CN209781157U

CN209781157U - Vehicle-mounted electrically-driven oil-free air compressor

Info

Publication number: CN209781157U
Application number: CN201822042980.8U
Authority: CN
Inventors: 朱彬; 李传武; 周胜博; 钟周乐
Original assignee: Ruili Group Ruian Auto Parts Co Ltd
Current assignee: Zhejiang Ruili air compressor equipment Co.,Ltd.
Priority date: 2018-12-06
Filing date: 2018-12-06
Publication date: 2019-12-13
Anticipated expiration: 2028-12-06

Abstract

The utility model relates to a vehicle-mounted electrically-driven oilless air compressor, which comprises a high-efficiency motor (29), a crankshaft (19), a crankcase (22) and a piston cylinder (3), wherein the high-efficiency motor (29) flexibly drives the crankshaft (19) to rotate through a driving end (26) of an internal coupling, an elastic body (25) and a driven end (24) of the coupling; a coupling driven end (24) is arranged at the crank position on the rear side of the crankshaft (19); a crank on the crank shaft (19) is provided with a high-pressure piston assembly (5) and a low-pressure piston assembly (41), and the high-pressure piston assembly and the low-pressure piston assembly are placed in a hole of the piston cylinder (3) at the same side, so that the volume and the weight of the whole machine are greatly reduced, and the axial distance between the two connecting rods and the crank shaft support is shortened by the structure; in addition, the magnetic transmission fan is completely isolated from the interior of the crankcase, the whole machine reaches the IP68 protection grade, the external power supply is not needed to control the cooling fan, and the reliability of the whole machine is improved.

Description

Vehicle-mounted electrically-driven oil-free air compressor

Technical Field

The utility model relates to an automobile-used air compression equipment particularly, relates to an on-vehicle electric drive does not have oily air compressor.

Background

The automobile air compressor is mainly used for providing necessary air sources for an automobile braking technology, a suspension system, a door opening and closing device and an auxiliary pneumatic device. At present automobile-used air compressor mainly has the sliding vane formula, the screw, the vortex formula, piston air compressor etc. general operating pressure crosses lowly, and common compressor mostly is there is oily air compressor machine, does not have oily piston air compressor machine and needs external independent cooling fan, and needs power supply control to open and stop, and the reliability is low, poor life-span, and it is low to adopt the oil blanket to seal the protection level from taking the shaft extension fan, and the easy ageing inefficacy in later stage is difficult to satisfy vehicle IP68 protection level requirement, and this type of oil-free air compressor machine is bulky is difficult to.

For example, chinese patent publication No. CN101614200A discloses an oil-free compressor for a locomotive, which includes a motor, two cylinders, a piston link assembly, an air valve assembly, and a cooling fan, wherein the two cylinders are symmetrically disposed above and below a motor shaft, or disposed left and right, and the two cylinders are coaxial. The connecting rods are sleeved on a motor shaft through radial ball bearings and eccentric blocks, two needle bearings with a unilateral sealing structure are arranged in the small head of each connecting rod, and the crank-connecting rod mechanism drives the piston to realize reciprocating motion in the cylinder. An air inlet valve, a valve plate and an exhaust valve are arranged between the cylinder and the cylinder cover, and the valve plate is of a flat plate type structure and is provided with an air inlet flow passage and an air exhaust flow passage. The cylinder cover is provided with an upper air inlet cavity and an exhaust cavity. The invention saves oil, protects environment and is simple to operate and maintain. However, a motor shaft of the motor drives the piston to reciprocate up and down in the cylinder through the eccentric block, the radial ball bearing, the connecting rod, the needle roller bearing without the inner ring and the piston pin, so that air in the cylinder is sucked, compressed and exhausted. However, the eccentric shaft and the motor main shaft are directly connected and driven, and the direct connection structure has the defects that the cantilever is too long and shakes greatly, so that the load of a bearing at the front end of the motor is too large, and the motor is limited by a motor assembly process.

For another example, the chinese utility model patent with the publication number CN 203584716U discloses an oil-free two-stage air compressor, which belongs to the technical field of machinery. It has solved the low class of technical problem of current air compressor operating stability. The air compressor comprises an air storage tank, a motor and a pump head, wherein the pump head comprises a crankcase and a crankshaft positioned in the crankcase, the front end of the crankshaft penetrates through the side wall of the crankcase and is connected with a first belt pulley, the output end of the motor is fixedly connected with a second belt pulley, and the second belt pulley is connected with the first belt pulley through a belt; the pump head also comprises a low-pressure cylinder and a high-pressure cylinder, wherein the low-pressure cylinder is provided with an air suction pipe and is communicated with the high-pressure cylinder through a first exhaust pipe, and the high-pressure cylinder is communicated with an air storage tank through a second exhaust pipe; a low-pressure piston connected with the crankshaft is inserted in the low-pressure cylinder, a high-pressure piston connected with the crankshaft is inserted in the high-pressure cylinder, and the crankcase is also provided with a through structure for air flow to pass through. The air compressor has the advantages of good operation stability and high compression efficiency. However, the two piston cylinders of the air compressor are distributed in a crossed mode, the whole air compressor is large in size and heavy in weight, and the axial distance between the connecting rod and the crankshaft support is increased.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical defect that the prior art exists, the utility model aims to provide an on-vehicle electric drive does not have oily air compressor, it is difficult to arrange bearing difficult problem oilless air compressor because inside participation that does not have lubricating oil completely to have the oil-free air compressor to solve among the prior art oilless air compressor double crank, the kinematic pair at connecting rod big small head and crankshaft journal position can only bear the weight of through adopting non-maintaining ball or roller bearing, must embolia from the axle head earlier, then remove corresponding crankshaft journal position toward the centre again, the bent axle span is long, the complete machine is bulky. The utility model discloses an air compressor machine has effectively solved split type bent axle drive disk assembly processing and assembly error and has leaded to two crank shape position deviations too big, causes the big, the life-span low grade difficult problems of operation vibration to assist the design of the interior runner of no air duct, make complete machine volume, weight reduce substantially, adopt magnetic transmission fan, with the inside complete isolation of crankcase, the complete machine reaches IP68 protection level, need not outside power supply control radiator fan, carries the complete machine reliability that rises.

This patent aim at provides a satisfy high-pressure air supply demand of big discharge capacity such as new forms of energy public bus, small, light in weight, protection level IP68 is more than to have: the vehicle-mounted electrically-driven oil-free two-stage air compressor has the advantages of clean air source, stable operation, high inflating efficiency, convenience in installation and arrangement and the like.

In order to realize the above design purpose, the utility model discloses a scheme as follows:

The utility model discloses a vehicle-mounted electrically-driven oilless air compressor, which comprises a high-efficiency motor, a crankshaft, a crankcase and a piston cylinder, wherein the high-efficiency motor flexibly drives the crankshaft to rotate through a driving end with a built-in coupling, an elastic body and a driven end with the coupling; the rear crank of the crankshaft is a driven end of a coupling; the two cranks on the crankshaft are provided with high-pressure piston components and are placed in holes of the piston cylinder at the same side, so that the volume and the weight of the whole machine are greatly reduced, and the structure shortens the axial distance between the two connecting rods and the crankshaft support; in addition, the magnetic transmission fan is completely isolated from the interior of the crankcase, the whole machine reaches the IP68 protection grade, the external power supply is not needed to control the cooling fan, and the reliability of the whole machine is improved.

Preferably, a motor spindle of the high-efficiency motor drives the elastic body to flexibly transmit to a driven end of the coupling through a bolt and a taper hole matched with a driving end of the built-in magnetic coupling, a crank throw is arranged at an eccentric position of the driven end, and the crank throw is fixed on a crank at the rear side of the crankshaft through a taper hole matched with a positioning semicircular key and the bolt.

In any of the above embodiments, preferably, the crankshaft is placed inside the crankcase by a double row rolling bearing for bearing, and the driving end of the magnetic coupling is connected inside the front side crank by a bolt and a flat key.

In any of the above schemes, preferably, the crank on the crankshaft is connected with the driven end of the magnetic coupling by adopting a taper hole interference fit or a pin or a bolt.

In any of the above schemes, preferably, the inner wall of the driving end of the magnetic coupling is provided with a permanent magnet, and the magnetic poles of two adjacent magnets are arranged oppositely.

In any of the above schemes, preferably, the crank end of the crankshaft is connected to the driven end of the magnetic coupling, two adjacent permanent magnets with opposite magnetic poles are arranged on the excircle of the driven end, the south and north poles of the magnets at the driven end and the driven end attract each other when the crankshaft is stationary, the magnetic fields are completely symmetrical, when the driving end rotates, the magnetic fields deflect, and the generated magnetic force drives the driven end to rotate.

The utility model discloses a magnetic drive has following advantage: 1. the complete isolation from the inside of a crankcase is guaranteed to reach the IP68 protection level, and the problems that the traditional shaft extension fan adopts oil seal protection, backflushing airflow and negative pressure are generated inside the air compressor when the air compressor works, the sealing performance is poor, and the sealing performance is reduced and is volatile after the rubber part is aged for a long time in the later period are solved; 2. the axial and radial compensation capability is achieved, and the transmission damage caused by the non-concentricity problem due to part processing and assembling errors is avoided; 3. the protection effect is achieved, once the fan is locked, the fan is cut off to be in transmission with the main shaft, and the damage to the inside of the machine is avoided.

In any of the above schemes, preferably, the driven end is fixed on the front end cover of the intercooler through a maintenance-free bearing, and an oil seal is arranged on the outer side of the bearing to primarily isolate the dust protection bearing. The driven end is fixed on the front end cover of the intercooler through a maintenance-free bearing, and the front part of the intercooler plays the role of a shielding case to ensure complete isolation from the inside of the crankcase.

In any of the above solutions, it is preferable that the piston cylinder is fixed to the crankcase, and a valve plate is disposed above the piston cylinder.

In any of the above schemes, preferably, a low-pressure exhaust valve plate and a high-pressure exhaust valve plate are arranged above the valve plate, and an exhaust stroke limiting plate is arranged on the low-pressure exhaust valve plate.

In any of the above schemes, preferably, a high-pressure air inlet valve plate is arranged below the valve plate; the outside of valve plate is equipped with the cylinder cap.

In any of the above schemes, preferably, the front side and the rear side of the cylinder head are provided with exhaust ports, wherein the exhaust port at the rear side is provided with an exhaust joint, and the exhaust port at the front side is provided with a safety valve.

In any of the above schemes, preferably, the cylinder cover and the valve plate form three chambers, which are a primary exhaust chamber, a secondary intake chamber and a secondary exhaust chamber.

In any of the above schemes, preferably, the first-stage exhaust cavity and the second-stage intake cavity are communicated with an air passage of the intercooler through an air passage formed by the valve plate, the piston cylinder and the inside of the crankcase. The intercooler is fixed on the crankcase through the ventilating bolt, high-temperature gas in the primary exhaust cavity enters the secondary air inlet cavity through the air flow channel in the valve plate, the piston cylinder, the crankcase, the ventilating bolt and the intercooler during working, and the contact sealing surfaces of all the parts are sealed by cylinder gaskets.

In any one of the above aspects, preferably, the intercooler is fixed to the crankcase by a breather bolt.

In any of the above schemes, preferably, the upper part of the intercooler is provided with a flow guide sleeve; the front part of the intercooler is provided with a protective mesh enclosure; a cooling fan is disposed inside the intercooler. The cooling fan is in magnetic connection transmission to realize complete isolation from the inside of the crankcase, when the fan rotates to work, airflow is sucked from the front side and blown out from the radial direction, and the airflows on the left side, the right side and the lower side are blown out from the radiating fin openings of the intercooler to take away heat, so that high-temperature primary gas in the intercooler is cooled; the upper air flow is guided by the air guide sleeve to cool the cylinder head. .

In any of the above aspects, preferably, the intercooler is fixed to the crankcase by four inner breather bolts.

In any of the above schemes, preferably, a cooling fin is arranged in the intercooler.

In any of the above schemes, preferably, the upper side opening of the intercooler, and the other three sides except the opening at the fin are all closed airflow channels, when the intercooler operates, the axial fan rotates, airflow is blown out from the openings of the fins at the three sides of the cooler to take away heat, and the upper side airflow is guided by the air guide cover to cool the cylinder head.

In any of the above aspects, preferably, the cooling fan is a centrifugal fan or an axial fan.

In any of the above solutions, it is preferable that the cooling fan is fixed to the driven end by a bolt or by interference press fitting or a pin or a bolt.

In any of the above aspects, preferably, air intake joints are provided on both sides of the crankcase. When the air compressor works, atmosphere is filtered through an external air filter and a silencer, and then the temperature of each part such as a high-pressure piston assembly, a low-pressure piston assembly and the like in the crankcase is sequentially reduced through an air inlet joint, and finally air flow is sucked into a cylinder hole through an air inlet valve block above the low-pressure piston to be compressed.

In any of the above schemes, preferably, the crankcase has a turbulent flow deep mesh inside, which reduces airflow disturbance, reduces reflected sound waves, reduces noise, and enhances structural strength.

In any of the above aspects, preferably, the crankcase is provided with a bracket, and the bracket is provided with a rubber damping pad.

In any of the above schemes, preferably, the lower end of the crankcase is provided with a split type support, the support is provided with a rubber vibration damping pad, and the fulcrum position is preferably placed on the horizontal line of the axle center of the box body, so that the operation vibration can be reduced.

In any of the above schemes, preferably, the high-pressure piston assembly is arranged in an outer cylinder hole of the piston cylinder to reduce the volume of the whole machine and facilitate the cooling of the cylinder head by the fan airflow.

In any of the above schemes, preferably, piston side surfaces of the high-pressure piston assembly and the low-pressure piston assembly are both provided with piston rings and guide rings which are made of composite PTFE and PEEK self-lubricating materials, so that oil-free lubrication is realized.

In any of the above schemes, preferably, the high-pressure piston assembly and the low-pressure piston assembly are respectively provided with a connecting rod big end and a connecting rod small end, and the connecting rod big ends are both provided with self-lubricating rolling bearings and are placed on cranks corresponding to the crankshafts; the small end of the connecting rod is provided with a needle bearing, two sides of the needle bearing are provided with oil seals, a piston pin is arranged in the bearing, a lubricating oil is stored in an oil storage tank arranged in the piston pin and is sealed through a set screw, and two ends of the piston pin are sleeved with vibration-damping heat-insulating sleeves and are placed on the piston through bolts.

in any of the above schemes, preferably, the piston of the low pressure piston assembly is further provided with an inlet valve plate.

In any of the above schemes, preferably, the piston of the low pressure piston assembly is made of aluminum alloy; the piston of the high-pressure piston component is made of cast iron or cast steel.

In any of the above schemes, preferably, the pistons of the high-pressure piston assembly and the low-pressure piston assembly adopt piston pin inner holes for injecting lead and copper to realize adjustment of balance weights of the high-pressure piston assembly and the low-pressure piston assembly, and reduce the operation vibration of the whole machine.

In any of the above schemes, preferably, the cylinder cover adopts a built-in unloading device, and the high-pressure gas in the secondary exhaust cavity is unloaded when the air compressor stops working by using the air pressure difference between the primary exhaust cavity and the secondary exhaust cavity and the level difference piston unloading valve.

Drawings

Fig. 1 is a schematic structural view of a preferred embodiment of an on-vehicle electrically-driven oil-free air compressor according to the present invention.

Fig. 2 is a front view of the preferred embodiment of the vehicle-mounted electrically-driven oil-free air compressor shown in fig. 1 according to the present invention.

Fig. 3 is a side view of the preferred embodiment of the on-board electrically driven oil-free air compressor shown in fig. 1 according to the present invention.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. The following description will further describe a specific embodiment of the vehicle-mounted electrically-driven oil-free air compressor according to the present invention with reference to the drawings.

As shown in fig. 1-3, the structure of the vehicle-mounted electrically-driven oil-free air compressor according to the present invention is schematically illustrated.

The utility model discloses a vehicle-mounted electrically-driven oilless air compressor, which comprises a high-efficiency motor 29, a crankshaft 19, a crankcase 22 and a piston cylinder 3, wherein the high-efficiency motor 29 flexibly drives the crankshaft 19 to rotate through a built-in coupling driven end 24, an elastic body 25 and a coupling driving end 26; a coupling driven end 24 is arranged at the crank position on the rear side of the crankshaft 19; the crank on the crankshaft 19 is provided with a high-pressure piston assembly 5 and a low-pressure piston assembly 41 which are arranged in the hole of the piston cylinder 3 at the same side, so that the volume and the weight of the whole machine are greatly reduced, and the structure shortens the axial distance between the two connecting rods and the crankshaft support; in addition, the magnetic transmission fan is completely isolated from the interior of the crankcase, the whole machine reaches the IP68 protection grade, the external power supply is not needed to control the cooling fan, and the reliability of the whole machine is improved.

The utility model discloses an on-vehicle electric drive does not have oily air compressor's theory of operation does: the utility model discloses a two-stage air compression, improve the exhaust pressure, reduce exhaust temperature, reduce each moving part load such as to the bearing, promote the life-span, provide the power supply by high-efficient motor 29, through built-in shaft coupling initiative end 26, elastomer 25 and the rotation of shaft coupling driven end 24 flexible drive bent axle 19, high, low pressure piston assembly 5, 41 placed on the crank just do up-and-down reciprocating motion, wherein arrange air inlet valve piece 40 on the low pressure piston, when the piston moves from the bottom dead center to the top dead center, the increase of the jar inner volume produces the negative pressure, gas is inhaled in the piston cylinder 3 from the low pressure piston below; when the piston moves from the top dead center to the bottom dead center, the volume in the cylinder is reduced, the gas is extruded, the air pressure rises until the low-pressure exhaust valve plate 39 is pushed to be exhausted, the gas enters the first-stage exhaust cavity 37, the first-stage cylinder gas is compressed at the moment, the pressure of the compressed gas is low, the temperature of the compressed gas is high, and then the high-temperature low-pressure gas enters the intercooler 15 through the inner flow channel 42 formed by the components. High-temperature low-pressure gas enters the intercooler 15, the outer crank of the crankshaft 19 drives the fan 13 to rotate through the magnetic coupling to generate wind power, the gas in the intercooler 15 is cooled, and the cooled low-pressure gas enters the secondary air inlet cavity 30. When the high-pressure piston moves from the top dead center to the bottom dead center, the volume in the cylinder is increased to generate negative pressure, gas is sucked into the piston cylinder 3 from the opening of the high-pressure air inlet valve plate 2, when the high-pressure piston moves from the bottom dead center to the top dead center, the volume in the cylinder is reduced, the gas is extruded again, the air pressure is increased until the high-pressure air outlet valve plate 31 is pushed to be discharged, the secondary compression of the gas is completed at the moment, and along with the reciprocating motion of the piston, the process repeatedly appears that the gas is continuously compressed and discharged.

In this embodiment, a motor spindle of the high-efficiency motor 29 drives the elastic body 25 to flexibly transmit to the driven end 24 of the coupling through a bolt 27 and a taper hole matching with the driving end 26 of the built-in coupling, and an eccentric portion of the driven end is provided with a crank throw fixed on a crank at the rear side of the crankshaft 19 through a taper hole matching and positioning semi-circular key 23 and a bolt 21.

In the present embodiment, the crankshaft 19 is mounted inside the crankcase 22 by means of a double row rolling bearing 20 for bearing, and the inside of the front crank is connected to the driving end 26 of the magnetic coupling by means of the bolt 18 and the flat key 17.

In this embodiment, the crank on the crankshaft 19 is connected to the driven end 26 of the coupling by a taper hole interference fit or a pin.

In this embodiment, the inner wall of the driving end 26 of the magnetic coupling is provided with a permanent magnet 16, and the magnetic poles of two adjacent magnets are arranged oppositely.

In this embodiment, the crank end of the crankshaft 19 is connected to the driven end 10 of the magnetic coupling, two adjacent permanent magnets 7 with opposite magnetic poles are disposed on the outer circle of the driven end, the north and south poles of the magnets of the driven end 10 attract each other when the crankshaft is stationary, the magnetic fields are completely symmetrical, and when the driving end rotates, the magnetic fields deflect, and the generated magnetic force drives the driven end to rotate.

In this embodiment, the driven end 10 of the magnetic coupling is fixed on the front end cover of the intercooler 15 through a maintenance-free bearing 8, and an oil seal 12 is arranged outside the bearing to primarily isolate the dust protection bearing. The driven end 10 of the magnetic coupling is fixed on the front end cover of the intercooler 15 through a maintenance-free bearing 8, and the front part of the intercooler 15 plays a role of a shielding case to ensure complete isolation from the inside of a crankcase.

In the present embodiment, the piston cylinder 3 is fixed to the crankcase 22, above which a valve plate 33 is arranged.

In this embodiment, a low-pressure exhaust valve plate 39 and a high-pressure exhaust valve plate 31 are disposed above the valve plate 33, and an exhaust stroke limiting plate 35 is disposed on the low-pressure exhaust valve plate 39.

In this embodiment, a high-pressure intake valve plate 2 is arranged below the valve plate 33; a cylinder head 36 is provided on the outer side of the valve plate 33.

In this embodiment, the cylinder head 36 is provided with exhaust ports at the front and rear sides, wherein the exhaust port at the rear side is provided with an exhaust joint 38, and the exhaust port at the front side is provided with a safety valve 1.

In the present embodiment, the cylinder head 36 and the valve plate 33 form three chambers, namely, a primary exhaust chamber 37, a secondary intake chamber 30 and a secondary exhaust chamber 32.

In this embodiment, the cylinder head 36 is provided with a built-in unloading device, and the high-pressure gas in the secondary exhaust cavity 32 is unloaded when the compressor stops working by using the pressure difference between the primary exhaust cavity 37 and the secondary exhaust cavity 32 and the differential piston unloading valve.

In the present embodiment, the primary exhaust chamber 37 and the secondary intake chamber 30 communicate with an air passage of the intercooler 15 through an air passage formed inside the valve plate 33, the piston cylinder 3, and the crankcase 22. The intercooler 15 is fixed on the crankcase 22 through the breather bolt 14, during operation, high-temperature gas in the primary exhaust cavity, such as gas flow, passes through the gas flow channel 42 in fig. 2, passes through the valve plate 33, the piston cylinder 3, the crankcase 22, the breather bolt 14 and the gas flow channel in the intercooler 15, and finally enters the secondary intake cavity 30, and contact sealing surfaces of all parts are sealed by cylinder gaskets.

In the present embodiment, the intercooler 15 is fixed to the crankcase 22 by the breather bolt 14.

In this embodiment, the upper portion of the intercooler 15 is provided with a flow guide sleeve 4; the front part of the intercooler 15 is provided with a protective mesh enclosure 11; the cooling fan 13 is disposed inside the intercooler 15. The cooling fan 13 is in magnetic connection transmission to realize complete isolation from the inside of the crankcase, when the fan rotates to work, airflow is sucked from the front side and blown out from the radial direction, and airflow on the left side, the right side and the lower side is blown out from the radiating fin openings of the intercooler 15 to take away heat, so that high-temperature primary gas in the intercooler 15 is cooled; the upper air flow is guided by the air guide sleeve 4 to cool the cylinder head. .

In the present embodiment, the intercooler 15 is fixed to the crankcase 22 by four inner breather bolts 14.

In the present embodiment, a cooling fin 44 (shown in fig. 1) is disposed in the intercooler 15.

In this embodiment, the upper side of the intercooler 15 is open, and the other three sides except the opening at the fin 44 are closed airflow channels 42, so that when the axial flow fan is in operation, the airflow is blown out from the openings of the fins 44 at the three sides of the cooler to take heat away, and the upper side airflow is guided by the air guide sleeve 4 to cool the cylinder head.

In the present embodiment, the cooling fan 13 is a centrifugal fan or an axial fan.

In this embodiment, the cooling fan 13 is fixed to the driven end 10 of the magnetic coupling by means of bolts 9 or by interference press fitting or by means of keys or pins.

In this embodiment, intake connectors 43 (shown in fig. 2) are provided on both sides of the crankcase 22. When the air compressor works, after the atmosphere is filtered by the external air filter and the silencer, the air is sequentially cooled for each part such as the high-pressure piston assembly 5, the low-pressure piston assembly 41 and the like in the crankcase 22 through the air inlet connector 43, and finally, air flow is sucked into a cylinder hole through the air inlet valve plate above the low-pressure piston for compression.

In this embodiment, the crankcase 22 has a deep turbulent flow pattern inside to reduce airflow disturbance, reduce reflected sound waves, reduce noise, and strengthen the structure.

In this embodiment, the crankcase 22 is provided with a bracket, and a rubber damping pad 28 is arranged on the bracket.

In this embodiment, a split bracket is disposed at the lower end of the crankcase 22, a rubber damping pad 28 is disposed on the bracket, and the fulcrum is preferably disposed on the horizontal line of the axis of the case, so as to reduce the operation vibration.

In this embodiment, the high-pressure piston assembly 5 is arranged in an outer cylinder hole of the piston cylinder 3, so that the volume of the whole machine is reduced, and the cooling of the cylinder head by fan airflow is facilitated.

In this embodiment, the piston side surfaces of the high-pressure piston assembly 5 and the low-pressure piston assembly 41 are both provided with piston rings and guide rings made of composite PTFE and PEEK self-lubricating materials, so that oil-free lubrication is realized.

In this embodiment, the high-pressure piston assembly 5 and the low-pressure piston assembly 41 are respectively provided with a connecting rod big end and a connecting rod small end, and the connecting rod big ends are both provided with self-lubricating rolling bearings and are placed on cranks corresponding to the crankshafts 19; the small end of the connecting rod is provided with a needle bearing, two sides of the needle bearing are provided with oil seals, a piston pin is arranged in the bearing, a lubricating oil is stored in an oil storage tank arranged in the piston pin and is sealed through a set screw, and two ends of the piston pin are sleeved with vibration-damping heat-insulating sleeves and are placed on the piston through bolts.

In this embodiment, an intake valve plate is further disposed on the piston of the low pressure piston assembly 41.

In this embodiment, the piston of the low-pressure piston assembly 41 is made of aluminum alloy; the piston of the high-pressure piston assembly 5 is made of cast iron or cast steel.

In the embodiment, the pistons of the high-pressure piston assembly 5 and the low-pressure piston assembly 41 adopt piston pin inner holes for injecting lead and copper to realize the adjustment of balance weights of the high-pressure piston assembly and the low-pressure piston assembly, so that the running vibration of the whole machine is reduced.

As can be readily understood by those skilled in the art, the vehicle-mounted electrically-driven oil-free air compressor of the present invention comprises any combination of the parts in the present specification. These combinations are not described in detail herein for the sake of brevity and clarity, but the scope of the invention, which is defined by any combination of parts or features disclosed herein, will become apparent after a review of this specification.

Claims

1. The utility model provides an on-vehicle electric drive does not have oily air compressor, includes high efficiency motor (29), bent axle (19), crankcase (22) and piston cylinder (3), its characterized in that: the high-efficiency motor (29) flexibly drives the crankshaft (19) to rotate through the driving end (26) of the built-in coupling, the elastic body (25) and the driven end (24) of the coupling; a coupling driven end (24) is arranged at the crank position on the rear side of the crankshaft (19); a high-pressure piston assembly (5) and a low-pressure piston assembly (41) are arranged on two cranks of the crankshaft (19), and are placed in holes of the piston cylinder (3) at the same side; the lower end of the crankcase (22) is provided with a split type bracket, and the bracket is provided with a rubber damping pad (28); the pistons of the high-pressure piston assembly (5) and the low-pressure piston assembly (41) adopt piston pin inner holes for injecting lead and copper to realize the adjustment of balance weights of the high-pressure piston assembly and the low-pressure piston assembly, so that the running vibration of the whole machine is reduced; the cylinder cover (36) adopts a built-in unloading device, and unloads high-pressure gas in the secondary exhaust cavity (32) when the compressor stops working by adopting a differential piston unloading valve and utilizing the air pressure difference between the primary exhaust cavity (37) and the secondary exhaust cavity (32).

2. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: a motor spindle of a high-efficiency motor (29) drives an elastic body (25) to flexibly transmit to a driven end (24) of a coupler through a bolt (27) and a taper hole matched with a driving end (26) of an internal coupler, a crank throw is arranged at an eccentric position of the driven end, and the crank throw is fixed on a crank at the rear side of a crankshaft (19) through a taper hole matched with a positioning half-round key (23) and a bolt (21).

3. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the crankshaft (19) is arranged in the crankcase (22) through a bearing double-row rolling bearing (20), and the inside of the front-side crank is connected with the driving end (6) of the magnetic coupling through a bolt (18) and a flat key (17).

4. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the crank on the crank shaft (19) is connected with the driving end (6) of the magnetic coupling by adopting taper hole interference fit or pins or bolts.

5. An electrically driven oil-free air compressor for vehicles as claimed in claim 3, wherein: the inner wall of the driving end (6) of the magnetic coupling is provided with a permanent magnet (16), and the magnetic poles of two adjacent magnets are arranged oppositely.

6. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the crank end part of the crank shaft (19) is connected with the driven end (10) of the magnetic coupling, and the outer circle of the driven end is provided with two adjacent permanent magnets (7) with opposite magnetic poles.

7. An electrically driven oil-free air compressor for vehicles as claimed in claim 6, wherein: the driven end (10) of the magnetic coupling is fixed on the front end cover of an intercooler (15) through a maintenance-free bearing (8), and an oil seal (12) is arranged on the outer side of the bearing.

8. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the piston cylinder (3) is fixed on the crankcase (22), and a valve plate (33) is arranged above the piston cylinder.

9. An electrically driven oil-free air compressor for vehicles as claimed in claim 8, wherein: a low-pressure exhaust valve plate (39) and a high-pressure exhaust valve plate (31) are arranged above the valve plate (33), and an exhaust stroke limiting plate (35) is arranged on the low-pressure exhaust valve plate (39).

10. An electrically driven oil-free air compressor for vehicles as claimed in claim 8, wherein: a high-pressure air inlet valve plate (2) is arranged below the valve plate (33); a cylinder cover (36) is arranged on the outer side of the valve plate (33).

11. An electrically driven oil-free air compressor for vehicles as claimed in claim 10, wherein: exhaust ports are arranged on the front side and the rear side of the cylinder cover (36), an exhaust joint (38) is arranged at the rear side exhaust port, and a safety valve (1) is arranged at the front side exhaust port.

12. An electrically driven oil-free air compressor for vehicles as claimed in claim 10, wherein: the cylinder cover (36) and the valve plate (33) form three chambers, namely a first-stage exhaust chamber (37), a second-stage air inlet chamber (30) and a second-stage exhaust chamber (32).

13. An electrically driven oil-free air compressor for vehicles as claimed in claim 12, wherein: the primary exhaust cavity (37) and the secondary air inlet cavity (30) are communicated with an air passage of the intercooler (15) through an air passage formed by the valve plate (33), the piston cylinder (3) and the crankcase (22).

14. An electrically driven oil-free air compressor for vehicles as claimed in claim 7, wherein: the intercooler (15) is fixed to the crankcase (22) by a breather bolt (14).

15. An electrically driven oil-free air compressor for vehicles as claimed in claim 7 or 14, wherein: the upper part of the intercooler (15) is provided with a flow guide sleeve (4); the front part of the intercooler (15) is provided with a protective mesh enclosure (11); a cooling fan (13) is disposed inside the intercooler (15).

16. An electrically driven oil-free air compressor for vehicles as claimed in claim 7 or 14, wherein: the intercooler (15) is fixed to the crankcase (22) by four inner breather bolts (14).

17. An electrically driven oil-free air compressor for vehicles as claimed in claim 7 or 14, wherein: a cooling fin (44) is arranged in the intercooler (15).

18. An electrically driven oil-free air compressor for vehicles as claimed in claim 7 or 14, wherein: the upper side of the intercooler (15) is provided with an opening, and the other three sides except the opening of the radiating fin (44) are all closed airflow channels (42).

19. An electrically driven oil-free air compressor for vehicles as claimed in claim 15, wherein: the cooling fan (13) is a centrifugal fan or an axial fan.

20. An electrically driven oil-free air compressor for vehicles as claimed in claim 15, wherein: the cooling fan (13) is fixed on the driven end (10) of the magnetic coupling through a bolt (9) or by adopting interference press fitting or a key or a pin.

21. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: air inlet joints (43) are arranged on two sides of the crankcase (22).

22. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the crankcase (22) is internally provided with turbulence deep reticulation.

23. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the crankcase (22) is provided with a bracket, and the bracket is provided with a rubber damping pad (28).

24. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: the high-pressure piston assembly (5) is arranged in an outer cylinder hole of the piston cylinder (3).

25. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: piston side surfaces of the high-pressure piston assembly (5) and the low-pressure piston assembly (41) are respectively provided with a piston ring and a guide ring which are made of composite PTFE and PEEK self-lubricating materials.

26. An electrically driven oil-free air compressor for vehicles as claimed in claim 1, wherein: a connecting rod big end and a connecting rod small end are respectively arranged on the high-pressure piston assembly (5) and the low-pressure piston assembly (41), and the connecting rod big ends are respectively provided with a self-lubricating rolling bearing and are arranged on cranks corresponding to the crankshafts (19); the small end of the connecting rod is provided with a needle bearing, two sides of the needle bearing are provided with oil seals, a piston pin is arranged in the bearing, a lubricating oil is stored in an oil storage tank arranged in the piston pin and is sealed through a set screw, and two ends of the piston pin are sleeved with vibration-damping heat-insulating sleeves and are placed on the piston through bolts.

27. An on-board vehicle electrically-driven oil-free air compressor as claimed in claim 1, 25 or 26, wherein: an air inlet valve plate is further arranged on the piston of the low-pressure piston assembly (41).

28. An on-board vehicle electrically-driven oil-free air compressor as claimed in claim 1, 25 or 26, wherein: the piston of the low-pressure piston assembly (41) is made of aluminum alloy; the piston of the high-pressure piston assembly (5) is made of cast iron or cast steel.