Compressor and refrigeration apparatus

Abstract

The application discloses a compressor and a refrigeration device. The compressor comprises a shell, a sub-frame, a crankshaft and a thrust structure. The sub-frame is arranged in the shell, the sub-frame is provided with a shaft hole penetrating through the sub-frame along the height direction of the shell, a part of the crankshaft is located in the shaft hole, the part of the crankshaft located in the shaft hole has a thrust surface, the thrust structure is arranged in the shell, the thrust structure comprises a fixed part, a connecting part and a first cantilever, the connecting part and the first cantilever are integrally connected, the fixed part is connected with the sub-frame and the connecting part, the first cantilever is located in the shaft hole, and the first cantilever abuts against the thrust surface. In the radial direction of the crankshaft, a part of the first cantilever protrudes from the part of the connecting part located in the shaft hole. The application rationally sets the structure of the compressor, prolongs the service life of the crankshaft and the thrust structure, and significantly reduces the operation noise of the compressor.

Description

Technical Field

[0001] This application belongs to the field of refrigeration equipment technology, specifically relating to a compressor and refrigeration equipment. Background Technology

[0002] During the operation of the compressor, the crankshaft not only bears the torque required to drive the moving disc to perform planetary motion, but also the radial and axial forces generated by gas pressure and the inertial forces of moving parts.

[0003] In order to accurately position the crankshaft axially and prevent it from moving excessively downward under axial force, which could lead to motion interference or component damage, a thrust pad is installed at the bottom of the crankshaft in related technologies. The thrust pad is a rigid plate-like structure and is fixed to the auxiliary frame of the compressor.

[0004] Various gas forces and inertial forces acting on the crankshaft generate a combined bending moment. Under this combined bending moment, the crankshaft undergoes slight elastic deformation, causing a certain degree of tilting at its bottom end face. When the tilted bottom end face of the crankshaft contacts the flat thrust washer, the contact area is a localized point or line contact. Due to the drastically reduced contact area, the contact stress becomes extremely high, easily leading to rapid wear and scratching of at least one of the thrust washer and the crankshaft. This severely affects the long-term operational reliability and lifespan of the compressor. Furthermore, it can easily generate knocking noise during compressor operation, impacting the compressor's performance. Utility Model Content

[0005] This application aims to address at least one of the technical problems existing in the prior art or related technologies.

[0006] Therefore, the first aspect of this application proposes a compressor.

[0007] The second aspect of this application proposes a refrigeration device.

[0008] In view of the above, the first aspect of this application provides a compressor, comprising: a housing; a sub-frame disposed within the housing, the sub-frame having a shaft hole extending through the sub-frame along the height direction of the housing; a crankshaft, a portion of which is located within the shaft hole, the portion of the crankshaft located within the shaft hole having a thrust surface; and a thrust structure disposed within the housing, the thrust structure comprising a fixed portion, a connecting portion, and a first cantilever, the connecting portion and the first cantilever being integrally connected, the fixed portion connecting the sub-frame and the connecting portion, the first cantilever being located within the shaft hole, and the first cantilever abutting against the thrust surface; wherein, along the radial direction of the crankshaft, a portion of the first cantilever protrudes beyond the portion of the connecting portion located within the shaft hole.

[0009] The compressor provided in this application includes a housing, a sub-frame, a crankshaft, and a thrust structure.

[0010] The auxiliary frame has a shaft hole. The thrust structure includes a first cantilever. The compressor's compression structure includes a moving plate and a stationary plate. The first end of the crankshaft is connected to the moving plate. The crankshaft passes through the shaft hole, and the portion of the crankshaft located within the shaft hole has a thrust surface. The first cantilever of the thrust structure abuts against the thrust surface. Specifically, the first cantilever is supported below the thrust surface along the height direction of the compressor.

[0011] The thrust-stop structure also includes a fixing part and a connecting part. The fixing part connects the sub-frame and the connecting part, and the connecting part is integrally connected to the first cantilever. That is, the connecting part and the first cantilever are connected to the sub-frame through the fixing part. In other words, the fixing part is used for the installation and fixation of the connecting part and the first cantilever, and the fixing part can support the integrally connected connecting part and the first cantilever. Along the radial direction of the crankshaft, a portion of the first cantilever protrudes from the part of the connecting part located in the shaft hole. It can be understood that the portion of the first cantilever protruding from the connecting part is suspended in the air. In this way, when the crankshaft tilts due to load, the contact area between the crankshaft's thrust surface and the first cantilever decreases, and the contact stress increases accordingly. The first cantilever also undergoes slight deformation under external force. The deformation of the first cantilever is adapted to match the shape of the crankshaft's thrust surface. The first cantilever adaptively fits the crankshaft's thrust surface to increase the contact area between the thrust surface and the first cantilever, reducing the local high-pressure area caused by the slight bending of the crankshaft. This can reduce the local contact stress and decrease the probability of scratches and wear between the thrust surface and the thrust structure. In turn, it can improve the wear resistance and reliability of the thrust surface and the first cantilever, which is beneficial to extending the service life of the crankshaft and the thrust structure.

[0012] Meanwhile, because the first cantilever adaptively conforms to the thrust surface of the crankshaft, the thrust structure can effectively buffer and absorb the impact energy of the crankshaft acting on the thrust structure, reduce the rigidity of the impact, effectively buffer the axial impact of the crankshaft, and prolong the impact time. This can transform the sharp "click" sound in related technologies into a lower, less noticeable sound, significantly reducing the impact noise. Consequently, it can significantly reduce the operating noise of the compressor, thereby improving the compressor's performance and market competitiveness.

[0013] It is understandable that, along the radial direction of the crankshaft, a portion of the first cantilever protrudes from the part of the connecting portion located within the shaft hole. Therefore, the first cantilever has the flexibility to move relative to the connecting portion and the fixed portion. Under the action of external force, the first cantilever can undergo slight deformation to adapt to the bending deformation of the crankshaft, ensuring that the first cantilever can make good contact with the thrust surface, thus playing a role in protecting the crankshaft and the thrust structure.

[0014] The integrated connection between the connecting part and the first cantilever eliminates the assembly process for both parts, simplifying the assembly and subsequent disassembly of the thrust structure and subframe. This improves assembly and disassembly efficiency, thereby reducing the production and maintenance costs of the compressor. Furthermore, the integrated connection ensures the dimensional accuracy of the thrust structure, guaranteeing the fit dimensions of the first cantilever, connecting part, shaft hole, and crankshaft without interference. This enhances the dimensional accuracy of the assembly of the subframe, thrust structure, and crankshaft, improving the precision and reliability of the thrust structure's axial positioning of the crankshaft. It also helps prevent excessive axial displacement of the crankshaft, providing reliable structural support to ensure the contact area between the crankshaft and the thrust structure.

[0015] In some technical solutions, the thrust structure may optionally include: a second cantilever, the connecting part being connected to the fixed part via the second cantilever; the second cantilever being located on one side of the subframe in the height direction of the compressor, at least a portion of the second cantilever being disposed opposite to the shaft hole; or at least a portion of the second cantilever being located within the shaft hole; wherein, along the radial direction of the crankshaft, a portion of the second cantilever protrudes beyond the portion of the connecting part located within the shaft hole.

[0016] In this technical solution, the thrust structure also includes a second cantilever. The connecting part is connected to the fixed part through the second cantilever. That is, the second cantilever is connected to the fixed part, and the second cantilever is also connected to the connecting part. The connecting part is not directly connected to the fixed part, but indirectly connected to the fixed part through the second cantilever, so as to meet the usage requirement that the connecting part is connected to the fixed part through the second cantilever.

[0017] The second cantilever is located on one side of the sub-frame in the height direction of the compressor. At least a portion of the second cantilever is positioned opposite the shaft hole. Along the radial direction of the crankshaft, a portion of the second cantilever protrudes beyond the portion of the connecting part located within the shaft hole, and this protruding portion of the second cantilever is suspended. Alternatively, at least a portion of the second cantilever is located within the shaft hole, and along the radial direction of the crankshaft, a portion of the second cantilever protrudes beyond the portion of the connecting part located within the shaft hole, and this protruding portion of the second cantilever is suspended.

[0018] The thrust structure includes a first cantilever and a second cantilever, which are connected by a connecting part. The suspended portions of the first and second cantilever are defined by the same connecting part. Therefore, the thrust structure is a double cantilever structure.

[0019] The fixed part, connecting part, first cantilever, and second cantilever cooperate to form a double-cantilever support frame, which ensures the force transmission path and improves the overall bending, torsional, and vibration resistance of the thrust structure. The first cantilever abuts against the thrust surface, while the second cantilever does not contact the thrust surface of the crankshaft. The second cantilever acts as a bridge connecting the fixed part and the connecting part, distributing the load and impact energy transmitted through the first cantilever, which helps reduce the stress acting on the connecting part and the fixed part. During long-term operation of the compressor, under conditions of frequent start-stop and large load changes, the structure of the second cantilever can prevent the thrust structure from fatigue deformation or even fracture due to long-term stress, thus extending the service life of the thrust structure.

[0020] The first cantilever, the connecting part, and the second cantilever work together to optimize the stress state of the thrust structure. The second cantilever provides auxiliary support to the first cantilever and the connecting part, which helps to reduce the local bending of the connecting part when it is under stress, and helps to reduce the deformation of the connecting part and the first cantilever under dynamic load. It can also improve the effectiveness and reliability of the contact between the first cantilever and the thrust surface, and enhance the fatigue resistance and bending moment resistance of the thrust structure under long-term operation of the compressor.

[0021] Understandably, the second cantilever can bear part of the load and reaction force from the fixed part and the connecting part, which can reduce the constraint force on the first cantilever. This prevents the first cantilever from being forcibly pulled back or restricted when faced with small deformations of the crankshaft. The first cantilever has a larger flexible response space and can adapt to the deformation of the crankshaft, avoiding direct rigid confrontation and improving the stability of the contact between the first cantilever and the thrust surface.

[0022] In some technical solutions, the fixing part and the second cantilever are optionally integrated.

[0023] In this technical solution, refining the mating structure of the fixed part and the second cantilever eliminates the assembly process of the fixed part and the second cantilever, simplifying the assembly and subsequent disassembly of the thrust structure and the sub-frame. This improves assembly and disassembly efficiency, thereby reducing the production and maintenance costs of the compressor. Furthermore, the integrated connection of the fixed part and the second cantilever ensures the dimensional accuracy requirements of the thrust structure, guaranteeing the mating dimensions of the first cantilever, connecting part, shaft hole, and crankshaft without interference with the crankshaft. This improves the assembly dimensional accuracy of the sub-frame and the thrust structure, enhancing the precision and reliability of the thrust structure's axial positioning of the crankshaft. This helps prevent excessive axial displacement of the crankshaft and provides reliable structural support for ensuring the contact area between the crankshaft and the thrust structure.

[0024] In some technical solutions, the connecting part and the second cantilever are optionally integrated.

[0025] In this technical solution, the mating structure of the connecting part and the second cantilever is refined, with the connecting part and the second cantilever being integrally connected; that is, the thrust structure is a one-piece structure. This eliminates the assembly process of the thrust structure, simplifies the assembly and subsequent disassembly of the thrust structure and the sub-frame, improves assembly and disassembly efficiency, and thus reduces the production and maintenance costs of the compressor. Furthermore, the one-piece structure of the thrust structure ensures the dimensional accuracy requirements of the thrust structure molding, guarantees the mating dimensions between the thrust structure and the sub-frame, prevents interference with the crankshaft, improves the assembly dimensional accuracy of the sub-frame and the thrust structure, and enhances the accuracy and reliability of the thrust structure's axial positioning of the crankshaft. This helps prevent excessive axial displacement of the crankshaft and provides reliable structural support to ensure the contact area between the crankshaft and the thrust structure.

[0026] In some technical solutions, the elastic ends of the connecting part and the second cantilever can be detachably connected; the connection structure of the connecting part and the second cantilever includes any one or a combination of the following: snap-fit ​​connection, screw connection, adhesive connection and magnetic connection.

[0027] In this technical solution, the thrust-stop structure includes a fixed part, a connecting part, a first cantilever, and a second cantilever. The connecting part and the first cantilever are integrally connected, and the fixed part and the second cantilever are integrally connected. The elastic ends of the connecting part and the second cantilever are detachably connected. The connection structure of the connecting part and the second cantilever includes any one or a combination of the following: snap-fit ​​connection, screw connection, adhesive connection, and magnetic connection.

[0028] Specifically, the integrally connected connecting part and the first cantilever are referred to as the first integral structure, and the integrally connected fixing part and the second cantilever are referred to as the second integral structure. The first integral structure and the second integral structure can be detached and connected. The detachment and assembly of the first integral structure and the installation position of the second integral structure relative to the first integral structure can be determined according to the actual situation. In this way, it can be adapted to the usage requirements of different models of compressors. The product has strong adaptability, facilitates subsequent maintenance, replacement and cleaning, and improves the performance of the product.

[0029] It is understandable that when the connecting part and the second cantilever are screwed together, one of the connecting part and the second cantilever is provided with an internal thread, and the other of the connecting part and the second cantilever is provided with an external thread, and the internal thread and the external thread are screwed together.

[0030] It is understandable that when the connecting part and the second cantilever are screwed together, both the connecting part and the second cantilever are provided with threaded holes, and fasteners are screwed into the threaded holes. Fasteners include bolts and screws, etc., which will not be listed here.

[0031] For example, the elastic end of the second cantilever is suspended in the air, and the elastic end of the second cantilever will deform under the action of external force to meet the requirements of the thrust structure as a double cantilever structure.

[0032] In some technical solutions, optionally, when the connecting part and the second cantilever are snapped together, one of the second cantilever and the connecting part is provided with a slot, and the other of the second cantilever and the connecting part is provided with a protrusion, which is inserted into the slot.

[0033] In this technical solution, the mating structure of the connecting part and the second cantilever is refined.

[0034] One of the second cantilever and the connecting part is provided with a slot, and the other of the second cantilever and the connecting part is provided with a protrusion. That is, the second cantilever is provided with a slot, and the connecting part is provided with a protrusion, with the protrusion inserted into the slot. Alternatively, the second cantilever is provided with a protrusion, and the connecting part is provided with a slot, with the protrusion inserted into the slot, to meet the usage requirements of the connecting part and the second cantilever engaging and connecting, and to achieve reliable positioning and connection of the connecting part and the second cantilever.

[0035] The slot and the protrusion cooperate to provide guidance and positioning. When assembling the second cantilever and the connecting part, the protrusion is aligned and inserted into the slot to ensure precise alignment of the second cantilever and the connecting part, preventing misalignment or skewness, and ensuring the fit dimensions of the second cantilever and the connecting part.

[0036] In some technical solutions, optionally, when the connecting part is provided with a slot, the connecting part includes a first connecting section and a second connecting section. The first connecting section is connected to the rigid end of the first cantilever. The first connecting section extends from the first cantilever along the height direction of the compressor. The second connecting section extends from the outer peripheral wall of the first connecting section along the radial direction of the crankshaft. A slot is formed between the end of the first connecting section away from the first cantilever and the second connecting section.

[0037] In this technical solution, the mating structure of the connecting part and the second cantilever is further refined.

[0038] When the connecting part has a slot, the second cantilever has a protrusion that is inserted into the slot.

[0039] The connecting portion includes a first connecting section and a second connecting section. The first connecting section is rigidly connected to the first cantilever and extends from the first cantilever along the height direction of the compressor. The second connecting section extends radially from the outer peripheral wall of the first connecting section along the crankshaft. That is, the second connecting section protrudes from the first connecting section radially from the crankshaft. A groove is formed between the end of the first connecting section away from the first cantilever and the second connecting section.

[0040] For example, the first connecting segment is connected to the rigid end of the first cantilever, the rigid end of the first cantilever is not suspended, and the rigid end of the first cantilever will not deform under the action of external force.

[0041] The second connecting section cooperates with the first connecting section to limit the second cantilever, ensuring the fit dimensions between the second cantilever and the connecting part. While ensuring the effectiveness and reliability of the connection between the second cantilever and the connecting part, it simplifies the number of parts and facilitates processing and manufacturing. At the same time, the cooperation between the first and second connecting sections enhances the structural strength of the connecting part, effectively supporting and fixing the first and second cantilever.

[0042] In some technical solutions, optionally, when the second cantilever is located on one side of the sub-frame in the height direction of the compressor, the fixing part and the second cantilever are located on the same side of the sub-frame.

[0043] In this technical solution, when the second cantilever is located on one side of the sub-frame in the height direction of the compressor, the second cantilever and the fixing part are connected, the fixing part and the second cantilever are located on the same side of the sub-frame, and at least a portion of the second cantilever is arranged opposite to the shaft hole. This effectively utilizes the space on one side of the sub-frame in the height direction of the compressor and avoids interference with other components near the shaft hole.

[0044] The second cantilever is connected to the fixed part, and the fixed part and the second cantilever are located on the same side of the sub-frame, which facilitates mass production assembly of the product and helps to improve assembly efficiency and ease of operation. It can transmit the reaction force of the first cantilever of the thrust structure to the fixed part through the connecting part and the second cantilever, and the force transmission path is short, which plays a role in optimizing the load transmission path.

[0045] In addition, the fixed part and the second cantilever are located on the same side of the sub-frame, which can reduce structural resonance, abnormal noise and vibration caused by the dispersed arrangement of the thrust structure components, making the connection between the thrust structure and the sub-frame more stable, which is conducive to further reducing the operating noise of the compressor.

[0046] In some technical solutions, optionally, along the height direction of the compressor, the first cantilever is projected onto the side end face of the second cantilever facing the thrust surface, and at least a portion of the projection of the first cantilever overlaps with the second cantilever, or the projection of the first cantilever is staggered from the second cantilever.

[0047] In this technical solution, the cooperation structure between the first cantilever and the second cantilever is refined.

[0048] Along the height direction of the compressor, the first cantilever is projected onto the end face of the second cantilever facing the thrust surface. At least a portion of the projection of the first cantilever overlaps with the second cantilever; that is, a portion or the entire projection of the first cantilever overlaps with the second cantilever. It is understood that the first and second cantilever arms of the thrust structure are critical load-bearing areas. The first and second cantilever arms cooperate to form a continuous and stable support structure. When the crankshaft is subjected to axial force, vibration, or impact loads, the cooperation of the first and second cantilever arms and the connecting parts enhances the deformation resistance of the thrust structure, ensuring the proper fit between the first cantilever arm and the thrust surface, allowing the first cantilever arm to effectively limit and support the crankshaft. Furthermore, by rationally designing the cooperation structure of the first and second cantilever arms, the load transmission path can be optimized, which is beneficial for improving the vibration and impact resistance of the thrust structure and ensuring its service life.

[0049] Along the height of the compressor, the first cantilever is projected onto the end face of the second cantilever facing the thrust surface, and the projection of the first cantilever is offset from that of the second cantilever. That is, the first and second cantilever are offset circumferentially along the crankshaft, and this spatial misalignment avoids interference between the thrust structure and the subframe, providing space for the arrangement of lubrication, cooling, oil circuits, and sensors. Simultaneously, the offset arrangement of the projection of the first cantilever from that of the second cantilever reduces local stress interference, which helps improve the overall structural reliability.

[0050] In some technical solutions, optionally, the fixing part, the connecting part, the first cantilever and the second cantilever are all ring structures.

[0051] In this technical solution, the cooperation structure of the fixing part, the connecting part, the first cantilever and the second cantilever is refined.

[0052] The fixing part, the connecting part, the first cantilever, and the second cantilever are all ring-shaped structures. That is, the fixing part is a ring-shaped structure, the connecting part is a ring-shaped structure, the first cantilever is a ring-shaped structure, and the second cantilever is a ring-shaped structure. It can be understood that any one of the fixing part, the connecting part, the first cantilever, and the second cantilever is a ring-shaped structure.

[0053] By rationally setting the cooperation structure of the fixed part, the connecting part, the first cantilever and the second cantilever, the continuity of the overall structure can be guaranteed, the balance and stability of force transmission can be guaranteed, the balance and consistency of force at different positions of the thrust structure can be guaranteed, and while ensuring effective contact with the crankshaft, the load and vibration energy can be evenly distributed, avoiding the occurrence of local stress concentration, which is conducive to reducing vibration and noise, and improving the performance and market competitiveness of the compressor.

[0054] In some technical solutions, the fixing part can optionally be a ring structure; the connecting part and the first cantilever are both ring structures; the number of second cantilever is multiple; the multiple second cantilever are arranged at intervals along the circumference of the crankshaft; the rigid end of each second cantilever is connected to the fixing part; and the elastic end of each second cantilever is connected to the connecting part.

[0055] In this technical solution, the cooperation structure of the fixing part, the connecting part, the first cantilever and the second cantilever is refined.

[0056] The fixing part is a ring structure, the connecting part is a ring structure, and the first cantilever is a ring structure. That is, any one of the fixing part, the connecting part, and the first cantilever is a ring structure.

[0057] There are multiple second cantilever arms, which are arranged at intervals along the circumference of the crankshaft. The rigid end of each second cantilever arm is connected to a fixing part, and the elastic end of each second cantilever arm is connected to a connecting part.

[0058] The first cantilever abuts against the thrust surface. The first cantilever mainly serves as an axial limiter. The first cantilever is a ring structure that can be precisely positioned with the thrust surface, thus achieving efficient thrust control.

[0059] Both the fixing part and the connecting part are ring-shaped structures, which makes the force transmission path more consistent and stable.

[0060] Multiple second cantilevers provide distributed support. These cantilevers are spaced apart circumferentially along the crankshaft, offering multi-point support and preventing localized stress concentration. The spaced-apart second cantilevers also distribute the overall stiffness of the thrust structure, allowing for a smoother connection between the joint and the first cantilevers. The first cantilevers can adapt to crankshaft tilting, maintaining effective and good contact with the thrust surface without excessive constraint or reaction forces. This indirectly improves the first cantilevers' deformation response and reduces wear and impact.

[0061] In some technical solutions, the fixing part can optionally be a ring structure; the second cantilever can be a ring structure; the number of connecting parts and the number of first cantilever can be multiple; the multiple connecting parts are arranged at intervals along the circumference of the crankshaft; and each connecting part is connected to the rigid end of a first cantilever and the elastic end of a second cantilever.

[0062] In this technical solution, the cooperation structure of the fixing part, the connecting part, the first cantilever and the second cantilever is refined.

[0063] The fixing part is a ring structure, and the second cantilever is a ring structure. That is, both the fixing part and the second cantilever are ring structures.

[0064] There are multiple connecting parts and multiple first cantilever arms. The multiple connecting parts are arranged at intervals along the circumference of the crankshaft, and the multiple first cantilever arms are arranged at intervals along the circumference of the crankshaft. Each connecting part is connected to the rigid end of a first cantilever arm, and each connecting part is connected to the elastic end of a second cantilever arm.

[0065] Multiple connecting parts and multiple first cantilever arms cooperate to distribute the transmission path of the thrust force to multiple connection points. A connecting part and a first cantilever arm connected together are regarded as a connecting unit. Multiple connecting units cooperate to jointly bear the functions of thrust and support, which can distribute the load, avoid excessive local stress on the thrust structure, and improve the reliability of the overall structure.

[0066] Meanwhile, multiple connecting parts and multiple first cantilever arms work together to reduce excessive local vibration through multi-point constraints. Each connecting unit can independently adapt to local deformation, enhance the matching adaptability of the first cantilever arm and the thrust surface, and ensure the contact area between the first cantilever arm and the thrust surface. This provides reliable structural support for reducing the wear of the thrust structure and crankshaft and reducing the operating noise of the compressor.

[0067] For example, the connecting part is connected to the rigid end of the first cantilever, the rigid end of the first cantilever is not suspended, and the rigid end of the first cantilever will not deform under the action of external force.

[0068] For example, the connecting part is connected to the elastic end of the second cantilever, the elastic end of the second cantilever is suspended, and the elastic end of the second cantilever will deform under the action of external force to meet the usage requirements of the thrust structure as a double cantilever structure.

[0069] In some technical solutions, the fixing part can optionally be a ring structure; there are multiple first cantilever, connecting part and second cantilever, and multiple connecting parts are arranged at intervals along the circumference of the crankshaft, and each connecting part connects a rigid end of a first cantilever and an elastic end of a second cantilever.

[0070] In this technical solution, the cooperation structure of the fixing part, the connecting part, the first cantilever and the second cantilever is refined.

[0071] The fixing part has a ring-shaped structure.

[0072] There are multiple first cantilever arms, multiple connecting parts, and multiple second cantilever arms. The multiple connecting parts are arranged at intervals along the circumference of the crankshaft, and the multiple first cantilever arms are also arranged at intervals along the circumference of the crankshaft.

[0073] Multiple connecting parts, multiple first cantilever arms, and multiple second cantilever arms work together to distribute the thrust force transmission path across multiple connection points. Treating a connected connecting part, a first cantilever arm, and a second cantilever arm as a single connecting unit, multiple connecting units work together to jointly bear the thrust and support functions. This disperses the load, prevents excessive local stress on the thrust structure, and improves the overall structural reliability.

[0074] Meanwhile, multiple connecting parts, multiple first cantilever and multiple second cantilever cooperate to reduce excessive local vibration through multi-point constraint. Each connecting unit can independently adapt to local deformation, enhance the matching adaptability of the first cantilever and the thrust surface, and ensure the contact area between the first cantilever and the thrust surface. This provides reliable structural support for reducing the wear of the thrust structure and crankshaft and reducing the operating noise of the compressor.

[0075] For example, the connecting part is connected to the rigid end of the first cantilever, the rigid end of the first cantilever is not suspended, and the rigid end of the first cantilever will not deform under the action of external force.

[0076] For example, the connecting part is connected to the elastic end of the second cantilever, the elastic end of the second cantilever is suspended, and the elastic end of the second cantilever will deform under the action of external force to meet the usage requirements of the thrust structure as a double cantilever structure.

[0077] In some technical solutions, optionally, along the radial direction of the crankshaft, the length of the first cantilever is a, the length of the connecting part is e, and the length of the portion of the first cantilever protruding from the connecting part is c; along the height direction of the compressor, the height of the first cantilever is b, and the distance between the end faces of the first and second cantilever approaching each other is d; a / b≥2.5, and / or d / b≥1.5, and / or a / c≥1.5, and / or a / e≥2.5.

[0078] In this technical solution, the fitting dimensions of the first cantilever, the connecting part, and the second cantilever are refined.

[0079] Along the radial direction of the crankshaft, the length of the first cantilever is 'a', the length of the connecting portion is 'e', ​​and the length of the portion of the first cantilever protruding from the connecting portion is 'c'. Along the height direction of the compressor, the height of the first cantilever is 'b', and the distance between the end faces of the first and second cantilever approaching each other is 'd'. Specifically, the end face of the first cantilever facing the second cantilever is the first end face, the end face of the second cantilever facing the first cantilever is the second end face, and the distance between the first and second end faces is 'd'.

[0080] The relationship between a and b is refined to satisfy a / b≥2.5. The radial dimension of the first cantilever on the crankshaft is larger than the vertical dimension of the first cantilever on the compressor. This enhances the radial stiffness and support capacity of the first cantilever on the crankshaft, enabling it to bear the axial thrust resistance function of the crankshaft and effectively abut against the thrust surface. At the same time, it ensures that the thickness of the first cantilever on the compressor's vertical dimension meets the requirement of adaptively conforming the first cantilever to the crankshaft's thrust surface, avoiding excessive rigidity due to the larger thickness of the first cantilever on the compressor's vertical dimension, and preventing local stress concentration or increased impact noise.

[0081] The relationship between b and d is refined to satisfy d / b ≥ 1.5. That is, along the height direction of the compressor, the relationship between the distance between the first and second cantilever arms and the height of the first cantilever arm is defined. This ensures that under different operating conditions, the first and second cantilever arms can avoid friction, interference, or contact due to proximity, guaranteeing the safety and reliability of compressor operation. If d / b < 1.5, excessive constraint force will be applied to the first cantilever arm through the connecting and fixing parts. This will result in excessive interference force on the first cantilever arm during thrust bearing, affecting its deformation, increasing wear on the thrust surfaces of the first cantilever arm and crankshaft, and increasing impact noise.

[0082] By refining the relationship between a and c to satisfy a / c≥1.5, the structural support performance and deformation capacity of the first cantilever are taken into account, the force transmission path is reasonably distributed, reliable thrust resistance is guaranteed, and stress concentration is avoided.

[0083] The relationship between a and e is refined to satisfy a / e≥2.5, which limits the fit dimensions between the first cantilever and the connecting part. This avoids functional failure due to the first cantilever being too long or too short in the radial direction of the crankshaft, and enables the first cantilever to effectively fit with the crankshaft, providing sufficient flexible response space for the first cantilever.

[0084] In some technical solutions, optionally, the first cantilever is provided with at least one oil groove on the side facing the thrust surface, and the oil groove penetrates the inner peripheral wall and the outer peripheral wall of the first cantilever along the radial direction of the crankshaft; when there are multiple oil grooves, the multiple oil grooves are arranged at intervals along the circumference of the crankshaft.

[0085] In this technical solution, the structure of the first cantilever is refined.

[0086] The first cantilever has at least one oil groove on the side facing the thrust surface. Along the radial direction of the crankshaft, the first cantilever has an inner peripheral wall and an outer peripheral wall, which are arranged opposite to each other, and the oil groove penetrates the inner peripheral wall and the outer peripheral wall of the first cantilever.

[0087] The lubricating oil can be distributed between the thrust surface and the first cantilever through the oil groove, forming a lubricating oil film between them. This reduces the coefficient of friction, decreases rigid contact between the crankshaft and the thrust structure, reduces wear, and extends the service life of both the crankshaft and the thrust structure. Additionally, the oil groove also serves a heat dissipation function; as the lubricating oil flows through it, it carries away heat from the contact area between the crankshaft and the thrust structure, improving heat exchange capacity and thus cooling the system and enhancing stability. Furthermore, the lubricating oil film formed as it flows through the oil groove helps reduce impact and vibration, contributing to lower operating noise.

[0088] When there are multiple oil grooves, the multiple oil grooves are arranged at intervals along the circumference of the crankshaft, which can improve the uniformity of lubricant distribution, reduce local lubrication deficiency, make heat dissipation more uniform and better, and further improve shock resistance.

[0089] In some technical solutions, the thrust structure may optionally be a metal structure; or at least a portion of the connecting part may be a rubber part, and / or at least a portion of the first cantilever may be a rubber arm.

[0090] In this technical solution, the thrust structure is a metal structure, such as a metal stamping structure or a powder metallurgy structure. The thrust structure has reliable thrust-stopping function and good wear resistance and temperature resistance.

[0091] Alternatively, at least a portion of the connecting part may be made of rubber, and / or at least a portion of the first cantilever may be made of rubber, which can improve the flexibility, damping and vibration reduction of the thrust structure. Increased flexibility can improve the contact adaptive deformation capability of the thrust structure, reduced vibration can reduce operating noise, improve operating stability, buffer impact loads, reduce friction loss, and ensure the service life of the product.

[0092] The second aspect of this application provides a refrigeration device, comprising: the compressor described in the first aspect.

[0093] The refrigeration equipment provided in this application includes a compressor as described in the first aspect, and therefore has all the beneficial effects of the compressor, which will not be described in detail here.

[0094] For example, refrigeration equipment includes air conditioners, refrigerators, or freezers.

[0095] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0096] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0097] Figure 1 A partial structural schematic diagram of the compressor according to the first embodiment of this application is shown;

[0098] Figure 2 A partial structural schematic diagram of the thrust-stopping structure according to the first embodiment of this application is shown;

[0099] Figure 3 A schematic diagram showing the dimensions of a portion of the thrust structure according to the first embodiment of this application is provided.

[0100] Figure 4 A schematic diagram of the thrust-stop structure according to the first embodiment of this application is shown;

[0101] Figure 5 A schematic diagram of the first part of the compressor according to the second embodiment of this application is shown;

[0102] Figure 6 A schematic diagram of the second part of the compressor according to the second embodiment of this application is shown;

[0103] Figure 7 A schematic diagram of the first part of the thrust-stopping structure according to the second embodiment of this application is shown;

[0104] Figure 8 A schematic diagram of the second part of the thrust-stop structure according to the second embodiment of this application is shown;

[0105] Figure 9 A partial structural schematic diagram of the thrust-stop structure according to the third embodiment of this application is shown;

[0106] Figure 10 A schematic diagram of the thrust-stop structure according to the third embodiment of this application is shown;

[0107] Figure 11 A partial structural schematic diagram of the thrust-stopping structure according to the fourth embodiment of this application is shown;

[0108] Figure 12 A schematic diagram of the thrust-stopping structure according to the fourth embodiment of this application is shown.

[0109] Figure label:

[0110] 10 Compressor, 100 Housing, 200 Sub-frame, 210 Shaft hole, 320 Thrust surface, 400 Thrust structure, 410 Fixing part, 412 Through hole, 420 Connecting part, 422 First connecting section, 424 Second connecting section, 430 First cantilever, 432 Oil groove, 434 Inner peripheral wall of the first cantilever, 436 Outer peripheral wall of the first cantilever, 438 Rigid end of the first cantilever, 440 Second cantilever, 442 Elastic end of the second cantilever, 444 Rigid end of the second cantilever, 452 Slot, 454 Protrusion, 500 Crankshaft. Detailed Implementation

[0111] The embodiments of this utility model will now be described in detail. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0112] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0113] 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", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only 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.

[0114] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0115] The following is combined Figures 1 to 12 The present invention describes a compressor 10 and a refrigeration device according to an embodiment of the present invention.

[0116] like Figure 1 , Figure 2 , Figure 3 , Figure 5 , Figure 6 , Figure 7 , Figure 9 , Figure 10 , Figure 11 and Figure 12 As shown, the compressor 10 according to some embodiments of the present invention includes: a housing 100; a sub-frame 200 disposed within the housing 100, the sub-frame 200 having a shaft hole 210 extending through the sub-frame 200 along the height direction of the housing 100; a crankshaft 500, a portion of which is located within the shaft hole 210, the portion of the crankshaft 500 located within the shaft hole 210 having a thrust surface 320; and a thrust structure 400 disposed within the housing 100. The thrust structure 400 includes a fixing part 410, a connecting part 420 and a first cantilever 430. The connecting part 420 and the first cantilever 430 are integrally connected. The fixing part 410 connects the sub-frame 200 and the connecting part 420. The first cantilever 430 is located in the shaft hole 210 and abuts against the thrust surface 320. Along the radial direction of the crankshaft 500, a portion of the first cantilever 430 protrudes from the portion of the connecting part 420 located in the shaft hole 210.

[0117] The compressor 10 according to an embodiment of the present invention includes a housing 100, a sub-frame 200, a crankshaft 500, and a thrust structure 400.

[0118] The subframe 200 is provided with a shaft hole 210. The thrust structure 400 includes a first cantilever 430. The compression structure includes a moving plate and a stationary plate. The first end of the crankshaft 500 is connected to the moving plate. The crankshaft 500 passes through the shaft hole 210. The portion of the crankshaft 500 located in the shaft hole 210 has a thrust surface 320. The first cantilever 430 of the thrust structure 400 abuts against the thrust surface 320. Specifically, the first cantilever 430 is supported below the thrust surface 320 along the height direction of the compressor 10.

[0119] The thrust structure 400 also includes a fixing part 410 and a connecting part 420. The fixing part 410 connects the sub-frame 200 and the connecting part 420. The connecting part 420 is integrally connected to the first cantilever 430. That is, the connecting part 420 and the first cantilever 430 are connected to the sub-frame 200 through the fixing part 410. In other words, the fixing part 410 is used for the installation and fixing of the connecting part 420 and the first cantilever 430. The fixing part 410 can support the integrally connected connecting part 420 and the first cantilever 430. Along the radial direction of the crankshaft 500, a portion of the first cantilever 430 protrudes from the portion of the connecting part 420 located in the shaft hole 210. It can be understood that the portion of the first cantilever 430 protruding from the connecting part 420 is suspended. Thus, when the crankshaft 500 tilts due to load, the contact area between the thrust surface 320 of the crankshaft 500 and the first cantilever 430 decreases accordingly, and the contact stress increases accordingly. The first cantilever 430 also undergoes slight deformation under the action of external force. The deformation of the first cantilever 430 is adapted to match the shape of the thrust surface 320 of the crankshaft 500. The first cantilever 430 adaptively fits the thrust surface 320 of the crankshaft 500 to increase the contact area between the thrust surface 320 and the first cantilever 430, reduce the local high pressure area caused by the slight bending of the crankshaft 500, and achieve the effect of reducing local contact stress. This can reduce the probability of scratches and wear between the thrust surface 320 and the thrust structure 400, thereby improving the wear resistance and reliability of the thrust surface 320 and the first cantilever 430, which is beneficial to extending the service life of the crankshaft 500 and the thrust structure 400.

[0120] Meanwhile, since the first cantilever 430 adaptively conforms to the thrust surface 320 of the crankshaft 500, the thrust structure 400 can effectively buffer and absorb the impact energy of the crankshaft 500 acting on the thrust structure 400, reducing the rigidity of the impact, effectively buffering the axial impact of the crankshaft 500, and prolonging the impact time. This can transform the sharp "click" sound in related technologies into a lower, less noticeable sound, significantly reducing the impact noise, thereby significantly reducing the operating noise of the compressor 10, and improving the performance and market competitiveness of the compressor 10.

[0121] It is understandable that, along the radial direction of the crankshaft 500, a portion of the first cantilever 430 protrudes from the connecting portion 420 located within the shaft hole 210. Therefore, the first cantilever 430 has the flexibility to move relative to the connecting portion 420 and the fixed portion 410. Under the action of external force, the first cantilever 430 can undergo slight deformation to adapt to the bending deformation of the crankshaft 500, ensuring that the first cantilever 430 can make good contact with the thrust surface 320, and thus playing the role of protecting the crankshaft 500 and the thrust structure 400.

[0122] The integral connection between the connecting part 420 and the first cantilever 430 eliminates the assembly process for the connecting part 420 and the first cantilever 430, simplifying the assembly and subsequent disassembly of the thrust structure 400 and the sub-frame 200. This improves assembly and disassembly efficiency and reduces the production and maintenance costs of the compressor 10. Furthermore, the integral connection between the connecting part 420 and the first cantilever 430 ensures the dimensional accuracy requirements of the thrust structure 400, guaranteeing the fit dimensions of the first cantilever 430, the connecting part 420, the shaft hole 210, and the crankshaft 500 without interference. This improves the assembly dimensional accuracy of the sub-frame 200, the thrust structure 400, and the crankshaft 500, enhancing the accuracy and reliability of the axial positioning of the crankshaft 500 by the thrust structure 400. This helps prevent excessive axial displacement of the crankshaft 500 and provides reliable structural support for ensuring the contact area between the crankshaft 500 and the thrust structure 400.

[0123] According to some embodiments of the present invention, such as Figure 2 , Figure 3 , Figure 6 , Figure 9 and Figure 11 As shown, the thrust structure 400 further includes: a second cantilever 440, the connecting portion 420 being connected to the fixing portion 410 via the second cantilever 440; the second cantilever 440 is located on one side of the sub-frame 200 in the height direction of the compressor 10, and at least a portion of the second cantilever 440 is disposed opposite to the shaft hole 210; or at least a portion of the second cantilever 440 is located within the shaft hole 210; wherein, along the radial direction of the crankshaft 500, a portion of the second cantilever 440 protrudes beyond the portion of the connecting portion 420 located within the shaft hole 210.

[0124] Specifically, the thrust structure 400 also includes a second cantilever 440. The connecting part 420 is connected to the fixing part 410 through the second cantilever 440. That is, the second cantilever 440 is connected to the fixing part 410, and the second cantilever 440 is also connected to the connecting part 420. The connecting part 420 is not directly connected to the fixing part 410, but indirectly connected to the fixing part 410 through the second cantilever 440, so as to meet the usage requirements of the connecting part 420 being connected to the fixing part 410 through the second cantilever 440.

[0125] The second cantilever 440 is located on one side of the sub-frame 200 in the height direction of the compressor 10. At least a portion of the second cantilever 440 is disposed opposite to the shaft hole 210. Along the radial direction of the crankshaft 500, a portion of the second cantilever 440 protrudes from the portion of the connecting part 420 located within the shaft hole 210, and the portion of the second cantilever 440 protruding from the connecting part 420 is suspended. Alternatively, at least a portion of the second cantilever 440 is located within the shaft hole 210. Along the radial direction of the crankshaft 500, a portion of the second cantilever 440 protrudes from the portion of the connecting part 420 located within the shaft hole 210, and the portion of the second cantilever 440 protruding from the connecting part 420 is suspended.

[0126] The thrust structure 400 includes a first cantilever 430 and a second cantilever 440. The first cantilever 430 and the second cantilever 440 are connected by a connecting part 420. The suspended parts of the first cantilever 430 and the second cantilever 440 are defined by the same connecting part 420. Therefore, the thrust structure 400 is a double cantilever structure.

[0127] The fixed part 410, the connecting part 420, the first cantilever 430, and the second cantilever 440 cooperate to form a double-cantilever support frame, which ensures the force transmission path and improves the overall bending, torsional, and vibration resistance of the thrust structure 400. The first cantilever 430 abuts against the thrust surface 320, while the second cantilever 440 does not contact the thrust surface 320 of the crankshaft 500. The second cantilever 440 acts as a bridge connecting the fixed part 410 and the connecting part 420, and can share the load and impact energy transmitted through the first cantilever 430, which helps to reduce the stress acting on the connecting part 420 and the fixed part 410. During long-term operation of the compressor 10, under conditions of frequent start-stop and large load changes, the structural design of the second cantilever 440 can prevent the thrust structure 400 from fatigue deformation or even fracture due to long-term stress, which helps to extend the service life of the thrust structure 400.

[0128] The first cantilever 430, the connecting part 420, and the second cantilever 440 work together to optimize the stress state of the thrust structure 400. The second cantilever 440 provides auxiliary support to the first cantilever 430 and the connecting part 420, which helps to reduce the local bending of the connecting part 420 when it is under stress, and helps to reduce the deformation of the connecting part 420 and the first cantilever 430 under dynamic load. It can also improve the effectiveness and reliability of the contact between the first cantilever 430 and the thrust surface 320, and enhance the fatigue resistance and bending moment resistance of the thrust structure 400 under long-term operation of the compressor 10.

[0129] Understandably, the second cantilever 440 can bear part of the load and reaction force from the fixed part 410 and the connecting part 420, which can reduce the constraint force on the first cantilever 430. This prevents the first cantilever 430 from being forcibly pulled back or restricted when facing small deformations of the crankshaft 500. The first cantilever 430 has a larger flexible response space and can adapt to the deformation of the crankshaft 500, avoiding direct rigid confrontation and improving the stability of the contact between the first cantilever 430 and the thrust surface 320.

[0130] According to some embodiments of the present invention, the fixing part 410 and the second cantilever 440 are integrally connected.

[0131] Specifically, refining the mating structure of the fixed part 410 and the second cantilever 440 eliminates the assembly process of the fixed part 410 and the second cantilever 440, simplifies the assembly and subsequent disassembly of the thrust structure 400 and the sub-frame 200, improves assembly and disassembly efficiency, and thus reduces the production and maintenance costs of the compressor 10. Furthermore, the integrated connection of the fixed part 410 and the second cantilever 440 ensures the dimensional accuracy requirements of the thrust structure 400, guarantees the mating dimensions of the first cantilever 430, the connecting part 420, the shaft hole 210, and the crankshaft 500, and prevents interference with the crankshaft 500. This improves the assembly dimensional accuracy of the sub-frame 200 and the thrust structure 400, enhances the accuracy and reliability of the thrust structure 400 in axial positioning of the crankshaft 500, helps prevent excessive axial displacement of the crankshaft 500, and provides reliable structural support to ensure the contact area between the crankshaft 500 and the thrust structure 400.

[0132] According to some embodiments of the present invention, the connecting part 420 and the second cantilever 440 are integrally connected.

[0133] Specifically, the mating structure of the connecting part 420 and the second cantilever 440 is refined, with the connecting part 420 and the second cantilever 440 being integrally connected, that is, the thrust structure 400 is an integral structure. This eliminates the assembly process of the thrust structure 400, simplifies the assembly and subsequent disassembly processes of the thrust structure 400 and the sub-frame 200, improves assembly and disassembly efficiency, and thus reduces the production and maintenance costs of the compressor 10. In addition, the integral structure of the thrust structure 400 ensures the dimensional accuracy requirements of the thrust structure 400 during molding, guarantees the mating dimensions of the thrust structure 400 with the compression structure and the sub-frame 200, and prevents interference with the crankshaft 500. This improves the assembly dimensional accuracy of the sub-frame 200, the thrust structure 400, and the compression structure, and enhances the accuracy and reliability of the axial positioning of the crankshaft 500 by the thrust structure 400. This helps prevent excessive axial displacement of the crankshaft 500 and provides reliable structural support to ensure the contact area between the crankshaft 500 and the thrust structure 400.

[0134] According to some embodiments of the present invention, the connecting part 420 and the elastic end 442 of the second cantilever are detachably connected; the connection structure of the connecting part 420 and the second cantilever 440 includes any one or a combination of the following: snap-fit ​​connection, screw connection, adhesive connection and magnetic connection.

[0135] Specifically, the thrust-stop structure 400 includes a fixing part 410, a connecting part 420, a first cantilever 430, and a second cantilever 440. The connecting part 420 and the first cantilever 430 are integrally connected, and the fixing part 410 and the second cantilever 440 are integrally connected. The elastic ends 442 of the connecting part 420 and the second cantilever are detachably connected. The connection structure of the connecting part 420 and the second cantilever 440 includes any one or a combination of the following: snap-fit ​​connection, screw connection, adhesive connection, and magnetic connection.

[0136] Specifically, the integrally connected connecting part 420 and the first cantilever 430 are referred to as the first integral structure, and the integrally connected fixing part 410 and the second cantilever 440 are referred to as the second integral structure. The first integral structure and the second integral structure can be detached and connected. The detachment and assembly of the first integral structure and the installation position of the second integral structure relative to the first integral structure can be determined according to the actual situation. In this way, it can be adapted to the usage requirements of different models of compressors 10. The product has strong adaptability, facilitates subsequent maintenance, replacement and cleaning, and improves the performance of the product.

[0137] It is understandable that when the connecting part 420 and the second cantilever 440 are screwed together, one of the connecting part 420 and the second cantilever 440 is provided with an internal thread, and the other of the connecting part 420 and the second cantilever 440 is provided with an external thread, and the internal thread and the external thread are screwed together.

[0138] It is understandable that when the connecting part 420 and the second cantilever 440 are screwed together, both the connecting part 420 and the second cantilever 440 are provided with threaded holes, and fasteners are screwed into the threaded holes. Fasteners include bolts and screws, etc., which will not be listed here.

[0139] For example, the elastic end 442 of the second cantilever is suspended in the air. The elastic end 442 of the second cantilever will deform under the action of external force to meet the usage requirements of the thrust structure 400 as a double cantilever structure.

[0140] According to some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, when the connecting part 420 and the second cantilever 440 are snapped together, one of the second cantilever 440 and the connecting part 420 is provided with a slot 452, and the other of the second cantilever 440 and the connecting part 420 is provided with a protrusion 454, which is inserted into the slot 452.

[0141] Specifically, the mating structure of the connecting part 420 and the second cantilever 440 is refined.

[0142] One of the second cantilever 440 and the connecting part 420 is provided with a slot 452, and the other of the second cantilever 440 and the connecting part 420 is provided with a protrusion 454. That is, the second cantilever 440 is provided with a slot 452, and the connecting part 420 is provided with a protrusion 454, which is inserted into the slot 452. Alternatively, the second cantilever 440 is provided with a protrusion 454, and the connecting part 420 is provided with a slot 452, which is inserted into the slot 452, to meet the usage requirements of the connecting part 420 and the second cantilever 440 being snapped together, thereby achieving reliable positioning and connection of the connecting part 420 and the second cantilever 440.

[0143] The slot 452 and the protrusion 454 cooperate to provide guidance and positioning. When assembling the second cantilever 440 and the connecting part 420, the protrusion 454 is aligned and inserted into the groove to ensure that the second cantilever 440 and the connecting part 420 are precisely aligned, preventing misalignment or skewness, and ensuring the mating dimensions of the second cantilever 440 and the connecting part 420.

[0144] According to some embodiments of the present invention, such as Figure 7 As shown, when the connecting part 420 is provided with a slot 452, the connecting part 420 includes a first connecting section 422 and a second connecting section 424. The first connecting section 422 is connected to the rigid end 438 of the first cantilever. The first connecting section 422 extends from the first cantilever 430 along the height direction of the compressor 10. The second connecting section 424 extends from the outer peripheral wall of the first connecting section 422 along the radial direction of the crankshaft 500. The slot 452 is formed between the end of the first connecting section 422 away from the first cantilever 430 and the second connecting section 424.

[0145] Specifically, the mating structure of the connecting part 420 and the second cantilever 440 is further refined.

[0146] When the connecting part 420 is provided with a slot 452, the second cantilever 440 is provided with a protrusion 454, which is inserted into the slot 452.

[0147] The connecting portion 420 includes a first connecting segment 422 and a second connecting segment 424. The first connecting segment 422 is connected to the rigid end 438 of the first cantilever. The first connecting segment 422 extends from the first cantilever 430 along the height direction of the compressor 10. The second connecting segment 424 extends radially from the outer peripheral wall of the first connecting segment 422 along the crankshaft 500. That is, the second connecting segment 424 protrudes from the first connecting segment 422 in the radial direction of the crankshaft 500. A groove 452 is formed between the end of the first connecting segment 422 away from the first cantilever 430 and the second connecting segment 424. In other words, the second connecting segment 424 and the first connecting segment 422 are spaced apart on the side away from the first cantilever 430, and the groove 452 is formed between the first connecting segment 422 and the second connecting segment 424.

[0148] The second connecting segment 424 cooperates with the first connecting segment 422 to limit the second cantilever 440, ensuring the mating dimensions of the second cantilever 440 and the connecting portion 420. This simplifies the number of parts and facilitates processing and manufacturing while maintaining the effectiveness and reliability of the connection between the second cantilever 440 and the connecting portion 420. Simultaneously, the cooperation of the first connecting segment 422 and the second connecting segment 424 enhances the structural strength of the connecting portion 420, effectively supporting and fixing the first cantilever 430 and the second cantilever 440.

[0149] For example, the first connecting segment 422 is connected to the rigid end 438 of the first cantilever. The rigid end 438 of the first cantilever is not suspended and will not deform under external force.

[0150] According to some embodiments of the present invention, when the second cantilever 440 is located on one side of the sub-frame 200 in the height direction of the compressor 10, the fixing part 410 and the second cantilever 440 are located on the same side of the sub-frame 200.

[0151] Specifically, when the second cantilever 440 is located on one side of the sub-frame 200 in the height direction of the compressor 10, the second cantilever 440 is connected to the fixing part 410, the fixing part 410 and the second cantilever 440 are located on the same side of the sub-frame 200, and at least a portion of the second cantilever 440 is disposed opposite to the shaft hole 210. This effectively utilizes the space on one side of the sub-frame 200 in the height direction of the compressor 10 and avoids interference with other components near the shaft hole 210.

[0152] The second cantilever 440 is connected to the fixed part 410. The fixed part 410 and the second cantilever 440 are located on the same side of the sub-frame 200, which facilitates mass production assembly of the product and helps to improve assembly efficiency and ease of operation. It can transmit the reaction force received by the first cantilever 430 of the thrust structure 400 to the fixed part 410 through the connecting part 420 and the second cantilever 440. The force transmission path is short, which plays a role in optimizing the load transmission path.

[0153] In addition, the fixed part 410 and the second cantilever 440 are located on the same side of the sub-frame 200, which can reduce structural resonance, abnormal noise and vibration caused by the dispersed arrangement of the components of the thrust structure 400, making the connection between the thrust structure 400 and the sub-frame 200 more stable, which is conducive to further reducing the operating noise of the compressor 10.

[0154] According to some embodiments of the present invention, along the height direction of the compressor 10, the first cantilever 430 is projected onto the side end face of the second cantilever 440 facing the thrust surface 320, and at least a portion of the projection of the first cantilever 430 overlaps with the second cantilever 440, or the projection of the first cantilever 430 is staggered from the second cantilever 440.

[0155] Specifically, the mating structure of the first cantilever 430 and the second cantilever 440 is refined.

[0156] Along the height direction of the compressor 10, the first cantilever 430 is projected onto the side end face of the second cantilever 440 facing the thrust surface 320. At least a portion of the projection of the first cantilever 430 overlaps with the second cantilever 440, that is, a portion of the projection of the first cantilever 430 overlaps with the second cantilever 440, or the entire projection of the first cantilever 430 overlaps with the second cantilever 440. It can be understood that the first cantilever 430 and the second cantilever 440 of the thrust structure 400 are key stress-bearing areas. The first cantilever 430 and the second cantilever 440 cooperate to form a continuous and stable support structure. When the crankshaft 500 is subjected to axial force, vibration, or impact load, the first cantilever 430, the second cantilever 440, and the connecting part 420 cooperate to enhance the deformation resistance of the thrust structure 400, so as to ensure the fit dimensions between the first cantilever 430 and the thrust surface 320, so that the first cantilever 430 can effectively limit and support the crankshaft 500. In addition, by reasonably setting the matching structure of the first cantilever 430 and the second cantilever 440, the load transmission path can be optimized, which is conducive to improving the vibration resistance and impact resistance of the thrust structure 400 and ensuring the service life of the thrust structure 400.

[0157] Along the height direction of the compressor 10, the first cantilever 430 is projected onto the end face of the second cantilever 440 facing the thrust surface 320, and the projection of the first cantilever 430 is offset from that of the second cantilever 440. That is, the first cantilever 430 and the second cantilever 440 are offset circumferentially along the crankshaft 500, and their spatial misalignment avoids interference between the thrust structure 400 and the sub-frame 200, providing spatial support for the arrangement of lubrication, cooling, oil circuits, and sensors. Simultaneously, the offset arrangement of the projection of the first cantilever 430 from that of the second cantilever 440 reduces local stress interference, which is beneficial to improving the overall structural reliability.

[0158] According to some embodiments of the present invention, such as Figure 4 , Figure 8 and Figure 10 As shown, the fixing part 410, the connecting part 420, the first cantilever 430 and the second cantilever 440 are all ring structures.

[0159] Specifically, the mating structure of the fixing part 410, the connecting part 420, the first cantilever 430 and the second cantilever 440 is refined.

[0160] The fixing part 410, the connecting part 420, the first cantilever 430, and the second cantilever 440 are all annular structures. That is, the fixing part 410, the connecting part 420, the first cantilever 430, and the second cantilever 440 are all annular structures. It can be understood that any one of the fixing part 410, the connecting part 420, the first cantilever 430, and the second cantilever 440 is an annular structure.

[0161] By rationally setting the cooperative structure of the fixing part 410, the connecting part 420, the first cantilever 430 and the second cantilever 440, the continuity of the overall structure can be guaranteed, the balance and stability of force transmission can be guaranteed, and the balance and consistency of force at different positions of the thrust structure 400 can be guaranteed. While ensuring effective contact with the crankshaft 500, the load and vibration energy can be evenly distributed, avoiding the occurrence of local stress concentration, which is conducive to reducing vibration and noise, and improving the performance and market competitiveness of the compressor 10.

[0162] According to some embodiments of the present invention, such as Figure 9 and Figure 10 As shown, the fixing part 410 has a ring structure; the connecting part 420 and the first cantilever 430 are both ring structures. There are multiple second cantilever 440s, which are arranged at intervals along the circumference of the crankshaft 500. The rigid end 444 of each second cantilever is connected to the fixing part 410, and the elastic end 442 of each second cantilever is connected to the connecting part 420.

[0163] Specifically, the mating structure of the fixing part 410, the connecting part 420, the first cantilever 430 and the second cantilever 440 is refined.

[0164] The fixing part 410 is a ring structure, the connecting part 420 is a ring structure, and the first cantilever 430 is a ring structure. That is, any one of the fixing part 410, the connecting part 420, and the first cantilever 430 is a ring structure.

[0165] There are multiple second cantilever arms 440, which are arranged at intervals along the circumference of the crankshaft 500. The rigid end 444 of each second cantilever arm is connected to the fixing part 410, and the elastic end 442 of each second cantilever arm is connected to the connecting part 420.

[0166] The first cantilever 430 abuts against the thrust surface 320. The first cantilever 430 mainly serves as an axial limiter. The first cantilever 430 is a ring structure that can be precisely positioned with the thrust surface 320 to achieve efficient thrust.

[0167] Both the fixing part 410 and the connecting part 420 are ring-shaped structures, which makes the force transmission path more continuous and stable.

[0168] Multiple second cantilevers 440 provide distributed support. These cantilevers are spaced apart circumferentially along the crankshaft 500, providing multi-point support and preventing localized stress concentration. The spaced-apart second cantilevers 440 distribute the overall stiffness of the thrust structure 400, allowing for a smoother connection between the connecting part 420 and the first cantilevers 430. When the crankshaft 500 tilts, the first cantilevers 430 can adapt to the tilt, maintaining effective and good contact with the thrust surface 320 without excessive constraint or reaction forces. This indirectly improves the deformation response of the first cantilevers 430, reducing wear and impact.

[0169] According to some embodiments of the present invention, the fixing part 410 is a ring structure; the second cantilever 440 is a ring structure; the number of connecting parts 420 and the number of first cantilever 430 are both multiple; the multiple connecting parts 420 are arranged at intervals along the circumference of the crankshaft 500; each connecting part 420 is connected to a rigid end 438 of a first cantilever and an elastic end 442 of a second cantilever.

[0170] Specifically, the mating structure of the fixing part 410, the connecting part 420, the first cantilever 430 and the second cantilever 440 is refined.

[0171] The fixing part 410 has a ring structure, and the second cantilever 440 has a ring structure. That is, both the fixing part 410 and the second cantilever 440 have ring structures.

[0172] There are multiple connecting parts 420 and multiple first cantilever arms 430. The multiple connecting parts 420 are arranged at intervals along the circumference of the crankshaft 500, and the multiple first cantilever arms 430 are arranged at intervals along the circumference of the crankshaft 500. Each connecting part 420 is connected to a rigid end 438 of a first cantilever arm, and each connecting part 420 is connected to an elastic end 442 of a second cantilever arm.

[0173] Multiple connecting parts 420 and multiple first cantilever 430 cooperate to distribute the transmission path of the thrust force to multiple connection positions. A connecting part 420 and a first cantilever 430 connected together are regarded as a connecting unit. Multiple connecting units cooperate to jointly bear the functions of thrust and support, which can distribute the load, avoid excessive local stress on the thrust structure 400, and improve the reliability of the overall structure.

[0174] Meanwhile, multiple connecting parts 420 and multiple first cantilever 430 cooperate to reduce excessive local vibration through multi-point constraint. Each connecting unit can independently adapt to local deformation, enhance the matching adaptability of the first cantilever 430 and the thrust surface 320, and ensure the contact area between the first cantilever 430 and the thrust surface 320. This provides reliable structural support for reducing the wear of the thrust structure 400 and the crankshaft 500 and reducing the operating noise of the compressor 10.

[0175] For example, the connecting part 420 is connected to the rigid end 438 of the first cantilever. The rigid end 438 of the first cantilever is not suspended and will not deform under external force.

[0176] For example, the connecting part 420 is connected to the elastic end 442 of the second cantilever. The elastic end 442 of the second cantilever is suspended. The elastic end 442 of the second cantilever will deform under the action of external force to meet the usage requirements of the thrust structure 400 as a double cantilever structure.

[0177] According to some embodiments of the present invention, such as Figure 11 and Figure 12 As shown, the fixing part 410 has a ring structure; there are multiple first cantilever 430, connecting part 420 and second cantilever 440. Multiple connecting parts 420 are arranged at intervals along the circumference of crankshaft 500. Each connecting part 420 connects a rigid end 438 of a first cantilever and an elastic end 442 of a second cantilever.

[0178] Specifically, the mating structure of the fixing part 410, the connecting part 420, the first cantilever 430 and the second cantilever 440 is refined.

[0179] The fixing part 410 has a ring-shaped structure.

[0180] There are multiple first cantilever 430s, multiple connecting portions 420s, and multiple second cantilever 440s. The multiple connecting portions 420s are arranged at intervals along the circumference of the crankshaft 500, and the multiple first cantilever 430s are arranged at intervals along the circumference of the crankshaft 500.

[0181] Multiple connecting parts 420, multiple first cantilever 430, and multiple second cantilever 440 cooperate to distribute the transmission path of the thrust force to multiple connection positions. Considering a connected connecting part 420, a first cantilever 430, and a second cantilever 440 as a single connecting unit, multiple connecting units cooperate to jointly bear the thrust and support functions. This can distribute the load, prevent excessive local stress on the thrust structure 400, and improve the overall structural reliability.

[0182] Meanwhile, multiple connecting parts 420, multiple first cantilever 430 and multiple second cantilever 440 cooperate to reduce excessive local vibration through multi-point constraint. Each connecting unit can independently adapt to local deformation, enhance the matching adaptability of the first cantilever 430 and the thrust surface 320, and ensure the contact area between the first cantilever 430 and the thrust surface 320. This provides reliable structural support for reducing the wear of the thrust structure 400 and the crankshaft 500 and reducing the operating noise of the compressor 10.

[0183] For example, the connecting part 420 is connected to the rigid end 438 of the first cantilever. The rigid end 438 of the first cantilever is not suspended and will not deform under external force.

[0184] For example, the connecting part 420 is connected to the elastic end 442 of the second cantilever. The elastic end 442 of the second cantilever is suspended. The elastic end 442 of the second cantilever will deform under the action of external force to meet the usage requirements of the thrust structure 400 as a double cantilever structure.

[0185] According to some embodiments of the present invention, such as Figure 3 As shown, along the radial direction of the crankshaft 500, the length of the first cantilever 430 is a, the length of the connecting part 420 is e, and the length of the portion of the first cantilever 430 protruding from the connecting part 420 is c; along the height direction of the compressor 10, the height of the first cantilever 430 is b, and the distance between the end faces of the first cantilever 430 and the second cantilever 440 that are close to each other is d; a / b≥2.5, and / or d / b≥1.5, and / or a / c≥1.5, and / or a / e≥2.5.

[0186] Specifically, the mating dimensions of the first cantilever 430, the connecting part 420, and the second cantilever 440 are refined.

[0187] Along the radial direction of the crankshaft 500, the length of the first cantilever 430 is 'a', the length of the connecting portion 420 is 'e', ​​and the length of the portion of the first cantilever 430 protruding from the connecting portion 420 is 'c'. Along the height direction of the compressor 10, the height of the first cantilever 430 is 'b', and the distance between the end faces of the first cantilever 430 and the second cantilever 440 that are close to each other is 'd'. Specifically, the end face of the first cantilever 430 facing the second cantilever 440 is the first end face, the end face of the second cantilever 440 facing the first cantilever 430 is the second end face, and the distance between the first end face and the second end face is 'd'.

[0188] The relationship between a and b is refined to satisfy a / b≥2.5. The radial dimension of the first cantilever 430 on the crankshaft 500 is larger than the vertical dimension of the first cantilever 430 on the compressor 10. This enhances the radial stiffness and support capacity of the first cantilever 430 on the crankshaft 500, enabling it to bear the axial thrust resistance function of the crankshaft 500 and effectively abut against the thrust surface 320. At the same time, it ensures that the thickness of the first cantilever 430 on the vertical dimension of the compressor 10 meets the usage requirements of the first cantilever 430 adaptively conforming to the thrust surface 320 of the crankshaft 500, avoiding excessive rigidity due to the larger thickness of the first cantilever 430 on the vertical dimension of the compressor 10, and preventing local stress concentration or increased impact noise.

[0189] The relationship between b and d is refined to satisfy d / b ≥ 1.5. That is, along the height direction of the compressor 10, the relationship between the distance between the first cantilever 430 and the second cantilever 440 and the height of the first cantilever 430 is defined. In this way, under different operating conditions, the compressor 10 can avoid friction, interference or contact caused by the first cantilever 430 and the second cantilever 440 being close together, which can ensure the safety and reliability of the compressor 10 operation. If d / b < 1.5, the first cantilever 430 will be subjected to excessive constraint force through the connecting part 420 and the fixing part 410. The first cantilever 430 will be subjected to excessive interference force during thrusting, affecting the deformation of the first cantilever 430, increasing the wear of the first cantilever 430 and the thrust surface 320 of the crankshaft 500, and increasing the impact noise.

[0190] The relationship between a and c is refined to satisfy a / c≥1.5, which takes into account the structural support performance and deformation capacity of the first cantilever 430, can reasonably distribute the force transmission path, can ensure reliable thrust resistance, and can also avoid stress concentration.

[0191] The relationship between a and e is refined to satisfy a / e≥2.5, which limits the mating dimensions of the first cantilever 430 and the connecting part 420. This avoids functional failure caused by the first cantilever 430 being too long or too short in the radial direction of the crankshaft 500, and enables the first cantilever 430 to effectively cooperate with the crankshaft 500, providing sufficient flexible response space for the first cantilever 430.

[0192] According to some embodiments of the present invention, such as Figure 4 , Figure 8 , Figure 10 and Figure 12 As shown, the first cantilever 430 has at least one oil groove 432 on the side facing the thrust surface 320. Along the radial direction of the crankshaft 500, the oil groove 432 penetrates the inner peripheral wall 434 and the outer peripheral wall 436 of the first cantilever. When there are multiple oil grooves 432, the multiple oil grooves 432 are arranged at intervals along the circumference of the crankshaft 500.

[0193] Specifically, the structure of the first cantilever 430 is refined.

[0194] The first cantilever 430 has at least one oil groove 432 on the side facing the thrust surface 320. Along the radial direction of the crankshaft 500, the first cantilever 430 has an inner peripheral wall and an outer peripheral wall, the inner peripheral wall 434 and the outer peripheral wall 436 of the first cantilever are arranged opposite to each other, and the oil groove 432 penetrates the inner peripheral wall 434 and the outer peripheral wall 436 of the first cantilever.

[0195] Lubricating oil can be distributed between the thrust surface 320 and the first cantilever 430 through the oil groove 432, thereby forming a lubricating oil film between the thrust surface 320 and the first cantilever 430. This reduces the coefficient of friction, decreases the rigid contact between the crankshaft 500 and the thrust structure 400, reduces wear, and extends the service life of the crankshaft 500 and the thrust structure 400. In addition, the oil groove 432 also has a heat dissipation function. When the lubricating oil flows through the oil groove 432, it can carry away heat from the contact area between the crankshaft 500 and the thrust structure 400, improving heat exchange capacity and thus cooling the system and improving its stability. Simultaneously, the lubricating oil film formed when flowing through the oil groove 432 helps reduce impact and vibration, thus reducing operating noise.

[0196] When there are multiple oil grooves 432, the multiple oil grooves 432 are arranged at intervals along the circumference of the crankshaft 500, which can improve the uniformity of lubricating oil distribution, reduce local lubrication deficiency, make heat dissipation more uniform, and improve the heat dissipation effect, and further enhance the impact resistance.

[0197] The fixing part 410 is connected to the sub-frame 200 by fasteners, including bolts and screws, etc., which will not be listed here.

[0198] According to some embodiments of the present invention, the thrust structure 400 is a metal structure; or at least a portion of the connecting portion 420 is a rubber portion, and / or at least a portion of the first cantilever 430 is a rubber arm.

[0199] Specifically, the thrust structure 400 is a metal structure, such as a metal stamping structure or a powder metallurgy structure. The thrust structure 400 has reliable thrust function and good wear resistance and temperature resistance.

[0200] Alternatively, at least a portion of the connecting part 420 may be a rubber part, and / or at least a portion of the first cantilever 430 may be a rubber arm, which can improve the flexibility, damping and vibration reduction effect of the thrust structure 400. Increasing flexibility can improve the contact adaptive deformation capability of the thrust structure 400, reducing vibration can reduce operating noise, improve operating stability, buffer impact loads, reduce friction loss, and ensure the service life of the product.

[0201] A refrigeration device according to some embodiments of the present invention includes: the compressor 10 in any of the above embodiments.

[0202] The refrigeration equipment provided in this application includes the compressor 10 as described in any of the above embodiments, and therefore has all the beneficial effects of the compressor 10, which will not be described in detail here.

[0203] For example, refrigeration equipment includes air conditioners, refrigerators, or freezers.

[0204] For example, such as Figure 2 , Figure 3 , Figure 4 , Figure 9 , Figure 10 , Figure 11 and Figure 12 As shown, the fixing part 410 is provided with a through hole 412. The fasteners of the compressor 10 pass through the through hole 412 and are locked into the sub-frame 200 to achieve the purpose of connecting the fixing part 410 and the sub-frame 200. The fasteners include bolts and screws, etc., which will not be listed here.

[0205] For example, compressor 10 is a scroll compressor. Compressor 10 includes housing 100, sub-frame 200, compression structure, and thrust structure 400. Thrust structure 400 is a double cantilever structure. Thrust structure 400 includes a fixing part 410, a first cantilever 430, a second cantilever 440, and a connecting part 420. The fixing part 410 is connected to the sub-frame 200 by fasteners. The first cantilever 430 and the second cantilever 440 are arranged at intervals along the height direction of compressor 10. The connecting part 420 connects the first cantilever 430 and the second cantilever 440, and the second cantilever 440 is connected to the fixing part 410. The first cantilever 430 abuts against the thrust surface 320 at the bottom of crankshaft 500, and the end face of the first cantilever 430 facing the thrust surface 320 is a flexible end face. When the crankshaft 500 tilts under load, the thrust surface 320 contacts the first cantilever 430, causing the first cantilever 430 to undergo elastic deformation. This adaptively conforms to the thrust surface 320 of the crankshaft 500, increasing the effective contact area and significantly reducing local contact stress. This improves the wear resistance and reliability of both the thrust surface 320 and the first cantilever 430. Simultaneously, the overall axial flexibility of the thrust structure 400 effectively buffers the axial impact of the crankshaft 500, significantly reducing the operating noise of the compressor 10. Specifically, when the thrust surface 320 at the bottom of the crankshaft 500 tilts and contacts the first cantilever 430, the first cantilever 430 undergoes elastic deformation.

[0206] For example, the fixing part 410 is a ring structure, and there are multiple first cantilever 430, connecting part 420 and second cantilever 440. Multiple connecting parts 420 are arranged at intervals along the circumference of crankshaft 500. Each connecting part 420 connects a first cantilever 430 and a second cantilever 440. The connected connecting part 420, first cantilever 430 and second cantilever 440 form an independent double cantilever unit. Multiple double cantilever units are arranged at intervals along the circumference of crankshaft 500.

[0207] For example, the first cantilever 430 and the second cantilever 440 are intersected or overlapped in their axial projections.

[0208] For example, the thrust structure 400 is an integral metal stamping part, or the thrust structure 400 is a powder metallurgy part.

[0209] For example, the first cantilever 430 is provided with an oil groove 432 on the side facing the thrust surface 320.

[0210] For example, when the crankshaft 500 tilts under load, the thrust surface 320 of the crankshaft 500 contacts the first cantilever 430 of the thrust structure 400. Due to the presence of the first cantilever 430, the contact area between the crankshaft 500 and the thrust structure 400 is no longer a rigid support, but undergoes elastic deformation, allowing the first cantilever 430 to adaptively conform to the tilted thrust surface 320. This "softness overcoming rigidity" approach improves the destructive local point or line contact in related technologies into surface contact, significantly reducing local contact stress, thereby greatly slowing down the wear process and effectively extending the service life of the thrust structure 400 and the crankshaft 500.

[0211] For example, the thrust structure 400 of this application is a double cantilever structure. When the crankshaft 500 moves axially and strikes the thrust structure 400, the thrust structure 400 can effectively buffer and absorb the impact energy, reduce the rigidity of the impact, and prolong the impact time, thereby transforming the sharp "click" sound in the related technology into a lower and less noticeable sound, significantly reducing the impact noise and improving the acoustic quality and user experience of the compressor 10.

[0212] For example, the first cantilever 430 has an elastic layer on the side facing the thrust surface 320, and the elastic layer deforms to adapt to the shape of the thrust surface 320 of the crankshaft 500. The elastic layer includes a rubber layer, a silicone layer, etc., which will not be listed here.

[0213] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "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.

[0214] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A compressor, characterized in that, include: case; A sub-frame is disposed within the housing, and the sub-frame is provided with a shaft hole that penetrates the sub-frame along the height direction of the housing. A crankshaft, a portion of which is located within the shaft bore, the portion of the crankshaft located within the shaft bore having a thrust surface; A thrust structure is provided inside the housing. The thrust structure includes a fixed part, a connecting part, and a first cantilever. The connecting part and the first cantilever are integrally connected. The fixed part connects the sub-frame and the connecting part. The first cantilever is located inside the shaft hole and abuts against the thrust surface. Wherein, along the radial direction of the crankshaft, a portion of the first cantilever protrudes from the portion of the connecting part located within the shaft hole.

2. The compressor according to claim 1, characterized in that, The thrust-stopping structure also includes: The second cantilever connects the connecting part to the fixing part via the second cantilever. The second cantilever is located on one side of the sub-frame in the height direction of the compressor, and at least a portion of the second cantilever is disposed opposite to the shaft hole; or At least a portion of the second cantilever is located within the shaft hole; Wherein, along the radial direction of the crankshaft, a portion of the second cantilever protrudes from the portion of the connecting part located within the shaft hole.

3. The compressor according to claim 2, characterized in that, The fixing part and the second cantilever are integrally connected; and / or The connecting part and the second cantilever are integrally connected.

4. The compressor according to claim 3, characterized in that, The connecting part and the elastic end of the second cantilever can be detachably connected; The connection structure between the connecting part and the second cantilever includes any one or a combination of the following: snap-fit ​​connection, screw connection, adhesive connection, and magnetic connection.

5. The compressor according to claim 4, characterized in that, When the connecting part and the second cantilever are snapped together, one of the second cantilever and the connecting part is provided with a slot, and the other of the second cantilever and the connecting part is provided with a protrusion, which is inserted into the slot.

6. The compressor according to claim 5, characterized in that, When the connecting part is provided with the slot, the connecting part includes a first connecting segment and a second connecting segment. The first connecting segment is connected to the rigid end of the first cantilever. The first connecting segment extends from the first cantilever along the height direction of the compressor. The second connecting segment extends from the outer peripheral wall of the first connecting segment along the radial direction of the crankshaft. The slot is formed between the end of the first connecting segment away from the first cantilever and the second connecting segment.

7. The compressor according to claim 2, characterized in that, When the second cantilever is located on one side of the sub-frame in the height direction of the compressor, the fixing part and the second cantilever are located on the same side of the sub-frame.

8. The compressor according to any one of claims 2 to 7, characterized in that, Along the height direction of the compressor, the first cantilever is projected onto the side end face of the second cantilever facing the thrust surface, and at least a portion of the projection of the first cantilever overlaps with the second cantilever, or the projection of the first cantilever is staggered from the second cantilever.

9. The compressor according to any one of claims 2 to 7, characterized in that, The fixing part, the connecting part, the first cantilever and the second cantilever are all ring-shaped structures.

10. The compressor according to any one of claims 2 to 7, characterized in that, The fixing part has a ring structure; Both the connecting part and the first cantilever are annular structures. There are multiple second cantilever arms, spaced circumferentially along the crankshaft. The rigid end of each second cantilever arm is connected to the fixing part, and the elastic end of each second cantilever arm is connected to the connecting part; or The second cantilever has a ring-shaped structure. Both the number of connecting parts and the number of first cantilever arms are multiple. These multiple connecting parts are arranged at circumferential intervals along the crankshaft. Each connecting part is connected to a rigid end of one first cantilever arm and an elastic end of one second cantilever arm; or There are multiple first cantilever, connecting parts, and second cantilever. The multiple connecting parts are arranged at circumferential intervals along the crankshaft, and each connecting part connects a rigid end of the first cantilever and an elastic end of the second cantilever.

11. The compressor according to any one of claims 2 to 7, characterized in that, Along the radial direction of the crankshaft, the length of the first cantilever is a, the length of the connecting portion is e, and the length of the portion of the first cantilever protruding from the connecting portion is c; Along the height direction of the compressor, the height of the first cantilever is b, and the distance between the end faces of the first cantilever and the second cantilever that are close to each other is d; a / b≥2.5, and / or d / b≥1.5, and / or a / c≥1.5, and / or a / e≥2.

5.

12. The compressor according to any one of claims 1 to 7, characterized in that, The first cantilever has at least one oil groove on the side facing the thrust surface, and the oil groove penetrates the inner peripheral wall and the outer peripheral wall of the first cantilever along the radial direction of the crankshaft. When there are multiple oil grooves, the multiple oil grooves are arranged at circumferential intervals along the crankshaft.

13. The compressor according to any one of claims 1 to 7, characterized in that, The thrust-stop structure is a metal structure; or At least a portion of the connecting part is a rubber part, and / or at least a portion of the first cantilever is a rubber arm.

14. A refrigeration device, characterized in that, Includes the compressor as described in any one of claims 1 to 13.

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