Clutch for air compressor and air compressor

Abstract

The present application relates to the technical field of air compressor, and provides an air compressor clutch and an air compressor. The air compressor clutch comprises: a clutch base sleeved on a crankshaft of the air compressor; a transmission pin extending from the clutch base into the crankshaft, the transmission pin being capable of engaging and separating the clutch base and the crankshaft; and an air inlet channel built in the clutch base and communicating with a closed air chamber where the transmission pin is located; when the air inlet channel is supplied with air, the gas pressure in the closed air chamber drives the transmission pin to move away from the crankshaft, so that the clutch base is separated from the crankshaft. The air compressor clutch of the present application is sleeved on the crankshaft of the air compressor through a whole clutch base, and the transmission pin extending from the clutch base into the crankshaft is capable of conveniently engaging and separating the clutch base and the crankshaft, so that the operation of the air compressor is controlled.

Description

Technical Field

[0001] This invention relates to the field of air compressor technology, and more specifically, to a clutch for an air compressor and an air compressor. Background Technology

[0002] The air compressor is connected to the engine via gears, transmitting power from the engine to the crankshaft, which in turn drives the compression components to compress air. The compressed air is then stored in an air tank.

[0003] Traditional air compressors are constantly running during engine operation, resulting in high power consumption, heavy engine load, and severe wear and tear due to continuous use, leading to a short service life.

[0004] By adding a clutch between the crankshaft and gears of the air compressor, the connection between the crankshaft and gears can be disconnected when compressed air is not needed (such as when the air tank is full of air), thereby achieving energy saving, emission reduction, and extending the service life of the air compressor.

[0005] Currently, the clutches used in air compressors are typically multi-plate clutches. These clutches connect and disconnect the air compressor's crankshaft from the gears through the engagement and disengagement of their multiple plates. However, this type of multi-plate clutch has the following problems:

[0006] Due to their large size and weight, the air compressor installation interface has high requirements;

[0007] The complex structure leads to complicated assembly, high processing costs, and high requirements for materials. Specific friction conditions must be met between the multiple structural pieces.

[0008] It has a low degree of modularity, and special clutches need to be developed for different air compressors;

[0009] The clutch has low robustness and is prone to overheating and burning under frequent engagement and disengagement conditions. It also has high requirements for lubricating oil. If the lubricating oil contains impurities that affect the friction conditions between the multi-plate structure, the clutch will not be able to operate.

[0010] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0011] In view of this, the present invention provides a clutch for an air compressor and an air compressor, wherein a one-piece clutch base is sleeved on the crankshaft of the air compressor, and a drive pin extending from the clutch base into the crankshaft facilitates the engagement and disengagement of the clutch base and the crankshaft, thereby realizing the control of the operation of the air compressor.

[0012] According to one aspect of the present invention, a clutch for an air compressor is provided, comprising: a clutch base sleeved on the crankshaft of the air compressor; a drive pin extending from the clutch base into the crankshaft, the drive pin being capable of engaging and disengaging the clutch base from the crankshaft; an intake passage built into the clutch base and communicating with a closed air chamber where the drive pin is located; when air enters through the intake passage, the gas pressure in the closed air chamber pushes the drive pin away from the crankshaft, thereby disengaging the clutch base from the crankshaft.

[0013] In some embodiments, the drive pin is subjected to a force toward the crankshaft; when the gas pressure is less than the force, the force pushes the drive pin toward the crankshaft, causing the clutch base to engage with the crankshaft.

[0014] In some embodiments, the drive pin includes a thinner rod portion and a thicker end portion, the enclosed air chamber includes a first space adapted to the rod portion and a second space adapted to the end portion; the end portion is accommodated in the second space, the rod portion extends from the second space through the first space into the crankshaft, and the portion of the rod portion located in the second space forms an air intake portion communicating with the air intake passage between the rod portion and the inner wall of the second space.

[0015] In some embodiments, the rod portion and the inner wall of the first space, and the end portion and the inner wall of the second space, are respectively sealed together by a first sealing ring.

[0016] In some embodiments, the clutch for an air compressor further includes a fastener disposed in a mounting cavity of the clutch base, the mounting cavity and the closed air chamber being disposed along the movement direction of the drive pin, the drive pin being movably pressed against the fastener and the crankshaft.

[0017] In some embodiments, the mounting cavity is further provided with an elastic or magnetic element located between the drive pin and the fastener, for generating a force toward the crankshaft on the drive pin.

[0018] In some embodiments, the fastener is an adjusting plug screwed into the mounting cavity; the adjusting plug and the mounting cavity have an adjustment allowance for screwing toward the closed air chamber.

[0019] In some embodiments, the fastener has a through hole communicating with the mounting cavity.

[0020] In some embodiments, the drive pin extends radially into the crankshaft and is movable along the radial direction.

[0021] In some embodiments, the outer peripheral wall of the crankshaft is provided with a mating groove that engages with the drive pin; when the drive pin is pressed into the mating groove, the clutch base engages with the crankshaft; when the drive pin is disengaged from the mating groove, the clutch base separates from the crankshaft.

[0022] In some embodiments, the outer peripheral wall of the crankshaft is further provided with an annular groove communicating with the mating groove, the drive pin extends into the annular groove, and the depth of the annular groove is less than the depth of the mating groove; when the clutch base is separated from the crankshaft, as the clutch base rotates, the annular groove can guide the drive pin to be pressed into the mating groove.

[0023] In some embodiments, the drive pin has a ball head that mates with the crankshaft, the ball head being coated with a wear-resistant material.

[0024] In some embodiments, the air intake passage includes a first section extending radially and a second section extending axially; the first section has an air inlet, and one end of the second section communicates with the enclosed air chamber and the other end is sealed by a seal.

[0025] In some embodiments, the clutch base is housed in the crankcase of the crankshaft; the intake passage has an intake port located on the outer peripheral wall of the clutch base, and the outer peripheral wall of the clutch base and the crankcase are sealed together by a pair of second sealing rings, the pair of second sealing rings being distributed on both sides of the intake port along the axial direction.

[0026] In some embodiments, the clutch base is housed in the crankcase of the crankshaft; an elastic retaining ring is provided between the end face edge of the clutch base and the crankcase, the elastic retaining ring limiting the axial movement of the clutch base.

[0027] In some embodiments, the clutch base is provided with a weight reduction hole, which does not interfere with the sealed air chamber and the air intake passage.

[0028] According to another aspect of the present invention, an air compressor is provided, comprising an air compressor clutch as described in any of the above embodiments, the air compressor clutch being fixedly connected to the gears of the air compressor.

[0029] The beneficial effects of this invention compared to the prior art include at least the following:

[0030] The clutch for an air compressor of the present invention is stably mounted on the crankshaft of the air compressor via a one-piece clutch base. A drive pin extending from the clutch base into the crankshaft facilitates the engagement and disengagement of the clutch base and the crankshaft, thereby controlling the operation of the air compressor. Specifically, the closed air chamber of the drive pin is connected to the air intake passage of the clutch base. When air enters the air intake passage, the gas pressure in the closed air chamber pushes the drive pin away from the crankshaft, causing the clutch base to separate from the crankshaft. This allows the crankshaft to stop rotating without the need for compressed air, thus stopping the air compressor from operating, achieving energy saving, emission reduction, and extending the service life of the air compressor.

[0031] Compared with the clutches currently used in air compressors, the clutch for air compressors of the present invention has the following advantages:

[0032] It is small in size and light in weight, and has no special requirements for the installation interface of the air compressor;

[0033] It has a simple structure, is easy to assemble, has low production costs, and does not have special friction requirements for materials;

[0034] It has a high degree of modularity and can be adapted to different air compressors by replacing components such as the clutch base and seals;

[0035] It exhibits high robustness and adaptability to various operating conditions. The movement of the transmission pin allows for convenient engagement and disengagement of the clutch base and crankshaft without damage to either.

[0036] It has low requirements for lubricating oil and does not require frequent lubricating oil changes.

[0037] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0039] Figure 1 This diagram shows a schematic representation of the structure of a clutch for an air compressor in an embodiment of the present invention.

[0040] Figure 2 An axial sectional view showing the engagement state of the clutch and crankshaft for an air compressor in an embodiment of the present invention is shown.

[0041] Figure 3 Show Figure 2 Enlarged view of region A in the middle;

[0042] Figure 4 A radial sectional view showing the engagement state of the clutch and crankshaft for an air compressor in an embodiment of the present invention is shown.

[0043] Figure 5 A schematic diagram of the structure of the crankshaft assembly for the air compressor clutch is shown in an embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram showing the engagement state of the air intake port of the intake passage and the clutch control port of the crankcase in an embodiment of the present invention. Detailed Implementation

[0045] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to fully and completely convey the concept of the exemplary embodiments to those skilled in the art.

[0046] The accompanying drawings are merely illustrative of the invention and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0047] The use of terms such as "first," "second," and similar terms in the specific description does not indicate any order, quantity, or importance, but is merely used to distinguish different components. It should be noted that, unless otherwise specified, embodiments of the present invention and features in different embodiments can be combined with each other.

[0048] Figure 1 This illustration shows the structure of the clutch for the air compressor in an embodiment of the present invention. Figure 2 This diagram illustrates the axial cross-sectional view of the clutch and crankshaft engagement in an air compressor. Figure 3 Indicate Figure 2 The magnified structure of region A in the middle, Figure 4 The diagram illustrates the radial cross-sectional view of the clutch and crankshaft engagement in an air compressor; combined with... Figures 1 to 4 As shown, the clutch for an air compressor provided in this embodiment of the invention includes:

[0049] Clutch base 10 is fitted onto the crankshaft 60 of the air compressor;

[0050] A drive pin 20 extends from the clutch base 10 into the crankshaft 60, and the drive pin 20 can engage and disengage the clutch base 10 from the crankshaft 60.

[0051] The air intake passage 30 is built into the clutch base 10 and connects to the closed air chamber 40 where the transmission pin 20 is located.

[0052] When air enters through the intake passage 30, the gas pressure in the closed air chamber 40 pushes the transmission pin 20 away from the crankshaft 60, causing the clutch base 10 to separate from the crankshaft 60.

[0053] Depending on the torque requirements of the air compressor, multiple drive pins 20 can be provided to ensure stable engagement between the clutch base 10 and the crankshaft 60. Figure 4 The image shows the clutch base 10 and the crankshaft 60 being engaged by three circumferentially evenly distributed drive pins 20.

[0054] The aforementioned clutch for an air compressor is stably mounted on a crankshaft 60 via a one-piece clutch base 10. The clutch base 10 and the crankshaft 60 are easily engaged and disengaged via a transmission pin 20 extending from the clutch base 10 into the crankshaft 60, thereby controlling the operation of the air compressor.

[0055] The clutch base 10 is also fixedly connected to the gear 70 of the air compressor; specifically, the clutch base 10 is provided with a threaded hole 11 for fixed connection to the gear 70 by screwing. Thus, when the clutch base 10 is engaged with the crankshaft 60, the gear 70 is connected to the crankshaft 60 through the clutch base 10, and the gear 70 can drive the crankshaft 60 to rotate through the clutch base 10, transmitting power from the engine to the crankshaft 60, causing the air compressor to operate and compress air; when the clutch base 10 is disengaged from the crankshaft 60, the power of the gear 70 is no longer transmitted to the crankshaft 60, and the air compressor stops operating.

[0056] The operation of the air compressor is controlled by acting on the transmission pin 20. The closed air chamber 40 where the transmission pin 20 is located is connected to the air intake passage 30 of the clutch base 10. When the air intake passage 30 is not filled with air, the clutch base 10 is engaged with the crankshaft 60, and the air compressor operates. When the air intake passage 30 is filled with air, the gas pressure in the closed air chamber 40 pushes the transmission pin 20 away from the crankshaft 60, causing the clutch base 10 to separate from the crankshaft 60. This allows the crankshaft 60 to stop rotating through the movement of the transmission pin 20 without the need for compressed air, thereby stopping the air compressor from operating, achieving energy saving and emission reduction, and extending the service life of the air compressor.

[0057] The crankcase for assembling the crankshaft 60 is provided with a clutch control port that communicates with the intake passage 30. When compressed air is not required (such as when the air tank connected to the air compressor is full of air), the control components can deliver control gas to the intake passage 30 through the clutch control port to drive the transmission pin 20 away from the crankshaft 60.

[0058] In some embodiments, the drive pin 20 is subjected to a force toward the crankshaft 60; when the gas pressure is less than the force, the force pushes the drive pin 20 toward the crankshaft 60, causing the clutch base 10 to engage with the crankshaft 60.

[0059] The force mentioned can be elastic repulsion, magnetic repulsion, etc., and can be achieved by components (such as springs, magnetic pole pairs, etc.) installed in the mounting cavity (the mounting cavity and the closed air chamber 40 are arranged along the movement direction of the transmission pin 20) and acting on the transmission pin 20.

[0060] The force always acts on the drive pin 20, pushing it towards the crankshaft 60. When the gas pressure in the closed air chamber 40 is less than the force (usually when the intake passage 30 is not in operation), the force pushes the drive pin 20 toward the crankshaft 60, engaging the clutch base 10 with the crankshaft 60, thus causing the air compressor to operate and compress air. When the intake passage 30 is in operation, the gas pressure in the closed air chamber 40 becomes greater than the force, pushing the drive pin 20 away from the crankshaft 60 against the force, disengaging the clutch base 10 from the crankshaft 60, and stopping the air compressor.

[0061] In some embodiments, the drive pin 20 includes a thinner rod portion 21 and a thicker end portion 22, and the closed air chamber 40 includes a first space adapted to the rod portion 21 and a second space adapted to the end portion 22; the end portion 22 is accommodated in the second space, and the rod portion 21 extends from the second space through the first space into the crankshaft 60, and the portion of the rod portion 21 located in the second space forms an intake portion 40' communicating with the inner wall of the second space.

[0062] Therefore, when air enters through the intake passage 30, gas accumulates in the intake section 40', and the gas pressure pushes the end 22, causing the transmission pin 20 to move away from the crankshaft 60 until the clutch base 10 separates from the crankshaft 60.

[0063] In some embodiments, the rod portion 21 is sealed to the inner wall of the first space, and the end portion 22 is sealed to the inner wall of the second space by a first sealing ring 23.

[0064] The first sealing ring 23 ensures a sealed fit between the rod 21 and the inner wall of the first space, and between the end 22 and the inner wall of the second space, preventing gas leakage from the air intake 40' and thus preventing it from acting on the transmission pin 20.

[0065] In embodiments of the present invention, the closed air chamber 40 mainly refers to the area between a pair of first sealing rings 23.

[0066] In some embodiments, the clutch for the air compressor further includes a fastener 24 disposed in the mounting cavity 400 of the clutch base 10, the mounting cavity 400 and the closed air chamber 40 being disposed along the movement direction of the drive pin 20, and the drive pin 20 being movably pressed against the fastener 24 and the crankshaft 60.

[0067] Fastener 24 can be a suitable component such as a screw plug or a retaining pin. Fastener 24 limits the travel of the transmission pin 20, ensuring that the transmission pin 20 has an accurate travel to engage and disengage the clutch base 10 and the crankshaft 60, preventing the transmission pin 20 from exceeding the preset travel and causing damage, while also protecting components such as the spring 25.

[0068] In some embodiments, the fastener 24 is an adjusting plug screwed into the mounting cavity 400; an adjustment allowance 400' is left between the adjusting plug and the mounting cavity 400, allowing it to be screwed into the closed air chamber 40. This adjustment plug, with its 400' adjustment allowance, facilitates adjustments to the tightness of the adjusting plug based on the wear and tear of the transmission pin 20, thereby adjusting the stroke of the transmission pin 20 and ensuring that the transmission pin 20 can accurately engage and disengage the clutch base 10 and the crankshaft 60.

[0069] In some embodiments, the mounting cavity 400 is further provided with an elastic or magnetic element located between the drive pin 20 and the fastener 24 for generating a force toward the crankshaft 60 on the drive pin 20.

[0070] Figure 2 and Figure 3 In one embodiment, the transmission pin 20 is shown to be connected to the fastener 24 by a spring 25; the spring 25 is always in a compressed state and can generate a continuous elastic repulsive force on the transmission pin 20, pushing the transmission pin 20 toward the crankshaft 60.

[0071] In this embodiment, the fastener 24 can adjust the travel of the transmission pin 20 by adjusting the compression of the spring 25 after the transmission pin 20 is worn out. On the other hand, it can limit the excessive travel of the transmission pin 20 to prevent the spring 25 from being damaged due to excessive travel caused by problems with the control air pressure or large fluctuations.

[0072] In other embodiments, the drive pin 20 and the fastener 24 may be connected by other components that can produce elastic deformation or magnetic pole pairs that can produce magnetic repulsion.

[0073] Furthermore, in some embodiments, the fastener 24 has a through hole 240 communicating with the mounting cavity 400.

[0074] The through-hole 240 balances the gas pressure in the mounting cavity 400, preventing gas leakage from causing the pressure in the mounting cavity 400 and the closed air chamber 40 to become equal, thus preventing the drive pin 20 from moving. Specifically, although the closed air chamber 40 is sealed by the first sealing ring 23, a small amount of gas may leak into the mounting cavity 400 during long-term operation. If the mounting cavity 400 does not have the through-hole 240 connecting to the outside, the gas pressure in the mounting cavity 400 will accumulate over time and become equal to that in the closed air chamber 40, resulting in a lack of pressure difference between the closed air chamber 40 and the mounting cavity 400 sufficient to drive the drive pin 20, thus preventing the drive pin 20 from disengaging from the clutch base 10 and the crankshaft 60. In addition, the through-hole 240 allows lubricating oil splashed from the gear 70 to be introduced into the mounting cavity 400 and the closed air chamber 40 to lubricate the spring 25 and the drive pin 20, ensuring that the drive pin 20 has a smooth engagement and disengagement stroke between the clutch base 10 and the crankshaft 60.

[0075] In the above embodiments, the transmission pin 20 extends into the crankshaft 60 in the radial direction "x" and can move in the radial direction "x" to avoid the transmission pin 20 generating an axial component force in the "z" direction during the engagement and disengagement of the clutch base 10 and the crankshaft 60, which would affect the accuracy of the fit between the clutch base 10 and the crankshaft 60.

[0076] Figure 5 This diagram illustrates the structure of the portion of the crankshaft 60 where the clutch for the air compressor is assembled, as shown in this embodiment of the invention; in conjunction with... Figures 1 to 5 As shown, in some embodiments, the outer peripheral wall of the crankshaft 60 is provided with a mating groove 61 that mates with the drive pin 20; when the drive pin 20 is pressed into the mating groove 61, the clutch base 10 engages with the crankshaft 60; when the drive pin 20 is disengaged from the mating groove 61, the clutch base 10 separates from the crankshaft 60.

[0077] The drive pin 20 has a ball head 20' extending out of the closed air chamber 40 for engaging with the crankshaft 60. The mating groove 61 has a shape and aperture adapted to the ball head 20'. When the drive pin 20 is pressed into the mating groove 61, the clutch base 10 engages with the crankshaft 60, and the clutch base 10 can drive the crankshaft 60 to rotate while the follow gear 70 rotates. When the drive pin 20 is disengaged from the mating groove 61, the clutch base 10 disengages from the crankshaft 60, the crankshaft 60 stops rotating, and the air compressor stops operating.

[0078] In some embodiments, the outer peripheral wall of the crankshaft 60 is also provided with an annular groove 62 communicating with the mating groove 61. The drive pin 20 extends into the annular groove 62, and the depth of the annular groove 62 is less than the depth of the mating groove 61. When the clutch base 10 is separated from the crankshaft 60, as the clutch base 10 rotates, the annular groove 62 can guide the drive pin 20 to be pressed into the mating groove 61.

[0079] The ball head 20' of the transmission pin 20 always rotates along the annular groove 62. During the unloading phase (i.e., the phase when the clutch base 10 is separated from the crankshaft 60), a gap remains between the ball head 20' and the annular groove 62. When the clutch base 10 is separated from the crankshaft 60, if the intake passage 30 continues to intake air, the ball head 20' moves along the annular groove 62 under the action of gas pressure as the clutch base 10 rotates with the gear 70. When the intake passage 30 stops intake air, the ball head 20' presses against the annular groove 62 under the action of a force towards the crankshaft 60 as the clutch base 10 rotates with the gear 70. When it reaches the position of the mating groove 61, it is pressed into the mating groove 61, so that the clutch base 10 and the crankshaft 60 are engaged, and transmission is realized.

[0080] In some embodiments, the drive pin 20 is made of high-molybdenum steel, and the ball head 20' is coated with a wear-resistant material. The high-molybdenum steel refers to stainless steel with a high molybdenum content (usually 20% to 29%), which has good wear resistance and corrosion resistance. The wear-resistant material can be a wear-resistant material, such as a DLC coating (diamond-like carbon coating), to enhance the wear resistance of the ball head 20'.

[0081] The design of the ball head 20' described above reduces the impact of the drive pin 20 on the crankshaft 60, ensuring smoothness of the drive pin 20 during its insertion / exit from the mating groove 61 and its travel along the annular groove 62. Furthermore, the two first sealing rings 23 used to seal the intake section 40' not only provide a seal but also resist the impact force when the clutch base 10 engages with the crankshaft 60. Additionally, the optimized characteristic curve of the spring 25 reduces the seating speed of the drive pin 20, thereby reducing impact, decreasing wear, and extending product lifespan.

[0082] Specifically, the first sealing ring 23 can be a rubber sealing ring. The rubber sealing ring has a large contact area with the clutch base 10, which can reduce impact and wear during the engagement of the transmission pin 20 (that is, the engagement of the clutch base 10 with the crankshaft 60) and seal the control gas during the unloading stage.

[0083] Continue to combine Figures 1 to 4 As shown, in some embodiments, the air intake passage 30 includes a first section 31 extending radially "x" and a second section 32 extending axially "z"; the first section 31 has an air intake 30', and one end of the second section 32 communicates with the closed air chamber 40 and the other end is sealed by a seal 33.

[0084] The seal 33 can be made of tapered screw plug for easy installation and to achieve a seal; the surface of the seal 33 can also be coated with sealant to ensure a sealing effect.

[0085] The intake channel 30 is formed by the first segment 31 extending radially "x" and the second segment 32 extending axially "z", which facilitates the processing and shaping of the intake channel 30.

[0086] A sealing gasket 34 can also be provided on the outer peripheral wall of the clutch base 10. At the position of the sealing gasket 34 corresponding to the air inlet 30', an air inlet hole 30" communicating with the air inlet 30' can be opened to realize the smooth air intake of the air intake channel 30.

[0087] Figure 6 This diagram illustrates the structure of the intake port of the intake passage 30 and the clutch control port of the crankcase in an embodiment of the present invention; combined with Figures 1 to 6 As shown, in some embodiments, the clutch base 10 is housed in the crankcase 66 of the crankshaft 60; the intake passage 30 has an intake port 30' located on the outer peripheral wall of the clutch base 10, and the outer peripheral wall of the clutch base 10 and the crankcase 66 are sealed together by a pair of second sealing rings 35, which are distributed on both sides of the intake port 30' along the axial direction "z".

[0088] By using a pair of second sealing rings 35, gas leakage at the air inlet 30' of the air intake passage 30 can be prevented, further ensuring smooth air intake of the air intake passage 30.

[0089] The intake port 30' (or through the intake through hole 30") of the intake passage 30 can be connected to the clutch control port 66' provided in the crankcase 66. The clutch control port 66' can be connected to the air tank through a control component (e.g., a suitable valve). When the air tank is full of air, the control component delivers control gas to the intake passage 30 through the clutch control port 66', so that the drive pin 20 moves away from the crankshaft 60 under the action of gas pressure, overcoming the force toward the crankshaft 60, thereby separating the clutch base 10 from the crankshaft 60.

[0090] Furthermore, in some embodiments, the clutch base 10 is housed in the crankcase 66 of the crankshaft 60; an elastic retaining ring 36 is provided between the end face edge of the clutch base 10 and the crankcase 66, the elastic retaining ring 36 limits the axial movement of the clutch base 10, and prevents the clutch base 10 from generating axial fluctuations that would affect the accuracy of the fit with the crankshaft 60.

[0091] In some embodiments, the clutch base 10 is further provided with a weight reduction hole 37, which does not interfere with the closed air chamber 40 and the air intake passage 30, so as to reduce the weight of the clutch base 10 without affecting the normal function of the clutch for the air compressor.

[0092] This invention also provides an air compressor, which includes the clutch for air compressors described in any of the above embodiments. The features and principles of the clutch for air compressors described in any of the above embodiments can be applied to the air compressor of this embodiment.

[0093] Can be combined Figures 1 to 6 As shown, the clutch base 10 of the air compressor clutch is sleeved on the crankshaft 60 of the air compressor and fixedly connected to the gear 70 of the air compressor; the clutch base 10 and the crankshaft 60 are engaged and disengaged through a transmission pin 20. The principle of controlling the operation of the air compressor can be referred to the description of the above embodiments, and will not be repeated here.

[0094] In summary, the clutch for the air compressor of the present invention is stably mounted on the crankshaft 60 of the air compressor via a one-piece clutch base 10; the clutch base 10 and the crankshaft 60 are conveniently engaged and disengaged via a transmission pin 20 extending from the clutch base 10 into the crankshaft 60, thereby controlling the transmission between the gear 70 of the air compressor and the crankshaft 60 and realizing the control of the operation of the air compressor.

[0095] When compressed air is needed, the drive pin 20 is pressed into the mating groove 61 of the crankshaft 60 under the force acting towards the crankshaft 60, transmitting power from the gear 70 to the crankshaft 60, thus making the air compressor run; when compressed air is not needed, the drive pin 20 is disengaged from the mating groove 61 of the crankshaft 60 under the action of gas pressure, causing the clutch base 10 to separate from the crankshaft 60, thereby stopping the air compressor from running, achieving energy saving and emission reduction, and extending the service life of the air compressor.

[0096] Compared with the clutches currently used in air compressors, the clutch for air compressors of the present invention has the following advantages:

[0097] Small in size and light in weight, it has no special requirements for the installation interface of the air compressor; especially in the increasingly compact design, it can provide a smaller design solution, which greatly reduces the modification cost of the installation interface (including the crankcase 66 of the air compressor and the interface of the engine for installing the air compressor).

[0098] It has a simple structure, is easy to assemble, has low production costs, and does not have special friction requirements for materials;

[0099] It has a high degree of modularity and can be adapted to different air compressors by replacing components such as clutch base 10 and sealing rings;

[0100] It exhibits high robustness and adaptability to various operating conditions. The movement of the transmission pin 20 allows for convenient engagement and disengagement of the clutch base 10 and crankshaft 60 without damaging them.

[0101] The requirements for lubricating oil are low. The lubricating oil only needs to lubricate the transmission pin 20 and other components. There is no need to frequently change the lubricating oil because a small amount of impurities may affect the friction conditions.

[0102] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A clutch for an air compressor, characterized in that, include: A one-piece clutch base is fitted onto the crankshaft of the air compressor and is used for fixed connection with the gears of the air compressor; A drive pin extends from the clutch base into the crankshaft, and the drive pin is capable of engaging and disengaging the clutch base from the crankshaft; An intake passage is built into the clutch base and connects to the closed air chamber where the transmission pin is located. When air enters through the intake passage, the gas pressure in the closed air chamber pushes the transmission pin away from the crankshaft, causing the clutch base to separate from the crankshaft. A fastener is disposed in the mounting cavity of the clutch base. The mounting cavity and the closed air chamber are arranged along the movement direction of the drive pin. The drive pin is movably pressed against the fastener and the crankshaft. Wherein, the fastener is an adjusting plug screwed into the mounting cavity, and the adjusting plug and the mounting cavity have an adjustment allowance for screwing toward the closed air chamber; and / or, the fastener has a through hole communicating with the mounting cavity.

2. The clutch for an air compressor as described in claim 1, characterized in that, The drive pin is subjected to a force toward the crankshaft; When the gas pressure is less than the force, the force pushes the transmission pin toward the crankshaft, causing the clutch base to engage with the crankshaft.

3. The clutch for an air compressor as described in claim 1 or 2, characterized in that, The drive pin includes a thinner rod portion and a thicker end portion, and the closed air chamber includes a first space adapted to the rod portion and a second space adapted to the end portion; The end portion is housed in the second space, the rod portion extends from the second space through the first space into the crankshaft, and the portion of the rod portion located in the second space forms an intake portion communicating with the intake passage between the inner wall of the second space and the intake portion.

4. The clutch for an air compressor as described in claim 3, characterized in that, The rod portion is sealed to the inner wall of the first space, and the end portion is sealed to the inner wall of the second space by a first sealing ring.

5. The clutch for an air compressor as described in claim 1, characterized in that, The mounting cavity is also provided with an elastic or magnetic element located between the drive pin and the fastener, which is used to generate a force on the drive pin toward the crankshaft.

6. The clutch for an air compressor as described in claim 1, characterized in that, The drive pin extends radially into the crankshaft and can move radially.

7. The clutch for an air compressor as described in claim 1, characterized in that, The outer peripheral wall of the crankshaft is provided with a mating groove that mates with the transmission pin; When the drive pin is pressed into the mating groove, the clutch base engages with the crankshaft. When the drive pin exits the mating groove, the clutch base separates from the crankshaft.

8. The clutch for an air compressor as described in claim 7, characterized in that, The outer peripheral wall of the crankshaft is also provided with an annular groove that communicates with the mating groove, and the transmission pin extends into the annular groove, the depth of which is less than the depth of the mating groove; When the clutch base is separated from the crankshaft, as the clutch base rotates, the annular groove can guide the drive pin to be pressed into the mating groove.

9. The clutch for an air compressor as described in claim 1, 7, or 8, characterized in that, The drive pin has a ball head that mates with the crankshaft, and the ball head is coated with a wear-resistant material.

10. The clutch for an air compressor as claimed in claim 1, characterized in that, The air intake passage includes a first section extending radially and a second section extending axially; The first section has an air inlet, and one end of the second section is connected to the closed air chamber and the other end is sealed by a sealing element.

11. The clutch for an air compressor as claimed in claim 1, characterized in that, The clutch base is housed in the crankcase of the crankshaft; The air intake passage has an air inlet located on the outer peripheral wall of the clutch base. The outer peripheral wall of the clutch base and the crankcase are sealed together by a pair of second sealing rings, which are distributed on both sides of the air inlet along the axial direction.

12. The clutch for an air compressor as claimed in claim 1, characterized in that, The clutch base is housed in the crankcase of the crankshaft; An elastic retaining ring is provided between the end face edge of the clutch base and the crankcase, and the elastic retaining ring limits the axial movement of the clutch base.

13. The clutch for an air compressor as claimed in claim 1, characterized in that, The clutch base is provided with a weight reduction hole, which does not interfere with the sealed air chamber and the air intake passage.

14. An air compressor, characterized in that, Includes an air compressor clutch as described in any one of claims 1-13, wherein the air compressor clutch is fixedly connected to the gears of the air compressor.

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