WO2007093084A1

WO2007093084A1 - A crankshaft with a special angle between cranks

Info

Publication number: WO2007093084A1
Application number: PCT/CN2006/000235
Authority: WO
Inventors: Shiyuan Tan
Original assignee: Shiyuan Tan
Priority date: 2006-02-14
Filing date: 2006-02-20
Publication date: 2007-08-23
Also published as: CN101021230A

Abstract

A crankshaft with a special angle between cranks includes mainly two cranks or three cranks, in which the angle between the cranks is less than 180 degree. Pistons don’t go to the end place in corresponding cylinders respectively at the same time. The largest centralized stress on the crankshaft is reduced, the power of the crankshaft driving the pistons to compress air is decreased, at last the power of the compressor is decreased and energy is saved.

Description

Special crankshaft with angle between cranks

Technical field

This invention relates to the crankshaft of compressors.

Background technique

At present, the crankshaft used in the compressor of the society has a flat angle between the two cranks. When the crankshaft rotates, the crank starts at the same time in the flat angle position, and the piston rod drives the piston to reach the maximum position of the cylinder pressure at the same time. In this way, the pressure concentration of the crankshaft requires the crankshaft to require a large amount of power to drive the piston, and accordingly a large power machine is required to drive the crankshaft to work, so that the compressor consumes a large amount of energy and wastes energy.

Summary of the invention

SUMMARY OF THE INVENTION The object of the present invention is to provide the society with a new crank-cranking special crankshaft which can save a lot of energy. The special crankshaft between the cranks has an angle of less than 180° between the cranks. Therefore, the piston movement driven by the cranks through the piston rods does not compress the air in the same section at the same time, but the pistons are respectively compressed in different sections. air. When the piston reaches the maximum position of the cylinder pressure at the same time, the maximum concentrated pressure of the crankshaft is dispersed, the power required for the compressed air of the piston to drive the piston is reduced, the power consumption of the compressor is reduced, and the energy saving effect is achieved.

In order to achieve the object of the present invention, the present invention designs three representative crankshaft special crankshafts: one is a crankshaft with an angle between two cranks of less than 160°, and the other is between any two cranks of a plurality of cranks. The crankshaft 10 having an angle of less than 130°, and the crankshaft 23 having an angle between the adjacent two cranks of less than 100°. The special crankshaft angle between the three cranks is characterized in that the angle between the crank 2 of the crankshaft 1 and the crank 3 is less than 160°. Feature 2: The angle between the crank 12 of the crankshaft 10 and the crank 13 is less than 130. . Feature 3: The angle between the crank 24 of the crankshaft 23 and the crank 25 is less than 100°

In the present invention, the magnitude of the angle between the cranks of the crankshaft can be arbitrarily changed depending on the structure and use requirements of the compressor. The angle between the crankshaft cranks is less than 160°, which can save a small amount of energy. The angle between the cranks is less than 130°. No matter whether the crank of the crankshaft is a two-crank structure or a multi-crank structure, the energy can be obviously saved. A crankshaft with an angle of less than 100° between the shanks can save a lot of energy.

DRAWINGS

The invention will now be described in detail in conjunction with the drawings of the embodiments of the invention.

Figure 1 is a schematic front view of the crankshaft structure with a special crank angle of less than 160° between the cranks.

Figure 2 is a schematic left side view of the crankshaft structure with a special crank angle of less than 160° between the cranks.

Figure 3 is a schematic plan view showing the working structure of the crankshaft with a special crank angle of less than 160° between the cranks.

Figure 4 is a schematic front view of the crankshaft structure with a special crank angle of less than 130° between the cranks.

Figure 5 is a schematic left side view of the crankshaft structure with a special crank angle of less than 130° between the cranks.

Figure 6 is a schematic plan view showing the crankshaft working structure with a special crank angle of less than 130° between the cranks.

Figure 7 is a schematic front view showing the crankshaft structure with a special crank angle of less than 100° between the cranks.

Figure 8 is a schematic left side view of the crankshaft structure with a special crank angle of less than 100° between the cranks.

Figure 9 is a schematic plan view showing the working structure of the crankshaft with a special crank angle of less than 100° between the cranks.

detailed description

Referring to Figures 1 to 9, Figures 1 and 2 show a crankshaft 1 having two crank configurations. The angle between the crank 2 of the crankshaft 1 and the crank 3 is less than 160°, and the crank 3 has an angle R1 with the flat angle. A and B indicate the highest pressure point. When the crank 2 moves the piston 5 to the maximum pressure position of the cylinder 6 through the piston connecting rod 4, since the angle R between the crank 2 and the crank 3 is less than 160°, the piston 8 driven by the crank 3 through the piston connecting rod 7 is away from the cylinder 9 The maximum pressure position also differs by the distance L. This staggers the time when the piston 5 and the piston 8 reach the maximum position of the cylinder pressure at the same time, disperses the maximum concentrated pressure of the crankshaft 1, reduces the power required for the crankshaft to drive the compressed air of the piston, and reduces the power consumption of the compressor to save energy.

Figures 4 and 5 illustrate a crankshaft 10 having a plurality of crank configurations. The angle between the crank 12 of the crankshaft 10 and the crank 13 is 120. Less than 130° The crank 13 is 60° away from the highest point A of the pressure, and the crank 11 is 120° away from the highest point B of the pressure. When the crank 12 drives the piston 15 to the maximum pressure position of the cylinder 16 through the piston connecting rod 14, since the crank 11 and the crank 12 have an angle of 120° between the crank 12 and the crank 13, the crank 13 is The piston 18 driven by the piston link 17 is also separated from the maximum pressure position of the cylinder 19 by a distance L1. The piston 21 driven by the crankshaft 11 through the piston link 20 is also separated from the maximum pressure position of the cylinder 22 by a distance L2. It can be clearly seen from Fig. 6 that among the six pistons driven by the three cranks of the crankshaft 10, only the piston 15 is at the maximum pressure position of the cylinder 16, and the maximum pressure of the piston 18 and the piston 21 from the cylinder 22 and the cylinder 19 is different. the distance. Since there is an angle of 120° between the crank and the crank, this obviously staggers the time when the pistons reach the maximum position of the cylinder pressure, and the maximum concentrated pressure that the crankshaft 10 is subjected to disperses significantly reduces the power required for the crankshaft 10 to drive the piston to compress the air.

Figures 7 and 8 show another crankshaft 23 having two crank configurations. The angle between the crank 24 of the crankshaft 23 and the crank 25 is 90° less than 100°, and the crank 25 is 90° out of the highest point A of the pressure. When the crank 24 moves the piston 26 to the maximum pressure position of the cylinder 27 through the piston connecting rod 25, since the crank 24 and the crank 25 have an angle of 90°, the piston 29 driven by the crank 25 through the piston connecting rod 28 is pressed from the cylinder 30. The maximum position also differs by the distance of L3. It is very obvious that the piston 26 and the piston 29 reach the maximum position of the cylinder pressure at the same time, dispersing the maximum concentrated pressure of the crankshaft 23, reducing the power required for the crankshaft 23 to drive the piston compressed air, reducing the energy consumption of the compressor and saving energy. .

In summary, the special crankshaft between the cranks created by the present invention has a time when the angle between the crank and the crank of the crankshaft is less than 180°, so that the time when the pistons reach the maximum position of the cylinder pressure is distorted, and the maximum concentrated pressure of the crankshaft is dispersed. The power required by the crankshaft to drive the compressed air of the piston is reduced, and the power consumption of the compressor is reduced correspondingly, and the energy consumption is saved.

Claims

Rights request

1. A special crankshaft with an inter-crank angle, comprising a crankshaft having two crank structures (1), a crankshaft having a plurality of crank structures (10), and another crankshaft (23) having two crank structures, characterized in that The angle between the crank (2) of the crankshaft (1) and the crank (3) is less than 160°.

2. An inter-crank angle special crankshaft according to claim 1, characterized in that the angle between the crank (12) of the crankshaft (10) and the crank (13) is less than 130°.

3. The inter-crank angle special crankshaft according to claim 1, characterized in that the angle between the crank (24) of the crankshaft (23) and the crank (25) is less than 100°.