Thrust assembly, compressor and refrigeration equipment

Abstract

The utility model provides a thrust assembly, a compressor and refrigeration equipment. The thrust assembly is used for the compressor and comprises an auxiliary bearing provided with a bearing hole and an annular groove, the annular groove is formed around the bearing hole, and a sinking groove is formed in the part, located on the circumferential side of the annular groove, of the auxiliary bearing and surrounds the annular groove; the anti-thrust structure is arranged in the sinking groove, and one part of the anti-thrust structure extends out of the sinking groove and covers the upper portion of the groove opening of the annular groove; the crankshaft is connected to the bearing hole in a penetrating mode, the crankshaft is provided with a thrust face, the thrust face abuts against the end face of the side, away from the annular groove, of the thrust structure, the thrust structure is arranged around the crankshaft, and the crankshaft can rotate relative to any one of the thrust structure and the auxiliary bearing. The mass center radius of the thrust surface of the crankshaft and the contact surface of the thrust structure can be effectively reduced, so that the friction power consumption loss of the thrust surface can be reduced, the mechanical efficiency of the compressor can be improved, the power of the compressor can be reduced, and the energy efficiency of the compressor can be improved.

Description

Technical Field

[0001] This application relates to the field of compressor technology, and more specifically, to a thrust assembly, a compressor, and a refrigeration device. Background Technology

[0002] In related technologies, rotary compressors include a secondary bearing and a crankshaft. The secondary bearing has a bearing bore, through which the crankshaft passes. To improve the reliability of the secondary bearing, an annular groove is provided on it, surrounding the bearing bore to reduce the thickness of the portion of the secondary bearing located within the bearing bore. This reduces the rigidity of the portion of the secondary bearing in contact with the crankshaft during compressor operation, thereby lowering the contact stress on the secondary bearing.

[0003] In this structural configuration, in order to ensure that the thrust surface of the crankshaft has sufficient support, the edge of the thrust surface facing the bearing hole must be located outside the outer ring wall of the annular groove. This will increase the centroid radius of the crankshaft's thrust surface, thereby increasing the frictional power loss of the crankshaft's thrust surface, which in turn will increase the power of the compressor and lead to a decrease in the compressor's energy efficiency. Utility Model Content

[0004] This application aims to address at least one of the technical problems existing in the prior art or related technologies.

[0005] Therefore, the first aspect of this application proposes a thrust-stopping component.

[0006] The second aspect of this application proposes a compressor.

[0007] The third aspect of this application proposes a refrigeration device.

[0008] In view of the above, a first aspect of this application provides a thrust assembly for a compressor, comprising: a secondary bearing having a bearing bore and an annular groove, the annular groove surrounding the bearing bore, the portion of the secondary bearing located on the periphery of the annular groove having a countersunk groove surrounding the annular groove; a thrust structure disposed in the countersunk groove, a portion of the thrust structure extending out of the countersunk groove and covering the opening of the annular groove; and a crankshaft passing through the bearing bore, the crankshaft having a thrust surface abutting against the end face of the thrust structure opposite to the annular groove, the thrust structure surrounding the crankshaft, and the crankshaft being rotatable relative to either the thrust structure or the secondary bearing.

[0009] The thrust assembly provided in this application includes a secondary bearing, a thrust structure, and a crankshaft.

[0010] The auxiliary bearing has a bearing bore, an annular groove, and a countersunk groove, with the countersunk groove located around the periphery of the annular groove. The annular groove surrounds the bearing bore, and the countersunk groove surrounds the annular groove.

[0011] The thrust structure is located in the settling tank, which serves as the mounting carrier for the thrust structure, providing installation and fixation. A portion of the thrust structure extends out of the settling tank and covers the opening of the annular groove. In other words, one part of the thrust structure is located within the settling tank, while the other part extends out and covers the opening of the annular groove.

[0012] The crankshaft has a thrust surface that abuts against the end face of the countersink that is away from the annular groove.

[0013] Understandably, part of the thrust structure covers the opening of the annular groove, and the thrust structure located above the opening of the annular groove also effectively supports the crankshaft. The thrust structure located above the opening of the annular groove can also abut against the thrust surface.

[0014] Therefore, the position of the thrust surface is not limited by the position of the annular groove. The thrust surface and the thrust structure above the groove opening of the annular groove can still meet the requirements for effectively supporting the crankshaft. This allows more mass to be concentrated near the bearing hole, making the mass distribution closer to the bearing hole. This can effectively reduce the radius of the center of mass of the contact surface between the crankshaft's thrust surface and the thrust structure, thereby reducing the frictional power loss of the thrust surface. This is beneficial to improving the mechanical efficiency of the compressor, reducing the compressor's power, and thus improving the compressor's energy efficiency.

[0015] In addition, the auxiliary bearing is provided with an annular groove, the opening of which is positioned opposite to the thrust structure. The annular groove surrounds the bearing bore, thus reducing the thickness of the portion of the auxiliary bearing located in the bearing bore. This reduces the rigidity of the portion of the auxiliary bearing in contact with the crankshaft during compressor operation, thereby reducing the contact stress on the auxiliary bearing and improving product performance.

[0016] This application rationally designs the structure of the thrust assembly, which, while ensuring the reliability of the auxiliary bearing, reduces the radius of gravity of the contact surface between the crankshaft's thrust surface and the thrust structure, thereby improving the compressor's energy efficiency, extending the service life of the compressor's components, and enhancing the product's performance and market competitiveness.

[0017] The crankshaft can rotate relative to either the thrust structure or the auxiliary bearing; that is, the crankshaft can rotate relative to the thrust structure and the auxiliary bearing. The thrust structure and the auxiliary bearing are assembled together, and neither the thrust structure nor the auxiliary bearing rotates with the crankshaft.

[0018] In some technical solutions, optionally, the distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole is less than the distance from the inner ring wall of the annular groove to the center of the bearing hole.

[0019] In this technical solution, the mating structure of the crankshaft and the auxiliary bearing is further defined.

[0020] The distance from the edge of the thrust surface facing the bearing bore to the center of the bearing bore is less than the distance from the inner ring wall of the annular groove to the center of the bearing bore. In other words, the edge of the thrust surface facing the bearing bore is closer to the center of the bearing bore than the inner ring wall of the annular groove.

[0021] This design defines the positional relationship between the thrust surface facing the bearing bore, the center of the bearing bore, and the inner wall of the annular groove. This allows more mass to be concentrated near the bearing bore, resulting in a mass distribution closer to the bearing bore. This effectively reduces the radius of mass of the contact surface between the crankshaft's thrust surface and the thrust structure, thereby reducing frictional power loss on the thrust surface. This improves the compressor's mechanical efficiency, reduces its power consumption, and ultimately enhances its energy efficiency.

[0022] In some technical solutions, optionally, there is a gap between the crankshaft and the thrust structure along the direction from the bearing bore to the thrust structure.

[0023] In this technical solution, the mating structure of the crankshaft and the thrust structure is defined.

[0024] Along the direction from the bearing bore to the thrust structure, there is a gap between the crankshaft and the thrust structure. That is, along the direction from the bearing bore to the thrust structure, the crankshaft and the thrust structure are spaced apart. This is to avoid interference between the crankshaft and the thrust structure and to provide structural support for the crankshaft to rotate relative to the thrust structure.

[0025] In some technical solutions, optionally, the distance from the inner circumferential wall of the thrust structure to the center of the bearing hole is less than the distance from the inner annular wall of the annular groove to the center of the bearing hole.

[0026] In this technical solution, the mating structure of the thrust structure and the auxiliary bearing is further defined.

[0027] The distance from the inner circumferential wall of the thrust structure to the center of the bearing bore is less than the distance from the inner annular wall of the annular groove to the center of the bearing bore. In other words, the inner circumferential wall of the thrust structure is closer to the center of the bearing bore than the inner annular wall of the annular groove.

[0028] This design satisfies the requirement of a clearance between the crankshaft and the thrust structure along the direction from the bearing bore to the thrust structure. It also reduces the center distance between the thrust structure and the bearing bore. This provides structural support for the side edge of the crankshaft's thrust surface facing the bearing bore, allowing more mass to be concentrated closer to the bearing bore. This results in a more even mass distribution, effectively reducing the radius of mass of the contact surface between the crankshaft's thrust surface and the thrust structure. Consequently, it reduces frictional power loss on the thrust surface, improving the compressor's mechanical efficiency and reducing its power consumption, thus enhancing the compressor's energy efficiency.

[0029] In some technical solutions, optionally, the distance from the inner peripheral wall of the thrust structure to the center of the bearing hole is less than the distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole.

[0030] In this technical solution, the positional relationship between the thrust surface, the thrust structure, and the bearing hole is further defined.

[0031] The distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole is less than the distance from the inner ring wall of the annular groove to the center of the bearing hole. The distance from the inner circumferential wall of the thrust structure to the center of the bearing hole is less than the distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole. In other words, the distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole is greater than the distance from the inner circumferential wall of the thrust structure to the center of the bearing hole, and the distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole is less than the distance from the inner ring wall of the annular groove to the center of the bearing hole.

[0032] This design allows the thrust structure to effectively support the thrust surface, with the edge of the thrust surface facing the bearing bore still abutting against the thrust structure, ensuring the effectiveness and feasibility of supporting the crankshaft. It provides structural support for concentrating more mass near the bearing bore, and for distributing mass closer to the bearing bore; in other words, it provides structural support to reduce the radius of the center of mass of the contact surface between the crankshaft's thrust surface and the thrust structure.

[0033] In some technical solutions, optionally, the side edge of the thrust surface away from the bearing hole and the outer ring wall of the annular groove are located on the same side of the outer peripheral wall of the thrust structure, and the side edge of the thrust surface away from the bearing hole is closer to the outer peripheral wall of the thrust structure than the outer ring wall of the annular groove.

[0034] In this technical solution, the positional relationship between the thrust surface, the thrust structure, and the bearing hole is further defined.

[0035] The edge of the thrust surface away from the bearing hole and the outer ring wall of the annular groove are located on the same side of the outer peripheral wall of the thrust structure. Specifically, the portion of the thrust structure located between the inner and outer peripheral walls of the thrust structure is referred to as the reference portion. The edge of the thrust surface away from the bearing hole is positioned opposite to the reference portion, and the outer ring wall of the annular groove is positioned opposite to the reference portion.

[0036] The side edge of the thrust surface away from the bearing bore is closer to the outer peripheral wall of the thrust structure than the outer ring wall of the annular groove. In other words, the distance from the side edge of the thrust surface away from the bearing bore to the outer peripheral wall of the thrust structure is less than the distance from the outer ring wall of the annular groove to the outer peripheral wall of the thrust structure.

[0037] This design ensures that the thrust structure can be effectively assembled into the sinker while simplifying the machining of the secondary bearing, facilitating the machining of the sinker, improving the machining efficiency of the secondary bearing, and reducing the production cost of the product.

[0038] In some technical solutions, optionally, the portion of the secondary bearing located between the bearing bore and the inner annular wall of the annular groove is spaced apart from the thrust structure.

[0039] In this technical solution, the structure of the secondary bearing is further defined.

[0040] The portion of the secondary bearing located between the bearing bore and the inner ring wall of the annular groove is spaced apart from the thrust structure. Compared to a configuration where the portion of the secondary bearing between the bearing bore and the inner ring wall of the annular groove is connected to the thrust structure, this arrangement reduces the rigidity of the portion of the secondary bearing in contact with the crankshaft, ensuring the effectiveness and feasibility of reducing the contact stress of the secondary bearing.

[0041] In addition, the portion of the secondary bearing located between the bearing bore and the inner ring wall of the annular groove is spaced apart from the thrust structure, which can reduce the precision requirements during the assembly of the thrust structure, simplify the assembly difficulty of the thrust structure, and help reduce the production cost of the product.

[0042] In some technical solutions, the thrust structure is optionally interference-fitted with the settling tank; and / or the thrust structure is welded to the settling tank.

[0043] In this technical solution, the assembly structure of the thrust structure and the settling tank is further defined.

[0044] The thrust bearing and the countersink are interference-fitted, and / or welded together. That is, the thrust bearing and the countersink can be securely assembled together. In this way, the crankshaft will not drive the thrust bearing to rotate when the compressor is operating. The thrust bearing effectively supports the crankshaft.

[0045] In some technical solutions, optionally, the end face of the thrust structure facing away from the thrust surface is fitted to the bottom wall of the settling tank.

[0046] In this technical solution, the mating structure of the thrust structure and the auxiliary bearing is further defined.

[0047] The side of the thrust structure facing away from the thrust surface is fitted against the bottom wall of the countersink. That is, the side of the thrust structure facing away from the thrust surface is fitted face-to-face with the bottom wall of the countersink. This arrangement increases the contact area between the thrust structure and the countersink. The countersink supports the thrust structure through its surface, which improves the stability and reliability of the thrust structure assembly, prevents displacement of the thrust structure relative to the auxiliary bearing, and ensures the effective fit dimensions between the crankshaft and the thrust structure.

[0048] In some technical solutions, the thrust structure may optionally include a gray cast iron structure and / or a ductile iron structure.

[0049] In this technical solution, the types of thrust-stop structures are further defined.

[0050] The thrust structure may include a gray cast iron structure, or a ductile iron structure, or a combination of gray cast iron and ductile iron structures. This design results in a thrust structure with a low coefficient of friction, which helps reduce frictional power consumption between the thrust structure and the crankshaft's thrust surfaces, improves the compressor's energy efficiency rating, and enables smoother compressor operation.

[0051] The second aspect of this application proposes a compressor comprising: a thrust assembly as described in the first aspect.

[0052] The compressor provided in this application includes the thrust assembly as described in the first aspect, and therefore has all the beneficial effects of the aforementioned thrust assembly, which will not be described in detail here.

[0053] A third aspect of this application provides a refrigeration device comprising a compressor as described in the second aspect.

[0054] The refrigeration equipment provided in this application includes a compressor as described in the second aspect, and therefore has all the beneficial effects of the compressor, which will not be described in detail here.

[0055] Additional aspects and advantages of this application will become apparent in the following description or may be learned by practice of this application. Attached Figure Description

[0056] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0057] Figure 1 A schematic diagram of the first part of a compressor according to an embodiment of this application is shown;

[0058] Figure 2 A schematic diagram of the second part of the compressor according to an embodiment of this application is shown;

[0059] Figure 3 A partial structural schematic diagram of the auxiliary bearing and thrust structure according to an embodiment of this application is shown.

[0060] in, Figures 1 to 3 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0061] 10 Thrust assembly, 100 secondary bearing, 110 bearing bore, 112 center of bearing bore, 120 annular groove, 122 groove opening of annular groove, 124 inner annular wall of annular groove, 126 outer annular wall of annular groove, 130 countersunk groove, 132 bottom wall of countersunk groove, 200 thrust structure, 210 inner peripheral wall of thrust structure, 220 outer peripheral wall of thrust structure, 300 crankshaft, 310 thrust surface, 312 side edge of thrust surface facing the bearing bore, 314 side edge of thrust surface away from the bearing bore, 40 compressor. Detailed Implementation

[0062] To better understand the above-mentioned objectives, features, and advantages of this application, the application 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.

[0063] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0064] The following reference Figures 1 to 3 The present application describes some embodiments of the thrust assembly 10, compressor 40, and refrigeration equipment.

[0065] like Figure 1 , Figure 2 and Figure 3 As shown, a thrust assembly 10 according to some embodiments of this application is used in a compressor 40. The thrust assembly 10 includes a secondary bearing 100, a thrust structure 200, and a crankshaft 300.

[0066] The secondary bearing 100 is provided with a bearing hole 110 and an annular groove 120.

[0067] An annular groove 120 is provided around the bearing hole 110.

[0068] The portion of the secondary bearing 100 located around the annular groove 120 is provided with a recessed groove 130.

[0069] The settling trough 130 is set around the annular groove 120.

[0070] The thrust structure 200 is located in the settling tank 130.

[0071] A portion of the thrust structure 200 extends out of the sink 130 and covers the opening 122 of the annular groove.

[0072] The crankshaft 300 passes through the bearing bore 110.

[0073] The crankshaft 300 has a thrust surface 310.

[0074] The thrust surface 310 abuts against the side end face of the thrust structure 200 away from the annular groove 120.

[0075] The thrust structure 200 is set around the crankshaft 300.

[0076] The crankshaft 300 can rotate relative to either the thrust structure 200 or the secondary bearing 100.

[0077] The thrust assembly 10 provided in this application includes a secondary bearing 100, a thrust structure 200, and a crankshaft 300.

[0078] The auxiliary bearing 100 is provided with a bearing hole 110, an annular groove 120 and a countersunk groove 130, with the countersunk groove 130 located around the annular groove 120. The annular groove 120 surrounds the bearing hole 110, and the countersunk groove 130 surrounds the annular groove 120.

[0079] The thrust structure 200 is disposed in the settling tank 130, which serves as the mounting carrier for the thrust structure 200 and has the function of installing and fixing the thrust structure 200. A portion of the thrust structure 200 extends out of the settling tank 130 and covers the opening 122 of the annular groove. That is, a portion of the thrust structure 200 is located inside the settling tank 130, and another portion of the thrust structure 200 extends out of the settling tank 130 and covers the opening 122 of the annular groove.

[0080] The crankshaft 300 has a thrust surface 310, which abuts against the side end face of the countersink 130 opposite to the annular groove 120.

[0081] It is understandable that a portion of the thrust structure 200 covers the opening 122 of the annular groove, and the thrust structure 200 located above the opening 122 of the annular groove also effectively supports the crankshaft 300. The thrust structure 200 located above the opening 122 of the annular groove can also abut against the thrust surface 310.

[0082] Therefore, the position of the thrust surface 310 is not limited by the position of the annular groove 120. The thrust surface 310 and the thrust structure 200 above the groove opening 122 of the annular groove can still meet the requirements of effectively supporting the crankshaft 300. This allows more mass to be concentrated near the bearing hole 110, making the mass distribution closer to the bearing hole 110. This can effectively reduce the radius of the center of mass of the contact surface between the thrust surface 310 and the thrust structure 200 of the crankshaft 300, thereby reducing the frictional power loss of the thrust surface 310. This is beneficial to improving the mechanical efficiency of the compressor 40, reducing the power of the compressor 40, and thus improving the energy efficiency of the compressor 40.

[0083] In addition, the auxiliary bearing 100 is provided with an annular groove 120, the groove opening 122 of which is opposite to the thrust structure 200. The annular groove 120 surrounds the bearing hole 110, thus reducing the thickness of the portion of the auxiliary bearing 100 located in the bearing hole 110. In this way, when the compressor 40 is working, the rigidity of the part of the auxiliary bearing 100 in contact with the crankshaft 300 can be reduced, thereby reducing the contact stress of the auxiliary bearing 100 and improving the performance of the product.

[0084] This application rationally sets the structure of the thrust assembly 10, which, while ensuring the reliability of the auxiliary bearing 100, can reduce the centroid radius of the contact surface between the thrust surface 310 of the crankshaft 300 and the thrust structure 200, thereby improving the energy efficiency of the compressor 40, extending the service life of the components of the compressor 40, and enhancing the product's performance and market competitiveness.

[0085] The crankshaft 300 is rotatable relative to either the thrust structure 200 or the auxiliary bearing 100; that is, the crankshaft 300 is rotatable relative to the thrust structure 200 and the auxiliary bearing 100. The thrust structure 200 and the auxiliary bearing 100 are assembled together, and neither the thrust structure 200 nor the auxiliary bearing 100 rotates with the crankshaft 300.

[0086] In some embodiments, exemplarily, the distance from the thrust surface to the center 112 of the bearing bore on one side edge 312 facing the bearing bore is less than the distance from the inner annular wall 124 of the annular groove to the center 112 of the bearing bore.

[0087] In this embodiment, the mating structure of the crankshaft 300 and the auxiliary bearing 100 is further defined.

[0088] The distance from the thrust surface on the side edge 312 facing the bearing hole to the center 112 of the bearing hole is less than the distance from the inner ring wall 124 of the annular groove to the center 112 of the bearing hole. That is, the thrust surface on the side edge 312 facing the bearing hole is closer to the center 112 of the bearing hole than the inner ring wall 124 of the annular groove.

[0089] This configuration defines the positional relationship between the thrust surface facing the bearing bore edge 312, the center 112 of the bearing bore, and the inner ring wall 124 of the annular groove. This allows more mass to be concentrated near the bearing bore 110, making the mass distribution closer to the bearing bore 110. This effectively reduces the radius of mass of the contact surface between the thrust surface 310 of the crankshaft 300 and the thrust structure 200, thereby reducing the frictional power loss of the thrust surface 310. This is beneficial for improving the mechanical efficiency of the compressor 40, reducing the power of the compressor 40, and thus improving the energy efficiency of the compressor 40.

[0090] In some embodiments, exemplary, there is a gap between the crankshaft 300 and the thrust structure 200 along the direction from the bearing bore 110 to the thrust structure 200.

[0091] In this embodiment, the mating structure of the crankshaft 300 and the thrust structure 200 is defined.

[0092] A gap exists between the crankshaft 300 and the thrust structure 200 along the direction from the bearing bore 110 to the thrust structure 200. That is, the crankshaft 300 and the thrust structure 200 are spaced apart along the direction from the bearing bore 110 to the thrust structure 200. This arrangement avoids interference between the crankshaft 300 and the thrust structure 200 and provides structural support for the crankshaft 300 to rotate relative to the thrust structure 200.

[0093] In some embodiments, exemplarily, such as Figure 2 As shown, the distance from the inner circumferential wall 210 of the thrust structure to the center 112 of the bearing hole is less than the distance from the inner annular wall 124 of the annular groove to the center 112 of the bearing hole.

[0094] In this embodiment, the mating structure of the thrust structure 200 and the secondary bearing 100 is further defined.

[0095] The distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is less than the distance from the inner annular wall 124 of the annular groove to the center 112 of the bearing hole. That is, the inner peripheral wall 210 of the thrust structure is closer to the center 112 of the bearing hole than the inner annular wall 124 of the annular groove.

[0096] This configuration satisfies the requirement of a gap between the crankshaft 300 and the thrust structure 200 along the direction from the bearing bore 110 to the thrust structure 200. It also reduces the distance between the thrust structure 200 and the center 112 of the bearing bore. This provides structural support for the side edge 312 of the crankshaft 300 facing the bearing bore to be closer to the center 112 of the bearing bore, allowing more mass to be concentrated near the bearing bore 110. This results in a more even mass distribution, effectively reducing the radius of mass of the contact surface between the crankshaft 300's thrust surface 310 and the thrust structure 200. Consequently, it reduces the frictional power loss of the thrust surface 310, which is beneficial for improving the mechanical efficiency of the compressor 40 and reducing its power consumption, thus improving the energy efficiency of the compressor 40.

[0097] In some embodiments, exemplarily, the distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is less than the distance from the side edge 312 of the thrust surface facing the bearing hole to the center 112 of the bearing hole.

[0098] In this embodiment, the positional relationship between the thrust surface 310, the thrust structure 200, and the bearing hole 110 is further defined.

[0099] The distance from the edge 312 of the thrust surface facing the bearing hole to the center 112 of the bearing hole is less than the distance from the inner ring wall 124 of the annular groove to the center 112 of the bearing hole. The distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is less than the distance from the edge 312 of the thrust surface facing the bearing hole to the center 112 of the bearing hole. That is, the distance from the edge 312 of the thrust surface facing the bearing hole to the center 112 of the bearing hole is greater than the distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole, and the distance from the edge 312 of the thrust surface facing the bearing hole to the center 112 of the bearing hole is less than the distance from the inner ring wall 124 of the annular groove to the center 112 of the bearing hole.

[0100] This arrangement allows the thrust structure 200 to effectively support the thrust surface 310, while the edge 312 of the thrust surface facing the bearing bore remains in contact with the thrust structure 200, ensuring the effectiveness and feasibility of supporting the crankshaft 300. It provides structural support for concentrating more mass near the bearing bore 110, and for distributing mass closer to the bearing bore 110; that is, it provides structural support for reducing the radius of the center of mass of the contact surface between the thrust surface 310 of the crankshaft 300 and the thrust structure 200.

[0101] In some embodiments, exemplarily, the side edge 314 of the thrust surface away from the bearing hole and the outer annular wall 126 of the annular groove are located on the same side of the outer peripheral wall 220 of the thrust structure.

[0102] The edge 314 of the thrust surface away from the bearing hole is closer to the outer peripheral wall 220 of the thrust structure than the outer ring wall 126 of the annular groove.

[0103] In this embodiment, the positional relationship between the thrust surface 310, the thrust structure 200, and the bearing hole 110 is further defined.

[0104] The thrust surface's edge 314 facing away from the bearing bore and the outer annular wall 126 of the annular groove are located on the same side of the outer peripheral wall 220 of the thrust structure. Specifically, the portion of the thrust structure 200 located between the inner peripheral wall 210 and the outer peripheral wall 220 of the thrust structure is referred to as the reference portion. The thrust surface's edge 314 facing away from the bearing bore is positioned opposite to the reference portion, and the outer annular wall 126 of the annular groove is positioned opposite to the reference portion.

[0105] The thrust surface on the side edge 314 away from the bearing hole is closer to the outer peripheral wall 220 of the thrust structure than the outer ring wall 126 of the annular groove. That is, the distance from the thrust surface on the side edge 314 away from the bearing hole to the outer peripheral wall 220 of the thrust structure is less than the distance from the outer ring wall 126 of the annular groove to the outer peripheral wall 220 of the thrust structure.

[0106] This design ensures that the thrust structure 200 can be effectively assembled into the sinker 130 while simplifying the machining of the secondary bearing 100, facilitating the machining of the sinker 130, improving the machining efficiency of the secondary bearing 100, and reducing the production cost of the product.

[0107] In some embodiments, exemplarily, the portion of the secondary bearing 100 located between the bearing bore 110 and the inner annular wall 124 of the annular groove is spaced apart from the thrust structure 200.

[0108] In this embodiment, the structure of the secondary bearing 100 is further defined.

[0109] The portion of the secondary bearing 100 located between the bearing bore 110 and the inner ring wall 124 of the annular groove is spaced apart from the thrust structure 200. Compared to a configuration where the portion of the secondary bearing located between the bearing bore and the inner ring wall of the annular groove is connected to the thrust structure, this arrangement reduces the rigidity of the portion of the secondary bearing 100 in contact with the crankshaft 300, ensuring the effectiveness and feasibility of reducing the contact stress of the secondary bearing 100.

[0110] In addition, the portion of the secondary bearing 100 located between the bearing hole 110 and the inner ring wall 124 of the annular groove is spaced apart from the thrust structure 200, which can reduce the precision requirements during the assembly of the thrust structure 200, simplify the assembly difficulty of the thrust structure 200, and help reduce the production cost of the product.

[0111] In some embodiments, for example, the thrust structure 200 is interference-fitted with the sink 130; and / or the thrust structure 200 is welded to the sink 130.

[0112] In this embodiment, the assembly structure of the thrust structure 200 and the countersink 130 is further defined.

[0113] The thrust structure 200 is interference-fitted with the countersunk groove 130, and / or the thrust structure 200 is welded to the countersunk groove 130. That is, the thrust structure 200 and the countersunk groove 130 can be securely assembled together. Thus, when the compressor 40 is operating, the crankshaft 300 will not drive the thrust structure 200 to rotate. The thrust structure 200 can effectively support the crankshaft 300.

[0114] In some embodiments, exemplarily, such as Figure 3 As shown, the thrust structure 200 is fitted to the bottom wall 132 of the settling tank on one side facing away from the thrust surface 310.

[0115] In this embodiment, the mating structure of the thrust structure 200 and the secondary bearing 100 is further defined.

[0116] The side face of the thrust structure 200 facing away from the thrust surface 310 is fitted against the bottom wall 132 of the countersink. That is, the side face of the thrust structure 200 facing away from the thrust surface 310 is fitted against the bottom wall 132 of the countersink. This arrangement increases the mating area between the thrust structure 200 and the countersink 130. The countersink 130 supports the thrust structure 200 through its surface, which helps improve the stability and reliability of the thrust structure 200 assembly, prevents displacement of the thrust structure 200 relative to the auxiliary bearing 100, and ensures the effective mating dimensions between the crankshaft 300 and the thrust structure 200.

[0117] In some embodiments, the thrust structure 200, for example, includes a gray cast iron structure and / or a ductile iron structure.

[0118] In this embodiment, the types of thrust structures 200 are further defined.

[0119] The thrust structure 200 may be made of gray cast iron, or ductile iron, or a combination of both. This configuration results in a low coefficient of friction for the thrust structure 200, which helps reduce frictional energy consumption between the thrust structure 200 and the thrust surface 310 of the crankshaft 300. This, in turn, improves the energy efficiency rating of the compressor 40, allowing for smoother operation of the compressor 40.

[0120] A compressor 40 according to some embodiments of this application includes: a thrust assembly 10 as described in any of the above embodiments.

[0121] The compressor 40 provided in this application includes the thrust-stop component 10 as described in any of the above embodiments, and therefore has all the beneficial effects of the thrust-stop component 10, which will not be described in detail here.

[0122] A refrigeration device according to some embodiments of the present application includes: a compressor 40 as described in the above embodiments.

[0123] The refrigeration equipment provided in this application includes the compressor 40 as described in the above embodiment, and therefore has all the beneficial effects of the compressor 40, which will not be described in detail here.

[0124] This application includes a thrust assembly 10 comprising a secondary bearing 100, a thrust structure 200, and a crankshaft 300. The secondary bearing 100 has a bearing hole 110 and an annular groove 120, the annular groove 120 surrounding the bearing hole 110. The portion of the secondary bearing 100 located between the inner annular wall 124 of the annular groove and the bearing hole 110 forms a flexible structure for the secondary bearing 100. The portion of the secondary bearing 100 located around the annular groove 120 has a recessed groove 130, and the outer peripheral wall 220 of the thrust structure is connected to the groove wall of the recessed groove 130. The distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is less than the distance from the inner annular wall 124 of the annular groove to the center 112 of the bearing hole, and the distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is greater than the distance from the hole wall of the bearing hole 110 to the center 112 of the bearing hole. The distance from the edge 312 of the thrust surface facing the bearing bore to the center 112 of the bearing bore is less than the distance from the inner ring wall 124 of the annular groove to the center 112 of the bearing bore. This reduces the radius of the center of mass of the contact surface between the thrust surface 310 of the crankshaft 300 and the thrust structure 200. This application effectively reduces the radius of the center of mass of the contact surface between the thrust surface 310 of the crankshaft 300 and the thrust structure 200, reduces the frictional power consumption of the thrust surface 310, improves the mechanical efficiency of the compressor 40, and helps to reduce the power of the compressor 40, thereby improving the energy efficiency of the compressor 40.

[0125] For example, the outer peripheral wall 220 of the thrust structure is fixedly connected to the groove wall of the countersunk groove 130, and the side end face of the thrust structure 200 facing away from the annular groove 120 forms a friction pair with the thrust surface 310 of the crankshaft 300. The distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is less than the distance from the inner annular wall 124 of the annular groove to the center 112 of the bearing hole. Furthermore, the distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is greater than the distance from the hole wall of the bearing hole 110 to the center 112 of the bearing hole. The distance from the outer peripheral wall 220 of the thrust structure to the center 112 of the bearing hole is greater than the distance from the outer annular wall 126 of the annular groove to the center 112 of the bearing hole. The distance from the edge 312 of the thrust surface facing the bearing hole to the center 112 of the bearing hole is less than the distance from the inner annular wall 124 of the annular groove to the center 112 of the bearing hole. This setting reduces the radius of mass of the friction surface between the thrust surface 310 of the crankshaft 300 and the friction surface of the thrust structure 200. This helps to reduce the frictional power consumption of the thrust surface 310 of the crankshaft 300, improve the mechanical efficiency of the compressor 40, reduce the power of the compressor 40, and thus improve the energy efficiency of the compressor 40.

[0126] For example, the distance from the inner peripheral wall 210 of the thrust structure to the center 112 of the bearing hole is greater than the distance from the hole wall of the bearing hole 110 to the center 112 of the bearing hole, and there is a gap between the crankshaft 300 and the thrust structure 200 along the direction from the bearing hole 110 to the thrust structure 200. The outer surface of the thrust structure 200 is fixedly connected to the wall of the countersink 130. The end face of the thrust structure 200 facing away from the thrust surface 310 is in contact with the bottom wall 132 of the countersink. The countersink 130 can support the thrust structure 200, and the upper end face of the thrust structure 200 and the thrust surface 310 of the crankshaft 300 form a friction pair.

[0127] For example, the thrust structure 200 is located on one side of the thrust surface 310, which is higher than the portion of the secondary bearing 100 located between the bearing hole 110 and the inner ring wall 124 of the annular groove. The thrust structure 200 does not contact the portion of the secondary bearing 100 located between the bearing hole 110 and the inner ring wall 124 of the annular groove.

[0128] For example, the thrust structure 200 is made of a low-friction coefficient material, such as a gray cast iron structure and / or a ductile iron structure. This arrangement can reduce the frictional power consumption between the thrust structure 200 and the thrust surface 310 of the crankshaft 300.

[0129] For example, the side end of the thrust structure 200 facing the thrust surface 310 is the upper end surface of the thrust structure 200. The side end of the thrust structure 200 away from the thrust surface 310 is the lower end surface of the thrust structure 200. The auxiliary bearing 100 has a recess 130 for accommodating the thrust structure 200 based on the flexible structure. The outer surface of the thrust structure 200 is fixedly connected to the wall of the recess 130. The upper end surface of the thrust structure 200 contacts the thrust surface 310 of the crankshaft 300 and forms a friction pair. The lower end surface of the thrust structure 200 contacts the plane of the bottom wall 132 of the recess, and the plane of the recess 130 provides support for the thrust structure 200. The lower end surface of the thrust structure 200 is higher than the flexible structure, and the distance from the outer peripheral wall 220 of the thrust structure to the center 112 of the bearing hole is greater than the distance from the outer annular wall 126 of the annular groove to the center 112 of the bearing hole. Wherein, as Figure 2 and Figure 3 As shown, the distance from the outer peripheral wall 220 of the thrust structure to the center 112 of the bearing hole is denoted as d2 / 2, and the distance from the outer annular wall 126 of the annular groove to the center 112 of the bearing hole is denoted as d / 2, that is, d2 / 2>d / 2. Figure 2 and Figure 3As shown, the distance from the inner peripheral wall of the thrust structure 200 to the center 112 of the bearing hole is greater than the distance from the hole wall of the bearing hole 110 to the center 112 of the bearing hole. The distance from the inner peripheral wall of the thrust structure 200 to the center 112 of the bearing hole is denoted as d3 / 2, and the distance from the hole wall of the bearing hole 110 to the center 112 of the bearing hole is denoted as d1 / 2. That is, d3 / 2 > d1 / 2 to prevent the thrust structure 200 from contacting the crankshaft 300. The distance from the edge 312 on the side of the thrust surface facing the bearing hole to the center 112 of the bearing hole is less than the distance from the outer ring wall 126 of the annular groove to the center 112 of the bearing hole. The distance from the edge 312 on the side of the thrust surface facing the bearing hole to the center 112 of the bearing hole is denoted as R3. That is, R3 < d / 2, so as to achieve the purpose that the centroid radius of the contact surface between the thrust surface 310 of the crankshaft 300 and the thrust structure 200 is less than the distance from the outer ring wall 126 of the annular groove to the center 112 of the bearing hole, thereby reducing the frictional loss power consumption between the thrust surface 310 of the crankshaft 300 and the thrust structure 200, being able to reduce the power of the compressor 40, and thus being beneficial to improving the energy efficiency of the compressor 40. Among them, the distance from the edge 314 on the side of the thrust surface背离轴承孔 to the center 112 of the bearing hole is denoted as R4.

[0130] The thrust structure 200 can adopt a material with a low coefficient of friction to reduce the frictional loss between the thrust surface 310 and the thrust structure 200, and further improve the energy efficiency of the compressor 40.

[0131] In this application, the term "plural" refers to two or more, unless otherwise clearly defined. Terms such as "installed", "connected", "connected to", "fixed" and other terms should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

[0132] In the description of this specification, the descriptions of terms such as "one embodiment", "some embodiments", "specific embodiments", etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. The above is only the preferred embodiment of this application and is not used to limit this application. For those skilled in the art, this application can have various changes and modifications. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of this application shall be included in the protection scope of this application.

Claims

1. A thrust assembly for a compressor, comprising: include: A secondary bearing is provided with a bearing hole and an annular groove. The annular groove surrounds the bearing hole, and a countersunk groove is provided on the portion of the secondary bearing located around the annular groove. The countersunk groove surrounds the annular groove. A thrust structure is provided in the settling groove, a portion of which extends out of the settling groove and covers the opening of the annular groove. A crankshaft, which passes through the bearing bore, has a thrust surface that abuts against the side end face of the thrust structure opposite to the annular groove. The thrust structure is arranged around the crankshaft, and the crankshaft is rotatable relative to either the thrust structure or the auxiliary bearing.

2. The thrust assembly of claim 1, wherein, The distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole is less than the distance from the inner wall of the annular groove to the center of the bearing hole.

3. The thrust assembly of claim 2, wherein, Along the direction from the bearing bore to the thrust structure, there is a gap between the crankshaft and the thrust structure.

4. The thrust assembly of claim 3, wherein, The distance from the inner circumferential wall of the thrust structure to the center of the bearing hole is less than the distance from the inner annular wall of the annular groove to the center of the bearing hole.

5. The thrust assembly of claim 4, wherein, The distance from the inner peripheral wall of the thrust structure to the center of the bearing hole is less than the distance from the edge of the thrust surface facing the bearing hole to the center of the bearing hole.

6. The thrust assembly of any one of claims 1 to 5, wherein, The thrust surface opposite the bearing hole and the outer ring wall of the annular groove are located on the same side of the outer peripheral wall of the thrust structure. The thrust surface opposite the bearing hole is closer to the outer peripheral wall of the thrust structure than the outer ring wall of the annular groove.

7. The thrust assembly of any one of claims 1 to 5, wherein, The portion of the secondary bearing located between the bearing bore and the inner annular wall of the annular groove is spaced apart from the thrust structure.

8. The thrust assembly of any one of claims 1 to 5, wherein, The thrust-stop structure is interference-fitted with the settling groove; and / or The thrust structure is welded to the settling tank.

9. The thrust assembly of any one of claims 1 to 5, wherein, The thrust-resistant structure is fitted to the bottom wall of the settling tank on one side away from the thrust surface.

10. The thrust assembly of any one of claims 1 to 5, wherein, The thrust structure includes a gray cast iron structure and / or a ductile iron structure.

11. A compressor characterized by, include: The thrust-stopping component as described in any one of claims 1 to 10.

12. A refrigeration appliance characterized by, include: The compressor as described in claim 11.

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