Motor shaft disc and impact-resistant cross-flow impeller
By optimizing the transmission path through an axial stepped impeller body and a continuous curved surface design, and combining it with injection molding coating technology, the problem of stress cracking in traditional shaft-disc structures during vertical drop tests has been solved, achieving a lightweight and highly reliable cross-flow impeller design.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- DONG GUAN SHI LANG DI GE LIN TE DIAN QI YOU XIAN GONG SI
- Filing Date
- 2025-08-05
- Publication Date
- 2026-06-02
AI Technical Summary
Traditional cross-flow impeller shaft disk structures are prone to stress cracks in vertical drop tests. Existing improvement solutions increase weight or affect aerodynamic performance, and cannot meet the reliability requirements of high drop standards.
It adopts an axial stepped wheel main structure, combined with continuous curved surface design and uneven thickness transition zone. The mechanical transmission path is optimized through one-piece molding process, and the bushing assembly is formed by injection molding to enhance shock absorption performance and dynamic balance.
It effectively disperses impact stress, avoids stress cracks, maintains a lightweight structure, improves impact resistance and dynamic balance stability, and meets the reliability requirements of high drop standards.
Smart Images
Figure CN224315229U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of air conditioner fan transmission components, and in particular to a motor shaft disc and an impact-resistant cross-flow impeller. Background Technology
[0002] With the ever-increasing performance requirements of household air conditioners, the reliability of their core transmission components faces severe challenges. As a key component of the air conditioner fan, the cross-flow impeller's structural strength directly affects the overall lifespan of the unit. The industry commonly uses vertical drop tests to verify product reliability, but the traditional shaft disc structure reveals significant defects in these tests: when the one-piece molded flat disc is impacted, the impact force is directly transmitted radially to the bushing mounting area, leading to frequent stress cracks in this area. This structural defect has resulted in a consistently low pass rate in the 0.8-meter drop test, severely hindering the quality improvement of high-end air conditioner products.
[0003] Existing improvement solutions mainly suffer from two technical bottlenecks: First, while simply increasing material thickness can improve rigidity, it leads to a significant increase in impeller weight, increasing motor energy consumption and causing operational resonance problems. Second, although the split bushing structure achieves shock absorption through rubber pads, it is prone to assembly misalignment at high speeds, resulting in deteriorated dynamic balance performance and abnormal noise. More critically, the traditional impeller structure lacks an effective impact energy conversion mechanism, and its planar design prevents the effective dispersion of impact forces.
[0004] Attempts to improve the wheel's transition zone have also yielded limited results. The existing single-circular-arc transition design cannot accommodate the thickness differences between the inner and outer edges, creating new stress concentration points in the bending area. Test data shows that this type of structure is highly susceptible to fracture failure in the transition zone under high-energy impacts. Especially with the air conditioning industry gradually raising its drop test standard to 1.2 meters, the existing wheel structure is struggling to meet increasingly stringent reliability requirements. Optimizing the mechanical transmission path of the wheel structure without increasing weight or affecting aerodynamic performance has become a key technological bottleneck restricting the industry's development. Summary of the Invention
[0005] To address the aforementioned problems, the present invention aims to provide a motor shaft disc and an impact-resistant cross-flow impeller, which have the advantages of improving impact resistance, preventing stress cracks, maintaining lightweight structure, and ensuring operational stability.
[0006] To achieve the above objectives, the present invention adopts the following technical solution:
[0007] This application provides a motor shaft disk, the technical solution of which is as follows: A motor shaft disk, characterized in that it includes: - a disk body, which is integrally formed by an inner edge, a bent part and an outer edge arranged coaxially to form an axial stepped annular disk body, wherein: - the inner edge and the outer edge are parallel annular plates, and the inner edge protrudes axially relative to the outer edge; - the bent part connects the outer periphery of the inner edge and the inner periphery of the outer edge through a continuous curved surface; - a bushing assembly, which is coaxially assembled in the central hole of the inner edge; - a plurality of blades, which are evenly arranged circumferentially on the first end face of the outer edge.
[0008] Furthermore, this application also proposes that a first transition arc angle is formed at the connection between the bent portion and the inner edge portion, and a second transition arc angle is formed at the connection between the bent portion and the outer edge portion.
[0009] Furthermore, this application also proposes that the outer periphery thickness T1 of the inner edge is less than the inner periphery thickness T2 of the outer edge, so that the radian of the second transition arc angle is greater than the radian of the first transition arc angle.
[0010] Furthermore, this application also proposes that the first transition arc angle includes an inner first arc surface and an outer first arc surface; and the second transition arc angle includes an inner second arc surface and an outer second arc surface.
[0011] Furthermore, this application also proposes that the bushing assembly includes: - a bushing, coaxially disposed at the center; - an annular connecting piece, coaxially disposed on the outside of the bushing; - shock-absorbing rubber, which fixes the bushing and the connecting piece together by injection molding; wherein the outer edge of the connecting piece covers the inner periphery of the inner edge portion.
[0012] Furthermore, this application also proposes that the inner periphery of the inner edge protrudes to both sides axially to form bosses, and the outer edge of the connecting piece is injection molded into the annular groove formed between the two bosses.
[0013] Furthermore, this application also proposes an impact-resistant cross-flow impeller, comprising a motor shaft disk, a steel shaft disk, and a plurality of intermediate impellers disposed between the motor shaft disk and the steel shaft disk; characterized in that: the motor shaft disk is the motor shaft disk described above.
[0014] As can be seen from the above, the motor shaft disc and impact-resistant cross-flow impeller provided in this application effectively disperse the impact stress transmission path through the axial stepped disc main structure combined with the continuous curved bending part. Combined with the design of the uneven thickness transition zone to optimize the mechanical distribution, it significantly improves the impact resistance performance while maintaining a lightweight structure, avoids stress cracks in the shaft sleeve installation area, and solves the technical problem of low pass rate in drop tests of traditional planar disc structures. Attached Figure Description
[0015] Figure 1 A three-dimensional schematic diagram of a motor shaft disc provided in this application Figure 1.
[0016] Figure 2 A three-dimensional schematic diagram of a motor shaft disc provided in this application Figure 2 .
[0017] Figure 3 This is a cross-sectional schematic diagram of a motor shaft disc provided in this application.
[0018] Figure 4 for Figure 3 Enlarged view of part A.
[0019] Figure 5 This is a schematic diagram of the structure of an impact-resistant cross-flow impeller. Detailed Implementation
[0020] 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.
[0021] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.
[0022] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.
[0023] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0024] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0025] In existing technologies, the motor shaft disc of a cross-flow impeller has long faced the challenge of stress cracking in the bushing mounting area under vertical impact. Traditional integrated shaft discs employ a planar disc structure, where impact force is directly transmitted radially to the bushing area. While split bushings can reduce vibration, they lead to deterioration of dynamic balance. The industry has attempted to improve the structure by increasing thickness or using a single circular arc transition, but the former increases weight and affects energy consumption, while the latter creates new stress concentration points due to the difference in thickness between the inner and outer edges, failing to meet the reliability requirements of high drop standards.
[0026] To address these issues, the impact force transmission path was first analyzed, revealing that the radial transmission path of the planar disc was the root cause of stress concentration. Subsequently, structural deformation was considered to alter the impact force direction, transforming the vertical impact into multi-directional components. The feasibility of a stepped structure was then investigated, utilizing axial protrusions on the inner edge to create a buffer distance and continuous curved surfaces in the bending section to disperse stress. Finally, a one-piece molding process was employed to eliminate assembly gaps and ensure dynamic balance stability. Example 1
[0027] like Figure 1-4As shown, this application designs a motor shaft disk, which includes a disk body 10, a bushing assembly 20, and multiple blades 30. The disk body 10 is integrally formed by an inner edge 11, a bent part 12, and an outer edge 13 arranged coaxially to form an axially stepped annular disk. The inner edge 11 and the outer edge 13 are parallel annular plates, with the inner edge 11 axially protruding. The bent part 12 connects the outer periphery of the inner edge 11 and the inner periphery of the outer edge 13 through a continuous curved surface. The bushing assembly 20 is coaxially assembled in the center hole of the inner edge 11, and multiple blades 30 are evenly arranged circumferentially on the first end face 131 of the outer edge 13. The disk body 10 is the core component that bears structural stress, and can be realized by aluminum alloy die casting or integral injection molding. The integral forming of the inner edge 11, the bent part 12, and the outer edge 13 eliminates the assembly gap. The axial protrusion of the inner edge 11 means that the annular plate extends along the axial direction relative to the outer edge 13. This can be achieved through stepped mold forming, creating a buffer distance for impact force. Continuous curved surface connection means that the bending part 12 uses a smooth transition surface without abrupt changes. This can be achieved through a variable curvature surface design, causing the impact force to generate an axial component. Coaxial assembly of the bushing assembly 20 means that the shock-absorbing component and the wheel disc maintain concentricity. This can be achieved through injection molding, avoiding the risk of misalignment in a split structure. Uniform circumferential arrangement means that the blades 30 are distributed at equal angular intervals. This can be achieved through positioning mold forming, maintaining rotational dynamic balance.
[0028] Specifically, the height difference created by the axial protrusion of the inner edge 11 causes the vertical impact force to generate an axial component force at the bending portion 12, and the continuous curved surface transforms the concentrated stress into distributed stress. When subjected to a vertical impact, the impact force borne by the outer edge 13 is transmitted to the inner edge 11 through the curved surface of the bending portion 12. Some of the energy is absorbed through the deformation of the curved surface, and the remaining energy is dispersed along the axial transmission path of the inner edge 11. The bushing assembly 20 is directly assembled into the center hole of the inner edge 11, avoiding the assembly errors of traditional split structures. At the same time, the axial extension of the inner edge 11 forms a buffer distance, reducing the peak impact value borne by the bushing 51.
[0029] This solution employs a one-piece molded disc body 10 and an injection-molded bushing assembly 20, ensuring structural integrity while maintaining vibration damping performance. Compared to a single-arc transition structure, the continuous curved surface of this solution adapts to the thickness differences between the inner and outer edges, avoiding sudden changes in local stress. Through the above technical solutions, this application effectively disperses the concentrated stress generated by vertical impact, preventing cracks in the bushing 51 mounting area. The stepped structure combined with the continuous curved surface alters the impact transmission path, improving structural reliability while maintaining lightweight design. The one-piece molded disc body 10 and the precisely assembled bushing assembly 20 work together to achieve both vibration damping and dynamic balance stability. The uniformly arranged blades 30 ensure that aerodynamic performance is not affected by structural modifications, resolving the contradiction between performance and reliability that is difficult to balance in traditional solutions.
[0030] In a specific implementation, a first transition arc angle 121 is formed at the connection between the bent portion 12 and the inner edge portion 11, and a second transition arc angle 122 is formed at the connection between the bent portion 12 and the outer edge portion 13. The first transition arc angle 121 refers to the curved surface transition structure of the area connecting the bent portion 12 and the inner edge portion 11, which can be implemented using a convex arc surface. This structure allows the thickness change between the inner edge portion 11 and the bent portion 12 to transition smoothly through a curved surface, avoiding abrupt stress changes. The second transition arc angle 122 refers to the curved surface transition structure of the area connecting the bent portion 12 and the outer edge portion 13, which can be implemented using a concave arc surface. This structure matches the corresponding curvature to the greater thickness of the outer edge portion 13, optimizing the force transmission path between the outer edge portion 13 and the bent portion 12.
[0031] Specifically, the first transition arc angle 121 is designed as a curved surface with a radius of curvature adapted to the thickness of the outer periphery of the inner edge 11, dispersing the axial bending stress from the inner edge 11 tangentially along the curved surface. The second transition arc angle 122 is configured with the same or different curvature, and its radius of curvature is adapted to the thickness of the inner periphery of the outer edge 13, converting the radial impact force borne by the outer edge 13 into a tangential component force distributed along the curved surface. The two arc angles form differentiated stress dispersion structures at both ends of the bending portion 12. The first transition arc angle 121 mainly alleviates the axial bending stress, while the second transition arc angle 122 mainly decomposes the radial impact force. The two arc angles work together to change the direction of impact force transmission, transferring the stress peak area from the connection point to the middle of the curved surface of the bending portion 12, thereby eliminating local stress concentration caused by thickness differences. Through the above technical solution, this application effectively eliminates the stress concentration phenomenon at the connection between the wheel bend 12 and the inner and outer edges. During the vertical drop impact, the impact energy is decomposed into tangential components distributed along the curved surface by the two transition arc angles, which significantly reduces the stress peak in the bushing 51 mounting area, improves the overall impact resistance of the wheel, and avoids the problem of increased weight due to structural thickening.
[0032] In a specific implementation, the outer periphery thickness T1 of the inner edge portion 11 is less than the inner periphery thickness T2 of the outer edge portion 13, making the arc of the second transition arc angle 122 greater than the arc of the first transition arc angle 121. The outer periphery thickness T1 of the inner edge portion 11 refers to the material thickness of the annular plate edge region near the central axis in the wheel body 10. This thickness can be achieved by controlling the mold clearance of the outer periphery of the inner edge portion 11 during the casting process. Reducing this thickness helps to decrease the abrupt change in rigidity at the connection between the inner edge portion 11 and the bending portion 12. The inner periphery thickness T2 of the outer edge portion 13 refers to the material thickness of the annular plate edge region away from the central axis in the wheel body 10. This thickness can be achieved by increasing the injection pressure of the inner periphery of the outer edge portion 13. Increasing this thickness enhances the deformation resistance at the connection between the outer edge portion 13 and the bending portion 12. The increase in the curvature of the second transition arc angle 122 refers to the increase in the curvature of the surface connecting the outer edge 13 and the bending part 12. Specifically, this can be achieved by increasing the radius of curvature of this area. This design can extend the transmission path of the impact force.
[0033] In the specific design, the first transition arc angle 121 includes an inner arc surface 121a on the inside and an outer arc surface 121b on the outside, and the second transition arc angle 122 includes a second arc surface 122a on the inside and a second arc surface 122b on the outside.
[0034] The first inner arc surface 121a refers to the inner curved surface at the connection between the bent portion 12 and the inner edge portion 11, and the first outer arc surface 121b refers to the outer curved surface at the connection between the bent portion 12 and the inner edge portion 11, used to disperse the impact force transmitted from the inner edge portion 11 to the bent portion 12. The second inner arc surface 122a refers to the inner curved surface at the connection between the bent portion 12 and the outer edge portion 13, and the second outer arc surface 122b refers to the outer curved surface at the connection between the bent portion 12 and the outer edge portion 13. Specifically, these can be implemented using continuous, smooth arc surfaces, used to guide the impact force borne by the outer edge portion 13 to diffuse evenly towards the bent portion 12. When the wheel is subjected to a vertical impact, the inner edge portion 11 and the outer edge portion 13 will have different stress distributions due to their thickness difference. The first inner arc surface 121a, through an arc structure with a smaller radius of curvature, fits against the thin-walled area of the inner edge portion 11, allowing the stress in this area to be transmitted to the bent portion 12 along the tangential direction of the arc surface. The first outer arc surface 121b, with its arc-shaped structure and large radius of curvature, wraps around the outer side of the inner edge 11, converting the axial impact force into a circumferential component. The second inner arc surface 122a, with its gradually changing curvature distribution, geometrically adapts to the thick-walled region of the outer edge 13, preventing abrupt stress changes at the connection point. The second outer arc surface 122b, through its continuous and smooth surface, decomposes the radial impact force borne by the outer edge 13 into axial and circumferential components along the arc surface normal. The combined design of the inner and outer arc surfaces creates complementary stress transmission paths in regions of different thicknesses, establishing a multi-directional stress dispersion mechanism at the bend 12.
[0035] like Figure 3As shown, the bushing assembly 20 includes a bushing 51 coaxially disposed at the center, an annular connecting piece 52 coaxially sleeved on the outside of the bushing 51, and a shock-absorbing rubber 53 that is injection molded to fix the bushing 51 and the connecting piece 52 together. The outer edge of the connecting piece 52 covers the inner periphery of the inner edge portion 11. The bushing 51 is a cylindrical metal part for mating with the motor shaft, which can be precision machined from aluminum alloy, and its inner diameter can form an interference fit with the motor shaft. The annular connecting piece 52 is a ring-shaped metal part that expands the connection area of the bushing 51, which can be a stamped steel ring with an outer diameter larger than that of the bushing 51 to increase the contact area. The shock-absorbing rubber 53 is a polymer material with elastic deformation capability, which can be nitrile rubber injection molded, forming a continuous elastic layer that wraps around the bushing 51 and the connecting piece 52 after curing. Injection molding overmolding is a method of injecting molten rubber into a mold containing a pre-assembled metal part to form an integrated structure. This can be achieved using a two-color injection molding machine under specific temperature and pressure conditions, resulting in a molecular-level bond between the rubber and metal. The outer edge of the connecting piece 52 covering the inner periphery refers to fixing the connecting piece 52 through mechanical interlocking. This can be achieved by setting a boss 111 on the inner periphery of the inner edge 11 to form an annular groove, allowing the edge of the connecting piece 52 to be embedded in the groove, thus creating axial constraint.
[0036] Specifically, the bushing 51, as the core component for power transmission, achieves a rigid connection with the motor shaft through an interference fit. The annular connecting piece 52 is arranged around the outer wall of the bushing 51, and its radially extending annular structure expands the connection area from a single point on the bushing 51 to an annular surface contact. The damping rubber 53 simultaneously fills the gap between the outer wall of the bushing 51 and the inner wall of the connecting piece 52 during injection molding, and forms a continuous wrapping layer after curing, eliminating assembly tolerances caused by traditional split assembly. The outer edge of the connecting piece 52 is embedded in the annular groove formed by the inner periphery of the inner edge 11, and the axial limiting effect of the groove wall prevents displacement of the connecting piece 52 during high-speed rotation. When subjected to impact loads, the damping rubber 53 absorbs energy through elastic deformation, while the connecting piece 52 disperses and transmits the impact force to the entire annular contact surface of the inner edge 11, avoiding stress concentration. Through the above technical solutions, this application prevents the bushing assembly 20 from shifting during high-speed operation, ensuring dynamic balance stability; absorbs impact energy through the elastic layer, avoiding stress cracks in the connection area between the wheel and the bushing 51; and the overall structure formed by the injection molding process improves the bonding strength between components, overcoming the reliability defects of traditional assembly methods under complex working conditions.
[0037] In a specific implementation, the inner periphery of the inner edge portion 11 protrudes axially to both sides to form bosses 111, and the outer edge of the connecting piece 52 is injection molded into the annular groove formed between the two bosses 111. The bosses 111 refer to the annular protrusions extending axially from the inner periphery of the inner edge portion 11, which can be integrally injection molded, and their axial height can be adjusted according to the thickness of the connecting piece 52. This structure forms a continuous annular groove in the circumferential direction for injection molding to cover the outer edge of the connecting piece 52. Specifically, during the assembly of the bushing assembly 20, the outer edge of the connecting piece 52 is placed into the annular groove of the inner periphery of the inner edge portion 11, and then the shock-absorbing rubber 53 material is filled into the annular groove through an injection molding process. The cured injection molding material forms a covering structure within the annular groove, completely constraining the outer edge of the connecting piece 52 between the axially positioned bosses 111. This structure allows the connecting piece 52 to be mechanically limited axially by the bosses 111 and fixed radially through the contact between the injection molding material and the groove wall. When subjected to impact loads, the force is transmitted to the two side bosses 111 through the injection molding material, and then absorbed by the inner edge 11 as a whole, avoiding stress concentration at a single connection interface. Simultaneously, the circumferential continuity of the annular groove ensures that the connecting piece 52 does not experience local displacement during rotation, maintaining dynamic balance stability. Through the above technical solutions, this application effectively prevents stress cracks from occurring at the connection between the bushing assembly 20 and the inner edge 11 due to impact loads, avoids axial displacement or radial offset of the connecting piece 52 during high-speed rotation, ensures the dynamic balance accuracy of the impeller during long-term operation, and maintains the overall structural strength and lightweight characteristics of the shaft disk assembly. Example 2
[0038] like Figure 5 As shown, this embodiment relates to an impact-resistant cross-flow impeller, including a motor shaft disk 1, a steel shaft disk 2, and a plurality of intermediate impellers 3 disposed between the motor shaft disk 1 and the steel shaft disk 2. The motor shaft disk 1 is the motor shaft disk described in Embodiment 1.
[0039] This solution alters the force direction through an axial stepped structure and utilizes continuous curved surfaces to achieve tangential diffusion of impact force while maintaining the stability of the integrally molded structure. The combination of the steel shaft disk 2 and the motor shaft disk 1 retains the rigid support requirement while absorbing energy through an elastic deformation layer, avoiding the weight problem caused by simply increasing thickness. The multi-point contact design of the impeller 3 replaces the traditional single support structure, effectively dispersing impact energy. Through the above technical solutions, this application optimizes the transmission path of impact force on the impeller body 10, decomposes the axial component of the impact force through an asymmetric support structure, avoids stress concentration through continuous curved surface transitions, and enhances overall impact resistance by combining the complementary effects of the rigid support layer and the elastic deformation layer. The distributed layout of the impeller 3 achieves multi-point absorption of impact energy, effectively preventing stress cracks and early failures during drop tests while maintaining the impeller's lightweight and aerodynamic performance.
[0040] 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.
[0041] 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 without departing from the principles and spirit of the present invention.
Claims
1. A motor shaft disc, characterized in that: include: - The main body of the wheel (10) is integrally formed by an inner edge (11), a bent part (12) and an outer edge (13) arranged coaxially to form an axial stepped annular disc, wherein: The inner edge (11) and the outer edge (13) are parallel annular plates, and the inner edge (11) protrudes axially relative to the outer edge (13); The bent portion (12) connects the outer periphery of the inner edge portion (11) and the inner periphery of the outer edge portion (13) through a continuous curved surface; The bushing assembly (20) is coaxially fitted into the center hole of the inner edge (11); Multiple blades (30) are evenly arranged circumferentially on the first end face (131) of the outer edge (13).
2. The motor shaft disc according to claim 1, characterized in that: The connection between the bent portion (12) and the inner edge portion (11) forms a first transition arc angle (121). The connection between the bent portion (12) and the outer edge portion (13) forms a second transition arc angle (122).
3. The motor shaft disc according to claim 2, characterized in that: The outer periphery thickness T1 of the inner edge portion (11) is less than the inner periphery thickness T2 of the outer edge portion (13). This makes the radian of the second transition arc angle (122) greater than the radian of the first transition arc angle (121).
4. The motor shaft disc according to claim 2 or 3, characterized in that: The first transition arc angle (121) includes an inner arc surface (121a) on the inside and an outer arc surface (121b) on the outside. The second transition arc angle (122) includes an inner arc surface (122a) on the inside and an outer arc surface (122b) on the outside.
5. The motor shaft disc according to claim 1, characterized in that: The bushing assembly (20) includes: The bushing (51) is coaxially positioned at the center; The annular connecting piece (52) is coaxially sleeved on the outside of the bushing (51); The shock-absorbing rubber (53) is used to fix the bushing (51) and the connecting piece (52) together by injection molding; The outer edge of the connecting piece (52) covers the inner periphery of the inner edge (11).
6. The motor shaft disc according to claim 5, characterized in that: The inner periphery of the inner edge (11) protrudes to both sides in the axial direction to form a boss (111). The outer edge of the connecting piece (52) is injection molded into the annular groove formed between the two bosses (111).
7. An impact-resistant cross-flow impeller, comprising a motor shaft disk (1), a steel shaft disk (2), and a plurality of intermediate impellers (3) disposed between the motor shaft disk (1) and the steel shaft disk (2). Its features are: The motor shaft disk (1) is the motor shaft disk according to any one of claims 1-6.