Compressor and refrigeration equipment

Abstract

The utility model discloses a compressor and refrigeration equipment, the compressor comprises a shell, a motor assembly arranged in the shell, a pump body assembly, a supporting assembly and a crankshaft, and the motor assembly comprises a stator and a rotor; the pump body assembly is located on the side, in the rotating axis direction of the rotor, of the motor assembly and comprises an air cylinder, a first bearing and at least one first shaft sleeve, the first bearing is installed on the side, close to the motor assembly, of the air cylinder and provided with a first shaft hole, and the at least one first shaft sleeve is fixedly connected into the first shaft hole. The supporting assembly is located on the side, away from the pump body assembly, of the motor assembly and comprises a motor bearing and a second shaft sleeve, the motor bearing is provided with a second shaft hole, and the second shaft sleeve is fixedly connected into the second shaft hole. The crankshaft is fixedly connected with the rotor, penetrates through the first shaft sleeve and the second shaft sleeve and is in running fit with the first shaft sleeve and the second shaft sleeve. According to the compressor, the abrasion of the crankshaft can be effectively reduced, so that the crankshaft with smaller shaft diameter can be adopted, and the energy efficiency is improved.

Description

Technical Field

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

[0002] When a rotary compressor, especially a rotary compressor using a high-thickness motor assembly, is running at high speed, the wear of the shaft section on the crankshaft located at the main bearing increases significantly. For this reason, most existing rotary compressors use a double support structure, that is, a set of support assemblies is added above the motor assembly to improve the stress condition of the crankshaft, thereby reducing the wear of the crankshaft. However, under high-frequency and heavy-load conditions, there is still a lot of wear between the crankshaft and the above-mentioned support assemblies, and under medium- and low-frequency and heavy-load conditions, there is also a lot of wear between the crankshaft and the main bearing, which affects the normal operation of the rotary compressor under heavy-load conditions. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a compressor that can effectively reduce the wear of the crankshaft, so that a crankshaft with a smaller shaft diameter can be used to improve energy efficiency.

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

[0005] According to the compressor of the first embodiment of the utility model, it includes a shell; a motor assembly, which is arranged in the shell, the motor assembly includes a stator and a rotor, the stator is fixedly installed in the shell, and the rotor is rotatably arranged in the inner hole of the stator; a pump body assembly, which is arranged in the shell and is located on the side of the motor assembly along the direction of the rotation axis of the rotor, the pump body assembly includes a cylinder, a first bearing and at least one first shaft sleeve, the first bearing is installed on the side of the cylinder close to the motor assembly, the first bearing is provided with a first shaft hole, and at least one first shaft sleeve is fixedly connected to the first shaft hole; a support assembly, which is arranged in the shell and is located on the side of the motor assembly away from the pump body assembly, the support assembly includes a motor bearing and a second shaft sleeve, the motor bearing is provided with a second shaft hole, and the second shaft sleeve is fixedly connected to the second shaft hole; a crankshaft, which is fixedly connected to the rotor, the crankshaft is passed through the first shaft sleeve and the second shaft sleeve and rotatably cooperates with the first shaft sleeve and the second shaft sleeve.

[0006] The compressor according to the first aspect embodiment of the present utility model has at least the following beneficial effects: By providing a motor bearing, the deformation at the top of the crankshaft can be reduced and stable support can be provided for the crankshaft, improving the force on the crankshaft and being beneficial to reducing the wear of the crankshaft. At the same time, the motor bearing is matched with the crankshaft through a second bushing, which can reduce the friction between the motor bearing and the crankshaft, and the first bearing is matched with the crankshaft through at least one first bushing, which can reduce the friction between the first bearing and the crankshaft, thereby further reducing the wear of the crankshaft. Even when the compressor is in a heavy load condition, the wear degree of the crankshaft can be reduced, effectively improving the reliability of the compressor. In addition, due to the reduction of the wear of the crankshaft, there is no need to increase the shaft diameter of the crankshaft to resist wear, thereby effectively reducing the shaft diameter of the crankshaft and improving the energy efficiency of the compressor.

[0007] According to some embodiments of the present utility model, the number of the first bushings is two, and the two first bushings are respectively located at both ends of the first shaft hole.

[0008] According to some embodiments of the present utility model, along the direction of the rotation axis, a first cavity is formed between the two first bushings.

[0009] According to some embodiments of the present utility model, along the direction of the rotation axis, the maximum height of the first bearing is H0, and the maximum height of the first bushing is H1, satisfying: 0.3 ≤ H1 / H0 < 0.5.

[0010] According to some embodiments of the present utility model, an annular groove is provided on the inner wall of the first shaft hole, the annular groove is located on the end face of the first shaft hole close to the cylinder end, and the annular groove is arranged around the outer circumference of the first bushing closer to the cylinder among the two first bushings.

[0011] According to some embodiments of the present utility model, the number of the first bushings is one, the pump body assembly further includes a third bushing, the third bushing is fixedly connected in the first shaft hole, and the third bushing is located at the end of the first bushing away from the cylinder, the third bushing is rotationally matched with the crankshaft, and along the direction of the rotation axis, the maximum height of the third bushing is greater than the maximum height of the first bushing.

[0012] According to some embodiments of the present utility model, along the direction of the rotation axis, a second cavity is formed between the third bushing and the first bushing.

[0013] According to some embodiments of the present utility model, along the direction of the rotation axis, the maximum height of the first bearing is H0, and the maximum height of the second bushing is H2, satisfying: 0.25 ≤ H2 / H0 ≤ 0.5.

[0014] According to some embodiments of the present utility model, an antifriction coating is provided at the mating portion between the first bushing and the crankshaft and / or at the mating portion between the second bushing and the crankshaft.

[0015] The refrigeration device according to the second aspect embodiment of the present utility model includes the compressor according to the first aspect embodiment of the present utility model.

[0016] The refrigeration device according to the second aspect embodiment of the present utility model has at least the following beneficial effects: Since the above-mentioned compressor is adopted in the refrigeration device, by providing the motor bearing, the deformation at the top of the crankshaft can be reduced and stable support can be provided for the crankshaft, improving the force condition of the crankshaft and being beneficial to reducing the wear of the crankshaft. At the same time, the motor bearing is matched with the crankshaft through the second bushing, which can reduce the friction between the motor bearing and the crankshaft, and the first bearing is matched with the crankshaft through at least one first bushing, which can reduce the friction between the first bearing and the crankshaft, thereby further reducing the wear of the crankshaft. Even when the compressor is in a heavy load working condition, the wear degree of the crankshaft can be reduced, effectively improving the reliability of the compressor. In addition, due to the reduction of the wear of the crankshaft, there is no need to increase the shaft diameter of the crankshaft to resist wear, thereby effectively reducing the shaft diameter of the crankshaft and improving the energy efficiency of the compressor.

[0017] The additional aspects and advantages of the present utility model will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present utility model. Description of the Drawings

[0018] The following further describes the present utility model in conjunction with the drawings and embodiments, where:

[0019] Figure 1 is a cross-sectional view of the compressor in some embodiments of the present utility model;

[0020] Figure 2 is Figure 1 the enlarged view of part A in

[0021] Figure 3 is Figure 1 the enlarged view of part B in

[0022] Figure 4 is a cross-sectional view of the first bearing in some embodiments of the present utility model;

[0023] Figure 5 is a partial cross-sectional view of the cooperation between the first bearing and the crankshaft in some other embodiments of the present utility model.

[0024] Reference Signs:

[0025] housing 100; oil sump 110; exhaust pipe 120;

[0026] Motor assembly 200; stator 210; rotor 220;

[0027] Pump body assembly 300; cylinder 310; compression chamber 311; piston 312; air inlet hole 313; first bearing 320; first shaft hole 321; annular groove 322; first shaft sleeve 330; first cavity 340; third shaft sleeve 350; second cavity 360; partition 370; second bearing 380; bracket 390;

[0028] Support assembly 400; motor bearing 410; second shaft hole 411; second shaft sleeve 420; support frame 430;

[0029] Crankshaft 500; eccentric part 510; central oil hole 520; upper oil blade 530;

[0030] Liquid reservoir 600; intake pipe 610;

[0031] Axis of rotation Z. Detailed implementation mode

[0032] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation of the present invention.

[0033] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by terms such as up, down, front, back, left, right, etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0034] In the description of the present invention, the meaning of several is one or more, the meaning of multiple is more than two, and understandings such as greater than, less than, exceeding, etc. do not include the present number, and understandings such as above, below, within, etc. include the present number. If there is a description of first and second, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0035] In the description of the present invention, unless otherwise clearly defined, words such as setting, installing, connecting, assembling, fitting, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in the present invention in combination with the specific content of the technical solution.

[0036] Refer to Figures 1 to 5As shown in the figure, an embodiment of the first aspect of the present utility model provides a compressor, which is applied to refrigeration equipment. The refrigeration equipment can be an air conditioner, a refrigerator, a freezer, a water dispenser, an air energy water heater, etc. As the core power component of the refrigeration equipment, the compressor is mainly used to compress the refrigerant to achieve the purpose of heat exchange through the refrigerant cycle.

[0037] Referring to Figure 1 As shown in the figure, it can be understood that the compressor includes a housing 100 and a motor assembly 200, a pump body assembly 300, a support assembly 400, and a crankshaft 500 installed inside the housing 100. The compressor can be a vertical compressor or a horizontal compressor. The difference between the two lies in the layout direction, and the relative positions of the motor assembly 200, the pump body assembly 300, the support assembly 400, and the crankshaft 500 inside the housing 100 are the same. The compressor in this embodiment is a vertical compressor. The following will take the vertical compressor as an example for detailed description.

[0038] Referring to Figure 1 As shown in the figure, it can be understood that the housing 100 is generally in a cylindrical structure. A space for storing lubricating oil, that is, an oil sump 110, is formed at the bottom of the housing 100. An exhaust pipe 120 communicating with the inside of the housing 100 is installed at the top of the housing 100 for discharging high-temperature and high-pressure refrigerant.

[0039] Referring to Figure 1 As shown in the figure, it can be understood that the motor assembly 200 is installed inside the housing 100. Specifically, the motor assembly 200 is located at an upper position inside the housing 100. The motor assembly 200 includes a stator 210 and a rotor 220. Among them, the stator 210 is fixedly installed on the inner peripheral wall of the housing 100. For example, the stator 210 is welded to the inner peripheral wall of the housing 100, or the stator 210 is fixed to the housing 100 by a hot sleeve method. The stator 210 is in a ring structure and has an inner hole penetrating in the up and down directions. The rotor 220 rotates in the inner hole of the stator 210. The rotor 220 has a rotation axis Z, and the rotation axis Z is arranged in the up and down directions.

[0040] Referring to Figure 1As shown, it can be understood that the pump body assembly 300 is installed within the housing 100 and is located below the motor assembly 200, that is to say, the pump body assembly 300 is located below the motor assembly 200 in the direction of the rotation axis Z. Specifically, the pump body assembly 300 includes a cylinder 310, a first bearing 320, and at least one first bushing 330. In this embodiment, the number of cylinders 310 is two, and the pump body assembly 300 further includes a partition 370 and a second bearing 380. The two cylinders 310 are arranged in the up-and-down direction. The cylinder 310 is provided with a compression chamber 311, and a piston 312 is rotatably installed within the compression chamber 311. The partition 370 is disposed between the two cylinders 310 to enclose one end of the two compression chambers 311. The first bearing 320 is installed on the upper side of the upper cylinder 310, that is, the first bearing 320 is installed on the side of the upper cylinder 310 close to the motor assembly 200. The second bearing 380 is installed on the lower side of the upper cylinder 310, thereby achieving the enclosure of the two compression chambers 311. Generally speaking, both the first bearing 320 and the second bearing 380 are provided with exhaust holes communicating with the compression chamber 311, and the cylinder 310 is further provided with an air inlet hole 313. It is easily understood that the rotary compressor further includes a liquid reservoir 600. One end of the air inlet hole 313 communicates with the compression chamber 311, and the other end communicates with the liquid reservoir 600 through an air inlet pipe 610, so as to supply air to the two cylinders 310.

[0041] Referring to Figure 1 As shown, it can be understood that in this embodiment, a bracket 390 is welded and fixed to the inner peripheral wall of the housing 100, and the first bearing 320 is fixedly connected to the bracket 390, so as to integrally fix the pump body assembly 300 within the housing 100.

[0042] Of course, it can be understood that in some other embodiments, the pump body assembly 300 can also be fixed within the housing 100 by directly welding the first bearing 320 to the housing 100, or by welding the second bearing 380 to the housing 100, or by welding the cylinder 310 to the housing 100.

[0043] It can be understood that in some other embodiments, the number of cylinders 310 can also be one. The number of cylinders 310 can be selected according to the refrigerant compression amount required by the refrigeration equipment.

[0044] Referring to Figure 1 、 Figure 2 and Figure 4As shown, it can be understood that the first bearing 320 is provided with a first shaft hole 321 which penetrates in the up and down direction. The number of the first shaft sleeves 330 can be one. The first shaft sleeve 330 is located within the first shaft hole 321 and fixedly installed on the first bearing 320, that is, the first shaft sleeve 330 is fixedly connected within the first shaft hole 321. For example, the first shaft sleeve 330 is installed on the first bearing 320 by hot shrinking. It is easy to understand that the first shaft sleeve 330 has good wear resistance and a low friction coefficient. Generally speaking, the second bearing 380 is also provided with a shaft hole.

[0045] Referring Figure 1 and Figure 2 As shown, it can be understood that the crankshaft 500 is fixedly connected to the rotor 220. Specifically, the upper part of the crankshaft 500 penetrates through the rotor 220. Generally speaking, the upper part of the crankshaft 500 protrudes from the upper end face of the rotor 220. The lower part of the crankshaft 500 protrudes from the lower end face of the rotor 220, and the lower part of the crankshaft 500 sequentially passes through the first bearing 320 and the first shaft sleeve 330, the two cylinders 310 and the partition 370 therebetween, and the shaft hole of the second bearing 380. The crankshaft 500 is rotationally matched with the first bearing 320 and the second bearing 380. That is to say, the first bearing 320 and the crankshaft 500 are cooperated through the first shaft sleeve 330. The lower part of the crankshaft 500 is provided with eccentric parts 510 corresponding to the cylinders 310 one by one, and the eccentric parts 510 are rotationally connected to the pistons 312 within the compression chambers 311 of the cylinders 310.

[0046] Referring Figure 1 As shown, it can be understood that the lower end of the crankshaft 500 protrudes from the second bearing 380. The crankshaft 500 is provided with a central oil hole 520 which penetrates through the crankshaft 500 in the up and down direction. The lower end of the central oil hole 520 is communicated with the oil sump 110, and the upper end of the central oil hole 520 is communicated with the space above the motor assembly 200 within the housing 100. The crankshaft 500 is also installed with an oil feeding vane 530 located at the lower end of the central oil hole 520.

[0047] Therefore, under the magnetic field of the motor assembly 200, the rotor 220 rotates relative to the stator 210. The rotor 220 drives the crankshaft 500 to rotate. The crankshaft 500 drives the piston 312 to perform a rotary motion within the compression chamber 311 of the cylinder 310 through the eccentric parts 510, so as to complete the processes of sucking, compressing and exhausting the refrigerant in the cylinder 310, and realize the compression work on the refrigerant. At the same time, the crankshaft 500 rotates at a high speed, and the oil feeding vane 530 drives the lubricating oil in the oil sump 110 to be conveyed upward and ejected through the central oil hole 520. The lubricating oil flows downward under the action of gravity to lubricate the motor assembly 200, the pump body assembly 300, the crankshaft 500, etc., reduce wear, and can take away part of the heat generated during the rotation of the crankshaft 500 through the lubricating oil, thereby improving the energy efficiency and reliability of the rotary compressor.

[0048] During this process, the first bearing 320 and the second bearing 380 provide support and positioning for the crankshaft 500 to bear the reaction force of the compressed gas in the cylinder 310 during the operation of the compressor, so as to improve the working stability of the pump body assembly 300.

[0049] It is easy to understand that the first bearing 320 and the second bearing 380, as the main supporting components of the crankshaft 500, bear most of the force during the operation of the compressor, and the force they bear is relatively large. The first bearing 320 is closer to the driving end of the crankshaft 500 (i.e., the motor assembly 200) than the second bearing 380, and the force borne by the first bearing 320 is greater. Especially under medium and low frequency (i.e., medium and low speed) and heavy load conditions, the compressor mainly relies on the first bearing 320 and the second bearing 380 to provide stable support for the crankshaft 500. The force borne by the first bearing 320 and the second bearing 380 is too large, which will cause the oil film to deteriorate and become unstable, causing serious wear of the crankshaft 500.

[0050] Therefore, by installing the first sleeve 330 in the first shaft hole 321 of the first bearing 320 that is subjected to a relatively large force, and the first sleeve 330 is sleeved on the outer periphery of the crankshaft 500, the friction coefficient between the first bearing 320 and the crankshaft 500 can be reduced, and the friction between the first bearing 320 and the crankshaft 500 can be reduced, thereby reducing the wear of the crankshaft 500. Even under medium and low frequency and heavy load conditions, the wear degree of the crankshaft 500 can be kept at a low level, effectively improving the reliability of the compressor. In addition, the first sleeve 330 has good wear resistance, which can significantly increase the service life and further improve the reliability.

[0051] It is easy to understand that during the high-speed (ie, high-frequency) operation of the compressor, the deformation of the upper end of the crankshaft 500 increases, and the crankshaft 500 is subjected to uneven force, which will cause the crankshaft 500 to wear more severely and the coaxiality of the stator 210 and the rotor 220 to deteriorate.

[0052] For this purpose, refer to Figure 1 and Figure 3As shown, it can be understood that the support assembly 400 is located above the motor assembly 200, that is, the support assembly 400 is located on the side of the motor assembly 200 away from the pump body assembly 300. Specifically, the support assembly 400 includes a motor bearing 410 and a second sleeve 420. Generally speaking, a support frame 430 is fixedly installed in the housing 100, and the support frame 430 is fixedly connected to the inner circumferential wall of the housing 100 by welding or riveting. The motor bearing 410 is installed on the support frame 430, and the motor bearing 410 is provided with a second shaft hole 411 that runs through the up and down direction. The second sleeve 420 is located in the second shaft hole 411 and fixedly installed on the motor bearing 410, that is, the second sleeve 420 is fixedly connected to the second shaft hole 411. For example, the second sleeve 420 is fixedly installed on the motor bearing 410 by a shrink sleeve. The shaft section of the crankshaft 500 passing upward from the rotor 220 is passed through the second sleeve 420, and the crankshaft 500 is rotatably matched with the motor bearing 410, that is, the motor bearing 410 and the crankshaft 500 are matched through the second sleeve 420. Similarly, the second sleeve 420 has good wear resistance and low friction coefficient.

[0053] It is understandable that in other embodiments, the motor bearing 410 can be directly welded and fixed to the inner wall of the housing 100 without the support frame 430, which can reduce the number of parts of the support assembly 400, simplify the assembly process, reduce the difficulty of assembly, and facilitate assembly.

[0054] Therefore, during the high-speed (i.e., high-frequency) operation of the compressor, the motor bearing 410 can provide support and positioning for the upper end of the crankshaft 500, can reduce the deformation of the upper end of the crankshaft 500, improve the force on the crankshaft 500, reduce the degree of wear, and help ensure the coaxiality of the stator 210 and the rotor 220, so that the gap between the stator 210 and the rotor 220 is within a reasonable range, reduce the risk of bore sweeping, reduce operating noise, and make the rotary compressor run smoothly, so as to improve the reliability of the rotary compressor. It is easy to understand that during the operation of the compressor, the lubricating oil in the oil pool 110 is transported upward through the central oil hole 520 and can flow to the gap between the second sleeve 420 and the crankshaft 500, so as to provide lubrication to the second sleeve 420 and the crankshaft 500 and reduce wear.

[0055] It is easy to understand that the motor bearing 410 is mainly used as an auxiliary support, and the gap between the second sleeve 420 and the crankshaft 500 is larger than the gap between the first sleeve 330 and the crankshaft 500. For example, the gap between the second sleeve 420 and the crankshaft 500 is greater than or equal to 200 μm. In this way, the motor bearing 410 will usually provide a larger support force to the crankshaft 500 under high-frequency (i.e., high-speed) and heavy-load operating conditions. Of course, under other operating conditions, such as medium-low frequency, heavy-load operating conditions or medium-low frequency light-load operating conditions, the first bearing 320 and the second bearing 380 provide support for the crankshaft 500 to ensure stable operation of the compressor, while the motor bearing 410 does not provide support for the crankshaft 500 or only provides a small support force.

[0056] Since the motor bearing 410 and the crankshaft 500 are matched through the second sleeve 420, the friction coefficient between the motor bearing 410 and the crankshaft 500 can be reduced, and the friction between the motor bearing 410 and the crankshaft 500 can be reduced, thereby reducing the wear of the crankshaft 500. Even under high-frequency and heavy-load conditions, the wear degree of the crankshaft 500 can be kept at a low level, effectively improving the reliability of the compressor. In addition, the second sleeve 420 has good wear resistance, which can significantly increase the service life and further improve reliability.

[0057] Therefore, even if the compressor is in a heavy load operating condition, the wear degree of the crankshaft 500 is significantly reduced. Based on this, there is no need to increase the shaft diameter of the crankshaft 500 to resist wear, that is, a crankshaft 500 with a smaller shaft diameter can be used, thereby improving the energy efficiency of the compressor.

[0058] Reference Figure 2 As shown, it can be understood that the number of the first sleeves 330 is two, and the two first sleeves 330 are both located in the first shaft hole 321 and arranged in sequence along the direction of the rotation axis Z. Specifically, the two first sleeves 330 are respectively located at both ends of the first shaft hole 321. Generally speaking, the two first sleeves 330 will not extend out of the first shaft hole 321, that is, the two first sleeves 330 will not protrude from the two end faces of the first bearing 320 that are opposite to each other along the direction of the rotation axis Z, so as to avoid the first sleeves 330 affecting the installation of the first bearing 320. It is easy to understand that the heights of the two first sleeves 330 along the direction of the rotation axis Z are equal, and the wall thicknesses of the two first sleeves 330 are equal, so that the two first sleeves 330 have the same size specifications, which is convenient for processing, can reduce the number of molds, and reduce processing costs. The first bearing 320 cooperates with the crankshaft 500 through two first sleeves 330. On the premise of ensuring that the first bearing 320 and the crankshaft 500 are closely matched, it can provide stable support for the crankshaft 500 and effectively reduce the friction between the first bearing 320 and the crankshaft 500, thereby reducing the wear of the crankshaft 500.

[0059] Reference Figure 2 As shown, it can be understood that the maximum height of the first bearing 320 is defined as H0 along the direction of the rotation axis Z, that is, H0 is the maximum distance between the two end faces of the first bearing 320 that are opposite to each other along the direction of the rotation axis Z. Generally speaking, the maximum height H0 of the first bearing 320 is relatively large, reaching about 60 mm. If only one sleeve with a height close to H0 is provided, due to the large height, on the one hand, the machining error of the inner diameter and outer diameter of the sleeve itself is large, and the machining accuracy is difficult to ensure. On the other hand, the moving distance required to press the sleeve into the first shaft hole 321 is large, and pressing is difficult, and it is easy to cause serious deformation of the sleeve, affecting normal use.

[0060] Therefore, by setting two first bushings 330, the height of the first bushings 330 can be effectively shortened, which is beneficial to ensuring the processing accuracy of the first bushings 330, and during installation, the two first bushings 330 can be pressed into the first shaft hole 321 from both ends, effectively shortening the moving distance required to press the first bushings 330 into the first shaft hole 321, reducing the difficulty of pressing in, improving efficiency, and reducing the risk of deformation of the first bushings 330 during the pressing process.

[0061] It is understandable that in order to ensure that the crankshaft 500 can rotate smoothly in the first sleeve 330 and avoid getting stuck, after the first sleeve 330 is pressed into the first shaft hole 321, the inner wall of the first sleeve 330 needs to be fine-machined so that the roundness and verticality of the inner wall of the first sleeve 330 meet the requirements. It is easy to understand that a large amount of debris will be generated during the fine-machining of the inner wall of the first sleeve 330. If the two first sleeves 330 are installed in close contact with each other, there will still be a certain gap between the two first sleeves 330 due to machining errors. The debris generated during the fine-machining process remains in the gap between the two first sleeves 330 and is stuck between the two first sleeves 330, resulting in the risk of being unable to be removed. In the operation of the compressor, there is a risk that the debris falls off from the gap and causes the crankshaft 500 to get stuck, and damages the crankshaft 500, affecting the normal operation and reliability of the compressor.

[0062] For this purpose, refer to Figure 2As shown, it can be understood that a first cavity 340 is formed between the two first sleeves 330 along the direction of the rotation axis Z, that is, the two first sleeves 330 are arranged at intervals in the direction of the rotation axis Z, and the first cavity 340 is defined between the two opposite wall surfaces of the two first sleeves 330 and a part of the inner peripheral wall of the first shaft hole 321. In this way, compared with the gap, the space of the first cavity 340 is larger, and when the first sleeves 330 are finely machined, even if the generated debris remains in the first cavity 340, the debris will not be stuck between the two first sleeves 330. After the fine machining is completed, the debris remaining in the first cavity 340 can be easily cleaned up, avoiding the normal operation of the compressor affected by the residual debris, thereby improving reliability.

[0063] Reference Figure 2 As shown, it can be understood that, along the direction of the rotation axis Z, the maximum height of the first sleeve 330 is H1, that is, H1 is the maximum distance between two end surfaces of the first sleeve 330 that are opposite to each other along the direction of the rotation axis Z. The maximum height H1 of the first sleeve 330 and the maximum height H0 of the first bearing 320 satisfy: 0.3≤H1 / H0<0.5. On the premise that the maximum height H0 of the first bearing 320 is determined, H1 / H0≥0.3 can make the maximum height of the first sleeve 330 larger, and the two first sleeves 330 can cover most of the inner wall of the first shaft hole 321 in the direction of the rotation axis Z, so that the first bearing 320 can provide effective and stable support to the crankshaft 500 through the two first sleeves 330 to ensure reliability; H1 / H0<0.5, that is, the two first sleeves 330 can be located in the first shaft hole 321, avoiding the first sleeves 330 protruding from the two end faces of the first bearing 320 to affect the installation, and at the same time, a first cavity 340 can be formed between the two first sleeves 330 to facilitate the removal of debris generated by fine machining to avoid affecting the normal operation of the compressor. Therefore, 0.3≤H1 / H0<0.5, for example, the value of H1 / H0 is 0.3, 0.35, 0.4 or 0.45, etc., which can enable the first bearing 320 to provide effective and stable support for the crankshaft 500 and facilitate the removal of debris during processing to ensure reliability.

[0064] Reference Figure 2As shown, it can be understood that an annular groove 322 is provided on the inner wall of the first shaft hole 321. Specifically, the annular groove 322 is located at the lower end of the first shaft hole 321, that is, the annular groove 322 is located on the end face of the first shaft hole 321 close to the cylinder 310. The annular groove 322 is arranged around the outer periphery of the first bushing 330 located at the lower end (i.e., closer to the cylinder 310). In this way, the outside of the lower part of the first bushing 330 located at the lower end is suspended, which can reduce the stiffness of the lower part of the first bushing 330 located at the lower end and increase flexibility. Therefore, during the rotation of the crankshaft 500, when the crankshaft 500 contacts the first bushing 330, the lower part of the first bushing 330 located at the lower end is prone to deformation, which is beneficial to reducing the surface pressure between the first bushing 330 and the crankshaft 500, achieving an increase in the minimum oil film thickness, and further improving the lubricity between the first bushing 330 and the crankshaft 500, reducing wear, effectively extending the service life of the crankshaft 500 and improving reliability, and improving the reliability of the rotary compressor.

[0065] Refer to Figure 5 As shown, it can be understood that in some other embodiments, the number of the first bushings 330 is one, and the pump body assembly 300 further includes a third bushing 350, and the number of the third bushings 350 is also one, that is, the pump body assembly 300 includes one first bushing 330 and one third bushing 350. Both the first bushing 330 and the third bushing 350 are located in the first shaft hole 321 and fixedly installed on the first bearing 320, that is, both the first bushing 330 and the third bushing 350 are fixedly connected in the first shaft hole 320. The first bushing 330 and the third bushing 350 are arranged in sequence along the direction of the rotation axis Z. Among them, the third bushing 350 is located above the first bushing 330, that is, the third bushing 350 is located at the end of the first bushing 330 away from the cylinder 310. Generally speaking, the wall thickness of the third bushing 350 is equal to that of the first bushing 330. Similarly, the third bushing 350 has good wear resistance and a low friction coefficient. The crankshaft 500 passes through the third bushing 350 and the first bushing 330 in sequence. Therefore, the first bearing 320 provides support for the crankshaft 500 through the third bushing 350 and the first bushing 330, effectively reducing the wear of the crankshaft 500, which will not be elaborated here.

[0066] Refer to Figure 5 As shown, it can be understood that along the direction of the rotation axis Z, the maximum height of the third bushing 350 is greater than the maximum height of the first bushing 330. Since the distance between the third bushing 350 and the eccentric part 510 is greater than the distance between the first bushing 330 and the eccentric part 510, when the crankshaft 500 is tilted, the offset of the shaft section of the crankshaft 500 located in the third bushing 350 is greater. Therefore, making the maximum height of the third bushing 350 greater than the maximum height of the first bushing 330 can enable the third bushing 350 to provide better support for the crankshaft 500 to improve the stability of the crankshaft 500 and the reliability of the compressor.

[0067] Referring to Figure 5 as shown, it can be understood that, similarly, in the direction of the rotation axis Z, a second cavity 360 is formed between the third bushing 350 and the first bushing 330, that is to say, the first bushing 330 and the third bushing 350 are arranged at intervals in the direction of the rotation axis Z, and the second cavity 360 is defined between the opposite two wall surfaces of the first bushing 330 and the third bushing 350 and a part of the inner peripheral wall of the first shaft hole 321. Similarly, after the inner peripheral walls of the first bushing 330 and the third bushing 350 are finish-machined, the debris remaining in the second cavity 360 can be easily removed, avoiding affecting the normal operation of the compressor due to the remaining debris and improving the reliability.

[0068] Therefore, two bushings can be installed in the first shaft hole 321 of the first bearing 320 to ensure the machining accuracy of the bushings and facilitate pressing the bushings into the first shaft hole 321. In the direction of the rotation axis Z, the maximum heights of the two bushings in the first shaft hole 321 can be equal or unequal, and both can provide stable support for the crankshaft 500 and are beneficial to reducing the wear of the crankshaft 500. In addition, in the direction of the rotation axis Z, a cavity can be defined between the two bushings to facilitate cleaning the remaining debris and improving the reliability.

[0069] It is easy to understand that during the operation of the compressor, the first bearing 320 is the main load-bearing component, and the motor bearing 410 is the auxiliary load-bearing component. The larger the maximum height H0 of the first bearing 320, the smaller the auxiliary load-bearing effect of the motor bearing 410, and the role of the motor bearing 410 cannot be fully exerted. On the contrary, the smaller the maximum height H0 of the first bearing 320, the greater the auxiliary load-bearing effect of the motor bearing 410, and the wear here is aggravated. The motor is matched with the crankshaft 500 through the second bushing 420, and the second bushing 420 is in contact with the crankshaft 500. Therefore, the maximum height of the second bushing 420 should be set according to the maximum height of the first bearing 320 to optimize the support effect of the first bearing 320 and the motor bearing 410 on the crankshaft 500.

[0070] For this purpose, referring to Figure 3 and Figure 4As shown, it can be understood that, along the direction of the rotation axis Z, the maximum height of the second sleeve 420 is H2, that is, H2 is the maximum distance between the two end faces of the second sleeve 420 that are opposite to each other along the direction of the rotation axis Z. The maximum height H2 of the second sleeve 420 and the maximum height H0 of the first bearing 320 satisfy: 0.25≤H2 / H0≤0.5. Under the premise that the maximum height H0 of the first bearing 320 is determined, making H2 / H0≥0.25 can make the maximum height of the second sleeve 420 larger, so that the motor bearing 410 can provide effective and stable support to the crankshaft 500 through the second sleeve 420, and give full play to the role of the motor bearing 410; making H2 / H0≤0.5 can avoid the maximum height of the second sleeve 420 being too large and causing the second sleeve 420 to bear too much pressure, thereby avoiding the situation where the second sleeve 420 is worn first, and improving the reliability of the motor bearing 410. Therefore, 0.25≤H2 / H0≤0.5, for example, the value of H2 / H0 is 0.25, 0.3, 0.35, 0.4, 0.45 or 0.5, etc., which can not only give full play to the load-bearing function of the motor bearing 410, but also avoid the second sleeve 420 from being worn first, thereby optimizing the supporting effect of the first bearing 320 and the motor bearing 410 on the crankshaft 500 and improving reliability.

[0071] It can be understood that the mating parts between the first sleeve 330 and the crankshaft 500 and the mating parts between the second sleeve 420 and the crankshaft 500 are both provided with anti-friction coatings, which can be polytetrafluoroethylene coatings, molybdenum disulfide coatings, aluminum silicon polyphenyl ester coatings, nickel-coated graphite coatings, nickel-chromium aluminum alloy coatings or babbitt alloy coatings, etc. The above types of anti-friction coatings have low friction coefficients and high wear resistance, and have good lubricity. The friction-reducing coating may be disposed on the inner circumferential wall of the first sleeve 330 and the inner circumferential wall of the second sleeve 420, or the friction-reducing coating may be disposed on the outer circumferential wall of the shaft section where the crankshaft 500 cooperates with the first sleeve 330 and the outer circumferential wall of the shaft section where the crankshaft 500 cooperates with the second sleeve 420, or the friction-reducing coating may be disposed on the inner circumferential wall of the first sleeve 330, the inner circumferential wall of the second sleeve 420, the outer circumferential wall of the shaft section where the crankshaft 500 cooperates with the first sleeve 330 and the outer circumferential wall of the shaft section where the crankshaft 500 cooperates with the second sleeve 420. It is easy to understand that the friction-reducing coating may be attached to the wall surface by a spraying process. Therefore, the friction between the first sleeve 330 and the crankshaft 500 and the friction between the second sleeve 420 and the crankshaft 500 can be further reduced, thereby reducing the wear of the crankshaft 500 and further improving reliability.

[0072] It is understandable that one of the mating point between the first sleeve 330 and the crankshaft 500 and the mating point between the second sleeve 420 and the crankshaft 500 is provided with a friction-reducing coating, which can be referred to the above description and will not be repeated here.

[0073] Similarly, it is easy to understand that in some other embodiments, an antifriction coating is also provided at the mating portion between the third bushing 350 and the crankshaft 500, so as to further reduce the frictional force between the third bushing 350 and the crankshaft 500, reduce the wear of the crankshaft 500, and improve the reliability.

[0074] The refrigeration device according to the second aspect embodiment of the present invention includes the compressor according to the first aspect embodiment. The refrigeration device may be an air conditioner, a refrigerator, a freezer, a water dispenser, an air source heat pump water heater, or the like. As the core power component of the refrigeration device, the compressor is mainly used to compress the refrigerant to achieve the purpose of heat exchange through the refrigerant cycle.

[0075] Since the refrigeration device adopts all the technical solutions of the compressor in the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments.

[0076] The embodiments of the present invention have been described in detail above with reference to the drawings. However, the present invention is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present invention within the scope of knowledge possessed by those of ordinary skill in the art.

Claims

1. A compressor, characterized in that include: case; A motor assembly is disposed in the housing, the motor assembly comprises a stator and a rotor, the stator is fixedly mounted on the housing, and the rotor is rotatably disposed in an inner hole of the stator; A pump body assembly is arranged in the housing and located on one side of the motor assembly along the direction of the rotation axis of the rotor, the pump body assembly comprises a cylinder, a first bearing and at least one first sleeve, the first bearing is installed on the side of the cylinder close to the motor assembly, the first bearing is provided with a first shaft hole, and at least one first sleeve is fixedly connected to the first shaft hole; A support assembly is arranged in the housing and located on a side of the motor assembly away from the pump body assembly, the support assembly includes a motor bearing and a second shaft sleeve, the motor bearing is provided with a second shaft hole, and the second shaft sleeve is fixedly connected to the second shaft hole; A crankshaft is fixedly connected to the rotor, and the crankshaft is passed through the first shaft sleeve and the second shaft sleeve and rotatably cooperates with the first shaft sleeve and the second shaft sleeve.

2. The compressor according to claim 1, characterized in that: The number of the first bushings is two, and the two first bushings are respectively located at two ends of the first shaft hole.

3. The compressor according to claim 2, characterized in that: A first cavity is formed between the two first sleeves along the direction of the rotation axis.

4. The compressor according to claim 3, characterized in that: Along the direction of the rotation axis, the maximum height of the first bearing is H0, and the maximum height of the first sleeve is H1, satisfying: 0.3≤H1 / H0<0.

5.

5. The compressor according to any one of claims 2 to 4, characterized in that: An annular groove is provided on the inner wall of the first shaft hole. The annular groove is located on the end surface of the first shaft hole close to one end of the cylinder, and the annular groove is arranged around the outer circumference of the first shaft sleeve closer to the cylinder among the two first shaft sleeves.

6. The compressor according to claim 1, characterized in that: The number of the first sleeve is one, and the pump body assembly also includes a third sleeve, which is fixedly connected to the first shaft hole and is located at an end of the first sleeve away from the cylinder. The third sleeve is rotatably matched with the crankshaft, and along the direction of the rotation axis, the maximum height of the third sleeve is greater than the maximum height of the first sleeve.

7. The compressor according to claim 6, characterized in that: A second cavity is formed between the third sleeve and the first sleeve along the direction of the rotation axis.

8. The compressor according to claim 1, characterized in that: Along the direction of the rotation axis, the maximum height of the first bearing is H0, and the maximum height of the second sleeve is H2, satisfying: 0.25≤H2 / H0≤0.

5.

9. The compressor according to claim 1, characterized in that: A friction-reducing coating is provided at a fitting location between the first sleeve and the crankshaft and / or at a fitting location between the second sleeve and the crankshaft.

10. Refrigeration equipment, characterized in that A compressor comprising the compressor described in any one of claims 1 to 9.

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