An all-aluminum energy-saving air compressor

Abstract

The present invention proposes an all-aluminum energy-saving air compressor, which specifically relates to the technical field of air compressors and includes a cylinder head, a valve plate assembly fixedly provided at the bottom end of the cylinder head, a cylinder body fixedly provided at the bottom end of the valve plate assembly, a lubrication system provided inside the cylinder body, an oil pump portion fixedly provided at the end thereof, the lubrication system connected to the oil pump portion, the lubrication system connected to the crank-connecting rod structure, the crank-connecting rod structure slidably provided in the cylinder body; the cylinder head, valve plate assembly, cylinder body, lubrication system, oil pump portion, crank-connecting rod structure are all made of aluminum alloy material, and the inner cavity of the cylinder body is coated with a ceramic film. The all-aluminum energy-saving air compressor provided by the present invention can make the air compressor lightweight while also making the deformation consistency of the cylinder body of the air compressor. It adopts an all-aluminum cylinder body with a built-in oil pump function, has a simple structure and process, reduces fuel consumption, and achieves low pollution, energy saving and environmental protection requirements.

Description

Technical Field

[0001] The invention belongs to the technical field of air compressors, and in particular relates to an all-aluminum energy-saving air compressor. Background Art

[0002] Automotive air compressors are components that provide compressed air to the vehicle's braking system and after-treatment system. Air compressors are widely used in automobiles, construction machinery, heavy-duty passenger (truck) vehicles, and large and medium-sized tractors.

[0003] Currently, most automotive air compressors on the market use a reciprocating piston structure. This reciprocating motion continuously overcomes system pressure, allowing compressed air to flow through connected pipes into the vehicle's air tank. The compressor operates continuously, continuously supplying compressed air to the tank to meet vehicle braking and other needs. As an exposed component of the engine, the automotive air compressor derives its power from the engine and is connected to the engine block via flanges and other means. The rear end of the compressor is often connected to loads such as the oil pump, hydraulic pump, and power steering pump. Therefore, the overall performance of the air compressor is crucial to the engine's performance.

[0004] In recent years, to meet the demands of low fuel consumption and low pollution, automakers have been actively developing new materials to achieve lightweighting, while simultaneously developing pure electric and hybrid vehicles. As a vital component of the engine, the heart of the vehicle, the air compressor is a key component in this lightweighting process. To this end, automotive air compressor manufacturers have made numerous attempts and explorations. The use of aluminum components, such as aluminum cylinder heads, crankcases, pistons, and connecting rods, can reduce air compressor weight by 30%-40%, while also minimizing thermal stress and lowering compressor power consumption, allowing for fuller utilization of engine power.

[0005] However, the lightweighting of air compressors also faces some challenges: First, due to processing technology, materials, and cost issues, the cylinder blocks of air compressors are still made entirely or partially of cast iron. The different thermal expansion rates of the two materials when heated lead to different deformation amounts, making it impossible to solve the problem of deformation consistency. Second, the rear end of the air compressor is connected to various pump loads, which are rigidly connected to the air compressor and have complex connections, resulting in a bloated and heavy pump structure. With the continuous upgrading of the automotive industry, it is necessary to meet the requirements of "National VI" engine matching and low fuel consumption, low pollution, energy conservation and environmental protection to enhance customer satisfaction.

[0006] In addition, the air compressor will generate a certain amount of heat when it is working continuously. When dissipating heat, it is basically cooled by heat conduction of the shell. However, when the ambient temperature cannot meet the heat conduction cooling requirements, the air compressor will have an overtemperature, which greatly reduces the service life of the components.

[0007] Therefore, this solution proposes an all-aluminum energy-saving cylinder body and air compressor to solve the above-mentioned technical problems. Summary of the Invention

[0008] The purpose of the present invention is to provide an all-aluminum energy-saving air compressor, which solves the technical problem of how to make the air compressor lightweight while ensuring the deformation consistency of the cylinder body of the air compressor. It adopts an all-aluminum cylinder body with a built-in oil pump function, simple structure and process, reduces fuel consumption, and achieves cooling and energy saving and low pollution energy saving and environmental protection requirements.

[0009] An all-aluminum energy-saving air compressor includes a cylinder head, a valve plate assembly fixedly disposed at the bottom end of the cylinder head, a cylinder body fixedly disposed at the bottom end of the valve plate assembly, a lubrication system disposed within the cylinder body, and an oil pump portion integrally fixedly disposed at the end thereof, the lubrication system being connected to the oil pump portion, and the lubrication system being further connected to a crank-connecting rod structure, the crank-connecting rod structure being slidably disposed within the cylinder body;

[0010] The cylinder head, the valve plate assembly, the cylinder body, the lubrication system, the oil pump part, and the crank-connecting rod structure are all made of aluminum alloy material, and the inner cavity of the cylinder body is coated with a ceramic film.

[0011] Specifically, the ceramic film is obtained by ceramicizing the inner surface of the aluminum alloy material through electroplating.

[0012] An oil return chamber and an oil inlet chamber 1 are provided inside the cylinder head, and a coolant outlet and a coolant inlet are provided at both ends of the cylinder head respectively, the coolant inlet is communicated with the oil inlet chamber 1, and the coolant outlet is communicated with the oil return chamber;

[0013] The coolant outlet and the coolant inlet are respectively connected to the engine cooling system through liquid pipes. The engine coolant enters the air compressor through the coolant inlet, then flows out through the coolant outlet and flows into the engine oil tank, finally cooling the air compressor.

[0014] The coolant inlet, the first oil inlet chamber, the oil return chamber, the coolant outlet and the liquid pipe together constitute an independent circulating cooling channel.

[0015] The circulating cooling channel further includes an oil inlet chamber 2 and an annular oil chamber provided inside the valve plate assembly;

[0016] The oil inlet chamber 1 is connected to the oil inlet chamber 2 through the oil inlet port 1 on the valve plate assembly, the oil inlet chamber 2 is connected to the annular oil chamber, and the oil outlet port 2 of the annular oil chamber is connected to the oil return chamber.

[0017] The valve plate assembly is provided with a valve plate air inlet, the valve plate air inlet is provided with an air intake valve plate, and the valve plate air inlet is communicated with the cylinder piston cavity provided at the upper end of the cylinder body;

[0018] The valve plate assembly is provided with a valve plate exhaust port, the valve plate exhaust port is provided with an exhaust valve plate, the valve plate exhaust port is communicated with the cylinder head exhaust cavity provided on the cylinder head, and the valve plate exhaust port is communicated with the air storage tank through the cylinder head exhaust cavity, the air compressor exhaust port and a pipeline;

[0019] The cylinder head intake cavity and the cylinder head exhaust cavity, the intake valve plate, the exhaust valve plate, the intake port and the exhaust port on the valve plate assembly, together with the piston cavity, constitute an intake and exhaust system.

[0020] The oil pump part includes an oil pump oil inlet, an oil pump outer rotor, an oil pump inner rotor and an oil pump oil outlet. The oil pump part is connected to the engine lubrication system and is also connected to the crankcase oil inlet.

[0021] The oil inlet of the oil pump is communicated with the engine oil tank, and the oil outlet of the oil pump is communicated with the oil inlet of the crankcase.

[0022] The lubrication system includes a crankcase, a crankshaft rotatably arranged in the crankcase, and a front sleeve and a rear sleeve respectively arranged at both ends of the crankshaft. A cooling oil channel is provided on the crankshaft, and the crankshaft is connected to the crank-connecting rod structure and the oil pump portion.

[0023] The crankshaft is connected to the inner rotor of the oil pump, and the inner rotor of the oil pump drives the outer rotor of the oil pump to rotate in the same direction. When the inner rotor and the outer rotor of the oil pump rotate to the oil inlet hole of the oil pump, the inner rotor and the outer rotor of the oil pump gradually disengage, and the space formed by the two gradually increases along the direction of rotation, thereby generating a vacuum and sucking the engine oil from the oil inlet hole of the oil pump;

[0024] The oil stored between the inner rotor and the outer rotor of the oil transfer pump is communicated with the oil outlet hole of the oil transfer pump. Near the oil outlet hole of the oil transfer pump, the space between the inner rotor and the outer rotor of the oil transfer pump gradually decreases, the oil pressure increases, and the oil is pumped out from the oil outlet hole of the oil transfer pump.

[0025] The engine oil is sent from the oil outlet hole of the oil pump through the oil pipe to the oil channel 1 of the front shaft sleeve, passes through the cooling oil channel in the crankshaft, and is discharged into the oil pan at the bottom of the engine through the oil channel 2 on the rear shaft sleeve and the oil outlet hole at the front end flange of the crankcase, completing the entire lubrication process.

[0026] The crank-connecting rod structure includes a piston connecting rod with one end eccentrically hinged to the crankshaft, and an air compressor piston fixed to the other end of the piston connecting rod. The air compressor piston is slidably arranged inside the piston cavity of the cylinder body.

[0027] In this solution, the main components of the air compressor, such as the cylinder head, valve body, cylinder block, crankcase, piston, and connecting rod, are all made of aluminum. The cylinder block, in particular, breaks away from the conventional cast iron or cast aluminum with a cast iron cylinder liner pattern and is entirely constructed of aluminum alloy. Its interior is ceramicized to meet the lubrication and wear requirements of the piston cavity, truly satisfying the need for lightweight air compressors.

[0028] The outer rotor and inner rotor at the rear of the crankcase are connected to the oil inlet and outlet holes to form the oil pump system.

[0029] The cylinder head is provided with an oil inlet chamber 1 connected with the oil inlet port 1 and an oil return chamber connected with the oil outlet port 2. The oil outlet port 1 of the oil inlet chamber 1 on the cylinder head is connected with the oil inlet chamber 2 on the valve plate assembly through the oil inlet port 1 on the valve plate assembly (that is, the oil passes through the coolant inlet, oil inlet chamber 1, oil inlet port 1, and oil inlet chamber 2). The oil inlet chamber 2 is also connected with the oil inlet port 2 of the annular oil chamber. The oil outlet port 2 of the annular oil chamber is connected with the oil return chamber and the coolant outlet on the cylinder head, together forming a circulating oil cooling channel.

[0030] The main innovation of this technology is to take the perspective of low fuel consumption, low pollution and environmental protection of air compressors. First, through the cooperative research and development of cylinder body materials and surface treatment methods, it breaks the conventional cast iron or cast aluminum plus cast iron cylinder liner model. The whole is made of aluminum alloy material, and the inner cavity is ceramicized to meet the lubrication and wear requirements of the piston cavity.

[0031] Secondly, the lightweight nature of aluminum alloy makes it possible to integrate the oil pump and air compressor into a compact design. This reduces weight and significantly improves the reliability of the oil pump-compressor combination, reducing failure rates and significantly extending the lifespan of the oil pump and air compressor. This delivers high economic efficiency while also improving product quality. These innovative improvements have resulted in a weight reduction of over 42%, achieving significant lightweighting benefits. This meets the requirements for low fuel consumption and low pollution, achieving energy conservation and emission reduction.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] (1) In addition to the cylinder head and connecting rod being made of lightweight aluminum alloy, the cylinder block is also made of aluminum alloy, eliminating the existing cylinder block and cylinder liner structure. The inner cavity is ceramicized. The ceramic coating has a low friction coefficient, high hardness and self-lubricating characteristics, which meets the lubrication and wear requirements of the piston cavity. It not only solves the problem of deformation consistency of the cylinder liner and cylinder block, but also greatly reduces the amount of oil discharged by the air compressor, and the volumetric efficiency of the air compressor is also greatly improved;

[0034] Oil discharge with air ﹤0.005g / m 3 It breaks the technical problem that has long plagued domestic air compressor manufacturers. It is economical and environmentally friendly, with a weight reduction of more than 42%, truly meeting the demand for lightweight air compressors.

[0035] (2) By optimizing the design of the integrated oil pump at the rear end of the air compressor, the oil supply structure is realized in a limited area. The cooling oil takes away a large amount of heat during the flow process, so that the cylinder block is fully cooled, thus having the advantages of low operating temperature, high reliability and long service life;

[0036] It not only realizes the oil cooling internal circulation demand of the air compressor itself, but also provides lubricating oil for other accessories of the engine. The oil pump and the air compressor are integrated into one. Compared with the load connected to the rear end of the air compressor, the structure is compact and the volume is greatly reduced, which reduces the weight and greatly improves the reliability of the combination of the oil pump and the air compressor, reduces the failure rate, and greatly increases the service life of the oil pump and the air compressor. It has high economy and improves product quality at the same time.

[0037] (3) The all-aluminum cylinder block and oil pump are integrated into one, with a simple structure and mature structures. The manufacturing process is simple, there are no difficulties, and the quality risks are extremely small. Compared with the existing structure, the integrated oil pump structure has significantly reduced costs and is highly accepted by customers. The technical solution of the present invention is highly popularizable, and the all-aluminum cylinder block and rear-end integrated structure can be applied to all types and categories of automotive air compressors.

[0038] (4) The present invention effectively reduces the weight of the air compressor, truly realizes the lightweight of the air compressor, ensures the low fuel consumption and low pollution requirements of the engine, and achieves the purpose of energy conservation and emission reduction. When the air compressor stops working, the corresponding air compressor lubrication process also ends, which greatly reduces the oil consumption and achieves energy conservation and emission reduction. The above design enables the automotive air compressor to have more excellent properties, reduces energy loss and oil discharge with the air, and has more environmentally friendly properties while better meeting the needs of users. The experiment proves that the effect is obvious and worthy of promotion. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic diagram of the overall structure of the air compressor of the present invention.

[0040] Figure 2 It is a partial structural diagram of the oil pump in the present invention.

[0041] Figure 3 It is a structural schematic diagram of the oil inlet hole and the oil outlet hole of the oil pump in the present invention.

[0042] Figure 4 It is a structural diagram of the air compressor intake and exhaust of the present invention.

[0043] Figure 5 It is a schematic diagram of the cylinder body in the present invention.

[0044] The accompanying drawings are marked as follows: 1. cylinder head; 2. coolant outlet; 3. oil return chamber; 4. valve plate assembly; 5. annular oil chamber; 6. cylinder body; 7. piston connecting rod; 8. crankcase; 9. crankshaft; 10. front axle sleeve; 11. cooling oil channel; 12. rear axle sleeve; 13. coolant inlet; 14. oil pump part; 15. oil pump oil inlet hole; 16. oil pump outer rotor; 17. oil pump inner rotor; 18. Oil pump outlet hole; 19. Cylinder piston cavity wall; 20. Air compressor piston; 21. Oil inlet one; 22. Oil outlet two; 23. Oil inlet chamber one; 24. Oil inlet chamber two; 25. Cylinder head air inlet; 26. Cylinder head air inlet chamber; 27. Valve plate air inlet; 28. Intake valve plate; 29. ​​Cylinder piston cavity; 30. Valve plate exhaust port; 31. Exhaust valve plate; 32. Cylinder head exhaust chamber; 33. Air compressor exhaust port. DETAILED DESCRIPTION

[0045] In order to more clearly illustrate the technical features of this solution, this solution is described below through specific implementation methods.

[0046] See also Figure 1-Figure 5 An all-aluminum energy-saving air compressor includes a cylinder head 1, a valve plate assembly 4 is fixedly provided at the bottom end of the cylinder head 1, a cylinder body 6 is fixedly provided at the bottom end of the valve plate assembly 4, a lubrication system is provided inside the cylinder body 6, and an oil pump portion 14 is integrally fixedly provided at the end thereof, the lubrication system is connected to the oil pump portion 14, and the lubrication system is also connected to a crank-connecting rod structure, which is slidably provided in the cylinder body 6;

[0047] The cylinder head 1, valve plate assembly 4, cylinder body 6, lubrication system, oil pump part 14, and crank connecting rod structure are all made of aluminum alloy material, and the inner cavity of the cylinder body 6 is coated with a ceramic film.

[0048] The cylinder head 1 is provided with a plurality of oil return chambers 3 and a plurality of oil inlet chambers 23. The two ends of the cylinder head 1 are provided with a coolant outlet 2 and a coolant inlet 13 respectively. The coolant inlet 13 is connected to the oil inlet chamber 23, and the coolant outlet 2 is connected to the oil return chamber 3.

[0049] The coolant outlet 2 and the coolant inlet 13 are both connected to the engine cooling system through liquid pipes. The engine coolant enters the air compressor through the coolant inlet 13, then flows out from the coolant outlet 2 and flows into the engine oil tank, finally cooling the air compressor.

[0050] The coolant inlet 13, the oil inlet chamber 23, the oil return chamber 3, the coolant outlet 2 and the liquid pipe together constitute an independent circulating cooling channel.

[0051] The circulating cooling channel also includes an oil inlet chamber 24 and an annular oil chamber 5 provided inside the valve plate assembly 4;

[0052] The oil inlet chamber 1 23 is connected to the oil inlet chamber 2 24 through the oil inlet port 1 21 on the valve plate assembly 4 , the oil inlet chamber 2 24 is connected to the annular oil chamber 5 , and the oil outlet port 2 22 of the annular oil chamber 5 is connected to the oil return chamber 3 .

[0053] The valve plate assembly 4 is provided with a valve plate air inlet 27, on which an air intake valve plate 28 is provided. The valve plate air inlet 27 is communicated with a cylinder piston chamber 29 provided at the upper end of the cylinder body 6;

[0054] The valve plate assembly 4 is provided with a valve plate exhaust port 30, on which an exhaust valve plate 31 is provided. The valve plate exhaust port 30 is communicated with a cylinder head exhaust chamber 32 provided on the cylinder head 1, and the valve plate exhaust port 30 is communicated with an air storage tank through a pipeline.

[0055] The cylinder head air inlet 25 and the cylinder head air inlet cavity 26 provided on the cylinder head 1 together with the cylinder head exhaust cavity 32, the air inlet valve plate 28, the exhaust valve plate 31 and the air compressor exhaust port 33 constitute an air intake and exhaust system.

[0056] Air compressor intake and exhaust: The engine drives the compressor crankshaft 9 via a gear (not shown in this diagram). This crankshaft 9, in turn, drives the compressor piston 20 up and down via the connecting rod 7. As the compressor piston 20 moves downward, the pressure in the piston chamber 29 drops, creating a vacuum. At this point, outside air enters the cylinder head intake chamber 26 through the cylinder head intake port 25. It then passes through the valve plate intake port 27, pushes open the intake valve plate 28, and enters the piston chamber 29, completing the compressor's intake process. As the crankshaft 9 continues to rotate, it drives the piston 20 upward, compressing the air in the piston chamber 29 and increasing the pressure. This closes the intake valve plate 28, allowing the compressed air to pass through the valve plate exhaust port 30, push open the exhaust valve plate 31, and enter the cylinder head exhaust chamber 32. Finally, it is transported through the compressor exhaust port 33, the exhaust pipe (not shown in this diagram), and the pipeline to the vehicle's gas tank, completing the compressor's exhaust process. This cycle completes the continuous pumping process of the air compressor.

[0057] The intake and exhaust systems are in contact with the circulating cooling channel. The high-speed flow of air also helps to cool the oil in the circulating cooling channel, so that while the oil drives the heat of the air compressor, its own oil temperature will not be too high; coupled with the function of the engine cooling system, the oil cooling process can circulate smoothly.

[0058] The oil pump part 14 includes an oil pump oil inlet hole 15, an oil pump outer rotor 16, an oil pump inner rotor 17 and an oil pump oil outlet hole 18. The oil pump oil inlet hole 15 on the oil pump part 14 is connected to the engine lubrication system, and the oil pump oil outlet hole 18 on the oil pump part 14 is also connected to the oil inlet hole on the crankcase 8 through a pipeline.

[0059] The lubrication system includes a crankcase 8, a crankshaft 9 rotatably arranged in the crankcase 8, a front sleeve 10 and a rear sleeve 12 respectively arranged at both ends of the crankshaft 9, a cooling oil channel 11 is provided on the crankshaft 9, the crankshaft 9 is connected to the crank-connecting rod structure 7, and the cooling oil channel 11 is connected to the oil outlet hole 18 of the oil pump on the oil pump part 14 through an oil inlet hole and a pipeline.

[0060] The crankshaft 9 is connected to the oil pump inner rotor 17, which drives the oil pump outer rotor 16 to rotate in the same direction. The oil pump inner rotor 17 and the oil pump outer rotor 16 gradually disengage when they reach the oil pump oil inlet hole 15. The space formed by the two gradually increases along the direction of rotation, generating a vacuum, which draws the oil from the oil pump oil inlet hole 15.

[0061] The oil stored between the oil pump inner rotor 17 and the oil pump outer rotor 16 is connected to the oil pump oil outlet 18. Near the oil pump oil outlet 18, the space between the oil pump inner rotor 17 and the oil pump outer rotor 16 gradually decreases, and the oil pressure increases.

[0062] The engine oil is sent from the oil pump outlet hole 18 through the oil pipe to the oil channel 1 of the front shaft sleeve 10, and passes through the cooling oil channel 11 in the crankshaft 9, and is discharged into the oil pan at the bottom of the engine through the oil channel 2 on the rear shaft sleeve 12 and the oil outlet hole at the front end flange of the crankcase 8, completing the entire lubrication process.

[0063] The crank-connecting rod structure includes a piston connecting rod 7 with one end eccentrically hinged to the crankshaft 9 and an air compressor piston 20 fixed to the other end of the piston connecting rod 7. The air compressor piston 20 is slidably arranged inside the piston cavity 19 of the cylinder body.

[0064] The specific working process of the present invention is:

[0065] As attached Figure 1 As shown, the power of the air compressor comes from the engine. The air compressor is connected to the engine through an external connection device (gear), and the engine drives the crankshaft 9 to rotate.

[0066] On the one hand, the rotation of the crankshaft 9 converts the rotational motion of the crankshaft 9 into the (linear) reciprocating motion of the air compressor piston 20 through the piston connecting rod 7;

[0067] The air compressor piston 20 reciprocates up and down in the cylinder body 6. When the air compressor piston 20 moves downward, a space is formed between the valve plate assembly 4 and the top of the air compressor piston 20. When the pressure in this space is lower than the atmospheric pressure and the intake system pressure, the intake valve plate 28 on the valve plate assembly 4 opens, and the valve plate air inlet 27 opens, allowing air to enter the cylinder piston chamber 19. The air compressor piston 20 reaches the bottom dead center, completing the intake process.

[0068] When the air compressor piston 20 rises, the air in the cylinder piston chamber 29 is compressed, and the pressure in the cylinder piston chamber 29 is greater than the atmospheric pressure. The intake valve plate 28 on the valve plate assembly 4 returns to its original shape under the action of its own elastic force, and the valve plate air inlet 27 is closed.

[0069] When the pressure is greater than the pressure in the cylinder head exhaust chamber 32, the exhaust valve plate 31 opens, and the valve plate exhaust port 30 opens, allowing compressed air to enter the cylinder head exhaust chamber 32 of the cylinder head 1 and then enter the air storage tank through the pipeline connected to the air compressor exhaust port 33. This completes one intake and exhaust action and begins the next cycle, continuously inhaling and exhausting air.

[0070] On the other hand, as attached Figure 2 、 Figure 3 As shown, the crankshaft 9 directly drives the oil pump inner rotor 17 in the oil pump part 14 at the rear end of the air compressor to rotate;

[0071] The inner rotor 17 of the oil pump drives the outer rotor 16 of the oil pump to rotate in the same direction. When the inner and outer rotors of the oil pump reach the oil inlet 15 of the oil pump, they gradually disengage. The space between them gradually increases along the direction of rotation, creating a certain vacuum, which draws the oil from the oil inlet 15.

[0072] As the oil pump inner rotor 17 and the oil pump outer rotor 16 continue to rotate, the oil stored between the oil pump inner rotor 17 and the oil pump outer rotor 16 is brought to the oil pump oil outlet 18;

[0073] Near the oil pump outlet hole 18, the space between the oil pump inner rotor 17 and the oil pump outer rotor 16 gradually decreases, the oil pressure increases, and the engine oil is sent from the oil pump outlet hole 18 through the oil pipe to the oil channel on the front shaft sleeve 10, passes through the cooling oil channel 11 in the crankshaft 9, and is discharged into the oil pan through the oil channel on the rear shaft sleeve 12 and the oil outlet hole on the crankcase 8, completing the oil discharge process;

[0074] Then the inner and outer gears mesh again and start the next cycle.

[0075] In order to solve the problem of lightweighting of automotive air compressors and reduce the weight of air compressors, on the basis of the aluminum alloy materials used in the cylinder head 1, valve plate assembly 4 and crankcase 8, we explored the application of all-aluminum alloy cylinder blocks, breaking through the problems of aluminum alloy material performance, processing technology and deformation consistency that have plagued them for many years.

[0076] The cylinder block 6 is entirely constructed of aluminum alloy, eliminating the cylinder block and liner structure. The all-aluminum piston chamber wall 19 is treated with a ceramic coating (TECO). This ceramic coating exhibits a low coefficient of friction (below 0.1), high hardness (above 2000 HV), and self-lubrication (no lubricant required). The TECO treatment promotes strong diffusion at the interface between the cylinder block and the generated oxide film, resulting in a strong bond between the film and the substrate. Acoustic emission testing showed a minimum critical load of 13.4375 N and a maximum critical load of 29.3750 N, demonstrating a good bond between the micro-arc oxidation composite ceramic layer and the substrate.

[0077] The coating thickness can reach more than 300μm and the hardness can reach 1500-2000HV. The ceramic material of the cylinder body cavity has excellent physical and chemical properties while achieving a tensile strength of 160N / mm. 2 Above, the elongation can reach 48%, and it has high mechanical strength.

[0078] The ceramic cylinder block has excellent corrosion resistance and high temperature tolerance. Its neutral salt spray test has passed the OEM's stringent 150-hour requirement. Analysis by instruments such as thermogravimetric analyzers and differential scanning calorimeters shows that its insulation composition and structure remain unchanged within the range of 550°C, demonstrating a higher temperature tolerance.

[0079] The cylinder block ceramic layer also has high thermal conductivity, which can be increased to 20W·m at normal ambient temperature. -1 ·K -1 Above, it can still maintain 5W·m in high temperature environment -1 ·K -1 , which is much better than the thermal conductivity of traditional organic dielectric materials (0.2-0.3 W·m -1 ·K -1 ), for this reason, the high-power cylinder body 6 no longer relies on forced cooling, making natural heat dissipation possible.

[0080] Tests have shown that replacing cast-in cast iron liners with ceramicized aluminum cylinder walls (TECO) can extend compressor life by more than 10 times. Furthermore, the cylinder piston cavity wall (19) exhibits excellent wear resistance, ensuring the tangential spring force of the piston ring remains unaffected for extended periods. This reduces oil discharge and significantly improves compressor volumetric efficiency.

[0081] Technical features not described in the present invention can be achieved through or by adopting existing technologies and will not be described in detail here. Of course, the above description is not a limitation of the present invention, and the present invention is not limited to the above examples. Changes, modifications, additions or substitutions made by ordinary technicians in this technical field within the essential scope of the present invention should also fall within the scope of protection of the present invention.

Claims

1. An all-aluminum energy-saving air compressor, comprising a cylinder head (1), characterized in that: A valve plate assembly (4) is fixedly provided at the bottom end of the cylinder head (1), a cylinder body (6) is fixedly provided at the bottom end of the valve plate assembly (4), a lubrication system is provided inside the cylinder body (6), and an oil pump portion (14) is integrally fixedly provided at the end thereof, the lubrication system is connected to the oil pump portion (14), the lubrication system is connected to a crank-connecting rod structure, and the crank-connecting rod structure is slidably provided in the cylinder body (6); The cylinder head (1), the valve plate assembly (4), the cylinder body (6), the lubrication system, the oil pump part (14), and the crank-connecting rod structure are all made of aluminum alloy material, and the inner cavity of the cylinder body (6) is coated with a ceramic film; The cylinder head (1) is provided with a plurality of oil return chambers (3) and a plurality of oil inlet chambers (23) therein, and a coolant outlet (2) and a coolant inlet (13) are provided at both ends of the cylinder head (1), the coolant inlet (13) is communicated with the oil inlet chamber (23), and the coolant outlet (2) is communicated with the oil return chamber (3); The coolant outlet (2) and the coolant inlet (13) are both connected to the engine cooling system through liquid pipes. The engine coolant enters the air compressor through the coolant inlet (13), then flows out through the coolant outlet (2) and flows into the engine oil tank, ultimately cooling the air compressor. The cooling liquid inlet (13), the oil inlet chamber (23), the oil return chamber (3), the cooling liquid outlet (2) and the liquid pipe together constitute an independent circulating cooling channel; The circulating cooling channel further includes a second oil inlet chamber (24) and an annular oil chamber (5) arranged inside the valve plate assembly (4); The oil inlet chamber 1 (23) is connected to the oil inlet chamber 2 (24) through the oil inlet port 1 (21) on the valve plate assembly (4), the oil inlet chamber 2 (24) is connected to the annular oil chamber (5), and the oil outlet port 2 (22) of the annular oil chamber (5) is connected to the oil return chamber (3); The valve plate assembly (4) is provided with a valve plate air inlet (27), an air inlet valve plate (28) is provided on the valve plate air inlet (27), and a cylinder piston cavity (29) is provided at the upper end of the cylinder body (6), and the cylinder piston cavity (29) is communicated with the valve plate air inlet (27); The valve plate assembly (4) is provided with a valve plate exhaust port (30), the valve plate exhaust port (30) is provided with an exhaust valve plate (31), the cylinder head (1) is provided with a cylinder head exhaust cavity (32), and the cylinder head exhaust cavity (32) is communicated with the valve plate exhaust port (30); The cylinder head (1) is provided with a cylinder head air inlet (25) and a cylinder head air inlet cavity (26); the cylinder head air inlet (25) and the cylinder head air inlet cavity (26) together with the cylinder head exhaust cavity (32), the air inlet valve plate (28), the exhaust valve plate (31), and the air compressor exhaust port (33) constitute an air intake and exhaust system; the air compressor exhaust port (33) is connected to the air storage tank through a pipeline; The oil pump portion (14) includes an oil pump oil inlet hole (15), an oil pump outer rotor (16), an oil pump inner rotor (17), and an oil pump oil outlet hole (18). The oil pump oil inlet hole (15) on the oil pump portion (14) is connected to the lubrication system of the engine through a pipeline, and the oil pump oil outlet hole (18) on the oil pump portion (14) is also connected to the oil inlet hole on the crankcase (8) through a pipeline. The lubrication system provided inside the cylinder body (6) includes the crankcase (8), a crankshaft (9) rotatably provided in the crankcase (8), a front shaft sleeve (10) and a rear shaft sleeve (12) respectively provided at both ends of the crankshaft (9), a cooling oil passage (11) provided on the crankshaft (9), the crankshaft (9) being connected to the crank-connecting rod structure, and the cooling oil passage (11) being connected to the oil delivery pump oil outlet (18) on the oil delivery pump part (14) through the oil inlet port and the pipeline; The crankshaft (9) is connected to the oil pump inner rotor (17), and the oil pump inner rotor (17) drives the oil pump outer rotor (16) to rotate in the same direction. When the oil pump inner rotor (17) and the oil pump outer rotor (16) rotate to the oil pump oil inlet hole (15), they gradually disengage, and the space formed by the two gradually increases along the rotation direction, generating a vacuum, and sucking the engine oil from the oil pump oil inlet hole (15); The oil buffered between the oil pump inner rotor (17) and the oil pump outer rotor (16) is communicated with the oil pump oil outlet hole (18). As the oil pump inner rotor (17) and the oil pump outer rotor (16) are closer to the oil pump oil outlet hole (18), the space between the oil pump inner rotor (17) and the oil pump outer rotor (16) gradually decreases, and the oil pressure increases. The engine oil is delivered from the oil delivery pump outlet (18) through the oil pipe to the oil passage 1 on the front shaft sleeve (10), passes through the cooling oil passage (11) in the crankshaft (9), and is discharged from the oil passage 2 on the rear shaft sleeve (12) and the oil outlet opening at the front flange on the crankcase (8) to the oil pan at the bottom of the engine, completing the entire lubrication process; The crank-connecting rod structure comprises a piston connecting rod (7) having one end eccentrically hinged to the crankshaft (9), and an air compressor piston (20) fixed to the other end of the piston connecting rod (7). The air compressor piston (20) is arranged to slide up and down inside the piston cavity (29) of the cylinder body.

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