect of balancing the reciprocating inertial excitation. 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 crankshaft that can reduce the overall mass of the crankshaft and reduce the inertial excitation during the reciprocating rotation of the crankshaft.

[0004] The utility model also provides a reciprocating compressor with the crankshaft.

[0005] The utility model also provides a refrigeration device having the reciprocating compressor.

[0006] A crankshaft according to a first embodiment of the utility model comprises:

[0007] Crank arms;

[0008] a main shaft connected to one end of the crank arm;

[0009] A secondary shaft connected to an end of the crank arm facing away from the primary shaft, the secondary shaft being eccentrically arranged relative to the axis of the primary shaft;

[0010] In which, the crank arm is provided with a balancing block, and the balancing block is arranged on the peripheral wall of the crank arm away from the secondary shaft, and the surface of the balancing block is provided with a first weight-reducing structure for reducing the weight of the balancing block, and the end of the crank arm away from the balancing block is provided with a second weight-reducing structure, the second weight-reducing structure is located on the end surface of the crank arm facing away from the secondary shaft, and extends in the direction of the secondary shaft, and the second weight-reducing structure is used to reduce the weight of the crank arm and the secondary shaft.

[0011] The crankshaft according to the embodiment of the utility model has at least the following beneficial effects: a balancing block is arranged on the peripheral wall of the crank arm away from the secondary shaft, and a first weight-reducing structure is arranged on the surface of the balancing block for reducing the weight of the balancing block. A second weight-reducing structure is arranged at one end of the crank arm away from the balancing block to maintain the original balance state of the crank arm and reduce the overall mass of the crankshaft. The first weight-reducing structure reduces the mass of the balancing block, so that the balancing block has a larger design space. The second weight-reducing structure reduces the mass of the crank arm, which is beneficial to reducing the rotating mass, thereby reducing the inertial excitation during the reciprocating rotation of the crankshaft, and the effect of balancing the reciprocating inertial excitation is better.

[0012] According to some embodiments of the present invention, the balancing block is arranged along the circumference of the crank arm, and the first weight reduction structure is a groove, which is formed on the end surface of the balancing block along the axial direction of the main shaft and is arranged along the circumference of the crank arm.

[0013] According to some embodiments of the utility model, the peripheral edge of the balancing block connected to the outer peripheral wall of the crank arm is an inner contour, the peripheral edge of the balancing block away from the inner contour is an outer contour, the outer contour and the inner contour are both arc-shaped, and the groove is arranged close to the inner contour relative to the outer contour.

[0014] According to some embodiments of the present invention, the second weight-reducing structure is a weight-reducing hole formed in the crank arm, and the weight-reducing hole is arranged from the end surface of the crank arm toward the inside of the secondary shaft.

[0015] According to some embodiments of the present invention, along the axial direction of the main shaft, the central axis of the secondary shaft and the central axis of the balancing block are symmetrically arranged with respect to the central axis of the main shaft.

[0016] According to some embodiments of the utility model, a main oil channel is provided inside the main shaft, and the main oil channel is arranged along the axial direction of the main shaft and passes through the main shaft and the crank arm. The main oil channel includes a first channel, a second channel and a third channel that are connected. Along the direction from the main shaft to the secondary shaft, the first channel, the second channel and the third channel are arranged in sequence, and the inner diameters decrease in sequence.

[0017] According to some embodiments of the utility model, a first oil groove is provided on the outer peripheral wall of the main shaft, and the first oil groove is spirally arranged along the axial direction of the main shaft. The main shaft is provided with a first through hole along its radial direction, and the end of the first oil groove away from the crank arm is connected to the main oil channel through the first through hole.

[0018] According to some embodiments of the utility model, a secondary oil channel is provided inside the secondary shaft, and the secondary oil channel is arranged along the axial direction of the secondary shaft. The secondary oil channel passes through the secondary shaft and the crank arm and extends toward the inside of the main shaft. The secondary oil channel is spaced apart from the main oil channel and the second weight reduction structure. The main shaft is also provided with a second through hole along its radial direction, and the other end of the first oil groove is connected to the secondary oil channel through the second through hole.

[0019] A reciprocating compressor according to a second embodiment of the utility model comprises:

[0020] A crankcase having a shaft hole and a cylinder hole;

[0021] As in the crankshaft of the first embodiment, the main shaft is rotatably disposed in the shaft hole;

[0022] A piston disposed in the cylinder hole;

[0023] A connecting rod has one end connected to the secondary shaft and the other end connected to the piston.

[0024] The reciprocating compressor according to the embodiment of the utility model has at least the following beneficial effects: the reciprocating compressor adopts the crankshaft of the first aspect above, and a balancing block is arranged on the peripheral wall of the crank arm away from the secondary shaft, and the surface of the balancing block is provided with a first weight-reducing structure for reducing the weight of the balancing block, and the end of the crank arm away from the balancing block is provided with a second weight-reducing structure to maintain the original balance state of the crank arm and reduce the overall mass of the crankshaft. The first weight-reducing structure reduces the mass of the balancing block, so that the balancing block has a larger design space. The second weight-reducing structure reduces the mass of the crank arm, which is beneficial to reducing the rotating mass, thereby reducing the inertial excitation during the reciprocating rotation of the crankshaft, and the effect of balancing the reciprocating inertial excitation is better, which is beneficial to improving the NVH level of the reciprocating compressor.

[0025] A refrigeration device according to a third aspect of the present invention includes:

[0026] A reciprocating compressor as described above in the second aspect of the embodiment.

[0027] Since the refrigeration device has all the technical solutions of the crankshaft of the first embodiment and the reciprocating compressor of the second embodiment, the refrigeration device has at least all the above-mentioned beneficial effects, which will not be repeated here.

[0028] 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

[0029] Figure 1 It is a front view of a crankshaft of an embodiment of the utility model;

[0030] Figure 2 for Figure 1 A right side view of the crankshaft is shown;

[0031] Figure 3 for Figure 1 A left side view of the crankshaft is shown;

[0032] Figure 4 for Figure 2 A cross-sectional view of the crankshaft taken along line AA is shown;

[0033] Figure 5 It is a partial structural exploded diagram of a reciprocating compressor according to an embodiment of the utility model;

[0034] Figure 6 for Figure 5 A front view of a reciprocating compressor is shown;

[0035] Figure 7 for Figure 5 A top view of a reciprocating compressor is shown.

[0036] Figure Number:

[0037] Crankshaft 100;

[0038] Crank arm 110, balance block 111, inner contour 112, outer contour 113, first weight reduction structure 114, groove 1140, second weight reduction structure 115, weight reduction hole 1150;

[0039] The main shaft 120, the first oil groove 1201, the first through hole 1202, the second through hole 1203, the main oil passage 121, the first channel 1211, the second channel 1212, the third channel 1213, and the opening 12130;

[0040] A secondary shaft 130, a secondary oil passage 131, and a third through hole 132;

[0041] Crankcase 200, shaft hole 210, cylinder hole 220;

[0042] Connecting rod 300, small head 310, large head 320;

[0043] Piston 400. DETAILED DESCRIPTION

[0044] 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.

[0045] In the description of the present invention, it should be understood that descriptions involving orientation, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply 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.

[0046] In the description of the present utility model, "several" means one or more, "more" means more than two, "greater than", "less than", "exceed" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0047] 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.

[0048] As a core component of the refrigerator, the refrigerator compressor compresses the refrigerant, thereby promoting the refrigerant to circulate in the refrigerator's refrigeration system to achieve the refrigerator's refrigeration effect. The compressor determines the NVH level of the entire refrigerator. In a reciprocating compressor, the crankshaft is the core component of the reciprocating compressor and is the main undertaker of converting rotary motion into reciprocating motion. During the reciprocating rotation of the crankshaft, the secondary shaft of the crankshaft and the connecting rod installed on the secondary shaft make eccentric reciprocating rotation, and the piston connected to the connecting rod makes linear reciprocating motion. The crankshaft generates a large reciprocating inertia excitation, which affects the NVH level of the refrigerator.

[0049] The current crankshaft improves the refrigerator NVH level by adding a balance block, which is mainly reflected in the design of the balance block can offset part of the crankshaft inertia force. The balance block is generally set on the crankshaft and is symmetrical with the secondary shaft to balance the weight of the secondary shaft and connecting rod and other components, and to balance the reciprocating inertial excitation generated by the balance block with the reciprocating inertial excitation generated by the secondary shaft and connecting rod and other components as much as possible, thereby reducing vibration. However, due to the limitation of installation space, increasing the mass of the balance block is likely to cause space waste, and increase the mass of the crankshaft, affecting the effect of balancing the reciprocating inertial excitation.

[0050] In view of the above technical problems, according to the embodiment of the first aspect of the utility model, a crankshaft is proposed, which effectively reduces the overall mass of the crankshaft by optimizing its structural design, and makes the effect of balancing reciprocating inertia excitation better. Specific embodiments are listed below for illustration.

[0051] Reference Figure 1As shown, the crankshaft 100 includes a crank arm 110, a main shaft 120 and a secondary shaft 130. The crank arm 110 is disposed between the main shaft 120 and the secondary shaft 130, that is, the main shaft 120 is disposed at one end of the crank arm 110, and the secondary shaft 130 is disposed at the other end of the crank arm 110, and the main shaft 120 and the secondary shaft 130 are disposed opposite to each other. The secondary shaft 130 is eccentrically disposed relative to the axis of the main shaft 120, and the axis of the secondary shaft 130 is parallel to the axis of the main shaft 120.

[0052] It can be understood that the main shaft 120 is vertically arranged at one end of the crank arm 110, that is, Figure 1 At the left end shown, the axis of the main shaft 120 coincides with the axis of the crank arm 110. The cross-sectional area of ​​the crank arm 110 in the direction perpendicular to its axis is larger than the cross-sectional area of ​​the main shaft 120 in the direction perpendicular to its axis. The secondary shaft 130 is vertically arranged at the other end of the crank arm 110. The secondary shaft 130 and the main shaft 120 are respectively located at two opposite ends of the crank arm 110. The axis of the secondary shaft 130 is in the radial direction of the crank arm 110 and is located between the outer edge and the center point of the crank arm 110. When the main shaft 120 rotates around its axis, the secondary shaft 130 can rotate around the axis of the main shaft 120, and the crank arm 110 plays the role of connecting and transmitting torque.

[0053] Reference Figure 1 and Figure 4 As shown, the crank arm 110 is provided with a balancing block 111, and the balancing block 111 is arranged on the peripheral wall of the crank arm 110 away from the secondary shaft 130. It should be noted that the position of the balancing block 111 is symmetrical with the position of the secondary shaft 130, that is, the balancing block 111 and the secondary shaft 130 are respectively located on both sides of the center of the crank arm 110, and the balancing block 111 can balance the rotational mass of the crank arm 110 and the secondary shaft 130, wherein the rotational mass refers to the mass distribution of an object in a rotational motion, and the provision of the balancing block 111 can reduce the rotational mass of the crank arm 110 and the secondary shaft 130, and further reduce the inertia force generated when the crank arm 110 and the secondary shaft 130 rotate.

[0054] It is understandable that if Figure 2 and Figure 3As shown, the balancing block 111 is an arc-shaped block arranged around the crank arm 110, the circumferential edge where the balancing block 111 is connected to the outer peripheral wall of the crank arm 110 is defined as the inner contour 112, and the circumferential edge of the balancing block 111 away from the inner contour 112 is defined as the outer contour 113, and the outer contour 113 and the inner contour 112 of the balancing block 111 are both arc-shaped. In order to make the mass center of the crank arm 110 provided with the balancing block 111 and the secondary shaft 130 closer to the rotation center of the crank arm 110 and reduce the inertia force generated when the crank arm 110 rotates, the center axis position of the balancing block 111 is designed to be symmetrical with the center axis position of the secondary shaft 130 about the center axis of the main shaft 120. It should be noted that the shapes of the inner contour 112 and the outer contour 113 are not limited to the above shapes. In other embodiments, the balancing block 111 can also be designed into other shapes, for example, the inner contour 112 of the balancing block 111 is designed to be arc-shaped, and the outer contour 113 is designed to be a square rectangle.

[0055] Reference Figure 1 and Figure 2 As shown, the surface of the balancing block 111 is provided with a first weight-reducing structure 114 for reducing the weight of the balancing block 111. The first weight-reducing structure 114 is an arc-shaped groove 1140 arranged circumferentially around the crank arm 110, and the groove 1140 is located on the end surface of the balancing block 111 along the axial direction of the main shaft 120, as shown in FIG. Figure 1 and Figure 2 In the embodiment shown, the groove 1140 is located on the end surface of the balancing weight 111 facing away from the main shaft 120 .

[0056] It should be noted that the shape and position of the groove 1140 are not limited to the above-mentioned positions. In other embodiments, the groove 1140 may be located on the end surface of the balancing block 111 close to the main shaft 120, and the groove 1140 may be an approximately arc-shaped structure.

[0057] It should be noted that the first weight reduction structure 114 is not limited to the structure of the above-mentioned groove 1140. In other embodiments, the first weight reduction structure 114 can be a through hole or a notch provided on the balance block 111. For example, when the first weight reduction structure 114 is configured as a through hole, the through hole passes through the end face of one side of the balance block 111 along the axial direction of the main shaft 120 to the end face on the other side facing away, and multiple through holes can be provided; when the first weight reduction structure 114 is configured as a notch, the notch is provided on the outer contour 113 of the balance block 111.

[0058] It is understandable that if Figure 2As shown, the groove 1140 is arranged at a position of the balancing block 111 away from the outer contour 113, and the groove 1140 is close to the inner contour 112 of the balancing block 111, and the groove 1140 is located between the outer contour 113 and the inner contour 112. The arrangement of the groove 1140 can make the mass distribution of the balancing block 111 closer to the outer end, and the mass center of the balancing block 111 is farther from the rotation center of the crankshaft 100, thereby increasing the rotation radius of the balancing block 111, so that during the rotation process, the balancing block 111 can balance the mass of the secondary shaft 130 with a smaller mass.

[0059] In addition, the mass removed by the groove 1140 is the mass of the balancing block 111 close to the rotation center, so the effective mass of the balancing block 111 generating the rotational inertia force is not reduced. 2 , where F represents the rotational inertia force, m represents the mass of the balancing block 111, r represents the distance from the mass center to the rotation center, and ω represents the angular velocity of the mass center. It can be seen that if the mass of the balancing block 111 is appropriately reduced, the distance from the mass center to the rotation center will increase accordingly, and the rotational inertia force can remain unchanged, which provides a larger design space for the balancing block 111. For example, a groove 1140 is designed at a position close to the rotation center of the balancing block 111. The design of the groove 1140 reduces the mass of the balancing block 111 close to the rotation center, and at the same time, moves the mass center of the balancing block 111, so that the mass center of the balancing block 111 is farther away from the rotation center. In this way, the balancing block 111 can be designed to be lighter without changing its balancing quality effect.

[0060] In addition, the position of the groove 1140 is only the part connecting the balance block 111 and the main shaft 120, and is not the position where the crank arm 110 bears torque. The mass reduced by the groove 1140 does not affect the fatigue strength of the crank arm 110. The fatigue strength of the main shaft 120, the crank arm 110 and the secondary shaft 130 is effectively guaranteed.

[0061] Reference Figure 3 and Figure 4 As shown, a second weight-reducing structure 115 is provided at one end of the crank arm 110 away from the balancing block 111. The second weight-reducing structure 115 is located at the end surface of the crank arm 110 facing away from the secondary shaft 130, and the second weight-reducing structure 115 is extended in the direction of the secondary shaft 130. The second weight-reducing structure 115 is used to reduce the weight of the crank arm 110 and the secondary shaft 130. It should be noted that the second weight-reducing structure 115 is a weight-reducing hole 1150 formed on the crank arm 110, and the weight-reducing hole 1150 extends from the end surface of the crank arm 110 to the inside of the secondary shaft 130, and the inclination direction of the weight-reducing hole 1150 is downward. The weight-reducing hole 1150 is a blind hole. For the convenience of processing, the bottom of the weight-reducing hole 1150 located in the secondary shaft 130 is also designed to be conical.

[0062] It can be understood that the design of the weight-reducing hole 1150 can effectively reduce the rotational mass of the secondary shaft 130, the big head 320 of the connecting rod 300 and the rod body of the connecting rod, so that the balancing block 111 can have excess mass to balance the reciprocating excitation of the piston 400 and the small head 310 of the connecting rod 300, thereby ensuring more design space for the balancing block 111. For example, when the weight-reducing hole 1150 is not designed, the mass of the balancing block 111 is balanced with the secondary shaft 130, the connecting rod 300 and the piston 400; when the weight-reducing hole 1150 is designed, the balanced state is temporarily broken, which requires a corresponding design of reducing the mass of the balancing block 111, that is, a groove or a through hole can be designed on the balancing block 111, which ensures more design space for the balancing block 111.

[0063] It should be noted that the second weight reduction structure 115 is not limited to the structure of the above-mentioned weight reduction hole 1150. In other embodiments, the second weight reduction structure 115 may be a through hole or a groove. For example, when the second weight reduction structure 115 is configured as a through hole, the through hole passes through the crank arm and the secondary shaft; when the second weight reduction structure 115 is configured as a groove, the position of the groove is similar to the position of the weight reduction hole 1150.

[0064] In addition, the weight reducing hole 1150 is located on the crank arm 110, and is arranged from the end face of the crank arm 110 toward the inside of the secondary shaft 130. No gap is formed in the connection portion between the secondary shaft 130 and the crank arm 110. The weight reducing hole 1150 has little or almost no effect on the fatigue strength of the secondary shaft 130, and the fatigue strength of the secondary shaft 130 is effectively guaranteed.

[0065] Reference Figure 4 As shown, a main oil passage 121 is provided inside the main shaft 120, and the main oil passage 121 is arranged along the axial direction of the main shaft 120 and penetrates the main shaft 120 and the crank arm 110. The main oil passage 121 includes a first channel 1211, a second channel 1212 and a third channel 1213 which are connected. In the direction from the main shaft 120 to the secondary shaft 130, the first channel 1211, the second channel 1212 and the third channel 1213 are arranged in sequence, and the inner diameters decrease in sequence. It should be noted that the first channel 1211 and the second channel 1212 are both parallel to the axis of the main shaft 120, the third channel 1213 is arranged obliquely, and the oblique direction is away from the rotation center of the crank arm 110, and one end of the third channel 1213 is connected to the outside through the opening 12130 on the end surface of the crank arm 110.

[0066] It is understandable that the lubricating oil is usually stored at the bottom of the compressor or in a separate oil pool. When the compressor starts working, due to the effect of negative pressure, the lubricating oil is sucked into the crankshaft 100, enters the main oil channel 121 from the end of the main shaft 120 away from the crank arm 110, and then passes through the first channel 1211, the second channel 1212 and the third channel 1213 in sequence, and flows out from the end face of the crank arm 110 to lubricate the rotation of the crank arm 110. Since the inner diameters of the first channel 1211, the second channel 1212 and the third channel 1213 decrease in sequence, the oil pressure will gradually increase when the lubricating oil passes through the first channel 1211, the second channel 1212 and the third channel 1213 in sequence, ensuring that as the lubricating oil delivery path increases, the lubricating oil will not be affected by the gradually increasing resistance, and the lubricating oil can still flow smoothly to the crank arm 110. The design of the inner diameters of the first channel 1211, the second channel 1212 and the third channel 1213 decreasing in sequence can also maintain the delivery amount of the lubricating oil in a suitable range to avoid excessive consumption of the lubricating oil. It is worth noting that the inner diameter of the first channel 1211 is the largest among the first channel 1211, the second channel 1212 and the third channel 1213, so that the flow rate of the lubricating oil entering the main shaft 120 is guaranteed, ensuring that the lubricating oil can be stably input into the main shaft 120. The inclined arrangement of the third channel 1213 is beneficial for the lubricating oil to flow along the outer wall of the crank arm 110 toward the outer edge of the crank arm 110 due to the inertial force when the crankshaft 100 rotates.

[0067] Reference Figure 1 and Figure 4 As shown, the outer peripheral wall of the main shaft 120 is provided with a first oil groove 1201, which is arranged in a spiral shape along the axial direction of the main shaft 120, and the main shaft 120 is provided with a first through hole 1202 along its radial direction. The end of the first oil groove 1201 away from the crank arm 110 is connected to the first channel 1211 of the main oil channel 121 through the first through hole 1202. Figure 1 and Figure 4 In the embodiment shown, the first through hole 1202 is perpendicular to the axis of the main shaft 120. It should be noted that the arrangement of the first through holes 1202 is not limited to the above arrangement. In other embodiments, the first through holes 1202 can also be arranged in a direction inclined to the radial direction of the main shaft 120.

[0068] Reference Figure 4As shown, a secondary oil passage 131 is also provided inside the secondary shaft 130, and the secondary oil passage 131 is arranged along the axial direction of the secondary shaft 130, and the secondary oil passage 131 penetrates the secondary shaft 130 and the crank arm 110 and extends toward the inside of the main shaft 120. The secondary oil passage 131 is arranged at intervals with the main oil passage 121 and the second weight reduction structure 115, and the main shaft 120 is also provided with a second through hole 1203 along its radial direction, and the end of the first oil groove 1201 away from the first through hole 1202 is connected to the secondary oil passage 131 through the second through hole 1203. It should be noted that the secondary oil passage 131 is arranged obliquely, and the oblique direction is away from the rotation center of the crank arm 110. The oblique arrangement of the secondary oil passage 131 is also conducive to the lubricating oil flowing out of the secondary shaft 130 due to the inertia force when the crankshaft 100 rotates.

[0069] It is understandable that if Figure 4 As shown, from bottom to top, they are respectively the main oil passage 121, the auxiliary oil passage 131 and the second weight reduction structure 115, which are arranged at intervals in the vertical direction, wherein the second weight reduction structure 115 is not connected with the main oil passage 121 and the auxiliary oil passage 131. When the crankshaft 100 rotates and the lubricating oil enters the first channel 1211 of the main oil passage 121, a part of the lubricating oil flows along the second channel 1212 and the third channel 1213, the oil pressure of the lubricating oil increases, offsetting part of the path resistance, so that the lubricating oil smoothly reaches the end face of the crank arm 110 facing away from the main shaft 120 and lubricates the crank arm 110; another part of the lubricating oil flows into the first through hole 1202 in the first channel 1211, and flows into the first oil groove 1201 through the first through hole 1202, and flows along the first oil groove 1201 to the second through hole 1203, Under the action of centrifugal force, part of the lubricating oil in the first oil groove 1201 flows to the outer peripheral wall of the main shaft 120 and lubricates the main shaft 120; the lubricating oil entering the second through hole 1203 continues to flow along the secondary oil channel 131 until it reaches the end surface of the secondary shaft 130 away from the crank arm 110 and lubricates the secondary shaft 130, wherein the secondary shaft 130 is provided with a third through hole 132, the third through hole 132 connects the outer peripheral wall of the secondary shaft 130 and the secondary oil channel 131, and part of the lubricating oil in the secondary oil channel 131 will flow along the third through hole 132 to the outer peripheral wall of the secondary shaft 130 and lubricate the secondary shaft 130.

[0070] According to the second embodiment of the utility model, a reciprocating compressor is provided, which has the crankshaft 100 of the first embodiment. By optimizing the structural design of the crankshaft 100, the overall mass of the crankshaft is effectively reduced, the reciprocating inertial excitation is reduced, the effect of balancing the reciprocating inertial excitation is good, and the influence of the compressor on the NVH level of the refrigerator is reduced. Specific embodiments are listed below for illustration.

[0071] Reference Figures 5 to 7The reciprocating compressor includes a crankcase 200, a crankshaft 100 of the first embodiment, a piston 400 and a connecting rod 300. The crankcase 200 is provided with an axial hole 210 and a cylinder hole 220. The main shaft 120 of the crankshaft 100 is rotatably disposed in the axial hole 210, the piston 400 is movably disposed in the cylinder hole 220, one end of the connecting rod 300 is connected to the secondary shaft 130 of the crankshaft 100, and the other end is connected to the piston 400. The bottom of the crankcase 200 is generally provided with a structure for storing lubricating oil. When the crankshaft 100 rotates, the lubricating oil is transported upward along the main shaft 120 under the action of negative pressure, and passes through the crank arm 110, the secondary shaft 130, the connecting rod 300 and the piston 400 in sequence.

[0072] It is understandable that the crank arm 110 of the crankshaft 100 is provided with a balancing block 111, and the balancing block 111 balances the masses of the crank arm 110, the secondary shaft 130, the connecting rod 300 and the piston 400, so that when the crankshaft 100 rotates and drives the connecting rod 300 and the piston 400 to move, the inertial force of the crank arm 110, the secondary shaft 130, the connecting rod 300 and the piston 400 is balanced by the inertial force of the balancing block 111, that is, the reciprocating inertial excitation of the crank-connecting rod mechanism is reduced, wherein the crank-connecting rod mechanism is a mechanism composed of a crank, a connecting rod and a piston. The vibration between the crank arm 110 and the shaft hole 210 of the crankcase 200 in the crank-connecting rod mechanism is reduced, the vibration between the secondary shaft 130 and the big end 320 of the connecting rod 300 is reduced, and the vibration between the small end 310 of the connecting rod 300 and the piston shaft is reduced. The movement process of the crank-connecting rod mechanism in the compressor is more stable, and the compressor has little impact on the NVH level of the refrigerator, effectively improving the overall NVH level of the refrigerator.

[0073] It should be noted that the weight-reducing holes 1150 designed on the crank arm 110 of the crankshaft 100 and the grooves 1140 designed on the balancing block 111 do not affect the overall fatigue strength of the crankshaft 100, that is, the structure of the connection between the crank arm 110 and the main shaft 120 is stable, the structure of the connection between the secondary shaft 130 and the crank arm 110 is stable, and the structure of the connection between the big head 320 of the connecting rod 300 and the secondary shaft 130 is stable.

[0074] According to a third aspect embodiment of the utility model, a refrigeration device is provided, which has a reciprocating compressor of the second aspect embodiment. Since the refrigeration device has all the technical solutions of the reciprocating compressor, the inertial excitation of the reciprocating motion of the crank-connecting rod mechanism is reduced, the effect of balancing the reciprocating inertial excitation is good, and the NVH level of the refrigeration device is improved.

[0075] It is understandable that the refrigeration equipment may be a refrigerator, a freezer, etc. Taking a refrigerator as an example, the refrigerator uses the reciprocating compressor of the above embodiment to improve the NVH level of the refrigerator, with less vibration and less noise, thus achieving an effective noise reduction effect.

[0076] 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 crankshaft, characterized in that: include: Crank arms; a main shaft connected to one end of the crank arm; A secondary shaft connected to an end of the crank arm facing away from the primary shaft, the secondary shaft being eccentrically arranged relative to the axis of the primary shaft; In which, the crank arm is provided with a balancing block, and the balancing block is arranged on the peripheral wall of the crank arm away from the secondary shaft, and the surface of the balancing block is provided with a first weight-reducing structure for reducing the weight of the balancing block, and the end of the crank arm away from the balancing block is provided with a second weight-reducing structure, the second weight-reducing structure is located on the end surface of the crank arm facing away from the secondary shaft, and extends in the direction of the secondary shaft, and the second weight-reducing structure is used to reduce the weight of the crank arm and the secondary shaft.

2. The crankshaft according to claim 1, characterized in that The balancing block is arranged along the circumference of the crank arm, and the first weight-reducing structure is a groove, which is formed on the end surface of the balancing block along the axial direction of the main shaft and is arranged along the circumference of the crank arm.

3. The crankshaft according to claim 2, characterized in that The peripheral edge of the balancing block connected to the outer peripheral wall of the crank arm is an inner contour, the peripheral edge of the balancing block away from the inner contour is an outer contour, the outer contour and the inner contour are both arc-shaped, and the groove is arranged close to the inner contour relative to the outer contour.

4. The crankshaft according to claim 1, characterized in that The second weight-reducing structure is a weight-reducing hole formed in the crank arm, and the weight-reducing hole is arranged from the end surface of the crank arm toward the inside of the secondary shaft.

5. The crankshaft according to claim 1, characterized in that Along the axial direction of the main shaft, the central axis of the secondary shaft and the central axis of the balancing weight are symmetrically arranged with respect to the central axis of the main shaft.

6. The crankshaft according to claim 1, characterized in that A main oil passage is provided inside the main shaft, and the main oil passage is arranged along the axial direction of the main shaft and passes through the main shaft and the crank arm. The main oil passage includes a first channel, a second channel and a third channel that are connected to each other. Along the direction from the main shaft to the secondary shaft, the first channel, the second channel and the third channel are arranged in sequence, and the inner diameters decrease in sequence.

7. The crankshaft according to claim 6, characterized in that The outer peripheral wall of the main shaft is provided with a first oil groove, which is spirally arranged along the axial direction of the main shaft. The main shaft is provided with a first through hole along its radial direction. The end of the first oil groove away from the crank arm is connected to the main oil channel through the first through hole.

8. The crankshaft according to claim 7, characterized in that A secondary oil passage is provided inside the secondary shaft, and the secondary oil passage is arranged along the axial direction of the secondary shaft. The secondary oil passage passes through the secondary shaft and the crank arm and extends toward the inside of the main shaft. The secondary oil passage is spaced apart from the main oil passage and the second weight reduction structure. The main shaft is also provided with a second through hole along its radial direction, and the other end of the first oil groove is connected to the secondary oil passage through the second through hole.

9. A reciprocating compressor, characterized in that: include: A crankcase having a shaft hole and a cylinder hole; The crankshaft according to any one of claims 1 to 8, wherein the main shaft is rotatably disposed in the shaft hole; A piston disposed in the cylinder hole; A connecting rod has one end connected to the secondary shaft and the other end connected to the piston.

10. A refrigeration device, characterized in that: A reciprocating compressor comprising the method of claim 9.

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