CN220622095U - Air compressor, air brake system and vehicle - Google Patents

Abstract

The utility model relates to the technical field of vehicle control systems, in particular to an air compressor, an air brake system and a vehicle. The air compressor comprises a machine body part, a crankshaft part, a piston part and a connecting rod part, wherein the crankshaft part is rotatably arranged on the machine body part, the piston part is arranged in the machine body part, a compression air cavity is formed between one end of the piston part and the machine body part, the connecting rod part comprises a piston connecting section and a crankshaft connecting section, the piston connecting section is connected with the other end of the piston part, the crankshaft connecting section is connected with the crankshaft part, and the piston connecting section and the crankshaft connecting section can generate relative displacement along the radial direction of the crankshaft part. According to the air compressor disclosed by the utility model, the piston connecting section and the crankshaft connecting section can generate relative displacement along the radial direction of the crankshaft part, namely, the length of the connecting rod part is changed, and the compression ratio and the displacement are adjusted to adapt to actual requirements, so that the energy-saving effect is achieved. This design can reduce the engine power wasted under unnecessarily high compression ratio conditions, thereby significantly improving overall energy efficiency.

Description

Air compressor, air brake system and vehicle

Technical Field

The utility model relates to the technical field of vehicle control systems, in particular to an air compressor, an air brake system and a vehicle.

Background

Air compressors are key devices widely used in various industrial fields, and have a main function of compressing gas to provide desired compressed air or other gas. With the development of industrialization progress and technology, the air compressor is increasingly widely required, for example, in the field of commercial vehicle braking, the air compressor is mostly adopted to provide high-pressure gas for the air brake system to drive the air brake system to work.

Most of the conventional air compressors are of a fixed displacement type, which means that their compression capacities are preset and cannot be adjusted according to actual demands. This design is adequate for many applications, but is not flexible in certain specific situations, such as those where the demand is changing greatly or where an accurate control of the compressed gas output is required (e.g. in the field of air brake actuation).

Currently, in order to achieve energy saving and emission reduction, methods such as air intake unloading and clutch type air compressors have been proposed. However, these methods have limitations. For example, intake unloading is mainly applicable to double-cylinder air compressors, but is not applicable to single-cylinder air compressors. While the clutch type air compressor can disconnect the air compressor from driving when no inflation is needed, the clutch type air compressor has the advantages of complex structure, high cost and possibly reliability.

Most existing air compressors employ a fixed piston stroke design, which means that their compression ratio is fixed. When no inflation is needed, the single-cylinder air compressor can still be driven by the engine to perform unnecessarily large compression ratio compression, which not only wastes a large amount of energy, but also can cause excessive wear and other potential problems of the air compressor.

Disclosure of Invention

The utility model aims to at least solve the problem that the exhaust air quantity of an air compressor is quantitative. The aim is achieved by the following technical scheme:

a first aspect of the present utility model proposes an air compressor comprising:

a body section;

a crank part rotatably mounted on the body part;

the piston part is arranged in the machine body part, and a compression air cavity is formed between one end of the piston part and the machine body part;

the connecting rod portion, connecting rod portion includes piston connecting section and bent axle connecting section, the piston connecting section is connected the other end of piston portion, the bent axle connecting section is connected Qu Zhoubu, along the radial of bent axle portion, the piston connecting section with the bent axle connecting section can produce relative displacement.

According to the air compressor disclosed by the utility model, the connecting rod part is divided into two sections, namely the piston connecting section and the crankshaft connecting section, and the piston connecting section and the crankshaft connecting section can generate relative displacement along the radial direction of the crankshaft part, namely the length of the connecting rod part is changed, when the length of the connecting rod part is changed, the volume of the compression air cavity is also changed along with the length of the connecting rod part, and the compression ratio and the exhaust capacity are further adjusted to adapt to actual requirements, so that the energy-saving effect is achieved. This design can reduce the engine power wasted under unnecessarily high compression ratio conditions, thereby significantly improving overall energy efficiency. The operation pressure of the air compressor can be reduced by adjusting the compression ratio, so that the oil channeling phenomenon is reduced. In addition, the machine wear is reduced, so that the consumption rate of the engine oil is reduced to a certain extent. Compared with the traditional energy-saving and emission-reducing scheme (such as air inlet unloading and clutch type air compressor), the technical scheme has simpler structure and lower cost, so that the energy-saving and emission-reducing scheme has more economic benefits in practical application.

In addition, the air compressor according to the utility model can also have the following additional technical characteristics:

in some embodiments of the present utility model, the air compressor further includes a motor accommodated in the connecting rod portion, threads are provided on an outer circumferential surface of an output shaft of the motor, a threaded through hole is provided on the piston connecting section, a part of the motor is fixed in the crankshaft connecting section, the output shaft is screwed with the threaded through hole, and rotation of the output shaft drives the piston connecting section and the crankshaft connecting section to generate relative displacement.

In some embodiments of the present utility model, a receiving cavity is provided in the piston connecting section, and the threaded through hole communicates with the receiving cavity.

In some embodiments of the utility model, the crankshaft connecting section is provided with a guide rod, the piston connecting section is provided with a guide groove, the guide groove is arranged along the moving direction of the piston connecting section relative to the crankshaft connecting section, and the guide rod is matched with the guide groove in a sliding way.

In some embodiments of the utility model, a control device is further included, the control device being electrically connected to the motor.

In some embodiments of the utility model, the piston comprises a piston pin, and the piston connecting section is connected with the piston part through the piston pin.

In some embodiments of the utility model, the crankshaft connecting section comprises a first section and a second section that are detachably connected, the first section and the second section being connected by a connecting bolt.

In some embodiments of the present utility model, the piston portion includes a piston ring and a piston body, the piston ring being provided in a circumferential direction of the piston body.

A second aspect of the present utility model proposes an air brake system comprising:

the air compressor;

the air storage cylinder is communicated with the air compressor;

the brake is communicated with the air cylinder;

and the brake pedal is electrically connected with the brake.

A third aspect of the utility model proposes a vehicle comprising an air-brake braking system as described above.

Drawings

Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the utility model. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:

fig. 1 schematically shows a partial cross-sectional elevation view of an air compressor according to an embodiment of the present utility model;

fig. 2 schematically illustrates a partial cross-sectional right side view of an air compressor according to a first embodiment of the present utility model;

fig. 3 schematically shows a partial cross-sectional right view of an air compressor according to a second embodiment of the present utility model;

fig. 4 schematically illustrates a partial cross-sectional right view of an air compressor according to a third embodiment of the present utility model;

fig. 5 schematically shows a schematic structural view of a piston portion and a connecting rod portion according to an embodiment of the present utility model;

FIG. 6 schematically illustrates a partial cross-sectional elevation view of a piston portion and a connecting rod portion in accordance with an embodiment of the present utility model;

fig. 7 schematically shows a right side view of the piston part and the connecting rod part according to an embodiment of the utility model.

The reference numerals are as follows:

100. an air compressor; 101. compressing the air cavity;

10. a body section; 11. a cylinder cover; 12. a valve plate; 13. a cylinder;

20. a piston section; 21. piston rings; 22. a piston body;

30. a link portion; 31. a piston connecting section; 311. a receiving chamber; 312. a guide groove;

32. a crankshaft connecting section; 321. a first section; 3211. a motor mounting groove; 322. a second section; 323. a connecting bolt; 324. a guide rod;

33. a motor; 331. an output shaft; 34. a motor mounting bolt;

40. a drive gear; 50. a crank part; 60. a rear force taking port; 70. a piston pin.

Detailed Description

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "includes," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order described or illustrated, unless an order of performance is explicitly stated. It should also be appreciated that additional or alternative steps may be used.

Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

For ease of description, spatially relative terms, such as "inner," "outer," "lower," "below," "upper," "above," and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below … …" may include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions) and the spatial relative relationship descriptors used herein interpreted accordingly.

As shown in fig. 1 to 4, according to an embodiment of the present utility model, there is provided an air compressor 100, the air compressor 100 including a body portion 10, a crank portion 50, a piston portion 20, and a connecting rod portion 30, the crank portion 50 being rotatably mounted on the body portion 10, the piston portion 20 being provided inside the body portion 10, a compression air chamber 101 being formed between one end of the piston portion 20 and the body portion 10, the connecting rod portion 30 including a piston connecting section 31 and a crank connecting section 32, the piston connecting section 31 being connected to the other end of the piston portion 20, the crank connecting section 32 being connected to the crank portion 50, the piston connecting section 31 and the crank connecting section 32 being capable of relative displacement in a radial direction of the crank portion 50.

According to the air compressor 100 of the present embodiment, the connecting rod portion 30 is divided into two sections, namely, the piston connecting section 31 and the crankshaft connecting section 32, and the piston connecting section 31 and the crankshaft connecting section 32 can be relatively displaced in the radial direction of the crankshaft portion 50, that is, the length of the connecting rod portion 30 is changed. The present embodiment has the following advantages:

1. the energy-saving effect is obvious: by changing the length of the connecting rod part 30 of the air compressor 100, the volume of the compression air cavity 101 is changed due to the change of the length of the connecting rod part 30, so that the compression ratio and the displacement can be adjusted in real time to adapt to the actual requirements, and the energy-saving effect is achieved. This design can reduce the engine power wasted under unnecessarily high compression ratio conditions, thereby significantly improving overall energy efficiency.

2. Reducing the consumption of engine oil and oil channeling phenomenon: adjusting the compression ratio may reduce the operating pressure of the air compressor 100, thereby reducing oil channeling. In addition, in the longest case of the connecting rod portion 30, the stroke of the piston portion 20 is the shortest, and at this time, the machine wear is reduced, and the oil consumption rate is also reduced to some extent.

3. Adaptability and commonality are strong: the mode of adjusting the length of the link portion 30 of this embodiment is applicable not only to a single-cylinder air compressor, but also to a double-cylinder or multi-cylinder air compressor. This means that it can be used in a wide variety of vehicle and industrial applications, providing greater flexibility.

4. Reducing failure rate and improving reliability: the reduced stroke of the piston reduces wear of the connecting rod portion 30 at its longest, while the reduced compression ratio reduces operating temperature, which all contribute to improved reliability of the components. As the working pressure and wear rate of the individual components are reduced, the overall failure rate is also significantly reduced.

5. Structural simplification and cost optimization: compared with the traditional energy-saving and emission-reduction scheme (such as air inlet unloading and clutch type air compressor), the technical scheme does not need to arrange a clutch, and has simpler structure and lower cost. This makes it more economical in practical applications.

6. The environmental protection benefit is obvious: by reducing energy waste and oil consumption, the present embodiment is not only economical but also environmental friendly. Reduced fuel consumption means reduced carbon emissions, which helps to reduce environmental pollution.

In summary, the present embodiment provides a simple, efficient and economical method for automotive and industrial applications, aimed at improving the efficiency, reducing the running cost and improving the reliability and life of the air compressor 100.

In some embodiments, the piston connecting section 31 and the crankshaft connecting section 32 can generate relative displacement because of the motor 33 accommodated in the connecting rod portion 30, threads are arranged on the outer circumferential surface of the output shaft 331 of the motor 33, the piston connecting section 31 is provided with a threaded through hole, part of the motor 33 is fixed in the crankshaft connecting section 32, the output shaft 331 is in threaded connection with the threaded through hole, and rotation of the output shaft 331 can drive the piston connecting section 31 and the crankshaft connecting section 32 to generate relative displacement.

Specifically, as shown in fig. 5 to 7, the piston connecting section 31 is provided with a receiving chamber 311 inside. One end of the threaded through hole which is not screwed with the output shaft 331 communicates with the accommodating chamber 311. The housing 311 is provided to house the output shaft 331 of the motor 33, and allows the output shaft 331 to have a sufficient expansion space.

Specifically, the crankshaft connecting section 32 is provided with a motor mounting groove 3211, the motor 33 is fixed in the motor mounting groove 3211 by a motor mounting bolt 34, and the crankshaft connecting section 32 is connected with the crankshaft fixedly, so that the output shaft 331 rotates, and the piston connecting section 31 is far away from the crankshaft connecting section 32.

It will be appreciated that the crankshaft connecting section 32 is provided with a guide rod 324, the piston connecting section 31 is provided with a guide groove 312, the guide groove 312 is provided in the direction in which the piston connecting section 31 moves relative to the crankshaft connecting section 32, and the guide rod 324 slidably engages with the guide groove 312.

Specifically, two guide rods 324 are provided at the top of the crankshaft connecting section 32, and the two guide rods 324 are symmetrically arranged along the axial direction of the crankshaft connecting section 32. Two guide grooves 312 are formed in the circumferential direction of the piston connecting section 31, each guide groove 312 accommodates one guide rod 324, and when the relative displacement occurs, the guide rods 324 and the guide grooves 312 cooperate to generate a guide effect.

In some embodiments, the piston connecting section 31 and the crankshaft connecting section 32 are capable of relative displacement because the connecting rod portion 30 further includes a hydraulic rod, a portion of which is fixed within the crankshaft connecting section 32, an end of which is connected to the piston connecting section 31, and the hydraulic rod telescoping control piston connecting section 31 and the crankshaft connecting section 32 are capable of relative displacement.

It will be appreciated that the air compressor 100 further includes a control device electrically connected to the motor 33, wherein the control device is configured to adjust the number of turns of the motor 33 according to the air pressure of the whole vehicle, and the number of turns of the motor 33 is adjusted to adjust the relative displacement between the crankshaft connecting section 32 and the piston connecting section 31.

Specifically, the control device may be an ECU (electronic control unit for an automobile), and in the first embodiment (as shown in fig. 2), when the ECU detects that the air pressure of the whole automobile is lower than 0.8MPa, the ECU controls the link motor 33 to rotate, and controls the stroke-adjustable link to be in the longest state, so as to implement rapid inflation. In the second embodiment (as shown in fig. 4), when the ECU detects that the air pressure of the whole vehicle reaches a set value (generally 1.0 to 1.2MPa, and different requirements of different whole vehicles), the ECU controls the link motor 33 to rotate, controls the adjustable stroke link to be in the shortest state, and minimizes the compression ratio and the displacement, thereby realizing energy-saving and oil consumption reduction, and simultaneously, reducing the compression ratio and the displacement, and also reducing the failure rate of the engine (reducing the stroke of the piston, reducing the wear, reducing the compression ratio, reducing the temperature of the exhaust, improving the reliability of parts, reducing the vacuum degree during air suction, and reducing the oil channeling). In the third embodiment (as shown in fig. 3), when the ECU detects that the air pressure of the whole vehicle is greater than 0.8MPa but less than the set value, the connecting rod motor 33 is controlled to rotate, and the stroke-adjustable connecting rod is controlled to be in an intermediate state for slow inflation. The engine throttle can be accurately controlled according to the change condition of the engine throttle, so that the energy conservation and the oil consumption reduction to the greatest extent are realized. Through the accurate control of ECU, can adjust the length of connecting rod rapidly to adapt to different operating conditions and demands. This provides the possibility to optimize the working state in real time, further improving the efficiency. It should be noted that the ECU controls the rotation of the motor 33 without an algorithm, and in this embodiment, the ECU is similar to an electronic control switch, and selects how many turns the fixed gear control motor 33 rotates according to the air pressure to achieve the maximum relative displacement, the minimum relative displacement, or the intermediate relative displacement.

It will be appreciated that the air compressor 100 further includes a piston pin 70, the piston connecting section 31 is provided with a piston connecting hole, the piston pin 70 is provided in the piston connecting hole, and the piston portion 20 is connected to the piston connecting section 31 through the piston pin 70.

It is understood that the crankshaft connecting section 32 includes a first section 321 and a second section 322 that are detachably connected, and that the first section 321 and the second section 322 are connected by a connecting bolt 323. The crankshaft connecting section 32 is provided as a first section 321 and a second section 322 for facilitating the installation and removal of the crankshaft portion 50.

It is to be understood that the piston portion 20 includes a piston ring 21 and a piston body 22, and the piston ring 21 is provided in the circumferential direction of the piston body 22. The piston ring 21 is provided in the circumferential direction of the piston body 22, and ensures air tightness. In addition, the piston ring 21 also reduces the direct contact between the piston body 22 and the cylinder 13 to some extent, thereby serving to reduce wear.

It is to be understood that the body 10 includes a cylinder head 11, a cylinder block 13, and a valve plate 12, the top of the cylinder block 13 is provided with the cylinder head 11, the valve plate 12 is provided between the cylinder head 11 and the cylinder block 13, and a compression air chamber 101 is formed between the top of the piston 20 and the valve plate 12.

It will be appreciated that the air compressor 100 also includes a drive gear 40 and a rear take-off port 60. The middle part of the crankshaft part 50 is connected with the crankshaft connecting section 32, one end of the crankshaft part 50 is connected with the driving gear 40, the driving gear 40 drives the crankshaft part 50 to rotate, and the other end of the crankshaft part 50 is connected with the rear power taking port 60 for transmitting kinetic energy to other components.

It will be appreciated that the top of the compression chamber 101 is provided with an oil ring and an oil ring for sealing the piston portion 20 and the compression chamber 101.

It is understood that the air compressor 100 further includes a dust collecting filter screen disposed at an air inlet of the air compressor 100 to help filter impurities and dust in the air.

The embodiment also provides an air brake braking system, comprising:

the air compressor 100 is the heart of an air brake system, and is responsible for providing compressed air for the whole system. When the air pressure of the system is lower than the set value, the air compressor 100 is automatically started to compress the external air and send the compressed air into the air storage cylinder.

The air receiver is used for storing compressed air provided by the air compressor 100. This ensures that there is sufficient compressed air available in the system when braking is required. The output port of the air compressor 100 is directly connected with the air reservoir, and compressed air is delivered to the air reservoir through a brake air path. When the air pressure in the air reservoir is below a certain threshold, the air compressor 100 is automatically activated to maintain the desired air pressure.

A brake including a brake valve and a brake chamber, the brake chamber being a place where braking force is generated. When compressed air enters the brake chamber, the piston is pushed, causing the brake pads to squeeze the brake drum or disc, generating braking force. The compressed air controlled by the brake valve will flow directly to the brake chamber. When the driver depresses the brake pedal, the brake valve opens and compressed air in the reservoir flows into the brake chamber.

A brake pedal, and a driver controls a brake valve by stepping on the brake pedal, thereby controlling the amount and speed of air flowing to the brake chamber, and thus controlling the braking force. The brake pedal is electrically connected to the brake valve to allow compressed air in the reservoir to flow into the brake chamber.

It will be appreciated that the air brake system further comprises:

an air dryer, the function of which is to remove moisture and impurities in the compressed air, thereby ensuring reliability and efficiency of the brake system.

And an ABS control unit which prevents the wheels from locking up during emergency braking, thereby maintaining the rotation of the wheels and maintaining the directional stability of the vehicle.

The brake air circuit is a pipeline connected with the whole air brake system and is responsible for transmitting compressed air from one component to the other component.

And the air release valve is arranged at the bottom of the air cylinder and is used for discharging moisture and other sediments.

A pressure switch for monitoring the air pressure in the system and sending a warning or activating the relevant system when the air pressure is below or above a prescribed range.

The embodiment also provides a vehicle comprising the air brake system.

The present utility model is not limited to the above-mentioned embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present utility model are intended to be included in the scope of the present utility model. Therefore, the protection scope of the utility model is subject to the protection scope of the claims.

Claims (10)

1. An air compressor, comprising:

a body section;

a crank part rotatably mounted on the body part;

the piston part is arranged in the machine body part, and a compression air cavity is formed between one end of the piston part and the machine body part;

the connecting rod portion, connecting rod portion includes piston connecting section and bent axle connecting section, the piston connecting section is connected the other end of piston portion, the bent axle connecting section is connected Qu Zhoubu, along the radial of bent axle portion, the piston connecting section with the bent axle connecting section can produce relative displacement.

2. The air compressor of claim 1, further comprising a motor received within the connecting rod portion, wherein threads are provided on an outer circumferential surface of an output shaft of the motor, wherein the piston connecting section is provided with threaded through holes, wherein a portion of the motor is fixed within the crankshaft connecting section, wherein the output shaft is threadedly engaged with the threaded through holes, and wherein rotation of the output shaft drives the piston connecting section and the crankshaft connecting section to undergo relative displacement.

3. The air compressor of claim 2, wherein a receiving chamber is provided in the piston connecting section, and the threaded through hole communicates with the receiving chamber.

4. An air compressor according to any one of claims 1-3, wherein the crankshaft connecting section is provided with a guide rod, the piston connecting section is provided with a guide groove, the guide groove is arranged along the direction in which the piston connecting section moves relative to the crankshaft connecting section, and the guide rod is slidably engaged with the guide groove.

5. An air compressor according to claim 2 or 3, further comprising a control device electrically connected to the motor.

6. An air compressor according to any one of claims 1-3, further comprising a piston pin, the piston connecting section connecting the piston portion by the piston pin.

7. An air compressor according to any one of claims 1-3, wherein the crankshaft connecting section comprises a first section and a second section that are detachably connected, the first section and the second section being connected by a connecting bolt.

8. An air compressor according to any one of claims 1 to 3, wherein the piston portion includes a piston ring and a piston body, the piston ring being provided in a circumferential direction of the piston body.

9. An air brake system, comprising:

the air compressor of any one of claims 1-8;

the air storage cylinder is communicated with the air compressor;

the brake is communicated with the air cylinder;

and the brake pedal is electrically connected with the brake.

10. A vehicle comprising an air brake system according to claim 9.