Crankshaft for compressor and compressor

Abstract

The utility model relates to the technical field of compressors, and discloses a crankshaft for a compressor. The crankshaft comprises a crankshaft body, a coating is arranged on the peripheral wall face of the crankshaft body and comprises a first coating, and the friction coefficient of the first coating is smaller than that of the crankshaft body. The friction coefficient of the first coating is smaller than that of the crankshaft body, so that the first coating has better wear resistance compared with the crankshaft body. The first coating is arranged on the peripheral wall surface of the crankshaft body, so that the possibility of abrasion caused by direct contact between the peripheral wall surface of the crankshaft body and other parts of the compressor can be avoided, and the friction resistance of the crankshaft can be effectively improved. Under the working condition of high rotating speed, friction and abrasion of the crankshaft body can be effectively avoided through high-abrasion-resistance protection of the first coating, and therefore the maintenance period and the service life of the crankshaft are prolonged. The utility model further discloses the compressor.

Description

TECHNICAL FIELD

[0001] The present application relates to the compressor technical field, specifically to a crankshaft for compressor and compressor. BACKGROUND

[0002] At present, with the white-hot cost competition of air conditioner market, miniaturization and high speed of air conditioner compressor become a trend. However, the crankshaft of the compressor has the problem of wear and tear under high speed working condition.

[0003] The related art reduces the wear and tear of the crankshaft by phosphating the surface of the crankshaft and improving the hardness of the surface of the crankshaft.

[0004] In the process of implementing the embodiments of the present disclosure, it is found that at least the following problems exist in the related art:

[0005] In the related art, phosphating the surface of the crankshaft is more suitable for low speed compressors and cannot meet the lubrication and wear resistance requirements of high speed compressors. The phosphating film will wear off after a period of use, which will cause the wear and tear of the compressor components and further cause the failure of the components and damage to the compressor.

[0006] It should be noted that the information disclosed in the above background section is only used to strengthen the understanding of the background of the present application, and therefore can include information that does not constitute prior art known to those of ordinary skill in the art. Content of the utility model

[0007] In order to have a basic understanding of some aspects of the disclosed embodiments, a simple summary is given below. The summary is not a general review, nor is it intended to determine the key / important elements or delineate the scope of protection of these embodiments, but as a prelude to the detailed description below.

[0008] The embodiments of the present disclosure provide a crankshaft for compressor and compressor to improve the wear resistance of the crankshaft and make the crankshaft suitable for high speed compressors.

[0009] According to a first aspect of the embodiments of the present application, a crankshaft for compressor is provided, comprising: a crankshaft body, an outer peripheral wall surface of the crankshaft body is provided with a coating layer, the coating layer comprises a first coating layer, and a friction coefficient of the first coating layer is less than a friction coefficient of the crankshaft body.

[0010] Optionally, the thickness of the first coating layer ranges from 5 to 15 microns.

[0011] Optionally, the thickness of the first coating layer is 8 microns.

[0012] Optionally, the coating layer further comprises: a second coating layer, which is arranged between the outer peripheral wall surface of the crankshaft body and the first coating layer.

[0013] Optionally, the second coating is formed by a phosphating process.

[0014] Optionally, the second coating has a thickness of 2 μm to 5 μm.

[0015] Optionally, the second coating has a thickness of 3 μm.

[0016] Optionally, the first coating comprises graphite, carbon fibers, and nanoparticles.

[0017] Optionally, the nanoparticles are organic resins.

[0018] Optionally, the crankshaft is made of nodular cast iron or steel.

[0019] According to a second aspect of the embodiments of the present application, a compressor is provided, comprising the crankshaft according to any one of the above disclosed embodiments.

[0020] The crankshaft for the compressor and the compressor provided by the embodiments of the present application can achieve the following technical effects:

[0021] The friction coefficient of the first coating is less than that of the crankshaft body, so that the first coating has better wear resistance than the crankshaft body. The first coating is arranged on the outer peripheral wall surface of the crankshaft body, which can avoid the possibility of direct contact and wear between the outer peripheral wall surface of the crankshaft body and other components of the compressor, and effectively improve the friction resistance of the crankshaft. In the high-speed working condition, the high wear-resistant protection of the first coating can effectively avoid the friction and wear of the crankshaft body, thereby prolonging the maintenance period and service life of the crankshaft.

[0022] The foregoing general description and the following description are only exemplary and explanatory, and are not intended to limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0023] One or more embodiments are exemplarily illustrated by corresponding drawings, which do not constitute limitation on the embodiments, elements with the same reference numerals in the drawings are similar elements, the drawings do not constitute proportional limitation, and wherein:

[0024] Figure 1 is a cross-sectional view of a compressor provided by the embodiments of the present application;

[0025] Figure 2 is a structural schematic view of a crankshaft provided by the embodiments of the present application;

[0026] Figure 3 is a structural schematic view of a crankshaft provided by the embodiments of the present application;

[0027] Figure 4 is a structural schematic view of another crankshaft provided by the embodiments of the present application.

[0028] Reference signs:

[0029] 10: compressor

[0030] 20: crankshaft; 21: long shaft; 22: short shaft; 23: crankshaft body

[0031] 30: first coating layer; 31: second coating layer DETAILED DESCRIPTION

[0032] In order to enable a more detailed understanding of the features and technical content of the embodiments of the present disclosure, the implementation of the embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings, which are only used for reference and do not limit the embodiments of the present disclosure. In the following technical description, in order to facilitate explanation, a plurality of details are provided to provide a full understanding of the disclosed embodiments. However, one or more embodiments can still be implemented without these details. In other cases, well-known structures and devices can be simplified to facilitate the drawings.

[0033] The terms "first", "second", and the like in the specification and claims of the embodiments of the present disclosure and the above drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances in order to describe the embodiments of the present disclosure described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion.

[0034] In the embodiments of the present disclosure, the terms "upper", "lower", "inner", "middle", "outer", "front", "back", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. These terms are mainly used to better describe the embodiments of the present disclosure and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to indicating the orientation or positional relationship, the above-mentioned terms can also be used to indicate other meanings, for example, the term "upper" can also be used to indicate a certain attachment relationship or connection relationship in some cases. For those skilled in the art, the specific meanings of these terms in the embodiments of the present disclosure can be understood according to the specific circumstances.

[0035] In addition, the terms "set", "connected", "fixed" should be broadly understood. For example, "connected" can be fixedly connected, detachably connected, or integrally configured; can be mechanically connected, or electrically connected; can be directly connected, or indirectly connected through an intermediate medium, or internal communication between two devices, elements or components. For those skilled in the art, the specific meanings of the above terms in the embodiments of the present disclosure can be understood according to the specific circumstances.

[0036] The term "plurality" means two or more, unless otherwise specified.

[0037] In the embodiments of the present disclosure, the character " / " represents an "or" relationship between the preceding and following objects. For example, A / B represents: A or B.

[0038] The term "and / or" is a description of the relationship between the objects, which means that there can be three relationships. For example, A and / or B, which means: A or B, or, A and B, three relationships.

[0039] It should be noted that the embodiments in the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0040] In combination Figures 1-4 As shown, the present disclosure provides a crankshaft 20 for a compressor 10, the crankshaft 20 comprising a crankshaft body 23, an outer peripheral wall surface of the crankshaft body 23 being provided with a coating, the coating comprising a first coating 30, a friction coefficient of the first coating being less than a friction coefficient of the crankshaft body.

[0041] The outer peripheral wall surface of the crankshaft body 23 is provided with a coating, and the coating comprises a first coating 30. In combination Figure 3 As shown, the first coating 30 can be directly coated on the outer peripheral wall surface of the crankshaft body 23 and directly contact the outer peripheral wall surface of the crankshaft body 23. In combination Figure 4 As shown, the first coating 30 can also be arranged at intervals on the outer peripheral wall surface of the crankshaft body 23, the first coating 30 does not directly contact the outer peripheral wall surface of the crankshaft body 23, and a second coating 31 can be arranged between the first coating 30 and the outer peripheral wall surface of the crankshaft body 23.

[0042] The first coating 30 has a smaller friction coefficient than the crankshaft body 23, so that the first coating 30 has better wear resistance than the crankshaft body 23. By arranging the first coating 30 on the outer peripheral wall surface of the crankshaft body 23, the possibility of direct contact and wear between the outer peripheral wall surface of the crankshaft body 23 and other components of the compressor 10 can be avoided, and the anti-friction and fatigue resistance of the crankshaft 20 can be effectively improved. In the high-speed working condition, the high wear-resistant protection of the first coating 30 can effectively avoid the friction and wear of the crankshaft body 23, thereby prolonging the maintenance period and service life of the crankshaft 20.

[0043] Optionally, the thickness of the first coating 30 is in the range of 5 μm to 15 μm.

[0044] When the thickness of the first coating 30 is greater than or equal to 5 μm, the first coating 30 has sufficient thickness to enhance wear resistance and durability, and provides sufficient protection for the crankshaft 20, thereby prolonging the service life of the first coating 30.

[0045] When the thickness of the first coating layer 30 is less than or equal to 15 μm, the flexibility of the first coating layer 30 can be maintained, the first coating layer 30 can better adapt to the slight deformation of the crankshaft 20, and the cracking of the first coating layer 30 caused by thermal expansion and contraction or mechanical vibration of the crankshaft 20 can be reduced. The thinner thickness can also improve the adhesion between the first coating layer 30 and the crankshaft 20, thereby reducing the risk of the first coating layer 30 falling off.

[0046] The thickness of the first coating layer 30 is limited to 5 μm to 15 μm in the embodiments of the present disclosure, which can provide sufficient protection for the crankshaft 20 of the compressor 10, prevent the crankshaft 20 from being worn and corroded, and also avoid the first coating layer 30 being too thick and heavy to affect the movement performance of the crankshaft 20.

[0047] It can be understood that the thickness of the first coating layer 30 can be 5 μm, 8 μm, 10 μm, 12 μm, or 15 μm.

[0048] Optionally, the thickness of the first coating layer 30 is 8 μm.

[0049] When the thickness of the first coating layer 30 is 8 μm, the wear resistance, adhesion, and flexibility of the first coating layer 30 can be balanced, and the outer peripheral wall surface of the crankshaft body 23 can be better protected.

[0050] Optionally, in combination with Figure 4 As shown in the figure, the coating further includes a second coating layer 31, and the second coating layer 31 is arranged between the outer peripheral wall surface of the crankshaft body 23 and the first coating layer 30.

[0051] The outer peripheral wall surface of the crankshaft body 23 is first provided with the second coating layer 31, and then the first coating layer 30 is arranged outside the second coating layer 31. The second coating layer 31 is arranged between the outer peripheral wall surface of the crankshaft body 23 and the first coating layer 30, which provides an additional protective layer for the crankshaft 20 and enhances the corrosion resistance and wear resistance of the crankshaft 20. The double-layer coating structure provides stronger wear resistance protection for the crankshaft 20, thereby prolonging the service life of the crankshaft 20.

[0052] It can be understood that the outer peripheral wall surface of the crankshaft body 23 can be provided with only the first coating layer 30, or can be provided with both the first coating layer 30 and the second coating layer 31.

[0053] In the high-speed compressor 10, the crankshaft 20 is a key rotating component, and its performance directly affects the stability and service life of the entire compressor 10. The first coating layer 30 is arranged on the outer peripheral wall surface of the crankshaft body 23, and the friction coefficient of the first coating layer 30 is smaller than that of the crankshaft body 23, which can effectively improve the wear resistance of the crankshaft 20 in the high-speed compressor 10. The first coating layer 30 and the second coating layer 31 can also be arranged on the outer peripheral wall surface of the crankshaft body 23 at the same time, and the double-layer coating structure can more effectively improve the lubricity and wear resistance of the crankshaft. At the same time, the corrosion resistance of the crankshaft can also be improved, and the crankshaft 20 is provided with more comprehensive protection.

[0054] Optionally, the second coating layer 31 is formed by a phosphating process.

[0055] The outer peripheral wall surface of the crankshaft body 23 is first subjected to phosphating treatment, and a uniform and dense phosphating film is formed on the outer peripheral wall surface of the crankshaft body 23 to form the second coating layer 31. The phosphating film as the second coating layer 31 is arranged between the outer peripheral wall surface of the crankshaft body 23 and the first coating layer 30, and good chemical bonding can be formed between the outer peripheral wall surface of the crankshaft body 23 and the second coating layer 31. In this way, the adhesion of the second coating layer 31 and the first coating layer 30 can be enhanced, and the risk of falling off of the second coating layer 31 and the first coating layer 30 can be reduced. At the same time, the phosphating film has high hardness, which can effectively reduce the wear of the second coating layer 31 and improve the wear resistance.

[0056] Optionally, the outer peripheral wall surface of the crankshaft body 23 is subjected to phosphating treatment by using a manganese phosphate coating agent.

[0057] The phosphating film formed by the manganese phosphate coating agent can significantly improve the corrosion resistance of the crankshaft 20, and also improve the wear resistance of the crankshaft 20, thereby reducing the wear of the crankshaft 20. The phosphating film layer has strong bonding force with the outer peripheral wall surface of the crankshaft body 23, which can improve the adhesion effect of the second coating layer 31 on the outer peripheral wall surface of the crankshaft body 23, and also improve the adhesion effect of the first coating layer 30 on the surface of the second coating layer 31, thereby improving the protection effect of the overall coating structure.

[0058] Optionally, the thickness of the second coating layer 31 is 2 μm to 5 μm.

[0059] When the thickness of the second coating layer 31 is greater than or equal to 2 μm, the second coating layer 31 has sufficient thickness to form wear-resistant protection for the outer circumferential wall surface of the crankshaft body 23, can withstand greater friction, and reduce wear of the surface of the second coating layer 31. When the thickness of the second coating layer 31 is greater than or equal to 2 μm, the second coating layer 31 can more effectively isolate the crankshaft 20 from contact with corrosive media, thereby improving the corrosion resistance of the crankshaft 20. In this way, the service life and effect of the second coating layer 31 can be prolonged, and the wear resistance and corrosion resistance of the crankshaft 20 can be improved. At the same time, the second coating layer 31 serves as an intermediate layer between the outer circumferential wall surface of the crankshaft body 23 and the first coating layer 30, and the porous structure of the phosphating film can enhance the bonding force with the outer circumferential wall surface of the crankshaft body 23 and the first coating layer 30. The second coating layer 31 with sufficient thickness can enhance the adhesion and durability of the coating structure.

[0060] When the thickness of the second coating layer 31 is less than or equal to 5 μm, the second coating layer 31 can be prevented from being too thick, which makes it easier to achieve uniform coating and improves the uniformity of the coating. The thinner second coating layer 31 can also better adapt to the slight deformation of the crankshaft 20, reduce coating cracking caused by thermal expansion and contraction or mechanical vibration of the crankshaft 20, and thereby improve the durability of the second coating layer 31. At the same time, the thinner second coating layer 31 can be formed in a shorter time, which helps to improve the efficiency of the processing of the outer circumferential wall surface of the crankshaft body 23 and speed up the production.

[0061] The embodiments of the present disclosure limit the thickness of the second coating layer 31 to be between 2 μm and 5 μm, which can improve the uniformity and consistency of the second coating layer 31, and also prevent the second coating layer 31 from being too thick to affect the performance of the crankshaft 20.

[0062] It can be understood that the thickness of the second coating layer 31 can be 2 μm, 3 μm, 4 μm, or 5 μm.

[0063] Optionally, the thickness of the second coating layer 31 is 3 μm.

[0064] When the thickness of the second coating layer 31 is 3 μm, the second coating layer 31 can achieve a balance between wear resistance, adhesion, and flexibility, and form better protection for the outer circumferential wall surface of the crankshaft body 23.

[0065] Optionally, the second coating layer 31 is arranged between the outer circumferential wall surface of the crankshaft body 23 and the first coating layer 30, the thickness of the second coating layer 31 is 2 μm to 5 μm, and the thickness of the first coating layer 30 is 5 μm to 15 μm.

[0066] The embodiments of the present disclosure simultaneously limit the thickness of the second coating layer 31 to 2-5 μm and the thickness of the first coating layer 30 to 5-15 μm, so that the first coating layer 30 and the second coating layer 31 can be combined by appropriate thicknesses. In this way, the two-layer coating structure can have better comprehensive performance, including wear resistance, corrosion resistance, heat resistance, etc., thereby improving the protection effect and service life of the crankshaft 20.

[0067] The thickness of the first coating layer 30 is 5-15 μm, and the thicker first coating layer 30 provides a stronger wear-resistant layer, while the appropriate thickness of the second coating layer 31 helps to further improve the overall wear resistance while maintaining the flexibility and adhesion of the overall coating structure. The thicker first coating layer 30 can serve as the main corrosion-resistant layer, while the second coating layer 31 can provide an auxiliary protective layer to enhance the barrier effect against corrosive media. The thickness of the second coating layer 31 is 2-5 μm, and the second coating layer 31 serves as an intermediate layer between the outer peripheral wall surface of the crankshaft body 23 and the first coating layer 30. The second coating layer 31 is thinner than the first coating layer 30, which helps to improve the adhesion between the crankshaft 20 and the first coating layer 30, and enhances the adhesion stability between the crankshaft 20 and the first coating layer 30 and the second coating layer 31.

[0068] Optionally, the first coating layer 30 comprises graphite, carbon fibers and nanoparticles.

[0069] The graphite and carbon fibers have high wear resistance, which can reduce the wear of the outer peripheral wall surface of the crankshaft body 23 at high speed and improve the durability of the crankshaft 20. At the same time, the graphite also has lubricity, which can reduce the friction and wear of the crankshaft 20 at high speed. The carbon fibers also have very high strength and stiffness, so that the crankshaft 20 can better withstand the centrifugal force and mechanical stress at high speed. The graphite and nanoparticles have excellent thermal stability, which can keep the performance of the crankshaft 20 stable in a high-temperature environment. At the same time, the nanoparticles can further improve the self-lubricating performance of the coating, reducing friction and wear.

[0070] The components of graphite, carbon fibers and nanoparticles make the first coating layer 30 have good self-lubricating performance, and also have low friction coefficient, extremely high wear resistance, wide use temperature range, strong corrosion resistance, good oil and fat resistance, etc., which can improve the wear resistance of the crankshaft 20 in the high-speed compressor 10.

[0071] Optionally, the nanoparticles are organic resins.

[0072] The nanoparticles are made of organic resin, which can improve the wear resistance of the first coating 30 while providing better adhesion and chemical stability to the first coating 30, and improve the bonding strength of the first coating 30 to the outer circumferential surface of the crankshaft body 23. This can improve the durability of the first coating 30, thereby prolonging the service life of the crankshaft 20. It can be understood that the nanoparticles such as silicon dioxide nanoparticles and silicon carbide nanoparticles can also improve the wear resistance of the coating.

[0073] Optionally, the first coating 30 further comprises an organic binder.

[0074] The organic binder can form a strong chemical bond with graphite, carbon fibers and nanoparticles, thereby enhancing the cohesion of the components of the first coating 30. The organic binder can also form a strong chemical bond with the outer circumferential surface of the crankshaft body 23, thereby enhancing the adhesion of the first coating 30 to the outer circumferential surface of the crankshaft body 23. The organic binder can be silicone resin, epoxy resin or polyurethane, etc.

[0075] Optionally, the material of the crankshaft 20 is nodular cast iron material or steel material.

[0076] The material of the crankshaft 20 is nodular cast iron material or steel material, which can enhance the high strength, toughness and wear resistance of the crankshaft 20, so that the crankshaft 20 can operate stably under high load and high speed conditions. The first coating 30 also has the characteristic of high bonding strength to the metal crankshaft 20. The first coating 30 is arranged on the outer circumferential surface of the crankshaft body 23 made of nodular cast iron material or steel material, which can make the first coating 30 more firmly adhere to the outer circumferential surface of the crankshaft body 23. The crankshaft 20 made of nodular cast iron material or steel material can realize long-term stable operation and high efficiency operation of the crankshaft 20, which provides a strong guarantee for the overall performance and reliability of the compressor 10.

[0077] The first coating 30 described in the embodiments of the present disclosure is formed by a coating material, which comprises graphite, carbon fibers, nanoparticles and a solvent, and the solvent comprises N-methyl-2-pyrrolidone.

[0078] N-methyl-2-pyrrolidone has good solubility and chemical stability, which can better dissolve nanoparticles, and can also dissolve graphite and carbon fibers at the same time. This can improve the uniformity and leveling of the coating material, so that the coating material can be uniformly coated on the outer circumferential surface of the crankshaft body 23. At the same time, N-methyl-2-pyrrolidone has low volatility, which will not evaporate too quickly during the drying process of the coating material, which helps to form a uniform first coating 30 on the outer circumferential surface of the crankshaft body 23. In addition, the chemical stability of the solvent helps to protect the coating material from chemical reactions during the coating process.

[0079] The method for forming the first coating layer 30 on the outer circumferential wall surface of the crankshaft body 23 comprises the following steps: spraying the coating as disclosed in the above embodiments on the outer circumferential wall surface of the crankshaft body 23; placing the crankshaft 20 in a heat preservation box to volatilize the solvent; and placing the crankshaft 20 in a high-temperature oven to solidify the coating.

[0080] The coating is attached to the outer circumferential wall surface of the crankshaft body 23 by spraying, which is simple to operate and can quickly cover the coating to form a uniform coating. The coating can be directly sprayed on the outer circumferential wall surface of the crankshaft body 23 to directly attach the first coating layer 30 to the outer circumferential wall surface of the crankshaft body 23. The crankshaft 20 coated with the coating is placed in a heat preservation box to volatilize the solvent, which can improve the quality of the coating. Then, the crankshaft 20 is placed in a high-temperature oven for solidification. The high-temperature environment allows the high molecular chains in the coating to crosslink to form a strong and stable protective layer. This can achieve the close combination and uniform distribution of the solidified coating with the crankshaft 20, effectively realize the wear resistance, corrosion resistance and high temperature resistance of the coating, thereby improving the protection effect and service life of the first coating layer 30.

[0081] Exemplarily, the method for forming the coating on the outer circumferential wall surface of the crankshaft body 23 comprises the following steps. First, the outer circumferential wall surface of the crankshaft body 23 is cleaned to remove oil. Then, the components of the coating are stirred uniformly, the crankshaft 20 is placed on a special spraying tool and rotated, and the stirred coating is sprayed on the outer circumferential wall surface of the crankshaft body 23 by the equipment. The crankshaft 20 is placed and rotated to uniformly and comprehensively spray the coating on the outer circumferential wall surface of the crankshaft body 23 to form the first coating layer 30. This can improve the spraying efficiency and the uniformity of the first coating layer 30. The sprayed crankshaft 20 is placed in a heat preservation box to volatilize the solvent, then the crankshaft 20 is placed in a high-temperature oven to solidify the coating, and finally the crankshaft 20 is taken out and naturally cooled to room temperature. This can form a strong first coating layer 30 on the outer circumferential wall surface of the crankshaft body 23 to form a wear-resistant protective layer for the crankshaft 20 under high-speed operation of the compressor 10.

[0082] Optionally, the temperature of the heat preservation box is set to 80°C, and the crankshaft 20 is placed in the heat preservation box for 30 minutes.

[0083] The moderate evaporation rate of the solvent at 80°C allows sufficient time for the solvent in the coating to be evenly distributed, resulting in a uniform film thickness of the first coating 30 and avoiding coating defects such as pinholes and orange peel caused by rapid solvent evaporation. The 30-minute holding time allows the solvent to evaporate slowly, reducing bubbles and unevenness on the surface of the first coating 30, thereby improving the quality and appearance of the first coating 30. The appropriate solvent evaporation conditions help to improve the adhesion between the first coating 30 and the outer peripheral wall surface of the crankshaft body 23, as the slow evaporation of the solvent can reduce the stress in the first coating 30, thereby enhancing the durability and protective properties of the first coating 30. At the same time, setting the solvent evaporation temperature at 80°C also avoids structural effects on the graphite, carbon fibers, and nanoparticles. At lower evaporation temperatures, the graphite, carbon fibers, and nanoparticles are less likely to aggregate or settle, maintaining the uniformity and stability of the first coating 30.

[0084] In the case of N-methyl-2-pyrrolidone as the solvent, placing the crankshaft 20 at a temperature of 80°C for 30 minutes allows the N-methyl-2-pyrrolidone to be fully evaporated. This operating condition effectively controls the evaporation rate of the N-methyl-2-pyrrolidone, achieving uniformity of the first coating 30 while improving production efficiency.

[0085] Alternatively, the temperature of the high-temperature oven is set to 210°C, and the crankshaft 20 is placed in the high-temperature oven for 1 hour.

[0086] After the solvent is evaporated, the crankshaft 20 with the first coating 30 attached is placed in a high-temperature oven, set to a temperature of 210°C and held for 1 hour for curing of the first coating 30. The high temperature of 210°C can promote the intermolecular forces between the organic binder and the outer peripheral wall surface of the crankshaft body 23, forming stronger chemical bonds, so high-temperature curing helps to enhance the adhesion between the first coating 30 and the outer peripheral wall surface of the crankshaft body 23. High-temperature baking helps to completely evaporate the solvent and other low-molecular-weight components in the coating, reducing pores and defects in the first coating 30, thereby improving the density and corrosion resistance of the first coating 30. At the same time, the first coating 30 cured in a high-temperature environment has better thermal stability. In addition, at a high temperature of 210°C, the organic binder in the first coating 30 will undergo a chemical reaction, forming a three-dimensional network structure, achieving complete curing of the first coating 30, and improving the hardness and wear resistance of the first coating 30.

[0087] The 1-hour curing time defined in the embodiments of the present disclosure ensures uniform curing of each part of the first coating 30, avoiding performance differences caused by uneven curing, and improving the uniformity and consistency of the first coating 30.

[0088] The temperature of the high-temperature oven is set to 210 DEG C, and the placement time of the crankshaft 20 is controlled to 1 hour. Such process conditions help to realize complete curing of the first coating layer 30, improve the mechanical properties and adhesion of the first coating layer 30, and improve the uniformity and appearance quality of the first coating layer 30, thereby improving the protection effect of the outer peripheral wall surface of the crankshaft body 23 and prolonging the service life of the crankshaft body 23.

[0089] Optionally, before the coating is sprayed on the outer peripheral wall surface of the crankshaft body 23, the outer peripheral wall surface of the crankshaft body 23 is subjected to sand blasting treatment or phosphating treatment.

[0090] Before the coating is sprayed on the outer peripheral wall surface of the crankshaft body 23, the outer peripheral wall surface of the crankshaft body 23 is subjected to sand blasting treatment. The sand blasting treatment can effectively clean the outer peripheral wall surface of the crankshaft body 23 and form micro-roughness on the outer peripheral wall surface of the crankshaft body 23 through physical action, thereby enhancing the adhesion of the first coating layer 30 to the outer peripheral wall surface of the crankshaft body 23 and improving the durability of the first coating layer 30.

[0091] Before the coating is sprayed on the outer peripheral wall surface of the crankshaft body 23, the outer peripheral wall surface of the crankshaft body 23 is subjected to phosphating treatment to form a second coating layer 31. This process step can provide stronger bonding force between the first coating layer 30 and the outer peripheral wall surface of the crankshaft body 23. The phosphating treatment forms a uniform phosphating film, i.e., the second coating layer 31, on the outer peripheral wall surface of the crankshaft body 23. The coating is sprayed on the surface of the second coating layer 31. The chemical bonding and physical interlocking action between the phosphating film and the coating make the first coating layer 30 more firmly adhere to the outside of the second coating layer 31. The phosphating treatment can not only improve the adhesion between the first coating layer 30 and the second coating layer 31 but also enhance the corrosion resistance and wear resistance of the overall coating.

[0092] In combination with Figure 1 As shown in the accompanying drawings and described above, the compressor 10 provided by the embodiments of the present disclosure includes the crankshaft 20 as described in any one of the above embodiments, and thus has all the beneficial effects of the crankshaft 20 as described in any one of the above embodiments.

[0093] As shown in the accompanying drawings and described above, the compressor 10 provided by the embodiments of the present disclosure includes the crankshaft 20 as described in any one of the above embodiments, and thus has all the beneficial effects of the crankshaft 20 as described in any one of the above embodiments.

[0094] The compressor includes a pump body assembly and a motor assembly. The pump body assembly includes a crankshaft, a roller and a bearing, and the motor assembly includes a motor rotor. The crankshaft penetrates through the bearing, the roller and the motor rotor. The bearing is used to support the crankshaft, so that the crankshaft can run smoothly. During the operation of the compressor, friction can be formed between the crankshaft and the bearing, the roller and the motor rotor.

[0095] The application runs the compressor 10 at high speed with a small amount of lubricating oil in the compressor 10, respectively uses the conventional crankshaft and the crankshaft 20 provided with the first coating 30 for comparison test, and measures the abrasion amount of the friction pair position of the crankshaft 20. As shown in Figure 2 The crankshaft 20 includes the long shaft 21 and the short shaft 22, and the abrasion amount of the long shaft 21 and the short shaft 22 is measured. The thickness of the first coating 30 is 10 μm, the crankshaft 20 is not phosphatized, the rotation frequency of the compressor 10 is 90 Hz, and the running time of the compressor 10 is 500 h. The crankshaft 20 bears heavy load when the rotation frequency of the compressor 10 is 90 Hz, and the rotation frequency of 90 Hz is used in the verification test to verify the applicability of the crankshaft 20 in the high-speed compressor 10 working environment. The specific comparison test data is shown in Table 1 as follows.

[0096] Table 1

[0097]

[0098] The crankshafts 1 to 3 are the crankshafts 20 provided with the first coating 30, and the data difference between the crankshafts 1 to 3 is test error. The crankshafts 4 to 6 are the conventional crankshafts 20, and the data difference between the crankshafts 4 to 6 is test error. According to the test data in Table 1, through multiple tests, the abrasion amount of the crankshafts 20 provided with the first coating 30 at the long shaft 21 and the short shaft 22 positions is less than that of the conventional crankshafts. It can be seen from the test results that the first coating 30 provided by the disclosed embodiment has good wear resistance, and can improve the wear resistance of the crankshafts 20 in the high-speed compressor 10.

[0099] The above description and drawings sufficiently illustrate the embodiments of the present disclosure to enable one skilled in the art to practice them. Other embodiments can include structural and other changes. The embodiments represent only a few of the possible variations. Individual components and functions are optional unless specifically required, and the order of operations can be changed. Parts and features of some embodiments can be included or replaced by parts and features of other embodiments. The embodiments of the present disclosure are not limited to the structures described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A crankshaft for a compressor, characterized by, The crankshaft comprises: a crankshaft body, an outer circumferential wall surface of the crankshaft body is provided with a coating, the coating comprises a first coating and a second coating, a friction coefficient of the first coating is less than a friction coefficient of the crankshaft body, the second coating is arranged between the outer circumferential wall surface of the crankshaft body and the first coating, and the second coating is formed by a phosphating process.

2. The crankshaft according to claim 1, wherein a thickness of the first coating ranges from 5 μm to 15 μm.

3. The crankshaft according to claim 2, wherein the thickness of the first coating is 8 μm.

4. The crankshaft according to claim 1, wherein a thickness of the second coating ranges from 2 μm to 5 μm.

5. The crankshaft according to claim 4, wherein the thickness of the second coating is 3 μm.

6. The crankshaft according to any one of claims 1 to 3, wherein the crankshaft is made of a nodular cast iron material or a steel material.

7. A compressor characterized by, An engine comprising the crankshaft according to any one of claims 1 to 6.

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