Thrust assembly, crankshaft device, compressor and air conditioner

Abstract

The utility model provides a thrust assembly, a crankshaft device, a compressor and an air conditioner, the thrust assembly is used for a crankshaft, and the thrust assembly comprises a support; the thrust piece is arranged on the support, a cavity is defined by the thrust piece and the support, one end of the crankshaft is rotatably located in the cavity, the thrust piece is provided with a limiting part, and the limiting part is used for being matched with the support to limit rotation of the thrust piece relative to the support; the limiting piece is arranged on the side, away from the cavity, of the thrust piece and connected with the support; the side, facing the limiting piece, of the limiting part is provided with a first receding face, and in the axial direction of the crankshaft, a distance is formed between at least part of the first receding face and the side face, facing the thrust piece, of the limiting piece. When the crankshaft generates large impact force on the thrust piece and the thrust piece transmits the impact force to the limiting piece, due to the fact that at least part of the first receding face does not make contact with the limiting piece, no load acts on the position, in the suspended state, of the limiting piece, and therefore the fatigue strength and the impact strength of the limiting piece can be effectively improved.

Description

Technical Field

[0001] The utility model relates to the technical field of thrust structures, in particular to a thrust assembly, a crankshaft device, a compressor and an air conditioner. Background Art

[0002] At present, a scroll compressor generally includes a fixed scroll and an orbiting scroll that mesh with each other, a crankshaft, a thrust washer, and a retaining spring for limiting the axial position of the thrust washer. When the crankshaft rotates, the orbiting scroll can be driven to translate relative to the fixed scroll via the crank pin of the crankshaft.

[0003] However, since the retaining spring is generally in a suspended state at the position corresponding to the thrust washer lug, during the transportation or operation of the scroll compressor, when the crankshaft exerts a large impact force on the thrust washer, the thrust washer will transfer the impact force to the retaining spring, which may easily cause the retaining spring to break at the position corresponding to the lug. Utility Model Content

[0004] The embodiments of the utility model are intended to solve at least one of the technical problems existing in the prior art.

[0005] To this end, a first aspect of an embodiment of the utility model provides a thrust assembly.

[0006] A second aspect of an embodiment of the present utility model provides a crankshaft device.

[0007] A third aspect of an embodiment of the utility model provides a compressor.

[0008] A fourth aspect of the embodiments of the present utility model provides an air conditioner.

[0009] In view of this, according to the first aspect of an embodiment of the utility model, a thrust assembly is provided, which is used for a crankshaft, and the thrust assembly comprises: a bracket; a thrust piece, which is arranged on the bracket and enclosed with the bracket to form a cavity, one end of the crankshaft is rotatably located in the cavity, and the thrust piece is provided with a limiting portion, which is used to cooperate with the bracket to limit the rotation of the thrust piece relative to the bracket; a limiting piece, which is arranged on the side of the thrust piece away from the cavity and is connected to the bracket; wherein, a first avoidance surface is provided on the side of the limiting portion facing the limiting piece, and along the axial direction of the crankshaft, there is a spacing between at least part of the first avoidance surface and a side surface of the limiting piece facing the thrust piece.

[0010] The thrust assembly provided by the embodiment of the utility model includes a bracket, a thrust piece and a limit piece. Specifically, the thrust piece is arranged on the bracket, and the bracket and the thrust piece are enclosed to form a cavity, one end of the crankshaft is inserted into the cavity, and the crankshaft can rotate in the cavity. It can be understood that the thrust piece can support the crankshaft and limit the crankshaft in the axial direction of the crankshaft to ensure the reliability and stability of the compressor operation.

[0011] The limiting member is arranged on the side of the thrust member away from the cavity, and the limiting member is connected to the bracket, so as to limit the thrust member in the axial direction of the crankshaft, that is, to limit the axial position of the thrust member, so as to avoid the problem that the displacement of the crankshaft in the axial direction is too large due to the thrust member moving away from the crankshaft, thereby affecting the reliable operation of the compressor. Optionally, the limiting member is a retaining spring.

[0012] The thrust piece is provided with a limiting portion, which cooperates with the bracket to limit the rotation of the thrust piece relative to the bracket. That is to say, by cooperating with the limiting portion and the bracket, the thrust piece can be limited in the circumferential direction, thereby improving the installation stability of the thrust piece and ensuring that the thrust piece can effectively support the crankshaft.

[0013] It is understandable that along the axial direction of the crankshaft, the stopper is opposite to a part of the stopper, and because the stopper cooperates with the bracket, the stopper generally does not contact the bracket at the local position corresponding to the stopper, that is, it is in a suspended state. When the compressor is running, or when the compressor vibrates during transportation, the crankshaft will generate an axial force on the thrust piece, and the thrust piece will transmit the axial force to the stopper. When the axial force generated is large, the impact force transmitted to the stopper will also be large, and the local position of the stopper in the suspended state is prone to breakage under the large impact force.

[0014] A first avoidance surface is provided on one side of the limiting portion facing the limiting member, and along the axial direction of the crankshaft, there is a gap between at least a portion of the first avoidance surface and a side surface of the limiting member facing the thrust member, that is, at least a portion of the first avoidance surface does not contact the limiting member. When the crankshaft exerts a large impact force on the thrust member, and the thrust member transmits the impact force to the limiting member, since at least a portion of the first avoidance surface does not contact the limiting member, no load acts on the position of the limiting member in a suspended state, thereby effectively improving the fatigue strength and impact strength of the limiting member, preventing the limiting member from breaking at the position of the limiting member in a suspended state, and extending the service life of the limiting member.

[0015] Optionally, the limiting portion is a lug structure.

[0016] In addition, the thrust assembly provided by the above technical solution of the utility model also has the following additional technical features:

[0017] In some technical solutions, optionally, the number of the limiting portions is at least two, and each limiting portion is provided with a first avoidance surface on a side facing the limiting member.

[0018] In this technical solution, the number of the limiting parts is limited to at least two, that is, at least two limiting parts cooperate with the bracket to further limit the rotation of the thrust member relative to the bracket, thereby improving the limiting effect of the thrust member in the circumferential direction.

[0019] Each limiting part is provided with a first avoidance surface on one side facing the limiting member, that is, the first avoidance surface corresponds to the limiting part one by one. Since the limiting part needs to cooperate with the bracket, the limiting member generally cannot contact the bracket at the local position corresponding to the limiting part and is in a suspended state.

[0020] When the crankshaft generates a large impact force on the thrust member, and the thrust member transfers the impact force to the limit member, since at least two first avoidance surfaces are not in contact with the limit member, no load acts on each position of the limit member in a suspended state, thereby effectively improving the fatigue strength and impact strength of the limit member, preventing the limit member from breaking at the position in the suspended state, and extending the service life of the limit member.

[0021] In some technical solutions, optionally, at least two limiting portions are symmetrically arranged about the central axis of the crankshaft.

[0022] In this technical solution, at least two limiting portions are symmetrically arranged about the center axis of the crankshaft. Since each limiting portion is provided with a first avoidance surface on the side facing the limiting member, at least two first avoidance surfaces are symmetrically arranged about the center axis of the crankshaft.

[0023] When the crankshaft exerts an axial force on the thrust piece during operation or transportation of the compressor, the thrust piece can be subjected to a balanced force, which is beneficial to extending the service life of the thrust piece. Moreover, the impact force transmitted from the thrust piece to the stopper is also balanced, which can further improve the fatigue strength and impact strength of the stopper, prevent the stopper from breaking, extend the service life of the stopper, and improve the stability and reliability of the compressor operation.

[0024] In some technical solutions, optionally, each limiting portion is provided with an avoidance groove on one side facing the limiting member, and a groove wall of the avoidance groove away from the limiting member is constructed as a first avoidance surface; wherein at least two avoidance grooves are connected.

[0025] In this technical solution, it is defined that an avoidance groove is provided on one side of each limiting portion facing the limiting member. Specifically, the groove wall of the avoidance groove away from the limiting member is a first avoidance surface. Optionally, the avoidance groove includes a groove side wall and a groove bottom wall, and the groove bottom wall is away from the limiting member compared to the groove side wall, that is, the groove bottom wall is the first avoidance surface.

[0026] Since there is a gap between at least a portion of the first avoidance surface and a side surface of the stopper facing the thrust member along the axial direction of the crankshaft, that is, at least a portion of the first avoidance surface does not contact the stopper. When the crankshaft exerts a large impact force on the thrust member, and the thrust member transmits the impact force to the stopper, since at least a portion of the first avoidance surface does not contact the stopper, no load acts on the position where the stopper is in a suspended state, thereby effectively improving the fatigue strength and impact strength of the stopper, preventing the stopper from breaking at the position where the stopper is in a suspended state, and extending the service life of the stopper.

[0027] At least two avoidance grooves are connected, that is, at least two avoidance grooves are formed into a through groove, which is conducive to reducing the difficulty of manufacturing the thrust member and further reducing the production cost of the thrust assembly.

[0028] In some technical solutions, optionally, a first limiting surface is further provided on the side of the thrust member facing the limit member, and the first limiting surface can be abutted against the side of the limit member facing the thrust member; wherein, along the axial direction of the crankshaft, at least part of the first limiting surface has a height difference with the first avoidance surface.

[0029] In this technical solution, a first limiting surface is provided on the side of the thrust member facing the limit member. Specifically, the first limiting surface can abut against the side of the limit member facing the thrust member, thereby limiting the axial position of the thrust member and avoiding the problem that the thrust member moves away from the crankshaft, resulting in excessive displacement of the crankshaft in the axial direction, thereby affecting the reliable operation of the compressor.

[0030] Along the axial direction of the crankshaft, at least a portion of the first limit surface has a height difference with the first avoidance surface, that is, at least a portion of the first limit surface and the first avoidance surface are not on the same plane. When the compressor is running, or when the compressor vibrates during transportation, the crankshaft will generate an axial force on the thrust piece. When the thrust piece transmits the axial force to the limit piece, the first limit surface abuts against a side surface of the limit piece facing the thrust piece, so that the first avoidance surface does not contact the limit piece, and no load acts on the position where the limit piece is in a suspended state, which effectively improves the fatigue strength and impact strength of the limit piece and prevents the limit piece from breaking at the position where it is in a suspended state.

[0031] In some technical solutions, optionally, a second avoidance surface is provided on a side of the thrust member facing away from the limiting member, and the second avoidance surface is opposite to the first avoidance surface along the axial direction of the crankshaft; wherein the shape of the second avoidance surface is the same as that of the first avoidance surface.

[0032] In this technical solution, it is defined that a second avoidance surface is provided on a side surface of the thrust member facing away from the limit member. Specifically, along the axial direction of the crankshaft, the second avoidance surface is opposite to the first avoidance surface, and the shape of the second avoidance surface is the same as the shape of the first avoidance surface. That is to say, a side surface of the thrust member facing the limit member and a side surface of the thrust member facing away from the limit member are the same, that is, the front and back sides of the thrust member are the same. Therefore, during installation, there is no need to distinguish between the front and back sides of the thrust member, which is beneficial to reducing the difficulty of installing the compressor and improving installation efficiency.

[0033] In some technical solutions, optionally, the bracket is provided with a limiting groove, and at least a part of the limiting portion is located in the limiting groove to limit the thrust member from rotating relative to the bracket.

[0034] In this technical solution, the bracket is provided with a limiting groove. Specifically, at least part of the limiting portion is inserted into the limiting groove to limit the thrust piece in the circumferential direction to prevent the thrust piece from rotating relative to the bracket, thereby improving the reliability of the thrust piece.

[0035] It is understandable that the bracket is provided with a limit groove to cooperate with the limit part of the thrust piece, so that the position where the limit piece and the limit part are axially relative to each other is in a suspended state, that is, part of the limit piece is not in direct contact with the bracket. When the compressor is running, or when the compressor vibrates during transportation, the crankshaft will generate an axial force on the thrust piece, and the thrust piece will transmit the axial force to the limit piece. When the axial force generated is large, the impact force transmitted to the limit piece will also be large, and the position where the limit piece is in a suspended state is prone to breakage under a large impact force.

[0036] A first avoidance surface is provided on one side of the limiting portion facing the limiting member, and along the axial direction of the crankshaft, there is a gap between at least a portion of the first avoidance surface and a side surface of the limiting member facing the thrust member, that is, at least a portion of the first avoidance surface does not contact the limiting member. When the crankshaft exerts a large impact force on the thrust member, and the thrust member transmits the impact force to the limiting member, since at least a portion of the first avoidance surface does not contact the limiting member, no load acts on the position of the limiting member in a suspended state, thereby effectively improving the fatigue strength and impact strength of the limiting member, preventing the limiting member from breaking at the position of the limiting member in a suspended state, and extending the service life of the limiting member.

[0037] In some technical solutions, optionally, the bracket is further provided with a mounting groove, and the thrust member and the limiting member are arranged in the mounting groove.

[0038] In this technical solution, it is specified that the bracket is also provided with an installation groove. Specifically, the thrust member and the limit member are arranged in the installation groove. That is to say, the thrust member and the limit member are embedded in the installation groove, so that while axially supporting the crankshaft, it is beneficial to reduce the space occupied by the thrust assembly in the axial direction, thereby reducing the space occupied by the thrust assembly in the compressor housing, which is beneficial to reducing the volume of the compressor.

[0039] It can be understood that the mounting groove extends along the axial direction of the crankshaft.

[0040] In some technical solutions, optionally, the bracket is further provided with a second limiting surface, the second limiting surface is located between the mounting groove and the cavity, and along the axial direction of the crankshaft, the second limiting surface is opposite to the thrust member.

[0041] In this technical solution, it is specified that the bracket is also provided with a second limiting surface. Specifically, the second limiting surface is located between the mounting groove and the cavity. Along the axial direction of the crankshaft, the second limiting surface is opposite to the thrust piece, thereby limiting the thrust piece in the axial direction to prevent the thrust piece from moving toward the side where the crankshaft is located and causing failure of the crankshaft thrust, thereby further ensuring the reliable operation of the compressor.

[0042] In some technical solutions, optionally, the bracket is further provided with a card slot, the card slot is communicated with the installation slot, and a part of the limiting member is embedded in the card slot to connect the limiting member to the bracket.

[0043] In this technical solution, it is defined that the bracket is also provided with a slot, specifically, the slot is connected to the installation slot, and a part of the limiter is embedded in the slot to achieve fixed installation of the limiter. At the same time, the limiter can limit the axial position of the thrust member to avoid the problem that the thrust member moves away from the crankshaft, resulting in excessive displacement of the crankshaft in the axial direction, thereby affecting the reliable operation of the compressor.

[0044] Optionally, the limiting member is a retaining spring.

[0045] In some technical solutions, optionally, the thrust member is provided with an oil through hole, and the oil through hole is used to connect to the oil supply channel of the crankshaft.

[0046] In this technical solution, it is defined that the thrust member is also provided with an oil through hole. Specifically, the crankshaft is provided with an oil supply channel, and the oil supply channel is communicated with the oil through hole.

[0047] Optionally, the bottom of the compressor housing has an oil pool, which is connected to the oil through hole and contains lubricating oil. It is understandable that the lubricating oil in the oil pool can flow to multiple moving parts of the compressor through the oil through hole and the oil supply channel to reduce the friction of the multiple moving parts and ensure the reliable operation of the compressor.

[0048] According to a second aspect of the utility model, a crankshaft device is provided, comprising a thrust assembly as provided by any of the above technical solutions, thereby having all the beneficial technical effects of the thrust assembly, which will not be repeated here.

[0049] Furthermore, the crankshaft device also includes a crankshaft, one end of which is rotatably located in the cavity.

[0050] The crankshaft device provided in the embodiment of the utility model includes a thrust assembly and a crankshaft. Specifically, one end of the crankshaft is inserted into the cavity, and the crankshaft can rotate in the cavity. It can be understood that the thrust member can support the crankshaft and limit the crankshaft in the axial direction of the crankshaft to ensure the reliability and stability of the compressor operation.

[0051] According to the third aspect of the utility model, a compressor is provided, comprising a thrust assembly or a crankshaft device as provided by any of the above technical solutions, thereby having all the beneficial technical effects of the thrust assembly or the crankshaft device, which will not be repeated here.

[0052] Optionally, the compressor further comprises an orbiting scroll, a stationary scroll and a motor assembly. Specifically, the orbiting scroll and the stationary scroll enclose a compression chamber, and the stationary scroll is further provided with an exhaust port, which is communicated with the compression chamber. The motor assembly is connected to a crankshaft, one end of the crankshaft is rotatably located in the chamber, and the other end of the crankshaft is connected to the orbiting scroll.

[0053] Specifically, driven by the motor assembly, the crankshaft drives the movable scroll to rotate relative to the fixed scroll to compress the refrigerant in the compression chamber. When the compressed refrigerant reaches the exhaust pressure, it is discharged through the exhaust port.

[0054] Optionally, the compressor further includes a mounting frame, and the bracket is fixedly installed in the casing of the compressor through the mounting frame.

[0055] Optionally, the compressor comprises a scroll compressor.

[0056] According to the fourth aspect of the utility model, an air conditioner is provided, comprising a thrust assembly or a crankshaft device or a compressor as provided by any of the above technical solutions, thereby having all the beneficial technical effects of the thrust assembly or the crankshaft device or the compressor, which will not be repeated here.

[0057] Additional aspects and advantages of the present invention will be given in the following description, and some will become apparent from the following description, or will be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0059] Figure 1 One of the structural schematic diagrams of a thrust assembly according to an embodiment of the utility model is shown;

[0060] Figure 2 A second structural schematic diagram of a thrust assembly according to an embodiment of the utility model is shown;

[0061] Figure 3 One of the structural schematic diagrams of a thrust member according to an embodiment of the utility model is shown;

[0062] Figure 4 A second structural schematic diagram of a thrust member according to an embodiment of the utility model is shown;

[0063] Figure 5 A third structural schematic diagram of a thrust member according to an embodiment of the utility model is shown;

[0064] Figure 6 A third structural schematic diagram of a thrust assembly according to an embodiment of the utility model is shown.

[0065] in, Figures 1 to 6 The corresponding relationship between the reference numerals and the component names is as follows:

[0066] 100 thrust assembly, 110 bracket, 111 limiting groove, 112 mounting groove, 113 second limiting surface, 114 slot, 120 thrust member, 121 limiting portion, 122 first avoidance surface, 123 first limiting surface, 124 second avoidance surface, 125 oil hole, 130 cavity, 140 limiting member, 150 avoidance groove, 200 crankshaft, 210 oil supply channel. DETAILED DESCRIPTION

[0067] In order to more clearly understand the above-mentioned purpose, features and advantages of the utility model, the utility model is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0068] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0069] Refer to the following Figures 1 to 6 The thrust assembly 100, the crankshaft device, the compressor and the air conditioner provided according to some embodiments of the present invention are described.

[0070] In one embodiment according to the present application, Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6As shown, a thrust assembly 100 is proposed, and the thrust assembly 100 is used for a crankshaft 200. The thrust assembly 100 includes: a bracket 110; a thrust piece 120, which is arranged on the bracket 110 and enclosed with the bracket 110 to form a cavity 130, one end of the crankshaft 200 is rotatably located in the cavity 130, and the thrust piece 120 is provided with a limiting portion 121, and the limiting portion 121 is used to cooperate with the bracket 110 to limit the rotation of the thrust piece 120 relative to the bracket 110; a limiting member 140, which is arranged on a side of the thrust piece 120 away from the cavity 130 and is connected to the bracket 110; wherein, a first avoidance surface 122 is provided on a side of the limiting portion 121 facing the limiting member 140, and along the axial direction of the crankshaft 200, there is a spacing between at least part of the first avoidance surface 122 and a side surface of the limiting member 140 facing the thrust piece 120.

[0071] The thrust assembly 100 provided in the embodiment of the utility model includes a bracket 110, a thrust member 120 and a stopper 140. Specifically, the thrust member 120 is arranged on the bracket 110, and the bracket 110 and the thrust member 120 are enclosed to form a cavity 130. One end of the crankshaft 200 is inserted into the cavity 130, and the crankshaft 200 can rotate in the cavity 130. It can be understood that the thrust member 120 can support the crankshaft 200 and can limit the crankshaft 200 in the axial direction of the crankshaft 200 to ensure the reliability and stability of the operation of the compressor.

[0072] The stopper 140 is disposed on a side of the thrust member 120 away from the cavity 130, and the stopper 140 is connected to the bracket 110, so as to limit the thrust member 120 in the axial direction of the crankshaft 200, that is, to limit the axial position of the thrust member 120, so as to avoid the problem that the thrust member 120 moves away from the crankshaft 200, resulting in excessive displacement of the crankshaft 200 in the axial direction, thereby affecting the reliable operation of the compressor. Optionally, the stopper 140 is a retaining spring.

[0073] The thrust member 120 is provided with a limiting portion 121, which cooperates with the bracket 110 to limit the rotation of the thrust member 120 relative to the bracket 110. That is to say, by cooperating with the limiting portion 121 and the bracket 110, the thrust member 120 can be limited in the circumferential direction, thereby improving the installation stability of the thrust member 120 and ensuring that the thrust member 120 can effectively support the crankshaft 200.

[0074] It is understandable that, along the axial direction of the crankshaft 200, the stopper 121 is opposite to a part of the stopper 140, and because the stopper 121 cooperates with the bracket 110, the stopper 140 is generally not in contact with the bracket 110 at the local position corresponding to the stopper 121, that is, it is in a suspended state. When the compressor is running, or when the compressor vibrates during transportation, the crankshaft 200 will generate an axial force on the thrust member 120, and the thrust member 120 will transmit the axial force to the stopper 140. When the generated axial force is large, the impact force transmitted to the stopper 140 will also be large, and the local position of the stopper 140 in the suspended state is prone to breakage under the large impact force.

[0075] A first avoidance surface 122 is provided on one side of the limiting portion 121 facing the limiting member 140, and along the axial direction of the crankshaft 200, there is a gap between at least a portion of the first avoidance surface 122 and a side surface of the limiting member 140 facing the thrust member 120, that is, at least a portion of the first avoidance surface 122 does not contact the limiting member 140. When the crankshaft 200 generates a large impact force on the thrust member 120, and the thrust member 120 transmits the impact force to the limiting member 140, since at least a portion of the first avoidance surface 122 does not contact the limiting member 140, no load acts on the position of the limiting member 140 in a suspended state, thereby effectively improving the fatigue strength and impact strength of the limiting member 140, preventing the limiting member 140 from breaking at the position of the limiting member 140 in a suspended state, and extending the service life of the limiting member 140.

[0076] Optionally, the limiting portion 121 is a lug structure.

[0077] like Figure 3 , Figure 4 and Figure 5 As shown, in some embodiments, optionally, the number of the limiting portions 121 is at least two, and a first avoidance surface 122 is provided on a side of each limiting portion 121 facing the limiting member 140 .

[0078] In this embodiment, the number of the limiting portions 121 is limited to at least two, that is, at least two limiting portions 121 cooperate with the bracket 110 to further limit the rotation of the thrust member 120 relative to the bracket 110, thereby improving the limiting effect of the thrust member 120 in the circumferential direction.

[0079] Each limiting portion 121 is provided with a first avoidance surface 122 on one side facing the limiting member 140, that is, the first avoidance surface 122 corresponds to the limiting portion 121. Since the limiting portion 121 needs to cooperate with the bracket 110, the limiting member 140 generally cannot contact the bracket 110 at the local position corresponding to the limiting portion 121, and is in a suspended state.

[0080] When the crankshaft 200 generates a large impact force on the thrust member 120, and the thrust member 120 transfers the impact force to the limit member 140, since at least two first avoidance surfaces 122 are not in contact with the limit member 140, no load acts on each position of the limit member 140 that is in a suspended state, thereby effectively improving the fatigue strength and impact strength of the limit member 140, preventing the limit member 140 from breaking at the position where it is in a suspended state, and extending the service life of the limit member 140.

[0081] like Figure 3 , Figure 4 and Figure 5 As shown, in some embodiments, optionally, at least two limiting portions 121 are symmetrically arranged about the central axis of the crankshaft 200 .

[0082] In this embodiment, at least two limiting portions 121 are symmetrically arranged about the central axis of the crankshaft 200. Since a first avoidance surface 122 is arranged on the side of each limiting portion 121 facing the limiting member 140, at least two first avoidance surfaces 122 are symmetrically arranged about the central axis of the crankshaft 200.

[0083] When the crankshaft 200 generates an axial force on the thrust piece 120 during operation or transportation of the compressor, the thrust piece 120 can be subjected to a balanced force, which is beneficial to extending the service life of the thrust piece 120. Moreover, the impact force transmitted from the thrust piece 120 to the stopper 140 is also balanced, thereby further improving the fatigue strength and impact strength of the stopper 140, preventing the stopper 140 from breaking, extending the service life of the stopper 140, and improving the stability and reliability of the compressor operation.

[0084] like Figure 4 As shown, in some embodiments, optionally, each limiting portion 121 is provided with an avoidance groove 150 on one side facing the limiting member 140, and the groove wall of the avoidance groove 150 away from the limiting member 140 is constructed as a first avoidance surface 122; wherein, at least two avoidance grooves 150 are connected.

[0085] In this embodiment, an avoidance groove 150 is provided on one side of each limiting portion 121 facing the limiting member 140. Specifically, the groove wall of the avoidance groove 150 away from the limiting member 140 is a first avoidance surface 122. Optionally, the avoidance groove 150 includes a groove side wall and a groove bottom wall, and the groove bottom wall is away from the limiting member 140 compared to the groove side wall, that is, the groove bottom wall is the first avoidance surface 122.

[0086] Since there is a gap between at least a portion of the first avoidance surface 122 and a side surface of the stopper 140 facing the thrust member 120 along the axial direction of the crankshaft 200, that is, at least a portion of the first avoidance surface 122 does not contact the stopper 140. When the crankshaft 200 exerts a large impact force on the thrust member 120, and the thrust member 120 transmits the impact force to the stopper 140, since at least a portion of the first avoidance surface 122 does not contact the stopper 140, no load acts on the position of the stopper 140 in the suspended state, thereby effectively improving the fatigue strength and impact strength of the stopper 140, preventing the stopper 140 from breaking in the suspended state, and extending the service life of the stopper 140.

[0087] At least two avoidance grooves 150 are connected, that is, at least two avoidance grooves 150 are formed into a through groove, which is conducive to reducing the difficulty of manufacturing the thrust member 120 and further reducing the production cost of the thrust assembly 100.

[0088] Optionally, an avoidance groove 150 is also provided on the side of each limiting portion 121 facing away from the limiting member 140, and at least two avoidance grooves 150 are connected to form a through groove. That is to say, the upper and lower surfaces of the thrust member 120 are the same, so that during installation, there is no need to distinguish between the front and back sides of the thrust member 120, which is conducive to reducing the installation difficulty of the compressor and improving the installation efficiency.

[0089] like Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, in some embodiments, optionally, a first limiting surface 123 is further provided on the side of the thrust member 120 facing the limiting member 140, and the first limiting surface 123 can be abutted against the side of the limiting member 140 facing the thrust member 120; wherein, along the axial direction of the crankshaft 200, at least part of the first limiting surface 123 has a height difference with the first avoidance surface 122.

[0090] In this embodiment, a first limiting surface 123 is provided on the side of the thrust member 120 facing the limiting member 140. Specifically, the first limiting surface 123 can abut against the side of the limiting member 140 facing the thrust member 120, thereby limiting the axial position of the thrust member 120 and avoiding the problem that the thrust member 120 moves away from the crankshaft 200, resulting in excessive displacement of the crankshaft 200 in the axial direction, thereby affecting the reliable operation of the compressor.

[0091] Along the axial direction of the crankshaft 200, at least a portion of the first limit surface 123 has a height difference with the first avoidance surface 122, that is, at least a portion of the first limit surface 123 and the first avoidance surface 122 are not on the same plane. When the compressor is running, or when the compressor vibrates during transportation, the crankshaft 200 will generate an axial force on the thrust member 120. When the thrust member 120 transmits the axial force to the limit member 140, the first limit surface 123 abuts against the side of the limit member 140 facing the thrust member 120, so that the first avoidance surface 122 does not contact the limit member 140, and no load acts on the position where the limit member 140 is in a suspended state, which effectively improves the fatigue strength and impact strength of the limit member 140 and prevents the limit member 140 from breaking in the suspended state.

[0092] like Figure 5 and Figure 6 As shown, in some embodiments, optionally, a second avoidance surface 124 is provided on a side of the thrust member 120 facing away from the limit member 140 , and along the axial direction of the crankshaft 200 , the second avoidance surface 124 is opposite to the first avoidance surface 122 ; wherein, the shape of the second avoidance surface 124 is the same as the shape of the first avoidance surface 122 .

[0093] In this embodiment, a side surface of the thrust member 120 facing away from the limit member 140 is provided with a second avoidance surface 124. Specifically, along the axial direction of the crankshaft 200, the second avoidance surface 124 is opposite to the first avoidance surface 122, and the shape of the second avoidance surface 124 is the same as the shape of the first avoidance surface 122. That is to say, the side surface of the thrust member 120 facing the limit member 140 and the side surface of the thrust member 120 facing away from the limit member 140 are the same, that is, the front and back sides of the thrust member 120 are the same. Therefore, during installation, there is no need to distinguish between the front and back sides of the thrust member 120, which is beneficial to reducing the difficulty of installing the compressor and improving the installation efficiency.

[0094] like Figure 2 As shown, in some embodiments, optionally, the bracket 110 is provided with a limiting groove 111 , and at least a portion of the limiting portion 121 is located in the limiting groove 111 to limit the thrust member 120 from rotating relative to the bracket 110 .

[0095] In this embodiment, the bracket 110 is provided with a limiting groove 111. Specifically, at least a portion of the limiting portion 121 is inserted into the limiting groove 111 to limit the thrust member 120 in the circumferential direction to prevent the thrust member 120 from rotating relative to the bracket 110, thereby improving the reliability of the thrust member 120.

[0096] It is understandable that the bracket 110 is provided with the limiting groove 111 to cooperate with the limiting portion 121 of the thrust member 120, so that the position where the limiting member 140 and the limiting portion 121 are axially opposite to each other is in a suspended state, that is, part of the limiting member 140 is not in direct contact with the bracket 110. When the compressor is running, or when the compressor vibrates during transportation, the crankshaft 200 will generate an axial force on the thrust member 120, and the thrust member 120 will transmit the axial force to the limiting member 140. When the generated axial force is large, the impact force transmitted to the limiting member 140 will also be large, and the position where the limiting member 140 is in a suspended state is prone to breakage under a large impact force.

[0097] A first avoidance surface 122 is provided on one side of the limiting portion 121 facing the limiting member 140, and along the axial direction of the crankshaft 200, there is a gap between at least a portion of the first avoidance surface 122 and a side surface of the limiting member 140 facing the thrust member 120, that is, at least a portion of the first avoidance surface 122 does not contact the limiting member 140. When the crankshaft 200 generates a large impact force on the thrust member 120, and the thrust member 120 transmits the impact force to the limiting member 140, since at least a portion of the first avoidance surface 122 does not contact the limiting member 140, no load acts on the position of the limiting member 140 in a suspended state, thereby effectively improving the fatigue strength and impact strength of the limiting member 140, preventing the limiting member 140 from breaking at the position of the limiting member 140 in a suspended state, and extending the service life of the limiting member 140.

[0098] like Figure 1 and Figure 6 As shown, in some embodiments, optionally, the bracket 110 is further provided with a mounting groove 112 , and the thrust member 120 and the limiting member 140 are disposed in the mounting groove 112 .

[0099] In this embodiment, it is defined that the bracket 110 is also provided with a mounting groove 112. Specifically, the thrust member 120 and the limit member 140 are arranged in the mounting groove 112. That is to say, the thrust member 120 and the limit member 140 are embedded in the mounting groove 112, so that while axially supporting the crankshaft 200, it is helpful to reduce the axial space occupied by the thrust assembly 100, thereby reducing the space occupied by the thrust assembly 100 in the compressor housing, which is helpful to reduce the volume of the compressor.

[0100] It can be understood that the mounting groove 112 extends along the axial direction of the crankshaft 200 .

[0101] like Figure 1 and Figure 6 As shown, in some embodiments, optionally, the bracket 110 is further provided with a second limiting surface 113 , and the second limiting surface 113 is located between the mounting groove 112 and the cavity 130 , and along the axial direction of the crankshaft 200 , the second limiting surface 113 is opposite to the thrust member 120 .

[0102] In this embodiment, it is defined that the bracket 110 is also provided with a second limiting surface 113. Specifically, the second limiting surface 113 is located between the mounting groove 112 and the cavity 130. Along the axial direction of the crankshaft 200, the second limiting surface 113 is opposite to the thrust member 120, thereby limiting the thrust member 120 in the axial direction to prevent the thrust member 120 from moving toward the side where the crankshaft 200 is located, thereby preventing the thrust member 120 from failing due to the failure of the crankshaft 200 thrust, and further ensuring the reliable operation of the compressor.

[0103] like Figure 2 As shown, in some embodiments, optionally, the bracket 110 is further provided with a slot 114 , the slot 114 is communicated with the mounting slot 112 , and a portion of the limiting member 140 is embedded in the slot 114 so that the limiting member 140 is connected to the bracket 110 .

[0104] In this embodiment, the bracket 110 is further provided with a slot 114. Specifically, the slot 114 is connected to the mounting slot 112, and a portion of the stopper 140 is embedded in the slot 114 to achieve fixed installation of the stopper 140. At the same time, the stopper 140 can limit the axial position of the thrust member 120 to avoid excessive displacement of the crankshaft 200 in the axial direction due to the thrust member 120 moving away from the crankshaft 200, thereby affecting the reliable operation of the compressor.

[0105] Optionally, the limiting member 140 is a retaining spring.

[0106] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments, optionally, the thrust member 120 is provided with an oil through hole 125 , and the oil through hole 125 is used to communicate with the oil supply channel 210 of the crankshaft 200 .

[0107] In this embodiment, it is defined that the thrust member 120 is further provided with an oil through hole 125 . Specifically, the crankshaft 200 is provided with an oil supply passage 210 , and the oil supply passage 210 is in communication with the oil through hole 125 .

[0108] Optionally, the bottom of the compressor housing has an oil pool, which is connected to the oil through hole 125, and the oil pool contains lubricating oil. It is understandable that the lubricating oil in the oil pool can flow to multiple moving parts of the compressor through the oil through hole 125 and the oil supply channel 210 to reduce the friction of the multiple moving parts and ensure the reliable operation of the compressor.

[0109] According to a second aspect of the present invention, a crankshaft device is provided, comprising a thrust assembly 100 as provided in any of the above embodiments, and thus having all the beneficial technical effects of the thrust assembly 100, which will not be described in detail herein.

[0110] like Figure 1 and Figure 6 As shown, further, the crankshaft device also includes a crankshaft 200 , one end of which is rotatably located in the cavity 130 .

[0111] The crankshaft device provided by the embodiment of the utility model includes a thrust assembly 100 and a crankshaft 200. Specifically, one end of the crankshaft 200 is inserted into the cavity 130, and the crankshaft 200 can rotate in the cavity 130. It can be understood that the thrust member 120 can support the crankshaft 200 and limit the crankshaft 200 in the axial direction of the crankshaft 200 to ensure the reliability and stability of the compressor operation.

[0112] According to the third aspect of the utility model, a compressor is provided, comprising a thrust assembly 100 or a crankshaft device as provided in any of the above embodiments, thereby having all the beneficial technical effects of the thrust assembly 100 or the crankshaft device, which will not be repeated here.

[0113] Optionally, the compressor further comprises an orbiting scroll, a fixed scroll and a motor assembly. Specifically, the orbiting scroll and the fixed scroll enclose a compression chamber, and the fixed scroll is further provided with an exhaust port, which is communicated with the compression chamber. The motor assembly is connected to a crankshaft 200, one end of which is rotatably located in the cavity 130, and the other end of the crankshaft 200 is connected to the orbiting scroll.

[0114] Specifically, driven by the motor assembly, the crankshaft 200 drives the movable scroll to rotate relative to the fixed scroll to compress the refrigerant in the compression chamber. When the compressed refrigerant reaches the exhaust pressure, it is discharged through the exhaust port.

[0115] Optionally, the compressor further includes a mounting frame, and the bracket 110 is fixedly installed in the casing of the compressor through the mounting frame.

[0116] Optionally, the compressor comprises a scroll compressor.

[0117] According to the fourth aspect of the utility model, an air conditioner is provided, comprising a thrust assembly 100 or a crankshaft device or a compressor as provided in any of the above embodiments, and thus having all the beneficial technical effects of the thrust assembly 100 or the crankshaft device or the compressor, which will not be repeated here.

[0118] In the description of this specification, the terms "connection", "installation", "fixation" and the like should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0119] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0120] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may be subject to various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A thrust assembly, characterized in that: The thrust assembly is used for a crankshaft, and the thrust assembly comprises: Bracket; A thrust piece is provided on the bracket and enclosed with the bracket to form a cavity, one end of the crankshaft is rotatably located in the cavity, and the thrust piece is provided with a limiting portion, and the limiting portion is used to cooperate with the bracket to limit the thrust piece from rotating relative to the bracket; A limiting member, disposed on a side of the thrust member away from the cavity and connected to the bracket; A first avoidance surface is provided on a side of the limiting portion facing the limiting member, and along the axial direction of the crankshaft, a distance exists between at least a portion of the first avoidance surface and a side surface of the limiting member facing the thrust member.

2. The thrust assembly according to claim 1, characterized in that: The number of the limiting portions is at least two, and each of the limiting portions is provided with the first avoidance surface on a side facing the limiting member.

3. The thrust assembly according to claim 2, characterized in that: At least two of the limiting portions are symmetrically arranged about the central axis of the crankshaft.

4. The thrust assembly according to claim 2, characterized in that: A side of each of the limiting portions facing the limiting member is provided with an avoidance groove, and a groove wall of the avoidance groove away from the limiting member is constructed as the first avoidance surface; Wherein, at least two of the avoidance grooves are connected.

5. The thrust assembly according to any one of claims 1 to 4, characterized in that: A first limiting surface is further provided on a side of the thrust member facing the limiting member, and the first limiting surface can abut against a side surface of the limiting member facing the thrust member; Wherein, along the axial direction of the crankshaft, at least a portion of the first limiting surface and the first avoidance surface have a height difference.

6. The thrust assembly according to any one of claims 1 to 4, characterized in that: A second avoidance surface is provided on a side surface of the thrust member facing away from the limiting member, and along the axial direction of the crankshaft, the second avoidance surface is opposite to the first avoidance surface; The shape of the second avoidance surface is the same as that of the first avoidance surface.

7. The thrust assembly according to any one of claims 1 to 4, characterized in that: The bracket is provided with a limiting groove, and at least a part of the limiting portion is located in the limiting groove to limit the thrust member from rotating relative to the bracket.

8. The thrust assembly according to any one of claims 1 to 4, characterized in that: The bracket is also provided with a mounting groove, and the thrust member and the limiting member are arranged in the mounting groove.

9. The thrust assembly according to claim 8, characterized in that: The bracket is further provided with a second limiting surface, which is located between the mounting groove and the cavity. Along the axial direction of the crankshaft, the second limiting surface is opposite to the thrust member.

10. The thrust assembly according to claim 8, characterized in that The bracket is further provided with a clamping slot, which is communicated with the mounting slot, and a part of the limiting member is embedded in the clamping slot so that the limiting member is connected to the bracket.

11. The thrust assembly according to any one of claims 1 to 4, characterized in that: The thrust member is provided with an oil through hole, and the oil through hole is used to communicate with the oil supply channel of the crankshaft.

12. A crankshaft device, characterized in that: include: The thrust assembly according to any one of claims 1 to 11; A crankshaft, one end of which is rotatably located in the cavity.

13. A compressor, characterized in that: include: The thrust assembly according to any one of claims 1 to 11; or The crankshaft assembly of claim 12.

14. An air conditioner, characterized in that: include: The thrust assembly according to any one of claims 1 to 11; or A crankshaft device as claimed in claim 12; or The compressor of claim 13.

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