EP2505838A1 - Piston compressor - Google Patents

Piston compressor Download PDF

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Publication number
EP2505838A1
EP2505838A1 EP11002717A EP11002717A EP2505838A1 EP 2505838 A1 EP2505838 A1 EP 2505838A1 EP 11002717 A EP11002717 A EP 11002717A EP 11002717 A EP11002717 A EP 11002717A EP 2505838 A1 EP2505838 A1 EP 2505838A1
Authority
EP
European Patent Office
Prior art keywords
crank
crankshaft
pin
crank pin
piston compressor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11002717A
Other languages
German (de)
French (fr)
Other versions
EP2505838B1 (en
Inventor
Peter Mißfeldt
Peter Dahms
Wolfgang Wiegers
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JP Sauer and Sohn Machinenbau GmbH
Original Assignee
JP Sauer and Sohn Machinenbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by JP Sauer and Sohn Machinenbau GmbH filed Critical JP Sauer and Sohn Machinenbau GmbH
Priority to ES11002717.4T priority Critical patent/ES2449700T3/en
Priority to EP11002717.4A priority patent/EP2505838B1/en
Priority to IN965DE2012 priority patent/IN2012DE00965A/en
Priority to US13/435,566 priority patent/US8939047B2/en
Priority to CN2012101018060A priority patent/CN102734128A/en
Publication of EP2505838A1 publication Critical patent/EP2505838A1/en
Application granted granted Critical
Publication of EP2505838B1 publication Critical patent/EP2505838B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F04B39/0094—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00 crankshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/006—Crankshafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2173—Cranks and wrist pins
    • Y10T74/2174—Multiple throw
    • Y10T74/2175—Sectional

Definitions

  • the invention relates to a reciprocating compressor.
  • crank mechanism It is common practice to drive reciprocating compressors via a crank mechanism.
  • the movement coupling of a piston of the reciprocating compressor with a crankshaft takes place via a connecting rod mounted on a crankpin of the crankshaft.
  • the connecting rod bearing is usually designed as an oil-lubricated slide bearing.
  • crankshaft In dry-running reciprocating compressors, the use of such oil-lubricated plain bearings is not possible. Here instead rolling bearings must be used as a rod bearing.
  • the crankshaft can be made in several parts, ie as a so-called built crankshaft. After mounting the bearings, the individual parts of the crankshaft are assembled into the complete crankshaft.
  • the invention has for its object to provide a reciprocating compressor with a multi-part crankshaft whose parts can be releasably connected to each other in a simple and cost-effective manner.
  • the piston compressor according to the invention has at least one piston motion-coupled to a crankshaft.
  • the crankshaft is formed at least in two parts.
  • such a division of the crankshaft is expediently provided, wherein at least a first part of the crankshaft in the unassembled state of the crankshaft forms a free end of a crank pin of the crankshaft, while on the second part of the crankshaft, a crankshaft adjacent to the crankpin is formed.
  • All parts of the crankshaft may be formed, for example, as cast or forged parts.
  • the free end of the first part of the crankshaft makes it possible to arrange a rolling bearing on the crankpin before assembling the crankshaft.
  • the at least two parts of the crankshaft are connected to each other by means of a conical connection. Accordingly, manufacturing technology simply the end of one of the parts to be joined together cone-shaped or frustoconical and formed the other part corresponding to a hollow cone-shaped recess Mistake. To connect the two parts, the first part is simply inserted with the conical end in the hollow cone-shaped recess of the second part and the two parts then clamped together, with the two parts center in the axial direction itself and only one component to the other component in terms the required angular orientation of the two adjoining the Hupzapfen crank webs must be aligned.
  • the inventive design of the crankshaft not only allows a quick and easy initial assembly of the crankshaft but also later disassembly for maintenance or repair purposes.
  • crank pin and a crank arm of the crankshaft are connected by means of the conical connection.
  • one end of a first part of the crankshaft is formed by a crank pin, while a crank arm forms one end of a second part of the crankshaft.
  • the free end of the crank pin preferably tapers conically, while on the crank arm, which forms an end of the second part of the crankshaft, a conical outside Recess is formed, which extends transversely to the longitudinal extent of the crank arm.
  • the first and the second part of the crankshaft can be screwed together.
  • the conical connection forming areas of crank pin and crank arm are braced by means of a screw.
  • This screw is suitably arranged and aligned so that it pulls the conical end of the crank pin in the formed on the crank arm training in a screwing to tighten the conical connection.
  • crank pin In a tensioned by screw conical connection between crank pin and crank arm an embodiment is preferred in which the screw engages through the crank arm in the axial direction of the crank pin and engages in an end portion of the crank pin. That is, in the crank pin, a threaded blind hole is preferably formed, while in the crank arm, a through hole is formed, which extends completely through the crank arm in the axial direction of the crank pin and transverse to the longitudinal extent of the crank arm.
  • the through hole formed on the crank web and the threaded blind hole formed on the crank pin are in alignment, so that a screw guided through the through bore of the crank web can now be screwed into the threaded blind hole of the crank pin , Where a head of the screw coming to rest on the crank arm presses the crank arm against the crank pin and braces the crank arm with the crank pin.
  • the through-hole preferably has a larger diameter than the screw, so that it has play in the through hole and centering takes place via the conical connection.
  • the screw preferably engages centrally in the crank pin. Accordingly, a center axis of the crank pin and a center axis of the threaded bolt hole formed on the crankpin coincide.
  • the screw forms an axis of rotation about which the second part of the crankshaft with the crank arm can be rotated relative to the first part of the crankshaft with the crank pin and vice versa for the exact alignment of the first part relative to the second part with not yet completely screwed screw.
  • crank arm and crank pin is advantageously secured by means of an additional rotation.
  • the rotation is suitably formed by form-fitting elements which engage at the same time in the crank arm and the crank pin substantially transversely to a possible direction of rotation of the second part of the crankshaft relative to the first part.
  • At least one of the crank arm by cross and engaging in the crank pin locking pin forms the rotation.
  • a bore is expediently formed on the crank web and formed on the crank pin a blind hole, the blind hole on the crank pin with proper alignment of the first part of the crankshaft relative to its second part in direct extension to the bore on the crank arm, i. Is arranged coaxially with the bore of the crank arm.
  • the at least one locking pin radially spaced from the screw axially parallel to the crank pin engages the crank arm and engages in the crank pin. Accordingly, the locking pin is guided in a bore extending from the side facing away from the crankpin side of the crank arm laterally next to the screw for bracing the two parts of the crankshaft and parallel to a longitudinal axis of this screw and extending parallel to the central axis of the crank pin through the crank arm and into the crank pin adjacent thereto.
  • the locking pin is arranged axially parallel to the crank pin, it is also arranged axially parallel to a rotational axis of the crankshaft. This is advantageous in that the locking pin is aligned transversely to the moments to be transmitted.
  • two locking pins are preferably provided. These two locking pins are advantageously aligned axially parallel to the crank pin and preferably arranged such that they engage in the crank pin diametrically opposite one another.
  • the leading through the crank arm in the crank pin bores for receiving the locking pins both extend in a plane in which the central axis of the crank pin lies, wherein the two locking pins are arranged on two opposite sides of the central axis of the crank pin and preferably each one same Distance from the central axis of the journal.
  • the bore for receiving the at least one securing pin is preferably made after the assembly of the conical connection, i. formed after the alignment of the two parts of the crankshaft and their tension with each other.
  • the bore in the crank arm and the blind hole in the crank pin can be formed simultaneously aligned with each other.
  • the bore or holes for receiving the locking pin or the locking pins are thus prepared when the two parts of the crankshaft have their final position to each other.
  • they can then each be made quickly and easily in one drilling operation.
  • adjusting surfaces are to each of the parts to be interconnected with the crankshaft relative alignment of these parts formed to each other.
  • These adjusting surfaces are each flat surfaces on an outer side of these parts of the crankshaft, which are arranged so that the parts of the crankshaft to be joined together, when the Justier vom rest on a flat reference surface, exactly the required orientation to each other.
  • the reciprocating compressor is a two-stage, dry-running reciprocating compressor with two cylinders 3 and 5. To drive the piston arranged in these cylinders 3 and 5, the latter are each connected via an unillustrated connecting rod with the In Fig. 2 shown crankshaft motion coupled.
  • crankshaft journals 2 and 4 which define an axis of rotation A of the crankshaft.
  • crankshaft has two cranks 6 and 8.
  • the first crank 6 of the crankshaft directly adjoining the shaft journal 2 is formed by two crank webs 10 and 12 projecting radially outwards with respect to the shaft journals 2 and 4, which are connected via a crank pin 14 whose central axis B radially from the common center axis A of the shaft journal 2 and 4 is spaced apart, are interconnected.
  • the second crank 8 is from the crank arm 12, a further parallel to the crank arm 12 aligned crank arm 16 and a crank webs 12 and 16 connecting crank pin 18 is formed.
  • a central axis C of the crank pin 18 is radially spaced in the opposite direction to the center axis B of the crank pin 14 from the central axis A of the shaft journals 2 and 4.
  • the crankshaft is formed in three parts.
  • the shaft journal 2 and the crank arm 10 form a first part of the crankshaft
  • the crank pin 14 with the crank arm 12 and the crank pin 18 a second part of the crankshaft and the crank arm 16 and the shaft journal 4, a third part of the crankshaft.
  • the three parts of the crankshaft are each connected by means of conical connections.
  • the three-part design of the crankshaft makes it possible to mount roller bearings on the crank pins 14 and 18.
  • an end portion 20 of the crank pin 14 tapers conically.
  • a recess 22 is formed on the crank arm 10 on the side remote from the shaft journal 2, which also tapers conically.
  • the crank pin 14 engages with its end portion 20 in the formed on the crank arm 10 recess 22 a. In this position, the crank pin 14 is clamped to the crank arm 10 with a screw 24.
  • this screw 24 extends through the crank web 10 and engages in the crank pin 14 at the front side.
  • a bore 26 is formed on the crank web 10, which extends transversely to the longitudinal extent of the crank arm 10 through the crank web 10 therethrough.
  • a shaft 2 facing the end portion 29 of the bore 26 is formed radially widened and serves to receive a screw head of the screw 24 designed as a hexagon socket screw.
  • alignment surfaces 30 and 32 are formed on the crank webs 10 and 12, respectively, on an outer side aligned substantially transversely to the central axis B of the crank pin 14. With proper alignment of the first and second parts of the crankshaft, the alignment surfaces 30 and 32 lie flat on a flat, not shown, reference surface.
  • the connection of the crank pin 14 with the crank arm 10 is secured by means of a rotation.
  • the anti-rotation is formed by two locking pins 34 and 36, which is arranged in each case in a crank arm 10 by breaking and engaging in the crank pin 14 bore.
  • the locking pin 34 is disposed in a bore 38 and the locking pin 36 in a bore 40.
  • the central axes of the holes 38 and 40 are in a common plane with the central axis B of the crank pin 14, wherein the holes 38 and 40 on opposite sides of the screw 24 and radially spaced from the screw 24 are arranged diametrically opposite one another.
  • the bores 38 and 40 are formed for receiving the locking pins 34 and 36 in the assembled, shown in the drawing state of the crankshaft, ie when the second part of the crankshaft with the crank pin 14 with the first part of the crankshaft with the Crankshaft 10 are clamped together by means of the screw 24 and the first and the second part of the crankshaft have the required relative orientation to each other.
  • the portions of the bores 38 and 40 provided in the crank web 10 and in the crank pin 14 can each be formed jointly in one drilling operation.
  • the conical connection between the second and the third part of the crankshaft substantially corresponds to the conical connection between the first and the second part of the crankshaft.
  • a side facing away from the crank arm 12 end portion 42 of the crank pin 18 tapers conically.
  • a hollow conical recess 44 is formed on the crank web 16 on the side remote from the shaft journal 4, in which engages the conical end portion 42 of the crank pin 18.
  • a screw 46 which, like the screw 24, is designed as a hexagon socket screw
  • the second part of the crankshaft is clamped to the third part of the crankshaft.
  • a bore 48 is formed on the crank web 16 and a threaded blind hole 50 is formed on the crank pin 18 on the face side.
  • a common center axis of bore 48 and threaded blind hole 50 coincides with the central axis C of the crank pin 18.
  • an end portion 52 of the bore 48 facing away from the crank pin 18 is radially widened.
  • the connection of the crank pin 18 with the crank arm 16 is secured by means of a rotation in the form of locking pins 54 and 56 against unwanted rotational movement of the two parts relative to each other.
  • the locking pin 54 is in a bore 58 and the locking pin 56 is disposed in a bore 60.
  • the holes 58 and 60 are arranged at a radial distance on opposite sides of the screw 46 diametrically opposite one another.
  • the center axes of the holes 58 and 60 lie in a common plane with the central axis C of the crank pin 18.
  • the holes 58 and 60 are suitably formed in the assembled state of the crankshaft, namely, when the third part of the crankshaft is connected to the second part ,

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Compressor (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)

Abstract

The piston compressor has piston which is coupled in movement to crankshaft. The crankshaft is designed in two-part manner, such that the two components such as crank pin (14,18) and crank arm (10,16) of crankshaft are connected with each another via a cone connection. The combination of crank arm and crank pins is secured by rotation.

Description

Die Erfindung betrifft einen Kolbenverdichter.The invention relates to a reciprocating compressor.

Es ist allgemein üblich, Kolbenverdichter über einen Kurbeltrieb anzutreiben. Hierbei erfolgt die Bewegungskopplung eines Kolbens des Kolbenverdichters mit einer Kurbelwelle über ein an einem Hubzapfen der Kurbelwelle gelagertes Pleuel. Das Pleuellager ist in der Regel als ein ölgeschmiertes Gleitlager ausgebildet.It is common practice to drive reciprocating compressors via a crank mechanism. In this case, the movement coupling of a piston of the reciprocating compressor with a crankshaft takes place via a connecting rod mounted on a crankpin of the crankshaft. The connecting rod bearing is usually designed as an oil-lubricated slide bearing.

Bei trockenlaufenden Kolbenverdichtern, ist die Verwendung solcher ölgeschmierter Gleitlager nicht möglich. Hier müssen stattdessen Wälzlager als Pleuellager eingesetzt werden. Um diese montieren zu können, kann die Kurbelwelle mehrteilig, d.h. als so genannte gebaute Kurbelwelle ausgebildet sein. Nach der Montage der Lager werden die einzelnen Teile der Kurbelwelle zu der vollständigen Kurbelwelle zusammengebaut. In diesem Zusammenhang ist es bekannt, die Teile der Kurbelwelle miteinander zu verpressen, was allerdings den Nachteil hat, dass es dann nicht mehr ohne weiteres möglich ist, die Kurbelwelle wieder zu zerlegen, um z.B. ein auf einem Hupzapfen montiertes Lager ggfs. austauschen zu können. Des Weiteren ist es bekannt, die Teile einer mehrteilig ausgebildeten Kurbelwelle mittels einer Hirth-Verzahnung formschlüssig zu verbinden. In diesem Fall besteht die Möglichkeit, die Teile der Kurbelwelle in einfacher Weise wieder voneinander zu trennen, um z. B. ein auf dem Hupzapfen gelagertes defektes Wälzlager gegen ein neues zu ersetzen. Als nachteilig erweisen sich aber der verhältnismäßig große Fertigungsaufwand und die damit verbundenen vergleichsweise großen Kosten bei der Herstellung einer Hirth-Verzahnung. Vor diesem Hintergrund liegt der Erfindung die Aufgabe zugrunde, einen Kolbenverdichter mit einer mehrteilig ausgebildeten Kurbelwelle zu schaffen, deren Teile in einfacher und kostengünstiger Weise lösbar miteinander verbunden werden können.In dry-running reciprocating compressors, the use of such oil-lubricated plain bearings is not possible. Here instead rolling bearings must be used as a rod bearing. In order to mount these, the crankshaft can be made in several parts, ie as a so-called built crankshaft. After mounting the bearings, the individual parts of the crankshaft are assembled into the complete crankshaft. In this context, it is known to press the parts of the crankshaft together, but this has the disadvantage that it is no longer readily possible to disassemble the crankshaft again, for example, to be able to replace a mounted on a Hupenzapfen bearing , Furthermore, it is known to form-fit the parts of a multi-part crankshaft by means of a Hirth toothing. In this case, it is possible to easily separate the parts of the crankshaft from each other again, z. B. to replace a mounted on the Hupzapfen defective rolling bearing against a new one. However, the disadvantage is the relatively large production cost and the associated relatively high costs in the production of a Hirth toothing. Against this background, the invention has for its object to provide a reciprocating compressor with a multi-part crankshaft whose parts can be releasably connected to each other in a simple and cost-effective manner.

Gelöst wird diese Aufgabe durch einen Kolbenverdichter mit den in Anspruch 1 angegebenen Merkmalen. Vorteilhafte Weiterbildungen dieses Kolbenverdichters ergeben sich aus den Unteransprüchen, der nachfolgenden Beschreibung sowie der Zeichnung. Hierbei können gemäß der Erfindung die in den Unteransprüchen angegebenen Merkmale jeweils für sich, aber auch in technisch sinnvoller Kombination die erfindungsgemäße Lösung gemäß Anspruch 1 weiter ausgestalten.This object is achieved by a reciprocating compressor having the features specified in claim 1. Advantageous developments of this piston compressor will become apparent from the dependent claims, the following description and the drawings. In this case, according to the invention, the features specified in the dependent claims in each case, but also in a technically meaningful combination, the inventive solution according to claim 1 further.

Der erfindungsgemäße Kolbenverdichter weist mindestens einen mit einer Kurbelwelle bewegungsgekoppelten Kolben auf. Die Kurbelwelle ist zumindest zweiteilig ausgebildet. Hierbei ist zweckmäßigerweise eine solche Teilung der Kurbelwelle vorgesehen, bei der zumindest ein erstes Teil der Kurbelwelle im nicht zusammengebauten Zustand der Kurbelwelle ein freies Ende eines Hubzapfens der Kurbelwelle bildet, während an dem zweiten Teil der Kurbelwelle eine an den Hubzapfen angrenzende Kurbelwange ausgebildet ist. Alle Teile der Kurbelwelle können beispielsweise als Guss- oder Schmiedeteile ausgebildet sein. Das freie Ende des erstens Teils der Kurbelwelle ermöglicht es vor dem Zusammenbau der Kurbelwelle, an dem Hubzapfen ein Wälzlager anzuordnen.The piston compressor according to the invention has at least one piston motion-coupled to a crankshaft. The crankshaft is formed at least in two parts. In this case, such a division of the crankshaft is expediently provided, wherein at least a first part of the crankshaft in the unassembled state of the crankshaft forms a free end of a crank pin of the crankshaft, while on the second part of the crankshaft, a crankshaft adjacent to the crankpin is formed. All parts of the crankshaft may be formed, for example, as cast or forged parts. The free end of the first part of the crankshaft makes it possible to arrange a rolling bearing on the crankpin before assembling the crankshaft.

Gemäß der Erfindung sind die zumindest zwei Teile der Kurbelwelle mittels einer Kegelverbindung miteinander verbunden. Dementsprechend ist herstellungstechnisch einfach das Ende eines der miteinander zu verbindenden Teile kegel- bzw. kegelstumpfförmig ausgebildet und das andere Teil korrespondierend mit einer hohlkegelförmigen Ausnehmung versehen. Zum Verbinden der beiden Teile wird das erste Teil mit dem kegelförmigen Ende einfach in die hohlkegelförmige Ausnehmung des zweiten Teils gesteckt und die beiden Teile anschließend miteinander verspannt, wobei sich die beiden Teile in axialer Richtung selbst zentrieren und lediglich das eine Bauteil zu dem anderen Bauteil hinsichtlich der geforderten Winkelausrichtung der beiden an den Hupzapfen angrenzenden Kurbelwangen ausgerichtet werden muss. Die erfindungsgemäße Ausgestaltung der Kurbelwelle ermöglicht nicht nur eine schnelle und einfache Erstmontage der Kurbelwelle sondern auch spätere Demontagen zu Wartungs- oder Reparaturzwecken.According to the invention, the at least two parts of the crankshaft are connected to each other by means of a conical connection. Accordingly, manufacturing technology simply the end of one of the parts to be joined together cone-shaped or frustoconical and formed the other part corresponding to a hollow cone-shaped recess Mistake. To connect the two parts, the first part is simply inserted with the conical end in the hollow cone-shaped recess of the second part and the two parts then clamped together, with the two parts center in the axial direction itself and only one component to the other component in terms the required angular orientation of the two adjoining the Hupzapfen crank webs must be aligned. The inventive design of the crankshaft not only allows a quick and easy initial assembly of the crankshaft but also later disassembly for maintenance or repair purposes.

Bevorzugt ist vorgesehen, dass ein Hubzapfen und eine Kurbelwange der Kurbelwelle mittels der Kegelverbindung verbunden sind. Demzufolge wird ein Ende eines ersten Teils der Kurbelwelle von einem Hubzapfen gebildet, während eine Kurbelwange ein Ende eines zweiten Teils der Kurbelwelle bildet. Zur Bildung einer Kegelverbindung zwischen dem ersten und dem zweiten Teil der Kurbelwelle bzw. zwischen dem Hubzapfen und der Kurbelwange verjüngt sich hierbei vorzugsweise das freie Ende des Hubzapfens konisch, während an der Kurbelwange, die ein Ende des zweiten Teils der Kurbelwelle bildet, außenseitig eine kegelförmige Ausnehmung ausgebildet ist, die sich quer zur Längsausdehnung der Kurbelwange erstreckt.It is preferably provided that a crank pin and a crank arm of the crankshaft are connected by means of the conical connection. As a result, one end of a first part of the crankshaft is formed by a crank pin, while a crank arm forms one end of a second part of the crankshaft. To form a conical connection between the first and the second part of the crankshaft or between the crank pin and the crank arm, the free end of the crank pin preferably tapers conically, while on the crank arm, which forms an end of the second part of the crankshaft, a conical outside Recess is formed, which extends transversely to the longitudinal extent of the crank arm.

Besonders günstig können der erste und der zweite Teil der Kurbelwelle miteinander verschraubt sein. So ist vorteilhaft vorgesehen, dass die die Kegelverbindung bildenden Bereiche von Hubzapfen und Kurbelwange mittels einer Schraube verspannt sind. Diese Schraube ist zweckmäßigerweise derart angeordnet und ausgerichtet, dass sie bei einer Schraubbewegung zum Verspannen der Kegelverbindung das konische Ende des Hubzapfens in die an der Kurbelwange ausgebildete Ausbildung zieht.Particularly favorable, the first and the second part of the crankshaft can be screwed together. Thus, it is advantageously provided that the conical connection forming areas of crank pin and crank arm are braced by means of a screw. This screw is suitably arranged and aligned so that it pulls the conical end of the crank pin in the formed on the crank arm training in a screwing to tighten the conical connection.

Bei einer mittels Verschraubung verspannten Kegelverbindung zwischen Hubzapfen und Kurbelwange ist eine Ausgestaltung bevorzugt, bei der die Schraube die Kurbelwange in axialer Richtung des Hubzapfens durchgreift und in einen Endbereich des Hubzapfens eingreift. D.h., in dem Hubzapfen ist vorzugsweise ein Gewindesackloch ausgebildet, während in der Kurbelwange eine Durchgangsbohrung ausgebildet ist, die sich in axialer Richtung des Hubzapfens und quer zur Längsausdehnung der Kurbelwange vollständig durch die Kurbelwange erstreckt. Sobald das konische Ende des Hubzapfens in die an der Kurbelwange ausgebildete konische Ausnehmung eingreift, fluchten die an der Kurbelwange ausgebildete Durchgangsbohrung und das an dem Hubzapfen ausgebildete Gewindesackloch, so dass nun eine durch die Durchgangsbohrung der Kurbelwange geführte Schraube in dem Gewindesackloch des Hubzapfens verschraubt werden kann, wobei ein an der Kurbelwange zur Anlage kommender Kopf der Schraube die Kurbelwange gegen den Hubzapfen presst und die Kurbelwange mit dem Hubzapfen verspannt. Das Durchgangsloch weist vorzugsweise einen größeren Durchmesser als die Schraube auf, sodass diese in dem Durchgangsloch Spiel hat und die Zentrierung über die Kegelverbindung erfolgt.In a tensioned by screw conical connection between crank pin and crank arm an embodiment is preferred in which the screw engages through the crank arm in the axial direction of the crank pin and engages in an end portion of the crank pin. That is, in the crank pin, a threaded blind hole is preferably formed, while in the crank arm, a through hole is formed, which extends completely through the crank arm in the axial direction of the crank pin and transverse to the longitudinal extent of the crank arm. As soon as the conical end of the crank pin engages in the conical recess formed on the crank web, the through hole formed on the crank web and the threaded blind hole formed on the crank pin are in alignment, so that a screw guided through the through bore of the crank web can now be screwed into the threaded blind hole of the crank pin , Where a head of the screw coming to rest on the crank arm presses the crank arm against the crank pin and braces the crank arm with the crank pin. The through-hole preferably has a larger diameter than the screw, so that it has play in the through hole and centering takes place via the conical connection.

In Weiterbildung dieser Ausgestaltung greift die Schraube vorzugsweise zentral in den Hubzapfen ein. Dementsprechend stimmen eine Mittelachse des Hubzapfens und eine Mittelachse des an dem Hubzapfen ausgebildeten Gewindesacklochs überein. Die Schraube bildet eine Drehachse, um die der zweite Teil der Kurbelwelle mit der Kurbelwange gegenüber dem ersten Teil der Kurbelwelle mit dem Hubzapfen und umgekehrt zur genauen Ausrichtung des ersten Teils relativ zu dem zweiten Teil bei noch nicht vollständig verschraubter Schraube verdreht werden kann. Sobald die beiden Teile der Kurbelwelle die geforderte Ausrichtung aufweisen, kann die Schraube vollständig verschraubt werden, d.h. das Ende des Hubzapfens in der Kurbelwange fest verspannt werden. Dabei wird durch den Reibschluss in der Kegelverbindung eine erste Fixierung der Winkellage erreicht. Anstelle einer zentralen Anordnung der Schraube ist auch eine dezentrale Anordnung im Hubzapfen möglich.In a further development of this embodiment, the screw preferably engages centrally in the crank pin. Accordingly, a center axis of the crank pin and a center axis of the threaded bolt hole formed on the crankpin coincide. The screw forms an axis of rotation about which the second part of the crankshaft with the crank arm can be rotated relative to the first part of the crankshaft with the crank pin and vice versa for the exact alignment of the first part relative to the second part with not yet completely screwed screw. Once the two parts of the crankshaft have the required orientation, the screw can be completely screwed, ie firmly clamped the end of the crank pin in the crank arm become. In this case, a first fixation of the angular position is achieved by the frictional engagement in the conical connection. Instead of a central arrangement of the screw and a decentralized arrangement in the crank pin is possible.

Nachdem diese Ausrichtung des zweiten Teils der Kurbelwelle relativ zu dem ersten Teil der Kurbelwelle erfolgt ist, sollte sich die Position des zweiten Teils der Kurbelwelle bezogen auf den ersten Teil der Kurbelwelle typischerweise nicht mehr ändern. Zu diesem Zweck ist die Verbindung von Kurbelwange und Hubzapfen vorteilhafterweise mittels einer zusätzlichen Verdrehsicherung gesichert. Die Verdrehsicherung wird zweckmäßigerweise von Formschlusselementen gebildet, die gleichzeitig in die Kurbelwange und den Hubzapfen im Wesentlichen quer zu einer möglichen Verdrehrichtung des zweiten Teils der Kurbelwelle relativ zu dessen ersten Teil eingreifen.After this alignment of the second part of the crankshaft has taken place relative to the first part of the crankshaft, the position of the second part of the crankshaft with respect to the first part of the crankshaft typically should not change any more. For this purpose, the connection of crank arm and crank pin is advantageously secured by means of an additional rotation. The rotation is suitably formed by form-fitting elements which engage at the same time in the crank arm and the crank pin substantially transversely to a possible direction of rotation of the second part of the crankshaft relative to the first part.

Bevorzugt bildet mindestens ein die Kurbelwange durchgreifender und in den Hubzapfen eingreifender Sicherungsstift die Verdrehsicherung. Bei dieser Ausgestaltung ist zweckmäßigerweise an der Kurbelwange eine Bohrung ausgebildet und an dem Hubzapfen ein Sackloch ausgebildet, wobei das Sackloch an dem Hubzapfen bei richtiger Ausrichtung des ersten Teils der Kurbelwelle relativ zu dessen zweiten Teil in direkter Verlängerung zu der Bohrung an der Kurbelwange, d.h. achsgleich mit der Bohrung der Kurbelwange angeordnet ist.Preferably, at least one of the crank arm by cross and engaging in the crank pin locking pin forms the rotation. In this embodiment, a bore is expediently formed on the crank web and formed on the crank pin a blind hole, the blind hole on the crank pin with proper alignment of the first part of the crankshaft relative to its second part in direct extension to the bore on the crank arm, i. Is arranged coaxially with the bore of the crank arm.

Besonders vorteilhaft ist vorgesehen, dass der zumindest eine Sicherungsstift radial von der Schraube beabstandet achsparallel zum Hubzapfen die Kurbelwange durchgreift und in den Hubzapfen eingreift. Demnach ist der Sicherungsstift in einer Bohrung geführt, die sich ausgehend von der von dem Hubzapfen abgewandten Seite der Kurbelwange seitlich neben der Schraube zum Verspannen der beiden Teile der Kurbelwelle und parallel zu einer Längsachse dieser Schraube sowie parallel zu der Mittelachse des Hubzapfens durch die Kurbelwange hindurch und in den daran angrenzenden Hubzapfen hinein erstreckt. Indem der Sicherungsstift achsparallel zum Hubzapfen angeordnet ist, ist er gleichzeitig auch achsparallel zu einer Drehachse der Kurbelwelle angeordnet. Dies ist insofern günstig, als der Sicherungsstift quer zu den zu übertragenden Momenten ausgerichtet ist.Particularly advantageous is provided that the at least one locking pin radially spaced from the screw axially parallel to the crank pin engages the crank arm and engages in the crank pin. Accordingly, the locking pin is guided in a bore extending from the side facing away from the crankpin side of the crank arm laterally next to the screw for bracing the two parts of the crankshaft and parallel to a longitudinal axis of this screw and extending parallel to the central axis of the crank pin through the crank arm and into the crank pin adjacent thereto. By the locking pin is arranged axially parallel to the crank pin, it is also arranged axially parallel to a rotational axis of the crankshaft. This is advantageous in that the locking pin is aligned transversely to the moments to be transmitted.

Um die bei Betrieb der Kurbelwelle auf den Sicherungsstift wirkende Drehmomentbelastung zu verringern, sind bevorzugt zwei Sicherungsstifte vorgesehen. Diese beiden Sicherungsstifte sind vorteilhaft achsparallel zu dem Hubzapfen ausgerichtet und vorzugsweise derart angeordnet, dass sie in den Hubzapfen einander diametral gegenüberliegend eingreifen. So erstrecken sich die durch die Kurbelwange in den Hubzapfen führenden Bohrungen zur Aufnahme der Sicherungsstifte beide in einer Ebene, in der auch die Mittelachse des Hubzapfens liegt, wobei die beiden Sicherungsstifte auf zwei entgegen gesetzten Seiten der Mittelachse des Hubzapfens angeordnet sind und bevorzugt jeweils einen gleichen Abstand von der Mittelachse des Hubzapfens aufweisen.In order to reduce the torque load acting on the locking pin during operation of the crankshaft, two locking pins are preferably provided. These two locking pins are advantageously aligned axially parallel to the crank pin and preferably arranged such that they engage in the crank pin diametrically opposite one another. Thus, the leading through the crank arm in the crank pin bores for receiving the locking pins both extend in a plane in which the central axis of the crank pin lies, wherein the two locking pins are arranged on two opposite sides of the central axis of the crank pin and preferably each one same Distance from the central axis of the journal.

Fertigungstechnisch günstig wird die Bohrung zur Aufnahme des zumindest einen Sicherungsstifts bevorzugt nach der Montage der Kegelverbindung, d.h. nach der Ausrichtung der beiden Teile der Kurbelwelle und deren Verspannung miteinander ausgebildet. So können die Bohrung in der Kurbelwange und das Sackloch in dem Hubzapfen gleichzeitig zueinander fluchtend ausgebildet werden. Die Bohrung bzw. Bohrungen zur Aufnahme des Sicherungsstifts bzw. der Sicherungsstifte werden also dann hergestellt, wenn die beiden Teile der Kurbelwelle ihre endgültige Position zueinander aufweisen. Vorteilhaft können sie dann jeweils schnell und einfach in einem Bohrvorgang hergestellt werden.In terms of manufacturing technology, the bore for receiving the at least one securing pin is preferably made after the assembly of the conical connection, i. formed after the alignment of the two parts of the crankshaft and their tension with each other. Thus, the bore in the crank arm and the blind hole in the crank pin can be formed simultaneously aligned with each other. The bore or holes for receiving the locking pin or the locking pins are thus prepared when the two parts of the crankshaft have their final position to each other. Advantageously, they can then each be made quickly and easily in one drilling operation.

Gemäß einer weiteren vorteilhaften Ausgestaltung sind an jedem der miteinander zu verbindenden Teile der Kurbelwelle Justierflächen zum relativen Ausrichten dieser Teile zueinander ausgebildet. Bei diesen Justierflächen handelt es sich jeweils um ebene Flächen an einer Außenseite dieser Teile der Kurbelwelle, die so angeordnet sind, dass die miteinander zu verbindenden Teile der Kurbelwelle dann, wenn die Justierflächen auf einer ebenen Referenzfläche aufliegen, genau die geforderte Ausrichtung zueinander aufweisen.According to a further advantageous embodiment, adjusting surfaces are to each of the parts to be interconnected with the crankshaft relative alignment of these parts formed to each other. These adjusting surfaces are each flat surfaces on an outer side of these parts of the crankshaft, which are arranged so that the parts of the crankshaft to be joined together, when the Justierflächen rest on a flat reference surface, exactly the required orientation to each other.

Nachfolgend ist die Erfindung anhand eines in den Zeichnungen dargestellten Ausführungsbeispiels näher erläutert. In den Zeichnungen zeigt

Fig. 1
in perspektivischer Darstellung einen Kolbenverdichter und
Fig. 2
in perspektivischer, teilgeschnittener Darstellung eine Kurbelwelle des Kolbenverdichters nach Fig. 1.
The invention is explained in more detail with reference to an embodiment shown in the drawings. In the drawings shows
Fig. 1
in perspective view of a reciprocating compressor and
Fig. 2
in perspective, partially sectioned view of a crankshaft of the reciprocating compressor after Fig. 1 ,

Bei dem in Fig. 1 dargestellten Kolbenverdichter handelt es sich um einen zweistufigen, trockenlaufenden Kolbenverdichter mit zwei Zylindern 3 und 5. Zum Antrieb der in diesen Zylindern 3 und 5 angeordneten Kolben sind letztgenannte jeweils über ein nicht dargestelltes Pleuel mit der In Fig. 2 dargestellten Kurbelwelle bewegungsgekoppelt.At the in Fig. 1 The reciprocating compressor is a two-stage, dry-running reciprocating compressor with two cylinders 3 and 5. To drive the piston arranged in these cylinders 3 and 5, the latter are each connected via an unillustrated connecting rod with the In Fig. 2 shown crankshaft motion coupled.

Die äußeren Enden dieser werden von Wellenzapfen 2 und 4 gebildet, die eine Drehachse A der Kurbelwelle definieren. Zwischen den Wellenzapfen 2 und 4 weist die Kurbelwelle zwei Kröpfungen 6 und 8 auf. Die sich direkt an den Wellenzapfen 2 anschließende erste Kröpfung 6 der Kurbelwelle wird von zwei bezogen auf die Wellenzapfen 2 und 4 radial nach außen auskragenden Kurbelwangen 10 und 12 gebildet, die über einen Hubzapfen 14, dessen Mittelachse B radial von der gemeinsamen Mittelachse A der Wellenzapfen 2 und 4 beabstandet ist, miteinander verbunden sind. Die zweite Kröpfung 8 wird von der Kurbelwange 12, einer weiteren parallel zu der Kurbelwange 12 ausgerichteten Kurbelwange 16 sowie einem die Kurbelwangen 12 und 16 verbindenden Hubzapfen 18 gebildet. Eine Mittelachse C des Hubzapfens 18 ist in entgegengesetzter Richtung zu der Mittelachse B des Hubzapfens 14 von der Mittelachse A der Wellenzapfen 2 und 4 radial beabstandet.The outer ends of these are formed by shaft journals 2 and 4, which define an axis of rotation A of the crankshaft. Between the shaft journals 2 and 4, the crankshaft has two cranks 6 and 8. The first crank 6 of the crankshaft directly adjoining the shaft journal 2 is formed by two crank webs 10 and 12 projecting radially outwards with respect to the shaft journals 2 and 4, which are connected via a crank pin 14 whose central axis B radially from the common center axis A of the shaft journal 2 and 4 is spaced apart, are interconnected. The second crank 8 is from the crank arm 12, a further parallel to the crank arm 12 aligned crank arm 16 and a crank webs 12 and 16 connecting crank pin 18 is formed. A central axis C of the crank pin 18 is radially spaced in the opposite direction to the center axis B of the crank pin 14 from the central axis A of the shaft journals 2 and 4.

Die Kurbelwelle ist dreiteilig ausgebildet. So bilden der Wellenzapfen 2 und die Kurbelwange 10 einen ersten Teil der Kurbelwelle, der Hubzapfen 14 mit der Kurbelwange 12 und dem Hubzapfen 18 einen zweiten Teil der Kurbelwelle und die Kurbelwange 16 und der Wellenzapfen 4 einen dritten Teil der Kurbelwelle. Die drei Teile der Kurbelwelle sind jeweils mittels Kegelverbindungen verbunden. Die Dreiteiligkeit der Kurbelwelle ermöglicht es, Wälzlager auf den Hubzapfen 14 und 18 zu montieren.The crankshaft is formed in three parts. Thus, the shaft journal 2 and the crank arm 10 form a first part of the crankshaft, the crank pin 14 with the crank arm 12 and the crank pin 18, a second part of the crankshaft and the crank arm 16 and the shaft journal 4, a third part of the crankshaft. The three parts of the crankshaft are each connected by means of conical connections. The three-part design of the crankshaft makes it possible to mount roller bearings on the crank pins 14 and 18.

Zur Bildung einer Kegelverbindung zwischen dem ersten und dem zweiten Teil der Kurbelwelle verjüngt sich ein Endabschnitt 20 des Hubzapfens 14 konisch. Korrespondierend hierzu ist an der Kurbelwange 10 an der von dem Wellenzapfen 2 abgewandten Seite eine Ausnehmung 22 ausgebildet, die sich ebenfalls konisch verjüngt. Der Hubzapfen 14 greift mit seinem Endabschnitt 20 in die an der Kurbelwange 10 ausgebildete Ausnehmung 22 ein. In dieser Position wird der Hubzapfen 14 mit der Kurbelwange 10 mit einer Schraube 24 verspannt.To form a conical connection between the first and the second part of the crankshaft, an end portion 20 of the crank pin 14 tapers conically. Corresponding thereto, a recess 22 is formed on the crank arm 10 on the side remote from the shaft journal 2, which also tapers conically. The crank pin 14 engages with its end portion 20 in the formed on the crank arm 10 recess 22 a. In this position, the crank pin 14 is clamped to the crank arm 10 with a screw 24.

Diese Schraube 24 erstreckt sich ausgehend von der dem Wellenzapfen 2 zugewandten Seite durch die Kurbelwange 10 und greift stirnseitig in den Hubzapfen 14 ein. Hierzu ist an der Kurbelwange 10 eine Bohrung 26 ausgebildet, die sich quer zur Längsausdehnung der Kurbelwange 10 durch die Kurbelwange 10 hindurch erstreckt. An dem Hubzapfen 14 erstreckt sich ausgehend von der Stirnseite ein Gewindesackloch 28 in Richtung der Mittelachse B des Hubzapfens 14. Ein dem Wellenzapfen 2 zugewandter Endabschnitt 29 der Bohrung 26 ist radial erweitert ausgebildet und dient zur Aufnahme eines Schraubenkopfs der als Innensechskantschraube ausgebildeten Schraube 24.Starting from the side facing the shaft journal 2, this screw 24 extends through the crank web 10 and engages in the crank pin 14 at the front side. For this purpose, a bore 26 is formed on the crank web 10, which extends transversely to the longitudinal extent of the crank arm 10 through the crank web 10 therethrough. At the crank pin 14 extends from the end face a threaded blind hole 28 in the direction of the central axis B of the crank pin 14. A shaft 2 facing the end portion 29 of the bore 26 is formed radially widened and serves to receive a screw head of the screw 24 designed as a hexagon socket screw.

Um sicherzustellen, dass der erste Teil der Kurbelwelle die geforderte Ausrichtung zu dem zweiten Teil der Kurbelwelle aufweist, sind an den Kurbelwangen 10 und 12 jeweils an einer im Wesentlichen quer zur Mittelachse B des Hubzapfens 14 ausgerichteten Außenseite Justierflächen 30 und 32 ausgebildet. Bei richtiger Ausrichtung des ersten und des zweiten Teils der Kurbelwelle liegen die Justierflächen 30 und 32 plan auf einer ebenen nicht dargestellten Referenzfläche auf.In order to ensure that the first part of the crankshaft has the required alignment with the second part of the crankshaft, alignment surfaces 30 and 32 are formed on the crank webs 10 and 12, respectively, on an outer side aligned substantially transversely to the central axis B of the crank pin 14. With proper alignment of the first and second parts of the crankshaft, the alignment surfaces 30 and 32 lie flat on a flat, not shown, reference surface.

Die Verbindung des Hubzapfens 14 mit der Kurbelwange 10 wird mittels einer Verdrehsicherung gesichert. Die Verdrehsicherung wird von zwei Sicherungsstiften 34 und 36 gebildet, die jeweils in einer die Kurbelwange 10 durchbrechenden und in den Kurbelzapfen 14 eingreifenden Bohrung angeordnet ist. So ist der Sicherungsstift 34 in einer Bohrung 38 und der Sicherungsstift 36 in einer Bohrung 40 angeordnet. Die Mittelachsen der Bohrungen 38 und 40 liegen in einer gemeinsamen Ebene mit der Mittelachse B des Hubzapfens 14, wobei die Bohrungen 38 und 40 an entgegengesetzten Seiten der Schraube 24 und radial von der Schraube 24 beabstandet einander diametral gegenüberliegend angeordnet sind. In besonders einfacher Weise werden die Bohrungen 38 und 40 zur Aufnahme der Sicherungsstifte 34 und 36 im zusammengebauten, in der Zeichnung dargestellten Zustand der Kurbelwelle ausgebildet, d.h. dann, wenn der zweite Teil der Kurbelwelle mit dem Hubzapfen 14 mit dem ersten Teil der Kurbelwelle mit der Kurbelwange 10 mittels der Schraube 24 miteinander verspannt sind und der erste und der zweite Teil der Kurbelwelle die geforderte relative Ausrichtung zueinander aufweisen. Hierdurch können die in der Kurbelwange 10 und die in dem Hubzapfen 14 vorgesehenen Abschnitte der Bohrungen 38 und 40 jeweils gemeinsam in einem Bohrvorgang ausgebildet werden. Die Kegelverbindung zwischen dem zweiten und dem dritten Teil der Kurbelwelle entspricht im Wesentlichen der Kegelverbindung zwischen dem ersten und dem zweiten Teil der Kurbelwelle. Ein von der Kurbelwange 12 abgewandter Endabschnitt 42 des Hubzapfens 18 verjüngt sich kegelförmig. Korrespondierend zu dem konischen Endabschnitt 42 des Hubzapfens 18 ist an der Kurbelwange 16 an der von dem Wellenzapfen 4 abgewandten Seite eine hohlkegelförmige Ausnehmung 44 ausgebildet, in die der konische Endabschnitt 42 des Hubzapfens 18 eingreift.The connection of the crank pin 14 with the crank arm 10 is secured by means of a rotation. The anti-rotation is formed by two locking pins 34 and 36, which is arranged in each case in a crank arm 10 by breaking and engaging in the crank pin 14 bore. Thus, the locking pin 34 is disposed in a bore 38 and the locking pin 36 in a bore 40. The central axes of the holes 38 and 40 are in a common plane with the central axis B of the crank pin 14, wherein the holes 38 and 40 on opposite sides of the screw 24 and radially spaced from the screw 24 are arranged diametrically opposite one another. In a particularly simple manner, the bores 38 and 40 are formed for receiving the locking pins 34 and 36 in the assembled, shown in the drawing state of the crankshaft, ie when the second part of the crankshaft with the crank pin 14 with the first part of the crankshaft with the Crankshaft 10 are clamped together by means of the screw 24 and the first and the second part of the crankshaft have the required relative orientation to each other. As a result, the portions of the bores 38 and 40 provided in the crank web 10 and in the crank pin 14 can each be formed jointly in one drilling operation. The conical connection between the second and the third part of the crankshaft substantially corresponds to the conical connection between the first and the second part of the crankshaft. A side facing away from the crank arm 12 end portion 42 of the crank pin 18 tapers conically. Corresponding to the conical end portion 42 of the crank pin 18, a hollow conical recess 44 is formed on the crank web 16 on the side remote from the shaft journal 4, in which engages the conical end portion 42 of the crank pin 18.

Mittels einer Schraube 46, die wie die Schraube 24 als eine Innensechskantschraube ausgebildet ist, ist der zweite Teil der Kurbelwelle mit dem dritten Teil der Kurbelwelle verspannt. Zur Aufnahme der Schraube 46 ist an der Kurbelwange 16 eine Bohrung 48 und an dem Hubzapfen 18 stirnseitig ein Gewindesackloch 50 ausgebildet. Eine gemeinsame Mittelachse von Bohrung 48 und Gewindesackloch 50 stimmt mit der Mittelachse C des Hubzapfens 18 überein. Zur Aufnahme eines Schraubenkopfes der Schraube 46 ist ein von dem Hubzapfen 18 abgewandter Endabschnitt 52 der Bohrung 48 radial erweitert ausgebildet.By means of a screw 46 which, like the screw 24, is designed as a hexagon socket screw, the second part of the crankshaft is clamped to the third part of the crankshaft. To receive the screw 46, a bore 48 is formed on the crank web 16 and a threaded blind hole 50 is formed on the crank pin 18 on the face side. A common center axis of bore 48 and threaded blind hole 50 coincides with the central axis C of the crank pin 18. For receiving a screw head of the screw 46, an end portion 52 of the bore 48 facing away from the crank pin 18 is radially widened.

Die Verbindung des Hubzapfens 18 mit der Kurbelwange 16 wird mittels einer Verdrehsicherung in Form von Sicherungsstiften 54 und 56 gegen eine unerwünschte Drehbewegung der beiden Teile relativ zueinander gesichert. Der Sicherungsstift 54 ist in einer Bohrung 58 und der Sicherungsstift 56 ist in einer Bohrung 60 angeordnet. Die Bohrungen 58 und 60 sind mit radialem Abstand an entgegen gesetzten Seiten der Schraube 46 einander diametral gegenüberliegend angeordnet. Die Mittelachsen der Bohrungen 58 und 60 liegen in einer gemeinsamen Ebene mit der Mittelachse C des Hubzapfens 18. Auch die Bohrungen 58 und 60 werden zweckmäßigerweise im zusammengebauten Zustand der Kurbelwelle ausgebildet, nämlich dann, wenn der dritte Teil der Kurbelwelle mit deren zweiten Teil verbunden ist.The connection of the crank pin 18 with the crank arm 16 is secured by means of a rotation in the form of locking pins 54 and 56 against unwanted rotational movement of the two parts relative to each other. The locking pin 54 is in a bore 58 and the locking pin 56 is disposed in a bore 60. The holes 58 and 60 are arranged at a radial distance on opposite sides of the screw 46 diametrically opposite one another. The center axes of the holes 58 and 60 lie in a common plane with the central axis C of the crank pin 18. Also, the holes 58 and 60 are suitably formed in the assembled state of the crankshaft, namely, when the third part of the crankshaft is connected to the second part ,

BezugszeichenlisteLIST OF REFERENCE NUMBERS

2 -2 -
Wellenzapfenshaft journal
4 -4 -
Wellenzapfenshaft journal
6 -6 -
Kröpfungcranking
8 -8th -
Kröpfungcranking
10 -10 -
Kurbelwangecrank web
12 -12 -
Kurbelwangecrank web
14 -14 -
Hubzapfencrank pins
16 -16 -
Kurbelwangecrank web
18 -18 -
Hubzapfencrank pins
20 -20 -
Endabschnittend
22 -22 -
Ausnehmungrecess
24 -24 -
Schraubescrew
26 -26 -
Bohrungdrilling
28 -28 -
GewindesacklochThreaded blind hole
30 -30 -
Justierflächeadjustment surface
32 -32 -
Justierflächeadjustment surface
34 -34 -
Sicherungsstiftsafety pin
36 -36 -
Sicherungsstiftsafety pin
38 -38 -
Bohrungdrilling
40 -40 -
Bohrungdrilling
42 -42 -
Endabschnittend
44 -44 -
Ausnehmungrecess
46 -46 -
Schraubescrew
48 -48 -
Bohrungdrilling
50 -50 -
GewindesacklochThreaded blind hole
52 -52 -
Endabschnittend
54 -54 -
Sicherungsstiftsafety pin
56 -56 -
Sicherungsstiftsafety pin
58 -58 -
Bohrungdrilling
60 -60 -
Bohrungdrilling
A -A -
Drehachse, MittelachseRotary axis, central axis
B -B -
Mittelachsecentral axis
C -C -
Mittelachsecentral axis

Claims (11)

Kolbenverdichter mit zumindest einem Kolben, der mit einer Kurbelwelle bewegungsgekoppelt ist, welche zumindest zweiteilig ausgebildete ist, dadurch gekennzeichnet, dass die zumindest zwei Teile der Kurbelwelle mittels einer Kegelverbindung miteinander verbunden sind.Piston compressor with at least one piston, which is coupled in motion with a crankshaft, which is at least in two parts, characterized in that the at least two parts of the crankshaft are connected to each other by means of a conical connection. Kolbenverdichter nach Anspruch 1, dadurch gekennzeichnet, dass ein Hubzapfen (14, 18) und eine Kurbelwange (10, 16) der Kurbelwelle mittels der Kegelverbindung verbunden sind.Piston compressor according to claim 1, characterized in that a crank pin (14, 18) and a crank arm (10, 16) of the crankshaft are connected by means of the conical connection. Kolbenverdichter nach Anspruch 2, dadurch gekennzeichnet, dass die die Kegelverbindung bildenden Bereiche von Hubzapfen (14, 18) und Kurbelwange (10, 16) mittels einer Schraube (24, 46) verspannt sind.Piston compressor according to claim 2, characterized in that the conical connection forming areas of crank pins (14, 18) and crank arm (10, 16) by means of a screw (24, 46) are braced. Kolbenverdichter nach Anspruch 3, dadurch gekennzeichnet, dass die Schraube (24, 46) die Kurbelwange (10, 16) in axialer Richtung des Hubzapfens (14, 18) durchgreift und in einen Endabschnitt (20, 42) des Hubzapfens (14, 18) eingreift.Piston compressor according to claim 3, characterized in that the screw (24, 46) passes through the crank web (10, 16) in the axial direction of the crank pin (14, 18) and into an end section (20, 42) of the crank pin (14, 18). intervenes. Kolbenverdichter nach einem der Ansprüche 3 oder 4, dadurch gekennzeichnet, dass die Schraube (24, 46) zentral in den Hubzapfen (14, 18) eingreift.Piston compressor according to one of claims 3 or 4, characterized in that the screw (24, 46) engages centrally in the crank pin (14, 18). Kolbenverdichter nach einem der Ansprüche 2 bis 5, dadurch gekennzeichnet, dass die Verbindung von Kurbelwange (10, 16) und Hubzapfen (14, 18) mittels einer Verdrehsicherung gesichert ist.Piston compressor according to one of claims 2 to 5, characterized in that the connection of crank arm (10, 16) and crank pin (14, 18) is secured by means of a rotation. Kolbenverdichter nach Anspruch 6, dadurch gekennzeichnet, dass mindestens ein die Kurbelwange (10, 16) durchgreifender und in den Hubzapfen (14, 18) eingreifender Sicherungsstift (34, 36, 54, 56) die Verdrehsicherung bildet.Piston compressor according to Claim 6, characterized in that at least one locking pin (34, 36, 54, 56) which passes through the crank web (10, 16) and engages in the crank pin (14, 18) forms the security against rotation. Kolbenverdichter nach Anspruch 7, dadurch gekennzeichnet, dass der Sicherungsstift (34, 36, 54, 56) radial von der Schraube (24, 46) beabstandet achsparallel zum Hubzapfen (14, 18) die Kurbelwange (10, 16) durchgreift und in den Hubzapfen (14, 18) eingreift.Piston compressor according to claim 7, characterized in that the locking pin (34, 36, 54, 56) radially from the screw (24, 46) spaced axially parallel to the crank pin (14, 18), the crank arm (10, 16) passes through and into the crank pin (14, 18) engages. Kolbenverdichter nach einem der Ansprüche 6 bis 8, dadurch gekennzeichnet, dass zwei Sicherungsstifte (34, 36, 54, 56) vorgesehen sind, welche derart angeordnet sind, dass sie in den Hubzapfen (14, 18) einander diametral gegenüberliegend eingreifen.Piston compressor according to one of claims 6 to 8, characterized in that two locking pins (34, 36, 54, 56) are provided, which are arranged such that they engage in the crank pin (14, 18) diametrically opposite one another. Kolbenverdichter nach einem der Ansprüche 6 bis 9, dadurch gekennzeichnet, dass eine Bohrung (38, 40, 58, 60) in den Hubzapfen (14, 18) und der Kurbelwange (10, 16) zur Aufnahme des zumindest einen Sicherungsstiftes (34, 36, 54, 56) vorgesehen ist, welche nach der Montage der Kegelverbindung ausgebildet worden ist.Piston compressor according to one of claims 6 to 9, characterized in that a bore (38, 40, 58, 60) in the crank pin (14, 18) and the crank arm (10, 16) for receiving the at least one locking pin (34, 36 , 54, 56) is provided, which has been formed after the assembly of the conical connection. Kolbenverdichter nach einem der Ansprüche 2 bis 10, dadurch gekennzeichnet, dass an jedem der miteinander zu verbindenden Teile der Kurbelwelle Justierflächen (30, 32) zum relativen Ausrichten dieser Teile zueinander ausgebildet sind.Piston compressor according to one of claims 2 to 10, characterized in that at each of the parts of the crankshaft to be joined together Justierflächen (30, 32) are designed for relative alignment of these parts to each other.
EP11002717.4A 2011-04-01 2011-04-01 Piston compressor Active EP2505838B1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
ES11002717.4T ES2449700T3 (en) 2011-04-01 2011-04-01 Piston compressor
EP11002717.4A EP2505838B1 (en) 2011-04-01 2011-04-01 Piston compressor
IN965DE2012 IN2012DE00965A (en) 2011-04-01 2012-03-30
US13/435,566 US8939047B2 (en) 2011-04-01 2012-03-30 Piston compressor
CN2012101018060A CN102734128A (en) 2011-04-01 2012-04-01 Piston compressor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11002717.4A EP2505838B1 (en) 2011-04-01 2011-04-01 Piston compressor

Publications (2)

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EP2505838A1 true EP2505838A1 (en) 2012-10-03
EP2505838B1 EP2505838B1 (en) 2013-11-27

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US (1) US8939047B2 (en)
EP (1) EP2505838B1 (en)
CN (1) CN102734128A (en)
ES (1) ES2449700T3 (en)
IN (1) IN2012DE00965A (en)

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Publication number Priority date Publication date Assignee Title
CN104421131B (en) * 2013-08-22 2016-08-24 珠海格力节能环保制冷技术研究中心有限公司 Compressor, air-conditioning and heat pump water heater system
CN104653590B (en) * 2013-11-22 2017-07-21 刘运武 A kind of combined bias shaft

Citations (5)

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Publication number Priority date Publication date Assignee Title
CH93365A (en) * 1920-01-16 1922-03-16 Skf Svenska Kullagerfab Ab Compound crankshaft.
FR610596A (en) * 1925-02-06 1926-09-08 Cranks and the like with chain roller bearings
DE717230C (en) * 1939-08-03 1942-02-09 Maschf Augsburg Nuernberg Ag Multi-part crankshaft
US3309941A (en) * 1965-07-15 1967-03-21 James C Kappel Sectional crankshaft
DE10337247A1 (en) * 2003-08-13 2005-03-10 Man B & W Diesel As Kopenhagen Crankshaft in particular for big diesel engine, comprising bearing pin to be joined to main part provided with conical front area

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Publication number Priority date Publication date Assignee Title
US852447A (en) * 1906-12-05 1907-05-07 Carl J Mellin Return-crank for valve-gears.
US1690296A (en) * 1920-12-22 1928-11-06 Hirth Albert Crank shaft
US2190411A (en) * 1939-03-14 1940-02-13 Berman G Kielmeyer Sectional crankshaft
US2566785A (en) * 1946-08-16 1951-09-04 Ben W Wheelis Crankshaft construction
US2471982A (en) * 1946-11-04 1949-05-31 Shulda Melvin Splice for crankshaft bearings
US4913033A (en) * 1986-10-07 1990-04-03 Martin Bernas Steam engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH93365A (en) * 1920-01-16 1922-03-16 Skf Svenska Kullagerfab Ab Compound crankshaft.
FR610596A (en) * 1925-02-06 1926-09-08 Cranks and the like with chain roller bearings
DE717230C (en) * 1939-08-03 1942-02-09 Maschf Augsburg Nuernberg Ag Multi-part crankshaft
US3309941A (en) * 1965-07-15 1967-03-21 James C Kappel Sectional crankshaft
DE10337247A1 (en) * 2003-08-13 2005-03-10 Man B & W Diesel As Kopenhagen Crankshaft in particular for big diesel engine, comprising bearing pin to be joined to main part provided with conical front area

Also Published As

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US20120251364A1 (en) 2012-10-04
CN102734128A (en) 2012-10-17
IN2012DE00965A (en) 2015-09-11
US8939047B2 (en) 2015-01-27
ES2449700T3 (en) 2014-03-20
EP2505838B1 (en) 2013-11-27

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