Crankshaft, compressor and air conditioner

Abstract

The crankshaft is used for the compressor, the compressor comprises an air cylinder, a first bearing, a second bearing and a piston, the piston is arranged in the air cylinder, and the first bearing and the second bearing are installed at the two ends of the air cylinder respectively. The eccentric part is connected to the crankshaft main body and is used for driving the piston to eccentrically rotate; the first shaft shoulder is connected to the crankshaft body, and the first shaft shoulder can abut against the first bearing; the second shaft shoulder is connected to the crankshaft body and can abut against the second bearing, the first shaft shoulder and the second shaft shoulder are located at the two ends of the eccentric part respectively, and at least one weight reduction groove is formed between the first shaft shoulder and the eccentric part and between the second shaft shoulder and the eccentric part respectively. The weight reduction groove is formed in the crankshaft, so that the overall weight of the crankshaft can be reduced, the friction force between the crankshaft and the first bearing and the second bearing is reduced, the abrasion degree of the crankshaft is reduced, the service life of the crankshaft is prolonged, and the reliability of the crankshaft is improved.

Description

Technical Field

[0001] This utility model relates to the field of compressor technology, and more specifically, to a crankshaft, a compressor, and an air conditioner. Background Technology

[0002] In related technologies, the bottom of the crankshaft of the air conditioner compressor contacts the lower bearing. When the crankshaft rotates, there is friction between the crankshaft and the lower bearing. Due to the large weight of the crankshaft, the friction between the crankshaft and the lower bearing is large, and the wear at the contact point between the crankshaft and the lower bearing is more severe. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related technologies.

[0004] Therefore, the first objective of this utility model is to provide a crankshaft.

[0005] The second objective of this invention is to provide a compressor.

[0006] The third objective of this utility model is to provide an air conditioner.

[0007] To achieve at least one of the above objectives, according to a first aspect of the present invention, a crankshaft is provided for use in a compressor. The compressor includes a cylinder, a first bearing, a second bearing, and a piston. The piston is disposed inside the cylinder. The first bearing and the second bearing are respectively installed at both ends of the cylinder. The crankshaft passes through the first bearing, the cylinder, and the second bearing. The crankshaft includes: a crankshaft body; an eccentric portion connected to the crankshaft body, the eccentric portion being used to connect with the piston and drive the piston to rotate eccentrically; a first shoulder connected to the crankshaft body, the first shoulder being able to abut against the first bearing; and a second shoulder connected to the crankshaft body, the second shoulder being able to abut against the second bearing. The first shoulder and the second shoulder are respectively located at both ends of the eccentric portion. At least one weight-reducing groove is provided between the first shoulder and the eccentric portion, and at least one weight-reducing groove is provided between the second shoulder and the eccentric portion.

[0008] This application discloses a crankshaft used in a compressor. The compressor includes a cylinder, a first bearing, a second bearing, and a piston. The piston is movably mounted inside the cylinder, and the crankshaft is connected to the piston. When the crankshaft rotates, it drives the piston to rotate eccentrically within the cylinder. The first and second bearings are respectively mounted at both ends of the cylinder. The crankshaft passes sequentially through the first bearing, the cylinder, and the second bearing. The first and second bearings are fitted onto the crankshaft and support it, enabling the crankshaft to rotate normally. The crankshaft includes a crankshaft body and an eccentric portion. The eccentric portion is connected to the crankshaft body, and there is a gap between the axis of the eccentric portion and the axis of the crankshaft body, meaning that the axis of the eccentric portion does not coincide with the axis of the crankshaft body. The eccentric portion is eccentrically positioned relative to the crankshaft body. The eccentric portion is used to connect with the piston. When the crankshaft rotates, the piston rotates eccentrically within the cylinder under the drive of the eccentric portion.

[0009] Furthermore, the crankshaft also includes a first shoulder and a second shoulder, which are used to mate with the first bearing and the second bearing, respectively, to axially limit the crankshaft. Specifically, both the first shoulder and the second shoulder are connected to the crankshaft body. When the crankshaft is mounted on the first bearing and the second bearing, the first shoulder abuts against the first bearing, which has an end face, and the first shoulder can fit against the end face of the first bearing facing the eccentric portion. The second shoulder abuts against the second bearing, which also has an end face, and the second shoulder can fit against the end face of the second bearing facing the eccentric portion. In this way, the axial limiting of the crankshaft can be achieved through the engagement of the first shoulder with the first bearing and the second shoulder with the second bearing, keeping the eccentric portion of the crankshaft between the first bearing and the second bearing, that is, keeping the eccentric portion within the cylinder, thereby allowing the piston to rotate stably and eccentrically within the cylinder.

[0010] Understandably, when a crankshaft is used in a compressor, a second shoulder, an eccentric portion, and a first shoulder are sequentially arranged from high to low. When the crankshaft rotates, there is friction between the first shoulder and the first bearing. The magnitude of this friction is related to the weight of the crankshaft; the greater the weight of the crankshaft, the greater the friction between the first shoulder and the first bearing. To reduce the friction between the first shoulder and the first bearing, this application provides a weight-reducing structure on the crankshaft. Specifically, there is at least one weight-reducing groove between the first shoulder and the eccentric portion, and at least one weight-reducing groove between the second shoulder and the eccentric portion. Compared to a structure where the eccentric portion is directly connected to the first and second shoulders, this application, by providing weight-reducing grooves, can reduce the weight of the crankshaft, thereby reducing the friction between the first shoulder and the first bearing, reducing the wear of the first shoulder, and extending the service life and reliability of the crankshaft.

[0011] This application reduces the overall weight of the crankshaft by providing at least one weight-reducing groove between the first and second shaft shoulders and the eccentric portion, thereby reducing the friction between the crankshaft and the first and second bearings, reducing the wear of the crankshaft, and extending the service life and reliability of the crankshaft.

[0012] The crankshaft according to the present invention may also have the following distinguishing technical features:

[0013] In some technical solutions, optionally, the eccentric part is provided with at least one weight-reducing hole, which passes through both ends of the eccentric part.

[0014] In this technical solution, the structure of the crankshaft is further defined. The eccentric portion has at least one weight-reducing hole for further weight reduction of the crankshaft. Specifically, the number of weight-reducing holes can be one or more. Along the axial direction of the crankshaft, the eccentric portion has two end faces, and the weight-reducing hole penetrates both ends of the eccentric portion, i.e., the weight-reducing hole penetrates both end faces of the eccentric portion.

[0015] By providing at least one weight-reducing hole in the eccentric part, the weight of the crankshaft can be further reduced, thereby further reducing the friction between the crankshaft and the first and second bearings, further reducing the wear of the crankshaft, and further extending the service life and reliability of the crankshaft.

[0016] Furthermore, the crankshaft can be used in a compressor, which includes a motor. In order to balance the eccentric part on the crankshaft, a balance block is usually provided on the motor. This application reduces the weight of the eccentric part by providing a weight reduction hole on the eccentric part, thereby reducing the eccentricity of the eccentric part. Correspondingly, the mass of the balance block on the motor can be reduced, thus reducing the overall material cost of the compressor.

[0017] In some technical solutions, optionally, the axis of the weight reduction hole has an angle with the axis of the crankshaft body.

[0018] In this technical solution, the weight-reducing hole is further defined. To improve the weight-reducing effect of the hole, this application sets the hole at an angle. Specifically, the axis of the weight-reducing hole forms an acute angle with the axis of the crankshaft body. This increases the length of the hole, thereby improving its weight-reducing effect and further reducing the weight of the crankshaft.

[0019] In one possible technical solution, the distance between the axis of the weight reduction hole and the axis of the crankshaft body gradually decreases along the direction from the first shoulder to the second shoulder.

[0020] In some technical solutions, optionally, when there are multiple weight-reducing holes, the multiple weight-reducing holes are arranged symmetrically with respect to the axis of the end face of the eccentric part.

[0021] In this technical solution, the weight-reducing holes are further defined. There can be multiple weight-reducing holes. To ensure that these holes can evenly reduce the weight of the crankshaft, the multiple weight-reducing holes in this application are symmetrically arranged. Specifically, the multiple weight-reducing holes are symmetrically arranged with respect to the axis of the end face of the eccentric portion. When the number of weight-reducing holes is odd, one weight-reducing hole is located on the axis of the end face of the eccentric portion, and the remaining weight-reducing holes are symmetrically arranged on both sides of the axis of the end face of the eccentric portion. When the number of weight-reducing holes is even, the multiple weight-reducing holes are symmetrically arranged on both sides of the axis of the end face of the eccentric portion.

[0022] By symmetrically arranging multiple weight-reducing holes with respect to the axis of the end face of the eccentric part, the multiple weight-reducing holes can evenly reduce the weight of the crankshaft, thereby improving the stability of the crankshaft during rotation.

[0023] In some technical solutions, optionally, the crankshaft body is provided with an oil passage that runs through the crankshaft body along the crankshaft axis.

[0024] In this technical solution, the structure of the crankshaft is further defined. The crankshaft has an oil passage for transmitting lubricating oil. The compressor in which the crankshaft is used has an oil chamber containing lubricating oil. The oil passage is connected to the oil chamber to transmit the lubricating oil. Along the axial direction of the crankshaft, the oil passage runs through the crankshaft body, thus allowing the lubricating oil to flow to other components in the compressor, achieving lubrication of each component.

[0025] In one possible technical solution, the axis of the oil passage coincides with the axis of the crankshaft body, that is, the oil passage and the crankshaft body are coaxial. This can keep the crankshaft body in balance and enable the crankshaft to rotate smoothly.

[0026] In some technical solutions, the weight reduction hole can optionally avoid the oil passage.

[0027] In this technical solution, the positional relationship between the oil passage and the weight reduction hole is defined. The weight reduction hole avoids the oil passage, meaning that neither weight reduction hole is connected to the oil passage. Understandably, the oil passage is used to transport lubricating oil. If the oil passage is connected to the weight reduction hole, some lubricating oil will flow out from the weight reduction hole, which will affect the transmission of lubricating oil and prevent the lubricating oil from flowing to the correct location.

[0028] By making the weight reduction hole avoid the oil passage, it is possible to prevent the lubricating oil in the oil passage from flowing out of the weight reduction hole, so that the lubricating oil can maintain the correct flow direction and flow to the correct position.

[0029] In some technical solutions, the crankshaft is optionally provided with an oil outlet, one end of which is connected to the oil passage, and the other end of which can be connected to the inside of the cylinder when part of the crankshaft is located inside the cylinder.

[0030] In this technical solution, the structure of the crankshaft is further defined. The crankshaft also has an oil outlet, which is connected to the oil passage, allowing a portion of the lubricating oil in the oil passage to flow into the oil outlet. When the crankshaft is used in a compressor, a portion of the crankshaft is located inside the cylinder. At this time, the other end of the oil outlet can communicate with the inside of the cylinder, allowing a portion of the lubricating oil in the oil passage to flow into the inside of the cylinder through the oil outlet. In this way, the components inside the cylinder can be lubricated by the lubricating oil.

[0031] In some technical solutions, the oil outlet may optionally be configured to correspond to the eccentric part.

[0032] In this technical solution, the location of the oil outlet is defined. Specifically, the oil outlet is positioned corresponding to the eccentric portion. Understandably, the compressor piston is mounted on the eccentric portion. By positioning the oil outlet corresponding to the eccentric portion, the lubricating oil flowing from the outlet can first flow between the piston and the crankshaft to lubricate the connection between them.

[0033] In some technical solutions, the compressor may optionally include a motor that can drive the crankshaft to rotate. The crankshaft body includes: a first shaft body for cooperating with a first bearing; and a second shaft body for cooperating with a second bearing. The second shaft body can be connected to the motor, and the diameter of the first shaft body is smaller than the diameter of the second shaft body.

[0034] In this technical solution, the structure of the crankshaft body is further defined. The crankshaft body includes a first shaft and a second shaft. The first shaft mates with a first bearing and passes through the first bearing. The second shaft mates with a second bearing and passes through the second bearing. The compressor in which the crankshaft is used also includes a motor, which is connected to the crankshaft and drives it to rotate. Specifically, the second shaft of the crankshaft can be connected to the motor, and the diameter of the first shaft is smaller than the diameter of the second shaft. Since the second shaft is connected to the motor, the motor transmits torque to the piston through the second shaft. By setting the diameter of the second shaft to be larger than that of the first shaft, the strength of the second shaft can be increased to ensure that the strength of the second shaft meets the requirements and improve the reliability of the crankshaft.

[0035] In some technical solutions, optionally, the height of the first bearing is lower than that of the second bearing, and the height of the first shoulder protruding from the crankshaft body is higher than that of the second shoulder protruding from the crankshaft body.

[0036] In this technical solution, a first shoulder and a second shoulder are defined. The first shoulder protrudes from the crankshaft body at a greater height than the second shoulder. Understandably, since the first shoulder contacts the first bearing, and the second shoulder contacts the second bearing, and the first bearing is lower than the second bearing, the pressure on the first bearing is greater than that on the second bearing, and the friction between the first bearing and the first shoulder is greater than that between the second bearing and the second shoulder. To improve the wear resistance of the first shoulder, this application sets the height of the first shoulder protruding from the crankshaft body to be greater than that of the second shoulder, i.e., increasing the size of the first shoulder, thereby improving its wear resistance and increasing the service life and reliability of the crankshaft.

[0037] In some technical solutions, optionally, the first shoulder and the second shoulder protrude in the same direction as the eccentric part.

[0038] In this technical solution, the first and second shoulders are further defined. The first and second shoulders protrude towards one side of the crankshaft body; specifically, the direction of their protrusion is the same as the direction of the eccentric portion. This ensures that the position of the supporting force on the crankshaft corresponds to the eccentric portion, thereby improving the crankshaft's stability and enabling it to rotate smoothly.

[0039] The second aspect of this invention also provides a compressor, including the crankshaft proposed in the first aspect of this invention.

[0040] The compressor provided in the second aspect of this utility model, because it includes the crankshaft proposed in the first aspect of this utility model, has all the beneficial effects of a crankshaft.

[0041] In some technical solutions, the compressor may optionally include: a cylinder; a piston rotatably mounted inside the cylinder, the piston being connected to a crankshaft, the crankshaft driving the piston to rotate eccentrically; a first bearing; and a second bearing, the first bearing and the second bearing being respectively mounted at both ends of the cylinder, the crankshaft passing through the first bearing, the cylinder, and the second bearing in sequence.

[0042] In this technical solution, the structure of the compressor is further defined. The compressor also includes a cylinder and a piston. The piston is installed inside the cylinder, and the crankshaft is connected to the piston. The crankshaft has an eccentric part, and the piston is connected to the eccentric part of the crankshaft so that the crankshaft can drive the piston to rotate eccentrically.

[0043] Furthermore, the compressor also includes a first bearing and a second bearing, which are respectively installed at both ends of the cylinder. The crankshaft passes through the first bearing, the cylinder, and the second bearing in sequence, and the first bearing and the second bearing support the crankshaft so that the crankshaft can rotate stably.

[0044] In some technical solutions, the compressor may optionally include: a motor connected to the crankshaft, the motor being used to drive the crankshaft to rotate, the motor being located on the side of the second bearing away from the first bearing.

[0045] In this technical solution, the structure of the compressor is further defined. The compressor also includes a motor, which drives the crankshaft to rotate. Specifically, the motor is located on the side of the second bearing away from the first bearing. The torque output by the motor is transmitted to the piston through the crankshaft, the motor drives the crankshaft to rotate, and the crankshaft drives the piston to rotate eccentrically.

[0046] The third aspect of this utility model also provides an air conditioner, including the compressor proposed in the second aspect of this utility model.

[0047] The air conditioner provided in the third aspect of this utility model includes the compressor proposed in the second aspect of this utility model, and therefore has all the beneficial effects of the compressor.

[0048] Additional aspects and advantages of this invention will become apparent in the description that follows, or may be learned by practice of this invention. Attached Figure Description

[0049] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0050] Figure 1 One of the structural schematic diagrams of a crankshaft according to an embodiment of the present invention is shown;

[0051] Figure 2 A second schematic diagram of the crankshaft structure according to an embodiment of the present invention is shown;

[0052] Figure 3 It shows Figure 1 Sectional view of section AA;

[0053] Figure 4 It shows Figure 2 Sectional view of section BB;

[0054] Figure 5 It shows Figure 4 A sectional view of section C-C;

[0055] Figure 6 A schematic diagram of the compressor according to an embodiment of the present invention is shown.

[0056] in, Figures 1 to 6 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0057] 100 Crankshaft, 110 Crankshaft Body, 111 First Shaft Body, 112 Second Shaft Body, 113 Weight Reduction Groove, 114 Oil Passage, 115 Oil Outlet, 120 Eccentric Part, 121 Weight Reduction Hole, 130 First Shaft Shoulder, 140 Second Shaft Shoulder, 200 Compressor, 210 Cylinder, 220 First Bearing, 230 Second Bearing, 240 Piston, 250 Motor. Detailed Implementation

[0058] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0059] Many specific details are set forth in the following description in order to provide 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 scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0060] The following reference Figures 1 to 6 The present invention describes a crankshaft 100, a compressor 200, and an air conditioner according to some embodiments thereof.

[0061] In one embodiment according to this application, such as Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, in a first aspect, this utility model provides a crankshaft 100 used in a compressor 200. The compressor 200 includes a cylinder 210, a first bearing 220, a second bearing 230, and a piston 240. The piston 240 is disposed within the cylinder 210. The first bearing 220 and the second bearing 230 are respectively mounted at both ends of the cylinder 210. The crankshaft 100 passes through the first bearing 220, the cylinder 210, and the second bearing 230. The crankshaft 100 includes: a crankshaft body 110; and an eccentric portion 120 connected to the crankshaft body 110. Used to connect with piston 240 and drive piston 240 to rotate eccentrically; first shoulder 130, connected to crankshaft body 110, first shoulder 130 can abut against first bearing 220; second shoulder 140, connected to crankshaft body 110, second shoulder 140 can abut against second bearing 230, first shoulder 130 and second shoulder 140 are respectively located at both ends of eccentric part 120, first shoulder 130 and eccentric part 120 have at least one weight reduction groove 113, second shoulder 140 and eccentric part 120 have at least one weight reduction groove 113.

[0062] This application discloses a crankshaft 100 used in a compressor 200. The compressor 200 includes a cylinder 210, a first bearing 220, a second bearing 230, and a piston 240. The piston 240 is movably mounted within the cylinder 210, and the crankshaft 100 is connected to the piston 240. When the crankshaft 100 rotates, it drives the piston 240 to rotate eccentrically within the cylinder 210. The first bearing 220 and the second bearing 230 are respectively mounted at both ends of the cylinder 210. The crankshaft 100 passes sequentially through the first bearing 220, the cylinder 210, and the second bearing 230. The first bearing 220 and the second bearing 230 are sleeved on the crankshaft 100 and support it, enabling the crankshaft 100 to rotate normally. The crankshaft 100 includes a crankshaft body 110 and an eccentric portion 120. The eccentric portion 120 is connected to the crankshaft body 110, and there is a gap between the axis of the eccentric portion 120 and the axis of the crankshaft body 110, that is, the axis of the eccentric portion 120 does not coincide with the axis of the crankshaft body 110. The eccentric portion 120 is eccentrically positioned relative to the crankshaft body 110. The eccentric portion 120 is used to connect with the piston 240. When the crankshaft 100 rotates, the piston 240 rotates eccentrically within the cylinder 210 under the drive of the eccentric portion 120.

[0063] Furthermore, the crankshaft 100 also includes a first shoulder 130 and a second shoulder 140, which are respectively used to cooperate with the first bearing 220 and the second bearing 230 to axially limit the crankshaft 100. Specifically, the first shoulder 130 and the second shoulder 140 are both connected to the crankshaft body 110. When the crankshaft 100 is mounted on the first bearing 220 and the second bearing 230, the first shoulder 130 abuts against the first bearing 220, which has an end face, and the first shoulder 130 can fit against the end face of the first bearing 220 facing the eccentric portion 120. The second shoulder 140 abuts against the second bearing 230, which also has an end face, and the second shoulder 140 can fit against the end face of the second bearing 230 facing the eccentric portion 120. In this way, the crankshaft 100 can be axially limited by the cooperation between the first shoulder 130 and the first bearing 220 and the second shoulder 140 and the second bearing 230, so that the eccentric part 120 of the crankshaft 100 is kept between the first bearing 220 and the second bearing 230, that is, the eccentric part 120 is kept in the cylinder 210, thereby enabling the piston 240 to rotate eccentrically and stably in the cylinder 210.

[0064] Understandably, when the crankshaft 100 is used in the compressor 200, the second shoulder 140, the eccentric portion 120, and the first shoulder 130 are sequentially arranged in a downward direction. When the crankshaft 100 rotates, there is friction between the first shoulder 130 and the first bearing 220. The magnitude of this friction is related to the weight of the crankshaft 100; the greater the weight of the crankshaft 100, the greater the friction between the first shoulder 130 and the first bearing 220. To reduce the friction between the first shoulder 130 and the first bearing 220, this application provides a weight-reducing structure on the crankshaft 100. Specifically, at least one weight-reducing groove 113 is provided between the first shoulder 130 and the eccentric portion 120, and at least one weight-reducing groove 113 is also provided between the second shoulder 140 and the eccentric portion 120. Compared to the structure where the eccentric part 120 is directly connected to the first shoulder 130 and the second shoulder 140, this application can reduce the weight of the crankshaft 100 by setting the weight reduction groove 113, thereby reducing the friction between the first shoulder 130 and the first bearing 220, reducing the wear of the first shoulder 130, and extending the service life and reliability of the crankshaft 100.

[0065] This application reduces the overall weight of the crankshaft 100 by providing at least one weight-reducing groove 113 between the first shoulder 130 and the second shoulder 140 and the eccentric portion 120, thereby reducing the friction between the crankshaft 100 and the first bearing 220 and the second bearing 230, reducing the wear of the crankshaft 100, and extending the service life and reliability of the crankshaft 100.

[0066] In some embodiments, optionally, such as Figure 5 As shown, the eccentric part 120 has at least one weight reduction hole 121, which passes through both ends of the eccentric part 120.

[0067] In this embodiment, the structure of the crankshaft 100 is further defined. The eccentric portion 120 has at least one weight-reducing hole 121, which is used to further reduce the weight of the crankshaft 100. Specifically, the number of weight-reducing holes 121 can be one or more. Along the axial direction of the crankshaft 100, the eccentric portion 120 has two end faces, and the weight-reducing hole 121 passes through both ends of the eccentric portion 120, that is, the weight-reducing hole 121 passes through both end faces of the eccentric portion 120.

[0068] By providing at least one weight-reducing hole 121 in the eccentric portion 120, the weight of the crankshaft 100 can be further reduced, thereby further reducing the friction between the crankshaft 100 and the first bearing 220 and the second bearing 230, further reducing the wear of the crankshaft 100, and further extending the service life and reliability of the crankshaft 100.

[0069] Furthermore, the crankshaft 100 can be used in the compressor 200, which includes a motor 250. In order to balance the eccentric part 120 on the crankshaft 100, a balance block is usually provided on the motor 250. This application provides a weight reduction hole 121 on the eccentric part 120, thereby reducing the weight of the eccentric part 120 and thus reducing the eccentricity of the eccentric part 120. Correspondingly, the mass of the balance block on the motor 250 can be reduced, thereby reducing the overall material cost of the compressor 200.

[0070] In some embodiments, optionally, such as Figure 5 As shown, the axis of the weight reduction hole 121 has an angle with the axis of the crankshaft body 110.

[0071] In this embodiment, the weight-reducing hole 121 is further defined. To improve the weight-reducing effect of the weight-reducing hole 121, this application sets the weight-reducing hole 121 at an angle. Specifically, as shown... Figure 5 As shown, the axis of the weight-reducing hole 121 and the axis of the crankshaft body 110 form an angle α, which is an acute angle. This increases the length of the weight-reducing hole 121, thereby improving its weight-reducing effect and further reducing the weight of the crankshaft 100.

[0072] In one possible embodiment, the distance between the axis of the weight reduction hole 121 and the axis of the crankshaft body 110 gradually decreases along the direction from the first shoulder 130 to the second shoulder 140.

[0073] In some embodiments, optionally, such as Figure 1 and Figure 4 As shown, when there are multiple weight-reducing holes 121, the multiple weight-reducing holes 121 are symmetrically arranged with respect to the axis of the end face of the eccentric part 120.

[0074] In this embodiment, the weight-reducing holes 121 are further defined. There can be multiple weight-reducing holes 121. To ensure that the multiple weight-reducing holes 121 can evenly reduce the weight of the crankshaft 100, the multiple weight-reducing holes 121 in this application are symmetrically arranged. Specifically, the multiple weight-reducing holes 121 are symmetrically arranged with respect to the axis of the end face of the eccentric portion 120. When the number of weight-reducing holes 121 is odd, one weight-reducing hole 121 is located on the axis of the end face of the eccentric portion 120, and the remaining weight-reducing holes 121 are symmetrically arranged on both sides of the axis of the end face of the eccentric portion 120. When the number of weight-reducing holes 121 is even, the multiple weight-reducing holes 121 are symmetrically arranged on both sides of the axis of the end face of the eccentric portion 120.

[0075] By symmetrically arranging multiple weight-reducing holes 121 with respect to the axis of the end face of the eccentric portion 120, the multiple weight-reducing holes 121 can evenly reduce the weight of the crankshaft 100, thereby improving the stability of the crankshaft 100 during rotation.

[0076] In some embodiments, optionally, such as Figure 3 and Figure 5 As shown, the crankshaft body 110 is provided with an oil passage 114, which runs through the crankshaft body 110 along the axial direction of the crankshaft 100.

[0077] In this embodiment, the structure of the crankshaft 100 is further defined. The crankshaft 100 has an oil passage 114 for transmitting lubricating oil. The compressor 200 in which the crankshaft 100 is used has an oil chamber containing lubricating oil. The oil passage 114 communicates with the oil chamber to transmit the lubricating oil. Along the axial direction of the crankshaft 100, the oil passage 114 passes through the crankshaft body 110, thus allowing the lubricating oil to flow to other components in the compressor 200, achieving lubrication of each component in the compressor 200.

[0078] In one possible embodiment, the axis of the oil passage 114 coincides with the axis of the crankshaft body 110, that is, the oil passage 114 and the crankshaft body 110 are coaxial. This can keep the crankshaft body 110 in balance and enable the crankshaft 100 to rotate smoothly.

[0079] In some embodiments, the weight reduction hole 121 may optionally avoid the oil passage 114.

[0080] In this embodiment, the positional relationship between the oil passage 114 and the weight-reducing hole 121 is defined. The weight-reducing hole 121 avoids the oil passage 114, that is, neither weight-reducing hole 121 is connected to the oil passage 114. Understandably, the oil passage 114 is used to transport lubricating oil. If the oil passage 114 is connected to the weight-reducing hole 121, some lubricating oil will flow out from the weight-reducing hole 121, which will affect the transmission of lubricating oil by the oil passage 114 and prevent the lubricating oil from flowing to the correct position.

[0081] By making the weight reduction hole 121 avoid the oil passage 114, the lubricating oil in the oil passage 114 can be prevented from flowing out of the weight reduction hole 121, so that the lubricating oil can maintain the correct flow direction and flow to the correct position.

[0082] In some embodiments, optionally, such as Figure 3 and Figure 5 As shown, the crankshaft 100 is also provided with an oil outlet 115. One end of the oil outlet 115 is connected to the oil passage 114. When a part of the crankshaft 100 is located inside the cylinder 210, the other end of the oil outlet 115 can be connected to the interior of the cylinder 210.

[0083] In this embodiment, the structure of the crankshaft 100 is further defined. The crankshaft 100 is also provided with an oil outlet 115, which is connected to an oil passage 114, allowing a portion of the lubricating oil in the oil passage 114 to flow into the oil outlet 115. When the crankshaft 100 is used in the compressor 200, a portion of the crankshaft 100 is located inside the cylinder 210. At this time, the other end of the oil outlet 115 can communicate with the interior of the cylinder 210, allowing a portion of the lubricating oil in the oil passage 114 to flow into the interior of the cylinder 210 through the oil outlet 115. In this way, the components inside the cylinder 210 can be lubricated by the lubricating oil.

[0084] In some embodiments, optionally, such as Figure 3 and Figure 5 As shown, the oil outlet 115 is set to correspond with the eccentric part 120.

[0085] In this embodiment, the location of the oil outlet 115 is defined. Specifically, the oil outlet 115 is positioned corresponding to the eccentric portion 120. Understandably, since the piston 240 of the compressor 200 is mounted at the eccentric portion 120, by positioning the oil outlet 115 at the position corresponding to the eccentric portion 120, the lubricating oil flowing from the oil outlet 115 can first flow between the piston 240 and the crankshaft 100 to lubricate the connection between the piston 240 and the crankshaft 100.

[0086] In some embodiments, optionally, such as Figure 2 , Figure 3 , Figure 5 and Figure 6 As shown, the compressor 200 also includes a motor 250, which can drive the crankshaft 100 to rotate. The crankshaft body 110 includes: a first shaft 111, which is used to cooperate with a first bearing 220; and a second shaft 112, which is used to cooperate with a second bearing 230. The second shaft 112 can be connected to the motor 250. The diameter of the first shaft 111 is smaller than the diameter of the second shaft 112.

[0087] In this embodiment, the structure of the crankshaft body 110 is further defined. The crankshaft body 110 includes a first shaft 111 and a second shaft 112, wherein the first shaft 111 is used to cooperate with a first bearing 220 and passes through the first bearing 220, and the second shaft 112 is used to cooperate with a second bearing 230 and passes through the second bearing 230. The compressor 200 for which the crankshaft 100 is used also includes a motor 250, which is connected to the crankshaft 100 and drives the crankshaft 100 to rotate. Specifically, the second shaft 112 of the crankshaft 100 can be connected to the motor 250, and the diameter of the first shaft 111 is smaller than the diameter of the second shaft 112. Since the second shaft 112 is connected to the motor 250, the motor 250 transmits torque to the piston 240 through the second shaft 112. By setting the diameter of the second shaft 112 to be larger than the diameter of the first shaft 111, the strength of the second shaft 112 can be improved to ensure that the strength of the second shaft 112 meets the requirements and improve the reliability of the crankshaft 100.

[0088] In some embodiments, optionally, such as Figure 6 As shown, the height of the first bearing 220 is lower than that of the second bearing 230, and the height of the first shoulder 130 protruding from the crankshaft body 110 is higher than that of the second shoulder 140 protruding from the crankshaft body 110.

[0089] In this embodiment, a first shoulder 130 and a second shoulder 140 are defined. The first shoulder 130 protrudes from the crankshaft body 110 at a greater height than the second shoulder 140. Understandably, since the first shoulder 130 contacts the first bearing 220 and the second shoulder 140 contacts the second bearing 230, and the first bearing 220 is lower than the second bearing 230, the pressure on the first bearing 220 is greater than that on the second bearing 230, and the friction between the first bearing 220 and the first shoulder 130 is greater than that between the second bearing 230 and the second shoulder 140. To improve the wear resistance of the first shoulder 130, this application sets the height of the first shoulder 130 protruding from the crankshaft body 110 to be greater than the height of the second shoulder 140 protruding from the crankshaft body 110, i.e., increasing the size of the first shoulder 130, thereby improving the wear resistance of the first shoulder 130 and increasing the service life and reliability of the crankshaft 100.

[0090] In some embodiments, the first shoulder 130 and the second shoulder 140 protrude in the same direction as the eccentric portion 120.

[0091] In this embodiment, the first shoulder 130 and the second shoulder 140 are further defined. The first shoulder 130 and the second shoulder 140 protrude toward one side of the crankshaft body 110. Specifically, the direction in which the first shoulder 130 and the second shoulder 140 protrude is the same as the direction in which the eccentric portion 120 protrudes. This allows the position of the supporting force on the crankshaft 100 to correspond to the eccentric portion 120, thereby improving the stability of the crankshaft 100 and enabling the crankshaft 100 to rotate smoothly.

[0092] The second aspect of this utility model also provides a compressor 200, which includes the crankshaft 100 proposed in the first aspect of this utility model.

[0093] The compressor 200 provided in the second aspect of this utility model has all the beneficial effects of the crankshaft 100 since it includes the crankshaft 100 proposed in the first aspect of this utility model.

[0094] In some embodiments, optionally, such as Figure 6 As shown, the compressor 200 also includes: a cylinder 210; a piston 240 rotatably mounted inside the cylinder 210, the piston 240 being connected to the crankshaft 100, the crankshaft 100 driving the piston 240 to rotate eccentrically; a first bearing 220; and a second bearing 230, the first bearing 220 and the second bearing 230 being respectively mounted at both ends of the cylinder 210, the crankshaft 100 passing through the first bearing 220, the cylinder 210 and the second bearing 230 in sequence.

[0095] In this embodiment, the structure of the compressor 200 is further defined. The compressor 200 also includes a cylinder 210 and a piston 240. The piston 240 is installed in the cylinder 210. The crankshaft 100 is connected to the piston 240. The crankshaft 100 has an eccentric portion 120. The piston 240 is connected to the eccentric portion 120 of the crankshaft 100 so that the crankshaft 100 can drive the piston 240 to rotate eccentrically.

[0096] Furthermore, the compressor 200 also includes a first bearing 220 and a second bearing 230, which are respectively installed at both ends of the cylinder 210. The crankshaft 100 passes through the first bearing 220, the cylinder 210 and the second bearing 230 in sequence. The first bearing 220 and the second bearing 230 support the crankshaft 100 so that the crankshaft 100 can rotate stably.

[0097] In some embodiments, optionally, such as Figure 6 As shown, the compressor 200 also includes a motor 250 connected to the crankshaft 100. The motor 250 is used to drive the crankshaft 100 to rotate. The motor 250 is located on the side of the second bearing 230 away from the first bearing 220.

[0098] In this embodiment, the structure of the compressor 200 is further defined. The compressor 200 also includes a motor 250, which drives the crankshaft 100 to rotate. Specifically, the motor 250 is located on the side of the second bearing 230 away from the first bearing 220. The torque output by the motor 250 is transmitted to the piston 240 through the crankshaft 100. The motor 250 drives the crankshaft 100 to rotate, and the crankshaft 100 drives the piston 240 to rotate eccentrically.

[0099] The third aspect of this utility model also provides an air conditioner, including the compressor 200 proposed in the second aspect of this utility model.

[0100] The air conditioner provided in the third aspect of this utility model includes the compressor 200 proposed in the second aspect of this utility model, and therefore has all the beneficial effects of the compressor 200.

[0101] In one possible embodiment, the crankshaft 100 proposed in this application includes a main shaft portion (i.e., the second shaft body 112), an eccentric portion 120, eccentric portion shoulders (i.e., the first shoulder 130 and the second shoulder 140), and a secondary shaft portion (i.e., the first shaft body 111). The eccentric portion 120 has shoulder portions (i.e., the first shoulder 130 and the second shoulder 140) at both ends, and one or more weight-reducing grooves (i.e., weight-reducing grooves 113) are provided between the shoulder portions and the eccentric portion 120. Appropriate shoulder thickness and the width and inner diameter of the weight-reducing ring groove can be designed according to different shaft diameters to reduce the weight of the crankshaft 100 while ensuring the thrust-resistant effect of the shoulder, thereby reducing the wear of the friction pair between the crankshaft 100 and the lower bearing (i.e., the first bearing 220) and extending the service life of the compressor 200.

[0102] Furthermore, an oblique weight-reducing hole 121 is also provided on the aforementioned eccentric portion 120, such as... Figure 4 As shown, multiple weight-reducing holes 121 are symmetrically arranged on the eccentric interface (i.e., the end face of the eccentric part 120) with the CC axis as the axis of symmetry. Without changing the original crankshaft oil passage (i.e., oil passage 114), the mass of the eccentric part 120 is reduced. The oblique design increases the weight reduction ratio of the eccentric part 120. While meeting the requirements of dynamic and static balance, the weight of the motor part balance block used to eliminate the imbalance during the rotation of the crankshaft 100 is reduced, thus reducing the material cost of the compressor 200.

[0103] In this utility model, the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; "linking" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0104] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0105] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A crankshaft, characterized in that, The crankshaft is used in a compressor, which includes a cylinder, a first bearing, a second bearing, and a piston. The piston is disposed inside the cylinder. The first bearing and the second bearing are respectively mounted at both ends of the cylinder. The crankshaft passes through the first bearing, the cylinder, and the second bearing. The crankshaft includes: Crankshaft body; An eccentric portion is connected to the crankshaft body, and the eccentric portion is used to connect with the piston and drive the piston to rotate eccentrically. A first shoulder is connected to the crankshaft body, and the first shoulder can abut against the first bearing; The second shoulder is connected to the crankshaft body and can abut against the second bearing. The first shoulder and the second shoulder are located at the two ends of the eccentric portion, respectively. There is at least one weight-reducing groove between the first shoulder and the eccentric portion, and at least one weight-reducing groove between the second shoulder and the eccentric portion.

2. The crankshaft according to claim 1, characterized in that, The eccentric portion has at least one weight-reducing hole, which passes through both ends of the eccentric portion.

3. The crankshaft according to claim 2, characterized in that, The axis of the weight reduction hole forms an angle with the axis of the crankshaft body.

4. The crankshaft according to claim 2, characterized in that, When there are multiple weight-reducing holes, the multiple weight-reducing holes are arranged symmetrically with respect to the axis of the end face of the eccentric part.

5. The crankshaft according to claim 2, characterized in that, The crankshaft body is provided with an oil passage that runs through the crankshaft body along its axial direction.

6. The crankshaft according to claim 5, characterized in that, The weight reduction hole avoids the oil passage.

7. The crankshaft according to claim 5, characterized in that, The crankshaft is also provided with an oil outlet, one end of which is connected to an oil passage. When a part of the crankshaft is located inside the cylinder, the other end of the oil outlet can be connected to the interior of the cylinder.

8. The crankshaft according to claim 7, characterized in that, The oil outlet is configured to correspond to the eccentric portion.

9. The crankshaft according to any one of claims 1 to 8, characterized in that, The compressor also includes a motor capable of driving the crankshaft to rotate, and the crankshaft body includes: A first shaft body, the first shaft body being used to mate with the first bearing; The second shaft is used to cooperate with the second bearing and can be connected to the motor. The diameter of the first shaft is smaller than the diameter of the second shaft.

10. The crankshaft according to any one of claims 1 to 8, characterized in that, The height of the first bearing is lower than that of the second bearing, and the height of the first shoulder protruding from the crankshaft body is higher than that of the second shoulder protruding from the crankshaft body.

11. The crankshaft according to any one of claims 1 to 8, characterized in that, The first shoulder and the second shoulder protrude in the same direction as the eccentric portion.

12. A compressor, characterized in that, include: The crankshaft as described in any one of claims 1 to 11.

13. The compressor according to claim 12, characterized in that, Also includes: cylinder; A piston is rotatably mounted inside the cylinder, the piston is connected to the crankshaft, and the crankshaft drives the piston to rotate eccentrically; First bearing; The second bearing is installed at both ends of the cylinder, and the crankshaft passes through the first bearing, the cylinder and the second bearing in sequence.

14. The compressor according to claim 13, characterized in that, Also includes: An electric motor is connected to the crankshaft and is used to drive the crankshaft to rotate. The motor is located on the side of the second bearing away from the first bearing.

15. An air conditioner, characterized in that, include: The compressor as described in any one of claims 12 to 14.

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