A crankshaft, compressor and refrigeration apparatus

Abstract

The utility model provides a kind of crankshaft, including main shaft and eccentric part, eccentric part is equipped with thrust face, thrust face is equipped with composite groove and oil lead groove, composite is set between thrust face and main shaft, one end of oil lead groove is communicated with composite groove, the other end of oil lead groove is set in the outer circumferential of thrust face.This utility model solves the stress concentration of crankshaft journal root caused by tool withdrawal groove in the prior art, which leads to the problem of reduced strength.By opening composite groove on the thrust face, it meets the tool withdrawal requirement of processing technology, and also has the oil storage function, providing lubrication for the thrust face.At the same time, by setting oil lead groove communicated with composite groove on the thrust face, it guides the lubricating oil to the eccentric part, achieving effective lubrication of the eccentric part.This design optimizes the lubrication performance under the premise of ensuring the structural strength of the crankshaft, prolongs the service life of the crankshaft and improves the reliability of the rotary power equipment.

Description

Technical Field

[0001] This utility model belongs to the field of compressor technology, and in particular relates to a crankshaft, a compressor and a refrigeration device. Background Technology

[0002] Currently, compressor crankshafts typically have annular relief grooves at the root of the journal to facilitate machining and tool retraction. However, grooves in the journal reduce the strength of the crankshaft journal, making it prone to bending and deformation when the compressor operates under electromagnetic tension during startup.

[0003] As a key component converting rotary motion into reciprocating motion, the performance and reliability of the crankshaft are crucial to the overall equipment. Current crankshaft design and manufacturing commonly face the following technical challenges: First, the contradiction between structural strength and machining processes. When turning or grinding the crankshaft's main journal, to provide necessary clearance for the cutting tool or grinding wheel, the industry practice is to machine an annular relief groove at the connection root between the main journal and adjacent structures such as thrust flanges or crank arms. However, this root area is a critical part of the crankshaft that bears significant bending stress and torsional loads during operation. The introduction of the relief groove reduces the cross-sectional dimensions and causes abrupt changes in geometry at this location, creating stress concentration points. This makes the crankshaft prone to plastic deformation or even fatigue fracture at this weak point when subjected to starting impacts, heavy loads, or high-frequency vibrations, affecting the safety and service life of the equipment. Second, insufficient lubrication of key friction pairs. During high-speed rotation, the crankshaft has multiple friction pairs requiring precise lubrication, such as the thrust surface that bears axial loads and the eccentric part, the crank pin, that transmits the main power. Existing lubrication systems, such as splash lubrication or pressure lubrication only for the main bearing, struggle to provide a continuous, stable, and sufficient oil film supply to these specific areas. Insufficient lubrication leads to increased frictional power consumption, higher operating temperatures, and accelerated wear, ultimately reducing overall machine efficiency and shortening its lifespan.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this utility model, and therefore may include information that does not constitute prior art known to those skilled in the art. Utility Model Content

[0005] In view of this, the present invention provides a crankshaft to solve the problems of insufficient structural strength and reduced reliability caused by the setting of relief grooves in the crankshaft journal in the prior art. By setting a composite groove and an oil duct groove on the thrust surface of the eccentric part, the structural strength and lubrication performance of the crankshaft are improved while meeting the crankshaft processing requirements, thereby improving the overall performance and reliability of the compressor and refrigeration equipment containing the crankshaft.

[0006] This utility model provides a crankshaft, including a main shaft and an eccentric part. The eccentric part is provided with a thrust surface. The thrust surface is provided with a composite groove and an oil priming groove, which are combined and disposed between the thrust surface and the main shaft. One end of the oil priming groove is connected to the composite groove, and the other end of the oil priming groove is disposed on the outer periphery of the thrust surface.

[0007] In some alternative embodiments, the composite groove is configured to be formed by a continuous rounded transition surface connecting the spindle and the thrust surface.

[0008] In some alternative embodiments, the crankshaft further includes at least one oil outlet and an oil passage, the oil passage connecting the oil outlet to the composite groove.

[0009] In some alternative embodiments, the oil passage is a groove formed in the eccentric portion.

[0010] In some alternative embodiments, the bottom surface of the composite tank is lower than the bottom surface of the tank at the connection point between the oil inlet tank and the composite tank.

[0011] In some optional embodiments, the bottom surface of the oil inlet tank where it connects to the composite tank is higher than the bottom surface of the other end of the oil inlet tank.

[0012] In some alternative embodiments, the composite groove is an arcuate groove extending circumferentially along the thrust surface.

[0013] In some alternative embodiments, the oil inlet groove is a groove that extends radially along the thrust surface.

[0014] This utility model embodiment provides a compressor, including the crankshaft as described above.

[0015] This utility model provides a refrigeration device, including the compressor described above.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the present invention.

[0017] The crankshaft, compressor, and refrigeration equipment of this utility model have the following beneficial effects:

[0018] This invention provides a novel crankshaft structure that integrates the tool relief function with the lubrication function by setting a composite groove and an oil guide groove on the thrust surface, effectively solving the strength reduction problem caused by the journal relief groove in traditional crankshafts. This invention replaces the relief groove on the crankshaft journal in the prior art, ensuring the structural strength of the crankshaft and improving its resistance to bending deformation and overall rigidity. The composite groove also functions as an oil reservoir, and the oil guide groove guides the lubricating oil in the composite groove to the eccentric part, achieving effective lubrication of the thrust surface and the eccentric part, reducing friction loss, improving lubrication effect, thereby increasing the working life and reliability of the crankshaft, and further improving the overall performance and service life of the compressor and refrigeration equipment containing this crankshaft. Attached Figure Description

[0019] Other features, objects, and advantages of this invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0020] Figure 1 This is a schematic diagram of the crankshaft structure according to an embodiment of the present invention;

[0021] Figure 2 This is a partially enlarged schematic diagram of a crankshaft according to an embodiment of the present invention;

[0022] Figure 3 This is a cross-sectional structural schematic diagram of a crankshaft according to an embodiment of the present invention.

[0023] Among them, 110-main spindle; 120-eccentric part; 121-thrust surface; 130-oil outlet hole; 140-oil passage; 210-composite groove; 220-oil inlet groove. Detailed Implementation

[0024] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore repeated descriptions of them will be omitted. The words “or” and “or” in the specification may mean “and” or “or”. Although the terms “upper,” “lower,” “between,” etc., may be used in this specification to describe different exemplary features and elements of this application, these terms are used herein only for convenience, such as the orientation according to the examples described in the accompanying drawings. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of the structure to fall within the scope of this application. Although “first” or “second,” etc., are used in this specification to denote certain features, they are merely indicative of function and not as a limitation on the number or importance of specific features.

[0025] As a key component in reciprocating compressors, the crankshaft's primary function is to convert rotational motion into reciprocating motion, driving the piston to perform compression. During this process, the crankshaft not only bears the periodic gas pressure from the piston but also must overcome the inertial forces of moving parts and frictional resistance. The combined effect of these forces results in complex bending and torsional stresses on the crankshaft, particularly pronounced in critical areas such as the main journal, connecting rod journal, and thrust surface. To ensure stable and reliable compressor operation, the crankshaft needs sufficient strength and rigidity to resist these complex stresses. Simultaneously, the lubrication condition of the crankshaft's various friction pairs directly affects the compressor's frictional power consumption and service life. Good lubrication effectively reduces the coefficient of friction, minimizes energy loss, and reduces wear, thereby improving the compressor's efficiency and reliability. This invention utilizes a composite groove and an oil guide groove on the thrust surface. On the one hand, the structural characteristics of the composite groove ensure strength while accommodating the requirements for tool retraction and oil storage. On the other hand, the oil guide groove guides the lubricating oil to the eccentric part, effectively lubricating the eccentric part. This achieves synergistic optimization of structural strength and lubrication performance, ultimately improving the overall performance of the compressor.

[0026] like Figure 1As shown, this embodiment of the utility model provides a crankshaft, including a main shaft 110 and an eccentric portion 120. The eccentric portion 120 is provided with a thrust surface 121. The thrust surface 121 has a composite groove 210 and an oil inlet groove 220, which are combined and disposed between the thrust surface 121 and the main shaft 110. One end of the oil inlet groove 220 is connected to the composite groove 210, and the other end of the oil inlet groove 220 is disposed on the outer periphery of the thrust surface 121. Specifically, one end of the oil inlet groove 220 is connected to the composite groove 210, and the other end is located on the outer periphery of the thrust surface 121. In this embodiment, the main shaft 110 is the rotation center of the crankshaft, supported by bearings to achieve the crankshaft's rotational motion; the eccentric portion 120 is a key component of the crankshaft, realizing energy transfer and conversion; the thrust surface 121 refers to the structure on the crankshaft used to withstand axial thrust, usually an annular end face, which can limit the axial movement of the crankshaft and ensure its normal operation. Preferably, the thrust surface 121 is an upper thrust surface, but this utility model is not limited to this. The composite groove 210 is a groove structure provided on the thrust surface 121. Its main function is to provide tool retraction space during crankshaft machining, avoiding the creation of retraction grooves in other stress concentration areas of the crankshaft, thereby improving the overall strength of the crankshaft; at the same time, the composite groove 210 can also store lubricating oil during crankshaft operation, providing lubrication to the thrust surface 121. The oil groove 220 is a groove provided on the end face of the thrust surface 121. One end of it is connected to the composite groove 210, and the other end is located at the outer periphery of the thrust surface 121, forming an oil passage from the composite groove 210 to the outer periphery of the thrust surface 121. This allows the lubricating oil stored in the composite groove 210 to be guided to the eccentric part 120, thereby lubricating the eccentric part 120. The oil groove 220 can be straight, arc-shaped, or spiral-shaped, and its cross-sectional shape can be rectangular, trapezoidal, circular, or semi-circular. Its specific shape and size can be adjusted according to actual needs. The oil groove 220 allows the lubricating oil to reach the eccentric part 120 more effectively, thereby improving the lubrication effect of the eccentric part 120. In this embodiment, it is no longer necessary to open a relief groove at the crankshaft journal, avoiding the stress concentration problem caused by this, and improving the strength and reliability of the crankshaft. Meanwhile, by providing a composite groove 210 and an oil inlet groove 220 on the thrust surface 121, the lubrication function is integrated, which can effectively lubricate the thrust surface 121 and the eccentric part 120, reduce friction and wear, and extend the service life of the crankshaft. In summary, this embodiment can simultaneously solve the technical problems of insufficient crankshaft strength and inadequate lubrication, and improve the overall performance and reliability of the crankshaft.

[0027] In the crankshaft of this invention, the composite groove 210 is configured such that the main shaft 110 and the thrust surface 121 are connected by a continuous rounded transition surface. This rounded transition surface is designed to optimize stress distribution and improve the crankshaft's fatigue resistance and overall rigidity. This design avoids stress concentration, especially when the crankshaft is subjected to high loads or starting impacts, effectively reducing the risk of deformation or fracture caused by stress concentration. In other embodiments, the composite groove 210 may also be configured as a right-angled or small rounded structure with a relief groove; this invention is not limited thereto.

[0028] Specifically, the fillet transition surface can utilize fillets of various radii, with the exact radius optimized based on the overall dimensions of the crankshaft, the material, and the expected load. The fillet transition surface can be formed using machining methods such as CNC turning, grinding, and polishing. Specifically, it can be formed in a single pass on a CNC machine tool using a forming tool with the appropriate fillet radius, or it can be achieved through a gradual approximation process, involving multiple cuts and grindings to ultimately create a smooth fillet transition surface. To further improve the surface quality of the fillet transition surface, surface treatment processes such as shot peening can be employed to enhance its fatigue resistance.

[0029] The use of a continuous rounded transition surface to connect the main shaft 110 and the thrust surface 121 results in a more uniform stress distribution, thereby improving the crankshaft's fatigue resistance and overall rigidity. Optimizing the fillet radius further reduces stress concentration, extends the crankshaft's service life, and enhances the reliability of rotating machinery.

[0030] In some embodiments, such as Figure 2 As shown, the crankshaft also includes at least one oil outlet 130 and an oil passage 140, with the oil passage 140 connecting the oil outlet 130 and the composite groove 210. This embodiment provides an independent oil supply path inside or outside the crankshaft to deliver lubricating oil to the composite groove 210, thereby ensuring the lubrication needs of critical components such as the thrust surface 121 and the eccentric portion 120. Compared to traditional splash lubrication methods, active oil supply provides a more stable, reliable, and controllable lubrication effect, especially under high-speed and heavy-load conditions. It effectively avoids insufficient lubricating oil supply, significantly reducing frictional power consumption, minimizing wear, and extending the crankshaft's service life.

[0031] Specifically, the oil outlet 130 can be located on the side of the eccentric portion 120, forming a central oil hole, or it can be multiple oil holes distributed on the main shaft 110 or the eccentric portion 120. The number, size, and position of the oil outlet 130 can be adjusted according to actual lubrication requirements. As an implementation method, the oil outlet 130 can be directly connected to an external pressure oil source, thereby introducing pressure oil into the crankshaft.

[0032] The oil passage 140 can be implemented in various ways. For example, the oil passage 140 can be a groove formed on the eccentric portion 120, or an oil hole drilled inside the crankshaft. The groove can be straight, curved, or spiral, and its cross-sectional shape can be circular, square, rectangular, or semi-circular. The size and orientation of the groove should be designed according to the structure and lubrication requirements of the crankshaft to ensure unobstructed oil passage and effective delivery of lubricating oil. For example, in one embodiment, the oil passage 140 can be a groove formed axially or spirally on the outer circumferential wall of the eccentric portion 120, with one end precisely aligned and connected to the oil outlet 130, and the other end extending to the vicinity of the thrust surface 121, and finally connecting to the groove body of the composite groove 210 provided on the thrust surface 121. In another embodiment, the oil passage 140 can be one or more oil holes drilled inside the crankshaft, extending from the oil outlet 130 to the composite groove 210, forming an internal oil passage.

[0033] In some other embodiments, the oil passage 140 may be connected to an external oil source and the composite tank 210 via a metal pipeline.

[0034] By setting oil outlet holes 130 and oil passages 140 on the crankshaft to form an active oil supply system, the following technical effects can be achieved: First, it ensures a stable and sufficient supply of lubricating oil, avoiding the problem of insufficient lubricating oil supply; second, it enables precise lubrication of key parts of the crankshaft, improving lubrication efficiency; third, it reduces frictional power consumption, reduces wear, and extends the service life of the crankshaft. Through active oil supply, the crankshaft can adapt to more demanding operating conditions, thereby improving the overall performance and reliability of the machine.

[0035] In some embodiments, the oil passage 140 is a groove formed in the eccentric portion 120. The crankshaft has an oil passage 140 on the eccentric portion 120, specifically a groove structure formed on the outer surface of the eccentric portion 120. This groove, as the oil passage 140, serves to create a precise oil delivery path from the oil source, such as the oil outlet 130 in the main shaft 110, to the composite groove 210 on the thrust surface 121. By directly forming a groove in the eccentric portion 120, the design and manufacturing of the crankshaft's internal oil passages are simplified, avoiding complex drilling and connection processes, while ensuring unobstructed oil flow. This external groove oil passage 140 design allows for easier processing and cleaning of the oil passage 140, reducing manufacturing costs and improving production efficiency.

[0036] The specific implementation of this trench can have several options: for example, the cross-sectional shape of the trench can be U-shaped, V-shaped, semi-circular, or rectangular, etc., and the specific shape can be optimized according to the actual oil volume requirements, processing technology, and structural strength requirements. The trench can extend axially, circumferentially, or spirally along the eccentric portion 120 to adapt to different oil passage layout requirements. In addition, the dimensions of the trench, such as width and depth, can also be adjusted according to the actual oil volume requirements.

[0037] As an alternative implementation, the grooved oil passage 140 can be partially or entirely located inside the eccentric portion 120. Specifically, the oil passage 140 can be pre-reserved inside the eccentric portion 120 and connected to the oil outlet 130 and the composite groove 210 on the thrust surface 121 through certain processes such as drilling and boring. However, compared with external grooves, the processing and maintenance of internal oil passages 140 are more complex.

[0038] This structural design, which incorporates grooved oil passages 140 in the eccentric portion 120, enables precise lubrication of the crankshaft thrust surface 121 and the eccentric portion 120, ensuring the stability and reliability of the crankshaft under high-speed operation. Simultaneously, it simplifies the crankshaft's structure and manufacturing process, reduces manufacturing costs, and improves production efficiency.

[0039] In some embodiments, the bottom surface of the composite groove 210 is lower than the bottom surface of the groove where the oil inlet groove 220 connects with the composite groove 210. By controlling the depth of the composite groove 210 to be greater than the depth of the inlet end of the oil inlet groove 220, an oil storage cavity can be formed on the thrust surface 121, ensuring that the lubricating oil can collect there and is not easily lost, thereby ensuring the lubrication effect between the thrust surface 121 and adjacent components such as the cylinder head end face.

[0040] like Figure 3 As shown, h1 is the depth of the composite tank 210, h2 is the distance from the inlet of the oil-drawing tank 220 to the end face of the thrust surface 121, h3 is the distance from the outlet of the oil-drawing tank 220 to the end face of the thrust surface 121, and H is the height of the thrust surface 121. Specifically, the bottom surface of the composite tank 210 is lower than the bottom surface of the connection between the oil-drawing tank 220 and the composite tank 210, that is, h1 is greater than h2. The height difference between the bottom surface of the composite tank 210 and the inlet end of the oil-drawing tank 220 can be selected within a certain range. The cross-sectional shape of the composite tank 210 and the oil-drawing tank 220 is not particularly limited, and can be U-shaped, V-shaped, rectangular, or trapezoidal, etc. There are multiple options for the connection method between the oil-drawing tank 220 and the composite tank 210. For example, the oil-drawing tank 220 can be connected perpendicular to the tangent direction of the composite tank 210, or it can be connected at a certain angle. As a preferred option, the connection between the oil inlet tank 220 and the composite tank 210 can be designed with a rounded transition to reduce the resistance to oil flow.

[0041] The crankshaft using this embodiment has the advantage of storing some lubricating oil in the oil reservoir of the composite groove 210, thereby effectively improving the lubrication condition of the thrust surface 121, reducing friction and wear, and extending the service life of the crankshaft. By forming an oil reservoir, the thrust surface 121 can be adequately lubricated under various operating conditions. Even in the event of insufficient oil supply from the lubrication system or intermittent oil cut-off, lubrication can be maintained for a period of time by the lubricating oil in the oil reservoir, thereby improving the reliability of crankshaft operation.

[0042] In some embodiments, the bottom surface of the oil inlet groove 220 where it connects to the composite groove 210 is higher than the bottom surface of the other end of the oil inlet groove 220, i.e., h3 is greater than h2. The depth design of the oil inlet groove 220 allows for more efficient guidance of lubricating oil from the composite groove 210 to the eccentric portion 120, and also facilitates the collection of lubricating oil splashed onto the outer periphery of the thrust surface 121 from the outside. This inclined design of the oil inlet groove 220 acts like a miniature oil flow ramp, ensuring unidirectional oil flow and enhancing the lubrication effect.

[0043] The inclination of the oil inlet groove 220 can be adjusted according to the actual application scenario. For example, for a crankshaft that rotates at low speed, a larger inclination can be used to enhance the oil guiding effect under gravity; while for a crankshaft that rotates at high speed, a smaller inclination can be used to reduce the resistance to oil flow.

[0044] In some embodiments, the depth of the oil inlet groove 220 can vary linearly or non-linearly. For example, an arc-shaped or stepped bottom surface can be used to achieve more precise oil flow control. Furthermore, the number of oil inlet grooves 220 can be adjusted according to actual needs; for example, multiple oil inlet grooves 220 can be provided to achieve multi-point lubrication of the eccentric portion 120.

[0045] By adopting this inclined oil groove 220 design, the lubrication effect of the crankshaft eccentric part 120 can be effectively improved, friction loss can be reduced, the service life of the crankshaft can be extended, and the operating efficiency and reliability of the whole machine can be improved.

[0046] In the specific implementation, the height of the thrust surface 121 is greater than the height of the bottom surface of the oil groove 220 near the outer periphery of the thrust surface 121, i.e., H>h3, which can realize an oil storage cavity for the eccentric part 120. Between the outlet of the oil groove 220 and the side wall of the eccentric part 120, a recessed space is formed by the thrust surface 121 and the eccentric part 120. When lubricating oil flows out from the oil groove 220, this space can act as a miniature oil storage cavity, effectively capturing and retaining the lubricating oil in the area of ​​the eccentric part 120 that needs lubrication, thereby providing continuous and stable lubrication for the eccentric part 120, which is far superior to simple splash lubrication.

[0047] In some embodiments, the composite groove 210 is an arc-shaped groove extending circumferentially along the thrust surface 121. The arc-shaped groove design adapts to the circular profile of the spindle 110, enabling more efficient use of space and maximizing oil storage volume within a limited space. Simultaneously, the arc-shaped structure itself possesses a certain strength, dispersing stress and reducing the risk of stress concentration. The arc-shaped groove design also facilitates machining using processes such as milling or grinding.

[0048] Furthermore, the arc-shaped groove can be, but is not limited to, a regular circular arc segment, a non-circular curve segment, or an irregular arc shape composed of multiple circular arcs or curves. The arc-shaped groove can surround the main shaft 110 to form a complete annular groove. The cross-sectional shape of the arc-shaped groove can be rectangular, trapezoidal, U-shaped, V-shaped, or other shapes suitable for oil storage. The width and radial dimension of the arc-shaped groove can be adjusted according to actual needs, but should generally be smaller than the radius of the thrust surface 121 to ensure the effective bearing area of ​​the thrust surface 121.

[0049] The circumferentially extending arc-shaped groove design effectively improves the oil storage capacity on the thrust surface 121, providing ample lubricating oil for key friction pairs, thereby reducing friction loss, improving mechanical efficiency, and extending the service life of the crankshaft and related components. Simultaneously, the shape of the arc-shaped groove facilitates the uniform distribution of lubricating oil on the thrust surface 121, avoiding localized poor lubrication and thus improving the reliability of the lubrication effect.

[0050] In some embodiments, the oil channel 220 is designed as a channel extending radially along the thrust surface 121. Radial extension means that the extending direction of the oil channel 220 is approximately aligned with the radial direction of the thrust surface 121. The thrust surface 121, as an annular end face on the eccentric portion 120, has a radial direction that extends outward from the center. The oil channel 220 is formed in this direction, enabling the most direct and efficient guidance of lubricating oil from the outer periphery of the thrust surface 121 to the central region near the eccentric portion 120.

[0051] Specifically, the oil inlet groove 220 can be a straight groove, an arc groove, or a zigzag groove. In some preferred embodiments, the oil inlet groove 220 can be designed as a straight groove, which intersects the center of the thrust surface 121. This design is simple to manufacture and can transport oil along the shortest path. In other embodiments, the oil inlet groove 220 can be designed as an arc groove, with the center of the thrust surface 121 as its center. This design can increase the cross-sectional area of ​​the oil inlet groove 220 and improve the oil transport capacity. In still other embodiments, the oil inlet groove 220 can be designed as a zigzag groove, which is composed of multiple straight or arc segments. This design allows for flexible adjustment of the oil transport path according to actual lubrication needs. The shape of the oil inlet groove 220 is not limited, and the designer can choose a suitable shape according to actual needs. The cross-section of the oil inlet groove 220 can be rectangular, semi-circular, trapezoidal, or other shapes suitable for oil flow.

[0052] By employing the aforementioned oil groove 220 structural design, centrifugal force can be effectively utilized to guide the lubricating oil thrown towards the outer periphery of the thrust surface 121 to the eccentric portion 120. Even when the crankshaft rotates at high speed, the eccentric portion 120 can be adequately lubricated, reducing frictional loss and extending the crankshaft's service life.

[0053] This utility model provides a compressor that employs the crankshaft described above. A compressor is a mechanical device that uses energy input to increase gas pressure and reduce gas volume, and is widely used in refrigeration, air conditioning, pneumatic tools, and other fields. Traditional compressor crankshafts suffer from reduced efficiency and shortened lifespan due to structural strength and insufficient lubrication. This utility model improves the overall performance of the compressor through innovative crankshaft design. Specifically, the crankshaft described above eliminates the traditional journal relief groove and provides a composite groove 210 and an oil duct 220 on the thrust surface 121. The composite groove 210 not only meets the relief requirements of the machining process but also serves as an oil reservoir, providing lubrication to the thrust surface 121. The oil duct 220 guides the lubricating oil in the composite groove 210 to the eccentric portion 120, thus lubricating the eccentric portion 120. This structural optimization fundamentally solves the problems of insufficient strength and inadequate lubrication in traditional crankshafts, thereby improving the reliability and efficiency of the compressor. Due to the above-mentioned innovative design, the compressor of this utility model embodiment has higher structural strength and better lubrication effect, thereby reducing frictional power consumption, improving compression efficiency, and extending service life.

[0054] This utility model provides a refrigeration device including the aforementioned compressor, specifically a compressor with an innovative crankshaft. In a refrigeration device, the compressor is the core component, its function being to drive the refrigerant to circulate between the condenser and evaporator to achieve cooling or heating. Traditional refrigeration devices suffer from insufficient structural strength and lubrication in their compressor crankshafts, limiting the compressor's reliability and efficiency, thus affecting the overall performance of the refrigeration device. This utility model effectively solves the strength and lubrication problems of traditional crankshafts by providing a composite groove 210 and an oil duct 220 on the thrust surface 121 of the eccentric portion 120 of the crankshaft.

[0055] Specifically, the composite groove 210 eliminates the traditional relief groove at the crankshaft journal, avoiding stress concentration and improving the structural strength of the crankshaft. Simultaneously, the composite groove 210 also serves as an oil reservoir to store lubricating oil. The oil guide groove 220 guides the lubricating oil from the composite groove 210 to the eccentric portion 120, lubricating it and improving the lubrication effect. These improvements result in higher reliability and a longer service life for the compressor.

[0056] The compressor in this invention can be of various types, such as a scroll compressor, a piston compressor, or a rotary compressor. In other embodiments, the refrigeration equipment can be various types of refrigeration or heating equipment, such as household air conditioners, commercial air conditioners, refrigerators, freezers, chillers, and heat pumps.

[0057] In summary, because the refrigeration equipment uses a compressor with the aforementioned innovative crankshaft, it has a higher energy efficiency ratio, lower noise, and longer service life, significantly improving the overall performance and reliability of the refrigeration equipment.

[0058] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the protection scope of the present invention.

Claims

1. A crankshaft, comprising a main shaft and an eccentric portion, wherein the eccentric portion is provided with a thrust surface, characterized in that, The thrust surface is provided with a composite groove and an oil guide groove. The composite groove is located between the thrust surface and the spindle. One end of the oil guide groove is connected to the composite groove, and the other end of the oil guide groove is located on the outer periphery of the thrust surface.

2. The crankshaft according to claim 1, characterized in that, The composite groove is configured to be formed by a continuous rounded transition surface connecting the spindle and the thrust surface.

3. The crankshaft according to claim 1 or 2, characterized in that, The crankshaft also includes at least one oil outlet and an oil passage, the oil passage connecting the oil outlet and the composite groove.

4. The crankshaft according to claim 3, characterized in that, The oil passage is a groove formed in the eccentric part.

5. The crankshaft according to claim 1, characterized in that, The bottom surface of the composite tank is lower than the bottom surface of the tank where the oil inlet tank connects to the composite tank.

6. The crankshaft according to claim 5, characterized in that, The bottom surface of the oil inlet tank where it connects to the composite tank is higher than the bottom surface of the other end of the oil inlet tank.

7. The crankshaft according to claim 1, characterized in that, The composite groove is an arc-shaped groove extending circumferentially along the thrust surface.

8. The crankshaft according to claim 1, characterized in that, The oil inlet groove is a groove that extends radially along the thrust surface.

9. A compressor, characterized in that, Includes a crankshaft as described in any one of claims 1 to 8.

10. A refrigeration device, characterized in that, Includes the compressor described in claim 9.

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