Crankshaft thrust structure, crankshaft and scroll compressor

Abstract

The utility model provides a kind of crankshaft thrust structure, crankshaft and scroll compressor, it is related to compressor technical field, solve the technical problem that the contact surface lubrication of crankshaft and thrust bearing reduces.The crankshaft thrust structure, including the thrust bearing of being installed in crankshaft and lower support terminal;The side of thrust bearing with the bottom of crankshaft abutment is plane structure;The bottom of crankshaft has thrust surface, and at least one thrust surface oil groove is provided on the thrust surface.The utility model adopts plane oil groove design to thrust bearing, and the thrust surface oil groove that moves with the rotation direction of crankshaft is simultaneously opened in the position of crankshaft side and thrust bearing contact;During the operation of compressor, lubricating oil is forced to flow from the thrust surface, forms thrust surface lubrication inner passage, lubricates thrust bearing, carries away the heat generated by the friction of thrust bearing and crankshaft thrust surface, improves the wear resistance of thrust bearing, improves the reliability of compressor, simultaneously simplifies the design of thrust bearing, and reduces cost.

Description

Technical Field

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

[0002] like Figure 1 and Figure 2 As shown, in a conventional scroll compressor, the crankshaft drive unit 8 and the crankshaft 4 are integrated via an interference fit. When the crankshaft rotates, the crankshaft drive unit 8 drives the oil pump 10 to pressurize the lubricating oil 11 to the pump oil hole 100, and then transports the lubricating oil upward along the crankshaft inner bore channel 4-1. The crankshaft drive unit 8 and the oil pump 10 have a clearance fit, because too large a clearance will affect the oil supply to the distal end along the crankshaft inner bore channel 4-1. To solve this problem, as... Figure 4 As shown, in the prior art, the oil pump 10 is replaced with an oil guide plate 12.

[0003] The applicant has discovered that the prior art has at least the following technical problems: such as Figure 3 and Figure 4 As shown, to ensure lubrication at the thrust bearing 9, radial oil holes 4-2 and chamfered oil grooves 4-3 are provided at the lower crankshaft support 7. After lubricating the support bearing, the lubricating oil flows into the upper oil reservoir 80. The lubricating oil in the upper oil reservoir 80 lubricates the thrust bearing. Since there is no forced oil supply to the inside of the thrust bearing 9, most of the lubricating oil in the upper oil reservoir 80 is discharged outwards from the thrust oil groove 9-1, resulting in reduced lubrication at the contact surface between the crankshaft and the thrust bearing. As the operating conditions and speed range of the compressor become wider, it is necessary to further improve the lubrication effect at the thrust bearing and enhance its wear resistance. Utility Model Content

[0004] The purpose of this invention is to provide a crankshaft thrust structure, a crankshaft, and a scroll compressor to solve the technical problem of reduced lubrication at the contact surface between the crankshaft and the thrust bearing in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: This utility model provides a crankshaft thrust structure, including a thrust bearing installed at the end of the crankshaft and the lower support; the bottom of the crankshaft has a thrust surface; the side of the thrust bearing that abuts against the thrust surface is a planar structure; at least one thrust surface oil groove is provided on the thrust surface.

[0006] This invention employs a flat, oil-groovless design on the thrust bearing, while simultaneously creating an oil groove on the crankshaft side at the contact point with the thrust bearing, rotating in the same direction as the crankshaft. During compressor operation, lubricating oil is forced to flow from the thrust surface, forming an internal lubrication passage on the thrust surface. This lubricates the thrust bearing, removes heat generated by friction between the thrust bearing and the crankshaft thrust surface, improves the wear resistance of the thrust bearing, enhances compressor reliability, simplifies the thrust bearing design, and reduces costs.

[0007] Based on the above technical solution, the present invention can be further improved as follows.

[0008] As a further improvement of this utility model, the thrust surface oil groove is a radially circumferentially continuous oil groove.

[0009] This structural design effectively guides the lubricating oil to flow outwards and inwards along the crankshaft's rotation direction, forming lubrication channels and enhancing the uniformity of lubricating oil distribution in the thrust surface area, thereby improving lubrication efficiency. It should be noted that "circumferential penetration" here refers to the oil grooves on the thrust surface connecting to the inner and outer end faces of the crankshaft, forming a through-structure from the inside out. "Radial oil grooves," on the other hand, refer to oil grooves extending outwards from the center of the thrust surface in a radiating pattern, resembling radial lines. This structure fully utilizes the centrifugal force and oil pressure difference generated by crankshaft rotation to propel the lubricating oil rapidly to the entire friction contact surface, effectively preventing localized dry friction and further improving lubrication reliability and heat dissipation performance.

[0010] As a further improvement of this utility model, the number of thrust surface oil grooves is not less than two.

[0011] This invention incorporates at least two thrust surface oil grooves to create multiple lubrication channels during crankshaft rotation. The lubricating oil flows from the outside inwards across the thrust surface, carrying away heat generated by friction. Finally, it flows downwards through the internal through-hole of the thrust bearing into the oil sump, significantly improving the distribution efficiency and coverage of the lubricating oil. The synergistic effect of multiple radial oil grooves ensures uniform diffusion of lubricating oil from the outer periphery to the center of the thrust surface, effectively improving the uniformity of the oil film between friction pairs and preventing increased wear due to insufficient localized oil levels. Especially under high-speed or variable operating conditions, the multi-groove structure can quickly establish a stable oil film, enhancing load-bearing capacity, reducing frictional temperature rise, and extending the service life of the thrust bearing, thereby further improving the overall reliability and durability of the scroll compressor.

[0012] As a further improvement of this utility model, the cross-sectional shape of the thrust surface oil groove is a semi-circular, square, triangular or trapezoidal groove.

[0013] The thrust surface oil groove of this invention can adopt different shapes. Different cross-sectional shapes can be flexibly selected according to lubrication requirements and processing technology. Semi-circular oil grooves help reduce stress concentration and improve structural durability; square oil grooves are easy to process and have a large oil storage space, which is conducive to continuous supply of lubricating oil; triangular oil grooves help to form a wedge-shaped oil film, enhance the dynamic pressure effect, and improve the load-bearing capacity. By optimizing the cross-sectional geometry of the oil groove, the flow characteristics of the lubricating oil and the lubrication state between the friction pairs can be further coordinated, improving the lubrication stability and heat dissipation efficiency of the thrust surface, thereby better adapting to the reliable operation requirements of the compressor under different operating conditions.

[0014] As a further improvement of this utility model, the thrust surface oil groove is a spiral groove, and the spiral direction is opposite to the crankshaft rotation direction.

[0015] This invention sets the oil groove on the thrust surface as a spiral groove. The spiral groove has less flow resistance and is more beneficial for thrust lubrication. The spiral groove and the crankshaft can be directly formed during the crankshaft casting process.

[0016] As a further improvement of this utility model, the total cross-sectional area S of the thrust surface oil groove is greater than or equal to the cross-sectional area S1 of the radial oil groove.

[0017] The above structural design effectively ensures a sufficient supply of lubricating oil in the thrust surface area, preventing the oil supplied by the radial oil groove from failing to quickly and efficiently enter the thrust surface, thus further improving the overall flow capacity of the lubrication system.

[0018] As a further improvement of this utility model, the oil inlet tangent of the thrust surface oil groove has a first preset angle A with the crankshaft outer peripheral wall tangent, and the oil outlet tangent of the thrust surface oil groove has a second preset angle B with the crankshaft inner peripheral wall tangent. The preset angle range is: 10°≤A≤45°; 45°≤B≤80°.

[0019] Using this angle setting minimizes flow resistance.

[0020] As a further improvement of this utility model, the crankshaft radius is R, the thrust bearing has an inner through hole, and the relationship between the width L of the inner through hole and the crankshaft radius R is: 2mm≤L+1≤R.

[0021] The above structural design ensures that lubricating oil can pass smoothly through the through-hole while maintaining the stability of the thrust bearing. By eliminating the oil groove on the thrust bearing surface, it can be formed directly by stamping from sheet metal, eliminating machining steps and reducing costs.

[0022] The present invention provides a crankshaft, including the crankshaft thrust structure.

[0023] The crankshaft of this invention features a flat, oil-groovless design on the thrust bearing, while radial or spiral oil grooves are formed on the crankshaft side at the contact point with the thrust bearing, following the rotational direction of the crankshaft. During compressor operation, lubricating oil is forced to flow from the thrust surface, forming an internal lubrication passage on the thrust surface. This lubricates the thrust bearing, removes heat generated by friction between the thrust bearing and the crankshaft thrust surface, improves the wear resistance of the thrust bearing, enhances compressor reliability, simplifies the thrust bearing design, and reduces costs.

[0024] This utility model provides a scroll compressor, which is a vertical scroll compressor, including the crankshaft.

[0025] The vertical scroll compressor with a lower thrust structure provided by this utility model adopts a crankshaft lower thrust structure, that is, the shaft support surface is at the lower end of the crankshaft, and the compressor oil supply method is oil guide plate supply; a sliding friction surface is formed between the bottom of the crankshaft and the thrust bearing. By adding an oil groove at the bottom of the crankshaft at the friction pair between the crankshaft and the thrust bearing, the oil groove on the plane of the thrust bearing is eliminated, and the oil outlet is forced to discharge from the friction surface. By limiting the size of the through hole in the thrust bearing, the lubrication at the thrust bearing is improved and the cost is reduced. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a front sectional view of a scroll compressor in the prior art; Figure 2 This is a partial structural diagram of a scroll compressor in the prior art; Figure 3 This is a schematic diagram of the structure of a thrust bearing in the existing technology; Figure 4 This is a partial structural schematic diagram of the scroll compressor of this utility model; Figure 5 This is a schematic diagram of the crankshaft thrust structure of this utility model; Figure 6 This is a schematic diagram of the structure of one embodiment of the thrust surface oil groove of this utility model; Figure 7 This is a schematic diagram of another embodiment of the thrust surface oil groove of this utility model; Figure 8 This is a schematic diagram of the thrust bearing of this utility model.

[0028] In the picture: 1. Static vortex disk; 2. Moving scroll plate; 3. Install the support frame; 4. Crankshaft; 4-1. Crankshaft inner bore passage; 4-2. Crankshaft radial oil holes; 4-3. Crankshaft edge oil groove; 4-4. Thrust surface oil groove; 4-5. Thrust surface; 5. Electric motor; 6. Lower support ring; 7. Lower support; 8. Crankshaft drive unit; 9. Thrust bearing; 10. Oil pump 11. Lubricating oil; 12. Oil guide plate; 13. Oil suction pipe; 80. Upper oil storage chamber; 91. Through hole inside the thrust bearing; 100. Pump oil hole. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0030] Example 1: like Figures 4-8 As shown, this utility model provides a thrust-resistant structure for a crankshaft 4, including a thrust bearing 9 installed at the end of the crankshaft 4 and the lower support 7; the bottom of the crankshaft 4 has a thrust surface 4-5; the side of the thrust bearing 9 that abuts against the thrust surface 4-5 is a planar structure; at least one thrust surface oil groove 4-4 is provided on the thrust surface 4-5, such as... Figure 4 As shown, a sliding friction surface is formed between the crankshaft 4 and the thrust bearing 9. Several thrust surface oil grooves 4-4 are opened on the thrust surface 4-5 at the bottom of the crankshaft 4, and the upper end face of the thrust bearing 9 is a groove-free plane.

[0031] This invention employs a flat, oil-groove-free design on the thrust bearing 9, while simultaneously creating a thrust surface oil groove 4-4 at the contact point between the crankshaft 4 and the thrust bearing 9. During compressor operation, lubricating oil 11 is forced to flow from the thrust surface 4-5, forming an internal lubrication passage on the thrust surface 4-5. This lubricates the thrust bearing 9, removes the heat generated by friction between the thrust bearing 9 and the crankshaft 4 thrust surface 4-5, enhances the wear resistance of the thrust bearing 9, improves the reliability of the compressor, simplifies the design of the thrust bearing 9, and reduces costs.

[0032] like Figure 5 and Figure 6 As shown, in this embodiment, the thrust surface oil groove 4-4 is a radially circumferentially continuous oil groove. It should be noted that "circumferentially continuous" here means that both ends of the thrust surface oil groove 4-4 are connected to the inner and outer end faces of the crankshaft 4, forming a through-structure from the inside out. "Radially continuous" refers to oil grooves extending outwards from the center of the thrust surface 4-5 in a radiating pattern, resembling radial lines. This structure fully utilizes the centrifugal force and oil pressure difference generated by the rotation of the crankshaft 4 to rapidly diffuse the lubricating oil 11 to the entire friction contact surface, effectively avoiding localized dry friction and further improving lubrication reliability and heat dissipation performance. This structural design effectively guides the lubricating oil 11 to flow outwards and inwards along the rotation direction of the crankshaft 4, forming lubrication channels, enhancing the uniformity of lubricating oil 11 distribution in the thrust surface 4-5 region, and improving lubrication efficiency.

[0033] To achieve uniform lubrication and ensure full lubrication of the friction surfaces, the number of thrust surface oil grooves 4-4 is no less than two. Specifically, radial oil grooves are formed on the thrust surface 4-5 at the bottom of the crankshaft 4, which are circumferentially continuous. The radial thrust surface oil grooves 4-4 penetrate the inside and outside of the bottom thrust surface 4-5 of the crankshaft 4, and are distributed in a row. The number of such grooves is ≥2, preferably 3-4.

[0034] This invention incorporates at least two thrust surface oil grooves 4-4 to create multiple lubrication channels during crankshaft 4 rotation. The lubricating oil flows from the outside in through the thrust surface 4-5, carrying away heat generated by friction at the thrust surface 4-5, and finally flows downwards into the oil sump through the inner through-hole 91 of the thrust bearing. This significantly improves the distribution efficiency and coverage of the lubricating oil 11. The synergistic effect of multiple radial oil grooves ensures that the lubricating oil 11 diffuses evenly from the outer periphery to the center of the thrust surface 4-5, effectively improving the uniformity of the oil film between friction pairs and preventing increased wear due to insufficient local oil levels. Especially under high speed or variable operating conditions, the multi-groove structure can quickly establish a stable oil film, increasing load-bearing capacity, reducing frictional temperature rise, and extending the service life of the thrust bearing 9, thereby further improving the overall operational reliability and durability of the scroll compressor.

[0035] As a further improvement of this utility model, the cross-sectional shape of the thrust surface oil groove 4-4 is a semi-circular, square, triangular or trapezoidal groove, which is integrally formed by casting the crankshaft 4.

[0036] The thrust surface oil groove 4-4 of this utility model can adopt different shapes. Different cross-sectional shapes can be flexibly selected according to lubrication requirements and processing technology. Semi-circular oil grooves help reduce stress concentration and improve structural durability; square oil grooves are easy to process and have a large oil storage space, which is conducive to the continuous supply of lubricating oil 11; triangular oil grooves help to form a wedge-shaped oil film, enhance the dynamic pressure effect, and improve the load-bearing capacity. By optimizing the cross-sectional geometry of the oil groove, the flow characteristics of lubricating oil 11 and the lubrication state between friction pairs can be further coordinated, improving the lubrication stability and heat dissipation efficiency of the thrust surface 4-5, thereby better adapting to the reliable operation requirements of the compressor under different operating conditions.

[0037] As another optional embodiment of this utility model, such as Figure 7 As shown, the thrust surface oil groove 4-4 is a spiral groove, and the spiral direction is opposite to the rotation direction of the crankshaft 4.

[0038] This invention sets the thrust surface oil groove 4-4 as a spiral groove, with the spiral groove rotating in the opposite direction to the crankshaft 4. In this case, the flow resistance of the spiral groove is smaller, which is more beneficial to thrust lubrication. The spiral groove and the crankshaft 4 can be directly formed during the casting of the crankshaft 4.

[0039] As a further improvement of this utility model, the total cross-sectional area S of the thrust surface oil groove 4-4 is greater than the cross-sectional area S1 of the radial oil groove.

[0040] If we assume that there are n thrust surface oil grooves 4-4 and the radius of the radial oil groove 4-2 of crankshaft 4 is r, then the cross-sectional area S' of a single thrust surface oil groove 4-4 is ≥ πr2 / n.

[0041] The above structural design effectively ensures a sufficient supply of lubricating oil 11 in the thrust surface 4-5 region, preventing the oil supplied by the radial oil groove from failing to quickly and efficiently enter the thrust surface 4-5, and further improving the overall flow capacity of the lubrication system.

[0042] As a further improvement of this utility model, the oil inlet 441 of the thrust surface oil groove 4-4 has a first preset angle A between its tangential direction and the tangential direction of the outer peripheral wall of the crankshaft, and the oil outlet 442 of the thrust surface oil groove 4-4 has a second preset angle B between its tangential direction and the tangential direction of the inner peripheral wall of the crankshaft. The range of the preset angles is: 10°≤A≤45°; 45°≤B≤80°. Using this angle setting minimizes flow resistance.

[0043] As a further improvement of this utility model, in this embodiment, in order to realize the circulation of lubricating oil 11, there are requirements for the size of the inner through hole 91 of the thrust bearing, which is constrained by the bottom outer diameter of the crankshaft 4. Specifically, the radius of the crankshaft 4 is R, the thrust bearing 9 has an inner through hole, and the relationship between the width L of the inner through hole and the radius R of the crankshaft 4 is: 2mm≤L+1≤R.

[0044] The above structural design ensures that the lubricating oil 11 can pass smoothly through the through hole while maintaining the stability of the thrust bearing 9. By eliminating the oil groove on the surface of the thrust bearing 9, it can be formed directly by stamping from iron plate, saving machining steps and reducing costs.

[0045] Example 2: like Figures 4-8 As shown, the present invention provides a crankshaft 4, including the crankshaft 4 thrust structure in embodiment 1.

[0046] like Figures 4-8 As shown, the crankshaft 4 has a thrust bearing structure, including a thrust bearing 9 installed at the end of the crankshaft 4 and the lower support 7; the bottom of the crankshaft 4 has a thrust surface 4-5; the side of the thrust bearing 9 that abuts against the thrust surface 4-5 is a planar structure; at least one thrust surface oil groove 4-4 is provided on the thrust surface 4-5, such as... Figure 4 As shown, a sliding friction surface is formed between the crankshaft 4 and the thrust bearing 9. Several thrust surface oil grooves 4-4 are opened on the thrust surface 4-5 at the bottom of the crankshaft 4, and the upper end face of the thrust bearing 9 is a groove-free plane.

[0047] This invention employs a flat, oil-groove-free design on the thrust bearing 9, while simultaneously creating a thrust surface oil groove 4-4 at the contact point between the crankshaft 4 and the thrust bearing 9. During compressor operation, lubricating oil 11 is forced to flow from the thrust surface 4-5, forming an internal lubrication passage on the thrust surface 4-5. This lubricates the thrust bearing 9, removes the heat generated by friction between the thrust bearing 9 and the crankshaft 4 thrust surface 4-5, enhances the wear resistance of the thrust bearing 9, improves the reliability of the compressor, simplifies the design of the thrust bearing 9, and reduces costs.

[0048] like Figure 5 and Figure 6 As shown, in this embodiment, the thrust surface oil groove 4-4 is a radially circumferentially continuous oil groove. It should be noted that "circumferentially continuous" here means that both ends of the thrust surface oil groove 4-4 are connected to the inner and outer end faces of the crankshaft 4, forming a through-structure from the inside out. "Radially continuous" refers to oil grooves extending outwards from the center of the thrust surface 4-5 in a radiating pattern, resembling radial lines. This structure fully utilizes the centrifugal force and oil pressure difference generated by the rotation of the crankshaft 4 to rapidly diffuse the lubricating oil 11 to the entire friction contact surface, effectively avoiding localized dry friction and further improving lubrication reliability and heat dissipation performance. This structural design effectively guides the lubricating oil 11 to flow outwards and inwards along the rotation direction of the crankshaft 4, forming lubrication channels, enhancing the uniformity of lubricating oil 11 distribution in the thrust surface 4-5 region, and improving lubrication efficiency.

[0049] To achieve uniform lubrication and ensure full lubrication of the friction surfaces, the number of thrust surface oil grooves 4-4 is no less than two. Specifically, radial oil grooves are formed on the thrust surface 4-5 at the bottom of the crankshaft 4, which are circumferentially continuous. The radial thrust surface oil grooves 4-4 penetrate the inside and outside of the bottom thrust surface 4-5 of the crankshaft 4, and are distributed in a row. The number of such grooves is ≥2, preferably 3-4.

[0050] This invention incorporates at least two thrust surface oil grooves 4-4 to create multiple lubrication channels during crankshaft 4 rotation. The lubricating oil flows from the outside in through the thrust surface 4-5, carrying away heat generated by friction at the thrust surface 4-5, and finally flows downwards into the oil sump through the inner through-hole 91 of the thrust bearing. This significantly improves the distribution efficiency and coverage of the lubricating oil 11. The synergistic effect of multiple radial oil grooves ensures that the lubricating oil 11 diffuses evenly from the outer periphery to the center of the thrust surface 4-5, effectively improving the uniformity of the oil film between friction pairs and preventing increased wear due to insufficient local oil levels. Especially under high speed or variable operating conditions, the multi-groove structure can quickly establish a stable oil film, increasing load-bearing capacity, reducing frictional temperature rise, and extending the service life of the thrust bearing 9, thereby further improving the overall operational reliability and durability of the scroll compressor.

[0051] As a further improvement of this utility model, the cross-sectional shape of the thrust surface oil groove 4-4 is a semi-circular, square, triangular or trapezoidal groove, which is integrally formed by casting the crankshaft 4.

[0052] The thrust surface oil groove 4-4 of this utility model can adopt different shapes. Different cross-sectional shapes can be flexibly selected according to lubrication requirements and processing technology. Semi-circular oil grooves help reduce stress concentration and improve structural durability; square oil grooves are easy to process and have a large oil storage space, which is conducive to the continuous supply of lubricating oil 11; triangular oil grooves help to form a wedge-shaped oil film, enhance the dynamic pressure effect, and improve the load-bearing capacity. By optimizing the cross-sectional geometry of the oil groove, the flow characteristics of lubricating oil 11 and the lubrication state between friction pairs can be further coordinated, improving the lubrication stability and heat dissipation efficiency of the thrust surface 4-5, thereby better adapting to the reliable operation requirements of the compressor under different operating conditions.

[0053] As another optional embodiment of this utility model, such as Figure 7 As shown, the thrust surface oil groove 4-4 is a spiral groove, and the spiral direction is opposite to the rotation direction of the crankshaft 4.

[0054] This invention sets the thrust surface oil groove 4-4 as a spiral groove, with the spiral groove rotating in the opposite direction to the crankshaft 4. In this case, the flow resistance of the spiral groove is smaller, which is more beneficial to thrust lubrication. The spiral groove and the crankshaft 4 can be directly formed during the casting of the crankshaft 4.

[0055] As a further improvement of this utility model, the total cross-sectional area S of the thrust surface oil groove 4-4 is greater than the cross-sectional area S1 of the radial oil groove.

[0056] If we assume that there are n thrust surface oil grooves 4-4 and the radius of the radial oil groove 4-2 of crankshaft 4 is r, then the cross-sectional area S' of a single thrust surface oil groove 4-4 is ≥ πr2 / n.

[0057] The above structural design effectively ensures a sufficient supply of lubricating oil 11 in the thrust surface 4-5 region, preventing the oil supplied by the radial oil groove from failing to quickly and efficiently enter the thrust surface 4-5, and further improving the overall flow capacity of the lubrication system.

[0058] As a further improvement to this utility model, the angle of the spiral groove is 30-60°, and this angle setting minimizes flow resistance.

[0059] As a further improvement of this utility model, in this embodiment, in order to realize the circulation of lubricating oil 11, there are requirements for the size of the inner through hole 91 of the thrust bearing, which is constrained by the bottom outer diameter of the crankshaft 4. Specifically, the radius of the crankshaft 4 is R, the thrust bearing 9 has an inner through hole, and the relationship between the width L of the inner through hole and the radius R of the crankshaft 4 is: 2mm≤L+1≤R.

[0060] The above structural design ensures that the lubricating oil 11 can pass smoothly through the through hole while maintaining the stability of the thrust bearing 9. By eliminating the oil groove on the surface of the thrust bearing 9, it can be formed directly by stamping from iron plate, saving machining steps and reducing costs.

[0061] The crankshaft 4 of this invention features a flat, oil-groovless design on the thrust bearing 9. Simultaneously, radial or spiral oil grooves are formed on the crankshaft 4 side at the contact point with the thrust bearing 9, following the rotational direction of the crankshaft 4. During compressor operation, lubricating oil 11 is forced to flow from the thrust surface 4-5, forming an internal lubrication passage on the thrust surface 4-5. This lubricates the thrust bearing 9, removes heat generated by friction between the thrust bearing 9 and the crankshaft 4 thrust surface 4-5, improves the wear resistance of the thrust bearing 9, enhances compressor reliability, simplifies the design of the thrust bearing 9, and reduces costs.

[0062] Example 3: like Figures 4-8 As shown, this utility model provides a scroll compressor, which is a vertical scroll compressor, including the crankshaft 4 in embodiment 2.

[0063] Furthermore, the scroll compressor also includes a stationary scroll plate 1, a moving scroll plate 2, an upper bracket 3, a motor 5, a lower support ring 6, a lower bracket 7, a crankshaft 4, a thrust bearing 9, an oil guide plate 12, an oil suction pipe 13, and an upper oil reservoir; wherein: The crankshaft 4 has an inner crankshaft channel 4-1, a radial oil hole 4-2, and a tangential oil groove 4-3, and several thrust surface oil grooves 4-4 are provided on the thrust surface 4-5 of the crankshaft 4.

[0064] Crankshaft 4, including the crankshaft 4 thrust structure in Embodiment 1.

[0065] like Figures 4-8 As shown, the crankshaft 4 has a thrust bearing structure, including a thrust bearing 9 installed at the end of the crankshaft 4 and the lower support 7; the bottom of the crankshaft 4 has a thrust surface 4-5; the side of the thrust bearing 9 that abuts against the thrust surface 4-5 is a planar structure; at least one thrust surface oil groove 4-4 is provided on the thrust surface 4-5, such as... Figure 4 As shown, a sliding friction surface is formed between the crankshaft 4 and the thrust bearing 9. Several thrust surface oil grooves 4-4 are opened on the thrust surface 4-5 at the bottom of the crankshaft 4, and the upper end face of the thrust bearing 9 is a groove-free plane.

[0066] This invention employs a flat, oil-groove-free design on the thrust bearing 9, while simultaneously creating a thrust surface oil groove 4-4 at the contact point between the crankshaft 4 and the thrust bearing 9. During compressor operation, lubricating oil 11 is forced to flow from the thrust surface 4-5, forming an internal lubrication passage on the thrust surface 4-5. This lubricates the thrust bearing 9, removes the heat generated by friction between the thrust bearing 9 and the crankshaft 4 thrust surface 4-5, enhances the wear resistance of the thrust bearing 9, improves the reliability of the compressor, simplifies the design of the thrust bearing 9, and reduces costs.

[0067] like Figure 5 and Figure 6 As shown, in this embodiment, the thrust surface oil groove 4-4 is a radially circumferentially continuous oil groove. It should be noted that "circumferentially continuous" here means that both ends of the thrust surface oil groove 4-4 are connected to the inner and outer end faces of the crankshaft 4, forming a through-structure from the inside out. "Radially continuous" refers to oil grooves extending outwards from the center of the thrust surface 4-5 in a radiating pattern, resembling radial lines. This structure fully utilizes the centrifugal force and oil pressure difference generated by the rotation of the crankshaft 4 to rapidly diffuse the lubricating oil 11 to the entire friction contact surface, effectively avoiding localized dry friction and further improving lubrication reliability and heat dissipation performance. This structural design effectively guides the lubricating oil 11 to flow outwards and inwards along the rotation direction of the crankshaft 4, forming lubrication channels, enhancing the uniformity of lubricating oil 11 distribution in the thrust surface 4-5 region, and improving lubrication efficiency.

[0068] To achieve uniform lubrication and ensure full lubrication of the friction surfaces, the number of thrust surface oil grooves 4-4 is no less than two. Specifically, radial oil grooves are formed on the thrust surface 4-5 at the bottom of the crankshaft 4, which are circumferentially continuous. The radial thrust surface oil grooves 4-4 penetrate the inside and outside of the bottom thrust surface 4-5 of the crankshaft 4, and are distributed in a row. The number of such grooves is ≥2, preferably 3-4.

[0069] This invention incorporates at least two thrust surface oil grooves 4-4 to create multiple lubrication channels during crankshaft 4 rotation. The lubricating oil flows from the outside in through the thrust surface 4-5, carrying away heat generated by friction at the thrust surface 4-5, and finally flows downwards into the oil sump through the inner through-hole 91 of the thrust bearing. This significantly improves the distribution efficiency and coverage of the lubricating oil 11. The synergistic effect of multiple radial oil grooves ensures that the lubricating oil 11 diffuses evenly from the outer periphery to the center of the thrust surface 4-5, effectively improving the uniformity of the oil film between friction pairs and preventing increased wear due to insufficient local oil levels. Especially under high speed or variable operating conditions, the multi-groove structure can quickly establish a stable oil film, increasing load-bearing capacity, reducing frictional temperature rise, and extending the service life of the thrust bearing 9, thereby further improving the overall operational reliability and durability of the scroll compressor.

[0070] As a further improvement of this utility model, the cross-sectional shape of the thrust surface oil groove 4-4 is a semi-circular, square, triangular or trapezoidal groove, which is integrally formed by casting the crankshaft 4.

[0071] The thrust surface oil groove 4-4 of this utility model can adopt different shapes. Different cross-sectional shapes can be flexibly selected according to lubrication requirements and processing technology. Semi-circular oil grooves help reduce stress concentration and improve structural durability; square oil grooves are easy to process and have a large oil storage space, which is conducive to the continuous supply of lubricating oil 11; triangular oil grooves help to form a wedge-shaped oil film, enhance the dynamic pressure effect, and improve the load-bearing capacity. By optimizing the cross-sectional geometry of the oil groove, the flow characteristics of lubricating oil 11 and the lubrication state between friction pairs can be further coordinated, improving the lubrication stability and heat dissipation efficiency of the thrust surface 4-5, thereby better adapting to the reliable operation requirements of the compressor under different operating conditions.

[0072] As another optional embodiment of this utility model, such as Figure 7 As shown, the thrust surface oil groove 4-4 is a spiral groove, and the spiral direction is opposite to the rotation direction of the crankshaft 4.

[0073] This invention sets the thrust surface oil groove 4-4 as a spiral groove, with the spiral groove rotating in the opposite direction to the crankshaft 4. In this case, the flow resistance of the spiral groove is smaller, which is more beneficial to thrust lubrication. The spiral groove and the crankshaft 4 can be directly formed during the casting of the crankshaft 4.

[0074] As a further improvement of this utility model, the total cross-sectional area S of the thrust surface oil groove 4-4 is greater than the cross-sectional area S1 of the radial oil groove.

[0075] If we assume that there are n thrust surface oil grooves 4-4 and the radius of the radial oil groove 4-2 of crankshaft 4 is r, then the cross-sectional area S' of a single thrust surface oil groove 4-4 is ≥ πr2 / n.

[0076] The above structural design effectively ensures a sufficient supply of lubricating oil 11 in the thrust surface 4-5 region, preventing the oil supplied by the radial oil groove from failing to quickly and efficiently enter the thrust surface 4-5, and further improving the overall flow capacity of the lubrication system.

[0077] As a further improvement to this utility model, the angle of the spiral groove is 30-60°, and this angle setting minimizes flow resistance.

[0078] As a further improvement of this utility model, in this embodiment, in order to realize the circulation of lubricating oil 11, there are requirements for the size of the inner through hole 91 of the thrust bearing, which is constrained by the bottom outer diameter of the crankshaft 4. Specifically, the radius of the crankshaft 4 is R, the thrust bearing 9 has an inner through hole, and the relationship between the width L of the inner through hole and the radius R of the crankshaft 4 is: 2mm≤L+1≤R.

[0079] The above structural design ensures that the lubricating oil 11 can pass smoothly through the through hole while maintaining the stability of the thrust bearing 9. By eliminating the oil groove on the surface of the thrust bearing 9, it can be formed directly by stamping from iron plate, saving machining steps and reducing costs.

[0080] The crankshaft 4 of this invention features a flat, oil-groovless design on the thrust bearing 9. Simultaneously, radial or spiral oil grooves are formed on the crankshaft 4 side at the contact point with the thrust bearing 9, following the rotational direction of the crankshaft 4. During compressor operation, lubricating oil 11 is forced to flow from the thrust surface 4-5, forming an internal lubrication passage on the thrust surface 4-5. This lubricates the thrust bearing 9, removes heat generated by friction between the thrust bearing 9 and the crankshaft 4 thrust surface 4-5, improves the wear resistance of the thrust bearing 9, enhances compressor reliability, simplifies the design of the thrust bearing 9, and reduces costs.

[0081] like Figure 4 , Figure 6 and Figure 7 As shown, when the compressor is running, the oil guide plate 12 presses the lubricating oil 11 into the crankshaft inner bore channel 4-1. The crankshaft has radial oil grooves 4-2 and chamfered oil grooves 4-3 at the lower support 7. After lubricating the support bearings, the lubricating oil flows into the upper oil reservoir 80. A thrust surface oil groove 4-4 is formed on the thrust surface 4-5 at the bottom of the crankshaft; the lubricating oil in the upper oil reservoir 80 enters the thrust surface oil groove 4-4, flows from the outside to the inside through the thrust surface 4-5, carrying away the heat generated by friction at the thrust surface 4-5, and finally flows downwards into the oil sump from the thrust bearing inner through hole 91. Figure 7 As shown, the thrust surface oil groove 4-4 is changed from a straight groove to a spiral groove. The spiral direction is opposite to the crankshaft rotation direction. The spiral groove has less flow resistance and is more beneficial to thrust lubrication. It is also directly formed during crankshaft casting.

[0082] The vertical scroll compressor with a lower thrust structure provided by this utility model adopts a crankshaft lower thrust structure, that is, the shaft support surface is at the lower end of the crankshaft, and the compressor oil supply method is oil guide plate supply; a sliding friction surface is formed between the bottom of the crankshaft and the thrust bearing. By adding an oil groove at the bottom of the crankshaft at the friction pair between the crankshaft and the thrust bearing, the oil groove on the plane of the thrust bearing is eliminated, and the oil outlet is forced to discharge from the friction surface. By limiting the size of the through hole in the thrust bearing, the lubrication at the thrust bearing is improved and the cost is reduced.

[0083] First, it should be noted that "inward" refers to the direction towards the center of the storage space, while "outward" refers to the direction away from the center of the storage space.

[0084] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the appendix. Figure 1 The orientations or positional relationships shown are for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0085] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0086] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0087] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0089] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A crankshaft thrust structure, characterized in that, It includes a thrust bearing installed at the end of the crankshaft and the lower support; the bottom of the crankshaft has a thrust surface; the side of the thrust bearing that abuts against the thrust surface is a planar structure; and at least one thrust surface oil groove is provided on the thrust surface.

2. The crankshaft thrust structure according to claim 1, characterized in that, The thrust surface oil groove is a radially circumferentially continuous oil groove.

3. The crankshaft thrust structure according to claim 1, characterized in that, The number of oil grooves on the thrust surface shall be no less than two.

4. The crankshaft thrust structure according to claim 1, characterized in that, The cross-sectional shape of the thrust surface oil groove is semi-circular, square, triangular or trapezoidal.

5. The crankshaft thrust structure according to claim 1, characterized in that, The thrust surface oil groove is a spiral groove, and the spiral direction is opposite to the crankshaft rotation direction.

6. The crankshaft thrust structure according to claim 1, characterized in that, The total cross-sectional area S of the thrust surface oil groove is greater than or equal to the cross-sectional area S1 of the radial oil groove.

7. The crankshaft thrust structure according to claim 5, characterized in that, The oil inlet tangent of the thrust surface oil groove has a first preset angle A with the outer peripheral wall tangent of the crankshaft, and the oil outlet tangent of the thrust surface oil groove has a second preset angle B with the inner peripheral wall tangent of the crankshaft. The preset angle range is: 10°≤A≤45°; 45°≤B≤80°.

8. The crankshaft thrust structure according to claim 1, characterized in that, The crankshaft has a radius of R, and the thrust bearing has an inner through hole. The relationship between the width L of the inner through hole and the crankshaft radius R is: 2mm≤L+1≤R.

9. A crankshaft, characterized in that, Includes the crankshaft thrust structure as described in any one of claims 1-8.

10. A scroll compressor, characterized in that, It is a vertical scroll compressor, including the crankshaft as described in claim 9.

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