CN107091233B

CN107091233B - Rotary compressor

Info

Publication number: CN107091233B
Application number: CN201710526279.0A
Authority: CN
Inventors: 欧智成; 郑礼成
Original assignee: Guangdong Meizhi Compressor Co Ltd
Current assignee: Guangdong Meizhi Compressor Co Ltd
Priority date: 2017-06-30
Filing date: 2017-06-30
Publication date: 2020-02-21
Anticipated expiration: 2037-06-30
Also published as: CN107091233A

Abstract

The invention discloses a rotary compressor, which comprises a motor part and a compression part, wherein the compression part comprises: the crankshaft comprises a shaft part and an eccentric part, the shaft part is connected with the motor part, and one end of the eccentric part far away from the motor part is formed into a crankshaft thrust part; and one end of the thrust plate, which is close to the motor component, is formed into a thrust plate thrust part matched with the crankshaft thrust part, and the thrust plate is provided with a flexible structure for reducing the axial rigidity of the thrust plate thrust part. According to the rotary compressor provided by the embodiment of the invention, the friction loss of the thrust friction pair can be reduced, the service life of the compressor is prolonged, and the compression efficiency of the compressor is improved.

Description

Rotary compressor

Technical Field

The invention relates to the technical field of refrigeration, in particular to a rotary compressor.

Background

In the related art, the rolling rotor type rotary compressor generally uses the lower end surface of the auxiliary shaft portion of the crankshaft as the crankshaft thrust portion, and cooperates with the thrust surface of the thrust plate to form a sliding thrust friction pair, so as to timely limit the axial movement of the crankshaft.

In practical use, the abrasion of the thrust friction pair with the structure is very serious, the performance of the compressor is seriously influenced, and the defect is particularly obvious under severe operating conditions.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a rotary compressor capable of reducing thrust friction loss.

The rotary compressor according to an embodiment of the present invention includes a motor part and a compression part, the compression part including: the crankshaft comprises a shaft part and an eccentric part, the shaft part is connected with the motor part, and one end of the eccentric part far away from the motor part is formed into a crankshaft thrust part; and one end of the thrust plate, which is close to the motor component, is formed into a thrust plate thrust part matched with the crankshaft thrust part, and the thrust plate is provided with a flexible structure for reducing the axial rigidity of the thrust plate thrust part.

According to the rotary compressor provided by the embodiment of the invention, the flexible structure is arranged on the thrust plate to reduce the rigidity of the local part or the whole thrust part of the thrust plate in the axial direction, and the local part or the whole thrust part of the thrust plate can generate larger deformation in the axial direction under the action of an external load (mainly gas force Fg) of a crankshaft during working, so that the thrust part of the thrust plate is fully contacted with the thrust part of the crankshaft, the distribution of contact stress acting on a thrust friction pair is more uniform, the abrasion of the thrust friction pair is effectively reduced, and meanwhile, because the area of rough contact is reduced, the friction loss is effectively reduced, the service life of the compressor is prolonged, and the compression efficiency of the compressor is improved.

According to some embodiments of the invention, the flexible structure is a flexible slot.

According to some embodiments of the invention, the crankshaft thrust portion is gradually closer to the motor component in a radial direction away from a central axis of the shaft portion.

According to some embodiments of the invention, the crankshaft thrust portion includes an angle θ ≦ 1 ° with respect to a plane perpendicular to the central axis of the shaft portion.

According to some embodiments of the invention, the flexible groove is radially disposed and spaced apart from the thrust plate thrust portion, wherein radially refers to a direction perpendicular to an axial direction, which is a central axis direction of the shaft portion.

According to some embodiments of the invention, a top of the flexible groove penetrates an inner wall of the thrust plate in the radial direction.

According to some embodiments of the invention, a bottom wall of the flexible groove is arc-shaped, and a center of curvature of the bottom wall is collinear with a central axis of the shaft portion.

According to some embodiments of the present invention, a thickness between an inner wall of the flexible groove and the thrust plate thrust portion is a wall thickness of the flexible groove, the wall thickness of the flexible groove gradually decreases and increases in a radial direction toward a direction away from a central axis of the shaft portion or the wall thickness of the flexible groove is a constant value.

According to some embodiments of the invention, an included angle α between the side wall of the flexible groove and the thrust part of the thrust plate satisfies a relation of 0 ≦ α ≦ 20 °

According to some embodiments of the invention, the flexible groove has a constant width in the axial direction.

According to some embodiments of the invention, a ratio of a maximum depth H of the flexible groove in the radial direction to an average wall thickness T of the flexible groove satisfies the following condition: H/T is more than or equal to 1 and less than or equal to 10.

According to some embodiments of the invention, the maximum depth H of the flexible groove in the radial direction is ≧ 2 mm.

According to some embodiments of the invention, the flexible groove has an average wall thickness T ≧ 1 mm.

According to some embodiments of the invention, the minimum width W of the flexible groove in the axial direction is ≧ 1 mm.

According to some embodiments of the invention, the rotary compressor is a single cylinder compressor, and the compression member includes a secondary bearing formed as the thrust plate.

According to some embodiments of the present invention, the rotary compressor is a multi-cylinder compressor, the eccentric portions are plural, the compression member includes a sub-bearing and a middle partition plate disposed at an interval between adjacent eccentric portions, and the sub-bearing or the middle partition plate is formed as the thrust plate.

According to some embodiments of the invention, the rotary compressor is a vertical rotary compressor or a horizontal rotary compressor.

Additional aspects and advantages of the 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.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

figure 1 is a schematic view of a conventional rotary compressor,

fig. 2 is a force-receiving diagram of a thrust friction pair of a conventional rotary compressor.

Fig. 3 is a schematic view of a rotary compressor according to an embodiment of the present invention.

Fig. 4 is a force-receiving diagram of a thrust friction pair of a rotary compressor according to an embodiment of the present invention.

Fig. 5 is a schematic top view of a crankshaft of a rotary compressor according to an embodiment of the present invention.

Fig. 6 is a schematic sectional view of a crankshaft of a rotary compressor according to an embodiment of the present invention.

Fig. 7 is a graph illustrating a maximum contact stress of a rotary compressor according to an embodiment of the present invention with respect to H/T.

Fig. 8 is a schematic bottom view of a crankshaft of a rotary compressor according to still another embodiment of the present invention (when the compressor is a single cylinder).

Reference numerals:

the traditional structure is as follows:

crankshaft 10 ', main shaft portion 11 ', auxiliary shaft portion 12 ', eccentric portion 13 ', crankshaft thrust portion 14 ', main bearing 30 ', auxiliary bearing 40 ', piston 50 ', cylinder 60 ',

the application:

rotary compressor 100, crankshaft 10, main shaft part 11, auxiliary shaft part 12, eccentric part 13, upper eccentric part 131, lower eccentric part 132, crankshaft thrust part 14,

a flexible channel 20, a bottom wall 21 of the flexible channel,

the main bearing 30 is provided with a bearing,

the sub-bearing 40 is provided with a sub-bearing,

a piston 50, an upper piston 51, a lower piston 52,

a cylinder 60, an upper cylinder 61, a lower cylinder 62,

the middle partition plate 70 is provided with a plurality of partition plates,

the thrust plate thrust portion 81.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

The present application was made by the applicant based on the following recognition:

the structure of the conventional rotary compressor is briefly described as follows: referring to fig. 1, the conventional rotary compressor includes a motor part and a compression part, and the compression part includes: a cylinder 60 ', a piston 50 ', a slide (not shown), a main bearing 30 ', a sub bearing 40 ', a crankshaft 10 ', etc. The cylinder 60 'is divided into a suction chamber and an exhaust chamber, and the motor unit drives the compression unit to move through the shaft of the crankshaft 10', so as to change the volumes of the suction chamber and the exhaust chamber, thereby completing the working process of continuously sucking, compressing and discharging the refrigerant.

The crankshaft 10 'includes a shaft portion including a main shaft portion 11' and an auxiliary shaft portion 12 ', and an eccentric portion 13', the main shaft portion 11 'being engaged with the main bearing 30' and connected with the motor part, and the auxiliary shaft portion 12 'being engaged with the auxiliary bearing 40'. The end of the crankshaft 10 ' far away from the motor component through the secondary shaft part 12 ' (secondary shaft end) is a crankshaft thrust part 14 ', and the surface of the side of the thrust plate close to the motor component is a thrust plate thrust part, and the thrust plate can be a secondary bearing 40 ' or a middle partition plate, and can also be a plate body which is stopped under the secondary bearing 40 '. The thrust plate thrust portion cooperates with the crankshaft thrust portion 14 'to limit axial movement of the crankshaft 10'. The crankshaft thrust part 14' and the thrust plate thrust part together form a sliding thrust friction pair. The oil sump of the compressor supplies oil and lubricates the thrust friction pair through an oil supply passage (not shown) of the crankshaft 10'.

In the existing rotary compressor, the abrasion of the thrust friction pair is serious, and the phenomenon is particularly remarkable under the severe operating condition. Therefore, the reliability of the operation of the compressor is poor, parts need to be replaced frequently, and meanwhile, the performance of the compressor is seriously affected due to large friction loss.

For the reasons of wear of the prior art designs of thrust friction pairs, the person skilled in the art has not been able to identify fundamentally the critical factors responsible for the wear. In view of the above, the applicant has conducted extensive, repeated and intensive studies to find and clarify the key factors causing the problem of wear of the thrust friction pair. Fig. 2 is an explanatory diagram of the principle of wear of the thrust friction pair discovered by the applicant. The deformation of the crankshaft 10' is exaggerated for ease of viewing.

The applicant has found that the crankshaft 10' is subjected to an axial force Fm mainly consisting of the gravitational force exerted on the rotating parts themselves and the axial magnetic pull of the motor. And the eccentric portion 13 'of the crankshaft 10' is largely deformed by the gas force Fg caused by the pressure difference between the suction chamber and the compression chamber, as shown in fig. 2.

After the crankshaft 10 'is deformed, the crankshaft thrust part 14' is inclined, the outer side of the crankshaft thrust part 14 'is in line contact with the end surface of the auxiliary bearing 40', and further local contact stress concentration is caused, and the distribution of the thrust friction auxiliary contact stress P is illustrated in the figure. Thus, excessive local contact stress can cause severe wear and even scratching or sticking of the thrust portion, and in severe cases, failure of the thrust friction pair.

It follows that the deformation of the crankshaft 10' caused by the gas forces Fg is the key factor in causing wear of the thrust friction pair.

The applicant further researches and discovers that the gas force is mainly determined by the operation condition and main structural parameters such as the diameter and the height of the cylinder 60 ', the shaft diameter of the crankshaft 10 ' is generally designed in a small diameter mode in order to improve the performance of the compressor, so that the rigidity of the crankshaft 10 ' is poor, and finally the abrasion of the thrust friction pair becomes a common problem in the industry. Since the gas force Fg and the rigidity of the crankshaft 10' are restricted by other factors and are difficult to change, the improvement of the wear of the thrust friction pair is greatly restricted and difficult.

Based on the research findings, the invention creatively provides a solution for arranging the flexible structure near the thrust part of the thrust plate, and the solution has the advantages of simple structure, convenient implementation and extremely obvious improvement effect.

The rotary compressor 100 according to an embodiment of the present invention will be described in detail with reference to fig. 3 to 8.

As shown in fig. 3, the rotary compressor 100 according to the embodiment of the present invention includes a motor part and a compression part, and the compression part includes: the crankshaft 10 comprises a shaft part and an eccentric part 13, the shaft part is connected with a motor component, one end of the eccentric part 13 far away from the motor component is formed into a crankshaft thrust part 14, and one end of the thrust plate close to the motor component is formed into a thrust plate thrust part matched with the crankshaft thrust part 14.

Wherein the thrust plate is provided with a flexible structure for reducing axial rigidity of the thrust portion of the thrust plate.

According to the rotary compressor 100 of the embodiment of the invention, the flexible structure is arranged on the thrust plate to reduce the rigidity of the part or the whole of the thrust part of the thrust plate in the axial direction, when the crankshaft 10 works, under the action of an external load (mainly gas force Fg), the part or the whole of the thrust part of the thrust plate can generate larger deformation in the axial direction, so that the thrust part of the thrust plate is fully contacted with the thrust part of the crankshaft, the contact stress acting on a thrust friction pair is distributed more uniformly, the abrasion of the thrust friction pair is effectively reduced, and meanwhile, because the area of rough contact is reduced, the friction loss is effectively reduced, the service life of the compressor is prolonged, and the compression efficiency of the compressor is improved.

It will be appreciated that the compression member comprises: a cylinder 60, a piston 50, a sliding vane (not shown), a main bearing 30, an auxiliary bearing 40, a crankshaft 10, and the like. The cylinder 60 is divided into a suction chamber and an exhaust chamber, and the motor unit drives the compression unit to move through the shaft of the crankshaft 10, so as to change the volumes of the suction chamber and the exhaust chamber, thereby completing the working process of continuously sucking, compressing and discharging the refrigerant.

The shaft portion of the crankshaft 10 includes a main shaft portion 11 and a sub shaft portion 12, the main shaft portion 11 is engaged with the main bearing 30 and connected to the motor member, the sub shaft portion 12 is engaged with the sub bearing 40, a thrust plate may be stopped against the sub bearing 40 and the crankshaft 10 by a muffler, the thrust plate may be directly connected to the sub bearing 40 and stopped against the crankshaft 10, or the thrust plate may be formed as the sub bearing. The thrust plate thrust part is in abutting fit with a crankshaft thrust part 14 on the eccentric part 13.

The rotary compressor 100 shown in fig. 3 to 8 is a single-cylinder rotary compressor, and the compression part includes the sub-bearing 40, and the sub-bearing 40 is formed as a thrust plate. It will be appreciated that the above embodiments are equally applicable to a multi-cylinder rotary compressor. For a multi-cylinder compressor, the eccentric parts are plural, the compression member includes an auxiliary bearing 40 and a middle partition plate disposed between adjacent eccentric parts at an interval, and the auxiliary bearing 40 or the middle partition plate is formed as a thrust plate.

As shown in fig. 4, according to the rotary compressor 100 of one embodiment of the present invention, the flexible structure is the flexible groove 20. Thus, by providing the flexible groove 20 in the auxiliary shaft portion 12 of the crankshaft 10, the axial rigidity of the thrust plate thrust portion 81 is significantly reduced, so that the crankshaft 10 is subjected to the gas force F_gWhen the crankshaft thrust part 14 deforms under the action, the crankshaft thrust part can still well keep surface contact with the end face of the auxiliary bearing 40, so that the contact stress acting on the thrust friction pair is uniform, the maximum contact stress and the rough contact degree are effectively reduced, and the abrasion and the friction loss of the thrust friction pair are improved.

Of course, the flexible structure is not limited to the flexible groove 20, and a material with a small elastic modulus may be embedded in the thrust plate thrust portion 81 to reduce the axial rigidity of the thrust plate thrust portion 81, that is, other structures provided on the thrust plate, which can reduce the rigidity of the thrust plate thrust portion 81 in the axial direction partially or entirely, and which may be considered by those skilled in the art, are also covered in the protection scope of the present application, and are not listed here.

The applicant has found that, due to the flexible slot 20 being provided in the vicinity of the thrust plate thrust portion 81, the thrust plate thrust portion 81 has a rigidity that gradually increases in a direction away from the axis of the shaft portion of the crankshaft 10, and when the crankshaft 10 deforms under the action of gas force, the load on the outer side of the thrust plate thrust portion 81 is large (as shown in fig. 2), which may result in a poor effect of improving the contact stress acting on the leg friction pair, and therefore, it is necessary to provide the crankshaft thrust portion 14 at an angle.

As shown in fig. 5, the crankshaft thrust part 14 is spaced apart from the thrust plate thrust part 81, and the crankshaft thrust part 14 gradually approaches the motor component in a radial direction away from the central axis of the shaft part. Thus, the load acting on the inner side of the thrust plate thrust portion 81 can be increased, and the function of the flexible groove 20 can be effectively exerted.

Considering the deformation of the eccentric part 13 of the crankshaft 10 under the action of gas force, the inclination angle of the crankshaft thrust part 14 is not too large, and the included angle theta between the crankshaft thrust part 14 and the plane perpendicular to the central axis of the shaft part is less than or equal to 1 deg.

In order to facilitate the manufacturing and forming of the non-uniform wall thickness, the upper and lower wall surfaces of the flexible groove 20 are not parallel to the thrust plate thrust portion 81 of the thrust plate, i.e. an inclined flexible groove is formed, specifically, as shown in fig. 8 (fig. 7), the side wall of the flexible groove 20 gradually departs from the thrust plate thrust portion 81 in the radial direction towards the direction away from the central axis of the thrust plate, further, the included angle α between the side wall of the flexible groove 20 and the thrust plate thrust portion 81 satisfies the relationship of 0 ≦ α ≦ 20 °

According to some embodiments of the present invention, the flexible groove 20 is disposed in a radial direction and spaced apart from the thrust plate thrust portion, wherein the radial direction refers to a direction perpendicular to an axial direction, which is a central axis direction of the shaft portion 12 of the crankshaft 10. Therefore, the thrust plate thrust part 81 cannot be damaged, the crankshaft thrust part 14 can move towards the direction far away from the motor component under the action of gas force, and the crankshaft thrust part 14 is fully contacted with the corresponding thrust plate thrust part 81, so that better fluid dynamic pressure lubrication is formed at a thrust friction pair, the abrasion is reduced, and the stability and the reliability of the operation of the compressor are enhanced.

As a preferred embodiment, the top of the flexible groove 20 radially penetrates the inner wall of the thrust plate, as shown in fig. 4 and 5. In other words, the notch of the flexible groove 20 is formed on the inner wall of the thrust plate. Thus, the processing is more convenient.

It will be appreciated that the top of the flexible groove 20 may not extend through the outer sidewall of the thrust plate or a portion of the top of the flexible groove 20 may extend through the outer sidewall of the thrust plate.

In the specific embodiment shown in fig. 5, the bottom wall 21 of the flexible groove 20 may have a circular arc shape, and the center of curvature of the bottom wall 21 is collinear with the central axis of the shaft portion of the crankshaft 10. That is, the flexible groove may be an annular groove.

Further studies have found that the dimensioning of the flexible groove 20 has a great influence on the improvement. As shown in FIGS. 6 and 7, the ratio of the maximum radial depth H of the flexible groove 20 to the average wall thickness T is most critical, and as H/T increases, the stiffness of the thrust portion 81 of the thrust plate gradually decreases and the maximum contact stress P increases_maxRapidly decreases; however, as the H/T is further increased, the rigidity of the thrust plate thrust portion 81 becomes too small, which leads to concentration distribution of contact stress, and causes the contact stress to be further increasedMaximum contact stress P_maxAnd is increased.

According to the above theory and the related experimental research, it is found that the ratio of the maximum depth H of the flexible groove 20 in the radial direction to the average wall thickness T of the flexible groove 20 satisfies the following condition: the improvement effect is better when H/T is more than or equal to 1 and less than or equal to 10. The thickness between the inner wall of the flexible groove 20 and the thrust plate thrust portion 81 is the wall thickness of the flexible groove 20, and the average wall thickness T is the volume V of the inner wall between the inner wall of the flexible groove 20 and the thrust plate thrust portion/the projection area S of the flexible groove 20 in the axial direction.

Advantageously, the maximum depth H of the flexible groove 20 in the radial direction is ≧ 2 mm. That is, the maximum depth H of the flexible groove 20 in the radial direction around the center axis of the shaft portion is 2mm or more.

When the size of the flexible groove 20 is too small, it is not easy to manufacture, and in order to improve the processing manufacturability, the following design can be adopted: the average wall thickness T of the flexible groove 20 is more than or equal to 1mm, and the minimum width W of the flexible groove 20 in the axial direction is more than or equal to 1 mm. In the particular embodiment shown in fig. 6, W is a minimum width value when it tapers radially away from the axis of the shaft portion of the crankshaft 10.

For convenience of manufacturing, the width of the flexible groove 20 in the axial direction may also be a constant value, and the minimum width W is the fixed groove width of the flexible groove 20.

In the specific embodiment shown in fig. 3 to 7, the thickness between the inner wall of the flexible groove 20 and the thrust plate thrust portion 81 is the wall thickness of the flexible groove 20, and the wall thickness of the flexible groove 20 gradually decreases in the radial direction toward the direction away from the central axis of the shaft portion.

Of course, the present invention is not so limited and the wall thickness of the flexible channel 20 may be selected in a variety of ways, and in the particular embodiment shown in FIG. 5, the wall thickness of the flexible channel 20 is constant. The design of the flexible groove 20 with the same wall thickness is adopted, the influence of the increase of the flexible groove 20 on the processing of the crankshaft 10 is reduced to the greatest extent, and the processing manufacturability is better.

In addition, the above definition of the size (e.g., H, T, W) of the flexible slot 20 is also applicable to the specific embodiment shown in fig. 7 to 8, and is not repeated herein. In the specific embodiment shown in fig. 7, the wall thickness of the flexible groove 20 is a constant value, so the average wall thickness T is the thickness between the inner wall of the flexible groove 20 and the thrust plate thrust portion 81 is the wall thickness of the flexible groove 20.

The scheme of the invention is also suitable for a multi-cylinder compressor, and the application of the invention on the double-cylinder compressor is explained. The number of the eccentric parts 13 of the multi-cylinder compressor is multiple, one end of the eccentric part 13 far away from the motor part is formed into a crankshaft thrust part 14, a flexible structure is arranged on a thrust plate, and at the moment, any one of the middle partition plate and the auxiliary bearing can be formed into the thrust plate.

For example, in the embodiment shown in fig. 8, the multi-cylinder compressor includes an upper cylinder 61, a lower cylinder 62, an upper piston 51, and a lower piston 52, an upper eccentric portion 131 of the crankshaft 10 is located in the upper cylinder 61 and the upper piston 51 is connected to the upper eccentric portion 131, and a lower eccentric portion 132 of the crankshaft 10 is located in the lower cylinder 62 and the lower eccentric portion 132 of the lower piston 52 is connected. The middle partition plate 70 of the compressor below the upper eccentric part is formed as a thrust plate, the crankshaft thrust part 14 and the thrust plate thrust part of the middle partition plate 70 form a thrust friction pair, and the flexible groove 20 is formed on the middle partition plate. For assembly reasons, the intermediate floor can be designed in a split manner, i.e. it is formed by two intermediate floors 70 in the figure.

Further, the rotary compressor may be a vertical type rotary compressor or a horizontal type rotary compressor. The thrust plate thrust portion, the crankshaft thrust portion 14, the intermediate partition thrust portion, the auxiliary bearing thrust portion, and the like may be thrust surfaces formed on the respective components.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present invention and to simplify the description, but are not intended to indicate or imply that the structures or elements so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered as limiting. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rotary compressor comprising a motor part and a compression part, the compression part comprising:

the crankshaft comprises a shaft part and an eccentric part, the shaft part is connected with the motor part, and one end of the eccentric part far away from the motor part is formed into a crankshaft thrust part;

one end of the thrust plate close to the motor component is formed into a thrust plate thrust part matched with the crankshaft thrust part, and the thrust plate is provided with a flexible structure for reducing the axial rigidity of the thrust plate thrust part; wherein

The flexible structure is a flexible groove; the crankshaft thrust portion gradually approaches the motor component in a radial direction away from the central axis of the shaft portion; the flexible groove is arranged in the radial direction and is spaced from the thrust plate thrust portion, the radial direction is a direction perpendicular to the axial direction, and the axial direction is a central axis direction of the shaft portion.

2. The rotary compressor of claim 1, wherein the crankshaft thrust portion has an angle θ ≦ 1 ° with respect to a plane perpendicular to a central axis of the shaft portion.

3. The rotary compressor of claim 1, wherein a top of the flexible groove penetrates an inner wall of the thrust plate in the radial direction.

4. The rotary compressor of claim 1, wherein the bottom wall of the flexible groove has a circular arc shape, and a center of curvature of the bottom wall is collinear with a central axis of the shaft portion.

5. The rotary compressor of claim 1, wherein a thickness between the inner wall of the flexible groove and the thrust plate thrust portion is a wall thickness of the flexible groove, the wall thickness of the flexible groove gradually increases in a radial direction toward a direction away from a central axis of the shaft portion or the wall thickness of the flexible groove is a constant value.

6. The rotary compressor of claim 5, wherein an included angle α between the side wall of the flexible groove and the thrust plate thrust part satisfies a relationship of 0 ≦ α ≦ 20 °.

7. The rotary compressor of claim 1, wherein a width of the flexible groove in an axial direction is a constant value.

8. The rotary compressor of any one of claims 1 to 7, wherein a ratio of a maximum depth H of the flexible groove in the radial direction to an average wall thickness T of the flexible groove satisfies the following condition: H/T is more than or equal to 1 and less than or equal to 10.

9. The rotary compressor of any one of claims 1 to 7, wherein the maximum depth H of the flexible groove in the radial direction is 2mm or more.

10. The rotary compressor of any one of claims 1 to 7, wherein the flexible groove has an average wall thickness T ≧ 1 mm.

11. The rotary compressor of any one of claims 1 to 7, wherein the minimum width W of the flexible groove in the axial direction is 1mm or more.

12. The rotary compressor of claim 1, wherein the rotary compressor is a single cylinder compressor, and the compression member includes an auxiliary bearing formed as the thrust plate.

13. The rotary compressor of claim 1, wherein the rotary compressor is a multi-cylinder compressor, the eccentric portions are plural, the compression member includes a sub-bearing and a middle partition plate disposed between adjacent eccentric portions at an interval, and the sub-bearing or the middle partition plate is formed as the thrust plate.

14. The rotary compressor of claim 1, wherein the rotary compressor is a vertical rotary compressor or a horizontal rotary compressor.