CN118309629B

CN118309629B - Piston air compressor

Info

Publication number: CN118309629B
Application number: CN202410741991.2A
Authority: CN
Inventors: 徐景爱; 燕旭玲; 李素娜
Original assignee: Naili Compresser Co ltd
Current assignee: Naili Compresser Co ltd
Priority date: 2024-06-11
Filing date: 2024-06-11
Publication date: 2024-10-11
Anticipated expiration: 2044-06-11
Also published as: CN118309629A

Abstract

The present invention provides a piston air compressor, including a crankcase, a rotary drive, a cooling assembly, and a buffer box; wherein the crankcase is horizontally rotatably connected to a crankshaft assembly, and the crankcase is provided with a primary compression cylinder and a secondary compression cylinder, and both the primary compression cylinder and the secondary compression cylinder are connected to the crankshaft assembly; the rotary drive is connected to the crankcase, and the drive output shaft is connected to the crankshaft assembly; the cooling assembly is connected to the other end of the crankcase, and is connected to the air outlet of the primary compression cylinder, the air inlet and the air outlet of the secondary compression cylinder, the cooling assembly is used to circulate and cool the primary compressed air and the secondary compressed air, and the cooling assembly is provided with a terminal exhaust port; the buffer box is provided on the crankcase, and is provided with an initial air inlet, and the buffer box is used to buffer the air flow pulsation and to inlet air into the primary compression cylinder. The piston air compressor provided by the present invention can reduce air flow surge and noise, and improve cooling efficiency.

Description

Piston type air compressor

Technical Field

The invention belongs to the technical field of air compressors, and particularly relates to a piston type air compressor.

Background

An air compressor is a device for compressing gas, and is similar to a water pump in structure, and most air compressors are of piston type, rotary vane type or rotary screw type structures; the reciprocating piston type air compressor drives the crankshaft assembly to rotate through a motor or other power sources to realize reciprocating motion of the piston in the compression cylinder to do work, and has the advantages of higher pressure output range and gas compression efficiency, so that most of vehicle air compression systems adopt the reciprocating piston type air compressor, and the reciprocating piston type air compressor is used for providing necessary high-pressure air sources for a braking system, a suspension system and other auxiliary air utilization devices.

However, piston air compressors also have significant drawbacks. Firstly, as the process of driving the piston to reciprocate by the rotation of the crankshaft assembly to compress the gas is discontinuous, the process of sucking and compressing the gas by the compression cylinder can lead to obvious air flow pulsation, thereby generating surge and noise problems which are difficult to overcome by the compression cylinder; in addition, a cooling mode commonly used in the piston type air compressor is to blow air to the crankcase and the cylinder wall of the compression cylinder through a cooling fan, so that the cooling effect of the cooling mode on compressed air is poor, the requirement of long-time continuous operation of high-power products cannot be met, and improvement is needed.

Disclosure of Invention

The embodiment of the invention provides a piston type air compressor, which aims to solve the problems of surge and noise of the piston type air compressor and improve the cooling efficiency.

In order to achieve the above purpose, the invention adopts the following technical scheme: provided is a piston air compressor including a crankcase, a rotary drive, a cooling assembly, and a buffer tank; the crankcase is provided with a first-stage compression cylinder and a second-stage compression cylinder, and the first-stage compression cylinder and the second-stage compression cylinder are both connected with the crankshaft assembly; the rotary driving piece is connected with the crank case, and the driving output shaft is connected with the crank shaft assembly; the cooling component is connected with the other end of the crankcase, is connected with the air outlet of the primary compression cylinder, the air inlet and the air outlet of the secondary compression cylinder, and is used for circulating and cooling the primary compressed air and the secondary compressed air, and a terminal air outlet is arranged on the cooling component; the buffer box is arranged on the crankcase and is provided with an initial air inlet, and the buffer box is used for buffering air flow pulsation and feeding air to the first-stage compression cylinder.

In one possible implementation, the top wall of the crankcase is provided with a breathing hole, and the buffer tank is internally provided with a bending channel for buffering pulsation of the airflow, and the bending channel is communicated with the breathing hole.

In some embodiments, the buffer tank is internally divided into an air inlet cavity, an air filtering cavity, a reversing cavity and an exhaust cavity which are communicated in sequence; the air inlet cavity is provided with an initial air inlet at the bottom, the reversing cavity is positioned on one side of the air filter cavity away from the air inlet cavity and used for changing the air flow direction, the air outlet cavity is connected with an air delivery pipe, the air delivery pipe is connected with the air inlet of the primary compression cylinder, and the air outlet cavity is communicated with the breathing hole.

The buffer box is internally provided with a breathing cavity which is communicated with the exhaust cavity adjacently, and an oil mist filter element is arranged in the breathing cavity and is used for filtering air oil mist exhaled by the crankcase; the bottom of the breathing cavity is connected with an oil return pipe, and the oil return pipe penetrates into the crankcase and extends downwards to the bottom of the crankcase; an oil baffle plate is arranged at the top of the crankcase and is positioned right below the breathing hole.

For example, an air filter is connected to the initial air inlet; an air filter element is arranged in the air filter cavity, an annular air passage is formed between the periphery of the air filter element and the cavity peripheral wall of the air filter cavity, the annular air passage is communicated with the air inlet cavity, and the inner cavity of the air filter element is communicated with the reversing cavity.

In one possible implementation, the crankshaft assembly and the drive output shaft are connected by a coupling, and an inertia flywheel is sleeved on the periphery of the coupling.

In some embodiments, the coupling includes a first connection seat, a second connection seat, and an elastic element; the first connecting seat is sleeved and fixed on the driving output shaft; the second connecting seat is sleeved and fixed at the end part of the crankshaft assembly, which extends out of the crankcase; one end of the elastic element is connected with the first connecting seat, and the other end of the elastic element is connected with the second connecting seat and is used for transmitting torque between the first connecting seat and the second connecting seat; the inertia flywheel is fixedly connected with the second connecting seat, and has radial gaps with the first connecting seat and the elastic element.

Illustratively, the cooling assembly includes a fan and a cooler; the cooler is fixedly connected with the crankcase and is spaced from the end wall of the crankcase; the fan is positioned between the crank case and the cooler and connected with the crank shaft assembly, and is used for synchronously rotating along with the crank shaft assembly and blowing cooling air to the cooler; one end of the primary cooling air channel is communicated with the air outlet of the primary compression cylinder, the other end of the primary cooling air channel is communicated with the air inlet of the secondary compression cylinder, one end of the secondary cooling air channel is communicated with the air outlet of the secondary compression cylinder, and the other end of the secondary cooling air channel forms a terminal air outlet.

The cooler includes, for example, an air intake shell, an air exhaust shell, a plurality of primary heat sink fins, and a plurality of secondary heat sink fins; the air inlet pipe shell is connected with the crankcase and is divided into a first-stage air inlet pipe cavity and a second-stage air inlet pipe cavity which extend vertically; the exhaust pipe shell is connected with the crankcase and is arranged at intervals with the air inlet pipe shell, and the inside of the exhaust pipe shell is divided up and down to form a first-stage exhaust pipe cavity and a second-stage exhaust pipe cavity which extend vertically; the two ends of each first-stage cooling fin are respectively communicated with the first-stage air inlet pipe cavity and the first-stage air outlet pipe cavity to form a first-stage cooling air channel; the two ends of each secondary heat dissipation pipe piece are respectively communicated with the secondary air inlet pipe cavity and the secondary air outlet pipe cavity to form a secondary cooling air channel; the cavity bottom of the primary exhaust pipe cavity and the cavity bottom of the secondary exhaust pipe cavity are both connected with drainage pieces.

In some embodiments, the secondary compression cylinder is vertically arranged on the top wall of the crankcase, two primary compression cylinders are arranged on the crankcase, the two primary compression cylinders are arranged on two sides of the secondary compression cylinder at an included angle, and the axial directions of the two primary compression cylinders are consistent with the axial direction of the secondary compression cylinder at an included angle.

The piston type air compressor provided by the invention has the beneficial effects that: compared with the prior art, the piston type air compressor provided by the invention has the advantages that the crankshaft assembly is driven to rotate by the rotary driving piece, so that the primary compression cylinder and the secondary compression cylinder perform air compression work, primary compression air discharged by the primary compression cylinder can be cooled by the cooling assembly before entering the secondary compression cylinder, so that the air inlet temperature of the secondary compression cylinder is reduced, secondary compression air generated after the secondary compression cylinder is further compressed enters the cooling assembly again for cooling, the cooling efficiency of the compression air can be improved through the two cooling processes, and the temperature of the compression air at the exhaust port of the terminal is reduced; in addition, the external air entering the buffer box from the initial air inlet can be buffered in the buffer box to reduce air flow pulsation, so that the air inlet surge and air flow noise of the primary compression cylinder are reduced, and the running stability and silence of the whole machine are improved.

Drawings

Fig. 1 is a schematic perspective view of a piston air compressor according to an embodiment of the present invention;

FIG. 2 is a schematic top view of a piston air compressor according to an embodiment of the present invention;

FIG. 3 is a schematic cross-sectional view taken along line A-A of FIG. 2;

FIG. 4 is a schematic cross-sectional view taken along line B-B of FIG. 2;

FIG. 5 is a schematic view of a partial enlarged structure at C in FIG. 1;

FIG. 6 is a schematic view of a partial enlarged structure at D in FIG. 3;

FIG. 7 is a schematic view of the internal structure of a buffer tank according to an embodiment of the present invention;

FIG. 8 is a perspective view of an inertia flywheel according to an embodiment of the present invention;

FIG. 9 is a schematic view of a partial enlarged structure at E in FIG. 3;

Fig. 10 is a schematic perspective view of a first connecting seat according to an embodiment of the present invention;

FIG. 11 is a schematic cross-sectional view of a chiller employed in an embodiment of the present invention;

Fig. 12 is a schematic diagram of a gas compression process of a piston air compressor according to an embodiment of the present invention.

In the figure: 10. a crankcase; 101. a breathing hole; 11. a first stage compression cylinder; 12. a secondary compression cylinder; 13. an oil baffle plate; 20. a crankshaft assembly; 21. a connecting rod; 22. a piston; 23. an oil poking rod; 30. a rotary driving member; 31. driving an output shaft; 32. a male spigot; 40. a cooling assembly; 401. a terminal exhaust port; 41. a fan; 42. a cooler; 421. an air intake shell; 4211. a primary air inlet pipe cavity; 4212. a secondary air inlet pipe cavity; 422. an exhaust pipe shell; 4221. a primary exhaust pipe cavity; 4222. a secondary exhaust pipe cavity; 423. primary heat sink fin; 424. a secondary heat sink fin; 425. a drain member; 4251. a drainage body; 4252. an electromagnetic valve; 4253. electric tracing; 50. a buffer tank; 501. an initial air inlet; 502. a gas pipe; 503. an oil return pipe; 504. an annular airway; 51. an air inlet cavity; 52. an air filter cavity; 53. a reversing cavity; 54. an exhaust chamber; 55. a breathing chamber; 551. obliquely perforating; 552. an annular gap; 56. an oil mist filter element; 57. an air filter element; 60. an air filter; 70. a coupling; 71. a first connection base; 711. a first sleeve hole; 712. a first notch; 713. a threaded connection; 72. a second connecting seat; 73. an elastic element; 80. an inertia flywheel; 81. a central bore; 82. a ring table; 90. a fixed sleeve; 91. and (5) a concave spigot.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects to be solved more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

It will be understood that when an element is referred to as being "disposed on," "connected to" another element, it can be directly on the other element or be indirectly on the other element. It is to be understood that the terms "upper," "lower," "front," "rear," "top," "bottom," "inner," "outer," and the like are used in an orientation or positional relationship based on that shown in the drawings, merely to facilitate describing the present application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present application. The terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" or "a number" means two or more, unless specifically defined otherwise.

Referring to fig. 1 to 4, a piston 22 type air compressor according to the present invention will be described. The piston 22 type air compressor comprises a crankcase 10, a rotary driving member 30, a cooling assembly 40 and a buffer box 50; the inside of the crankcase 10 is horizontally and rotatably connected with a crankshaft assembly 20, a first-stage compression cylinder 11 and a second-stage compression cylinder 12 are arranged on the crankcase 10, and the first-stage compression cylinder 11 and the second-stage compression cylinder 12 are connected with the crankshaft assembly 20; the rotary drive 30 is connected to the crankcase 10, and the drive output shaft 31 is connected to the crankshaft assembly 20; the cooling component 40 is connected to the other end of the crankcase 10 and is connected to the air outlet of the primary compression cylinder 11, the air inlet and the air outlet of the secondary compression cylinder 12, the cooling component 40 is used for circulating and cooling the primary compressed air and the secondary compressed air, and a terminal air outlet 401 is arranged on the cooling component 40; the buffer tank 50 is provided on the crankcase 10 and provided with an initial air inlet 501, and the buffer tank 50 is used for buffering pulsation of air flow and feeding air into the first-stage compression cylinder 11.

It should be noted that, in the present embodiment, the first-stage compression cylinder 11 and the second-stage compression cylinder 12 are each provided with a piston 22, each piston 22 is connected to the crankshaft assembly 20 through a connecting rod 21, and in the process of driving the crankshaft assembly 20 to rotate by the rotary driving member 30, each connecting rod 21 is driven by the crankshaft assembly 20, and each piston 22 is driven to reciprocate in the compression cylinder to perform compression work on air; the number of the first-stage compression cylinders 11 and the second-stage compression cylinders 12 is not limited, and both may be the same number or different numbers, and the two first-stage compression cylinders 11 and the one second-stage compression cylinders 12 may be provided in consideration of the reduction in volume after passing through the first-stage compression cylinders 11.

In this embodiment, the rotation driving member 30 may be a motor, an internal combustion engine, or a hydraulic motor, and in consideration of the vehicle condition, a motor driving method may be preferably adopted.

It should be understood that, in this embodiment, the cooling assembly 40 is an air-cooled component that blows air through the fan 41 to remove surface heat to ensure low temperature inside, and although the primary compressed air and the secondary compressed air enter the cooling assembly 40 for cooling, the circulation paths of the primary compressed air and the secondary compressed air inside the cooling assembly 40 do not interfere with each other, that is, two channels for circulating the primary compressed air and the secondary compressed air respectively are provided inside the cooling assembly 40.

In this embodiment, the buffer box 50 can gradually eliminate the pulsation of the air flow to form a relatively stable air flow after the air entering from the initial air inlet 501 is buffered by reversing several times based on the channel extending in annular or serpentine shape, and finally the air entering the first-stage compression cylinder 11 is more stable, thereby relieving the intake surge and noise phenomena.

Compared with the prior art, the piston 22 type air compressor provided by the embodiment drives the crankshaft assembly 20 to rotate through the rotary driving piece 30, so that the primary compression cylinder 11 and the secondary compression cylinder 12 do air compression work, primary compressed air discharged by the primary compression cylinder 11 can be cooled through the cooling component 40 before entering the secondary compression cylinder 12, so that the air inlet temperature of the secondary compression cylinder 12 is reduced, secondary compressed air generated after the secondary compression cylinder 12 is further compressed enters the cooling component 40 again for cooling, the cooling efficiency of the compressed air can be improved through the two cooling processes, and the compressed air temperature of the terminal exhaust port 401 is reduced; in addition, the external air entering the buffer box 50 through the initial air inlet 501 can be buffered in the buffer box 50 to reduce air flow pulsation, so that the air inlet surge and air flow noise of the first-stage compression cylinder 11 are reduced, and the running stability and silence of the whole machine are improved.

In some embodiments, referring to fig. 2,3 and 7, the top wall of the crankcase 10 is provided with a breathing hole 101, and the inside of the damper box 50 has a curved passage for damping pulsation of the airflow, which communicates with the breathing hole 101.

The curved channel can be in a serpentine shape, a U shape or a labyrinth shape, and aims to change the direction of the air flow for multiple times to buffer the air flow pulsation, so that the air inlet of the primary compression cylinder 11 is more stable, the air flow surge phenomenon can be relieved, and the air flow flowing noise can be reduced.

In this embodiment, the oil-pulling rod 23 is disposed on the crankshaft assembly 20, the lubricating oil with a liquid level lower than that of the crankshaft assembly 20 is added into the crankcase 10, and the oil-pulling rod 23 will lift the lubricating oil to splash to the parts of the crankshaft assembly 20, the inner wall of the compression cylinder, etc. that need lubrication during the synchronous rotation of the crankshaft assembly 20.

Since the volume of the crankcase 10 is continuously changed during the reciprocating motion of the piston 22, the air pressure in the crankcase 10 is changed along with the change, and the splashed oil mist is more easily mixed with air when the air pressure in the crankcase 10 is increased, so that the content of the air oil mist is increased, which causes the sealing performance and the service life of a sealing element (such as a rotary connection sealing between the crank assembly 20 and the crankcase 10) which is contacted with the air in the crankcase 10 for a long time to be reduced, and the breathing hole 101 is arranged on the crankcase 10, so that the breathing hole 101 is communicated with the bending channel, thereby ensuring that the air pressure in the crankcase 10 is always balanced with the air pressure of the bending channel, and avoiding the problem that the content of the air oil mist is increased due to the alternate change of the air pressure in the crankcase 10.

Further, considering that the volume of the crankcase 10 is reduced by the movement of the piston 22 and is exhaled outwards through the breathing hole 101, and conversely, the process is exactly opposite to the air inlet and outlet processes of the first-stage compression cylinder 11, namely, the first-stage compression cylinder 11 is inflated when the crankcase 10 exhales and the first-stage compression cylinder 11 is deflated when the crankcase 10 inhales, thereby communicating the breathing hole 101 with the curved channel, so that the air exhaled by the crankcase 10 enters the curved channel, not only can be used for assisting in the air inlet of the first-stage compression cylinder 11, but also can avoid the air pressure drop in the curved channel caused by the air inlet of the first-stage compression cylinder 11 to generate air flow pulsation, and also, because the air inlet is stopped when the first-stage compression cylinder 11 exhausts, the air in the curved channel is converted into a non-flowing state by the flowing state, particularly, at the moment when the air flow stops moving, the air flow in the curved channel can generate impact noise and air pressure pulsation due to sudden stop, but the crankcase 10 exactly starts inhaling, thereby introducing the impact air flow in the curved channel into the crankcase 10 through the breathing hole 101, so that the air flow in the curved channel can slowly stop flowing, thus eliminating the air flow impact noise and pulsation phenomenon and alleviating the air flow pulsation.

As a specific embodiment of the buffer tank 50, referring to fig. 3, 4, 6 and 7, the buffer tank 50 is divided into an air inlet chamber 51, an air filter chamber 52, a reversing chamber 53 and an air exhaust chamber 54, which are sequentially communicated; wherein, the chamber bottom of the air inlet chamber 51 is provided with an initial air inlet 501, the reversing chamber 53 is positioned at one side of the air filter chamber 52 away from the air inlet chamber 51 and used for changing the air flow direction, the air outlet chamber 54 is connected with an air pipe 502, the air pipe 502 is connected with the air inlet of the first-stage compression cylinder 11, and the air outlet chamber 54 is communicated with the breathing hole 101.

When the first-stage compression cylinder 11 sucks air, the external air enters the air inlet cavity 51 upwards through the initial air inlet 501, then enters the reversing cavity 53 after impurities are filtered in the air filtering cavity 52, and then turns into the exhaust cavity 54 after the flowing direction is changed in the reversing cavity 53, finally enters the first-stage compression cylinder 11 through the exhaust cavity 54, and as the first-stage compression cylinder 11 does not continuously intake air but intermittently intake air, when the first-stage compression cylinder 11 stops taking air, the air flow pulsation can be relieved through the buffering action of the reversing cavity 53, and meanwhile, the air flow in the reversing cavity 53 can be introduced into the crankcase 10 which just needs to suck air through the breathing hole 101, so that the air flow impact noise and surge caused by the instantaneous air pressure rise of the exhaust cavity 54 can be avoided.

On the basis of the above, referring to fig. 4 and 6, in this embodiment, a breathing cavity 55 is formed in the buffer box 50 and is communicated with the exhaust cavity 54 adjacently, an oil mist filter element 56 is disposed in the breathing cavity 55, and the oil mist filter element 56 is used for filtering air oil mist exhaled by the crankcase 10; the bottom of the breathing cavity 55 is connected with an oil return pipe 503, and the oil return pipe 503 penetrates into the crankcase 10 and extends downwards to the bottom of the crankcase 10; an oil baffle 13 is provided at a portion of the top of the crankcase 10 located directly below the breathing hole 101.

Specifically, the top of the peripheral wall of the breathing chamber 55 is provided with an inclined through hole 551 for the breathing air to pass through, and the breathing chamber 55 and the exhaust chamber 54 are communicated through the inclined through hole 551.

Because the lubricating oil in the crankcase 10 exists, and the lubricating oil can form and splash to produce the oil mist under the stirring action of the oil stirring rod 23, so the air expired by the crankcase 10 is mixed with oil mist, and in order to avoid the oil mist to be mixed with the outside air in the exhaust cavity 54 and discharged into the first-stage compression cylinder 11 to cause the compressed air pollution, the breathing cavity 55 is arranged and the oil mist filter element 56 is arranged, and the oil mist filter element 56 is utilized to filter the oil mist mixed in the expired air of the crankcase 10, so the oil mist is prevented from entering the exhaust cavity 54, and the cleanliness of the final compressed air is ensured.

Specifically, the oil mist filter core 56 may adopt an internal-inlet-outlet filtering mode, that is, the inner cavity of the oil mist filter core 56 is aligned with and communicated with the breathing hole 101, an annular gap 552 communicated with the exhaust cavity 54 is formed between the outer periphery of the oil mist filter core 56 and the cavity wall of the breathing cavity 55, after the oil-containing air exhaled by the crankcase 10 enters the inner cavity of the oil mist filter core 56, the oil mist is blocked to stay on the surface of the oil mist filter core 56 and separated from the air, the air passes through the oil mist filter core 56 to enter the annular gap 552, then enters the exhaust cavity 54 from the annular gap 552, when the oil mist on the surface of the filter core is accumulated more and forms oil drops, the oil drops drop downwards, and finally, the oil returns to the crankcase 10 from the oil return pipe 503, and the oil return pipe 503 is arranged to the bottom (below the oil liquid level) of the crankcase 10, so that the oil returns to the bottom (below the oil liquid level) of the crankcase 10 is avoided, and the air in the crankcase 10 is prevented from entering the breathing cavity 55 along with the exhalation process of the crankcase 10 again, and the problem that the oil in the crankcase 10 is exhausted through the oil return pipe 503.

On the basis, through setting up oil baffle 13 in the position just below breathing hole 101, can separate the oil mist that splashes and rise to reduce the oil mist volume that gets into breathing chamber 55, not only can avoid lubricating oil to pass in and out crankcase 10 repeatedly and cause the pollution, thereby guarantee the life of lubricating oil, can reduce the loss of oil mist filter core 56 moreover, thereby do benefit to extension maintenance cycle, reduce maintenance cost.

It should be noted that, referring to fig. 1, 6 and 7, in the present embodiment, an air filter 60 is connected to the initial air inlet 501; an air filter element 57 is arranged in the air filter cavity 52, an annular air passage 504 is formed between the periphery of the air filter element 57 and the cavity peripheral wall of the air filter cavity 52, the annular air passage 504 is communicated with the air inlet cavity 51, and the inner cavity of the air filter element 57 is communicated with the reversing cavity 53.

The air filter 60 is arranged to primarily filter the outside air, and then the air filter element 57 is utilized to secondarily filter the outside air, so that the air finally entering the primary compression cylinder 11 is ensured to be clean, and the quality of the final compressed air is improved; the air filter 57 adopts an air filtering mode of external inlet and internal outlet, so that on one hand, the efficiency of outside air passing through the air filter 57 can be improved, and on the other hand, air can radially pass through the air filter 57 to be filtered, and then axially flows in the air filter 57 to change the air flow direction after passing through the air filter, so that air inlet pulsation is buffered, and air inlet surge and noise are reduced.

In some possible implementations, referring to fig. 3, the crankshaft assembly 20 and the drive output shaft 31 are connected by a coupling 70, and an inertia flywheel 80 is sleeved on the outer periphery of the coupling 70.

In this embodiment, the coupling 70 may be a rigid coupling 70 or an elastic coupling 70, and considering the impact of the crankshaft assembly 20 on the driving output shaft 31, the elastic coupling 70 may be preferably used herein, and the use of the elastic coupling 70 also helps to reduce the coaxiality requirement of the crankshaft assembly 20 and the driving output shaft 31, thereby reducing the precision requirements of parts processing and assembly.

In this embodiment, the inertia flywheel 80 rotates to generate rotational inertia, when the piston 22 performs air compression work, the rotational resistance of the piston 22 acting on the crankshaft assembly 20 increases, at this time, the inertia flywheel 80 releases the rotational inertia to assist in driving the crankshaft assembly 20, so as to ensure that the rotational power of the crankshaft assembly 20 is full, when the piston 22 descends, at this time, the rotational resistance of the piston 22 acting on the crankshaft assembly 20 decreases, at this time, the inertia flywheel 80 stores the rotational inertia again, which is equivalent to that of the torque on the driving output shaft 31, on the inertia flywheel 80, that is, the kinetic energy impact of the crankshaft assembly 20 on the driving output shaft 31 can be absorbed by the storage of the rotational inertia flywheel 80, and at the same time, the kinetic energy can be compensated for the crankshaft assembly 20 by the release of the rotational inertia by the inertia flywheel 80, so as to improve the running stability of the crankshaft assembly 20, and reduce the vibration of the whole machine.

Specifically, as shown in fig. 9, the coupling 70 of the present embodiment includes a first connection base 71, a second connection base 72, and an elastic member 73; the first connecting seat 71 is sleeved and fixed on the driving output shaft 31; the second connecting seat 72 is sleeved and fixed on the end part of the crankshaft assembly 20, which extends out of the crankcase 10; one end of the elastic member 73 is connected to the first connection seat 71, and the other end is connected to the second connection seat 72 for transmitting torque between the first connection seat 71 and the second connection seat 72; the inertia flywheel 80 is fixedly connected with the second connecting seat 72, and has radial gaps with the first connecting seat 71 and the elastic element 73.

The elastic element 73 may be a metal spring or an elastic rubber body, and the elastic element 73 is used to obtain a radial offset and a rotation angle difference between the first connection seat 71 and the second connection seat 72, so as to reduce the requirement on the assembly coaxiality of the crankshaft assembly 20 and the driving output shaft 31, and reduce the direct transmission of the vibration and the speed change of the crankshaft assembly 20 to the driving output shaft 31, so that the impact of the crankshaft assembly 20 to the driving output shaft 31 is reduced, the flexible protection of the rotation driving member 30 is formed, and the operation stability and the service life of the whole machine are improved.

Since the inertia flywheel 80 mainly balances the rotational resistance difference value generated by the reciprocating motion of the piston 22 driven by the crankshaft assembly 20, the inertia flywheel 80 is connected with the second connecting seat 72, and a radial gap exists between the inertia flywheel 80 and the first connecting seat 71 and the elastic element 73, so that the rigid constraint between the inertia flywheel 80 and the driving output shaft 31 can be cut off, the inertia flywheel 80 can completely act on the crankshaft assembly 20, the operation stabilizing effect of the inertia flywheel 80 on the crankshaft assembly 20 can be improved, and the impact of the crankshaft assembly 20 on the driving output shaft 31 can be reduced.

It should be noted that, referring to fig. 8 to 10, the diameter of the first connecting seat 71 is smaller than that of the second connecting seat 72, the inertia flywheel 80 has a central hole 81 penetrating along the axial direction thereof, and a ring table 82 is provided on the wall of the central hole 81; the second connecting seat 72 extends into the central hole 81 and is fixedly connected with the annular table 82 through a fastener, a radial gap is formed between the annular table 82 and the elastic element 73, and a radial gap is formed between one end of the central hole 81 away from the second connecting seat 72 and the first connecting seat 71.

The diameter of the first connecting seat 71 is made small, so that the first connecting seat 71 and the second connecting seat 72 can be integrally formed into a step shape, meanwhile, the center hole 81 of the inertia flywheel 80 is formed into a step shape based on the annular table 82, the inertia flywheel 80 can be sleeved on the second connecting seat 72 and is screwed and fixed through a fastener after being axially abutted against the annular table 82, and meanwhile, a radial gap is formed between the center hole 81 and the first connecting seat 71 and the elastic element 73, so that the structure is simple and stable, and the assembly is convenient.

In addition, the radial positioning between the central hole 81 and the second connecting seat 72 can be realized by utilizing the nested matching of the central hole and the second connecting seat 72, so that the connection coaxiality between the inertia flywheel 80 and the second connecting seat 72 is ensured, the coaxiality between the inertia flywheel 80 and the rotation axis of the crankshaft assembly 20 is further ensured, and the influence on the running stability of the crankshaft assembly 20 caused by the rotation runout of the inertia flywheel 80 is avoided.

For example, the first connecting seat 71 and the second connecting seat 72 have the same structure, taking the first connecting seat 71 as an example, as shown in fig. 10, a first sleeving hole 711 sleeved and matched with the driving output shaft 31 is formed in the center of the first connecting seat 71, and a first notch 712 penetrating through the first sleeving hole 711 along the radial direction of the first connecting seat 71 is formed in the peripheral wall of the first connecting seat 71; the peripheral wall of the first coupling seat 71 is perforated with a screw coupling 713, and the screw coupling 713 vertically passes through the first slot 712 and applies a tightening force to the first slot 712.

On the basis of connecting the first connecting seat 71 and the second connecting seat 72 by adopting the elastic element 73, the coaxiality requirement on the first connecting seat 71 and the second connecting seat 72 is reduced, so that the first connecting seat 71 forms a first sleeving hole 711 which can be expanded and contracted through slotting, when the threaded connecting piece 713 is loosened, the first notch 712 is expanded to form clearance fit with the driving output shaft 31, the dismounting operation of the first connecting seat 71 on the driving output shaft 31 is convenient, and when the threaded connecting piece 713 is screwed, the first notch 712 is closed or narrowed to enable the first sleeving hole 711 to be contracted to pinch the driving output shaft 31, so that the connection reliability between the first connecting seat 71 and the driving output shaft 31 is ensured; in addition, the first sleeve hole 711 is in sleeve fit with the driving output shaft 31, so that overload of the rotary driving member 30 can be avoided, that is, slipping can occur between the first sleeve hole 711 and the driving output shaft 31 when the rotation resistance of the crankshaft assembly 20 is overlarge, and overload high temperature and even burning of the rotary driving member 30 caused by overlarge rotation load transmitted to the rotary driving member 30 can be avoided, and overload protection effect of the rotary driving member 30 is achieved. The second connecting seat 72 adopting this structure also facilitates the dismounting operation on the crankshaft assembly 20, and can provide overload protection for the rotary drive member 30.

It should be noted that, referring to fig. 3 and 9, the rotary driving member 30 is connected to the crankcase 10 through a fixing sleeve 90 sleeved around the coupling 70; wherein, the two ends of the fixed sleeve 90 are respectively provided with a concave spigot 91, the end walls of the rotary driving piece 30 and the crankcase 10, which are close to each other, are respectively provided with a convex spigot 32, and the two convex spigots 32 are correspondingly and fittingly engaged with the two concave spigots 91.

The concave spigot 91 and the convex spigot 32 are mutually nested and matched to form radial positioning, so that on one hand, the coaxiality between the fixed sleeve 90 and the motor output shaft can be ensured, and the motor output shaft is prevented from bearing radial acting force to influence the torque output efficiency and the operation stability; on the other hand, the coaxiality between the fixing sleeve 90 and the crankshaft assembly 20 can be improved, and the rotation stability of the crankshaft assembly 20 can be further improved.

Optionally, referring to fig. 1,3, 5 and 11, the cooling assembly 40 in this embodiment includes a fan 41 and a cooler 42; the cooler 42 is fixedly connected to the crankcase 10 and spaced from the end wall of the crankcase 10; a fan 41 located between the crankcase 10 and the cooler 42 and connected to the crankshaft assembly 20 for synchronously rotating with the crankshaft assembly 20 and blowing cooling air to the cooler 42; wherein, be equipped with one-level cooling wind channel and second grade cooling wind channel in the cooler 42, one end of one-level cooling wind channel communicates with the gas outlet of one-level compression jar 11, and the other end communicates with the air inlet of second grade compression jar 12, and one end of second grade cooling wind channel communicates with the gas outlet of second grade compression jar 12, and the other end forms terminal gas vent 401.

The axial flow fan is selected as the fan 41, and the fan 41 is located between the cooler 42 and the crankcase 10, so that when the fan 41 blows air to the cooler 42, negative pressure air draft is formed between the fan 41 and the crankcase 10, thereby enabling the surface of the crankcase 10 to form cooling air flow to take away heat, and the cooling air blown to the cooler 42 can exchange heat with the primary cooling air duct and the secondary cooling air duct simultaneously, thereby taking away heat on the surfaces of the primary cooling air duct and the secondary cooling air duct, and enabling the primary compressed air passing through the primary cooling air duct and the secondary compressed air passing through the secondary cooling air duct to be cooled.

Naturally, as a modification of the heat dissipation of the fan 41, the fan 41 may be configured to blow air toward the surface of the crankcase 10 and draw air from the cooler 42 side, so that the cooling air is ensured to exchange heat with the cooler 42 preferentially, and then the surface of the crankcase 10 is caused to generate air flow to remove heat; both of the above-described modes can provide a good cooling effect, and in consideration of the fact that the blocking of the airflow by the crankcase 10 may affect the airflow circulation efficiency, the present embodiment preferably employs a configuration in which the fan 41 blows air toward the cooler 42.

Based on the above, the primary compressed air with the increased temperature after compression work is performed by the primary compression cylinder 11 can be cooled in the primary cooling air duct, so that the air inlet temperature of the secondary compression cylinder 12 is reduced, the secondary compressed air with the increased temperature again after further compression work is performed by the secondary compression cylinder 12 can be discharged from the terminal exhaust port 401 after being cooled again in the secondary cooling air duct, and the primary cooling air duct and the secondary cooling air duct are integrally arranged in the cooler 42, so that the primary cooling air duct and the secondary cooling air duct can be in contact with cooling air blown by the fan 41 for heat exchange, and therefore, the cooling efficiency of the whole machine can be remarkably improved through the secondary cooling process, and the structural compactness of the whole machine can be improved.

Specifically, referring to fig. 5 and 11, the cooler 42 includes an air intake shell 421, an air exhaust shell 422, a plurality of primary heat sink fins 423, and a plurality of secondary heat sink fins 424; the air intake pipe shell 421 is connected with the crankcase 10 and is divided into a primary air intake pipe cavity 4211 and a secondary air intake pipe cavity 4212 which extend vertically; the exhaust pipe shell 422 is connected with the crankcase 10 and is arranged at intervals with the air intake pipe shell 421, and the inside of the exhaust pipe shell 422 is divided up and down to form a primary exhaust pipe cavity 4221 and a secondary exhaust pipe cavity 4222 which extend vertically; each primary heat dissipation segment 423 is distributed at intervals up and down in sequence, and two ends of each primary heat dissipation segment 423 are respectively communicated with a primary air inlet pipe cavity 4211 and a primary air outlet pipe cavity 4221 to form a primary cooling air channel; the secondary cooling fin pieces 424 are sequentially distributed at intervals from top to bottom, and two ends of each secondary cooling fin piece 424 are respectively communicated with the secondary air inlet pipe cavity 4212 and the secondary air outlet pipe cavity 4222 to form a secondary cooling air channel; wherein, the cavity bottom of the first-stage exhaust pipe cavity 4221 and the cavity bottom of the second-stage exhaust pipe cavity 4222 are connected with a drain member 425.

The air inlet pipe shell 421 is adopted to split high-temperature air inlet by utilizing a plurality of radiating fins connected in parallel after air is introduced and finally discharged after the air outlet pipe shells 422 are converged, the radiating fins have larger surface area, and cooling air blown out by the fan 41 can rapidly take away heat on the radiating fins when passing through gaps between adjacent radiating fins, so that the cooling of the high-temperature air inlet is realized, the temperature of air discharged by the air outlet pipe shells 422 is reduced, the structure can ensure the circulation efficiency of compressed air, and the phenomenon of pipe expansion caused by air flow retardation is avoided; of course, it should be understood that, since the primary cooling air duct and the secondary cooling air duct are not mutually communicated, the inside of the air inlet pipe shell 421 can be separated by a baffle to form the primary air inlet pipe cavity 4211 and the secondary air inlet pipe cavity 4212, and the inside of the exhaust pipe shell 422 is also separated by a baffle to form the primary air outlet pipe cavity 4221 and the secondary air outlet pipe cavity 4222, the primary air inlet pipe cavity 4211 and the primary air outlet pipe cavity 4221 are communicated by the plurality of primary cooling pipe pieces 423, the secondary air inlet pipe cavity 4212 and the secondary air outlet pipe cavity 4222 are communicated by the plurality of secondary cooling pipe pieces 424, and the primary cooling pipe pieces 423 and the secondary cooling pipe pieces 424 occupy half area of the cooler 42 respectively, thereby realizing synchronous cooling of primary compressed air and secondary compressed air, improving cooling efficiency and guaranteeing compactness of the whole structure.

Because the air intake of the air compressor is the outside atmosphere, water molecules are contained in the compressed air, condensed water can be generated when the compressed air at high temperature is cooled, in order to prevent the condensed water from being excessively discharged along with the compressed air at a first stage from entering the secondary compression cylinder 12 and being discharged along with the compressed air at a second stage from entering the air utilization equipment, the air intake pipe shell 421 and the air exhaust pipe shell 422 are arranged in the vertical direction, meanwhile, the cooling of the compressed air is considered to be mainly in the cooling pipe piece, and the condensed water can be judged to enter the air exhaust cavity 54 and drop to the bottoms of the air exhaust pipe cavity 4221 and the air exhaust pipe cavity 4222 under the action of gravity by combining the air flow direction, and therefore, drain members 425 are respectively arranged at the bottoms of the air exhaust pipe cavity 4221 and the air exhaust pipe cavity 4222 to timely discharge the condensed water, so that the normal work is prevented from being influenced by the excessively collected.

Specifically, as shown in fig. 5, the drain member 425 includes a drain body 4251, a solenoid valve 4252, and electric heat tracing 4253; the drain body 4251 is connected to the exhaust pipe case 422 and communicates with the lower end position of the primary exhaust pipe chamber 4221/secondary exhaust pipe chamber 4222; the electromagnetic valve 4252 is connected with the drainage body 4251 and is electrically connected with the whole machine controller, and is used for being opened or closed according to a control signal sent by the whole machine controller, and the electric tracing 4253 is sleeved on the drainage body 4251; wherein, when the electromagnetic valve 4252 is opened, condensed water collected at the bottom of the primary exhaust pipe chamber 4221/secondary exhaust pipe chamber 4222 is discharged through the drain body 4251.

The drain body 4251 is understood to be a tubular member, the electromagnetic valve 4252 is connected to the drain body 4251 and can be controlled to switch through the whole machine controller, so that the electromagnetic valve 4252 is conveniently and periodically opened to drain the condensed water from the drain body 4251, and after the condensed water is drained, the electromagnetic valve 4252 is closed to avoid the compressed air in the drain cavity 54 from leaking out of the drain body 4251; because the condensed water has the icing phenomenon, especially when the environment temperature is low, the icing problem is more serious after the air is stopped, the normal drainage of the drainage body 4251 is affected by the icing of the drainage body 4251, so that the drainage body 4251 is sleeved with the electric tracing 4253, and the drainage body 4251 is heated and thawed through the electric tracing 4253, so that the drainage body 4251 is normally drained.

It should be noted that the electric tracing 4253 is a common deicing and anti-freezing device in the prior art, and the specific structure is a heating cable, and the electric tracing 4253 is wound and sleeved on the drainage body 4251, so that the installation mode is simple.

It should be noted that, in the present embodiment, the primary intake pipe chamber 4211 has primary intake ports corresponding to the number of primary compression cylinders 11, the primary exhaust pipe chamber 4221 has primary exhaust ports corresponding to the number of secondary compression cylinders 12, the secondary intake pipe chamber 4212 has secondary intake ports corresponding to the number of secondary compression cylinders 12, and the secondary exhaust pipe chamber 4222 is provided with a terminal exhaust port 401. Corresponding air ports are configured for the number of the primary compression cylinders 11 and the secondary compression cylinders 12 configured for the air compressor, so that the air inlet and the air outlet of each primary compression cylinder 11 and each secondary compression cylinder 12 are not mutually influenced, and the running stability of the whole machine is improved.

Note that, please refer to fig. 2 and 12, in this embodiment, the secondary compression cylinder 12 is vertically disposed on the top wall of the crankcase 10, two primary compression cylinders 11 are disposed on the crankcase 10, the two primary compression cylinders 11 are disposed on two sides of the secondary compression cylinder 12 at an included angle, and the axial direction of the two primary compression cylinders 11 is consistent with the axial direction of the secondary compression cylinder 12.

Illustratively, the two first stage compression cylinders 11 are disposed at an angle of one hundred twenty degrees, and the two first stage compression cylinders 12 are disposed at an angle of sixty degrees. Because the volume is smaller when the air pressure is higher, the two primary compression cylinders 11 are utilized to perform primary compression on normal-pressure air, and then the normal-pressure air is discharged into the secondary compression cylinder 12 for secondary compression, and the specific air inlet and outlet processes can be understood by referring to fig. 12, so that one secondary compression cylinder 12 can be saved, the working efficiency of the secondary compression cylinder 12 can be improved, and the compactness of the whole machine structure can be improved; in addition, the included angle between the two primary compression cylinders 11 and the vertically arranged secondary compression cylinder 12 is equal, so that the radial force of the crankshaft assembly 20 can be balanced, the running stability of the whole machine is improved, and the running vibration of the whole machine is reduced.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.

Claims

1. Piston air compressor, characterized by comprising:

The crank case is horizontally and rotationally connected with a crank shaft assembly, a first-stage compression cylinder and a second-stage compression cylinder are arranged on the crank case, and the first-stage compression cylinder and the second-stage compression cylinder are connected with the crank shaft assembly;

the rotary driving piece is connected with the crank case, and the driving output shaft is connected with the crank shaft assembly;

the cooling component is connected with the other end of the crankcase, is connected with the air outlet of the primary compression cylinder, the air inlet of the secondary compression cylinder and the air outlet, is used for circulating and cooling primary compressed air and secondary compressed air, and is provided with a terminal air outlet;

the buffer box is arranged on the crankcase and is provided with an initial air inlet, and the buffer box is used for buffering air flow pulsation and feeding air to the first-stage compression cylinder;

The top wall of the crankcase is provided with a breathing hole, a bending channel for buffering airflow pulsation is arranged in the buffer box, and the bending channel is communicated with the breathing hole;

the buffer box is internally divided into an air inlet cavity, an air filtering cavity, a reversing cavity and an exhaust cavity which are sequentially communicated; the air inlet cavity is arranged at the bottom of the air inlet cavity, the reversing cavity is positioned at one side of the air filtering cavity away from the air inlet cavity and used for changing the air flow direction, the air outlet cavity is connected with an air pipe, the air pipe is connected with the air inlet of the primary compression cylinder, and the air outlet cavity is communicated with the breathing hole;

The buffer box is internally provided with a breathing cavity which is communicated with the exhaust cavity adjacently, an oil mist filter element is arranged in the breathing cavity and is used for filtering air oil mist exhaled by the crankcase; the bottom of the breathing cavity is connected with an oil return pipe, and the oil return pipe penetrates into the crankcase and extends downwards to the bottom of the crankcase; an oil baffle plate is arranged at the top of the crankcase and is positioned at the position right below the breathing hole; the top of the peripheral wall of the breathing cavity is obliquely upwards provided with an oblique perforation for the passage of breathing air flow, and the breathing cavity is communicated with the exhaust cavity through the oblique perforation.

2. The piston air compressor as set forth in claim 1, wherein an air filter is connected to said initial air intake; an air filter element is arranged in the air filter cavity, an annular air passage is formed between the periphery of the air filter element and the cavity peripheral wall of the air filter cavity, the annular air passage is communicated with the air inlet cavity, and the inner cavity of the air filter element is communicated with the reversing cavity.

3. The piston air compressor as claimed in claim 1, wherein said crank assembly and said drive output shaft are connected by a coupling, and an inertia flywheel is provided around the coupling.

4. A piston air compressor as claimed in claim 3, wherein said coupling includes:

The first connecting seat is sleeved and fixed on the driving output shaft;

The second connecting seat is sleeved and fixed at the end part of the crankshaft assembly extending out of the crankcase;

An elastic element, one end of which is connected with the first connecting seat, and the other end of which is connected with the second connecting seat, and is used for transmitting torque between the first connecting seat and the second connecting seat;

the inertia flywheel is fixedly connected with the second connecting seat, and has radial gaps with the first connecting seat and the elastic element.

5. The piston air compressor as set forth in claim 1, wherein said cooling assembly includes a fan and a cooler; the cooler is fixedly connected with the crankcase and is spaced from the end wall of the crankcase; the fan is positioned between the crank case and the cooler and connected with the crank shaft assembly, and is used for synchronously rotating along with the crank shaft assembly and blowing cooling air to the cooler;

The cooler is internally provided with a primary cooling air duct and a secondary cooling air duct, one end of the primary cooling air duct is communicated with the air outlet of the primary compression cylinder, the other end of the primary cooling air duct is communicated with the air inlet of the secondary compression cylinder, one end of the secondary cooling air duct is communicated with the air outlet of the secondary compression cylinder, and the other end of the secondary cooling air duct forms the terminal air outlet.

6. The piston air compressor as set forth in claim 5, wherein said cooler includes:

An air inlet pipe shell connected with the crankcase and divided into a first-stage air inlet pipe cavity and a second-stage air inlet pipe cavity which extend vertically;

The exhaust pipe shell is connected with the crankcase and is arranged at intervals with the air inlet pipe shell, and a first-stage exhaust pipe cavity and a second-stage exhaust pipe cavity which extend vertically are formed by upper and lower separation in the exhaust pipe shell;

The plurality of primary cooling fin pieces are sequentially distributed at intervals from top to bottom, and two ends of each primary cooling fin piece are respectively communicated with the primary air inlet pipe cavity and the primary air outlet pipe cavity to form the primary cooling air channel;

The two ends of each secondary heat dissipation tube sheet are respectively communicated with the secondary air inlet pipe cavity and the secondary air outlet pipe cavity to form the secondary cooling air channel;

the cavity bottom of the primary exhaust pipe cavity and the cavity bottom of the secondary exhaust pipe cavity are connected with drainage pieces.

7. The piston air compressor as defined in any one of claims 1-6, wherein said secondary compression cylinder is vertically disposed on a top wall of said crankcase, said crankcase is provided with two said primary compression cylinders, said two primary compression cylinders are disposed on both sides of said secondary compression cylinder at an angle, and an angle between an axial direction of said two primary compression cylinders and an axial direction of said secondary compression cylinder is uniform.