A double cylinder air compressor for automobile with self-adjusting supercharging mechanism

Abstract

This invention discloses a dual-cylinder automotive air compressor employing a self-regulating supercharging mechanism, comprising a cylinder head assembly and a cylinder block assembly. The cylinder head assembly internally includes a primary intake chamber, a primary exhaust chamber, a secondary intake chamber, and a secondary exhaust chamber. The cylinder block assembly includes a primary compression assembly and a secondary compression assembly. The self-regulating supercharging mechanism is located within the primary intake chamber, and an intake and exhaust passage is provided between the primary intake chamber and the primary compression assembly. The self-regulating supercharging mechanism is used to either unblock or block the intake and exhaust passages. This invention enables the air compressor to operate at low pressure during idling, while also featuring good compressed air quality, reduced oil discharge, and long service life.

Description

Technical Field

[0001] This invention relates to the field of air compressor technology, and in particular to a dual-cylinder air compressor for automobiles employing a self-regulating booster mechanism. Background Technology

[0002] Automotive air compressors are widely used in vehicle braking, door opening and closing, and other applications. Most commonly used automotive air compressors are reciprocating air compressors, also known as piston air compressors.

[0003] The intake and exhaust principle of an air compressor is the same for both dual-cylinder and single-cylinder automotive air compressors. The crankshaft drives the connecting rod and piston to reciprocate, generating air pressure for the vehicle's use. When the piston moves downwards within the cylinder, air enters the cylinder through the intake port in the cylinder head, then through the intake chamber, the intake hole, and finally the intake valve. Conversely, when the piston moves upwards within the cylinder, it pushes the air to close the intake valve, and the air then enters the exhaust chamber through the exhaust port, opening the exhaust valve, and exits through the exhaust passage, finally flowing into the air reservoir via the air pipe.

[0004] Existing reciprocating piston air compressors for automobiles typically cannot operate at 1.2 MPa (mainly 0.8-1.0 MPa) for extended periods, and primarily perform primary compression. Since the air compressor is connected to the car engine, it remains in a reciprocating rotational state as long as the engine is running. While the air compressor typically operates for less than 15% to 25% of the engine's operating time, it continues to run for the remaining 75% to 85% of the time. This results in shaft power loss, oil leakage, and continued engine fuel consumption. Prolonged high-pressure operation leads to high exhaust temperatures, high lubricant consumption, reduced lifespan, and is also environmentally unfriendly. Summary of the Invention

[0005] The purpose of this invention is to provide an automotive twin-cylinder air compressor with a self-regulating supercharging mechanism to solve the above-mentioned technical problems. It can achieve a low-pressure working state when the air compressor is idling, and at the same time has the characteristics of good compressed air quality, reduced oil discharge, and long service life.

[0006] The technical problem solved by this invention can be achieved by the following technical solutions:

[0007] A dual-cylinder air compressor for automobiles employing a self-regulating supercharging mechanism includes a cylinder head assembly and a cylinder block assembly. The cylinder head assembly internally comprises a primary intake chamber, a primary exhaust chamber, a secondary intake chamber, and a secondary exhaust chamber. The cylinder block assembly includes a primary compression assembly and a secondary compression assembly. The primary compression assembly includes a primary cylinder liner and a primary piston that cooperates with the primary cylinder liner. The secondary compression assembly includes a secondary cylinder liner and a secondary piston that cooperates with the secondary cylinder liner. The primary intake chamber and the primary exhaust chamber cooperate with the primary compression assembly. The secondary intake chamber... The primary intake chamber and the secondary exhaust chamber are used to cooperate with the secondary compression assembly. A self-regulating boosting mechanism is located in the primary intake chamber. An intake and exhaust passage is provided between the primary intake chamber and the primary compression assembly. The self-regulating boosting mechanism is used to unblock or block the intake and exhaust passage. When the air pressure in the secondary exhaust chamber is greater than or equal to a preset air pressure value, the self-regulating boosting mechanism is in the closed state, thus blocking the intake and exhaust passage. When the air pressure in the secondary exhaust chamber is lower than the preset air pressure value, the self-regulating boosting mechanism is in the open state, and the intake and exhaust passage is unblocked.

[0008] The self-regulating boosting mechanism includes a regulating valve group, which is used to cooperate with the regulating air passage. One end of the regulating air passage is used to communicate with the secondary exhaust chamber, and the other end of the regulating air passage is used to cooperate with the regulating valve group. The regulating valve group is used to unblock or block the intake and exhaust passages.

[0009] The regulating valve assembly includes a valve seat, a valve body, and a valve plug. The valve body includes a valve body body, a communicating cavity located within the valve body body, and an intake and exhaust passage that communicates with the communicating cavity. The intake and exhaust passage is used to connect the primary intake cavity and the communicating cavity. The communicating cavity communicates with the intake and exhaust passages. The other end of the intake and exhaust passages communicates with the inner cavity of the primary cylinder liner. The valve plug can block the intake and exhaust passages and the communicating cavity.

[0010] The valve plug is provided with a pressurizing chamber, which is connected to the regulating air passage through a pressurizing port. When the air pressure in the secondary exhaust chamber is greater than or equal to the preset air pressure value, the gas flows to the regulating air passage and enters the pressurizing chamber through the pressurizing port, causing the valve plug to move and complete the sealing of the inlet and outlet holes and the connecting chamber.

[0011] The inner cylinder diameter of the first-stage cylinder liner is larger than that of the second-stage cylinder liner.

[0012] The volume ratio of the first-stage cylinder liner to the second-stage cylinder liner is 2 to 3 times.

[0013] The cylinder head assembly includes an upper cylinder head, a lower cylinder head, and a valve plate. The regulating air passage is located inside the upper cylinder head, the intake and exhaust passages are located inside the valve plate, and the valve seat is located inside the lower cylinder head. The valve plate is also provided with a plurality of primary intake holes, primary exhaust holes, secondary intake holes, and secondary exhaust holes. One end of the primary intake hole is used to communicate with the primary intake chamber, and the other end is used to cooperate with the primary intake diaphragm. A primary exhaust diaphragm assembly is provided between the primary exhaust hole and the primary exhaust chamber. One end of the secondary intake hole is used to communicate with the secondary intake chamber, and the other end is used to cooperate with the secondary intake diaphragm. A secondary exhaust diaphragm assembly is provided between the secondary exhaust hole and the secondary exhaust chamber. The primary exhaust chamber and the secondary intake chamber are interconnected.

[0014] When the self-regulating supercharging mechanism is in the open state, if the first-stage piston is in the suction motion, the first-stage intake diaphragm opens, and the gas in the first-stage intake chamber enters the first-stage piston chamber in the first-stage cylinder through the first-stage intake port and the intake / exhaust passage. If the first-stage piston is in the exhaust motion, the first-stage exhaust diaphragm opens, and part of the gas in the first-stage piston chamber enters the first-stage exhaust chamber through the first-stage exhaust port, and part enters the first-stage intake chamber through the intake / exhaust passage. When the self-regulating supercharging mechanism is in the closed state, the intake / exhaust passage is blocked. If the first-stage piston is in the suction motion, the first-stage intake diaphragm opens, and the gas in the first-stage intake chamber enters the first-stage piston chamber in the first-stage cylinder through the first-stage intake port. If the first-stage piston is in the exhaust motion, the first-stage exhaust diaphragm opens, and all the gas in the first-stage piston chamber enters the first-stage exhaust chamber through the first-stage exhaust port.

[0015] It also includes a drive assembly, which includes a crankshaft, the crankshaft including a primary connecting part and a secondary connecting part, the primary connecting part and the secondary connecting part being distributed at different heights, the primary connecting part cooperating with a primary piston through a primary connecting rod, and the secondary connecting part cooperating with a secondary piston through a secondary connecting rod.

[0016] It also includes a cooling mechanism, which includes an inlet end, a cooling channel assembly, and an outlet end. The cooling channel assembly includes a cylinder head channel, a valve plate channel, and a cylinder block channel.

[0017] Compared with existing technologies, this invention has the following outstanding advantages and effects: By utilizing a self-regulating booster mechanism combined with an adjustable air passage, the invention can achieve the blocking or unblocking of the intake and exhaust passages as the air pressure in the secondary exhaust chamber changes. When the intake and exhaust passages are unblocked, the air compressor can operate at low pressure during vehicle idling, reducing oil discharge and increasing service life. When the intake and exhaust passages are blocked, the air compressor can achieve two-stage compression. By optimizing the volume ratio of the primary and secondary cylinders, air compression efficiency can be improved, increasing air pressure intensity, enabling the air compressor to achieve a working pressure of 1.5 MPa. The optimized built-in cooling mechanism, utilizing a circulating cooling channel, improves cooling effect, reduces air compressor exhaust temperature, and enhances performance.

[0018] The features of the present invention can be clearly understood by referring to the drawings and the following detailed description of preferred embodiments. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0020] Figure 2 This is a schematic cross-sectional view of the overall structure of the present invention. Figure 1 ;

[0021] Figure 3 This is a schematic cross-sectional view of the overall structure of the present invention. Figure 2 ;

[0022] Figure 4 This is a schematic cross-sectional view of the overall structure of the present invention. Figure 3 ;

[0023] Figure 5 This is a schematic cross-sectional view of the overall structure of the present invention. Figure 4 ;

[0024] Figure 6 This is a schematic diagram of the lower cylinder head structure of the present invention. Figure 1 ;

[0025] Figure 7 This is a schematic diagram of the lower cylinder head structure of the present invention. Figure 2 ;

[0026] Figure 8 This is a schematic diagram of the installation structure of the valve plate, the primary compression assembly, and the secondary compression assembly of the present invention.

[0027] Figure 9 This is a schematic diagram of the valve plate structure of the present invention;

[0028] Figure 10 This is a schematic diagram of the regulating valve assembly structure of the present invention;

[0029] Figure 11This is a cross-sectional view of the regulating valve assembly in the open state according to the present invention;

[0030] Figure 12 This is a cross-sectional view of the regulating valve assembly in the closed state according to the present invention. Detailed Implementation

[0031] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below with reference to specific illustrations.

[0032] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of the components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly. Furthermore, the descriptions involving "first," "second," etc., in this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features.

[0033] Combined with appendix Figures 1 to 12 As shown, this embodiment provides an automotive twin-cylinder air compressor employing a self-regulating supercharging mechanism, including a cylinder head assembly and a cylinder block assembly. The cylinder head assembly internally comprises a primary intake chamber 610, a primary exhaust chamber 620, a secondary intake chamber 630, and a secondary exhaust chamber 640. The cylinder block assembly includes a primary compression assembly and a secondary compression assembly. The primary compression assembly includes a primary cylinder liner 810 and a primary piston 820 cooperating with the primary cylinder liner 810. The secondary compression assembly includes a secondary cylinder liner 830 and a secondary piston 840 cooperating with the secondary cylinder liner 830. The primary intake chamber 610 and the primary exhaust chamber 620 are used to cooperate with the primary compression assembly. The intake chamber 630 and the secondary exhaust chamber 640 are used to cooperate with the secondary compression assembly; the self-regulating boosting mechanism 700 is located in the primary intake chamber 610, and an intake and exhaust passage 350 is provided between the primary intake chamber 610 and the primary compression assembly. The self-regulating boosting mechanism 700 is used to unblock or block the intake and exhaust passage 350; when the air pressure in the secondary exhaust chamber 640 is greater than or equal to the preset air pressure value, the self-regulating boosting mechanism 700 is in the closed state, thereby blocking the intake and exhaust passage 350; when the air pressure in the secondary exhaust chamber 640 is lower than the preset air pressure value, the self-regulating boosting mechanism 700 is in the open state, and the intake and exhaust passage 350 is unblocked.

[0034] When the air compressor starts working, the self-adjusting booster mechanism 700 is usually in the open state. At this time, the pressure in the secondary exhaust chamber 640 has not reached the preset pressure value. The preset pressure value can be adjusted and set according to the usage requirements.

[0035] In one specific embodiment, the preset pressure value is 0.3 MPa. When the pressure value in the secondary exhaust chamber 640 is lower than 0.3 MPa, the self-adjusting booster mechanism 700 is in the open state. During the suction movement of the primary piston 820, the primary piston chamber 811 in the primary cylinder 810 forms a negative pressure due to the suction movement of the primary piston 820. Therefore, the primary intake diaphragm 910 is in the open state, and the gas in the primary intake chamber 610 can enter the primary piston chamber 811 through the primary intake port 310. At the same time, because the self-adjusting booster mechanism 700 is in the open state, the intake... With the exhaust passage 350 open, as the first-stage piston chamber 811 moves in the suction motion of the first-stage piston 820, some of the gas in the first-stage intake chamber 610 enters the first-stage piston chamber 811 through the intake / exhaust passage 350. After the first-stage piston 820 switches to exhaust motion, as the space of the first-stage piston chamber 811 shrinks, the first-stage intake port 310 is blocked because the first-stage intake diaphragm 910 has a one-way opening structure. The first-stage exhaust diaphragm assembly 920 opens as the gas pressure increases, and some of the gas in the first-stage piston chamber 811 enters the first-stage exhaust chamber 620 through the first-stage exhaust port 320, while the remaining gas... The gas returns to the primary intake chamber 610 via the intake and exhaust passages 350. The primary exhaust chamber 620 and the secondary intake chamber 630 are interconnected. As the secondary piston 840 performs a suction motion, a negative pressure is created in the secondary piston chamber 831 within the secondary cylinder liner 830, causing the secondary intake diaphragm 930 to open. Gas enters the secondary piston chamber 831 through the secondary intake port 330. As the secondary piston 840 switches to exhaust motion, the volume of the secondary piston chamber 831 decreases. Because the secondary intake diaphragm 930 is a one-way opening structure, the secondary intake port 330 is blocked. The secondary exhaust diaphragm assembly 940 then... Once the air pressure enhancement is complete, the gas in the secondary piston chamber 831 enters the secondary exhaust chamber 640 through the secondary exhaust port 340, achieving air compression. Since the power input of the air compressor comes from the car engine, if the car is idling or at low speed, the movement frequency of the primary piston 820 and the secondary piston 840 is relatively low. Therefore, the intake and exhaust passages 350 can relieve pressure on the primary compression components, allowing the air compressor to continuously operate at low pressure. This enables the air compressor to operate at low pressure when the car is idling, reducing oil emissions, improving environmental performance, and increasing the service life of the air compressor.

[0036] When the pressure in the secondary exhaust chamber 640 reaches 0.3 MPa, the self-regulating booster mechanism 700 is closed, completing the sealing of the intake and exhaust passages 350. During the suction motion of the primary piston 820, a negative pressure is formed in the primary piston chamber 811 within the primary cylinder 810 due to the suction motion of the primary piston 820. Therefore, the primary intake diaphragm 910 is open, and the gas in the primary intake chamber 610 enters the primary piston chamber 811 through the primary intake port 310. After the primary piston 820 switches to exhaust motion, as the space in the primary piston chamber 811 shrinks, the primary intake port 310 is sealed because the primary intake diaphragm 910 has a one-way opening structure. The primary exhaust diaphragm assembly 920 opens as the gas pressure increases, and simultaneously the intake and exhaust passages 350 are sealed. All gas in chamber 811 enters the primary exhaust chamber 620 through the primary exhaust port 320. The primary exhaust chamber 620 and the secondary intake chamber 630 are interconnected. As the secondary piston 840 performs a suction motion, a negative pressure appears in the secondary piston chamber 831 within the secondary cylinder liner 830, causing the secondary intake diaphragm 930 to open. Gas enters the secondary piston chamber 931 through the secondary intake port 330. As the secondary piston 840 switches to exhaust motion, the volume of the secondary piston chamber 931 decreases. Because the secondary intake diaphragm 930 is a one-way opening structure, the secondary intake port 330 is blocked. The secondary exhaust diaphragm assembly 940 opens as the gas pressure increases, and the gas in the secondary piston chamber 831 enters the secondary exhaust chamber 640 through the secondary exhaust port 340, achieving normal secondary air compression.

[0037] In combination with the above, the inner diameter of the preferred first-stage cylinder liner 810 is larger than that of the second-stage cylinder liner 830, and the volume ratio of the first-stage cylinder liner 810 to the second-stage cylinder liner 830 is 2 to 3 times, with a preferred volume ratio of 2.35. The optimized design of the large and small cylinder block structure ensures that the volume inside the first-stage cylinder liner 810 is larger than that inside the second-stage cylinder liner 830, and that the cavity of the first-stage piston chamber 811 is larger than that of the second-stage piston chamber 831. When combined with the above compression operation, due to the optimized structure of the first-stage cylinder liner 810 and the second-stage cylinder liner 830, and because the volume of the second-stage piston chamber 831 is relatively small, the first-stage compression assembly and the second-stage compression assembly are synchronously driven. Utilizing the difference in gas volume, when the air compressor has a high drive speed, the gas in the second-stage exhaust chamber 640 can be quickly pressurized to reach the preset pressure value, thus switching to normal second-stage compression operation.

[0038] In conjunction with the above, the drive assembly includes a crankshaft 520, which includes a primary connecting portion 521 and a secondary connecting portion 522. The primary connecting portion 521 and the secondary connecting portion 522 are arranged at different heights. The primary connecting portion 521 cooperates with the primary piston 820 via a primary connecting rod 530, and the secondary connecting portion 522 cooperates with the secondary piston 840 via a secondary connecting rod 540. One end of the crankshaft 520 extends to the outside of the housing 400 through a bushing and engages with the transmission gear. The gear 510 is engaged with the transmission gear 510 to realize power input and complete the rotation drive of the crankshaft 520. The other end of the crankshaft 520 is engaged with the case cover 400 of the housing. After the crankshaft 520 rotates, it drives the first-stage connecting rod 530 and the second-stage connecting rod 540 to move. The other end of the first-stage connecting rod 530 is engaged with the first-stage piston 820 to realize the reciprocating motion of the first-stage piston 820. The other end of the second-stage connecting rod 540 is engaged with the second-stage piston 840 to realize the reciprocating motion of the second-stage piston 840.

[0039] The first-stage piston 820 typically includes a first-stage piston body and a first-stage piston pin that is hinged to the first-stage connecting rod 530. The second-stage piston 840 typically includes a second-stage piston body and a second-stage piston pin that is hinged to the second-stage connecting rod 540. Both the first-stage piston body and the second-stage piston body are used to perform piston movement with the first-stage piston chamber 811 or the second-stage piston chamber 831.

[0040] The crankshaft 520 preferably includes an "S" shaped crankshaft body in the middle, forming an upper and lower staggered structure, which facilitates the synchronous driving of the reciprocating operation of the first-stage connecting rod 530 and the second-stage connecting rod 540.

[0041] In combination with the above, preferably, the self-regulating booster mechanism 700 includes a regulating valve assembly, which is used to cooperate with the regulating air passage 120. One end of the regulating air passage 120 is used to communicate with the secondary exhaust chamber 640. The regulating air passage 120 is located inside the upper cylinder head 100, and the other end of the regulating air passage 120 is used to cooperate with the regulating valve assembly. The regulating valve assembly is used to unblock or block the intake and exhaust passages 350. The optimized structure of the regulating air passage 120 forms an integrated air pressure system with the secondary exhaust chamber 640, and the corresponding operation is achieved in combination with the regulating valve assembly.

[0042] In its specific structure, the regulating valve assembly includes a valve seat 710, a valve body 730, and a valve plug 720. The valve body 730 includes a valve body body, a communicating cavity 732 located within the valve body body, and an intake / exhaust passage 731 communicating with the communicating cavity 732. The intake / exhaust passage 731 is used to connect the first-stage intake cavity 610 and the communicating cavity 732. The communicating cavity 732 communicates with the intake / exhaust passage 350. The other end of the intake / exhaust passage 350 is connected to the first-stage piston chamber of the first-stage cylinder liner 810. 811 is through, and the valve plug 720 can block the inlet and outlet passage 350 and the connecting cavity 732; when the inlet and outlet passage 350 is blocked, the valve plug 720 is moved down to block the inlet and outlet passage 731 and the connecting cavity 732, completing the front-end blockage, thereby realizing the blocking operation of the inlet and outlet passage 350; wherein, the inlet and outlet passage 731 is preferably opened laterally and arranged along the lower circumference of the valve body 730, and the number can be multiple, preferably 4.

[0043] In the specific structure, the valve plug 720 is provided with a pressurization chamber 721, which is connected to the regulating air passage 120 through the pressurization port 130. When the air pressure in the secondary exhaust chamber 640 is greater than or equal to the preset air pressure value, the gas flows to the regulating air passage 120 and enters the pressurization chamber 721 through the pressurization port 130, causing the valve plug 720 to move and complete the sealing of the inlet and outlet passages 731 and the connecting chamber 732. The structure of the pressurization chamber 721 is optimized to facilitate the movement of the valve plug 720. The valve plug 720 and the valve body 730 are usually fitted with a compression mechanism. The compression spring 740 is typically a preset pressure value, preferably 0.3 MPa. A first sealing ring 750 is provided between the valve plug 720 and the communicating cavity 732 inside the valve body 730. The valve plug 720 can move up and down along the communicating cavity 732 to block the lower intake and exhaust passage 731. A second sealing ring 760 is typically provided between the valve body 730 and the valve seat 710. The valve seat 710 is preferably installed inside the lower cylinder head 200. In one embodiment, the valve seat 710 is preferably integrally formed with the lower cylinder head 200.

[0044] In its specific structure, the cylinder head assembly includes an upper cylinder head 100, a lower cylinder head 200, and a valve plate 300. The upper cylinder head 100, lower cylinder head 200, and valve plate 300 are fixedly installed from top to bottom. Intake and exhaust passages 350 are located within the valve plate 300. The intake and exhaust passages 350 are aligned with and communicate with the communicating cavity 732 within the valve body 730. The valve plate 300 also contains several primary intake holes 310, primary exhaust holes 320, secondary intake holes 330, and secondary exhaust holes 340 to achieve… In the gas compression intake and exhaust operation, one end of the primary intake port 310 is used to communicate with the primary intake chamber 610, and the other end is used to cooperate with the primary intake diaphragm 910. The primary intake diaphragm 910 is a one-way diaphragm structure used to achieve negative pressure intake. A primary exhaust diaphragm assembly 920 is provided between the primary exhaust port 320 and the primary exhaust chamber 620. The primary exhaust diaphragm assembly 920 is a one-way diaphragm structure used to achieve pressurized exhaust. Typically, the primary intake diaphragm 910 is located at... The lower surface of the valve plate 300 is used to cooperate with the lower ports of multiple primary air inlets 310. The primary exhaust diaphragm assembly 920 is located on the upper surface of the valve plate 300 and is used to cooperate with the upper ports of multiple primary exhaust ports 320. One end of the secondary air inlet 330 is used to communicate with the secondary air inlet chamber 630, and the other end is used to cooperate with the secondary air inlet diaphragm 930. The secondary air inlet diaphragm 930 is a one-way diaphragm structure used to achieve negative pressure air intake. The secondary exhaust port 940 is connected to the secondary exhaust chamber. A secondary exhaust diaphragm assembly 940 is provided between 640. The primary exhaust chamber 620 and the secondary intake chamber 630 are interconnected. The secondary exhaust diaphragm assembly 940 is a one-way diaphragm structure used to achieve pressurized exhaust. Typically, the secondary intake diaphragm 930 is located on the lower surface of the valve plate 300 to cooperate with the lower ports of multiple secondary intake ports 330. The secondary exhaust diaphragm assembly 940 is located on the upper surface of the valve plate 300 to cooperate with the upper ports of multiple secondary exhaust ports 340.

[0045] In the above structure, the first-stage intake diaphragm 910, the second-stage intake diaphragm 930, the first-stage exhaust diaphragm assembly 920 and the second-stage exhaust diaphragm assembly 940 all use components commonly used in air compressors in the prior art, or they can be replaced by corresponding one-way valve components.

[0046] The specific structure also includes a cooling mechanism, which includes an inlet end 210, a cooling channel assembly, and an outlet end 230. The cooling channel assembly includes a cylinder head channel 220, a valve plate channel 360, and a cylinder block channel 420. The built-in cooling channel assembly allows coolant to enter, providing good heat dissipation for the cylinder head and housing, cooling the internal gas, and increasing the quality of compressed air.

[0047] This invention utilizes a self-regulating booster mechanism combined with an adjustable air passage. By adjusting the air pressure within the secondary exhaust chamber, the intake and exhaust passages can be blocked or opened. When the intake and exhaust passages are open, the air compressor can operate at low pressure during vehicle idling, reducing oil discharge and increasing service life. When the intake and exhaust passages are blocked, the air compressor can achieve two-stage compression. By optimizing the volume ratio of the primary and secondary cylinders, air compression efficiency and air pressure intensity can be improved, enabling the air compressor to achieve a working pressure of 1.5 MPa. The optimized built-in cooling mechanism, utilizing a circulating cooling channel, improves cooling efficiency, reduces air compressor exhaust temperature, and enhances overall performance.

[0048] As is known from common technical knowledge, this invention can be implemented through other embodiments that do not depart from its spirit or essential characteristics. Therefore, the disclosed embodiments described above are merely illustrative in all respects and are not the only ones. All modifications within the scope of this invention or its equivalents are included in this invention.

Claims

1. A twin-cylinder air compressor for automobiles employing a self-regulating supercharging mechanism, comprising a cylinder head assembly and a cylinder block assembly, characterized in that: The cylinder head assembly has an internal primary intake chamber, a primary exhaust chamber, a secondary intake chamber, and a secondary exhaust chamber; the cylinder block assembly includes a primary compression assembly and a secondary compression assembly. The primary compression assembly includes a primary cylinder liner and a primary piston that cooperates with the primary cylinder liner. The secondary compression assembly includes a secondary cylinder liner and a secondary piston that cooperates with the secondary cylinder liner. The primary intake chamber and the primary exhaust chamber cooperate with the primary compression assembly, and the secondary intake chamber and the secondary exhaust chamber cooperate with the secondary compression assembly. A self-regulating booster mechanism is located within the primary intake chamber. An intake and exhaust passage is provided between the primary intake chamber and the primary compression assembly. The self-regulating booster mechanism is used to either unblock or block the intake and exhaust passage. When the air pressure in the secondary exhaust chamber is greater than or equal to a preset pressure value, the self-regulating booster mechanism is in a closed state, blocking the intake and exhaust passage. When the air pressure in the secondary exhaust chamber is lower than the preset pressure value, the self-regulating booster mechanism is in an open state, allowing the intake and exhaust passage to flow freely. The self-regulating booster mechanism includes a regulating valve assembly, which cooperates with a regulating air passage. One end of the regulating air passage communicates with the secondary exhaust chamber, and the other end cooperates with the regulating valve assembly. The regulating valve assembly is used to regulate the intake and exhaust... The regulating valve assembly includes a valve seat, a valve body, and a valve plug. The valve body includes a valve body body, a connecting cavity located within the valve body body, and an intake / exhaust passage that communicates with the connecting cavity. The intake / exhaust passage is used to connect the primary intake cavity and the connecting cavity. The connecting cavity communicates with the intake / exhaust passage. The other end of the intake / exhaust passage communicates with the inner cavity of the primary cylinder liner. The valve plug can block the intake / exhaust passage and the connecting cavity. The valve plug has a pressurizing cavity inside, which communicates with the regulating passage through a pressurizing port. When the gas pressure in the secondary exhaust cavity is greater than or equal to a preset gas pressure value, the gas flows to the regulating passage and enters the pressurizing cavity through the pressurizing port, causing the valve plug to move and complete the blocking of the intake / exhaust passage and the connecting cavity.

2. The automotive twin-cylinder air compressor with a self-adjusting booster mechanism according to claim 1, characterized in that: The inner cylinder diameter of the first-stage cylinder liner is larger than that of the second-stage cylinder liner.

3. A twin-cylinder automotive air compressor employing a self-adjusting booster mechanism according to claim 2, characterized in that: The volume ratio of the first-stage cylinder liner to the second-stage cylinder liner is 2 to 3 times.

4. A twin-cylinder automotive air compressor employing a self-regulating booster mechanism according to any one of claims 1 to 3, characterized in that: The cylinder head assembly includes an upper cylinder head, a lower cylinder head, and a valve plate. The regulating air passage is located inside the upper cylinder head, the intake and exhaust passages are located inside the valve plate, and the valve seat is located inside the lower cylinder head. The valve plate is also provided with a plurality of primary intake holes, primary exhaust holes, secondary intake holes, and secondary exhaust holes. One end of the primary intake hole is used to communicate with the primary intake chamber, and the other end is used to cooperate with the primary intake diaphragm. A primary exhaust diaphragm assembly is provided between the primary exhaust hole and the primary exhaust chamber. One end of the secondary intake hole is used to communicate with the secondary intake chamber, and the other end is used to cooperate with the secondary intake diaphragm. A secondary exhaust diaphragm assembly is provided between the secondary exhaust hole and the secondary exhaust chamber. The primary exhaust chamber and the secondary intake chamber are interconnected.

5. A twin-cylinder automotive air compressor employing a self-adjusting booster mechanism according to claim 4, characterized in that: When the self-regulating supercharging mechanism is in the open state, if the first-stage piston is in the suction motion, the first-stage intake diaphragm opens, and the gas in the first-stage intake chamber enters the first-stage piston chamber in the first-stage cylinder through the first-stage intake port and the intake / exhaust passage. If the first-stage piston is in the exhaust motion, the first-stage exhaust diaphragm opens, and part of the gas in the first-stage piston chamber enters the first-stage exhaust chamber through the first-stage exhaust port, and part enters the first-stage intake chamber through the intake / exhaust passage. When the self-regulating supercharging mechanism is in the closed state, the intake / exhaust passage is blocked. If the first-stage piston is in the suction motion, the first-stage intake diaphragm opens, and the gas in the first-stage intake chamber enters the first-stage piston chamber in the first-stage cylinder through the first-stage intake port. If the first-stage piston is in the exhaust motion, the first-stage exhaust diaphragm opens, and all the gas in the first-stage piston chamber enters the first-stage exhaust chamber through the first-stage exhaust port.

6. A twin-cylinder automotive air compressor employing a self-regulating booster mechanism according to claim 5, characterized in that: It also includes a drive assembly, which includes a crankshaft, the crankshaft including a primary connecting part and a secondary connecting part, the primary connecting part and the secondary connecting part being distributed at different heights, the primary connecting part cooperating with a primary piston through a primary connecting rod, and the secondary connecting part cooperating with a secondary piston through a secondary connecting rod.

7. A twin-cylinder automotive air compressor employing a self-adjusting booster mechanism according to claim 6, characterized in that: It also includes a cooling mechanism, which includes an inlet end, a cooling channel assembly, and an outlet end. The cooling channel assembly includes a cylinder head channel, a valve plate channel, and a cylinder block channel.

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