Suspension crank arrangement, pump body assembly and compressor

Abstract

The utility model provides a kind of suspension type crankshaft device, pump body assembly and compressor, suspension type crankshaft device is used to install on cylinder seat, cylinder seat includes shaft hole and the shaft hole end face of being arranged in one end of shaft hole, comprising: crankshaft, crankshaft portion is rotatably arranged in shaft hole, and crankshaft includes the thrust surface of being located outside shaft hole and being opposite with the shaft hole end face arrangement;Magnetic suspension bearing, including rotor assembly and stator assembly, which is sleeved outside the rotor assembly and is spaced apart from the rotor assembly;Rotor assembly is sleeved outside the crankshaft and is fixedly connected with the crankshaft, to rotate synchronously with the crankshaft;Stator assembly is fixed on cylinder seat, to make the axial distance between thrust surface and shaft hole end face greater than zero by the interaction of magnetic force between rotor assembly and stator assembly, to solve the problem that the compressor in prior art cannot avoid the friction power consumption between crankshaft thrust surface and cylinder seat shaft hole end face while cancelling plane bearing.

Description

Technical Field

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

[0002] In the field of refrigeration reciprocating compressors, lightweighting, miniaturization, and high efficiency are the main trends in industry development. As compressor size decreases, their displacement becomes limited, making improving compressor efficiency a key direction for technological development. The power consumption of a compressor mainly originates from friction between its internal moving parts, primarily including friction between the piston and cylinder bore, the crankshaft and shaft bore, and the crankshaft thrust surface and the surface bearing.

[0003] In existing refrigeration compressor technology, the crankshaft, as a core transmission component, has a critical impact on compressor efficiency due to the frictional power loss between its thrust surface and the cylinder head bore end face. To address this issue, the industry widely employs planar bearing assemblies to reduce direct contact between the crankshaft and cylinder head, thereby lowering frictional power loss. Planar bearing assemblies are typically mounted on the end face of the cylinder head bore, forming a sliding contact with the crankshaft. Through precise design and material selection, they effectively reduce the coefficient of friction and improve compressor operating efficiency.

[0004] However, the use of planar bearing assemblies is not without its costs. Even the finest planar bearings cannot completely eliminate friction, especially under high-speed and high-load conditions, where frictional power loss remains significant. Wear on the planar bearing leads to performance degradation, requiring regular maintenance and replacement, which undoubtedly increases the compressor's maintenance costs and complexity. While eliminating the planar bearing altogether could reduce weight, it would also result in direct contact between the crankshaft thrust surface and the cylinder head bore end face, leading to new frictional losses and ultimately impacting the compressor's efficiency.

[0005] Therefore, how to eliminate the planar bearing while avoiding frictional power loss between the crankshaft thrust surface and the cylinder seat shaft bore end face, and achieving lightweight and efficient operation of the compressor, is a problem that urgently needs to be solved. Utility Model Content

[0006] The main objective of this invention is to provide a suspended crankshaft device, a pump assembly, and a compressor to solve the problem in the prior art where compressors cannot avoid frictional power loss between the crankshaft thrust surface and the cylinder seat bore end face while eliminating the planar bearing.

[0007] To achieve the above objectives, according to a first aspect of the present invention, a suspended crankshaft device is provided for mounting on a cylinder block. The cylinder block includes a shaft hole and a shaft hole end face disposed at one end of the shaft hole. The device includes: a crankshaft, a portion of which is rotatably disposed within the shaft hole, and the crankshaft includes a thrust surface located outside the shaft hole and opposite to the shaft hole end face; and a magnetic levitation bearing, including a rotor assembly and a stator assembly sleeved outside the rotor assembly and spaced apart from it. The rotor assembly is sleeved outside the crankshaft and fixedly connected to it to rotate synchronously with the crankshaft. The stator assembly is fixed to the cylinder block so that the axial distance between the thrust surface and the shaft hole end face is greater than zero due to the magnetic interaction between the rotor assembly and the stator assembly.

[0008] Furthermore, the rotor assembly includes a rotor body and a plurality of rotor magnets disposed on the rotor body. The rotor body is sleeved outside the crankshaft, and the plurality of rotor magnets are spaced apart around the circumference of the rotor body. The stator assembly includes a stator core and a plurality of stator windings disposed on the stator core. The stator core is installed in a shaft hole, and the plurality of stator windings are spaced apart around the circumference of the stator core. The plurality of rotor magnets are arranged in a one-to-one correspondence with the plurality of stator windings.

[0009] Furthermore, each rotor magnet is located on the side of the rotor body closer to the stator assembly; each stator winding is located on the side of the stator core closer to the rotor assembly.

[0010] Furthermore, the rotor body is provided with multiple magnet mounting slots, which are evenly arranged around the circumference of the rotor body in a 360-degree pattern, and multiple rotor magnets are installed in the multiple magnet mounting slots one by one.

[0011] Furthermore, the rotor body includes an inner sleeve and an outer sleeve. The inner sleeve is used to fit around the crankshaft, and the outer sleeve is fitted around the inner sleeve and fixedly connected to the inner sleeve to form multiple magnet mounting slots together.

[0012] Furthermore, the magnetic force F1 generated by the multiple rotor magnets acts on the stator core, and the magnetic force F1 is located on the central plane of the multiple rotor magnets; the core magnetic force F2 generated by the multiple stator windings when energized acts on the multiple rotor magnets, and the core magnetic force F2 is located on the central plane of the stator core; when the magnetic force F1 and the core magnetic force F2 act relative to each other, the central plane of the magnets and the central plane of the core are coplanar, so that the axial distance between the thrust surface and the end face of the shaft hole is greater than zero.

[0013] Furthermore, the crankshaft includes a crankshaft head and a main journal connected together. The crankshaft head is located outside the shaft hole, and the main journal is used to be inserted into the shaft hole. The end face of the crankshaft head near the main journal is a thrust face.

[0014] Furthermore, the axial distance between the thrust surface and the end face of the shaft hole is H; where 0.5mm≤H≤1mm.

[0015] According to a second aspect of the present invention, a pump body assembly is provided, including the above-mentioned suspended crankshaft device, and the pump body assembly further includes a cylinder seat, wherein the suspended crankshaft device is mounted on the cylinder seat.

[0016] According to a third aspect of the present invention, a compressor is provided, including the pump body assembly described above.

[0017] Applying the technical solution of this utility model, the suspended crankshaft device of this utility model includes: a crankshaft, the crankshaft portion being rotatably disposed within the shaft hole of a cylinder seat, the cylinder seat including a shaft hole and a shaft hole end face disposed at one end of the shaft hole, the crankshaft including a thrust surface located outside the shaft hole and disposed opposite to the shaft hole end face; a magnetic levitation bearing, including a rotor assembly and a stator assembly sleeved outside the rotor assembly and spaced apart from the rotor assembly; the rotor assembly being sleeved outside the crankshaft and fixedly connected to the crankshaft to rotate synchronously with the crankshaft; the stator assembly being fixedly installed within the shaft hole, so that the axial distance between the thrust surface and the shaft hole end face is greater than zero due to the magnetic interaction between the stator assemblies spaced apart from the rotor assembly. Thus, the suspended crankshaft device of this utility model, by setting a magnetic levitation bearing composed of a rotor assembly and a stator assembly between the crankshaft and the cylinder block, ensures that the axial distance between the thrust surface of the crankshaft and the end face of the cylinder block is maintained in a positive range under the magnetic force of the magnetic levitation bearing. This ensures that the crankshaft remains axially suspended relative to the cylinder block, preventing direct contact between the thrust surface and the end face of the cylinder block during operation. This effectively avoids frictional power loss caused by mechanical contact between the thrust surface and the end face of the cylinder block, while reducing the need for planar bearings and related components. This improves the efficiency of the compressor and solves the problem in the prior art that compressors cannot avoid frictional power loss between the crankshaft thrust surface and the end face of the cylinder block while eliminating the planar bearing. This significantly improves the working performance and service life of the compressor. Attached Figure Description

[0018] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments and descriptions of this utility model are used to explain this utility model and do not constitute an undue limitation thereof. In the drawings: Figure 1 A cross-sectional view of an embodiment of the suspended crankshaft device according to the present invention is shown when mounted on a cylinder block. Figure 2 It shows Figure 1 A partial enlarged view of section A in the sectional view shown; Figure 3 It shows Figure 1An exploded view of the rotor assembly of the suspended crankshaft device shown. Figure 4 It shows Figure 3 A cross-sectional view of the rotor assembly shown; Figure 5 It shows Figure 1 A schematic diagram of the stator assembly of the suspended crankshaft device is shown. Figure 6 It shows Figure 5 The stator assembly shown is a cross-sectional view.

[0019] The above figures include the following reference numerals: 1. Crankshaft; 11. Thrust surface; 12. Crankshaft head; 13. Main journal; 2. Rotor assembly; 21. Rotor body; 210. Magnet mounting slot; 211. Inner sleeve; 212. Outer sleeve; 22. Rotor magnet; 23. Magnet center plane; 3. Stator assembly; 31. Stator core; 32. Stator winding; 33. Core center plane; 4. Cylinder seat; 41. Shaft hole; 42. Shaft hole end face. Detailed Implementation

[0020] It should be noted that, where there is no conflict, the embodiments and features in the embodiments of this utility model can be combined with each other. The present utility model will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] like Figures 1 to 6 As shown, this utility model provides a suspended crankshaft device for mounting on a cylinder block 4. The cylinder block 4 includes a shaft hole 41 and a shaft hole end face 42 disposed at one end of the shaft hole 41. It includes: a crankshaft 1, which is rotatably disposed in the shaft hole 41 and includes a thrust surface 11 located outside the shaft hole 41 and opposite to the shaft hole end face 42; and a magnetic levitation bearing, including a rotor assembly 2 and a stator assembly 3 sleeved outside the rotor assembly 2 and spaced apart from the rotor assembly 2. The rotor assembly 2 is sleeved outside the crankshaft 1 and fixedly connected to the crankshaft 1 to rotate synchronously with the crankshaft 1. The stator assembly 3 is fixed on the cylinder block 4 so that the axial distance between the thrust surface 11 and the shaft hole end face 42 is greater than zero through the magnetic interaction between the rotor assembly 2 and the stator assembly 3.

[0022] In this way, the suspended crankshaft device of this utility model, by setting a magnetic levitation bearing composed of rotor assembly 2 and stator assembly 3 between crankshaft 1 and cylinder seat 4, ensures that the axial distance between the thrust surface 11 of crankshaft 1 and the shaft hole end face 42 of cylinder seat 4 is maintained in a range greater than zero under the magnetic force of the magnetic levitation bearing. This ensures that crankshaft 1 is axially suspended relative to cylinder seat 4, ensuring that the thrust surface 11 and shaft hole end face 42 do not directly contact each other during operation. This effectively avoids frictional power consumption caused by mechanical contact between the thrust surface 11 and shaft hole end face 42, while reducing the need for planar bearings and related components. This improves the efficiency of the compressor and solves the problem in the prior art that compressors cannot avoid frictional power consumption between the crankshaft thrust surface and the cylinder seat shaft hole end face while eliminating the planar bearing. This significantly improves the working performance and service life of the compressor.

[0023] like Figure 1 , Figures 3 to 6 As shown, the rotor assembly 2 includes a rotor body 21 and a plurality of rotor magnets 22 disposed on the rotor body 21. The rotor body 21 is sleeved outside the crankshaft 1, and the plurality of rotor magnets 22 are spaced apart around the circumference of the rotor body 21. The stator assembly 3 includes a stator core 31 and a plurality of stator windings 32 disposed on the stator core 31. The stator core 31 is installed in the shaft hole 41, and the plurality of stator windings 32 are spaced apart around the circumference of the stator core 31. The plurality of rotor magnets 22 are arranged in a one-to-one correspondence with the plurality of stator windings 32.

[0024] In this invention, multiple rotor magnets 22 are arranged in a one-to-one correspondence with multiple stator windings 32. When the crankshaft 1 rotates, the magnetic force generated by the rotor magnets 22 interacts with the reaction force of the stator windings 32 under energized conditions, creating a magnetic levitation effect. This maintains a stable axial distance H between the thrust surface of the crankshaft 1 and the shaft hole end face 42 of the cylinder block 4, eliminating direct axial contact between the crankshaft 1 and the cylinder block 4, reducing frictional power consumption, and improving compressor efficiency. Furthermore, by eliminating the need for a planar bearing assembly, the axial distance H can be dynamically adjusted by precisely controlling the magnitude and direction of the magnetic force to adapt to load changes under different operating conditions, further enhancing the stability and efficiency of the compressor operation.

[0025] like Figure 1 , Figures 3 to 6 As shown, each rotor magnet 22 is located on the side of the rotor body 21 closest to the stator assembly 3; each stator winding 32 is located on the side of the stator core 31 closest to the rotor assembly 2.

[0026] In this invention, the above-described layout achieves effective magnetic field interaction between the rotor assembly 2 and the stator assembly 3. Furthermore, the electromagnetic field generated by the stator winding 32 when energized interacts with the permanent magnetic field of the rotor magnet 22, forming a stable crankshaft levitation force. This eliminates the need for a planar bearing assembly, avoiding frictional power loss caused by contact between the crankshaft 1 and the planar bearing. In actual operation, a reasonable axial distance H is maintained between the thrust surface of the crankshaft 1 and the shaft hole end face 42 of the cylinder seat 4, allowing the crankshaft to achieve a true "levitation" state during operation. This not only eliminates friction between the crankshaft 1 and the planar bearing or cylinder seat 4 but also significantly reduces internal frictional power loss in the compressor, further improving the overall efficiency and lightweight design of the compressor. Moreover, reasonably controlling the axial distance H, ensuring it is between 0.5mm and 1mm, helps maintain the stability of the compressor operation, avoiding vibration and noise problems caused by an excessively large axial distance, or accidental contact friction caused by an excessively small axial distance. In summary, this invention, through precise component layout and axial distance control, not only achieves the floating operation of the crankshaft but also significantly reduces frictional losses and optimizes the performance of the compressor.

[0027] like Figure 3 and Figure 4 As shown, the rotor body 21 is provided with multiple magnet mounting slots 210, which are evenly arranged around the circumference of the rotor body 21 in a 360-degree pattern, and multiple rotor magnets 22 are installed in the multiple magnet mounting slots 210 in a corresponding manner.

[0028] In this invention, each magnet mounting slot 210 precisely corresponds to and mounts a rotor magnet 22. This design ensures a balanced magnetic force distribution in the rotor assembly 2, enhancing the interaction force between the rotor assembly 2 and the stator assembly 3. This allows for more effective use of the magnetic force between the rotor assembly 2 and the stator assembly 3 to levitate the crankshaft 1. During crankshaft 1 rotation, this uniform magnetic force distribution not only helps reduce the probability of contact between the crankshaft 1 and the cylinder block 4, avoiding frictional losses, but also improves the stability and efficiency of the entire compressor operation, achieving the goals of lightweight and high efficiency. Through the precise layout of the rotor magnets 22, the optimal levitation state of the crankshaft 1 can be maintained even under different operating conditions, further optimizing the compressor's performance.

[0029] like Figure 3 and Figure 4 As shown, the rotor body 21 includes an inner sleeve 211 and an outer sleeve 212. The inner sleeve 211 is used to be sleeved on the outside of the crankshaft 1, and the outer sleeve 212 is sleeved on the outside of the inner sleeve 211 and is fixedly connected to the inner sleeve 211 to form multiple magnet mounting slots 210.

[0030] In this invention, the interference fit between the inner sleeve 211 and the crankshaft 1 ensures a reliable connection and synchronous rotation between the rotor assembly 2 and the crankshaft 1. The combination of the outer sleeve 212 and the inner sleeve 211 provides a precise installation position for the rotor magnet 22, ensuring the stability of the magnet and the uniform distribution of magnetic force during operation. This not only enhances the magnetic force between the rotor assembly 2 and the stator assembly 3, but also ensures that the crankshaft 1 can achieve the expected suspension state during operation. This effectively reduces the frictional loss between the thrust surface of the crankshaft 1 and the shaft hole end face 42 of the cylinder seat 4, thereby improving the operating efficiency and weight reduction of the compressor.

[0031] In other embodiments not shown, the structure of the rotor body 21 can be adjusted accordingly, for example, by changing the thickness or material of the inner sleeve 211 and the outer sleeve 212, to adapt to the performance requirements and working environment of different compressors. Furthermore, in specific implementations, by precisely controlling the fitting length between the inner sleeve 211 and the crankshaft 1, as well as the geometric dimensions of the outer sleeve 212, a more precise magnetic balance can be achieved, further improving the stability and efficiency of the compressor.

[0032] like Figure 1 , Figure 4 and Figure 6 As shown, the magnetic force F1 generated by multiple rotor magnets 22 acts on the stator core 31, and the magnetic force F1 is located on the central plane 23 of the multiple rotor magnets 22; the core magnetic force F2 generated by multiple stator windings 32 when energized acts on multiple rotor magnets 22, and the core magnetic force F2 is located on the central plane 33 of the stator core 31; when the magnetic force F1 and the core magnetic force F2 act relative to each other, the central plane 23 of the magnets and the central plane 33 of the core are coplanar, so that the axial distance between the thrust surface 11 and the shaft hole end face 42 is greater than zero.

[0033] In this invention, when the magnetic force F1 of the magnet interacts with the magnetic force F2 of the iron core, the direction and magnitude of the magnetic force are adjusted to keep the center plane 23 of the magnet and the center plane 33 of the iron core on the same plane. This results in the crankshaft 1 being suspended with an axial distance H between the thrust surface 11 and the shaft hole end face 42. The axial distance H is greater than zero, ensuring that the crankshaft 1 has no contact friction during operation, significantly reducing the frictional power consumption of the compressor and improving the compressor's working efficiency. This crankshaft suspension structure is achieved through magnetic force balance.

[0034] Specifically, when multiple stator windings 32 are not energized, the magnetic force F1 of the magnet is Figure 4 The direction shown is towards the center line of rotor assembly 2; when installed and multiple stator windings 32 are energized, the interaction force between rotor assembly 2 and stator assembly 3 changes the direction of the magnet force F1, therefore the magnet force F1 and the core force F2 are... Figure 1The opposite orientation is shown.

[0035] like Figure 1 and Figure 2 As shown, the crankshaft 1 includes a crankshaft head 12 and a main journal 13 connected to each other. The crankshaft head 12 is located outside the shaft hole 41, and the main journal 13 is used to be inserted into the shaft hole 41. The end face of the crankshaft head 12 near the main journal 13 is a thrust surface 11.

[0036] In this invention, the end face of the crankshaft head 12 near the main journal 13 is the key thrust surface 11, which plays a crucial role in the operation of the compressor. When the crankshaft 1 rotates, the thrust surface 11 can separate from the planar bearing assembly, avoiding frictional losses caused by direct contact. This allows the crankshaft 1 to form a stable and controllable axial distance H between the thrust surface 11 of the crankshaft 1 and the shaft hole end face 42 of the cylinder seat 4 under the combined action of its own gravity and the magnetic levitation adjustment device, achieving a suspended state of the crankshaft 1. In this state, the movement of the crankshaft 1 is entirely supported by the magnetic balance between the rotor assembly 2 and the stator assembly 3, eliminating the original planar bearing friction and further improving the operating efficiency of the compressor.

[0037] Specifically, the axial distance between the thrust surface 11 and the end face 42 of the shaft hole is H; where 0.5mm≤H≤1mm.

[0038] In this invention, the magnetic pull between the stator assembly and the rotor assembly ensures the axial distance H between the thrust surface 11 and the shaft hole end face 42, keeping the crankshaft 1 in a suspended state during operation. This effectively avoids frictional losses that might occur from direct contact between the thrust surface of the crankshaft 1 and the shaft hole end face 42 of the cylinder seat 4. By precisely controlling the axial distance between the thrust surface of the crankshaft 1 and the shaft hole end face 42 of the cylinder seat 4, stable operation of the crankshaft 1 can be ensured while minimizing motion friction, thereby improving the overall efficiency of the compressor and reducing power consumption. This axial distance setting not only eliminates the need for a planar bearing but also ensures that the compressor maintains a high-efficiency and low-friction operating state under different operating conditions.

[0039] like Figure 1 As shown, this utility model provides a pump body assembly, including the above-mentioned suspended crankshaft device. The pump body assembly also includes a cylinder seat 4, and the suspended crankshaft device is installed on the cylinder seat 4.

[0040] The pump body assembly of this utility model integrates the aforementioned suspended crankshaft device. The pump body assembly includes a cylinder seat 4, and the suspended crankshaft device is cleverly installed on the cylinder seat 4. By using magnetic levitation bearing technology, namely the rotor assembly 2 and the stator assembly 3, it is effectively ensured that the thrust surface 11 of the crankshaft 1 always maintains an axial distance greater than zero with the shaft hole end face 42 of the cylinder seat 4 during operation. This not only continues the low friction and high efficiency advantages brought by the suspended crankshaft device, but also further integrates the overall performance of the pump body assembly, enhancing the stability and reliability of the compressor.

[0041] This utility model also provides a compressor, including the pump body assembly described above.

[0042] The compressor of this utility model includes the aforementioned pump body assembly. By adopting this pump body assembly, the compressor can effectively utilize the magnetic pull between the stator and rotor to achieve the levitation operation of the crankshaft 1, thereby significantly reducing the frictional power consumption between the thrust surface 11 of the crankshaft and the shaft hole end face 42 of the cylinder seat 4, reducing mechanical wear, improving the operating efficiency and reliability of the compressor, effectively improving the energy efficiency ratio of the compressor, and extending the service life of the compressor.

[0043] When the compressor starts, the crankshaft 1 rotates within the shaft hole 41 of the cylinder seat 4 via its main journal 13. The thrust surface 11 of the crankshaft head 12 maintains an axial distance H greater than zero with the shaft hole end face 42 of the cylinder seat 4. This axial distance H is maintained by magnetic adjustment between the rotor assembly 2 and the stator assembly 3, ensuring that the crankshaft 1 is suspended in the axial direction and preventing it from directly contacting the cylinder seat 4. Multiple rotor magnets 22 in the rotor assembly 2 are evenly arranged around the rotor body 21 and correspond one-to-one with multiple stator windings 32 in the stator assembly 3. When the stator windings 32 are energized, they interact with the magnetic force generated by the rotor magnets 22 to form a stable magnetic levitation force, maintaining the non-contact state between the crankshaft 1 and the cylinder seat 4. During compressor operation, the inner sleeve 211 is interference-fitted with the crankshaft 1 to ensure that the rotor assembly 2 rotates synchronously with the crankshaft 1. The magnetic force F1 generated by the rotor magnet 22 acts on the core center plane 33 of the stator core 31, and the reaction force generated by the stator core 31, i.e., the core magnetic force F2, acts on the magnetic center plane 23 of the rotor magnet 22. The interaction of the two forces causes the thrust surface 11 of the crankshaft 1 to maintain an axial distance H between the shaft hole end face 42 and the crankshaft 1. This axial distance H is precisely controlled between 0.5mm≤H≤1mm to ensure the stable operation of the crankshaft 1 in a suspended state, while avoiding frictional loss between the crankshaft 1 and the plane bearing, thus achieving high-efficiency operation of the compressor.

[0044] In addition, a miniature hydraulic component or magnetic levitation adjustment component can be added between the thrust surface 11 and the shaft hole end face 42. During the operation of the compressor, the rotational speed of the crankshaft 1 and the load of the compressor are monitored by sensors, and the compressor operating status data such as the compressor operating status data are fed back to the controller. The controller analyzes the current optimal axial distance H based on the real-time acquired compressor operating status data, and then sends a command to the miniature hydraulic adjustment component or magnetic levitation adjustment component to realize the dynamic adjustment of the axial distance between the thrust surface 11 and the shaft hole end face 42. This better adapts to load changes under different working conditions, ensures that the thrust surface 11 and the shaft hole end face 42 are always in the optimal relative position, avoids unnecessary friction and wear, and improves the stability and efficiency of the compressor.

[0045] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects: The suspended crankshaft device of this utility model is used to be installed on a cylinder seat 4. The cylinder seat 4 includes a shaft hole 41 and a shaft hole end face 42 disposed at one end of the shaft hole 41. It includes: a crankshaft 1, which is rotatably disposed in the shaft hole 41. The crankshaft 1 includes a thrust surface 11 located outside the shaft hole 41 and disposed opposite to the shaft hole end face 42; a magnetic levitation bearing, including a rotor assembly 2 and a stator assembly 3 sleeved outside the rotor assembly 2 and spaced apart from the rotor assembly 2; the rotor assembly 2 is sleeved outside the crankshaft 1 and fixedly connected to the crankshaft 1 to rotate synchronously with the crankshaft 1; the stator assembly 3 is fixed on the cylinder seat 4 so that the axial distance between the thrust surface 11 and the shaft hole end face 42 is greater than zero through the magnetic interaction between the rotor assembly 2 and the stator assembly 3. In this way, the suspended crankshaft device of this utility model, by setting a magnetic levitation bearing composed of rotor assembly 2 and stator assembly 3 between crankshaft 1 and cylinder seat 4, ensures that the axial distance between the thrust surface 11 of crankshaft 1 and the shaft hole end face 42 of cylinder seat 4 is maintained in a range greater than zero under the magnetic force of the magnetic levitation bearing. This ensures that crankshaft 1 is axially suspended relative to cylinder seat 4, ensuring that the thrust surface 11 and shaft hole end face 42 do not directly contact each other during operation. This effectively avoids frictional power consumption caused by mechanical contact between the thrust surface 11 and shaft hole end face 42, while reducing the need for planar bearings and related components. This improves the efficiency of the compressor and solves the problem in the prior art that compressors cannot avoid frictional power consumption between the crankshaft thrust surface and the cylinder seat shaft hole end face while eliminating the planar bearing. This significantly improves the working performance and service life of the compressor.

[0046] 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 the present invention. 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

Claims

1. A suspended crankshaft device, characterized in that, For mounting on a cylinder seat (4), the cylinder seat (4) includes a shaft hole (41) and a shaft hole end face (42) disposed at one end of the shaft hole (41), comprising: A crankshaft (1) is rotatably disposed within the shaft hole (41), and the crankshaft (1) includes a thrust surface (11) located outside the shaft hole (41) and disposed opposite to the end face (42) of the shaft hole. The magnetic levitation bearing includes a rotor assembly (2) and a stator assembly (3) sleeved outside the rotor assembly (2) and spaced apart from the rotor assembly (2); the rotor assembly (2) is sleeved outside the crankshaft (1) and fixedly connected to the crankshaft (1) to rotate synchronously with the crankshaft (1); the stator assembly (3) is fixed on the cylinder seat (4) so ​​that the axial distance between the thrust surface (11) and the shaft hole end face (42) is greater than zero through the interaction of magnetic forces between the rotor assembly (2) and the stator assembly (3).

2. The suspended crankshaft device according to claim 1, characterized in that, The rotor assembly (2) includes a rotor body (21) and a plurality of rotor magnets (22) disposed on the rotor body (21). The rotor body (21) is sleeved on the crankshaft (1), and the plurality of rotor magnets (22) are arranged at intervals around the circumference of the rotor body (21). The stator assembly (3) includes a stator core (31) and a plurality of stator windings (32) disposed on the stator core (31). The stator core (31) is installed in the shaft hole (41), and the plurality of stator windings (32) are arranged at intervals around the circumference of the stator core (31). The plurality of rotor magnets (22) are arranged in a one-to-one correspondence with the plurality of stator windings (32).

3. The suspended crankshaft device according to claim 2, characterized in that, Each of the rotor magnets (22) is located on the side of the rotor body (21) closer to the stator assembly (3); Each of the stator windings (32) is located on the side of the stator core (31) closer to the rotor assembly (2).

4. The suspended crankshaft device according to claim 2, characterized in that, The rotor body (21) is provided with a plurality of magnet mounting slots (210), which are arranged uniformly around the circumference of the rotor body (21) at 360 degrees, and the plurality of rotor magnets (22) are installed in the plurality of magnet mounting slots (210) one by one.

5. The suspended crankshaft device according to claim 4, characterized in that, The rotor body (21) includes an inner sleeve (211) and an outer sleeve (212). The inner sleeve (211) is used to be sleeved on the outside of the crankshaft (1). The outer sleeve (212) is sleeved on the outside of the inner sleeve (211) and is fixedly connected to the inner sleeve (211) to form the plurality of magnet mounting slots (210).

6. The suspended crankshaft device according to claim 2, characterized in that, The magnetic force F1 generated by the plurality of rotor magnets (22) acts on the stator core (31), and the magnetic force F1 is located on the central plane (23) of the magnets of the plurality of rotor magnets (22); When the multiple stator windings (32) are energized, the core magnetic force F2 generated by them reacts to the multiple rotor magnets (22). The core magnetic force F2 is located on the core center plane (33) of the stator core (31). When the magnetic force F1 of the magnet interacts with the magnetic force F2 of the iron core, the central plane (23) of the magnet and the central plane (33) of the iron core are coplanar, so that the axial distance between the thrust surface (11) and the end face (42) of the shaft hole is greater than zero.

7. The suspended crankshaft device according to claim 1, characterized in that, The crankshaft (1) includes a crankshaft head (12) and a main journal (13) connected together. The crankshaft head (12) is located outside the shaft hole (41), and the main journal (13) is used to be inserted into the shaft hole (41). The end face of the crankshaft head (12) near the main journal (13) is the thrust surface (11).

8. The suspended crankshaft device according to claim 1, characterized in that, The axial distance between the thrust surface (11) and the end face of the shaft hole (42) is H; wherein, 0.5mm≤H≤1mm.

9. A pump body assembly, characterized in that, The pump assembly includes the suspended crankshaft device according to any one of claims 1 to 8, and the pump body assembly further includes a cylinder seat (4), the suspended crankshaft device being mounted on the cylinder seat (4).

10. A compressor, characterized in that, Includes the pump assembly as described in claim 9.

Images