Crankshaft assembly, compressor and thermal management system

Abstract

The utility model discloses a kind of crankshaft assembly, compressor and thermal management system, the crankshaft assembly includes: crankshaft, the crankshaft has auxiliary shaft section, the end surface of the auxiliary shaft section is equipped with first thrust surface;Auxiliary bearing, the auxiliary bearing has matching hole and second thrust surface, the auxiliary shaft section is equipped the matching hole, and the first thrust surface and the second thrust surface stop and resist;Wherein, the first thrust surface is at least partly arc surface. According to the crankshaft assembly of the utility model embodiment, the stability in the operation process of compressor can be improved, in addition, the arc structure of first thrust surface, the lubrication effect between first thrust surface and second thrust surface can be improved, and friction power consumption is reduced.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology, and in particular to a crankshaft assembly, a compressor and a thermal management system. Background Technology

[0002] A rotary compressor typically includes a compression mechanism and a motor housed within a casing. The compression mechanism includes a cylinder, a main bearing, a secondary bearing, and a muffler. The main bearing and secondary bearing are located on opposite sides of the cylinder. The bearing closer to the motor side is defined as the main bearing, and the bearing farther from the motor side is defined as the secondary bearing. The crankshaft includes a main shaft section, an eccentric section, and a secondary shaft section. The section closer to the motor side is defined as the main shaft section. The crankshaft passes through the secondary bearing, the cylinder, and the main bearing axially, and the rotor drives the crankshaft to rotate.

[0003] In related technologies, the end face of the auxiliary bearing near the cylinder is usually used to stop the crankshaft, so as to facilitate the stable rotation of the crankshaft in the compressor. Due to the presence of the eccentric part of the crankshaft, when the crankshaft rotates, the center of gravity of the moving parts is not on the rotating shaft, thus generating a rotational inertial force pointing in the eccentric direction. The eccentric inertial force will increase the vibration and noise of the compressor during operation, affecting the reliability of the refrigeration system and the user's comfort. Utility Model Content

[0004] One objective of this invention is to provide a crankshaft assembly, compressor, and thermal management system that can improve the stability of the compressor during operation. In addition, the arc-shaped structure of the first thrust surface can improve the lubrication effect between the first thrust surface and the second thrust surface, thereby reducing frictional power consumption.

[0005] A crankshaft assembly according to an embodiment of the present invention includes: a crankshaft having a secondary shaft section, the end face of which is provided with a first thrust surface; a secondary bearing having a mating hole and a second thrust surface, the secondary shaft section passing through the mating hole, and the first thrust surface and the second thrust surface abutting against each other; wherein, at least part of the first thrust surface is an arc-shaped surface.

[0006] The crankshaft assembly according to the present invention can improve the stability of the compressor during operation. In addition, the arc-shaped structure of the first thrust surface can improve the lubrication effect between the first thrust surface and the second thrust surface and reduce frictional power consumption.

[0007] In addition, the crankshaft assembly according to the above embodiments of the present invention may also have the following additional technical features:

[0008] In some embodiments, the first thrust surface is configured as an arc-shaped surface with a central outward convexity.

[0009] In some embodiments, the first thrust surface is configured as a plane of revolution with the axis of the crankshaft as its central axis, and at least a portion of the generatrix of the plane of revolution forms an angle of less than 90° with the axis.

[0010] In some embodiments, the secondary shaft segment includes a shaft portion and a ball bearing, the ball bearing being connected to the end of the shaft portion, and the first thrust surface being disposed on the ball bearing.

[0011] In some embodiments, the ball includes a cylindrical portion and a spherical portion, the shaft portion has a central hole, the cylindrical portion passes through the central hole, the spherical portion is connected to the cylindrical portion and is disposed on the outer side of the end face of the shaft portion, and the first thrust surface is disposed on the side of the spherical portion opposite to the shaft portion.

[0012] In some embodiments, the dimension h of the cylindrical portion along the length direction of the axial portion and the radius R1 of the arcuate surface satisfy: 1mm≤h≤R1.

[0013] In some embodiments, the radius R2 of the central hole, the outer circumferential diameter D2 of the shaft portion, and the outer circumferential diameter D1 of the spherical portion satisfy: 2*R2<D1≤D2.

[0014] In some embodiments, the cylindrical portion is clearance-fitted, interference-fitted, or helical-fitted with the central hole; or, the cylindrical portion is helical-fitted with the central hole, and the helical direction of the cylindrical portion during installation is opposite to the rotational direction of the crankshaft during operation.

[0015] In some embodiments, the cross section of the arcuate surface passing through the axis of the secondary shaft segment is a circular arc, and the angle θ between the line connecting the outermost point of the first thrust surface and the center of the circular arc and the axis of the secondary shaft segment satisfies: 0° < θ < 180°.

[0016] In some embodiments, the cross-section of the arcuate surface passing through the axis of the secondary shaft segment is a circular arc, and the angle θ between the line connecting the outermost point of the first thrust surface and the center of the circular arc and the axis of the secondary shaft segment satisfies: arcsin(R2 / R1)<θ<90°, where R1 is the radius of the circular arc and R2 is the radius of the central hole in the secondary shaft segment.

[0017] In some embodiments, the secondary shaft segment includes a shaft portion and a ball bearing, the shaft portion having a central hole, the ball bearing being a sphere and mounted at the end of the shaft portion, the spherical surface of the ball bearing being configured as the first thrust surface.

[0018] In some embodiments, the diameter D3 of the ball satisfies: 2*R2<D3<D2, where R2 is the radius of the central hole and D2 is the diameter of the outer circumferential surface of the shaft.

[0019] In some embodiments, the portion of the central hole that connects with the end face of the shaft is configured as a concave arc surface. The concave arc surface is configured as a rotating surface formed by rotating about the axis of the shaft. At least a portion of the generatrix of the rotating surface forms an angle of less than 90° with the axis of the shaft. The concave arc surface mates with the ball bearing.

[0020] In some embodiments, the crankshaft and the first thrust surface are integrally machined.

[0021] In some embodiments, the secondary bearing includes a bearing body and a thrust seat, the mating hole is provided in the bearing body, the thrust seat is connected to the bearing body, and the second thrust surface is provided in the thrust seat and is opposite to the mating hole.

[0022] In some embodiments, the hardness HR of the first thrust surface and / or the second thrust surface satisfies: HR > 20HRC.

[0023] The compressor according to an embodiment of the present invention includes the aforementioned crankshaft assembly.

[0024] The thermal management system according to an embodiment of the present invention includes the aforementioned compressor. Attached Figure Description

[0025] Figure 1 This is a cross-sectional view of a crankshaft assembly according to an embodiment of the present invention, wherein the first thrust surface and the second thrust surface are separated.

[0026] Figure 2 This is a cross-sectional view of a crankshaft according to an embodiment of the present invention.

[0027] Figure 3 This is a partially enlarged schematic diagram of a cross-sectional view of a crankshaft according to an embodiment of the present invention.

[0028] Figure 4 This is a schematic diagram of a ball bearing according to an embodiment of the present invention.

[0029] Figure 5 This is a cross-sectional view of the ball bearing of one embodiment of the present invention.

[0030] Figure 6 This is a cross-sectional view of a crankshaft according to another embodiment of the present invention.

[0031] Figure 7 This is a schematic diagram of a ball bearing according to another embodiment of the present invention.

[0032] Figure 8 This is a cross-sectional view of a secondary bearing according to an embodiment of the present invention.

[0033] Figure 9 This is a cross-sectional view of a secondary bearing according to an embodiment of the present invention.

[0034] Figure 10 This is a cross-sectional view of a secondary bearing according to an embodiment of the present invention.

[0035] Figure 11 This is a cross-sectional view of a secondary bearing according to an embodiment of the present invention.

[0036] Figure 12 This is a cross-sectional view of a partial structure of a compressor according to an embodiment of the present invention.

[0037] Figure label:

[0038] Compressor 100, crankshaft 10, crankshaft 10 axis 10A, main shaft section 11, auxiliary shaft section 12, center hole 1201, first thrust surface 1202, shaft part 121, ball 122, cylindrical part 1221, spherical part 1222, eccentric part 13, auxiliary bearing 20, mating hole 201, second thrust surface 202, bearing body 21, thrust seat 22, washer 23, muffler 24, main bearing 30. Detailed Implementation

[0039] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0040] Combination Figures 1 to 11 The crankshaft assembly according to an embodiment of the present invention includes a crankshaft 10 and a secondary bearing 20.

[0041] Specifically, the crankshaft 10 has a secondary shaft section 12, the end face of which is provided with a first thrust surface 1202; the secondary bearing 20 has a mating hole 201 and a second thrust surface 202, the secondary shaft section 12 passes through the mating hole 201, and the first thrust surface 1202 and the second thrust surface 202 abut against each other, wherein, Figure 1The crankshaft 10 and the auxiliary bearing 20 are separated to facilitate the display of the first thrust surface 1202 and the second thrust surface 202. The crankshaft assembly can achieve thrust resistance by using the first thrust surface 1202 provided on the end face of the auxiliary shaft section 12 to cooperate with the second thrust surface 202 of the auxiliary bearing 20. That is, the crankshaft 10 is used for end thrust resistance, which eliminates the need to set a thrust resistance structure on the end face of the eccentric part 13, or the thrust resistance area of ​​the thrust resistance structure set on the end face of the eccentric part 13 can be designed to be very small. Furthermore, the thrust area is not affected by whether the auxiliary bearing 20 has an annular groove, so the thrust surface can be further reduced. This can eliminate or reduce the influence of the thrust surface structure of the crankshaft 10 on the size of the weight reduction balance hole, thereby allowing the weight reduction balance hole provided on the eccentric part 13 of the crankshaft 10 to be correspondingly larger. This maximizes the reduction of the eccentric mass of the crankshaft 10 while keeping the eccentricity of the crankshaft 10 constant, which helps to reduce the weight of the balance block in the compressor 100. This reduces the vibration and noise of the compressor 100 during operation, lowers the material cost of the balance block, improves the energy efficiency of the compressor 100, reduces the wear between the crankshaft 10 and the bearing, and achieves low cost, high energy efficiency and high reliability of the compressor 100.

[0042] Furthermore, the first thrust surface 1202 is at least partially arc-shaped, which may include, but is not limited to: the entire surface of the first thrust surface 1202 being arc-shaped; a portion of the first thrust surface 1202 being arc-shaped, and another portion being non-arc-shaped, etc. During the relative movement of the first thrust surface 1202 and the second thrust surface 202, the arc-shaped surface can be used to facilitate easier alignment of the secondary shaft section 12 and reduce the influence of the eccentric inertial force of the crankshaft 10, thereby improving the stability of the relative movement between the crankshaft 10 and the secondary bearing 20.

[0043] According to the embodiment of the present invention, the crankshaft assembly can improve the stopping effect of the first thrust surface 1202 and the second thrust surface 202, realize the stable support of the secondary bearing 20 on the secondary shaft section 12, so as to improve the stability of the crankshaft 10 during rotation, reduce the influence of the eccentric inertial force of the crankshaft 10, and improve the stability of the compressor 100 during operation. In addition, the arc-shaped structure of the first thrust surface 1202 can improve the lubrication effect between the first thrust surface 1202 and the second thrust surface 202, and reduce frictional power consumption.

[0044] To achieve mutual thrust stability between the first thrust surface 1202 and the second thrust surface 202, the first thrust surface 1202 can be configured as an arc-shaped surface with a central outward convexity, i.e., the arc-shaped surface protrudes in the middle along the axis 10A of the secondary shaft segment 12 in a direction away from the mating hole 201; alternatively, the first thrust surface 1202 can be configured as an arc-shaped surface with a central concave indentation, i.e., the arc-shaped surface protrudes in the middle along the axis 10A of the secondary shaft segment 12 in a direction towards the interior of the mating hole 201. Furthermore, the first thrust surface 1202 can also be configured as a flat surface or a wavy surface, etc., and the second thrust surface 202 can be configured as a surface adapted to the first thrust surface 1202.

[0045] like Figure 1 , Figure 2 as well as Figure 6 In some embodiments, the first thrust surface 1202 is configured as an arc-shaped surface with a central convexity. This thrust engagement between the first thrust surface 1202 and the second thrust surface 202 further improves the stability of the connection between the crankshaft 10 and the auxiliary bearing 20. Alternatively, the second thrust surface 202 can be configured as an arc shape adapted to the first thrust surface 1202. The curvature of the second thrust surface 202 can be different from or the same as that of the first thrust surface 1202. For example, if the first thrust surface 1202 is an arc-shaped surface with a central convexity, the second thrust surface 202 can also be configured as an arc-shaped surface with a central convexity. Of course, the second thrust surface 202 can also be a plane.

[0046] Optionally, in some embodiments, the first thrust surface 1202 is a surface of revolution with the axis 10A of the crankshaft 10 as its central axis, and at least a portion of the generatrix of the surface of revolution forms an angle of less than 90° with the axis 10A. The first thrust surface 1202 cooperates with the second thrust surface 202. During the rotation of the secondary shaft section 12 relative to the secondary bearing 20, the surface of revolution facilitates the alignment of the crankshaft 10 and improves the stability of the cooperation between the first thrust surface 1202 and the second thrust surface 202. The generatrix of the surface of revolution can be a straight line segment, an arc segment, or a combination of straight and arc segments, etc.

[0047] The crankshaft 10 in this invention may include various structural forms, including but not limited to the following embodiments.

[0048] Implementation Method 1

[0049] like Figures 2 to 5 In some embodiments, the secondary shaft section 12 includes a shaft portion 121 and balls 122, with the balls 122 connected to the end of the shaft portion 121, and a first thrust surface 1202 disposed on the balls 122. This simplifies the manufacturing process of the crankshaft 10, improves the production efficiency of the secondary shaft section 12, and also reduces the processing cost of the crankshaft 10.

[0050] Combination Figures 3 to 5The ball bearing 122 includes a cylindrical portion 1221 and a spherical portion 1222. The shaft portion 121 may have a central hole 1201, through which the cylindrical portion 1221 passes. The spherical portion 1222 connects to the cylindrical portion 1221 and is located on the outer side of the end face of the shaft portion 121. A first thrust surface 1202 is located on the side of the spherical portion 1222 facing away from the shaft portion 121. The engagement between the cylindrical portion 1221 and the central hole 1201 enables a stable connection between the ball bearing 122 and the shaft portion 121, improving the connection efficiency and stability of the ball bearing 122 and the shaft portion 121.

[0051] like Figure 5 The dimension h of the cylindrical portion 1221 along the length of the shaft portion 121 satisfies the following condition: 1mm ≤ h ≤ R1. This allows the cylindrical portion 1221 and the shaft portion 121 to have an appropriate engagement length, thereby improving the strength and stability of the connection structure between them, preventing the balls 122 from falling off the shaft portion 121 during use, and facilitating a stable fit between the crankshaft 10 and the auxiliary shaft section 12. Furthermore, it avoids the assembly efficiency between the shaft portion 121 and the balls 122 being affected by an excessively large cylindrical portion 1221, and reduces the material consumption and processing costs of the crankshaft assembly. The dimension h of the cylindrical portion 1221 along the length of the shaft portion 121 can be 1 mm, 2 mm, etc., or it can be 0.1×R1, 0.25×R1, 0.35×R1, 0.5×R1, 0.7×R1, 0.8×R1, or R1, etc.

[0052] like Figure 3 In some embodiments, the radius R2 of the central hole 1201, the outer circumferential diameter D2 of the shaft portion 121, and the outer circumferential diameter D1 of the spherical surface portion 1222 satisfy the following condition: 2*R2<D1≤D2. Furthermore, in the projection along the axis 10A of the shaft portion 121, the outer circumferential surface of the spherical surface portion 1222 does not protrude beyond the outer circumference of the shaft portion 121 and is located outside the central hole 1201. The spherical part 1222 protrudes from the central hole 1201. After the shaft 121 and the ball 122 are assembled, the cylindrical part 1221 is located in the central hole 1201, and the spherical part 1222 is positioned on the outer side of the end face of the shaft 121. This facilitates stable thrusting between the spherical part 1222 and the second thrust part. In addition, the spherical part 1222 can also abut against the end face of the shaft 121, which facilitates stable and rapid connection between the ball 122 and the shaft 121, avoiding the problem that the ball 122 is easy to fall off or enter the central hole 1201.

[0053] Optionally, in some examples, the cylindrical portion 1221 is clearance-fitted with the central hole 1201. Alternatively, the cylindrical portion 1221 can also be configured to have an interference fit or a helical fit with the central hole 1201, which facilitates a stable connection between the cylindrical portion 1221 and the shaft portion 121, improving the stable connection between the shaft portion 121 and the ball bearing 122. In other embodiments, the cylindrical portion 1221 is helically fitted with the central hole 1201, and the helical direction of the cylindrical portion 1221 during installation is opposite to the rotational direction of the crankshaft 10 during operation. The helical fit enables a stable connection between the cylindrical portion 1221 and the shaft portion 121, improving assembly efficiency and post-assembly stability. Furthermore, by restricting the helical direction, the ball bearing 122 can be prevented from falling off during crankshaft 10 rotation, making the connection between the ball bearing 122 and the shaft portion 121 more stable.

[0054] like Figure 3 In some embodiments, the cross-section of the arc-shaped surface passing through the axis 10A of the secondary shaft segment 12 is a circular arc. The angle θ between the line connecting the outermost point of the first thrust surface 1202 and the center of the circular arc and the axis 10A of the secondary shaft segment 12 satisfies: 0° < θ < 180°. For example, the angle θ can be set to 1°, 30°, 45°, 50°, 58°, 60°, 90°, 120°, or 175°, etc. This optimizes the structure of the first thrust surface 1202, facilitates stable thrusting by the first thrust surface 1202 and the second thrust surface 202, and improves the stability of the mating structure between the crankshaft 10 and the secondary bearing 20.

[0055] In some embodiments, the cross-section of the arc-shaped surface passing through the axis 10A of the secondary shaft segment 12 is a circular arc. The angle θ between the line connecting the outermost point of the first thrust surface 1202 and the center of the circular arc and the axis 10A of the secondary shaft segment 12 satisfies: arcsin(R2 / R1) < θ < 90°, where R1 is the radius of the circular arc and R2 is the radius of the central hole 1201 inside the secondary shaft segment 12. This can further improve the fit stability between the first thrust surface 1202 and the second thrust surface 202. It facilitates the stable thrust of the secondary bearing 20 on the secondary shaft segment 12 and facilitates the stable rotation of the crankshaft 10 relative to the secondary bearing 20.

[0056] Implementation Method 2

[0057] like Figure 6 and Figure 7In some embodiments, the secondary shaft section 12 includes a shaft portion 121 and a ball bearing 122. The shaft portion 121 has a central hole 1201, and the ball bearing 122 is a sphere mounted at the end of the shaft portion 121. The spherical surface of the ball bearing 122 is configured as a first thrust surface 1202. When the secondary shaft section 12 mates with the secondary bearing 20, the shaft portion 121 passes through the mating hole 201, and the ball bearing 122 is located at the end of the shaft portion 121. The ball bearing 122 is positioned between the shaft portion 121 and the secondary bearing 20 along the axis 10A of the shaft portion 121, wherein the ball bearing 122 can slidably engage with the end of the secondary shaft section 12; or, the ball bearing 122 can slidably engage with the second thrust surface 202. Alternatively, the ball bearing 122 can be fixedly connected to the end of the secondary shaft section 12.

[0058] like Figure 6 and Figure 7 The diameter D3 of the ball bearing 122 satisfies: 2*R2<D3<D2, where R2 is the radius of the central hole 1201 and D2 is the diameter of the outer circumferential surface of the shaft portion 121. After the shaft portion 121 and the ball bearing 122 are assembled, the ball bearing 122 is positioned at the end of the central hole 1201, with a portion of the ball bearing 122 located outside the end face of the shaft portion 121. This facilitates stable thrusting between the ball bearing 122 and the second thrust stop. In addition, the ball bearing 122 can also abut against the end face of the shaft portion 121, enabling a stable and rapid connection between the ball bearing 122 and the shaft portion 121, thus preventing the ball bearing 122 from easily falling off or entering the central hole 1201.

[0059] like Figure 6 Optionally, the portion of the center hole 1201 that connects with the end face of the shaft 121 is configured as a concave arc surface. This concave arc surface is a rotating surface formed by rotating about the axis 10A of the shaft 121. At least a portion of the generatrix of this rotating surface forms an angle β less than 90° with the axis 10A of the shaft 121. The concave arc surface mates with the ball bearing 122. This improves the stability of the fit between the ball bearing 122 and the shaft 121, facilitating the alignment of the shaft 121. The first thrust surface 1202 mates with the second thrust surface 202. During the rotation of the secondary shaft section 12 relative to the secondary bearing 20, the rotating surface facilitates the alignment of the crankshaft 10 and improves the stability of the fit between the first thrust surface 1202 and the second thrust surface 202. The generatrix of the rotating surface can be a straight line segment, an arc segment, or a combination of straight and arc segments.

[0060] Implementation Method 3

[0061] The crankshaft 10 and the first thrust surface 1202 are integrally machined. Integrating the first thrust surface 1202 into the crankshaft 10 can simplify the production and processing efficiency and stability of the crankshaft 10. In addition, it can also simplify the structure of the crankshaft 10. When the first thrust surface 1202 and the second thrust surface 202 are engaged, it can facilitate the alignment of the crankshaft 10.

[0062] like Figures 8 to 11 In some embodiments, the secondary bearing 20 includes a bearing body 21 and a thrust seat 22. A mating hole 201 is provided in the bearing body 21, the thrust seat 22 is connected to the bearing body 21, and a second thrust surface 202 is provided in the thrust seat 22 and is opposite to the mating hole 201.

[0063] The assembly method of the thrust seat 22 and the bearing body 21 may include, but is not limited to, the following embodiments.

[0064] Implementation Method 1

[0065] like Figures 8 to 10 The auxiliary bearing 20 includes a bearing body 21 and a thrust seat 22. The bearing body 21 has a first central hole 1201 and a second central hole 1201. The first central hole 1201 is used to pass through and support the auxiliary shaft section 12 of the crankshaft 10 of the compressor 100. The first central hole 1201 and the second central hole 1201 are distributed along the axis 10A of the auxiliary bearing 20. The thrust seat 22 is connected to the bearing body 21. The thrust seat 22 has a positioning part provided in the second central hole 1201. The thrust seat 22 is used to abut against the end face of the auxiliary shaft section 12.

[0066] The thrust seat 22 can be connected to the bearing body 21 by means of threaded fit, interference fit or snap-fit ​​connection. A positioning element can be set on the peripheral wall of the second center hole 1201 to position the thrust part. A washer 23 or a silencer 24 can also be set to position the thrust seat 22.

[0067] Implementation Method 2

[0068] like Figure 11 The auxiliary bearing 20 includes a bearing body 21 and a thrust seat 22. The bearing body 21 has a central hole 1201 for passing through and supporting the auxiliary shaft section 12. The side wall of the bearing body 21 is provided with a positioning structure, which is located outside the central hole 1201. The thrust seat 22 includes a thrust portion and a positioning portion connecting the thrust portion. The thrust portion has a second thrust surface 202 corresponding to the central hole 1201 to abut against the end face of the auxiliary shaft section 12. The positioning portion and the positioning structure cooperate to connect the thrust seat 22 to the bearing body 21.

[0069] A positioning structure is located on the outer peripheral surface of the bearing body 21, and a positioning part is located on the outer side wall of the bearing body 21 and connected to the positioning structure. The positioning structure includes a groove, and the positioning part includes a main body and a hook. The main body is located on the outer side wall of the bearing body 21, and the hook protrudes from the inner side of the main body and engages with the groove. The positioning part can be fitted onto the outer peripheral wall of the bearing body 21.

[0070] Implementation Method 3

[0071] The auxiliary bearing 20 includes a bearing body 21 and a thrust seat 22, with the bearing body 21 and the thrust seat 22 being an integral structure.

[0072] In some embodiments, the hardness HR of the first thrust surface 1202 and / or the second thrust surface 202 satisfies: HR > 20HRC. This enables a stable fit between the first thrust surface 1202 and the second thrust surface 202, and reduces wear on the first thrust surface 1202 and the second thrust surface 202 during the rotation of the crankshaft 10 relative to the auxiliary bearing 20, thereby extending the service life of the crankshaft assembly.

[0073] The crankshaft assembly described above can both ensure the rigidity of the crankshaft 10 and maximize the size of the weight-reducing balance hole. Of course, the values ​​mentioned above are not limited to the specific ranges described, and can be reasonably designed and adjusted according to parameters such as the size of the compressor 100. In addition, the compressor 100 can have a counterweight balance hole, which can be located on the end face of the eccentric portion 13 of the crankshaft 10. The cross-section of the weight-reducing balance hole is formed by one or more non-connected circles with the same or different radii. While ensuring the rigidity of the eccentric portion 13 of the crankshaft 10, the weight-reducing balance hole can be composed of one or more circular holes with equal or different diameters. Preferably, the weight-reducing balance hole is composed of multiple circular holes with different diameters to disrupt the structural symmetry of the eccentric portion 13, thereby better reducing the eccentric inertial force and improving the structural rigidity of the eccentric portion 13.

[0074] Preferably, the weight-reducing balancing hole is located on the end face of the eccentric portion 13. The cross-section of the weight-reducing balancing hole is crescent-shaped, with the center of the first arc of the crescent shape coinciding with the axis of the eccentric portion 13, and the center of the second arc of the crescent shape coinciding with the central axis 10A of the main shaft segment 11. While ensuring the rigidity of the eccentric portion 13 of the crankshaft 10, the size of the weight-reducing balancing hole can be further increased, thereby further reducing the eccentric mass of the crankshaft 10, thus better reducing the eccentric inertial force, and further facilitating the reduction of the weight of the balance block in the compressor 100.

[0075] The radius of the crescent-shaped second arc is equal to the radius of the secondary shaft segment 12, so as to maximize the increase in the size of the weight reduction balance hole, thereby maximizing the reduction of the eccentric mass of the crankshaft 10.

[0076] Preferably, the eccentric portion 13 has a second end face facing the main shaft section 11, and the weight reduction balancing hole is a through hole penetrating the first end face and the second end face. Designing the weight reduction balancing hole as a through hole penetrating the eccentric portion 13 along the axial direction can better reduce the eccentric mass of the crankshaft 10 along the entire axial direction, thereby better reducing the eccentric inertial force.

[0077] like Figure 12The compressor 100 according to an embodiment of the present invention includes the aforementioned crankshaft assembly. Additionally, the compressor 100 may further include a motor, a cylinder, a piston, a main bearing 30, etc., and the crankshaft 10 may further include a main shaft section 11, an eccentric portion 13, etc., wherein the main shaft section 11 of the crankshaft 10 rotatably passes through the main bearing 30, and the auxiliary shaft section 12 rotatably passes through the auxiliary bearing 20, with a first thrust surface 1202 on the end face of the auxiliary shaft section 12 engaging with a second thrust surface 202 of the auxiliary bearing 20. The cylinder is disposed between the main bearing 30 and the auxiliary bearing 20, and the piston is connected to the eccentric portion 13 and disposed within the cylinder. The motor is connected to the main shaft section 11 and can drive the crankshaft 10 to rotate.

[0078] The compressor 100 of this utility model, by setting the aforementioned crankshaft assembly, can improve the stopping effect of the first thrust surface 1202 and the second thrust surface 202, realize the stable support of the auxiliary bearing 20 on the auxiliary shaft section 12, so as to improve the stability of the crankshaft 10 during rotation, reduce the influence of the eccentric inertial force of the crankshaft 10, and improve the stability of the compressor 100 during operation.

[0079] The thermal management system according to an embodiment of the present invention includes the aforementioned compressor 100. The thermal management system may further include a condenser, an evaporator, and a throttling valve, wherein the exhaust chamber of the compressor 100, the condenser, the throttling valve, the evaporator, and the suction chamber of the compressor 100 are connected to form a refrigerant circuit to facilitate temperature regulation using refrigerant phase change.

[0080] In addition, the evaporator may have a first flow channel through which a heat exchange medium can be introduced, so as to use the evaporator to cool the heat exchange medium in the first flow channel; the condenser may have a second flow channel through which a heat exchange medium can be introduced, so as to use the condenser to heat the heat exchange medium in the second flow channel.

[0081] In addition, this utility model also provides a vehicle that may include the aforementioned thermal management system. The thermal management system may have connections with battery heat exchange paths, electronic control heat exchange paths, heat exchanger paths, and air conditioning paths within the vehicle, facilitating heat exchange between the thermal management system and the vehicle using heat exchange media.

[0082] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0083] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0084] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0085] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0086] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0087] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A crankshaft assembly, characterized in that, include: A crankshaft (10) having a secondary shaft section (12) having a first thrust surface (1202) on its end face; A secondary bearing (20) has a mating hole (201) and a second thrust surface (202). The secondary shaft section (12) passes through the mating hole (201), and the first thrust surface (1202) and the second thrust surface (202) abut against each other. The first thrust surface (1202) is at least partially arc-shaped.

2. The crankshaft assembly according to claim 1, characterized in that, The first thrust surface (1202) is set as an arc-shaped surface with a central outward convexity.

3. The crankshaft assembly according to claim 1 or 2, characterized in that, The first thrust surface (1202) is configured as a rotational surface with the axis of the crankshaft (10) as the central axis, and at least a portion of the generatrix of the rotational surface forms an angle of less than 90° with the axis.

4. The crankshaft assembly according to claim 1, characterized in that, The secondary shaft section (12) includes a shaft portion (121) and a ball bearing (122), the ball bearing (122) being connected to the end of the shaft portion (121), and the first thrust surface (1202) being disposed on the ball bearing (122).

5. The crankshaft assembly according to claim 4, characterized in that, The ball bearing (122) includes a cylindrical portion (1221) and a spherical portion (1222). The shaft portion (121) has a central hole (1201). The cylindrical portion (1221) passes through the central hole (1201). The spherical portion (1222) is connected to the cylindrical portion (1221) and is located on the outer side of the end face of the shaft portion (121). The first thrust surface (1202) is located on the side of the spherical portion (1222) facing away from the shaft portion (121).

6. The crankshaft assembly according to claim 5, characterized in that, The dimension h of the cylindrical part (1221) along the length direction of the shaft part (121) and the radius R1 of the arc surface satisfy: 1mm≤h≤R1; And / or, the radius dimension R2 of the central hole (1201), the outer peripheral diameter dimension D2 of the shaft portion (121) and the outer peripheral diameter dimension D1 of the spherical portion (1222) satisfy: 2*R2<D1≤D2.

7. The crankshaft assembly according to claim 5, characterized in that, The cylindrical part (1221) is fitted with the center hole (1201) with a clearance fit, an interference fit, or a helical fit; or, the cylindrical part (1221) is helically fitted with the center hole (1201), and the helical direction of the cylindrical part (1221) during installation is opposite to the rotation direction of the crankshaft (10) during operation.

8. The crankshaft assembly according to any one of claims 1, 2, and 4-7, characterized in that, The arc surface has a cross section through the axis of the secondary shaft segment (12) as a circular arc. The angle θ between the line connecting the outermost point of the first thrust surface (1202) and the center of the circular arc and the axis of the secondary shaft segment (12) satisfies: 0° < θ < 180°. Alternatively, the cross section of the arc surface passing through the axis of the secondary shaft segment (12) is a circular arc, and the angle θ between the line connecting the outermost point of the first thrust surface (1202) and the center of the circular arc and the axis of the secondary shaft segment (12) satisfies: arcsin(R2 / R1)<θ<90°, where R1 is the radius of the circular arc and R2 is the radius of the central hole (1201) inside the secondary shaft segment (12).

9. The crankshaft assembly according to claim 1, characterized in that, The secondary shaft section (12) includes a shaft portion (121) and a ball bearing (122). The shaft portion (121) has a central hole (1201). The ball bearing (122) is a sphere and is mounted on the end of the shaft portion (121). The spherical surface of the ball bearing (122) is configured as the first thrust surface (1202).

10. The crankshaft assembly according to claim 9, characterized in that, The diameter D3 of the ball (122) satisfies: 2*R2<D3<D2, where R2 is the radius of the central hole (1201) and D2 is the diameter of the outer circumferential surface of the shaft (121).

11. The crankshaft assembly according to claim 9, characterized in that, The portion of the central hole (1201) that connects with the end face of the shaft (121) is a concave arc surface. The concave arc surface is configured as a rotating surface formed by rotating about the axis of the shaft (121) as the central axis. At least a portion of the generatrix of the rotating surface has an angle β less than 90° with the axis of the shaft (121). The concave arc surface mates with the ball (122).

12. The crankshaft assembly according to claim 1, characterized in that, The crankshaft (10) and the first thrust surface (1202) are integrally machined.

13. The crankshaft assembly according to claim 1, characterized in that, The secondary bearing (20) includes a bearing body (21) and a thrust seat (22). The mating hole (201) is provided in the bearing body (21). The thrust seat (22) is connected to the bearing body (21). The second thrust surface (202) is provided in the thrust seat (22) and is opposite to the mating hole (201).

14. The crankshaft assembly according to claim 1, characterized in that, The hardness HR of the first thrust surface (1202) and / or the second thrust surface (202) satisfies: HR > 20HRC.

15. A compressor (100), characterized in that, Includes the crankshaft assembly according to any one of claims 1-14.

16. A thermal management system, characterized in that, Includes the compressor (100) as described in claim 15.

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