Piston cylinder, air compressor pump head and integrated electric oil-free air compressor

Abstract

The application discloses a piston cylinder, a pump head of an air compressor, and an integrated electric oil-free air compressor. The piston cylinder is an integrated piston cylinder, and two compression cavities in the piston cylinder are in communication with each other. The two compression cavities of the piston cylinder are arranged in a stepped structure in which the gas compression strokes are staggered, and the compression cavities are surrounded by multiple heat dissipation members to cool the compressed air. The electric oil-free air compressor has the advantages of high efficiency, high integration, simple structure, small size, and low cost.

Description

Technical Field

[0001] This invention belongs to the field of electric air compressors, specifically relating to a piston cylinder, an air compressor pump head, and an integrated electric oil-free air compressor. Background Technology

[0002] Electric air compressors for new energy vehicles are mainly used to provide compressed air to the vehicle's braking system, air suspension system, door system, and auxiliary air devices.

[0003] In the existing field of piston-type electric oil-free air compressors, the high temperatures generated during compressor operation are often a significant factor leading to decreased compressor performance (exhaust efficiency, exhaust temperature), lifespan (motor demagnetization, accelerated wear), and ultimately, compressor failure. To address this, current technologies typically employ external structures such as cooling fans, exhaust coolers, and cooling coils to cool the interstage gas, exhaust gas, and compressor pump head. However, this results in a bulky and complex overall compressor structure, large size and weight, and high overall cost, making it difficult to meet the increasingly demanding requirements for miniaturization, lightweight design, and high cost-effectiveness in vehicle applications. Summary of the Invention

[0004] To address the shortcomings of the existing technology, the present invention provides a piston cylinder, an air compressor pump head, and an integrated electric oil-free air compressor. This electric oil-free air compressor has the advantages of efficient cooling, high integration, simple structure, small size, and low cost.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] Firstly, a piston cylinder is provided, wherein the piston cylinder is an integral piston cylinder and has two interconnected compression chambers. The two compression chambers of the piston cylinder are configured in a stepped structure in which the gas compression stroke is staggered and the compressed air can be cooled by arranging multiple heat dissipation components around the area.

[0007] In some embodiments, the piston cylinder has corresponding exhaust chambers at the top of the two compression chambers and a region dividing plate that divides the respective areas of the exhaust chamber and the compression chamber. The piston cylinder also has an exhaust valve fixing seat in each exhaust chamber for fixing the exhaust valve.

[0008] Secondly, an air compressor pump head is provided, including a cylinder head and a piston cylinder that is connected to the cylinder head. The cylinder head has an air passage that communicates with the compression chamber of the piston cylinder. The cylinder head has a sealing part that forms a sealing structure with the piston cylinder. The sealing part of the cylinder head is provided with multiple heat dissipation components. The heat dissipation components are located in the exhaust chamber corresponding to the primary compression chamber of the two compression chambers of the piston cylinder. The primary compression chamber is the compression chamber through which the compressed gas in the two compression chambers passes in advance. The two compression chambers are the primary compression chamber and the secondary compression chamber, respectively. The upper side of the sealing part of the cylinder head is provided with multiple heat dissipation components that are connected to the part where the air passage is located.

[0009] Thirdly, an integrated electric oil-free air compressor is provided, comprising: a housing, a motor assembly having a motor stator disposed within the housing, and a sealing cover disposed outside the motor shaft of the motor assembly and forming a sealing structure with the motor shaft via an oil seal. The air compressor pump head is disposed on the top surface of the housing. A front cover and a rear cover, forming a sealing structure together with the housing, are respectively disposed on the front and rear sides of the housing. A crankshaft assembly and air passage accessories are disposed within the housing. The crankshaft assembly is fixedly connected to the motor shaft of the motor assembly. A gas compression connecting rod assembly and a piston connecting rod assembly are respectively disposed on the left and right sides of the crankshaft assembly. The gas compression connecting rod assembly and the piston connecting rod assembly are respectively connected to the compression chamber of the corresponding air compressor pump head to compress gas within the compression chamber of the piston cylinder. The air passage accessories are connected to the gas compression connecting rod assembly and the two compression chambers of the piston cylinder to form an air passage. The sealing cover is sleeved on the outside of the motor shaft of the motor assembly and forms a sealing structure with the motor shaft via an oil seal.

[0010] In some embodiments, the pneumatic fitting includes:

[0011] A first-stage intake valve plate is disposed on the end face of the gas compression connecting rod assembly and is connected to the compression chamber of the corresponding piston cylinder;

[0012] Two exhaust valves are respectively mounted on their corresponding exhaust valve mounting seats; and

[0013] The secondary intake valve plate is positioned between the two compression chambers of the piston cylinder via a secondary intake limit screw.

[0014] In some embodiments, the front end of the motor shaft of the motor assembly is a tapered shaft structure, and the rear end of the motor shaft of the motor assembly is provided with a ball bearing that mates with the rear end cover to form a rear end support.

[0015] In some embodiments, the crankshaft assembly includes:

[0016] Two split crankshafts are arranged opposite each other on the left and right, and each has a tapered shaft structure that is fixedly engaged with the motor shaft by a fixing component to form a tapered hole for front-end support;

[0017] Support bearings are located on the outer rings of the two split crankshafts; and

[0018] The cylinder liner has a knurled structure and is disposed on the outer ring of the support bearing.

[0019] In some embodiments, the motor shaft of the motor assembly is integrally formed with the motor rotor, the motor shaft of the motor assembly has a first vent hole extending axially to communicate with the outside, and the motor shaft of the motor assembly has a plurality of second vent holes radially provided at the front end of the shaft body that does not contact the crankshaft, which connect the first vent hole with the air passage.

[0020] In some embodiments, an air intake connector is also included, which is disposed on the rear end cover.

[0021] In some embodiments, it further includes: an air intake connector disposed on the front end cover, and the crankshaft having a crankshaft vent hole that connects the primary compression chamber of the piston cylinder to the outside.

[0022] The beneficial effects of this invention are:

[0023] 1. Integrated Piston Cylinder: Integrating the cylinder body and area dividing plate reduces component costs and simplifies assembly steps. A stepped compression structure staggers the piston compression strokes of the two compression chambers, avoiding the repetitive compression strokes found in existing dual- or multi-cylinder air compressors. This prevents uneven heat distribution within the cylinder body, leading to localized high temperatures, cylinder deformation, accelerated plating wear, and reduced lifespan. Simultaneously, the stepped compression structure significantly increases the volume of the primary exhaust zone created by the primary compression chamber, allowing for the implementation of corresponding heat dissipation fin structures to improve cooling performance and specifically cool the primary exhaust gas. This achieves efficient cooling of the primary compressed gas... The air compressor cools directly inside the pump head before entering the secondary compression chamber, avoiding the need for the primary compressed gas to be cooled by components such as the cylinder head and external cooler before returning to the pump head and entering the secondary compression chamber. Furthermore, it eliminates the need for external coolers and other components, simplifying the cylinder head structure. It also solves the problem of existing piston-type electric oil-free air compressors using numerous external cooling structures to cool interstage gas, exhaust gas, and the pump head, resulting in a bulky and complex overall structure, large size and weight, high overall cost, and difficulty in meeting the increasingly smaller, lighter, and more cost-effective requirements of vehicles.

[0024] 2. Integrated Conical Shaft Transmission Support Structure: This invention changes the existing separate design of the motor and air compressor pump head, integrating the core structures such as the drive motor stator and rotor into the air compressor housing. Simultaneously, the motor shaft and air compressor crankshaft employ a conical bore transmission structure, ensuring concentricity during assembly and avoiding the reliability issues of keyed transmission structures in existing technologies. It also eliminates the need for couplings. Furthermore, while existing technologies use a dual-bearing support structure for the motor rotor and main shaft, this invention features an independent support bearing only at the rear end of the motor main shaft, with the front support positioned forward. Through the conical bore connection, the air compressor crankshaft support bearing simultaneously serves as the front support for the motor shaft. Therefore, the integrated conical shaft transmission support structure serves both as the main shaft-crankshaft rotation transmission mechanism and as the support for the motor rotor structure.

[0025] 3. The motor shaft is equipped with an air intake cooling structure. The motor shaft has an internal through hole, allowing outside natural air to enter the air compressor through the motor shaft. The above air intake process provides efficient cooling for the rotor structure located on the motor shaft, avoiding the problem in the prior art where high motor temperature causes demagnetization of the rotor magnets, reduced performance and lifespan, and ultimately air compressor failure. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A schematic diagram of the structure of an integrated electric oil-free air compressor provided as an exemplary embodiment;

[0028] Figure 2 A schematic diagram of the air circuit in an integrated electric oil-free air compressor provided as an exemplary embodiment;

[0029] Figure 3 A schematic diagram of the structure of the housing portion in an integrated electric oil-free air compressor, provided as an exemplary embodiment;

[0030] Figure 4 A three-dimensional perspective view of an integrated electric oil-free air compressor provided as an exemplary embodiment;

[0031] Figure 5 A schematic diagram of the piston cylinder in an integrated electric oil-free air compressor provided as an exemplary embodiment;

[0032] Figure 6 A three-dimensional perspective view of a piston cylinder in an integrated electric oil-free air compressor, provided for an exemplary embodiment;

[0033] Figure 7 A three-dimensional perspective view of the cylinder head in an integrated electric oil-free air compressor, provided as an exemplary embodiment;

[0034] Figure 8 A three-dimensional perspective view of the cylinder head in an integrated electric oil-free air compressor, provided as an exemplary embodiment;

[0035] Figure 9 A schematic diagram of the structure of the motor shaft in an integrated electric oil-free air compressor provided as an exemplary embodiment;

[0036] Figure 10 A schematic diagram of the operation of an integrated electric oil-free air compressor provided as an exemplary embodiment;

[0037] Figure 11 A schematic diagram of an integrated electric oilless air compressor with an air inlet connector disposed on a front end cover, as provided in an exemplary embodiment;

[0038] Figure 12 for Figure 11 A three-dimensional view of the crankshaft. Detailed Implementation

[0039] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0040] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0041] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0042] like Figure 1 As shown, in one embodiment, an integrated electric oil-free air compressor is provided. This integrated electric oil-free air compressor has the advantages of efficient cooling, high integration, simple structure, small size and low cost, and is suitable for new energy vehicles.

[0043] The integrated electric oil-free air compressor includes: a housing 1 and a motor assembly with a motor stator 6 installed inside the housing; a sealing cover 3 is sleeved on the outside of the motor shaft 7 of the motor assembly and forms a sealing structure with the motor shaft 7 through an oil seal to prevent gas from entering the drive motor; the front and rear sides of the housing 1 are respectively provided with a front cover 16 and a rear cover 9 that together form a sealing structure with the housing 1.

[0044] like Figure 1 and Figure 4 As shown, in one embodiment, the mounting bracket 28 is disposed below the housing 1 to provide support for the housing 1. In another embodiment, a rubber shock-absorbing pad 29 is disposed below the mounting bracket 28 to provide pressure buffering for the mounting bracket 28. In one embodiment, the junction box 10 is disposed on the top surface of the housing 1 and above the motor stator 6, and the wire harness fixing bracket 30 is disposed on the side of the junction box 10 in the wire outlet direction.

[0045] An air compressor pump head is provided on the top surface of the housing 1. In one embodiment, the air compressor pump head includes a cylinder head 13 and a piston cylinder 11 connected to the cylinder head 13 by screws 27.

[0046] like Figure 5 and Figure 6As shown, in one embodiment, the piston cylinder 11 is an integral piston cylinder with two interconnected compression chambers. Specifically, the piston cylinder 11 has a primary compression chamber 1101 and a secondary compression chamber 1108. The two compression chambers of the piston cylinder 11 are configured in a stepped structure where the gas compression strokes are staggered and the compressed air can be cooled around their respective areas by arranging multiple heat dissipation components (e.g., heat dissipation fins 1110). In one embodiment, the piston cylinder 11 has corresponding exhaust chambers at the top of the two compression chambers, as well as area dividing plates that separate the exhaust chambers and compression chambers. Each exhaust chamber of the piston cylinder 11 has an exhaust valve mounting seat for fixing the exhaust valve. Specifically, the top of the primary compression chamber 1101 is provided with a primary valve plate 1102 and a primary exhaust chamber 1104, and the top of the secondary compression chamber 1108 is provided with a secondary valve plate 1107 and a secondary exhaust chamber 1105; the primary exhaust chamber 1104 and the secondary exhaust chamber 1105 are respectively provided with a primary exhaust valve fixing seat 1102 and a secondary exhaust valve fixing seat 1106. The integrated air compressor pump head 11 incorporates a valve plate, simplifying the air compressor structure while meeting performance requirements. It features a stepped compression structure, staggering the piston compression strokes of the primary compression chamber 1101 and the secondary compression chamber 1108. This avoids the problems of uneven heat distribution in cylinders caused by repeated compression strokes in existing dual-cylinder or multi-cylinder air compressors, leading to localized high temperatures that cause cylinder deformation, accelerated plating wear, and reduced lifespan. Simultaneously, the stepped compression structure significantly increases the volume of the primary exhaust area formed by the primary compression chamber 1101, increasing the primary compressed gas storage capacity and enhancing gas flow. This allows for the design of numerous cooling fins 1109 around the primary exhaust area, providing internal cooling of the primary compressed gas before it enters the secondary compression chamber 1108. Combined with cooling fins 1110 arranged around the primary and secondary compression chambers 1101 and 1108, this effectively reduces the internal and exhaust temperatures of the air compressor. Furthermore, it eliminates the need for external coolers or cooling coils, simplifying the air compressor structure and reducing costs. This design avoids the need for the first-stage compressed gas to be cooled by components such as the cylinder head 13 and external cooler before returning to the piston cylinder 11 and entering the second-stage compression chamber. Furthermore, it eliminates components such as the external cooler, simplifies the structure of the cylinder head 13, and solves the problem that existing piston-type electric oil-free air compressors use numerous external cooling structures to cool the interstage gas, exhaust gas, and air compressor pump head, resulting in a bulky and complex overall structure, large size and weight, high overall cost, and difficulty in meeting the increasingly smaller, lighter, and more cost-effective requirements of vehicles.

[0047] like Figure 7 and Figure 8As shown, in one embodiment, the cylinder head 13 has an air passage 1303 communicating with the compression chamber of the piston cylinder 11, and the cylinder head 13 has a sealing part 1304 forming a sealing structure with the piston cylinder 11; the sealing part 1304 of the cylinder head 13 is provided with a plurality of heat dissipation components 1302 (e.g., heat dissipation columns), the heat dissipation components 1302 are located in the exhaust chamber (first-stage exhaust chamber 1104) corresponding to the first-stage compression chamber 1101 of the two compression chambers of the piston cylinder, the first-stage compression chamber 110 is the compression chamber through which the compressed gas in the two compression chambers passes in advance, and is used to cool the first-stage exhaust gas; the upper side of the sealing part 1304 of the cylinder head 13 is provided with a plurality of heat dissipation components (e.g., heat dissipation fins or heat dissipation sheets 1301) connected to the part where the air passage 1303 is located, which effectively reduces the temperature of the exhaust gas of the air compressor and the overall operating temperature of the air compressor; the cylinder head 13 eliminates the air passage, circuit and other structures that are traditionally handled on the cylinder head, and is simple to manufacture and low in cost.

[0048] like Figure 2 As shown, the housing 1 contains a crankshaft assembly 2 and air passage components. The crankshaft assembly 2 is arranged inside the housing 1 and secured with bolts 34 to prevent it from moving left and right within the housing 1. The crankshaft assembly 2 is fixedly connected to the motor shaft 7 of the motor assembly. Gas compression connecting rod assembly 14 and piston connecting rod assembly 15 are respectively located on the left and right sides of the crankshaft assembly 2 via bearings. In one embodiment, the gas compression connecting rod assembly 14 has a split structure, consisting of a connecting rod seat 25 and a rocker section 24, which are secured with screws. The gas compression connecting rod assembly 14 and piston connecting rod assembly 15 are respectively connected to the compression chamber of the corresponding air compressor pump head to compress the gas within the compression chamber of the piston cylinder.

[0049] like Figure 3 As shown, in one embodiment, the crankshaft assembly 2 includes: two split crankshafts 35, a support bearing 33, and a cylinder liner 36. The two split crankshafts 35 are arranged opposite each other by positioning pins 38 and each has a tapered hole that is fixedly engaged with the tapered shaft structure of the motor shaft 7 by a fixing component to form a front end support. The support bearing 33 is disposed on the outer ring of the two split crankshafts 35. The cylinder liner 36 is made of the same type of material as the bearing and has a knurled structure. It is disposed on the outer ring of the support bearing 33 to realize the anti-rotation function of the cylinder liner 36. The above structure ensures the reliability of the crankshaft 35 transmission structure.

[0050] The gas passage fittings are connected to the gas compression connecting rod assembly 14 and the two compression chambers of the piston cylinder 11 to form the gas passage 23. The gas passage 23 is the gas flow channel.

[0051] like Figure 2As shown, in one embodiment, the gas circuit components include: a primary intake valve plate 21, two exhaust valves (i.e., a primary exhaust valve 22 and a secondary exhaust valve 19) and a secondary intake valve plate 18. The primary intake valve plate 21 is disposed on the end face of the gas compression connecting rod assembly 14 and is connected to the compression chamber of the corresponding piston cylinder 11. The two exhaust valves are respectively disposed on the corresponding exhaust valve mounting seats. The secondary intake valve plate 18 is disposed between the two compression chambers of the piston cylinder 11 by a secondary intake limit screw 20.

[0052] like Figure 3 As shown, in one embodiment, the motor shaft 7 and motor rotor 5 of the motor assembly are integrally formed. The front end of the motor shaft 7 of the motor assembly is a tapered shaft structure, and the rear end of the motor shaft 7 of the motor assembly is provided with a ball bearing 8 that mates with the rear end cover 9 to form a rear end support. The tapered shaft structure at the front end of the motor shaft 7 mates with the tapered hole on the crankshaft 35 to form a front end support, and is secured by bolts 31 and tapered sleeves 32. This forms the front end support structure of the motor shaft 7, which realizes that the tapered hole mating structure at the front end of the motor shaft 7 serves both as a transmission function and as a support for the structure of the motor rotor 5. This structure ensures the concentricity requirement when assembling the motor shaft 7 and the crankshaft 35, and solves the problems of wear and breakage of the transmission key caused by the concentricity difference between the motor shaft and the crankshaft due to machining and assembly errors in the existing key transmission structure, which causes air compressor failure. At the same time, the structure saves the traditional air compressor coupling structure, simplifies the assembly steps, reduces the number of parts, and lowers the cost of parts. Integrated conical shaft drive support structure: This invention changes the existing separate design of the motor and air compressor pump head, integrating the core structures such as the drive motor stator and rotor into the air compressor housing. Simultaneously, the motor shaft and air compressor crankshaft employ a conical bore drive structure, ensuring concentricity during assembly and avoiding the reliability issues of keyed drive structures in existing technologies. It also eliminates the need for couplings. Furthermore, while existing technologies use a dual-bearing structure for the motor rotor and main shaft, this invention features an independent support bearing only at the rear end of the motor main shaft, with the front support positioned forward. Through the conical bore structure, the air compressor crankshaft support bearing simultaneously serves as the front support for the motor shaft. Therefore, the integrated conical shaft drive support structure serves both as the main shaft-crankshaft rotational transmission mechanism and as the support for the motor rotor structure.

[0053] like Figure 9As shown, in one embodiment, the motor shaft 7 of the motor assembly has a first vent 702 extending axially to communicate with the outside. The motor shaft 7 of the motor assembly has a plurality of second vents 701 radially arranged at the front end of the shaft that does not contact the crankshaft, which connect the first vent 702 with the air passage 23. This allows the external natural air compressor to enter the air compressor through the flow passage 24 composed of the first vent 701 and the second vent 702. The flow passage 24 enters the air compressor through the first vent 702 designed on the motor shaft 7. The air intake process efficiently cools the rotor 5 structure set on the motor shaft 7, avoiding the problem in the prior art where the high temperature of the motor causes the rotor magnets to demagnetize, reduce performance and lifespan, and ultimately lead to the failure of the air compressor.

[0054] In one embodiment, it further includes an air inlet connector 17 disposed on the rear end cover 9, through which outside natural air enters the flow passage 24.

[0055] Assembly process:

[0056] The connecting rod seat 25 in the gas compression connecting rod assembly 14 is first assembled on one side of the crankshaft assembly 2. At the same time, the motor stator 6 and the sealing cover 3 are positioned and fitted together with the crankshaft assembly 2 and positioned by the assembly fixture. The housing 1 is fitted with the positioning cylindrical pin 37, which is heated and expanded before being fitted into the above structure. The cylindrical pin 37 is fitted with the guide keyway provided on the cylinder liner 36 to ensure that the threaded hole provided on the cylinder liner 36 corresponds to the housing 1 so that the screws 34 in the subsequent process can be tightened.

[0057] This assembly process integrates the crankshaft assembly 2, motor stator 6, sealing cover 3, and housing 1 into a single assembly, resulting in a simple and efficient process that achieves a compact overall structure and small size. Its core feature is the split structure of the gas compression connecting rod assembly 14. The connecting rod seat 25 and crankshaft 35 can be assembled first, and then only the rocker section 24 and connecting rod seat 25 need to be secured with screws to form the gas compression connecting rod assembly 14.

[0058] Working principle:

[0059] like Figures 1-2As shown, after the drive motor is powered on, the motor shaft 7 rotates, driving the crankshaft assembly 2 to rotate, further causing the gas compression connecting rod assembly 14 to swing back and forth and the piston connecting rod assembly 15 to move up and down. At this time, when the swing connecting rod assembly 14 moves downward, the first-stage intake valve plate 21 arranged on its end face opens, drawing in outside natural air; then the gas compression connecting rod assembly 14 moves upward, the drawn-in natural air is compressed for the first time, and at the same time, the first-stage exhaust valve 22 arranged on the integrated air compressor pump head assembly 11 opens, the first-stage compressed gas is discharged and cooled by the corresponding heat dissipation fins arranged on the integrated air compressor pump head assembly 11, and then enters the second-stage compression chamber 1108 through the second-stage intake valve plate 18 (correspondingly, the piston connecting rod assembly 15 moves downward); as the piston connecting rod assembly 15 moves upward, the first-stage compressed gas is compressed a second time and discharged through the second-stage exhaust valve 19, and enters the cylinder head 13, is cooled along the air passage 1303 of the cylinder head 13, and is discharged through the exhaust connector 12.

[0060] like Figure 10 — Figure 12 As shown, in another embodiment, it further includes: an air intake connector 17 disposed on the front end cover, and a crankshaft vent 3501 on the crankshaft connecting the primary compression chamber 1101 of the piston cylinder 11 to the outside. Outside natural air enters from the air intake connector 17 along the air passage 40 to the high-pressure connecting rod side 41, and then enters the low-pressure connecting rod side 42 through the crankshaft vent 3501 disposed on the crankshaft 35, subsequently entering the primary compression chamber 1101. Simultaneously, in the overall structure of the air compressor, an electronic cooling fan 39 can be disposed at the front end of the integrated air compressor pump head 11 and cylinder head 13. The cooling fan 39 is arranged along the direction of the heat dissipation fins of the integrated air compressor pump head 11 and cylinder head 13 according to the fan outlet direction, ensuring effective cooling; this structure effectively cools the cylinder head structure of the air compressor, further reducing the operating temperature of the air compressor.

[0061] The above description is merely a preferred embodiment of one or more embodiments of this specification and is not intended to limit the scope of one or more embodiments of this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments of this specification should be included within the scope of protection of one or more embodiments of this specification.

Claims

1. An integrated electric oil-free air compressor, characterized in that, include: The housing includes a motor assembly with a motor stator installed inside the housing and a sealing cover installed outside the motor shaft of the motor assembly and forming a sealing structure with the motor shaft through an oil seal. An air compressor pump head is provided on the top surface of the housing. A front cover and a rear cover that together form a sealing structure with the housing are provided on the front and rear sides of the housing, respectively. A crankshaft assembly and air passage accessories are provided inside the housing. The crankshaft assembly is fixedly connected to the motor shaft of the motor assembly. A gas compression connecting rod assembly and a piston connecting rod assembly are provided on the left and right sides of the crankshaft assembly, respectively. The air compressor pump head includes a cylinder head and a piston cylinder that mates with the cylinder head; the piston cylinder is an integral piston cylinder with two interconnected compression chambers. The two compression chambers of the piston cylinder are configured in a stepped structure where the gas compression strokes are staggered and the compressed air can be cooled by arranging multiple heat dissipation components around the area; the piston cylinder has corresponding exhaust chambers at the top of the two compression chambers and area dividing plates that divide the exhaust chamber and compression chamber areas respectively; each exhaust chamber of the piston cylinder has an exhaust valve fixing seat for fixing the exhaust valve. The cylinder head has an air passage communicating with the compression chamber of the piston cylinder. The cylinder head has a sealing part that forms a sealing structure with the piston cylinder. The sealing part of the cylinder head is provided with multiple heat dissipation components. The heat dissipation components are located in the exhaust chamber corresponding to the primary compression chamber of the two compression chambers of the piston cylinder. The primary compression chamber is the compression chamber through which the compressed gas in the two compression chambers passes in advance. The two compression chambers are the primary compression chamber and the secondary compression chamber, respectively. The upper side of the sealing part of the cylinder head is provided with multiple heat dissipation components that are connected to the part where the air passage is located. The gas compression connecting rod assembly and the piston connecting rod assembly are respectively connected to the compression chamber of the corresponding air compressor pump head to compress the gas in the compression chamber of the piston cylinder; the air passage accessories are connected to the gas compression connecting rod assembly and the two compression chambers of the piston cylinder to form an air passage; the sealing cover is sleeved on the outside of the motor shaft of the motor assembly and forms a sealing structure with the motor shaft through an oil seal; The front end of the motor shaft of the motor assembly is a tapered shaft structure, and the rear end of the motor shaft of the motor assembly is provided with a ball bearing that cooperates with the rear end cover to form a rear end support. The crankshaft assembly includes: Two split crankshafts are arranged opposite each other on the left and right, and each has a tapered shaft structure that is fixedly engaged with the motor shaft by a fixing component to form a tapered hole for front-end support; Support bearings are located on the outer rings of the two split crankshafts; and The cylinder liner has a knurled structure and is disposed on the outer ring of the support bearing.

2. The integrated electric oil-free air compressor according to claim 1, characterized in that: The gas circuit components include: A first-stage intake valve plate is disposed on the end face of the gas compression connecting rod assembly and is connected to the compression chamber of the corresponding piston cylinder; Two exhaust valves are respectively mounted on their corresponding exhaust valve mounting seats; and The secondary intake valve plate is positioned between the two compression chambers of the piston cylinder via a secondary intake limit screw.

3. The integrated electric oil-free air compressor according to claim 1, characterized in that, The motor shaft and motor rotor of the motor assembly are integrally formed. The motor shaft of the motor assembly has a first vent hole that extends axially to communicate with the outside. The motor shaft of the motor assembly has a plurality of second vent holes that connect the first vent hole with the air passage at the front end of the shaft body that does not contact the crankshaft.

4. The integrated electric oil-free air compressor according to claim 3, characterized in that, Also includes: An air intake connector is provided on the rear end cover.

5. The integrated electric oil-free air compressor according to claim 1, characterized in that, Also includes: An air intake connector is provided on the front end cover, and the crankshaft has a crankshaft vent hole that connects the primary compression chamber of the piston cylinder to the outside.

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