Crankshaft and compressor

Abstract

The utility model provides a kind of crankshaft and compressor, crankshaft includes the crank, counterweight and main shaft being connected with each other, crank is used to be driven with connecting rod connection, main shaft has cylinder seat cooperation section, the ratio of the axial dimension of crank and the diameter of crank is between 0.98 to 1.2, the length of cylinder seat cooperation section accounts for 59.3% to 69.3% of the length of main shaft.The utility model application solves the stress concentration risk of small shaft diameter crank in prior art, easy to cause crank fatigue fracture, and further causes the problem of equipment failure.

Description

Technical Field

[0001] This utility model relates to the field of compressor technology, and more specifically, to a crankshaft and a compressor. Background Technology

[0002] Mobile vehicle refrigerators are rapidly developing against the backdrop of global automotive electrification, with huge market growth potential. One of the most important indicators for vehicle refrigerator compressors is miniaturization and lightweight design. To reduce the overall weight of the compressor and make its structure more compact, current technologies often use small-diameter crankshafts. However, small-diameter crankshafts have a lower section modulus, which often poses a risk of stress concentration. Under the same load, compared to large-diameter crankshafts, small-diameter crankshafts experience higher stress and are more prone to fatigue fracture under alternating loads, leading to equipment damage. Utility Model Content

[0003] This invention provides a crankshaft and a compressor to solve the problem that small-diameter crankshafts in the prior art have the risk of stress concentration, which can easily lead to crankshaft fatigue fracture and equipment failure.

[0004] According to one aspect of the present invention, a crankshaft is provided, comprising a crank, a balance weight, and a main shaft connected to each other, the crank being used for driving connection with a connecting rod, the main shaft having a cylinder seat mating section, the ratio of the axial dimension of the crank to the diameter of the crank being between 0.98 and 1.2, and the length of the cylinder seat mating section being between 59.3% and 69.3% of the length of the main shaft.

[0005] Furthermore, the spindle also has a rotor mating section for connecting with the rotor drive, and the length of the rotor mating section accounts for 12% to 17% of the length of the spindle.

[0006] Furthermore, the spindle also has an oil suction pipe mating section, the length of which accounts for 10% to 14% of the length of the spindle.

[0007] Furthermore, the crankshaft has a first oil hole and a first oil groove. The first oil hole is arranged along the extension direction of the main shaft, and one end of the first oil hole passes through the end of the main shaft away from the crank. The first oil hole is used to communicate with the oil suction pipe. The first oil groove is spirally arranged on the side wall of the cylinder seat mating section along the extension direction of the main shaft. The end of the first oil groove away from the crank communicates with the first oil hole.

[0008] Furthermore, the first oil hole includes a first hole section and a second hole section that are interconnected. The first hole section is connected to the oil suction pipe, and the end of the second hole section away from the first hole section is located on the end face of the balance block near the crank.

[0009] Furthermore, the width of the first oil groove is between 2mm and 2.8mm.

[0010] Furthermore, the crankshaft also has a second oil hole, one end of which passes through the end of the crank and the other end of which extends to the main shaft and communicates with the first oil groove.

[0011] Furthermore, a second oil groove is provided on the side wall of the crank, the second oil groove extends along the axial direction of the crank, and the second oil groove communicates with the second oil hole.

[0012] According to another aspect of the present invention, a compressor is provided, the compressor comprising: a crankshaft, the crankshaft being the aforementioned crankshaft; a rotor; a cylinder block, the main shaft of the crankshaft being sequentially disposed on the cylinder block and the rotor; and an oil suction pipe connected to the end of the main shaft.

[0013] Furthermore, the compressor also includes a connecting rod, one end of which is connected to the crank of the crankshaft. The end of the connecting rod connected to the crank has a crank-fitting section with an axial dimension of h, the ratio of h to the length of the crank being between 58.6% and 68.6%.

[0014] By applying the technical solution of this utility model, the ratio of the crankshaft's axial dimension to its diameter is designed to be between 0.98 and 1.2. This ensures that while reducing the shaft diameter, the area of ​​stress concentration regions during crankshaft operation is increased, resulting in uniform stress distribution, reduced stress concentration coefficient, avoidance of fatigue fracture risk, and improved overall structural strength and reliability of the crankshaft. Setting the length of the cylinder seat mating section to 59.3% to 69.3% of the main shaft length ensures that the cylinder seat mating section supports the main shaft, improving the stability and reliability of the main shaft during operation. It also prevents stress concentration at the connection between the main shaft and the balance weight, which could lead to fatigue fracture and equipment failure. Increasing the length of the cylinder seat mating section to further improve support would increase the overall length of the main shaft and consequently increase its weight. Therefore, limiting the length to the above range balances support stability and miniaturization requirements. This solution enables the crankshaft to maintain high efficiency while achieving lightweight and compact design, improving stress concentration, preventing crankshaft fatigue fracture, and enhancing the crankshaft's structural strength and operational reliability. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0016] Figure 1 A schematic diagram of the compressor provided by this utility model is shown;

[0017] Figure 2 A schematic diagram of the crankshaft provided by this utility model is shown;

[0018] Figure 3 It shows Figure 2 A sectional view of the crankshaft.

[0019] The above figures include the following reference numerals:

[0020] 10. Crankshaft; 11. Second oil groove;

[0021] 20. Balance weights;

[0022] 30. Main spindle; 31. Cylinder seat mating section; 32. Rotor mating section; 33. Oil suction pipe mating section;

[0023] 41. First oil hole; 411. First hole section; 412. Second hole section; 42. First oil groove; 43. Second oil hole;

[0024] 50. Rotor; 60. Oil suction pipe; 70. Connecting rod; 80. Cylinder seat. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0026] like Figures 1 to 3 As shown, this embodiment of the present invention provides a crankshaft, which includes a crank 10, a balance block 20 and a main shaft 30 connected to each other. The crank 10 is used for driving connection with a connecting rod 70. The main shaft 30 has a cylinder seat mating section 31. The ratio of the axial dimension of the crank 10 to the diameter of the crank 10 is between 0.98 and 1.2. The length of the cylinder seat mating section 31 accounts for 59.3% to 69.3% of the length of the main shaft 30.

[0027] By applying the technical solution of this utility model, the ratio of the axial dimension of the crank 10 to its diameter is designed to be between 0.98 and 1.2. This ensures that while reducing the shaft diameter, the area of ​​the stress concentration region during crankshaft operation is increased, resulting in uniform stress distribution, reduced stress concentration coefficient, avoidance of fatigue fracture risk, and improved overall structural strength and reliability of the crankshaft. Setting the length of the cylinder seat mating section 31 to be between 59.3% and 69.3% of the length of the main shaft 30 ensures that the cylinder seat mating section 31 supports the main shaft 30, improving the stability and reliability of the main shaft 30 during operation. It also prevents stress concentration at the connection between the main shaft 30 and the balance block 20, which could lead to fatigue fracture and equipment failure. However, if the length of the cylinder seat mating section 31 is increased to further improve the support effect, the overall length of the main shaft 30 will increase, leading to an increase in overall weight. Therefore, limiting it to the above range can balance the requirements of support stability and miniaturization. This solution enables the crankshaft to maintain high efficiency while achieving lightweight and compact design, improving stress concentration, preventing fatigue fracture, and enhancing the structural strength and operational reliability of the crankshaft.

[0028] Optionally, the crank 10 is made of high-strength QT600 material, which not only ensures its high structural strength and toughness, but also reduces manufacturing costs and improves structural stability and fatigue resistance.

[0029] The crank 10 and the main shaft 30 can have the same or different shaft diameters. In this embodiment, the crank 10 and the main shaft 30 have the same shaft diameter, which optimizes the mass distribution of the crankshaft, improves its structural strength, and enhances the crankshaft's operating efficiency.

[0030] like Figure 1 As shown, the main shaft 30 also has a rotor mating section 32, which is used for drive connection with the rotor 50. The length of the rotor mating section 32 accounts for 12% to 17% of the length of the main shaft 30. If the proportion of the rotor mating section 32 to the length of the main shaft 30 is too small, relative slippage will occur between the rotor 50 and the main shaft 30, causing the rotor 50 to fail and reducing operating efficiency. By designing the proportion of the rotor mating section 32 to the length of the main shaft 30, sufficient contact area between the main shaft 30 and the rotor 50 is ensured, ensuring a reliable connection between the rotor 50 and the crankshaft. At the same time, the mating length between the rotor 50 and the main shaft 30 is optimized, ensuring the torque transmission efficiency of both, improving the smoothness of power transmission, and reducing energy loss.

[0031] like Figure 1As shown, the main shaft 30 also has an oil suction pipe mating section 33, the length of which accounts for 10% to 14% of the length of the main shaft 30. By designing the proportion of the oil suction pipe mating section 33 to the length of the main shaft 30, the reliability of the connection between components is improved, the stability of the lubricating oil flow and the continuity of transmission are guaranteed, the lubrication effect of the equipment is improved, the service life of the crankshaft is extended, and the operating noise is reduced.

[0032] like Figure 2 and Figure 3 As shown, the crankshaft has a first oil hole 41 and a first oil groove 42. The first oil hole 41 is arranged along the extension direction of the main shaft 30, and one end of the first oil hole 41 penetrates the end of the main shaft 30 away from the crank 10. The first oil hole 41 is used to communicate with the oil suction pipe 60. The first oil groove 42 is spirally arranged on the side wall of the cylinder seat mating section 31 along the extension direction of the main shaft 30, and the end of the first oil groove 42 away from the crank 10 is connected to the first oil hole 41. The cooperation of the first oil hole 41 and the first oil groove 42 can guide the lubricating oil to evenly cover the outer surface of the main shaft 30, forming a stable oil film. Furthermore, the spiral arrangement of the first oil groove 42 along the extension direction of the main shaft 30 optimizes the flow path of the lubricating oil, increases the contact area between the lubricating oil and other components, ensures sufficient lubrication of key friction parts, and reduces the wear rate.

[0033] like Figure 3 As shown, the first oil hole 41 includes a first hole section 411 and a second hole section 412 that are interconnected. The first hole section 411 is connected to the oil suction pipe 60, and the end of the second hole section 412 away from the first hole section 411 is located on the end face of the balance block 20 near the crank 10. The interconnected design of the first hole section 411 and the second hole section 412 ensures that the lubricating oil flows smoothly through the inside of the crankshaft after entering from the oil suction pipe 60, optimizing the flow direction and distribution of the lubricating oil, enhancing the lubrication effect, reducing operating noise, and extending the service life of the crankshaft. The first oil groove 42, the end furthest from the crank 10, is connected to the first section 411 of the first oil hole 41, which facilitates the transfer of lubricating oil delivered through the oil suction pipe 60 to the first oil groove 42. The second section 412, the end furthest from the first section 411, is located on the end face of the balance block 20 near the crank 10, which can deliver lubricating oil to the main friction parts, reducing friction loss and friction heating effect, ensuring the operating efficiency and safety of the equipment. At the same time, this setting can also recover excess lubricating oil when the crankshaft stops rotating, allowing it to flow back into the first oil hole 41, improving the efficiency of lubricating oil use and reducing material consumption.

[0034] like Figure 2As shown, the width of the first oil groove 42 is between 2mm and 2.8mm. The width design of the first oil groove 42 ensures that when the main shaft 30 rotates at high speed, the lubricating oil can be quickly and evenly distributed on the crankshaft surface to form a stable oil film, ensuring the flow efficiency and coverage of the lubricating oil, optimizing the lubrication effect, reducing friction loss, extending the service life of the crankshaft, and reducing operating noise.

[0035] Optionally, the cross-section of the first oil groove 42 can be configured as a rectangular, arc-shaped, or trapezoidal structure. In this embodiment, the cross-section of the first oil groove 42 is a trapezoidal structure. Specifically, the side closer to the axis of the main shaft 30 is the upper base, with a length of 'a', and the side farther from the axis of the main shaft 30 is the lower base, with a length of 'b', where a < b. Specifically, the size of 'a' is 1.9 mm to 2.1 mm, and the size of 'b' is 2.66 mm to 2.94 mm. This configuration increases the speed at which the lubricating oil is distributed quickly and evenly in the gaps between the crankshaft and other components under the action of centrifugal force when the main shaft 30 rotates at high speed, thereby forming a stable oil film and reducing friction loss and heat generation.

[0036] like Figure 3 As shown, the crankshaft also has a second oil hole 43. One end of the second oil hole 43 passes through the end of the crank 10, and the other end extends to the main shaft 30 and communicates with the first oil groove 42. By adding a second oil hole 43 to the crankshaft, the flow path of the lubricating oil is further optimized, guiding the lubricating oil from the first oil groove 42 into the second oil hole 43, thus improving the lubrication effect at the crank 10. The crank 10 is one of the main load-bearing components of the crankshaft. It not only bears a large alternating load and needs to frequently cope with complex stress changes, but also directly participates in the conversion of motion modes. Therefore, it often suffers from severe friction loss and heat generation. Improving the lubrication effect at the crank 10 and forming a stable oil film can effectively reduce direct contact between components and avoid affecting the crankshaft's operating efficiency due to friction loss.

[0037] Optionally, a planar bearing is provided below the balance block 20, and a balance plate is provided between the lower end face of the balance block 20 and the upper end face of the planar bearing to improve the smoothness of the planar bearing operation. During the rotation of the crankshaft, its main shaft 30 will generate relative movement with the support plate on the planar bearing, thereby forming frictional contact. The second oil hole 43 can not only lubricate the crank 10, but also lubricate the planar bearing, reducing friction loss at this point and improving the heat generation of the planar bearing during operation.

[0038] like Figure 2As shown, a second oil groove 11 is provided on the side wall of the crank 10. The second oil groove 11 extends along the axial direction of the crank 10 and communicates with the second oil hole 43. By providing the second oil groove 11 on the side wall of the crank 10, it is possible to ensure that the lubricating oil flows from the inside of the crankshaft to the surface of the crank 10, providing a flow channel for the lubricating oil, ensuring that the lubricating oil evenly covers the surface of the crank 10, forming a stable oil film, reducing the coefficient of friction, and improving the operating efficiency and safety of the crankshaft.

[0039] like Figure 1 As shown, this utility model also provides a compressor, which includes a crankshaft, a rotor 50, a cylinder block 80, and an oil suction pipe 60. The crankshaft is the aforementioned crankshaft; the main shaft 30 of the crankshaft is sequentially mounted on the cylinder block 80 and the rotor 50. The oil suction pipe 60 is connected to the end of the main shaft 30. By connecting the crankshaft, rotor 50, cylinder block 80, and oil suction pipe 60, the compressor achieves lightweight and high efficiency. Due to the unique design of the height-to-diameter ratio of the crankshaft 10 and the proportion of the mating section of the main shaft 30, stress concentration on the crankshaft during operation is effectively dispersed, avoiding the risk of fatigue fracture and improving the overall structural strength and reliability of the compressor. Simultaneously, it has good lubrication performance, ensuring the smooth operation and efficiency of the compressor.

[0040] like Figure 1 As shown, the compressor also includes a connecting rod 70, one end of which is connected to the crank 10 of the crankshaft. The end of the connecting rod 70 connected to the crank 10 has a crank-fitting section with an axial dimension of h. The ratio of h to the length of the crank 10 is between 58.6% and 68.6%. The crank-fitting section is the part where the connecting rod 70 and the crank 10 engage and contact. By optimizing the connection dimension ratio between the connecting rod 70 and the crank 10, a reliable connection between the connecting rod 70 and the crankshaft is ensured, improving power transmission efficiency. In principle, by precisely controlling the length ratio of h to the crank 10, the shaft diameter can be reduced while avoiding additional centrifugal torque generated by crankshaft rotation. This solves the problem of mass distribution mismatch, reduces the risk of resonance, ensures the smoothness and efficiency of power transmission, and improves the compressor's operating efficiency and safety.

[0041] The working process of this utility model is as follows:

[0042] During compressor operation, the motor drives the rotor 50 to rotate, which transmits rotational power to the main shaft 30. The crank 10 converts the rotational motion of the main shaft 30 into the reciprocating motion of the connecting rod 70, pushing the compressor piston to compress the gas. During this process, the oil suction pipe 60 delivers lubricating oil to various key friction points of the crankshaft through the first oil hole 41, the first oil groove 42, the second oil hole 43, and the second oil groove 11, forming a stable oil film. This reduces the coefficient of friction and wear rate, ensuring reliable crankshaft operation and extending its service life. Simultaneously, the crankshaft balance block 20 design effectively reduces the unbalanced torque generated during crankshaft rotation, lowering compressor vibration and noise, and improving the compressor's operational stability and safety. Through the above optimized design, the compressor of this application achieves lightweight and compact design while ensuring high efficiency, meeting the stringent installation space requirements of vehicle refrigerators, reducing energy consumption, and improving user experience.

[0043] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

[0044] The technical features of the embodiments described above can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered to be within the scope of this specification.

[0045] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0046] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0047] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" 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. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0048] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0049] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

Claims

1. A crankshaft, characterized by The crankshaft includes a crank (10), a balance weight (20), and a main shaft (30) connected to each other. The crank (10) is used for driving connection with a connecting rod (70). The main shaft (30) has a cylinder seat mating section (31). The ratio of the axial dimension of the crank (10) to the diameter of the crank (10) is between 0.98 and 1.

2. The length of the cylinder seat mating section (31) accounts for 59.3% to 69.3% of the length of the main shaft (30).

2. The crankshaft of claim 1 wherein, The main shaft (30) also has a rotor mating section (32) for driving connection with the rotor (50), the length of which is 12% to 17% of the length of the main shaft (30).

3. The crankshaft of claim 1 wherein, The spindle (30) also has an oil suction pipe mating section (33), the length of which accounts for 10% to 14% of the length of the spindle (30).

4. The crankshaft of claim 1 wherein, The crankshaft has a first oil hole (41) and a first oil groove (42). The first oil hole (41) is arranged along the extension direction of the main shaft (30). One end of the first oil hole (41) passes through the end of the main shaft (30) away from the crank (10). The first oil hole (41) is used to communicate with the oil suction pipe (60). The first oil groove (42) is spirally arranged on the side wall of the cylinder seat mating section (31) along the extension direction of the main shaft (30). One end of the first oil groove (42) away from the crank (10) is connected to the first oil hole (41).

5. The crankshaft of claim 4 wherein, The first oil hole (41) includes a first hole section (411) and a second hole section (412) that are connected to each other. The first hole section (411) is connected to the oil suction pipe (60), and the end of the second hole section (412) away from the first hole section (411) is located on the end face of the balance block (20) near the crank (10).

6. The crankshaft of claim 4 wherein, The width of the first oil groove (42) is between 2 mm and 2.8 mm.

7. The crankshaft of claim 4 wherein, The crankshaft also has a second oil hole (43), one end of which passes through the end of the crank (10), and the other end of which extends to the main shaft (30) and communicates with the first oil groove (42).

8. The crankshaft of claim 7, wherein A second oil groove (11) is provided on the side wall of the crank (10). The second oil groove (11) extends along the axial direction of the crank (10) and communicates with the second oil hole (43).

9. A compressor characterized by, The compressor includes: A crankshaft, wherein the crankshaft is the crankshaft described in any one of claims 1 to 8; Rotor (50); The cylinder seat (80) and the main shaft (30) of the crankshaft are sequentially mounted on the cylinder seat (80) and the rotor (50); The oil suction pipe (60) is connected to the end of the main shaft (30).

10. The compressor of claim 9, wherein, The compressor also includes a connecting rod (70), one end of which is connected to the crank (10) of the crankshaft. The end of the connecting rod (70) connected to the crank (10) has a crank fitting section with an axial dimension of h. The ratio of h to the length of the crank (10) is between 58.6% and 68.6%.

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