Crankshaft, pump body structure and compressor

Abstract

The utility model relates to a kind of crankshaft, pump body structure and compressor, crankshaft includes crankshaft body, first eccentric part, second eccentric part, the first eccentric part with the second eccentric part is spaced apart on the outside wall of the crankshaft body in axial direction, and the first eccentric part with the second eccentric part is compared with the two sides distribution of the crankshaft body respectively;The eccentricity of the first eccentric part compared with the crankshaft body is greater than the eccentricity of the second eccentric part compared with the crankshaft body, recessed hole groove is formed on the outside wall of the first eccentric part along radial direction, and the inside of the recessed hole groove is connected with reinforcing rib frame.The utility model's crankshaft, without additional setting counterweight, can effectively reduce the centroid excursion of crankshaft, to reduce the vibration amplitude and wear of crankshaft, improve the service life of crankshaft.

Description

Technical Field

[0001] This utility model relates to the field of compressor technology, and in particular to a crankshaft, pump body structure and compressor. Background Technology

[0002] A rotary compressor generally consists of a housing, a motor housed within the housing, and a pump body. The motor drives a crankshaft to rotate, which in turn drives a piston through an eccentric portion on the crankshaft to perform compression within the cylinders. Compressors are generally classified into single-cylinder and twin-cylinder types based on the number of cylinders. In twin-cylinder compressors, since there are two cylinders, there are correspondingly two eccentric portions on the crankshaft. To improve compression efficiency, the compression volume of the first and second cylinders is controlled separately by adjusting the crankshaft eccentricity. For example, a smaller eccentricity in the first-cylinder portion allows for a lower initial compression ratio, while a larger eccentricity in the second-cylinder portion allows for a higher compression ratio. While this differentiated design optimizes energy utilization efficiency in twin-cylinder compressors during compression, the difference in eccentricity between the two eccentric portions leads to asymmetrical mass distribution, resulting in centrifugal force imbalance and significantly increased vibration amplitude. Ultimately, this exacerbates wear between the crankshaft and bearings, shortening their service life. Utility Model Content

[0003] Based on this, the purpose of this utility model is to overcome the shortcomings of the prior art and provide a crankshaft, pump body structure and compressor that does not require additional counterweights, can effectively reduce the displacement of the crankshaft's center of gravity, thereby reducing the crankshaft's vibration amplitude and wear, and improving the crankshaft's service life.

[0004] To achieve the above objectives, the first aspect of this utility model provides a crankshaft, including a crankshaft body, a first eccentric portion, and a second eccentric portion. The first eccentric portion and the second eccentric portion are spaced apart along the axial direction on the outer side wall of the crankshaft body, and the first eccentric portion and the second eccentric portion are respectively distributed on both sides of the crankshaft body.

[0005] The eccentricity of the first eccentric portion relative to the crankshaft body is greater than the eccentricity of the second eccentric portion relative to the crankshaft body. A recessed groove is formed on the outer side wall of the first eccentric portion in the radial direction, and a reinforcing rib is connected inside the recessed groove.

[0006] Therefore, according to the crankshaft of this utility model, by designing the eccentricity of the first eccentric part on the crankshaft body to be greater than that of the second eccentric part, the compression ratio of the pump body structure can achieve a higher effect. Furthermore, by recessing a groove into the outer wall of the first eccentric part and setting a reinforcing rib inside the groove, the mass of the first eccentric part with the larger eccentricity is made close to the mass of the second eccentric part with the smaller eccentricity. This reduces the overall displacement of the crankshaft's center of gravity. Simultaneously, the cooperation between the groove and the reinforcing rib reduces the stress concentration in the groove area. In other words, according to the crankshaft of this utility model, no additional counterweight is required, effectively reducing the crankshaft's center of gravity displacement, thereby reducing the crankshaft's vibration amplitude and wear, and improving its service life.

[0007] In one embodiment, the outermost part of the first eccentric portion away from the crankshaft body is provided with the hollowed-out groove, the groove depth is d, and the radial distance from the outermost part of the first eccentric portion away from the crankshaft body to the crankshaft body is D, satisfying the relationship: 0.4D≤H≤0.6D; the axial height of the reinforcing rib along the crankshaft body is H, satisfying the relationship: 3mm≤H≤7mm.

[0008] In one embodiment, the reinforcing rib is a hollow polygonal frame, with its outer corners abutting against the inner wall of the perforated groove.

[0009] In one embodiment, the cross-sectional shape of the reinforcing rib along the axial direction of the crankshaft body is trapezoidal or T-shaped.

[0010] In one embodiment, the cross-sectional shape of the perforated groove along the axial direction of the crankshaft body is one of a circle, an ellipse, or a rectangle.

[0011] In one embodiment, the perforated groove is a cylindrical groove structure, and the cross-sectional shape of the reinforcing rib along the axial direction of the crankshaft body is an isosceles trapezoid.

[0012] In one embodiment, the offset of the crankshaft's center of mass relative to the crankshaft body's axis is less than or equal to 0.1 mm.

[0013] In one embodiment, an oil passage is provided through the interior of the crankshaft body along its axial direction.

[0014] A second aspect of this utility model provides a pump body structure, which includes the crankshaft described in any of the preceding embodiments. According to the pump body structure of this utility model embodiment, no additional counterweight is required, which can effectively reduce the crankshaft's center of gravity offset, thereby reducing the crankshaft's vibration amplitude and wear, and improving the crankshaft's service life.

[0015] A third aspect of this utility model provides a compressor comprising the pump body structure described in any of the preceding embodiments. The compressor according to this utility model eliminates the need for an additional counterweight, effectively reducing the crankshaft's center of gravity offset, thereby reducing crankshaft vibration amplitude and wear, and improving crankshaft service life.

[0016] To better understand and implement this invention, the following detailed description is provided in conjunction with the accompanying drawings. Attached Figure Description

[0017] Figure 1 This is one of the structural schematic diagrams of the crankshaft according to an embodiment of the present utility model;

[0018] Figure 2 This is a second schematic diagram of the crankshaft structure according to an embodiment of the present utility model;

[0019] Figure 3 for Figure 2 An enlarged schematic diagram of part A shown;

[0020] Figure 4 This is the third schematic diagram of the crankshaft structure according to an embodiment of the present utility model;

[0021] Figure 5 This is a schematic diagram of the connection between the crankshaft and the piston in an embodiment of the present invention;

[0022] Figure 6 This is a partial structural diagram of the pump body structure according to an embodiment of the present utility model.

[0023] Explanation of reference numerals in the attached figures:

[0024] 10. Crankshaft body; 11. Oil passage; 20. First eccentric part; 21. Hole groove; 22. Reinforcing rib frame; 30. Second eccentric part. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the present invention will be further described in detail below with reference to the accompanying drawings. It should be understood that the described embodiments are merely some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular forms “a,” “the,” and “the” used in this invention and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0027] In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims. In the description of this application, it should be understood that the terms "first," "second," "third," etc., are used only to distinguish similar objects and are not necessarily used to describe a specific order or sequence, nor should they be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0028] In related technologies, rotary compressors generally include a housing, a motor and a pump structure housed within the housing. The motor drives a crankshaft to rotate, which in turn drives a piston through an eccentric portion on the crankshaft to perform compression operations inside the cylinder. Compressors are generally classified into single-cylinder and double-cylinder types based on the number of cylinders. In double-cylinder compressors, since there are two cylinders, there are correspondingly two eccentric portions on the crankshaft. To improve compression efficiency, the compression volume of the first-stage and second-stage cylinders is typically controlled by adjusting the eccentricity of the crankshaft. For example, designing a smaller eccentricity for the eccentric portion located in the first-stage cylinder allows for a lower initial compression ratio, while designing a larger eccentricity for the eccentric portion located in the second-stage cylinder allows for a higher compression ratio. While this differentiated design optimizes the energy utilization efficiency of twin-cylinder engines during the compression process, the difference in eccentricity between the two eccentric parts on the crankshaft leads to an asymmetrical mass distribution, resulting in an imbalance of centrifugal force vector and a significant increase in vibration amplitude. Ultimately, this exacerbates wear between the crankshaft and bearings, shortening their service life.

[0029] Therefore, this utility model provides a crankshaft, pump body structure, and compressor. According to this utility model, the crankshaft, pump body structure, and compressor eliminate the need for additional counterweights, effectively reducing the crankshaft's center of gravity offset, thereby reducing the crankshaft's vibration amplitude and wear, and improving its service life.

[0030] Please see Figures 1 to 6The first aspect of this utility model provides a crankshaft, including a crankshaft body 10, a first eccentric portion 20, and a second eccentric portion 30. The first eccentric portion 20 and the second eccentric portion 30 are spaced apart along the axial direction on the outer side wall of the crankshaft body 10, and the first eccentric portion 20 and the second eccentric portion 30 are respectively distributed relative to the two sides of the crankshaft body 10. The eccentricity of the first eccentric portion 20 relative to the crankshaft body 10 is greater than the eccentricity of the second eccentric portion 30 relative to the crankshaft body 10. A recessed groove 21 is formed on the outer side wall of the first eccentric portion 20 along the radial direction, and a reinforcing rib 22 is connected inside the recessed groove 21.

[0031] Therefore, according to the crankshaft of this embodiment, by designing the eccentricity of the first eccentric portion 20 on the crankshaft body 10 to be greater than that of the second eccentric portion 30, the compression ratio of the pump body structure can achieve a higher effect. Furthermore, by recessing a groove 21 on the outer wall of the first eccentric portion 20 and setting a reinforcing rib 22 inside the groove 21, the mass of the first eccentric portion 20 with the larger eccentricity is made close to the mass of the second eccentric portion 30 with the smaller eccentricity. This reduces the shift of the crankshaft's center of gravity. Simultaneously, the cooperation between the groove 21 and the reinforcing rib 22 reduces the stress concentration in the groove 21 area. In other words, the crankshaft according to this embodiment does not require additional counterweights, effectively reducing the crankshaft's center of gravity shift, thereby reducing the crankshaft's vibration amplitude and wear, and improving its service life.

[0032] Furthermore, in this embodiment of the invention, the reinforcing rib 22 is a hollow polygonal frame, with its outer corners abutting against the inner wall of the recessed groove 21. In this embodiment of the invention, the offset of the crankshaft's center of mass from the axis of the crankshaft body 10 is less than or equal to 0.1 mm. Additionally, an oil passage 11 is provided through the crankshaft body 10 along its axial direction.

[0033] Optionally, in some embodiments of this utility model, a recessed groove 21 is provided on the outermost side of the first eccentric portion 20 away from the crankshaft body 10, the groove depth of the recessed groove 21 is d, and the radial distance from the outermost side of the first eccentric portion 20 away from the crankshaft body 10 to the crankshaft body 10 is D, satisfying the relationship: 0.4D≤H≤0.6D; the axial height of the reinforcing rib 22 along the crankshaft body 10 is H, satisfying the relationship: 3mm≤H≤7mm.

[0034] Optionally, in some embodiments of the present invention, the cross-sectional shape of the reinforcing rib 22 along the axial direction of the crankshaft body 10 is trapezoidal or T-shaped.

[0035] Optionally, in some embodiments of this utility model, the cross-sectional shape of the perforated groove 21 along the axial direction of the crankshaft body 10 is one of a circle, an ellipse, or a rectangle.

[0036] The following is combined with Figures 1 to 6 The following is a detailed description of a specific embodiment of the crankshaft according to the present invention. It is worth understanding that the following is merely an illustrative description and should not be construed as limiting the present invention.

[0037] This embodiment provides a crankshaft, including a crankshaft body 10, a first eccentric portion 20, and a second eccentric portion 30. The first eccentric portion 20 and the second eccentric portion 30 are axially spaced on the outer side wall of the crankshaft body 10, and are respectively distributed relative to both sides of the crankshaft body 10. The eccentricity of the first eccentric portion 20 relative to the crankshaft body 10 is greater than that of the second eccentric portion 30 relative to the crankshaft body 10. A recessed groove 21 is formed radially on the outer side wall of the first eccentric portion 20, and a reinforcing rib 22 is connected inside the recessed groove 21. In this embodiment, the reinforcing rib 22 is a hollow polygonal frame, and its outer corners abut against the inner wall of the recessed groove 21. Further, the offset of the crankshaft's center of mass relative to the axis of the crankshaft body 10 in this embodiment is less than or equal to 0.1 mm. In addition, an oil passage 11 is provided inside the crankshaft body 10 along its axial direction.

[0038] In this embodiment, a recessed groove 21 is provided on the outermost side of the first eccentric portion 20 away from the crankshaft body 10. The groove depth of the recessed groove 21 is d, and the radial distance from the outermost side of the first eccentric portion 20 away from the crankshaft body 10 to the crankshaft body 10 is D, where H = 0.6D. The axial height of the reinforcing rib 22 along the crankshaft body 10 is H, where H = 7mm. Furthermore, in this embodiment, the recessed groove 21 is a cylindrical groove structure, and the cross-sectional shape of the reinforcing rib 22 along the axial direction of the crankshaft body 10 is an isosceles trapezoid.

[0039] Therefore, according to this embodiment, the crankshaft achieves a higher compression ratio by designing the eccentricity of the first eccentric portion 20 on the crankshaft body 10 to be greater than that of the second eccentric portion 30. Furthermore, a recessed groove 21 is formed on the outer wall of the first eccentric portion 20, and a reinforcing rib 22 is provided inside the groove 21. This makes the mass of the first eccentric portion 20 with the larger eccentricity close to the mass of the second eccentric portion 30 with the smaller eccentricity, reducing the overall crankshaft center of gravity shift. Simultaneously, the cooperation between the groove 21 and the reinforcing rib 22 reduces the stress concentration in the groove 21 area. In other words, according to this embodiment, the crankshaft does not require additional counterweights, effectively reducing the crankshaft's center of gravity shift, thereby reducing vibration amplitude and wear, and increasing the crankshaft's service life. In addition, the groove 21 design in this embodiment also reduces the overall weight of the crankshaft, thus lowering material costs.

[0040] The following is combined with Figures 1 to 6 The following is a detailed description of a specific embodiment of the crankshaft according to the present invention. It is worth understanding that the following is merely an illustrative description and should not be construed as limiting the present invention.

[0041] This embodiment provides a crankshaft, including a crankshaft body 10, a first eccentric portion 20, and a second eccentric portion 30. The first eccentric portion 20 and the second eccentric portion 30 are axially spaced on the outer side wall of the crankshaft body 10, and are respectively distributed relative to both sides of the crankshaft body 10. The eccentricity of the first eccentric portion 20 relative to the crankshaft body 10 is greater than that of the second eccentric portion 30 relative to the crankshaft body 10. A recessed groove 21 is formed radially on the outer side wall of the first eccentric portion 20, and a reinforcing rib 22 is connected inside the recessed groove 21. In this embodiment, the reinforcing rib 22 is a hollow polygonal frame, and its outer corners abut against the inner wall of the recessed groove 21. Further, the offset of the crankshaft's center of mass relative to the axis of the crankshaft body 10 in this embodiment is less than or equal to 0.1 mm. In addition, an oil passage 11 is provided inside the crankshaft body 10 along its axial direction.

[0042] In this embodiment, a recessed groove 21 is provided on the outermost side of the first eccentric portion 20 away from the crankshaft body 10. The groove depth of the recessed groove 21 is d, and the radial distance from the outermost side of the first eccentric portion 20 away from the crankshaft body 10 to the crankshaft body 10 is D, where H = 0.4D. The axial height of the reinforcing rib 22 along the crankshaft body 10 is H, where H = 3mm. Furthermore, in this embodiment, the recessed groove 21 is a cylindrical groove structure, and the cross-sectional shape of the reinforcing rib 22 along the axial direction of the crankshaft body 10 is an isosceles trapezoid.

[0043] Therefore, according to this embodiment, the crankshaft achieves a higher compression ratio by designing the eccentricity of the first eccentric portion 20 on the crankshaft body 10 to be greater than that of the second eccentric portion 30. Furthermore, a recessed groove 21 is formed on the outer wall of the first eccentric portion 20, and a reinforcing rib 22 is provided inside the groove 21. This makes the mass of the first eccentric portion 20 with the larger eccentricity close to the mass of the second eccentric portion 30 with the smaller eccentricity, reducing the overall crankshaft center of gravity shift. Simultaneously, the cooperation between the groove 21 and the reinforcing rib 22 reduces the stress concentration in the groove 21 area. In other words, according to this embodiment, the crankshaft does not require additional counterweights, effectively reducing the crankshaft's center of gravity shift, thereby reducing vibration amplitude and wear, and increasing the crankshaft's service life. In addition, the groove 21 design in this embodiment also reduces the overall weight of the crankshaft, thus lowering material costs.

[0044] The following is combined with Figures 1 to 6 The following is a detailed description of a specific embodiment of the crankshaft according to the present invention. It is worth understanding that the following is merely an illustrative description and should not be construed as limiting the present invention.

[0045] This embodiment provides a crankshaft, including a crankshaft body 10, a first eccentric portion 20, and a second eccentric portion 30. The first eccentric portion 20 and the second eccentric portion 30 are axially spaced on the outer side wall of the crankshaft body 10, and are respectively distributed relative to both sides of the crankshaft body 10. The eccentricity of the first eccentric portion 20 relative to the crankshaft body 10 is greater than that of the second eccentric portion 30 relative to the crankshaft body 10. A recessed groove 21 is formed radially on the outer side wall of the first eccentric portion 20, and a reinforcing rib 22 is connected inside the recessed groove 21. In this embodiment, the reinforcing rib 22 is a hollow polygonal frame, and its outer corners abut against the inner wall of the recessed groove 21. Further, the offset of the crankshaft's center of mass relative to the axis of the crankshaft body 10 in this embodiment is less than or equal to 0.1 mm. In addition, an oil passage 11 is provided inside the crankshaft body 10 along its axial direction.

[0046] In this embodiment, a recessed groove 21 is provided on the outermost side of the first eccentric portion 20 away from the crankshaft body 10. The groove depth of the recessed groove 21 is d, and the radial distance from the outermost side of the first eccentric portion 20 away from the crankshaft body 10 to the crankshaft body 10 is D, where H = 0.5D. The axial height of the reinforcing rib 22 along the crankshaft body 10 is H, where H = 5mm. Furthermore, in this embodiment, the recessed groove 21 is a cylindrical groove structure, and the cross-sectional shape of the reinforcing rib 22 along the axial direction of the crankshaft body 10 is an isosceles trapezoid.

[0047] Therefore, according to this embodiment, the crankshaft achieves a higher compression ratio by designing the eccentricity of the first eccentric portion 20 on the crankshaft body 10 to be greater than that of the second eccentric portion 30. Furthermore, a recessed groove 21 is formed on the outer wall of the first eccentric portion 20, and a reinforcing rib 22 is provided inside the groove 21. This makes the mass of the first eccentric portion 20 with the larger eccentricity close to the mass of the second eccentric portion 30 with the smaller eccentricity, reducing the overall crankshaft center of gravity shift. Simultaneously, the cooperation between the groove 21 and the reinforcing rib 22 reduces the stress concentration in the groove 21 area. In other words, according to this embodiment, the crankshaft does not require additional counterweights, effectively reducing the crankshaft's center of gravity shift, thereby reducing vibration amplitude and wear, and increasing the crankshaft's service life. In addition, the groove 21 design in this embodiment also reduces the overall weight of the crankshaft, thus lowering material costs.

[0048] The second aspect of this utility model provides a pump body structure, which includes the crankshaft as described above. According to the pump body structure of this utility model embodiment, no additional counterweight is required, which can effectively reduce the crankshaft's center of gravity offset, thereby reducing the crankshaft's vibration amplitude and wear, and improving the crankshaft's service life.

[0049] A third aspect of this utility model provides a compressor that includes the pump body structure described above. The compressor according to this utility model embodiment eliminates the need for an additional counterweight, effectively reducing the crankshaft's center of gravity offset, thereby reducing crankshaft vibration amplitude and wear, and improving crankshaft service life.

[0050] The above embodiments only illustrate several implementation methods of this utility model, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the crankshaft, pump body structure, and compressor of this utility model. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model.

Claims

1. A crankshaft, characterized in that: It includes a crankshaft body, a first eccentric portion, and a second eccentric portion. The first eccentric portion and the second eccentric portion are spaced apart along the axial direction on the outer side wall of the crankshaft body, and the first eccentric portion and the second eccentric portion are respectively distributed on both sides of the crankshaft body. The eccentricity of the first eccentric portion relative to the crankshaft body is greater than the eccentricity of the second eccentric portion relative to the crankshaft body. A recessed groove is formed on the outer side wall of the first eccentric portion in the radial direction, and a reinforcing rib is connected inside the recessed groove.

2. The crankshaft according to claim 1, characterized in that: The outermost part of the first eccentric portion away from the crankshaft body is provided with the hollowed-out groove, the groove depth is d, and the radial distance from the outermost part of the first eccentric portion away from the crankshaft body to the crankshaft body is D, satisfying the relationship: 0.4D≤H≤0.6D; the axial height of the reinforcing rib along the crankshaft body is H, satisfying the relationship: 3mm≤H≤7mm.

3. The crankshaft according to claim 1, characterized in that: The reinforcing rib is a hollow polygonal frame, and the outer corners of the reinforcing rib abut against the inner wall of the cut groove.

4. The crankshaft according to claim 1, characterized in that: The cross-sectional shape of the reinforcing rib along the axial direction of the crankshaft body is trapezoidal or T-shaped.

5. The crankshaft according to claim 1, characterized in that: The cross-sectional shape of the perforated groove along the axial direction of the crankshaft body is one of a circle, an ellipse, or a rectangle.

6. The crankshaft according to claim 2, characterized in that: The perforated groove is a cylindrical groove structure, and the cross-sectional shape of the reinforcing rib along the axial direction of the crankshaft body is an isosceles trapezoid.

7. The crankshaft according to claim 1, characterized in that: The offset of the crankshaft's center of mass relative to the crankshaft body's axis is less than or equal to 0.1 mm.

8. The crankshaft according to claim 1, characterized in that: The crankshaft body has an oil passage extending through it along its axial direction.

9. A pump body structure, characterized in that: Includes the crankshaft according to any one of claims 1 to 8.

10. A compressor, characterized in that: Includes the pump body structure according to claim 9.

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